TY - ABST AN - 01490082 TI - Funding of Children's Hospital of Philadelphia CIREN Center AB - Add to the scope of data & expertise in Crash Injury Research and Engineering Network (CIREN). KW - Children KW - Children's Hospital of Philadelphia KW - Crash Injury and Engineering Network KW - Crash injury research KW - Financing KW - Health care facilities KW - Hospitals UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/FundingChildrensHospitalPhiladelphiaCIRENCenter.pdf UR - https://trid.trb.org/view/1259657 ER - TY - ABST AN - 01490081 TI - Funding of County of San Diego Health & Human Services 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 KW - San Diego (California) UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/FundingCountySanDiegoHealthHumanServicesCIRENCenter.pdf UR - https://trid.trb.org/view/1259656 ER - TY - ABST AN - 01490079 TI - Funding of Medical College of Wisconsin/Froedtert 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 KW - Wisconsin UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/FundingFroedtertHospitalMedicalCollegeWisconsinCIRENCenter.pdf UR - https://trid.trb.org/view/1259654 ER - TY - ABST AN - 01490078 TI - Funding of University of Maryland/National Study Center 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 KW - Maryland UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/FundingUniversityMarylandNationalStudyCenterCIRENCenter.pdf UR - https://trid.trb.org/view/1259653 ER - TY - ABST AN - 01490077 TI - Funding of University of Michigan Program for Injury Research 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 KW - University of Michigan Transportation Research Institute UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/FundingUniversityMichiganProgramInjuryResearchCIRENCenter.pdf UR - https://trid.trb.org/view/1259652 ER - TY - ABST AN - 01490076 TI - Funding of University of Washington/Harborview Injury Prevention 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 KW - University of Washington UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/FundingUniversityWashingtonHarborviewInjuryPreventionCIRENCenter.pdf UR - https://trid.trb.org/view/1259651 ER - TY - RPRT AN - 01374460 AU - Ranney, Thomas AU - Watson, Ginger S AU - Mazzae, Elizabeth N AU - Papelis, Yiannis E AU - Ahmad, Omar AU - Wightman, Judith R AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Examination of the Distraction Effects of Wireless Phone Interfaces Using the National Advanced Driving Simulator - Final Report on a Freeway Study PY - 2005/06//Final Report SP - 144p AB - The report describes research to investigate the effects of wireless phone use on driving performance and behavior. The main objectives were to assess: 1) the distraction potential of wireless phone use while driving, and 2) the difference in distraction caused by the use of a Hands-Free wireless phone interface versus that associated with use of a Hand-Held interface. This research was conducted by NHTSA using the National Advanced Driving Simulator (NADS) in collaboration with NADS staff. Driving performance was examined in four events, including: (1) car-following, (2) lead-vehicle braking, (3) lead-vehicle cut in, and (4) merging. Phone conversation impaired performance most consistently during car following, resulting in an increase of approximately 0.3 to 0.4 seconds in drivers’ delay in responding to lead-vehicle speed changes, relative to performance without phone conversation. Steering entropy (error) also increased during phone conversation in car-following events, reflecting an increase in high-frequency steering corrections. Increased steering reversal rates indicated increased workload during phone conversation. There was little evidence of performance impairment due to phone conversation for the other three events. Neither the lead-vehicle braking nor lead-vehicle cut-in events exhibited the predicted slowing in accelerator release and brake response times. The merge event also did not provide consistent evidence of degraded performance due to phone use generally, with the notable exception based on analysis of eye glance data, that while engaged in phone conversation, drivers devoted less visual attention to planning for an upcoming merge event. Older and younger drivers did not exhibit consistently degraded driving performance due to phone conversation more than middle-aged drivers. There were modest differences among interface conditions. Specifically: (1) Hand-Held phone use interfered with steering and lane control more than the Voice Digit Dialing with Speaker Kit Hands-Free interface, and (2) the Voice Digit Dialing with Speaker Kit Hands-Free interface was associated with faster travel speeds than the Hand-Held interface. Differences between interface conditions were stronger for dialing and answering than for conversation. The Hand-Held interface was associated with fastest dialing times and fewest dialing errors while voice dialing was associated with fastest answering and hang-up times. No differences among interface conditions in phone conversation task performance were found. Post-drive questionnaire results showed that in most cases participants overestimated the ease of use afforded by Hands-Free phone interfaces. In general, participants considered the Hand-Held interface to be most difficult to use, followed by the Headset Hands-Free and Voice Digit Dialing with Speaker Kit Hands-Free interfaces, respectively. KW - Age groups KW - Braking KW - Car following KW - Cellular telephones KW - Distraction KW - Driver workload KW - Drivers KW - Merging traffic KW - National Advanced Driving Simulator UR - https://trid.trb.org/view/1142059 ER - TY - SER AN - 01076427 JO - Traffic Safety Facts - Traffic Tech PB - National Highway Traffic Safety Administration TI - Breath Test Refusals in DWI Enforcement: An Interim Report PY - 2005/06 IS - 300 SP - 3p AB - With new, stronger driving while intoxicated (DWI) laws being enacted across the country and the threat of more severe sanctions, there has been a perception that the rate of breath test refusals has increased as suspected drunk drivers seek to avoid tougher criminal convictions. An interim report on the issue of breath test refusals documents breath test refusal laws and rates across the United States and whether those rates have increased. The report also discusses possible reasons why some states have high refusal rates. Findings show that in 2001, about one-quarter of all drivers arrested for DWI in the United States refused breath tests. The rate across states varied dramatically, from 5.3% in California to 84.9% in Rhode Island. The 2001 rates were compared to data from a previous National Highway Traffic Safety Administration study that used 1987 breath test refusal data. In general, the distribution of rates across states was similar, but with slightly higher refusal rates and mores states at the high end of the distribution in the current study. In the second phase of the study, researchers examined the laws, policies, procedures and sanctions of 5 states with high refusal rates. Interviews were conducted with prosecutors, judges, defense attorneys, law enforcement officers, and administrative unit officers in each of these states. Based on the findings, it is suggested that states review their processes for notifying suspects of both the administrative and criminal consequences of refusing to provide breath samples. Several states allow officers to obtain a warrant to draw blood for a chemical test if a breath test is refused. This practice could be expanded to other communities and may decrease the number of refusals. KW - Alcohol breath tests KW - Drunk drivers KW - Drunk driving KW - Interviewing KW - Jurisprudence and judicial processes KW - Law KW - Law enforcement KW - Statistical analysis 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=48f8eb3f02906010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2005&overrideViewName=Report UR - https://trid.trb.org/view/833177 ER - TY - CONF AN - 01070931 AU - Surcel, Marius-Dorin AU - Gou, Michel AU - National Highway Traffic Safety Administration TI - Intrusion Influence On Child Occupant Behaviour in the Case of A Side Impact MADYMO Simulation PY - 2005/06 SP - 9p AB - The effectiveness of child restraint systems has been very well proven in the case of frontal collision but the performance of the protective devices in sideimpact situation were not, as yet, clearly demonstrated. This research was aimed at the development of a numerical method to simulate the behavior of a child passenger restrained in a protective device in the case of a vehicle side impact, considering vehicle body deformation. The model was mainly based on a multi-body method. However the side wings of the child restraint system and the vehicle body have been modeled by the finite-element technique, to allow for a better representation of the contacts between the child dummy, the restraining device and the structure of the vehicle and to make possible the simulation of the vehicle body deformation, based on available side impact test data. The model had been validated for side impact and the authors have used it to study the influence of the intrusion against the child dummy behavior in the case of side impact. The intrusion influence is most important for the head injury criteria, being proportional with the impact speed. The study of various installation configurations showed that the usage of ISOFIX lower anchorages offers the best protection for the head, followed by the lower flexible anchorages and vehicle belt installation. The intrusion influence is most important when the child restraint system is installed using the vehicle safety belts, the results being much higher than for the case where the intrusion is not considered. Chest deceleration is less influenced by the intrusion and the three considered installation configurations give similar results. Although the results of the project successfully responded to the initial objectives, the model is offering a lot of possibilities of improvement, development and exploitation. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Behavior KW - Child restraint systems KW - Child safety seat anchorage KW - Children KW - Crash victim simulation KW - Deformation KW - Dummies KW - Finite element method KW - Head KW - Impact tests KW - Intrusion KW - ISOFIX KW - Numerical analysis KW - Occupant protection devices KW - Restraint systems KW - Seat belts KW - Side crashes KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0050-W.pdf UR - https://trid.trb.org/view/815308 ER - TY - CONF AN - 01070930 AU - Lee, Sang-Hyun AU - Darvish, Kurosh AU - Lobovsky, Libor AU - National Highway Traffic Safety Administration TI - Modeling of the Material Properties and Fluid-Structure Interaction in the Traumatic Rupture of Aorta PY - 2005/06 SP - 6p AB - Traumatic rupture of the aorta (TRA) is a leading cause of fatality in motor vehicle crashes. However, its injury mechanisms are still unknown since it is difficult to replicate and evaluate such ruptures experimentally. In this study, the mechanisms of aortic rupture in dynamic pressure loading were investigated using Finite Element (FE) Analysis. A hyperelastic material model with linear viscoelasticity was used to characterize the mechanical behavior of aorta based on oscillatory biaxial tests and literature data. It was shown that the previous data led to contradictory uniaxial and biaxial responses. A set of new material properties were identified which closely described all the available experimental data. Furthermore, a Finite Element model of aortic arch was studied under pressure impulse as seen in cadaveric sled tests. Four approaches were used to model the fluid namely, Lagrangian, Eulerian, Arbitrary Lagrangian-Eulerian (ALE), and Smoothed Particle Hydrodynamics (SPH). The Eulerian approach, in which the mesh is fixed in space through which the material flows, was the most complete one in terms of modeling the flow and interaction with the wall, though it required relatively large computational time. In the ALE approach, a Lagrangian material deformation was considered followed by an advection cycle for smoothing the mesh. The result of the ALE approach compared to the Eulerian approach showed less flow and localized deformation. In the SPH formulation, the fluid was represented by particles which interact with one another and the surroundings through specific potential energy functions. The SPH approach exhibited rather idealized behavior of the fluid flow with less computational time. The TRA models were validated against in vitro tests and predicted the most probable location of rupture at the isthmus as indicated in the experiments. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Aorta KW - Cadavers KW - Deformation KW - Dynamic pressure KW - Eulerian Lagrangian methods KW - Eulerian models KW - Fatalities KW - Finite element method KW - Flow KW - Fluid mechanics KW - Fluid-structure interaction KW - Hydrodynamics KW - Injuries KW - Lagrangian functions KW - Location KW - Properties of materials KW - Rupture KW - Sled tests KW - Traffic crashes KW - Viscoelasticity UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0390-W.pdf UR - https://trid.trb.org/view/820378 ER - TY - CONF AN - 01070929 AU - Carter, Arthur A AU - National Highway Traffic Safety Administration TI - The Status of Vehicle-to-Vehicle Communications as a Means of Improving Crash Prevention Performance PY - 2005/06 SP - 4p AB - This paper provides the status of National Highway Traffic Safety Administration (NHTSA) sponsored research on vehicle-to-vehicle and vehicle-to-roadside communications as a means of improving crash prevention performance. A description of Dedicated Short Range Communications (DSRC), the leading wireless technology for vehicle-to-vehicle and vehicle-to-roadside communications is presented. Next a discussion of standards development, including the actions of the Federal Communications Commission (FCC) to allocate spectrum, the American Society of Testing and Materials (ASTM) and Institute of Electrical and Electronic Engineers (IEEE) to develop standards, and the Society of Automotive Engineers (SAE) common vehicle-to-vehicle safety message set efforts, are given. Potential vehicle safety applications including intersection crash warning and emergency electronic brake lights are discussed. Discussed next are crash prevention benefits. Finally, message security is covered. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Benefits KW - Brake lamps KW - Countermeasures KW - Crash avoidance systems KW - Dedicated short range communications KW - Electromagnetic spectrum KW - Emergency brakes KW - Highway safety KW - Intersections KW - Messages (Communications) KW - Performance KW - Prevention KW - Security KW - Standards KW - Traffic crashes KW - Traffic safety KW - Vehicle safety KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Warning systems UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0264-W.pdf UR - https://trid.trb.org/view/815191 ER - TY - CONF AN - 01070928 AU - Rau, Paul Stephen AU - National Highway Traffic Safety Administration TI - Drowsy Driver Detection and Warning System for Commercial Vehicle Drivers: Field Operational Test Design, Data Analyses, and Progress PY - 2005/06 SP - 7p AB - Drowsiness among commercial vehicle drivers has been identified as the number one safety concern of commercial fleets at trucking summit meetings. Over the past 10 years, the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) and its research partners have sought to quantify the loss of alertness among commercial vehicle drivers. This work led to the development of the world’s first unobtrusive and valid sensor of loss of alertness, and has been the benchmark for continuing international study. Replicated experiments have shown that the most valid measure of loss of alertness among drivers is the percentage of eyelid closure over the pupil over time (Perclos). Formerly pioneered by Dr. Walter Wierwille at the Virginia Polytechnical Institute and State University, using a manual observation technique[6], Perclos is now monitored in real time using machine vision technology in the vehicle. In order to estimate the highway safety benefit based on the effectiveness of the system, a Field Operational Test (FOT) is underway with long haul and express (i.e., overnight) fleet operations. This paper discusses the field test methodology, as well as the questions each analysis seeks to answer. A summary of the status of the project, the results to date, and a vision of future work for the deployment of this technology will be provided. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Alertness KW - Commercial vehicles KW - Data analysis KW - Demonstration projects KW - Deployment KW - Design KW - Drivers KW - Drowsiness KW - Express service KW - Field tests KW - Future KW - Highway safety KW - Long haul KW - Overnight delivery KW - Percent Eyelid Closure (PERCLOS) KW - Test procedures KW - Truck drivers KW - Trucking safety KW - Warning systems UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0192-W.pdf UR - https://trid.trb.org/view/815277 ER - TY - CONF AN - 01070927 AU - Dupuis, Raphael AU - Meyer, Frank AU - Willinger, Remy AU - National Highway Traffic Safety Administration TI - Three Years Old Child Neck Finite Element Modelisation PY - 2005/06 SP - 9p AB - Despite recent progress in occupant safety, the protection of children is still not optimal. To offer a better understanding of child injury mechanisms, the present study proposes a human-like finite element model of a three year old child’s neck. The subject was scanned with a medical scanner. The images were first semi-automatically segmented in order to extract the soft tissues and the bones. In the second step, the authors separate the different bones slice by slice on the geometry previously reconstructed. The anatomic structures are identified and each vertebra is reconstructed independently with special attention for the articular process. In a second step, the authors have generated a original meshing on the previous geometry to obtain a finite element model of the child’s neck. The anatomical structures incorporated are the head, the seven cervical vertebrae (C1–C7), the first thoracic vertebra (T1), the intervertebral discs and the principle ligaments which are modelled using non-linear shock-absorbing spring elements. The stiffness values used are taken from literature, and scaled down using scale factors from Irwin. This model incorporates 7340 shell elements to model the eight vertebrae, the head and 1068 solid 8-node elements to model the intervertebral discs. Contact between the articular surfaces is represented by interfaces permitting frictionless movement. Since this study does not aim to reproduce bone fractures, the authors have modelled the cervical vertebrae as rigid bodies. A scaling factor for the intervertebral discs modulus of 0,705 is supposed by Yoganandan for the 3 year old child. Given that validation data were not available, the model validation was conducted against Q3 dummy component sled tests. The accelerometric responses of the head model were similar with those recorded experimentally with a Q3 dummy neck in rearward, frontal and lateral impact direction. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Accelerometers KW - Children KW - Crash injury research KW - Crash victim simulation KW - Dummies KW - Finite element method KW - Injuries KW - Neck KW - Sled tests KW - Stiffness KW - Three year old child KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0081-W.pdf UR - https://trid.trb.org/view/815310 ER - TY - CONF AN - 01070926 AU - Friedman, Donald AU - Nash, Carl E AU - National Highway Traffic Safety Administration TI - Reducing Rollover Occupant Injuries: How and How Soon PY - 2005/06 SP - 15p AB - Public release of previously confidential Malibu test data and film provides the basis for this review. These are sixteen well-instrumented, definitive 32 mph dolly rollover tests of production Chevrolet Malibu sedans with unbelted Hybrid III dummies and eight with belted dummies (half of the cars in each group had roll cages to simulate strong roofs). This paper analyzes and reinterprets this material to resolve the principal motivating research question: does a strong roof reduce the potential for rollover head and neck injuries? The findings are: (1) a rolling vehicle’s center of gravity rises and falls only about 10 cm during a rollover so that its vertical velocity at roof impact is never more than 2.5 m/sec; (2) the six dummies showing the highest head and neck forces were all seated on the far side of Malibus without roll cages; (3) these high head and neck loads occurred after onset of roof intrusion from rapid roof collapse and buckling, not from occupant diving; (4) average roof impact neck forces measured by near side dummies and by far side dummies seated under roofs that did not contact the ground all averaged 3,300 to 3,600 N, and none was sufficient to cause serious injury; (5) the unrestrained Hybrid III dummy drop tests showed that neck loads of 7,000 N correspond to a 2.4 m/sec roof intrusion velocity while 3,500 N neck loads corresponds to a 1.1 m/sec intrusion velocity; (6) the windshields of the production vehicles broke early leaving weakened roof structures that deformed back and forth with subsequent roof impacts; and (7) the tempered side glazing of production Malibus broke far more frequently than in rollcaged vehicles facilitating partial or complete ejection. The Malibu tests provide considerable insight into the potential countermeasures that could reduce rollover injuries. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Center of gravity KW - Chevrolet Malibu KW - Collapse KW - Crash injuries KW - Deformation KW - Drop tests KW - Dummies KW - Force KW - Head KW - Impact tests KW - Intrusion KW - Loads KW - Neck KW - Rollcages KW - Rollover crashes KW - Seat belts KW - Strength of materials KW - Vehicle occupants KW - Vehicle roofs KW - Vehicle safety KW - Velocity KW - Windshields UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0417-W.pdf UR - https://trid.trb.org/view/815179 ER - TY - CONF AN - 01070925 AU - Bingley, Lisa AU - Morris, Richard AU - Cross, Gabrielle AU - National Highway Traffic Safety Administration TI - Determination of Real World Occupant Postures by Photo Studies to Aid Smart Restraint Development PY - 2005/06 SP - 15p AB - The "Proposed Reduction of car crash Injuries through improved SMart restraint development technologies" (PRISM) project is a European Commission funded 5th Framework project that is intending to determine appropriate smart restraint technologies for Europe. This photographic study was undertaken as part of the PRISM project. The purpose of the study was to obtain statistical information regarding driver and passenger postures under normal driving conditions. The results gave a clear indication of real world postures at impact that should be considered for smart restraint systems. Rural and urban sites were selected in Spain, Austria and the United Kingdom, representing southern, central and northern Europe. Sites were scrutinised for their suitability to film. Film analysis was undertaken on each vehicle filmed. The primary measurements taken were: driver nose to steering wheel, Driver head centreline to vehicle centreline and Passenger head centreline to vehicle centreline. Other parameters noted included use of seatbelts, hand positions, luggage locations, etc. In all, 12 vehicle parameters and 15 driver parameters were noted per vehicle with additional parameters for each passenger, where appropriate. In total, over 4800 vehicles were filmed and analysed. The site selection a survey methodology are described. Various issues, such as time-of-day and location influences, together with the limitations associated with the methodology are also presented. Following a discussion of the results, a number of conclusions have been drawn, regarding statistical distributions of various parameters and their importance in occupant protection and for smart restraint design. Although similar previus studies have been undertaken (MacKay, Hassan, Hill, 16th ESV, Windsor; also Parkin, MacKay, Cooper Proceedings, AAAM, Nov. 93), this study utilises a wider range of sites, a larger sample size, and due to technology improvements better image quality, leading to an improved quality of data collection. Societal trends, such as the use of mobile phones, etc. are also noted. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Austria KW - Design KW - Development KW - Drivers KW - Driving KW - Europe KW - Highway safety KW - Image analysis KW - Measurement KW - Mobile telephones KW - Occupant protection devices KW - Photography KW - Posture KW - Restraint systems KW - Rural areas KW - Seat belts KW - Smart restraint systems KW - Spain KW - United Kingdom KW - Urban areas KW - Utilization KW - Vehicle occupants KW - Vehicles UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0319-W.pdf UR - https://trid.trb.org/view/825919 ER - TY - CONF AN - 01070924 AU - Niehoff, Peter AU - Gabler, Hampton C AU - Brophy, John AU - Chidester, Chip AU - Hinch, John AU - Ragland, Carl AU - National Highway Traffic Safety Administration TI - Evaluation of Event Data Recorders in Full Systems Crash Tests PY - 2005/06 SP - 16p AB - The Event Data Recorders (EDRs), now being installed as standard equipment by several automakers, are increasingly being used as an independent measurement of crash severity, which avoids many of the difficulties of traditional crash reconstruction methods. Little has been published however about the accuracy of the data recorded by the current generation of EDRs in a real world collision. Previous studies have been limited to a single automaker and full frontal barrier impacts at a single test speed. This paper presents the results of a methodical evaluation of the accuracy of newgeneration (2000-2004) EDRs from General Motors, Ford, and Toyota in laboratory crash tests across a wide spectrum of impact conditions. The study evaluates the performance of EDRs by comparison with the laboratory-grade accelerometers mounted onboard test vehicles subjected to crash loading over a wide range of impact speeds, collision partners, and crash modes including full frontal barrier, frontaloffset, side impact, and angled frontal-offset impacts. The study concludes that, if the EDR recorded the full crash pulse, the EDR average error in frontal crash pulses was just under six percent when compared with crash test accelerometers. In many cases, however, current EDRs do not record the complete crash pulse resulting in a substantial underestimate of delta-V. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Accelerometers KW - Alternatives analysis KW - Angle collisions KW - Crash analysis KW - Crash reconstruction KW - Crash severity KW - Evaluation and assessment KW - Event data recorders KW - Frontal crashes KW - Impact speed KW - Impact tests KW - Laboratory studies KW - Side crashes UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0271-W.pdf UR - https://trid.trb.org/view/815305 ER - TY - CONF AN - 01070923 AU - Motozawa, Yasuki AU - Yokoyama, Tomoko AU - Hitosugi, Masahito AU - Tokudome, Shogo AU - National Highway Traffic Safety Administration TI - Analysis of Sudden Natural Deaths While Driving with Forensic Autopsy Findings PY - 2005/06 SP - 6p AB - Sudden natural death while driving has been insufficiently elucidated in Japan owing to the system of voluntary notification of relevant diseases when applying for driver's licenses and the low autopsy rates of traffic accident deaths. This report discusses the behaviors of the vehicles immediately after the drivers' death and the circumstances of the accidents with information obtained from police and the forensic autopsy findings. The results suggested that in a number of cases the cause of death of the driver might be misidentified as injuries resulting from an accident caused by human error such as delayed recognition, misjudgment or mishandling of the vehicle, if autopsy had not been performed. Furthermore, accidents caused by sudden natural death of the driver might be misclassified among fatal accidents in Japanese traffic statistics. The results demonstrate the importance of employing information gained from autopsy records in accident analysis to distinguish between fatal accidents and sudden natural death while driving, in order to clarify the degree to which human factors contribute to causing accidents. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Autopsies KW - Cadavers KW - Causes of death KW - Crash analysis KW - Crash causes KW - Driving KW - Fatalities KW - Forensic medicine KW - Human error KW - Human factors KW - Japan KW - Natural death KW - Sudden death KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0112-W.pdf UR - https://trid.trb.org/view/815298 ER - TY - CONF AN - 01070922 AU - Namiki, Hideo AU - Nakamura, Toyokazu AU - Iijima, Satoshi AU - National Highway Traffic Safety Administration TI - A Computer Simulation for Motorcycle Rider Injury Evaluation in Collision PY - 2005/06 SP - 10p AB - Honda is developing a computer simulation technology designed to predict injury levels from a impact to when an MATD dummy strikes the ground during testing. Correlation of results of full scale impact tests and computer simulation specified in ISO/CD 13232, were examined. As a result, it was validated that the computer simulation can predict injury levels from an impact to when a dummy strikes to the ground. The performance and effectiveness of an airbag system for a GL1800 in 200 impact configurations and 400 cases specified in ISO/CD 13232 was evaluated by using the computer simulation. As a result, the total average benefit was 0.048, risk was 0.004. The highest average net benefit appears at the range from 20 to 25 m/s in the relative impact speed. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - Benefits KW - Countermeasures KW - Dummies KW - Evaluation KW - Highway safety KW - Impact tests KW - Injuries KW - Motorcycle crashes KW - Motorcyclists KW - Simulation KW - Speed KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0309-W.pdf UR - https://trid.trb.org/view/820602 ER - TY - CONF AN - 01070921 AU - Ivanov, Valentin AU - Mikhaltsevich, Mikalai AU - Kliausovich, Siarhei AU - Shyrokau, Barys AU - National Highway Traffic Safety Administration TI - Virtual Testing of Active Safety Control for Two-Wheeled Vehicles at Braking Mode PY - 2005/06 SP - 7p AB - The paper discusses a design expertise for active safety systems with reference to the two-wheeled vehicles. The special emphasis is placed on various approaches to the anti-lock braking systems. Taking into account the specificity of motorcycles, scooters and other two-wheeled vehicles, the variants of single and double-channel braking control are examined. Approbation of developed control strategy has been performed through simulation with AMESim software. This allowed to consider the very important factors like hysteresis losses in brake gears and response time of brake drive. In accordance with results of virtual testing, the paper proposes an evaluation of pre-extreme algorithms for motorcycle anti-lock braking systems. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Active control KW - Active safety systems KW - Algorithms KW - Antilock brake systems KW - Braking KW - Braking performance KW - Design KW - Drive shafts KW - Gears KW - Hysteresis KW - Motorcycles KW - Scooters KW - Simulation KW - Two wheeled vehicles KW - Vehicle safety KW - Virtual testing UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0040-W.pdf UR - https://trid.trb.org/view/815222 ER - TY - CONF AN - 01070920 AU - Oh, Cheol AU - Kang, Youn-soo AU - Kim, Beomil AU - Kim, Wonkyu AU - National Highway Traffic Safety Administration TI - Analysis of Pedestrian-Vehicle Crashes in Korea: Focused on Developing Probabilistic Pedestrian Fatality Model PY - 2005/06 SP - 8p AB - Microscopic analysis of pedestrian-vehicle accident data is a backbone of devising various intelligent functionalities of vehicles to mitigate the fatality and injury severity of pedestrians in pedestrian-vehicle crashes. Worldwide significant effort has been directed at developing advanced vehicles for protecting pedestrians by the assistance of analyzing very detailed pedestrian accident data. As a part of the multi-year project titled with ‘Development of Advanced Vehicle for Pedestrian Protection’, this study analyzes pedestrian-vehicle crash data. Firstly, overview of the characteristics of pedestrian-involved crashes in Korea is presented. Another major focus of the study is to develop a probabilistic pedestrian fatality model. The logistic regression approach, one of the multivariate statistical modeling techniques, is applied in the model development. The developed model is expected to support various safety policies and evaluations of advanced systems of vehicles toward enhancing pedestrian safety. The findings of this study would be an invaluable linkage between pedestrian accident data and the development of various countermeasures for pedestrian protection. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash analysis KW - Crash data KW - Fatalities KW - Korean Peninsula KW - Logistic regression analysis KW - Microscopic analysis KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0131-W.pdf UR - https://trid.trb.org/view/815204 ER - TY - CONF AN - 01070919 AU - Long, Timothy J AU - Fugger, Thomas F AU - Randles, Bryan AU - National Highway Traffic Safety Administration TI - Vehicle Performance Characteristics and Seat Belt Effectiveness in Low Speed Vehicles and Golf Cars PY - 2005/06 SP - 15p AB - Low Speed Vehicle (LSV) use on public roads is currently experiencing a tremendous increase in usage in the United States. There currently exists a debate concerning the impact these vehicles will have on our roadways and the occupant injury exposure resulting from their usage. Of particular controversy are the potential safety benefits and trade offs associated with the use of seat belts in LSV’s and golf cars. In an effort to create uniform safety guidelines for these vehicles the United States National Highway Traffic Safety Administration (NHTSA) has created a new category of “Low Speed Vehicle” (LSV) to regulate small, 4-wheeled motor vehicles, other than a truck, with top speeds of 20 to 25 miles per hour. Any vehicle capable of exceeding 25 mph would fall under the Federal Motor Vehicle Safety Standards for passenger cars. LSV’s, which include modified personal neighborhood vehicle (PNV), neighborhood electric vehicles (NEV) and golf cars, having a maximum speed greater than 20 mph, but not greater than 25 mph, fall under the Federal Motor Vehicle Safety Standard No. 500 (49 CFR 571.500). At present, golf cars with a maximum speed of less than 20 mph are not required to comply with the LSV standard but are still subject to state and local regulation. Vehicle dynamic and occupant kinematics studies conducted by the authors indicate that golf cars moving at speeds as low as 11 mph are capable of rapidly producing the lateral accelerations necessary to quickly eject an unbelted occupant even with the hip restraints provided by most golf car manufacturers. The testing included a variety of LSV’s and golf cars ranging from a typical golf car with a top speed of 11 mph to an advanced LSV capable of reaching a top speed of 25 mph. In all cases the unbelted occupants were ejected in J-turn maneuvers while the belted occupants remained in the original seat. This study demonstrates that the safety benefits of seat belts in these vehicles are significant and should be required as safety devices when operated on roadways. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Effectiveness KW - Ejection KW - Golf carts KW - Highway safety KW - Highways KW - Kinematics KW - Lateral acceleration KW - Low speed vehicles KW - Performance KW - Seat belts KW - Speed KW - Standards KW - Traffic safety KW - United States KW - Utilization KW - Vehicle occupants KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0431-W.pdf UR - https://trid.trb.org/view/815219 ER - TY - CONF AN - 01070918 AU - Paine, Michael AU - Paine, David AU - Haley, Jack AU - Cockfield, Samantha AU - National Highway Traffic Safety Administration TI - Daytime Running Lights for Motorcycles PY - 2005/06 SP - 5p AB - The daytime use of motorcycle headlights has had mixed success in various countries. Dedicated lights that are optimised for use as daytime running lights (DRLs) can be far more effective and energy-efficient than low beam headlights. A difficulty with motorcycles is a lack of space for fitting extra lights at the front. In the USA many General Motors cars use bright yellow front turn signals as DRLs. The feasibility of applying this approach to motorcycles is examined. Initial research suggests that bright yellow DRLs could be highly cost effective for preventing motorcycle accidents. Technology improvements such as Light Emitting Diodes and ambient light sensors would make them even more effective. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Ambient light KW - Countermeasures KW - Daytime running lamps KW - Light emitting diodes KW - Motorcycle crashes KW - Motorcycle safety KW - Motorcycles KW - Sensors KW - Turn signals KW - Vehicle front end KW - Vehicle safety KW - Yellow UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0178-W.pdf UR - https://trid.trb.org/view/820592 ER - TY - CONF AN - 01070917 AU - Coxon, Chris AU - Paine, Michael AU - Haley, Jack AU - National Highway Traffic Safety Administration TI - Side Impacts and Improved Occupant Protection PY - 2005/06 SP - 6p AB - New Car Assessment Programs (NCAP) in Australia, Europe, Japan and the USA are giving increasing attention to the protection of vehicle occupants in side impact crashes. The authors review the range of crash tests that are available or are under development for assessing side impact protection, together with the types of vehicle that exists in each market. Real world crashes in the region are reviewed to determine the suitability or influence of existing occupant protection features in reducing injury. The potential benefits of the Australian NCAP consumer crash test program are presented to publicly demonstrate improved side impact protection in reducing injury. The results of recent pole crash tests conducted by the ANCAP are described in terms of a new strategy for improving side occupant protection. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Australia KW - Countermeasures KW - Europe KW - Highway safety KW - Impact tests KW - Injuries KW - Japan KW - New Car Assessment Program KW - Occupant protection devices KW - Side crashes KW - Traffic crashes KW - Traffic safety KW - United States KW - Vehicle safety KW - Vehicles by motive power KW - Vehicles by speed KW - Vehicles by weight UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0228-W.pdf UR - https://trid.trb.org/view/815294 ER - TY - CONF AN - 01070916 AU - Ferrer, Ignasi AU - Huguet, Joaquim AU - National Highway Traffic Safety Administration TI - A New Concept For A Three-Point Seat Belt And Child Restraint System For Buses PY - 2005/06 SP - 12p AB - Buses are one of the safest modes of transport available and one of the options that governments in Europe are especially trying to promote, in order to meet congestion and emission targets. When a bus accident occurs it often becomes the focus of media and public attention, especially because the people involved had confidence in the transport and sometimes it is their sole transport reliance. In particular, school bus accidents cause great public anxiety and often make the relative safety of buses be overlooked. While the incidence of bus occupant trauma is relatively low, there is concern on how best to improve bus safety. Three-point seat belts are a good way of improving the level of protection for occupants and it is likely that future legislation worldwide will move towards compulsory installation and use in buses. One of the problems with conventional three-point seat belts is that they need to be compatible with child restraint systems to be effective for children; otherwise the shoulder belt adds a significant risk of injury. There is an availability problem of sufficient numbers of universal child restraint systems for different mass categories (G0/G0+, G1, G2 and G3 according to ECE R-44) that ensure an adequate level of protection for occupants of all age groups. If child restraint systems are vehicle specific or integrated there is still a problem with adjustments and there is evident risk of misuse. This paper describes the development of a new concept of three-point seat belt for buses that is compatible with adults and children over 3 years, and self-adjustable. Applus+IDIADA designed, developed, tested and patented the system under contract to FITSA (Spanish Foundation Institute of Technological and Automotive Safety). This concept intends to provide an effective, inexpensive solution to the safety of children in buses. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Adjustable shoulder belts KW - Adults KW - Bus crashes KW - Bus transit KW - Buses KW - Child restraint systems KW - Children KW - Countermeasures KW - Highway safety KW - Protection KW - Seat belts KW - Three point restraint systems KW - Transit safety KW - Vehicle occupants KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0310-W.pdf UR - https://trid.trb.org/view/820605 ER - TY - CONF AN - 01070915 AU - Zhao, Jay AU - Narwani, Gopal AU - National Highway Traffic Safety Administration TI - Development of a Human Body Finite Element Model for Restraint System R&D Applications PY - 2005/06 SP - 13p AB - A human body finite element model for an average adult male was developed. The model is based on the integration of finite element models of body regions of the thorax, abdomen, shoulder and head-neck, previously developed at Wayne State University. The model includes details of the human skeleton and major soft tissues in these body regions, including the skull, spinal column, neck muscles, joint ligaments, ribcage, clavicle and shoulder bones and joints, lungs, heart, aorta, vena cava, esophagus, liver, spleen, and kidneys, and various connective arteries and veins, and pelvis. Extensive validations of the human body model have been made against Post Mortem Human Subjects (PMHS) responses for the frontal and side impacts, as well as belt and surrogate airbag loading under various conditions of fifteen sets of pendulum tests performed and published by various researchers. The force-deflection characteristics of shoulders, thorax, and the abdomen are in good agreement with the experimental data. The model was further validated against the chest band data of belted PMHS 30mph sled test (NHTSA bio-mechanics database, test #2860). The model predicts the histories of chest deflections and shapes of the fourth and eighth rib sections. Robustness study in sled test simulations was made. The model performed well under the impact severities of 15-35 MPH in frontal and side impacts. Stress analysis was made on the clavicle under lateral pendulum impact, on the abdominal solid organs under rigid bar impacts, and on the chest ribs under the 30mph belted PMHS sled test. Comparisons of the analysis results with autopsy results showed that the model can estimate possible locations of the bone and organ failures, consistent with the experimental observations. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Abdomen KW - Air bags KW - Anthropometry KW - Autopsies KW - Biophysics KW - Cadavers KW - Crash injury research KW - Deflection KW - Development KW - Finite element method KW - Force KW - Frontal crashes KW - Highway safety KW - Impact tests KW - Males KW - Pendulum tests KW - Research KW - Restraint systems KW - Ribs KW - Robustness KW - Seat belts KW - Shoulder KW - Side crashes KW - Simulation KW - Sled tests KW - Structural analysis KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0399-W.pdf UR - https://trid.trb.org/view/820461 ER - TY - CONF AN - 01070914 AU - Wang, Y AU - Rangarajan, N AU - Shams, T AU - Fukuda, T AU - Jenny, C AU - National Highway Traffic Safety Administration TI - Design of a Biofidelic, Instrumented 3.4 Kg Infant Dummy PY - 2005/06 SP - 12p AB - A new infant dummy has been designed, manufactured, and tested, representing an average newborn of mass 3.4 kg. This dummy is a successor of the 2.5 kg newborn dummy developed earlier which had represent at 10th percentile Japanese newborn. Gross data such as total weight, length, and head circumference were taken from several sources including the Centers for Disease Control [CDC, 2000]. More detailed measurements were obtained from newborns in two Japanese clinics. Dynamic response data for head, neck, thorax, and abdomen were defined by scaling adult data. The dummy has 11 segments (head, neck, torso, upper arm, lower arm and hand, upper leg, lower leg and foot). The torso is further divided into shoulder, chest, abdomen, and pelvis, all connected to a flexible spine. Segments are connected by joints which provide human like range of motion. The dummy is instrumented with 26 sensors, including triaxial accelerometers at the head CG, upper and lower neck, thorax CG and pelvis CG; 3-axis angular velocity sensor in the head; uniaxial load cells in the neck and lumbar spine; string potentiometer to measure chest deflection; and five force sensors on the abdomen. This paper describes the methodology used to develop the design and the results from biofidelity testing. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Abdomen KW - Accelerometers KW - Angular velocity KW - Arm KW - Biofidelity KW - Deflection KW - Design KW - Dummies KW - Hand KW - Head KW - Infants KW - Japan KW - Joints (Anatomy) KW - Leg KW - Lumbar spine KW - Neck KW - Pelvis KW - Sensors KW - Testing KW - Thorax KW - Torso KW - Uniaxial loads UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0456-W.pdf UR - https://trid.trb.org/view/815276 ER - TY - CONF AN - 01070913 AU - Bourdet, Nicolas AU - Willinger, Remy AU - National Highway Traffic Safety Administration TI - Human Body-Car Seat Coupling Under Rear Impact PY - 2005/06 SP - 12p AB - The development of new protective systems must be performed on reliable tools and representative of a live human. In an earlier study a simplified and realistic model of the head-neck system under moderate rear impact was performed. It is clear and often addressed in the literature that under such an impact configuration, the deformation of the torso and the car seat, is of extreme importance and defines the initial conditions of the head-neck system. In order to address this issue, an original lumped model of the human torso was developed in the present study and coupled to a car seat-head rest complex. The hypothesis of linear behavior was used for the torso being subjected to small deformations. The modal analysis of the human torso in a seating position conduced by Kitazaki and Griffin in 1992 was used in this study for both masses and mechanical properties identification. In order to reproduce the four mode shapes identified experimentally the torso was divided in six segments to obtain the five degrees of freedom with the head neck system. This model of minimum complexity but ability to reproduce the 5 first experimental vibration modes was validated in the frequency domain in terms of natural frequencies and damping as well as mode shapes. In addition to the lumped approach, an external geometry was implemented in order to couple the human body model to a finite element model of the car seat also developed in the present studies. Rear impact simulations for the two different configurations (flexible and rigid torso) showed an increase of about 35% for the maximum T1 acceleration and an increase of about 65% for the acceleration slope when a rigid torso is considered. Realistic body behavior and accurate T1 acceleration are essential aspects in real world accident reconstruction as well as for seat-head rest evaluation and optimization against neck loading. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Anthropometry KW - Crash injury research KW - Crash reconstruction KW - Deformation KW - Deployable head restraints KW - Finite element method KW - Head KW - Highway safety KW - Human models KW - Linearity KW - Loads KW - Neck KW - Rear end crashes KW - Seats KW - Simulation KW - Torso UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0261-W.pdf UR - https://trid.trb.org/view/820188 ER - TY - CONF AN - 01070912 AU - Vincze-Pap, Sandor AU - Csiszar, Andras AU - National Highway Traffic Safety Administration TI - Real and Simulated Crashworthiness Tests on Buses PY - 2005/06 SP - 10p AB - This paper discusses the design aspects of bus frontal impact behavior as one of the main subjects of bus crashworthiness and surveys conditions and results of previous full impact laboratory tests comparing the FEM simulation results carried out on a Hungarian Ikarus bus. Clarifying the adequate background gives possibilities for checking bus passive safety solutions by computer and the best utilizable resolutions can be applied in the standardized production. This paper shows frontal impact test arrangements of a 10 tons’ city bus with three different impact speeds and computer simulation versions of these real tests. It gives possibilities to compare the test results to the requirements of current bus regulations. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Bus crashes KW - Bus transit KW - Buses KW - Crashworthiness KW - Finite element method KW - Frontal crashes KW - Hungary KW - Impact tests KW - Simulation KW - Transit safety KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0233-W.pdf UR - https://trid.trb.org/view/820595 ER - TY - CONF AN - 01070911 AU - Hollmotz, Lars AU - Sohr, Steffen AU - Johannsen, Heiko AU - National Highway Traffic Safety Administration TI - CLEVER – A Three Wheel Vehicle With a Passive Safety Comparable to Conventional Cars PY - 2005/06 SP - 11p AB - The alternative vehicle called CLEVER (Compact Low Emission Vehicle for Urban Transport) is conceived as a small, three-wheel vehicle with minimal demands on urban space, both in terms of traffic and parking. Furthermore, energy consumption, exhaust and noise emissions are low. CLEVER is funded by the European Commission with the Growth Programme of the Fifth Framework Programme. The CLEVER project task is to find solutions for the challenge of increasing mobility by developing a new type of a small vehicle, which could be an alternative to traditional cars. As a result, a vehicle was designed that is classified as a three-wheeler, according to European Union directive 2002/24/EC (class of motorcycles). The main characteristics are: (1) three-wheel vehicle for two occupants with a tilting, enclosed body; (2) dimensions: length 3.0 m; width 1.0 m; height 1.4 m; (3) use of a natural gas engine; and (4) energy storage by using specially designed removable gas cylinders. Furthermore, the requirements define that passive safety standards must be comparable to the safety level of conventional cars. In addition, the CLEVER vehicle has to meet all relevant European legal requirements. In order to meet these requirements, the vehicle’s frame structure must be very stiff and a special restraint system had to be designed. The restraint system consists of state-of-the-art components and specially designed components, which are adapted to CLEVER’s requirements. This paper includes a description of the CLEVER safety concept, i.e. of the components’ characteristics, as well as information concerning the results generated by the numerical simulation. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Compact Low Emission Vehicle for Urban Transport KW - Energy consumption KW - Energy storage devices KW - Engine cylinders KW - Europe KW - Exhaust gases KW - Gas cylinders KW - Natural gas KW - Noise KW - Numerical analysis KW - Passive restraint systems KW - Restraint systems KW - Small vehicles KW - Stiffness KW - Three wheeled vehicles KW - Urban areas KW - Urban transportation KW - Vehicle components KW - Vehicle frames KW - Vehicle occupants KW - Vehicle safety KW - Vehicle size UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0160-W.pdf UR - https://trid.trb.org/view/820576 ER - TY - CONF AN - 01070910 AU - Pack, Ron AU - Koopmann, Jonathan AU - Yu, Hailing AU - Najm, Wassim G AU - National Highway Traffic Safety Administration TI - Pre-Crash Sensing Countermeasures and Benefits PY - 2005/06 SP - 10p AB - This paper introduces a research plan by the National Highway Traffic Safety Administration (NHTSA) of the U.S. Department of Transportation to be used for developing objective test procedures and estimating safety benefits of pre-crash sensing countermeasures. The main objective of pre-crash sensing applications is to sense a collision earlier than the current accelerometer-based approaches with anticipatory and more descriptive sensors, communicate this information to the vehicle and its occupant protection systems, and take appropriate actions to reduce the severity of crash injury. In addition, this paper provides preliminary results from a preparatory analysis to review state-of-the-art pre-crash sensing technology and applications, proposes a methodology to estimate their safety benefits, and defines relevant crash problems. The technology review is based on literature available in the public domain. The benefits estimation methodology is founded on the reduction of total harm by comparative assessment of crash injury with and without the assistance of pre-crash sensing systems. The crash problem is defined using the Crashworthiness Data System to identify relevant crashworthiness scenarios and their respective harm. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Benefits KW - Countermeasures KW - Crash injuries KW - Crash sensors KW - Crashworthiness KW - Crashworthiness Data System KW - Highway safety KW - Injury severity KW - Occupant protection devices KW - Precrash phase KW - State of the art KW - Technology KW - Test procedures KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0202-W.pdf UR - https://trid.trb.org/view/825902 ER - TY - CONF AN - 01070909 AU - Rhule, Daniel AU - Rhule, Heather AU - Donnelly, Bruce AU - National Highway Traffic Safety Administration TI - The Process of Evaluation and Documentation of Crash Test Dummies for Part 572 of the Code of Federal Regulations PY - 2005/06 SP - 12p AB - A candidate anthropometric test device (ATD), or crash test dummy, must undergo a rigorous evaluation and documentation process before it can be considered for incorporation into Part 572 of the Code of Federal Regulations. This process has been developed over many years and includes (1) thorough dummy and drawing inspection, (2) establishment of dummy certification criteria, (3) evaluation of the dummy’s durability, biofidelity, repeatability, and reproducibility, and (4) the generation of a detailed manual for dummy assembly procedures. The evaluation process will be outlined and explained in detail. Recent dummy evaluations for the Thor Lx, the ES-2re and the Ten-year-old HIII dummies will be utilized as examples of the various parts of the process. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Assembly KW - Biofidelity KW - Certification KW - Documentation KW - Drawings KW - Dummies KW - Durability KW - Evaluation KW - Federal government KW - Highway safety KW - Impact tests KW - Regulations KW - Repeatability KW - Reproducibility UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0284-W.pdf UR - https://trid.trb.org/view/820193 ER - TY - CONF AN - 01070908 AU - Matsui, Yasuhiro AU - Tanahashi, Masaaki AU - National Highway Traffic Safety Administration TI - Durability Over Time of Skin Used for JAMA–JARI Pedestrian Headform Impactor Measured by Biofidelity Certification Testing PY - 2005/06 SP - 8p AB - Head injuries are the most common cause of pedestrian deaths in car–pedestrian accidents. To reduce the severity of such injuries, the ISO, IHRA and Japan MLIT proposed subsystem tests in which a headform impactor is impacted upon a car bonnet top. JAMA and JARI have developed the headform impactors in compliance with the ISO standard, the IHRA recommendation and the Japan MLIT safety regulation. The impactor consists of the core and skin. Since the skin is made of nonferrous material, the stiffness of the skin would be changed due to time elapse. The stiffness of the skin was confirmed by assessing the peak resultant acceleration of the gravity center measured in the biofidelity certification test, the so-called drop certification test. The ISO, IHRA and Japan MLIT specified the corridor of the peak acceleration impact must range from 245 to 300 G for a child headform impactor. In the present study, the newly developed skin durability over time at 0 month, 13, 16, 19, 22, 25, 28 and 31 months after manufacture was investigated in a room either with or without control of temperature and humidity. The results indicated that the peak acceleration impact using the two skins immediately after manufacture was 270 G. The peak acceleration of 287 G using the skin kept in a room with control of temperature and humidity increased 17G at 31 months after manufacture. The peak acceleration impact of 288 G using the skin kept in a room without control of temperature and humidity increased 18 G at 31 months after manufacture. The respective increases of 17 G and 18 G correspond to 31% and 33% of the range of certification test corridor (55 G), respectively. These results indicate that if the acceleration is close to the middle of the drop certification corridor (272.5 G) immediately after purchase by a testing facility, the skin is available for pedestrian impact test use with a storage period of at least 31 months. The results also suggest that if the acceleration is close to the upper limit of the drop certification corridor (300 G), the skin expiration time may be drawing very near. The findings also indicated temperature and humidity did not significantly affect the skin durability over time. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceleration (Mechanics) KW - Biofidelity KW - Certification KW - Drop tests KW - Durability KW - Head KW - Headform impactors KW - Humidity KW - Impact tests KW - Injuries KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Skin KW - Temperature UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0007-W.pdf UR - https://trid.trb.org/view/815194 ER - TY - CONF AN - 01070907 AU - McCarthy, Mike AU - Simmons, Ian AU - National Highway Traffic Safety Administration TI - Active Pedestrian Protection PY - 2005/06 SP - 10p AB - Vulnerable road users, especially pedestrians, are more susceptible to fatal and serious injury compared with vehicle occupants. Although the frequency of accidents involving pedestrians has reduced in recent years, there are still approximately 800 pedestrians killed and 7,000 seriously injured every year in Great Britain. Furthermore, in the late nineties, more than 6,000 pedestrians were fatally injured annually on EU roads, accounting for approximately 20% of all road fatalities. The kinematics of pedestrian impacts has been well documented and test procedures have been adopted by EuroNCAP and changes made to EU regulation. Whilst this is aimed at driving improved pedestrian-friendly car design, further benefits could be achieved with the use of pre-crash sensing and active safety systems. Such systems require sensors capable of accurately and reliably detecting the presence of a pedestrian prior to a collision, and activating protective countermeasures effectively in order to reduce the pedestrian injury risk. Accident data has been collected as part of a project developing a sensing system for cars capable of detecting and reacting to the presence of pedestrians. Systems that use radar, infra-red, laser, or ultrasound sensors to scan the 'target area' for obstacles, must be intrinsically safe, accurate and reliable, yet low cost in mass-production. A sensor array comprising both radar and infra-red devices has been developed as part of a project for the UK Foresight Vehicle programme. Other work has involved systems that have been developed to demonstrate the potential for using external airbags to provide a means of protecting pedestrians during a frontal impact. This paper examines the pedestrian accident data, and the specification and application for pre-crash sensing. Systems for pedestrian detection and protection have been developed and the research in these areas is described. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Countermeasures KW - Crash data KW - Crash sensors KW - Fatalities KW - In vehicle sensors KW - Pedestrian detectors KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Precrash phase KW - Protection KW - United Kingdom UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0164-W.pdf UR - https://trid.trb.org/view/815207 ER - TY - CONF AN - 01070906 AU - Mallory, Ann AU - Stammen, Jason A AU - Legault, France AU - National Highway Traffic Safety Administration TI - Component Leg Testing of Vehicle Front Structures PY - 2005/06 SP - 14p AB - Current and proposed pedestrian test procedures in Europe and Japan evaluate lower extremity injury risk by using a projectile legform to impact the bumper of a stationary vehicle. Although there are no pedestrian regulations in North America, bumper design is affected in both the United States and Canada by regulations limiting damage in low-speed impact testing. The main objectives of this study were to (1) evaluate differences in instrumentation capability and kinematic response of two pedestrian legforms (FlexPLI 2004, TRL), and (2) determine if and to what extent vehicles designed to conform to North American bumper regulations are more aggressive toward pedestrians than similar vehicles designed to conform to European bumper impact requirements. The results indicated that none of the North American bumpers were able to achieve the level of pedestrian lower leg protection required by future European Union regulations. It was also found that both legforms have limitations in testing the North American bumpers. The bumpers damaged the FlexPLI legform in repeated tests and exceeded the measurement limits of the TRL legform. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Bumpers KW - Design KW - Europe KW - Impact tests KW - Injuries KW - Instrumentation KW - Kinematics KW - Leg KW - Legforms KW - North America KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection KW - Regulations KW - Test procedures KW - Vehicle front end UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0194-W.pdf UR - https://trid.trb.org/view/815209 ER - TY - CONF AN - 01070905 AU - Cochran, John E AU - Bidez, Martha W AU - King, Dottie AU - National Highway Traffic Safety Administration TI - A Method to Evaluate Dynamic vs. Residual Roof Rail Deformation in Dolly Rollovers Tests PY - 2005/06 SP - 7p AB - The purpose of this study was to develop the analytical methodology to evaluate the dynamic versus residual roof deformation characteristics of a compact SUV subjected to SAE J2114 dolly rollover tests. Two FMVSS 208 dolly rollover tests with instrumented, restrained driver side Hybrid III dummies were evaluated during the first driver’s side roof rail ground strike. Kinematic targets were mounted on the driver dummy head and tracked via onboard cameras as a means of visual validation of roof rail deformation (assuming rail-to-dummy head contact). Test instrumentation included: accelerometers at the vehicle center of gravity (CG), roof rail, pillars and rocker panel, lap and shoulder belt load transducers, triaxial accelerometers at the center of gravity of the head, chest and pelvis of the dummies and six-axis force (and moment) transducers in the neck of the dummy. All data was recorded consistent with SAE J211-1 recommendations. Vehicle angular velocity and attitude were estimated using the data from multiple accelerometers, which correlated well with the test video. The accelerometer data indicate that the driver roof rail dynamic deformation was significantly greater than the residual deformation to which the roof rail rebounded following loss of ground contact. The dynamic deformation was of such magnitude that the rail intruded into the driver’s occupant survival space. A spike in driver dummy head acceleration was observed immediately following the acceleration pulse that caused the rail intrusion The presence of significant dynamic roof rail deformation is new and important quantitative information that should be added to the body of knowledge surrounding reconsideration of FMVSS 216 and catastrophic injury prevention in rollover crashes. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceleration (Mechanics) KW - Accelerometers KW - Angular velocity KW - Compact automobiles KW - Deformation KW - Dolly tests KW - Drivers KW - Dummies KW - Force KW - Highway safety KW - Impact tests KW - Injuries KW - Kinematics KW - Loads KW - Rollover crashes KW - Roof rails KW - Sport utility vehicles KW - Traffic safety KW - Transducers KW - Vehicle roofs KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0378-W.pdf UR - https://trid.trb.org/view/815177 ER - TY - CONF AN - 01070904 AU - McCray, Linda B AU - Brewer, John AU - National Highway Traffic Safety Administration TI - Child Safety in Light Vehicles PY - 2005/06 SP - 6p AB - In the last 30 years, our nation has achieved significant gains in child passenger safety. Child restraint systems (child safety seats and booster seats) have saved thousands of children. Even though child restraint systems have proven to be an excellent concept for injury mitigation, Congress directed the Secretary of Transportation to initiate a rulemaking for the purpose of improving the safety of child restraints. The National Highway Traffic Safety Administration (NHTSA) was able to conduct extensive research within the mandated timeframe. Many consumer information programs were developed, and some improved upon, to provide better consumer information on child safety restraints, usage, etc. Federal Motor Vehicle Safety Standards were upgraded and are currently being upgraded to continue improvements in child safety. This paper provides a status on recent analyses and proposed child safety research efforts. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Child restraint systems KW - Children KW - Consumers KW - Countermeasures KW - Federal Motor Vehicle Safety Standards KW - Highway safety KW - Injuries KW - Light vehicles KW - Public information programs KW - Research KW - Traffic crash victims KW - Traffic crashes KW - Traffic safety KW - Utilization KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0217-W.pdf UR - https://trid.trb.org/view/825909 ER - TY - CONF AN - 01070903 AU - Glazduri, Viliam AU - National Highway Traffic Safety Administration TI - An Investigation of the Potential Safety Benefits of Vehicle Backup Proximity Sensors PY - 2005/06 SP - 10p AB - An increasing number of new vehicles are being equipped with backup proximity sensors. These sensors detect the presence and proximity of objects in the pathway of the reversing vehicle and warn the driver through an audible signal. This report investigates the performance capabilities and potential safety effectiveness of these systems in reducing the risks to small children and other pedestrians from reversing vehicles. These sensor systems are primarily designed and marketed as parking aids. However, some are being promoted as safety systems with the potential to reduce or prevent collisions with pedestrians, especially small children. The performance capabilities of six commercial reversing aid systems were evaluated in laboratory tests. Four systems were fitted to the vehicles as standard equipment. Two systems were purchased from aftermarket companies and installed on the test vehicles. All six systems used ultrasonic sensor technology. Laboratory tests consisted of 3-dimensional mapping of the detection zones, the system response time, and the effects of dust / dirt on sensor performance. In terms of detection area performance, parking aid systems sacrificed detection distance and height in order to suppress false or nuisance alarms. The durability and reaction time results revealed there were no substantial performance differences between the systems. The safety benefits of these devices were then estimated based on these test results. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Backing (Driving) KW - Children KW - Distance KW - Dust KW - Height KW - Parking guidance systems KW - Pedestrian detectors KW - Pedestrian safety KW - Performance KW - Proximity detectors KW - Sensors KW - Ultrasonic detectors UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0408-W.pdf UR - https://trid.trb.org/view/815217 ER - TY - CONF AN - 01070902 AU - Pang, Hyunsok AU - Padiyar, Prabhakar AU - Patel, Dhirenkumar AU - National Highway Traffic Safety Administration TI - Improvement of Frontal Crash Sensor Calibration Through MADYMO Simulations PY - 2005/06 SP - 6p AB - This paper describes the usage of MADYMO simulations in improving frontal crash sensor calibration. MADYMO simulations were conducted in the frontal impact program to improve the sensor calibration. In developing the advanced frontal impact restraint system using dual stage inflator, sensor calibration is very important. Late firing of the first stage inflator and large time delay between first and second stage time-to-fires increased occupant injuries. In the early version of sensor calibration, the initially given TTF’s were not satisfied in some test speed conditions due to late first stage TTF and large time delay. Therefore, in order to determine the correct required TTF’s, MADYMO simulations were used. First, the dual stage inflator was modeled as having two stages, which are primary and secondary stages. Then, MADYMO simulations were conducted by giving time delay between first and second stages of inflator model. Through simulations, the required TTF’s were determined, which produced the injury values meeting the customer targets, and it was found that the relatively large time delay could be used in the low speeds. With the new required TTF’s and the relatively large time delay in low speeds, sensor calibration was repeated. The recalibration was found to satisfy the required TTF’s from the MADYMO simulations. A sled test was conducted in the worst-case condition and the injury results met the regulation limits. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - Calibration KW - Countermeasures KW - Crash sensors KW - Frontal crashes KW - Highway safety KW - Impact tests KW - Inflators KW - Injuries KW - MADYMO (Computer program) KW - Restraint systems KW - Simulation KW - Sled tests KW - Speed KW - Traffic delays UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0015-W.pdf UR - https://trid.trb.org/view/825898 ER - TY - CONF AN - 01070901 AU - Singh, Santokh AU - Choi, Eun-Ha AU - National Highway Traffic Safety Administration TI - Patterns of Injury Severity and its Likelihood in Two-Vehicle Crashes PY - 2005/06 SP - 7p AB - Understanding injury severity patterns in roadway crashes is important not only from the view point of treating crash victims, but also for directing the crash avoidance efforts of traffic safety agencies and motor vehicle manufacturers. The factor that is most discussed in this context is vehicle incompatibility. However, there are other vehicle-, occupant-, and roadway-related factors, too, that play roles in injury severity. In order to investigate these factors in relation to the injury severity, this paper considers a two-vehicle crash as a ‘system’ with its elements: vehicles, drivers, and roadway. Some of the possible inputs (contributing factors) to this system are considered with a focus on injury severity of the driver as an outcome. The differences in weights, heights, and shapes, etc. of the crash-involved vehicles, vehicle speed, drivers’ ages and genders are the factors in question. Data mining the crash databases compiled by the National Highway Traffic Safety Administration (NHTSA) makes many important revelations. The association between the subject variables and driver injury severity is studied through contingency analysis. Configuration frequency analysis helps to identify patterns of injury severity. The main objective of the study is achieved by building a logit model that can be used to predict the likelihood of injury severity from a given set of vehicle-, driver-, and roadway-related crash characteristics. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Age KW - Crash data KW - Crash injuries KW - Drivers KW - Gender KW - Highway safety KW - Injury severity KW - Likelihood KW - Logits KW - Multiple vehicle crashes KW - Traffic crash victims KW - Traffic crashes KW - Traffic safety KW - Vehicle occupants KW - Vehicles by motive power KW - Vehicles by speed KW - Vehicles by weight UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0252-W.pdf UR - https://trid.trb.org/view/815303 ER - TY - CONF AN - 01070900 AU - Zini, Gustavo AU - National Highway Traffic Safety Administration TI - Introduction to Feasible Innovations in Side Impact Safety PY - 2005/06 SP - 15p AB - The aim of this work is to indicate some feasible innovations that may lead to a better side impact protection, pointing out some aspects that can be developed thoroughly within the corresponding settings and using the appropriate resources. The mentioned innovations will be analyzed from a general and synergistic point of view, using basic engineering and physics principles, and considering the following: a) simulations will be performed using a simplified model consisting on a single-mass/inelastic-spring system; b) some physiological premises will be considered (such as “direct impacts should be avoided at any place of the organism”; “high accelerations can be sustained during short periods of time”; etc.); c) the bases of safety in road crashes will be established, namely “control the perfect operation and use of the safety devices”; “maintain the structural integrity of the occupants' vital volume”; “absorb the whole kinetic energy both of the vehicle and of the occupants”; etc. Subsequently, these bases will lead to determining the main functions that the compartment, external/internal structure and restraint devices should perform to enhance the safety they offer; d) the protection offered by current safety devices will be analyzed, segmented into three groups (pre-impact, impact and post-impact). All of this will allow the discussion of some feasible innovations leading to better side impact protection. Finally, considering the inherent reluctance to introduce valuable safety innovations into current automobiles (e.g.: four-point seatbelts), a strategy to perform this in a successful manner will be discussed. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceleration (Mechanics) KW - Crash victim simulation KW - Engineering KW - Feasibility analysis KW - Highway safety KW - Impact tests KW - Innovation KW - Kinetic energy KW - Occupant kinetics KW - Occupant protection devices KW - Physics KW - Physiology KW - Protection KW - Restraint systems KW - Side crashes KW - Strategic planning KW - Traffic crashes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0066-W.pdf UR - https://trid.trb.org/view/815293 ER - TY - CONF AN - 01070899 AU - Singh, Jai AU - Perry, John AU - National Highway Traffic Safety Administration TI - Comparative Analysis of FMVSS 208 Sled and Dynamic Deceleration Pulse Characteristics PY - 2005/06 SP - 14p AB - Equivalent half sine approximations derived from accelerometer data for Federal Motor Vehicle Safety Standard (FMVSS) 208 dynamic compliance testing and other substantially similar non-FMVSS, non-New Car Assessment Program (NCAP) tests were characterized in terms of amplitude, circular frequency, time duration and displacement. The results were compared and contrasted with the idealized and actualized FMVSS 208 sled deceleration pulses. A total of 346 dynamic tests and 83 sled tests were considered. For the passenger vehicle subset of the FMVSS 208 dynamic test population these parameters were 224.98 ± 30.39 m/sec2, 34.11 ± 4.57 sec-1, 94 ± 13 msec and 0.619 ± 0.089 meters respectively. For the multipurpose vehicle subset of the FMVSS 208 dynamic test population theses parameters were 246.17 ± 43.61 m/sec2, 37.78 ± 6.38 sec-1, 86 ± 15 msec and 0.557 ± 0.100 meters respectively. The differences in all parameters between the two classifications were significant (p < 0.00004). For the dynamic frontal impact population en toto the valuations of these parameters for the passenger vehicle classification were 225.10 ± 29.07 m/sec2, 34.26 ± 4.26 sec-1, 93 ± 12 msec and 0.612 ± 0.085 meters respectively whereas for the multipurpose vehicle classification they were 243.82 ± 43.37 m/sec2, 37.50 ± 6.28 sec-1, 86 ± 15 msec and 0.560 ± 0.102 meters respectively. The differences in all parameters between the two classifications were significant (p < 0.0001). The corresponding parameters for the target half sine deceleration pulse of the FMVSS 208 sled test are 168.73 m/sec2, 25.12 sec-1, 125 msec and 0.839 meters. The sled half sine deceleration pulse substantially underestimates the characteristic mean response obtained from the half sine equivalents of dynamic tests. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Accelerometers KW - Amplitude (Physics) KW - Circular frequency KW - Comparative analysis KW - Deceleration KW - Displacements KW - Dynamic tests KW - Federal Motor Vehicle Safety Standards KW - Impact tests KW - Pulses KW - Sine curves KW - Sled tests KW - Time duration KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0028-W.pdf UR - https://trid.trb.org/view/825930 ER - TY - CONF AN - 01070898 AU - Kerkeling, Christoph AU - Schafer, Joachim AU - Thompson, Grace-Mary AU - National Highway Traffic Safety Administration TI - Structural Hood and Hinge Concepts for Pedestrian Protection PY - 2005/06 SP - 11p AB - Future legislation for pedestrian protection in Europe and Japan considers standardized test methods and test requirements relevant for a type approval. The first phase of legal introduction starts in 2005 and a more stringent second phase will follow in 2010. This paper consists of three main chapters. The chapter “Requirements” starts with a summary of the pedestrian protection-related requirements for head impact and its conflicting requirements for the vehicle handling and driving. The second chapter “Hood Concepts” discusses how the hood design could become compatible with the pedestrian protection requirements. Concepts for the hood design fulfilling both, the European as well as the Japanese requirements are described. The impact of the hood design parameters on the head impact performance are shown and different concept solutions are presented. The third chapter “Hood Hinge Concepts” examines the hinge performance for pedestrian protection in detail. The mounting points of the hood, such as hinges, latches and bumper stops, are the most critical points for head impact. Different hinge concepts and their impact on the head impact performance are shown. The influence of the hinge parameters on the acceleration curves and the HPC values is discussed and conclusions for the hinge design as well as for the vehicle structure are drawn. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Design KW - Driving KW - Europe KW - Head KW - Hinges KW - Hoods KW - Impact tests KW - Japan KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Protection KW - Standards KW - Test procedures KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0304-W.pdf UR - https://trid.trb.org/view/815213 ER - TY - CONF AN - 01070897 AU - Murianka, JoAnn L AU - Eigen, Ana Maria AU - National Highway Traffic Safety Administration TI - Enhanced Child Restraint Data Collection in NASS CDS PY - 2005/06 SP - 11p AB - The National Highway Traffic Safety Administration’s (NHTSA), National Automotive Sampling System (NASS), has conducted detailed field crash investigations through its Crashworthiness Data System (CDS) since 1988. Each year CDS collects detailed information on a nationally representative, random sample of minor, serious and fatal, police-reported, tow-away traffic crashes involving passenger cars, light trucks and vans. CDS data supports research into the crashworthiness of passenger vehicles and the biomechanics of trauma, development of test equipment procedures and criteria, and the development and support of motor vehicle safety standards for occupant protection and consumer information programs. Data collection into these real-world crashes involving child occupants provides a unique data set useful to the agency as well as the whole child occupant protection community. In 2002, new and updated data collection methodologies related to child occupant restraints were incorporated into the NASS, CDS, Electronic Data Collection System. This paper presents a summary of these improved data collection methodologies. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biophysics KW - Child restraint systems KW - Children KW - Crash data KW - Crashworthiness KW - Crashworthiness Data System KW - Data collection KW - Highway safety KW - Injuries KW - Methodology KW - National Automotive Sampling System KW - Occupant protection devices KW - Passenger vehicles KW - Standards KW - Test procedures KW - Traffic crashes KW - Traffic safety KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0216-W.pdf UR - https://trid.trb.org/view/825905 ER - TY - CONF AN - 01070896 AU - Matsuoka, Fumio AU - Masuda, Mitsutoshi AU - Katsumata, Shunichi AU - National Highway Traffic Safety Administration TI - Development of Biofidelic Upper Arm for SID-IIs and Improvement of Thoracic Biofidelity with this Arm PY - 2005/06 SP - 15p AB - Side impacts present a severe collision mode from the perspective of occupant protection because there are relatively few vehicle structural components (such as a center pillar and door) and relatively little vehicle crush space exists. In recent years, technology has advanced including enhanced body structural integrity, torso air bags and curtain air bags. Further advances in these technologies are anticipated in the future. A dummy with excellent biofidelity is indispensable for such advanced technical development, and it is reported that the recently developed SID-IIs, exhibits better biofidelity compared with previous side impact dummies ES-1 and DOTSID. However, when considering the compression characteristic of the upper arm of SID-IIs, it was found that the stiffness is excessively high compared with post mortem human surrogate (PMHS) data. It is thought that this characteristic can have considerable influence on thoracic rib deflection in side impacts because the upper arm transmits force from the door and/or the side airbag to the thorax. In this study, a new upper arm component for SID-IIs has been developed to provide a better interaction with the thorax rib. According to the ISO guideline of side impact biofidelity evaluation, a series of tests with the new arm were conducted on the dummy. It was shown that the biofidelity of the dummy with the modified arm, especially its thoracic responses, was improved by replacing the original arm with the newly developed one. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Arm KW - Biofidelity KW - Compression KW - Deflection KW - Dummies KW - Highway safety KW - Protection KW - Ribs KW - Side crashes KW - Stiffness KW - Thorax KW - Traffic crashes KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0119-W.pdf UR - https://trid.trb.org/view/815312 ER - TY - CONF AN - 01070895 AU - Zini, Gustavo AU - National Highway Traffic Safety Administration TI - Reduction of Crash Severity Through In-Vehicle Systems (IVS) Speed Control PY - 2005/06 SP - 15p AB - It can be argued that road safety faces a severe problem: as the rate of road crashes per traveled kilometer decreases, the quantity of traveled kilometers increases and, therefore, the total quantity of road crashes tends to rise or, in the better of cases, to remain constant. In this context, if the decrease of the total quantity of victims of the automobile is desired, a serious effort to reduce the severity of road impacts should be made (without abandoning the intensification of road crash–prevention campaigns). And since impact speed is a factor that has one of the greatest influences in the consequences of traffic crashes, the following should be highlighted: (1) Vehicles allow drivers to travel at very high speeds and many of them prefer to do so, exceeding by far the legal limits. (2) Some people even argue that it is safer to circulate at high speeds because some advantages are enjoyed (e.g.: it takes less time to arrive to destination, so drivers are less exposed to traffic dangers). (3) Human beings have a serious fascination for speed. In Aldous Huxley’s words, speed seems to provide “the one genuinely modern pleasure”. To conclude, it does not seem to be possible for the circulation speeds to be reduced – on the contrary, they will probably be increased in most countries; therefore, it is highly useful to limit the circulation speeds to those allowed by law in each type of road. A general approach to both the aspects of severity decrease through speed circulation reduction, and to the ways of doing this by global positioning system (GPS) technology is proposed. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Automatic speed control KW - Countermeasures KW - Crash causes KW - Crash severity KW - Driver support systems KW - Drivers KW - Driving KW - Global Positioning System KW - Highway safety KW - Intelligent transportation systems KW - Speed KW - Speed control KW - Speeding KW - Traffic crash victims KW - Traffic crashes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0054-W.pdf UR - https://trid.trb.org/view/815181 ER - TY - CONF AN - 01070894 AU - Neale, Michael S AU - Hardy, Brian J AU - Lawrence, Graham J L AU - National Highway Traffic Safety Administration TI - Development and Evaluation of a Biofidelic Shoulder for the IHRA Pedestrian Model PY - 2005/06 SP - 12p AB - Alterations were made to the shoulders of the Japan Automobile Research Institute (JARI) pedestrian model. The International Harmonised Research Activities Pedestrian Safety Group (IHRA PSG) had chosen the JARI pedestrian model as a basis to develop an improved humanoid pedestrian model. It is anticipated that when the development and validation of this model has been finalised it can be used to refine the current IHRA pedestrian head impact test procedures. In the work described here the shoulders of the JARI pedestrian model were improved to more accurately represent the structure and range of movement observed in real shoulders. Improvements to the model were validated by comparing the original and modified models' predictions against measures from Post Mortem Human Surrogate (PMHS) shoulder impact studies presented in the published literature. In contrast to the original JARI model the predictions from the modified JARI model were comparable to equivalent measures from the PMHS impact studies. Predicted peak shoulder impact forces from the original JARI pedestrian model were up to eight times larger than those measured in the PMHS impact studies or predicted by the modified JARI pedestrian model. Vehicle to pedestrian impacts were then simulated with the original and modified JARI models and predicted head impact responses from the models were compared. Head impact velocities from the modified JARI model were between 0.33 and 1.43 m.s-1 (2 and 14%) greater than those predicted by the original JARI pedestrian model. Furthermore, it was found that a vehicle strike to the rear of the pedestrian models rther than to the side, leads to an increase in head impact velocity of up to 4.55 m.s-1 (39%). However, before the IHRA PSG make decisions on the JARI model's head impact predictions, further reviews of its structure and biofidelic responses are needed. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Anatomical models KW - Biofidelity KW - Development KW - Evaluation KW - Force KW - Head KW - Impact tests KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Shoulder KW - Simulation KW - Velocity UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0096-W.pdf UR - https://trid.trb.org/view/815202 ER - TY - CONF AN - 01070893 AU - Evans, Jeffrey L AU - Batzer, Stephen A AU - Andrews, Stanley B AU - National Highway Traffic Safety Administration TI - Evaluation of Heavy Truck Rollover Accidents PY - 2005/06 SP - 4p AB - Given the large size and weight of heavy trucks, also known as tractor-trailer vehicles, a serious safety threat can be posed to the vehicle’s occupants in the event of a rollover collision. This study evaluated heavy vehicle accidents from 1994-2002 by submitting queries to the Fatality Analysis Reporting System (FARS), which is administered by the National Highway Traffic Safety Administration (NHTSA), in order to determine the number of incapacitating and fatal injuries that occurred when the occupants were contained in the cab during a rollover accident. The specific query was for rollover accidents of heavy trucks where the rollover was the most harmful event; the rollover was either the first or subsequent event; the truck received severe and disabling deformation; the occupants were not ejected; and the injuries sustained were either incapacitating or fatal. This rollover accident data was also compared with the total number of heavy truck accidents where incapacitating or fatal injuries occurred as reported by FARS for the 1994-2002 time period. The average percent of persons involved in accidents that matched the rollover query was 18%, with a high of 21% in 2002 and a low of 17% occurring in 1994, 1995, and 1997. The average percentage per year of incapacitating and fatal injuries for restrained occupants during this time period was determined by further analyzing the data obtained from the above stated rollover query and was found to be 35%. The conclusion drawn from this study is that significant injuries can occur from rollover accidents of heavy trucks even for restrained occupants. Rollover crashworthiness of heavy trucks is also evaluated in this paper. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash data KW - Crashworthiness KW - Fatalities KW - Fatality Analysis Reporting System KW - Heavy duty trucks KW - Injuries KW - Restraint systems KW - Rollover crashes KW - Tractor trailer combinations KW - Truck crashes KW - Truck drivers KW - Trucking safety KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0140-W.pdf UR - https://trid.trb.org/view/815167 ER - TY - CONF AN - 01070892 AU - Lai, Ching-Huei AU - Doong, Ji-Liang AU - Teng, Tso-Liang AU - Hsu, Chun-Chia AU - National Highway Traffic Safety Administration TI - A Method to Estimate Injury Medical Cost of Occupants In A Crash Test PY - 2005/06 SP - 7p AB - In a laboratory crash test, the injury criteria of occupants, such as Head Injure Criterion (HIC), Nij, Combined Thorax Index (CTI) etc., can be obtained and transferred to the Abbreviated Injury Scale (AIS). The calculated AIS value usually represents the severity of injury and can be adopted to evaluate the safety of the test vehicle. However, the AIS cannot reflect the medical resources consumed due to various vehicles of different designs. This study presents a statistical method to estimate injury medical cost from the AIS value of an occupant in a crash test. A frontal impact case study is illustrated. Five steps are carried out as follows: 1. Link the following three Taiwan’s databases by the individual identification number: crash data reported by police officers, hospital data recorded in the health insurance database, and death database. 2. Calculate AIS values by the diagnosis ICD-9-CM code written by doctors for each individual case. 3. Develop a statistical model to estimate medical cost from massive crash cases obtained in step 2. 4. Simulate crash test for obtaining the injuries of occupant by using a validated finite element simulation model of Hybrid III 50th percentile male dummy. The injuries of the occupant are then converted to AIS values. 5. Estimate the probable medical cost by the statistical model using the predicted AIS values from the crash test simulation. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Abbreviated Injury Scale KW - Costs KW - Crash data KW - Crash injuries KW - Crash victim simulation KW - Dummies KW - Finite element method KW - Head Injury Criterion KW - Impact tests KW - Injuries KW - Injury classification KW - Injury severity KW - Medical treatment KW - Statistical analysis KW - Taiwan KW - Traffic crash victims KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0303-W.pdf UR - https://trid.trb.org/view/815306 ER - TY - CONF AN - 01070891 AU - Tencer, Allan F AU - Kaufman, Robert AU - Huber, Phillipe AU - Mock, Charles AU - Conway, Carole AU - Routt, M L AU - National Highway Traffic Safety Administration TI - Reducing Primary and Secondary Impact Loads on the Pelvis during Side Impact PY - 2005/06 SP - 9p AB - Pelvic fractures account for about 12% of injuries suffered in a side impact. Compared to patients in MVAs without pelvic injury, those with pelvic fracture have more severe injuries and higher mortality rates. LC-1 (lateral compression) unilateral fractures from direct contact with the door, are stable with little internal disruption and may be treated nonsurgically. In contrast, LC-3 bilateral fractures also involve injuries to the pelvis on the side opposite that which contacted the door, are highly unstable, have significant hemorrhage and internal organ damage, and must be treated surgically. In several CIREN (NHTSA, Crash Injury Research and Engineering Network) crash investigations, it appeared that the occupant was trapped between the intruding door and a non-yielding center console, explaining the fracture to the pelvis on the side opposite the door. In CIREN side impact crashes with 15-46cm of door intrusion, 29 occupants in vehicles with consoles and 9 in vehicles without consoles suffered AIS 2 and 3 pelvic injuries (p<0.05). Experimental testing with USDOT SID, a pendulum and precrushed door and a fixed and crushing seat, with a console, peak accelerations at the pelvis were 24.8g due to door contact, and -10.5g due to console contact. Removing the console decreased minimum acceleration to -3.3g. When the seat was mounted to a track allowing it to displace laterally during impact, into the space occupied by the center console, peak pelvic acceleration decreased to 15.3g. Using a MADYMO model of the pendulum drop experiment, with a finite element door and seat, USDOT SID positioned as the passenger, and a door peak velocity of 6.6 m/sec, initial nearside dummy lateral (+Y) door to pelvis contact force was about 10 x (10 cubed)N. As the door pushed the dummy against the console, this increased to about 20 x (10 cubed)N. With no console and a laterally translating seat, peak pelvic load decreased to about 4 x (10 cubed)N, and only one peak was noted. A collapsible console and a seat track which allows lateral displacement of the seat may help to reduce pelvic injury in side impact crashes. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceleration (Mechanics) KW - Consoles KW - Crash injuries KW - Doors (Vehicles) KW - Dummies KW - Fatalities KW - Finite element method KW - Fractures (Anatomy) KW - Highway safety KW - Impact loads KW - Impact tests KW - Injury severity KW - Intrusion KW - Pelvis KW - Pendulum tests KW - Seats KW - Side crashes KW - Traffic crashes KW - Traffic safety KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0036-W.pdf UR - https://trid.trb.org/view/815291 ER - TY - CONF AN - 01070890 AU - Menon, Rajiv A AU - Ghati, Yoganand S AU - Roberts, David AU - National Highway Traffic Safety Administration TI - Performance Evaluation of Various High Back Booster Seats Tested at 56 Kph using a 6-Year-Old Hybrid III Dummy PY - 2005/06 SP - 11p AB - Recent increase in the use of child restraints, particularly belt-positioning booster seats, requires closer evaluation of their performance. Previous studies by Menon, et al. and Sherwood, et. al. have shown that the Hybrid III 6-year-old dummy produced unusual head-neck kinematics and neck injury measures that exceeded critical values while restrained in a high back booster seat. Both studies used similar high back booster seats for the tests but were done at different speeds and conditions. This study was undertaken to initiate a process to evaluate the performance of multiple high back booster seats by conducting a series of sled tests. These 56 kph sled tests were done using the Hybrid III 6-year-old child dummy in 4 different high back booster seats and their injury measures were compared. Results of these tests have been summarized in this paper and provide an evidence for a differential performance among the various designs of high back booster seats compounded with the established lack of biofidelity of the Hybrid III 6-year-old dummy. Injury tolerances exceeded for the 6 year-old dummy in two of the high back booster seats for the Head Injury Criteria, in three of the seats for chest G’s and in all the four seats for the Neck Injury Criteria. In two of the seats with similar design, the kinematics of the head was unusual, mainly due to the extreme hyper-flexing of the neck. The high neck injury measures obtained from the sled tests are in contrast to the field data, which show that children in belt-positioning booster seats suffered virtually no injuries to the abdomen, neck/spine/back. These test results and field data highlight the need for further research to be conducted to improve the biofidelity of the Hybrid III 6-year-old dummy neck and to understand the variation in the high back booster seat designs at higher speeds. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biofidelity KW - Booster seats KW - Child restraint systems KW - Children KW - Design KW - Dummies KW - Evaluation KW - Head KW - Highway safety KW - Impact tests KW - Injuries KW - Kinematics KW - Neck KW - Passengers KW - Performance KW - Seat backs KW - Seat belts KW - Sled tests KW - Speed UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0366-W.pdf UR - https://trid.trb.org/view/825923 ER - TY - CONF AN - 01070889 AU - Champion, Howard R AU - Augenstein, J S AU - Blatt, A J AU - Cushing, B AU - Digges, K H AU - Flanigan, M C AU - Hunt, R C AU - Lombardo, L V AU - Siegel, J H AU - National Highway Traffic Safety Administration TI - New Tools to Reduce Deaths and Disabilities by Improving Emergency Care: URGENCY Software, Occult Injury Warnings, and Air Medical Services Database PY - 2005/06 SP - 15p AB - Research by the U.S. Department of Transportation, Federal Highway Administration (FHWA) and National Highway Traffic Safety Administration (NHTSA) has developed technologies to improve transport and treatment of crash victims. Multidisciplinary (engineering, medical, and epidemiological) research has been initiated to improve the ability for: (a) identifying the approximately 250,000 crashed vehicles with occupants that probably have serious injuries each year, (b) alerting emergency medical care providers to the potential for serious (especially occult) injuries, and (c) enhancing the timeliness and quality of rescue and treatment through better utilization of air medical services. These improvements will lead to reducing the deaths and disabilities resulting from crash injuries. This paper describes recent advances in tools to improve the rescue, transport, and treatment of seriously injured crash victims. Specifically, this paper reports on the development of URGENCY software for crash injury assessment, an Occult Injury Database (OID) for emergency medical warning flags, and the Atlas & Database of Air Medical Services (ADAMS). These tools provide for timely and appropriate rescue actions when needed. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air ambulances KW - Ambulances KW - Crash injuries KW - Databases KW - Emergency medical services KW - Emergency response time KW - Emergency transportation KW - Emergency trips KW - Fatalities KW - Injury severity KW - Medical services KW - Medical treatment KW - Physical disabilities KW - Rescue equipment KW - Software KW - Traffic crash victims KW - Traffic crashes KW - Vehicle occupant rescue UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0191-W.pdf UR - https://trid.trb.org/view/815299 ER - TY - CONF AN - 01070888 AU - Praxl, Norbert AU - Adamec, Jiri AU - Muggenthaler, Holger AU - National Highway Traffic Safety Administration TI - The Response of Hybrid III, EuroSID and Volunteer in the First Phase of a Rollover Accident PY - 2005/06 SP - 6p AB - In rollover crashes there is a high risk for occupants to suffer severe injuries. The number of rollovers tends to increase at present presumably because of the increasing number of cars with a relatively high COG (Minivans, MPVs). Therefore there is a great potential for injury reduction in that area. Available dummies are designed and validated for front, side or rear impacts but not for complex events like rollovers. So the question comes up which Dummy should be used to assess safety systems for rollover accidents. The aim of the study was to get a detailed information of the dummy behaviour compared to human behaviour in the first phase of a rollover accident. Series of measurements with volunteers and dummies (Hybrid III and EuroSID) were carried out by using a current car seat mounted on a sled with additional tilting mechanism. Two types of motion were imposed to the sled that represented different rollover scenarios: a pure translational motion and a pure rotational motion. Two different acceleration levels from the range found in real world crashes were used. The kinematics of dummies as well as kinematics and muscle activity of volunteers were analysed. The results show a significant difference between the kinematics of dummy and volunteer. In the rotational sled motion the volunteer movement was directed to the opposite side compared to the dummy. Thus, the dummies do not represent human occupants very well. Furthermore, the kinematics of both dummies is very similar, so no preference regarding the dummy type can be recommended. The EMG revealed activity of all observed muscles in all test configurations, the muscle activity influences evidently the movement of human occupants. This results are supposed to be useful for the development of rollover dummies and advanced numerical occupant models. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceleration (Mechanics) KW - Crash injuries KW - Crash injury research KW - Dummies KW - Highway safety KW - Human subject testing KW - Injury severity KW - Kinematics KW - Measurement KW - Rollover crashes KW - Sled tests KW - Traffic crashes KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0254-W.pdf UR - https://trid.trb.org/view/820187 ER - TY - CONF AN - 01070887 AU - Kikuchi, Yuji AU - Takahashi, Yukou AU - Mori, Fumie AU - National Highway Traffic Safety Administration TI - Development of a Finite Element Model for Flex-PLI PY - 2005/06 SP - 13p AB - A finite Element (FE) model of the next-generation flexible pedestrian leg-form impactor (Flex-PLI) developed by the Japan Automobile Manufacturers Association (JAMA) and Japan Automobile Research Institute (JARI) was developed in this study. The Flex-PLI is intended to be used in evaluating safety of car front structures against the lower limbs of pedestrians. A 3D geometry of each part was reproduced in PAM-CRASHTM based on drawings of the Flex-PLI. For material characterization, the stress-strain characteristics were determined from the results of the material tests on each individual component, with the strain rate dependency of the material taken into account. The results of the dynamic 3-point bending test for the thigh and leg and the dynamic 4-point bending test for the knee joint performed by JARI were used to validate the model. The validation results showed that the computer simulation results for the force-deflection response of the thigh and leg as well as the moment-angle response of the knee joint agreed well with the test results. Impact tests against vehicles at 40 km/h were reproduced using the model, and the results were compared with the test results. The results of the comparison showed that the kinematics of the Flex-PLI could be reproduced by the computer simulation. It was also found that the bending moment of the thigh and leg as well as the elongation of the ligament cables of the knee joint could be accurately reproduced. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Bending KW - Deflection KW - Deformation curve KW - Finite element method KW - Force KW - Impact tests KW - Joints (Anatomy) KW - Kinematics KW - Knee KW - Leg KW - Legform impactors KW - Ligaments (Human beings) KW - Lower extremities KW - Materials tests KW - Moments (Mechanics) KW - Pedestrian safety KW - Simulation KW - Thigh KW - Vehicle front end KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0287-W.pdf UR - https://trid.trb.org/view/815211 ER - TY - CONF AN - 01070886 AU - Schneider, Stephanie AU - Niwa, Minoru AU - Koyama, Toru AU - Tanase, Toshinori AU - Sato, Yuji AU - Sakamoto, Masanari AU - Asaoka, Michihisa AU - National Highway Traffic Safety Administration TI - Effectiveness of Thorax & Pelvis Side Airbag for Improved Side-Impact Protection PY - 2005/06 SP - 5p AB - In recent years, side-impact crashes in the US between SUVs (Sports Utility Vehicle) or LTVs (Light Trucks & Vans) and passenger cars are increasing, resulting in a high number of serious or fatal injuries. It has become an important task to reduce body injury levels, not only to the head, but to the thorax and pelvis as well. One way to protect the occupant’s thorax and pelvis in side-impact crash is T&P SAB (Thorax & Pelvis Side Airbag). This research paper will show a reduction of injury levels as a result of T&P SAB, using IIHS (Insurance Institute for Highway Safety) SUV side-impact crash conditions in MADYMO simulation and sled test results. Furthermore, analyses of the pelvis area were conducted using THUMS Simulation. It was confirmed that T&P SAB has the potential to protect the occupant’s thorax and pelvis during side-impact crash, as well as reduce the level of injury. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Countermeasures KW - Crash injuries KW - Crash victim simulation KW - Fatalities KW - Highway safety KW - Injury severity KW - Light trucks KW - Occupant protection devices KW - Passenger vehicles KW - Pelvis KW - Side air bags KW - Side crashes KW - Sled tests KW - Sport utility vehicles KW - Thorax KW - Traffic crashes KW - Traffic safety KW - Vans UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0273-W.pdf UR - https://trid.trb.org/view/815296 ER - TY - CONF AN - 01070885 AU - Shaw, Greg AU - Lessley, David AU - Kent, Rich AU - Crandall, Jeff AU - National Highway Traffic Safety Administration TI - Dummy Torso Response to Anterior Quasi-Static Loading PY - 2005/06 SP - 13p AB - This study reviews the design targets that have determined the response of the frontal impact dummy torso to anterior loading. Test results are presented that include response to quasi-static loading of the anterior ribcage for NHTSA’s THOR Alpha dummy. Sites on the anterior thorax of the THOR Alpha and Hybrid III frontal crash dummies were deflected 25.4 mm by a rigid rectangular indentor at six locations while external deflection measurements were taken at nine measurement locations. These tests were conducted to evaluate chest coupling, the degree to which locations away from the loading site are deflected for a given amount of loading site deflection, and regional stiffness of THOR Alpha relative to cadaver subjects tested in a prior study. THOR Alpha was found to be less coupled than the Hybrid III and generally more cadaver-like. THOR Alpha was found to be stiffer than the cadavers and the ratio of upper lateral to lower lateral ribcage stiffness was nearly twice that of the cadavers, a characteristic that may affect response to loading by occupant restraint belts. High torso stiffness under low rate loading reflects an historical priority for biofidelic response in the hub impact loading environment and the limited range over which the present ribcage construction can produce a biofidelic response. However, ribcage stiffness is one of several factors that determine the response of the human torso. A comprehensive understanding of human torso response to loading conditions such as those produced by contemporary and anticipated occupant restraint systems is required to advance the utility of the dummy torso as an injury prediction tool in priority crash conditions. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biofidelity KW - Crash injuries KW - Crash injury research KW - Deflection KW - Dummies KW - Frontal crashes KW - Highway safety KW - Impact loads KW - Impact tests KW - Quasi-static tests KW - Stiffness KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0371-W.pdf UR - https://trid.trb.org/view/820288 ER - TY - CONF AN - 01070884 AU - Batzer, Stephen A AU - Hooker, Robert M AU - National Highway Traffic Safety Administration TI - Dynamic Roof Crush Intrusion in Inverted Drop Testing PY - 2005/06 SP - 5p AB - Inverted drop testing of vehicles is a destructive determination of roof strength used by industry, government organizations and independent engineers to determine vehicle safety with respect to rollover collision. In this paper, the results of numerous inverted drop tests are summarized and analyzed, giving both the amount of permanent and temporary roof crush that occurs during impact. Only unmodified production vehicles with sound roofs were tested. The amount of dynamic roof crush varied from a low of 0 to a maximum of 7.0 cm, the relationship between elastic and plastic roof crush was not found to be statistically significant, and prediction intervals for A and B-pillar crush were developed. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crashworthiness KW - Crushing KW - Drop tests KW - Dynamic tests KW - Highway safety KW - Impact tests KW - Intrusion KW - Rollover crashes KW - Strength of materials KW - Vehicle roofs KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0146-W.pdf UR - https://trid.trb.org/view/815176 ER - TY - CONF AN - 01070883 AU - Sugimoto, Tomiji AU - Yamazaki, Kunio AU - National Highway Traffic Safety Administration TI - First Results from the JAMA Human Body Model Project PY - 2005/06 SP - 7p AB - The number of fatalities from automotive traffic accidents in Japan is on a downward trend. However, the number of injuries is tending to increase. Consequently, there is a need for further safety measures to reduce the number of casualties. In order to achieve progress on vehicle safety measures, it is essential to develop human body models for use as tools to quantify injury parameters. The crash test dummies and impactors in common use, however, require consideration of durability and reusability. This gives rise to structural differences from the human body, and makes it difficult to evaluate any but preexisting injury parameters. Recent years, therefore, have seen the use of simulated models of the human body generated by computer. These models take advantage of the ability to model the structure of the human body and mechanical properties in minute detail, and are applied to explain the injury mechanisms and to evaluate vehicle collision safety. Joint cooperative projects have been initiated by automobile manufacturers, related research institutes, and other such organizations, particularly in the United States and Europe, bringing advances in development of models that more closely resemble the human body. Given these circumstances, the Japan Automobile Manufacturers Association, Inc. (JAMA) has initiated activities for development and research of computer-modeled human bodies in impact biomechanics, which can analyze pedestrian and occupant injury, through a system of cooperation between industry and academia for 3 years. This report introduces the substance of those activities, their status, and some initial results. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Anthropometry KW - Biophysics KW - Crash injury research KW - Development KW - Fatalities KW - Highway safety KW - Injuries KW - Japan KW - Mechanical properties KW - Pedestrians KW - Research KW - Simulation KW - Traffic crashes KW - Traffic safety KW - Vehicle occupants KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0291-W.pdf UR - https://trid.trb.org/view/820207 ER - TY - CONF AN - 01070882 AU - Ono, Yuji AU - Komiyama, Yukikazu AU - Takatori, Osamu AU - National Highway Traffic Safety Administration TI - Method of Evaluating Abdominal Injury in Japan's Child-Restraint-System Assessment Program PY - 2005/06 SP - 15p AB - This paper describes the electric pressure sensor-based abdominal injury measuring method employed in the Japan's CRS assessment program. The CRS assessment program was launched in 2001 in Japan. The objective of this program is to assess usability of CRSs for infants and toddlers and the systems' safety in frontal collision. This assessment has started due to recent increase of casualties among minor passengers and to introduction of the mandatory use of CRSs for six-year-old or younger passengers. The safety assessment test determines performance of CRSs by evaluating behavior of dummies and the target CRSs as well as damage caused by the CRS. It also investigates whether or not the CRS is constraining vulnerable parts of the child's body. In the initial plan, high-speed photography was to be used for determining the scale of the injury caused by restraining gear such as a harness on a child's body. It was found, however, that images from high-speed photography are not suited for determining degrees of compression on the abdomen, the most vulnerable part of the body. In order to solve this problem, the authors have started an investigation for an alternative method capable of quantitatively measuring abdominal compression. Throughout the study, the electric pressure sensor-based method was employed for determining abdominal compression from the CRS assessment in 2003. This method allows for quantitatively observing the ever-changing pressure distribution on the abdomen. This approach first calculates abdominal loads from the pressure data collected from the area corresponding to the child's abdomen, and then selects the maximum load among them for use in the actual assessment. The authors have derived children's resistibility to abdominal load by scaling the relation between the waist belt and Abbreviated Injury Scale (AIS) among adults to the children's physique. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Abbreviated Injury Scale KW - Abdomen KW - Child restraint systems KW - Children KW - Compression KW - Dummies KW - Evaluation KW - Frontal crashes KW - Highway safety KW - Injuries KW - Japan KW - Loads KW - Performance KW - Pressure KW - Sensors KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0292-W.pdf UR - https://trid.trb.org/view/825914 ER - TY - CONF AN - 01070881 AU - Avalle, Massimiliano AU - Belingardi, Giovanni AU - Ibba, Andrea AU - National Highway Traffic Safety Administration TI - Mechanical Models of Cellular Solids, Parameters Identification from Experimental Tests PY - 2005/06 SP - 13p AB - Cellular solids are largely used in many structural applications to absorb and dissipate energy, due to their light weight and high energy absorption capability. The appropriate design of mechanical pieces made of structural foams must be done on the basis of the kind of impact, the energy involved and the maximum admissible stress. In the design development it is of highest importance the choice of the proper type of foam at the proper density level. This is based on stress-strain behaviour that can be predicted by means of test curves and models. The parameters of two cellular solids models for EPP, PUR, EPS and NORYL GTX foams have been identified by means of experimental compression tests at different densities. The Gibson model and a modified version of this model have been considered: the fitting of these models are compared also with the Rusch model and a modified version of the Rusch model. The considered models are directly derived from theoretical micro-mechanical assumptions while the parameter values are identified by means of the available experimental data. Model parameters depend on the foam density and a mathematical formulation of this dependence is identified. The formulas of the density dependence of the model parameters permits the identification of all foams made starting from the same solid material and with the same micro-structure by means of a minimum set of experimental tests. At the same time the availability of a large quantity of experimental data allows to reach a higher confidence level for the model parameters values. The identified laws that describe parameters against density, for a certain type of foam, could be used in order to assist the design of the absorber and to find the optimum density for the specific application. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Cellular solids KW - Compression tests KW - Deformation curve KW - Density KW - Design KW - Dissipation KW - Energy absorption KW - Foams KW - Highway safety KW - Mechanical models KW - Micromechanical behavior KW - Occupant protection devices KW - Restraint systems UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0438-W.pdf UR - https://trid.trb.org/view/825933 ER - TY - CONF AN - 01070880 AU - Rogers, Nicholas M AU - Zellner, John W AU - Chawla, Anoop AU - Nakatani, Tamotsu AU - National Highway Traffic Safety Administration TI - Methodologies for Motorcyclist Injury Prediction by Means of Computer Simulation PY - 2005/06 SP - 11p AB - Methods for predicting motorcyclist injuries by means of computer simulation have evolved since the 1970’s and are critically reviewed in the context of International Standard ISO 13232. The latter was approved in 1996 in order to establish minimum scientific requirements for motorcyclist protective device research, including calibration of simulations against laboratory and full-scale test data. Data from an example ISO-compliant simulation are presented which indicate substantial agreement between the distribution of predicted and real injuries in n=501 accidents in Los Angeles and Hannover. Other data indicate that multi-body and finite element models can produce similar buckling responses when they incorporate similar levels of detail. Key emerging technologies and issues are identified. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Buckling KW - Finite element method KW - Highway safety KW - Injuries KW - Mathematical prediction KW - Motorcycle crashes KW - Motorcyclists KW - Multibody models KW - Protection KW - Safety equipment KW - Simulation KW - Standards KW - Technology UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0311-W.pdf UR - https://trid.trb.org/view/820704 ER - TY - CONF AN - 01070879 AU - Kemper, Andrew AU - Stitzel, Joel AU - Duma, Stefan AU - Matsuoka, Fumio AU - Masuda, Mitsutoshi AU - National Highway Traffic Safety Administration TI - Biofidelity of the SID-IIs and a Modified SID-IIs Upper Extremity: Biomechanical Properties of the Human Humerus PY - 2005/06 SP - 11p AB - Accurate biofidelity for side impact dummies is crucial in order to accurately predict injury of human occupants. One such dummy is the SIDIIs, which represents the 5th percentile human female. A recent area of concern is the biofidelity of the upper extremity of side impact test dummies. Since the upper arm serves as a load path to the thorax, the response characteristics of the upper extremity can influence the thoracic response in side impact test dummies. However, there are currently no biofidelity evaluations with respect to the characteristics of the arm its self. The purpose of the study was to characterize the biomechanical properties of male and female humeri and to assess the biofidelity of the SID-IIs and a modified SID-IIs upper extremity. Results from two types of tests are presented. First, whole bone three-point bending tests were performed on eight isolated humeri from male and female human cadavers at static and dynamic loading rates 0.01 m/s and 3.0 m/s. Second, a series of compression tests were performed at two dynamic rates, 2 m/s and 4m/s, on a total of eight male and female humeri with all soft tissues attached. Then matched compression tests were preformed on the SID-IIs and the modified SIDIIs humerus segment. The impact direction for all tests was from lateral to medial in order to simulate a side impact collision. All test results and biofidelity corridors are presented in the full paper. The test results show that for both the SID-IIs and modified SID-IIs, the force vs. deflection response transitions from a linear response to an exponential response at deflections of approximately 15 mm and 25 mm, respectively. The male and female human humeri exhibited a similar trend but to a lesser extent. However, the force vs. deflection response of the modified SID-IIs upper extremity was more representative to that of the female human humeri then the original SID-IIs upper extremity. For example, the linear stiffness corridor from the 2m/s humerus compression tests was between 79.17 kN/m and 86.36 kN/m. For the same testing speed, the modified SID-IIs had a linear stiffness of 71.78 kN/m, while the SID-IIs had a linear stiffness of 183.9 kN/m. In summary, it is recommended that the modified SID-IIs upper limb should be used in place of the current SID-IIs upper limb in order to improve the biofidelity of the thoracic measurements of the SID-IIs. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Arm KW - Bending KW - Biofidelity KW - Biophysics KW - Cadavers KW - Compression tests KW - Crash injuries KW - Crash injury research KW - Deflection KW - Dummies KW - Force KW - Highway safety KW - Human beings KW - Impact loads KW - Impact tests KW - Side crashes KW - Tests KW - Thorax KW - Upper extremities UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0123-W.pdf UR - https://trid.trb.org/view/820183 ER - TY - CONF AN - 01070878 AU - Neale, Vicki L AU - Dingus, Thomas A AU - Klauer, Sheila G AU - Sudweeks, Jeremy D AU - Goodman, Michael J AU - National Highway Traffic Safety Administration TI - An Overview of the 100-Car Naturalistic Study and Findings PY - 2005/06 SP - 10p AB - A key to the development of effective crash countermeasures is an understanding of pre-crash causal and contributing factors. This research effort was initiated to provide an unprecedented level of detail concerning driver performance, behavior, environment, driving context and other factors that were associated with critical incidents, near crashes and crashes for 100 drivers across a period of one year. A primary goal was to provide vital exposure and pre-crash data necessary for understanding causes of crashes, supporting the development and refinement of crash avoidance countermeasures, and estimating the potential of these countermeasures to reduce crashes and their consequences. The 100-Car Naturalistic Driving Study database contains many extreme cases of driving behavior and performance, including severe fatigue, 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 13 months of data collection for each vehicle, and data from a highly capable instrumentation system including five channels of video and vehicle kinematics. 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 was classified by pre-event maneuver, precipitating factor, event type, contributing factors, and the avoidance maneuver exhibited. Parameters such as vehicle speed, vehicle headway, time-to-collision, and driver reaction time are also recorded. This paper presents the 100-Car Naturalistic Driving Study method, including instrumentation and vehicle characteristics, and a sample of study results. Presented analyses address the driver characteristics, the role of inattention and distraction in rear-end and lane change events. In addition, the methodological attributes of naturalistic data collection and the implications for a larger-scale naturalistic data collection effort are provided. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Aggression KW - Attention KW - Behavior KW - Countermeasures KW - Crash avoidance KW - Crash causes KW - Crash data KW - Data collection KW - Databases KW - Distraction KW - Driver errors KW - Drivers KW - Driving environments KW - Fatigue (Physiological condition) KW - Headways KW - Impaired drivers KW - Instrumentation KW - Judgment (Human characteristics) KW - Lane changing KW - Naturalistic studies KW - Performance KW - Precrash phase KW - Reaction time KW - Rear end crashes KW - Risk taking KW - Secondary tasks KW - Speed KW - Time-to-collision KW - Traffic crashes KW - Traffic incidents KW - Traffic violations KW - Vehicle characteristics UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0400-W.pdf UR - https://trid.trb.org/view/815278 ER - TY - CONF AN - 01070877 AU - Scherf, Oliver AU - National Highway Traffic Safety Administration TI - Development and Performance of Contact Sensors for Active Pedestrian Protection Systems PY - 2005/06 SP - 9p AB - Over the past few years, the demands on future vehicle generations concerning pedestrian protection improvement have been discussed especially in various European and Japanese automobile committees, consumer protection organizations and by legislation. These discussions led to, amongst other activities, government regulations for Europe and Japan, which prescribe various testing which verifies pedestrian protection. In order to fulfill the prescribed head impact tests, a certain stiffness characteristic of the bonnet is necessary, which can be achieved besides passive means with an active bonnet lifting device. They consist of a sensor system, which detects the pedestrian impact, and an actuator system, which lifts the bonnet. In this article, the main focus will be on the development of a sensor system including the discussion of requirements arising from legislative specifications and OEM market trends. Furthermore, typical test and simulation procedures are presented which provide the input for algorithm development. A central point regarding algorithm performance is the capability of pedestrian detection, especially under consideration of different temperatures, mounting and production tolerances and an inhomogeneous front end stiffness distribution. The differentiation of pedestrian collisions from misuse objects (e.g., stone- and bird-impact, parking dent) is also an important aspect, because a high misuse activation rate has a negative influence on customer satisfaction. This item will be also discussed. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Algorithms KW - Development KW - Europe KW - Head KW - Hoods KW - Impact tests KW - Japan KW - Pedestrian detectors KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Performance KW - Protection KW - Sensors KW - Simulation KW - Stiffness KW - Temperature KW - Tests KW - Tolerances (Engineering) KW - Vehicle front end UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0021-W.pdf UR - https://trid.trb.org/view/815200 ER - TY - CONF AN - 01070876 AU - Belingardi, Giovanni AU - Martella, Paolo AU - Peroni, Lorenzo AU - National Highway Traffic Safety Administration TI - Coach Passenger Injury Risk During Rollover: Influence of the Seat and the Restraint System PY - 2005/06 SP - 13p AB - In the last years the European Community funded several projects, whose general aim was to improve the safety of road users. Among them, the “Enhanced Coach and Bus Occupant Safety” (ECBOS) Project was set up in order to study improvements in current regulations and propose new standards for the development of safer buses and coaches. For what concerns the rollover protection (ECE66 Regulation), one of the main suggestions, proposed by the partners of the ECBOS project [1], is to take into account the presence of the passengers on board both in the numerical and in the experimental homologation tests. An additional mass in the vehicle increases the energy assumed to be absorbed by the structure in order to pass the test. That could lead the bus manufacturers to increase the strength of the vehicle super-structure in order to obtain a deformation level below the limits stated in the ECE66 regulation. A numerical study was performed to evaluate how an increment of the super-structure strength, that ensures the vehicle to pass the homologation test with the passengers onboard (i.e. to avoid intrusions into the residual space defined by the regulation), affects the injury risk for the passengers themselves. To perform such a kind of study, it is essential to model the interactions of the passengers with the coach inside environment accurately. One of the most important components that greatly influence the movement of the passengers inside the vehicle is the seat. For that reason, a detailed hybrid model (Mulibody – FE) of a seat was developed based of a real coach seat, whose data were provided by a seat manufacturer. Two configurations were analysed, changing the restraint system (two-point and three point belt). The injury risk for passengers was evaluated calculating the most significant injury parameters and criteria (HIC, TTI, VI, etc.). U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Bus riders KW - Buses KW - Deformation KW - Finite element method KW - Highway safety KW - Injuries KW - Intrusion KW - Multibody models KW - Numerical analysis KW - Occupant protection devices KW - Restraint systems KW - Risk analysis KW - Rollover crashes KW - Seats KW - Strength of materials KW - Transit safety KW - Vehicle frames UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0439-W.pdf UR - https://trid.trb.org/view/825896 ER - TY - CONF AN - 01070875 AU - Shams, T AU - Rangarajan, N AU - McDonald, J AU - Wang, Y AU - Platten, G AU - Spade, C AU - Pope, P AU - Haffner, M AU - National Highway Traffic Safety Administration TI - Development of THOR NT: Enhancement of THOR Alpha-The NHTSA Advanced Frontal Dummy PY - 2005/06 SP - 13p AB - The NHTSA Advanced Frontal Impact Dummy THOR has been enhanced to include improved anthropometry and biofidelity, durability, and ease of use. The previous version, known as THOR Alpha has been revised and is now called the THOR NT. The areas of improvement include improved anthropometry and biofidelity in the head with a single, integrated head skin which meets both isolated head drop and whole-body head impact requirements; more biofidelic dynamic response of the neck, including the introduction of an atlanto-occipital joint at the top of the neck with biofidelic range of motion; improved anthropometry at the shoulder and clavicles; improved biofidelity of the ribcage to the lower speed Kroell impact; improved anthropometry in the femur including a representation of the trochanter. The external forms for the pelvis and femur skin are now based on an undeformed shape to more correctly represent the interaction with a vehicle seat. More durable materials and improved production methods have been used, including injection molding the neck and the flexible joints in the spine. The pelvis and femur skins are made of PVC and the shoulders and front of the ribcage (bib) are made of more durable materials. The paper describes the enhancements in detail and presents the results from selected certification tests. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Anthropometry KW - Biofidelity KW - Certification KW - Dummies KW - Durability KW - Ease of use KW - Femur KW - Frontal crashes KW - Head KW - Highway safety KW - Impact tests KW - Injuries KW - Joints (Anatomy) KW - Materials KW - Neck KW - Pelvis KW - Production KW - Range of motion KW - Ribs KW - Shoulder KW - Tests UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0455-W.pdf UR - https://trid.trb.org/view/815224 ER - TY - CONF AN - 01070874 AU - McCray, Linda B AU - Brewer, John AU - National Highway Traffic Safety Administration TI - Child Safety Research in School Buses PY - 2005/06 SP - 5p AB - School bus transportation is one of the safest forms of transportation in the United States. Every day, our nation's 440,000 public school buses transport more than 23.5 million children to and from school and school-related activities. The safety record is impressive: American students are nearly eight times safer riding in a school bus than with their own parents and guardians in cars. The fatality rate for school buses is only 0.2 fatalities per 100 million vehicle miles traveled (VMT) compared to 1.5 fatalities per 100 million VMT for cars.[1] School buses have annually averaged about 26,000 crashes resulting in 10 deaths – 25 percent were drivers; 75 percent were passengers. Frontal crashes account for about two passenger deaths each year. This paper describes past, present and near-term school bus research efforts. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Children KW - Fatalities KW - Frontal crashes KW - Highway safety KW - Research KW - School bus drivers KW - School bus passengers KW - School buses KW - Traffic crashes KW - Transportation safety KW - United States UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0325-W.pdf UR - https://trid.trb.org/view/825895 ER - TY - CONF AN - 01070873 AU - Schmitt, Vincent AU - Renou, Christian AU - Guiguen, Norbert AU - National Highway Traffic Safety Administration TI - French Study Program to Improve Active and Passive Safety on Military Vehicles PY - 2005/06 SP - 5p AB - As far as military vehicles are concerned, in particular heavy logistics trucks, French land forces must face various constraints, often unknown to classical safety requirements. In fact, the main requirements for these vehicles are : 1) long life, which implies, after years’ service, the risk of old-fashioned vehicles lagging behind, when it comes to new technologies; 2) cross-country capacities, which are often possible using off-road tyres and big-stroke suspensions, with sound behaviour on muddy or sandy soils, but only fair or even poor behaviour on asphalt roads; 3) important payload with a high centre of gravity, which is detrimental to sound behaviour, increasing the risk of rollover in cornering conditions. To improve safety on these vehicles, a study program is in progress within the French MOD. In this paper, the authors are describing the genesis of this program, and the means they have chosen, summarised as follows : 1) an analysis of all accidents involving French military vehicles will be carried out, as a result of which a complete accident database will be set up; 2) an exhaustive list of active or passive safety systems will be established; 3) a global matrix between all real accidents and all these safety systems will be created, using such methods as simulation : for each accident and, with the vehicle equipped independently with each safety system, this matrix is aimed at estimating if : (a) the accident would ever have occurred (with a level of likelihood); (b) the seriousness could have been reduced; (c) no real changes would have occurred at all. At the end of the study due 2007, a list of the top 10 safety systems, in terms of a cost/efficiency ratio, will eventually be drawn to equip new or refurbished military vehicles, and a specific safety demonstrator made and tested. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Active safety systems KW - All terrain vehicles KW - Center of gravity KW - Cost effectiveness KW - Countermeasures KW - Crash analysis KW - Crash data KW - Crash risk forecasting KW - Crash severity KW - France KW - Highway safety KW - Military vehicles KW - Passive restraint systems KW - Passive safety KW - Rollover crashes KW - Service life KW - Simulation KW - Steering KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0308-W.pdf UR - https://trid.trb.org/view/820598 ER - TY - CONF AN - 01066573 AU - Summers, Stephen AU - Willke, Donald T AU - Sullivan, Lisa K AU - Duffy, J Stephen AU - Sword, Michael AU - National Highway Traffic Safety Administration TI - NHTSA's Crashworthiness Rollover Research Program PY - 2005/06 SP - 13p AB - In 2002, the National Highway Traffic Safety Administration (NHTSA) identified rollover crashes as one of its highest safety priorities. NHTSA formed an Integrated Project Team (IPT) specifically to examine rollover crashes and to make recommendations as to how it could most effectively improve safety in this area. This paper presents the research program undertaken to carry out the crashworthiness related aspects of these recommendations. The crashworthiness rollover research program can be separated into two main topics, ejection mitigation and protection for non-ejected occupants. The ejection mitigation program encourages the use of occupant containment countermeasures, developing performance requirements, and test procedures for evaluating these countermeasures, and developing test procedures to evaluate rollover sensors that will be used to deploy the countermeasures. The research program for the protection of nonejected occupants includes evaluating roof crush test methods and rollover restraint performance. NHTSA’s research plans, recent results, and their significance to the overall rollover problem are presented for each of these research areas. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Countermeasures KW - Crashworthiness KW - Ejection KW - Rollover crashes KW - Sensors KW - Test procedures KW - U.S. National Highway Traffic Safety Administration KW - Vehicle crush KW - Vehicle roofs UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0279-O.pdf UR - https://trid.trb.org/view/809322 ER - TY - CONF AN - 01066572 AU - Griffiths, Michael AU - Paine, Michael AU - Moore, Renae AU - National Highway Traffic Safety Administration TI - Three Point Seat Belts on Coaches - The First Decade in Australia PY - 2005/06 SP - 6p AB - In July 1994 it became mandatory for Australian coaches to have three point seat belts in all passenger seats. This was the final part of a safety package that introduced improved rollover strength, improved emergency exits and other occupant protection initiatives. These measures followed two horrendous Australian bus crashes in 1989. In Australia it is now common for groups, such as schools, to insist on coaches with three point seat belts for long trips. The technical, operational and behavioural issues associated with three point seat belts on coaches are reviewed. Estimates of the effectiveness of these features in coach crashes are discussed. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Australia KW - Buses KW - Occupant protection KW - Performance KW - Seat belt use KW - Seat belts UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0017-O.pdf UR - https://trid.trb.org/view/815302 ER - TY - CONF AN - 01066571 AU - Duma, Stefan M AU - Moorcroft, David M AU - Stitzel, Joel D AU - Duma, Greg G AU - National Highway Traffic Safety Administration TI - A Computational Model of the Pregnant Occupant: Effects of Restraint Usage and Occupant Position on Fetal Injury Risk PY - 2005/06 SP - 9p AB - Automobile crashes are the largest single cause of death for pregnant women and the leading cause of traumatic fetal injury mortality in the United States. The purpose of this paper is to present a validated model of a 30 week pregnant occupant and to examine the risk of fetal injury in frontal crashes. The pregnant uterine model was imported into MADYMO 6.0 and included in the 5th percentile female human body model using membrane elements to serve as ligaments and facet surfaces for the overlying skin. A simulation matrix of 17 tests was developed to predict fetal outcome and included frontal crash impulses from minor (<24 kph), to moderate (24-48 kph), and severe (>48 kph) crashes for the driver and passenger occupant positions. The test matrix also included various restraint combinations: no restraint, lap belt, 3-point belt, 3-point with airbag, and airbag only. Overall, the highest risk for fetal death was seen in higher speed frontal accidents in the driver position for all restraint conditions. The peak uterine strain was reduced by 26% to 54% for the passenger position versus the driver position. This difference was due primarily to driver interaction with the steering wheel. For all impact directions, the maternal injury indices were greatest for the unrestrained occupant. In addition, the possibility of direct fetal brain injury from inertial loading alone appears possible and a component that should be included in future models. The current modeling effort has verified previous experimental findings regarding the importance of proper restraint use for the pregnant occupant. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - Crash victim simulation KW - Drivers KW - Fetus KW - Frontal crashes KW - Impact speed KW - Inertial forces KW - Injury risk prediction KW - MADYMO (Computer program) KW - Mathematical models KW - Passengers KW - Pregnant women KW - Seat belts KW - Steering wheels UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0367-O.pdf UR - https://trid.trb.org/view/815190 ER - TY - CONF AN - 01066570 AU - Ono, Koshiro AU - Kiuchi, Nobuhito AU - National Highway Traffic Safety Administration TI - The Significance of "Permanent Disabilities Database" Based on Automobile Collisions in Japan PY - 2005/06 SP - 8p AB - In Japan, the number of automobile liability insurance payments in 2002 made to victims with permanent disabilities amounted to 58,380 or 1.56 times higher than a decade ago. Of these, 2,420 or 1.61 times higher than the previous decade were payments for those with severe permanent disabilities. With these statistical data, it is indispensable to consider the occurrence of permanent disabilities, the implementation of automobile safety measures and steps to be taken in the coming years. The authors analyzed and reviewed the situations of traffic accident injuries resulting in permanent disabilities by examining 429,863 injured cases (persons) and the corresponding automobile liability insurance payments made since 1994 and thereafter. These cases were based from the Ministry of National Land, Infrastructure and Transport’s computer data recorded since 1994, and from the compiled database on the national traffic accident of the Institute for Traffic Accident Research and Data Analysis (ITARDA). This indicates that it takes at least 5 to 6 years for the fixation of permanent disabilities symptoms after the occurrence of each automobile accident. The number of victims with severe permanent disabilities (first to third grades) increased by 23% (annual increase of 45 persons or so) in the 7-year period between 1992 to 1999, while the number of victims with minor permanent disabilities (12th to 14th grades) increased by 76% in the same period (annual increase of 1,600 persons or so). It is found that determining the effects of vehicle safety structures (crashworthiness), and occupant protection systems, are indispensable to the reduction of incidence of permanent disabilities, and to the development of such structures and systems. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injuries KW - Crashes KW - Crashworthiness KW - Databases KW - Japan KW - Occupant protection devices KW - Permanent disabilities KW - Persons with disabilities KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0091-O.pdf UR - https://trid.trb.org/view/814803 ER - TY - CONF AN - 01066569 AU - Van Auken, R Michael AU - Kebschull, Scott A AU - Broen, Peter C AU - Zellner, John W AU - Rogers, Nicholas M AU - National Highway Traffic Safety Administration TI - Development of a Rider Size and Position Model to Determine Motorcycle Protective Device Test Conditions PY - 2005/06 SP - 15p AB - The benefits and risks of potential motorcycle protective devices (such as airbags) may depend on the pre-crash position of the rider on the motorcycle. Therefore an understanding of the range of riding positions is needed for research into the risks and benefits of these devices. A statistical model was developed that describes the range motorcycle riding positions, in terms of mean, variance, and correlation parameters; as a function of rider stature, motorcycle-rider interface geometry (seat, hand grips, footrest), and geographic region, based on data collected from Japan, Europe (the Netherlands), and the United States. The rider position and motorcycle-rider interface geometry data was digitized from images of 1390 riders as they were riding on public roadways. A graphical user interface was developed to enable a user to select from and view the range of riding positions described by the model. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Europe KW - Graphical user interfaces KW - Japan KW - Mathematical models KW - Motorcycle protective devices KW - Motorcycle rider interface KW - Motorcyclists KW - Seating position KW - United States UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0392-O.pdf UR - https://trid.trb.org/view/811765 ER - TY - CONF AN - 01066568 AU - Sugimoto, Yoichi AU - Sauer, Craig AU - National Highway Traffic Safety Administration TI - Effectiveness Estimation Method for Advanced Driver Assistance System and Its Application to Collision Mitigation Brake System PY - 2005/06 SP - 8p AB - A Collision Mitigation Brake System (CMBS), which is mainly focused on rear-end collisions, was introduced in the Japanese market in June 2003. To make such kinds of advanced driver assistance systems more available in and accepted by society, it is essential to measure their effectiveness in enhancing safety. However, it is difficult to estimate the reduction in the number and severity of accidents quantitatively, because crash data rarely contain enough detail regarding the pre-crash accident scenarios. Such data are very important to predict how well such technologies can work when a collision is impending. In this study, a new approach was developed for technology effectiveness estimation using a simulation model and applying it to CMBS evaluation. The simulation model consists of the accident scenario database, the vehicle model, the driver model, and the environment model. The authors reconstructed accident scenarios of about 50 cases for rear-end collisions from US National Automotive Sampling System / Crashworthiness Data System data, resulting in time histories of striking and struck vehicles such as velocity, heading angle, trajectory, relative movements, and struck position. The vehicle model includes a radar model, CMBS control logic, and a brake actuator model as well as a conventional vehicle dynamics model. The driver model, which can react to the warnings of CMBS by braking and/or steering, was based on test results using a driving simulator. The authors first ran the simulations using the vehicle model without CMBS and calibrated the necessary parameters such as delta V with the accident data. Then CMBS was added to the system, and simulations were run repeatedly with some Monte Carlo type variations of variables such as driver's response time and amount of maneuver. Finally the authors estimated the probability of fatality and other injury indices based on the calculated delta Vs. The results showed that CMBS has substantial potential to reduce or mitigate rear-end collisions. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Braking KW - Crash avoidance systems KW - Driver support systems KW - Performance measurement KW - Rear end crashes KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0148-O.pdf UR - https://trid.trb.org/view/813013 ER - TY - CONF AN - 01066567 AU - Chen, Wan-Hui AU - Zeng, Jian-Ji AU - Kao, Kui-Chuan AU - National Highway Traffic Safety Administration TI - Effect of Auditory Intersection Collision Avoidance Warnings on Driving Behaviors in Different Distracted Driving Conditions PY - 2005/06 SP - 5p AB - In-vehicle information systems (IVIS) have become popular; IVIS could be used to provide drivers with a variety of information (e.g., en-route guidance information and collision warning information) via different in-vehicle devices. In Taiwan, some aggressive driving behaviors are observed such as tailgating and violating traffic signals. Intersection collision warning system (ICWS) provided by IVIS could be used for avoiding the accidents due to violating traffic signals. This study employed a driving simulator to investigate the influence of auditory collision warning messages on drivers’ perception-reaction times and workload when the drivers were visually or audibly distracted by secondary tasks via different IVIS devices. The secondary task was to solve simple mathematical problems displayed to the driver three different formats: voice, numbers shown on a liquid crystal display (LCD) panel, and number shown on a heads-up display (HUD). The most important finding of the study was that the auditory collision warning message was capable of decreasing drivers’ perception-reaction times when the drivers were visually distracted by the mathematical problems shown on the LCD panel or the HUD. However, when the drivers were distracted by an auditory task (i.e., hearing mathematical problems), the auditory collision warning message increased drivers’ perception-reaction times. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Advanced driver information systems KW - Aggression KW - Audible warning devices in vehicles KW - Auditory warnings KW - Behavior KW - Crash avoidance systems KW - Distraction KW - Drivers KW - Perception KW - Reaction time KW - Red light running KW - Secondary tasks KW - Signalized intersections KW - Tailgating KW - Workload UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0241-O.pdf UR - https://trid.trb.org/view/809639 ER - TY - CONF AN - 01066566 AU - Depriester, Jean-Philippe AU - Perrin, Christophe AU - Serre, Thierry AU - Chalandon, Sophie AU - National Highway Traffic Safety Administration TI - Comparison of Several Methods for Real Pedestrian Accident Reconstruction PY - 2005/06 SP - 14p AB - The aim of this paper is to evaluate and compare several methods allowing the reconstruction of real accidents involving pedestrians. These different methods have various levels of complications and are commonly used in primary or secondary safety research. They can be classified into three categories corresponding to their levels of complications. The first class concerns ”simple” methodologies based on an analytical or semi-analytical approach (”hand-calculi”) such as Searle’s model, Fall and Slide model, equations proposed by Rau et al., Simms et al., etc. The second one is more complicated and considers for example the pedestrian as a single segment as described by Wood. Finally, the last class contains the most complicated approaches and is based on three-dimensional multibody models. Concerning this third class, this work has been based on the PC-Crash® and Madymo® softwares. The authors have tested all of these methods for one of the most usual real car-to-pedestrian accident configurations: frontal collision with pedestrian wrap trajectory. Data issuing from two real cases have been used. They have been provided by an in-depth multidisciplinary accident investigation (psychology, technical, medical). Reconstructions are thus based on driver and witness statements, on accurate information relating to material evidence (e.g. skid marks, car damage, pedestrian injuries, throw distance) and parameters fitted to vehicle and pedestrian (e.g. vehicle shape, pedestrian anthropometry, etc). Results have been compared in terms of quality of the reconstruction balanced by the limitation of the different methods. Evaluated elements are in particular the speed of the vehicle, the final position of the pedestrian, his kinematics, the impact points on the car and injuries (when the method allowed it). In parallel, methodologies have also been compared qualitatively by establishing the necessary means to apply them. In this way, the potentiality of the methods, their requirements (necessary input data, into operation bringing time, computer time) have been evaluated and reported in a general matrix. It allows the authors to summarize advantages and disadvantages of the different methods. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Alternatives analysis KW - Crash injuries KW - Crash reconstruction KW - Kinematics KW - Methodology KW - Pedestrian-vehicle crashes KW - Speed UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0333-O.pdf UR - https://trid.trb.org/view/811315 ER - TY - CONF AN - 01066565 AU - Kassaagi, Mohamed AU - Moessinger, Michele AU - Val, Clement AU - Lee, Jiwon AU - National Highway Traffic Safety Administration TI - Behavior Adaptation to Car Improvement PY - 2005/06 SP - 8p AB - Compared to cars designed in the '80s or in the early '90s, new cars exhibit major improvements, especially in terms of driver assistance and road handling. To quantify the influence of these developments on driver behavior, a study was carried out on a test track with two cars of different generations in the summer of 2004. 36 male drivers, from 28 to 52 years old, were recruited in the general public to participate to the experiment. They were dispatched in two homogenous groups. For each group, drivers were asked to drive twice the same car: the first time, they familiarized freely with the car and the road during about one hour ("free driving phase"); three weeks later, they were invited to drive on the same road as if they were late or in a hurry ("rush driving phase"). The track is divided in two portions: a "main road" (3.5 km) and a "secondary sinuous road" (1.9 km). There is no traffic on the test track. Drivers' actions on the car’s controls were recorded and synchronized with dynamic parameters and video recordings. This paper is focused on the influence of car modernity and driving consigns on longitudinal and lateral solicitations of the car. Driver behavior is analyzed in terms of longitudinal acceleration, deceleration (braking) and lateral acceleration when negotiating short curves. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceleration (Mechanics) KW - Adaptation (Psychology) KW - Automobiles KW - Behavior KW - Deceleration KW - Driver support systems KW - Driving KW - Lateral acceleration KW - Test tracks KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0038-O.pdf UR - https://trid.trb.org/view/813009 ER - TY - CONF AN - 01066564 AU - Newland, Craig AU - National Highway Traffic Safety Administration TI - International Harmonised Research Activities Side Impact Working Group Status Report PY - 2005/06 SP - 15p AB - This paper reports on the status of work of the International Harmonised Research Activities (IHRA) Side Impact Working Group (SIWG) at its 23rd meeting prior to the 19th ESV conference in Washington in June 2005. This includes decisions made and the reasons for them and represents a final report on this phase of the IHRA work. The IHRA SIWG undertook to coordinate an evaluation program by members of test procedures over the period 2003-2005, with the aim of reporting recommended test procedures to enhance real world safety in side crashes at ESV 2005. The IHRA SIWG provides a crucial framework for targeting studies and research efforts. Currently, no other global framework exists under which this collaborative research effort may be conducted. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injury research KW - Side crashes KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0460-O.pdf UR - https://trid.trb.org/view/813097 ER - TY - CONF AN - 01066563 AU - Mukherjee, S AU - Chawla, A AU - Nayak, A AU - Mohan, D AU - National Highway Traffic Safety Administration TI - Rollover Crash Analysis of the RTV Using MADYMO PY - 2005/06 SP - 7p AB - The Rural Transport Vehicle, popularly known in India as RTV, has a capacity for conveyance of 15 people and runs on compressed nitrogen gas. Incidents of rollover of RTVs have been reported in several cities, including 11 recently reported rollover incidents in Delhi. A full vehicle model of the RTV is developed in MADYMO including steering, tire and suspension. The suspension characteristics were validated using experimental accelerations measured over bumps. A torque controller is simulated to maintain set speed of the RTV in simulations. The model is used to predict rollover limits using Slowly Increasing Steer, J-Turn, and Road Edge Recovery maneuvers. The rollover limits with three different loading states, RTV without passengers, RTV with unrestrained passengers, and the RTV with restrained passengers, have been studied. Comparison with other commercial vehicles indicates that the rollover limiting speed of the RTV in dynamic maneuvers is low. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - MADYMO (Computer program) KW - Rollover crashes KW - Simulation KW - Speed KW - Stability (Mechanics) KW - Vans UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0186-O.pdf UR - https://trid.trb.org/view/809328 ER - TY - CONF AN - 01066562 AU - Langner, T AU - van Ratingen, M R AU - Versmissen, T AU - Roberts, A AU - Ellway, J D AU - National Highway Traffic Safety Administration TI - EEVC Research in the Field of Developing a European Interior Headform Test Procedure PY - 2005/06 SP - 21p AB - The European Enhanced Vehicle-safety Committee (EEVC) Working Group 13 for Side Impact Protection has been developing an Interior Headform Test Procedure to complement the full scale Side Impact Test Procedure for Europe and for the proposed International Harmonized Research Activities committee (IHRA) test procedures. In real world accidents interior head contacts with severe head injuries still occur, which are not always observed in standard side impact tests with dummies. Thus a means is needed to encourage further progress in head protection. At the 2003 ESV-Conference EEVC Working Group 13 reported the results on Interior Headform Testing. Further research has been performed since and the test procedure has been improved. This paper gives an overview of its latest status. The paper presents new aspects which are included in the latest test procedure and the research work leading to these enhancements. One topic of improvement is the definition of the Free Motion Headform (FMH) impactor alignment procedure to provide guidelines to minimize excessive headform chin contact and to minimize potential variability. Research activities have also been carried out on the definition of reasonable approach head angles to avoid unrealistic test conditions. Further considerations have been given to the evaluation of head airbags, their potential benefits and a means of ensuring protection for occupants regardless of seating position and sitting height. The paper presents the research activities that have been made since the last ESV Conference in 2003 and the final proposal of the EEVC Headform Test Procedure. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injuries KW - Crash injury research KW - Dummies KW - European Enhanced Vehicle-Safety Committee KW - Head KW - Head air bags KW - Headforms KW - Side crashes KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0158-O.pdf UR - https://trid.trb.org/view/813142 ER - TY - CONF AN - 01066561 AU - Thomson, Robert AU - Edwards, Mervyn AU - National Highway Traffic Safety Administration TI - Passenger Vehicle Crash Test Procedure Developments in the VC-Compat Project PY - 2005/06 SP - 14p AB - The project “Improvement of Vehicle Crash Compatibility through the Development of Crash Test Procedures” (VC-Compat) is a research activity sponsored under the European Commission 5th Framework Programme. It consists of two parallel research activities, one focusing on car-to-car compatibility and the other on car-to-truck compatibility. The main objective of the car-to-car research is the development of crash test procedures to assess frontal impact crash compatibility. The car-to-truck objective is to develop test methods to assess energy absorbing frontal underrun protection for trucks. The midterm project status of the car-to-car work program is reported in this paper. A survey of European passenger vehicles has been conducted to construct a database of common crashworthiness structures. A review of the detailed accident databases in Germany and the UK has been used to identify a target population of accident victims that could benefit from improved vehicle compatibility. Testing and modelling activities have been conducted to improve the understanding of the relationship between crash behaviour in the candidate test procedures and car-to-car crashes. These research activities are helping to develop and evaluate candidate test procedures. To date, work has focused on the Full Width Deformable Barrier (FWDB) and Progressive Deformable Barrier (PDB) tests, which use two different approaches to assess a car’s compatibility. The FWDB test uses load cell wall force measurements whereas the PDB test uses barrier deformation measurements. The activities described herein will continue throughout the project and lead to draft test procedures with performance criteria and limits. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Compatibility KW - Crash data KW - Crashworthiness KW - Deformable barriers KW - Deformation KW - Europe KW - Frontal crashes KW - Germany KW - Impact tests KW - Motor vehicles KW - Passenger vehicles KW - Test procedures KW - United Kingdom UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0008-O.pdf UR - https://trid.trb.org/view/809590 ER - TY - CONF AN - 01066560 AU - O'Reilly, Peter AU - National Highway Traffic Safety Administration TI - Status Report of IHRA Compatibility and Frontal Impact Working Group PY - 2005/06 SP - 13p AB - The work of this International Harmonised Research Activity (IHRA) group has continued to focus on compatibility research with the prime aim of improving occupant protection in cars by developing internationally agreed test procedures designed to improve the compatibility of structures in front to front, and front to side, impact. Compatibility is a complex issue but offers an important step towards the better protection of car occupants. To date the group has focussed on frontal performance tests although benefits need not be confined to frontal impact. Group members continue to work actively in research programmes to enhance understanding and develop potential test procedures to assess compatibility. A number of potential test procedures remain open in the longer term. But, in recent meetings, effort has concentrated on defining key aspects and assessment criteria for a potential phase 1 test as a first step to improve vehicle compatibility. There is a significant degree of common thinking and purpose and, although issues and challenges remain, a phase 1 step should be possible. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Compatibility KW - Crash injury research KW - Frontal crashes KW - Motor vehicles KW - Side crashes KW - Test procedures KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0365-O.pdf UR - https://trid.trb.org/view/809430 ER - TY - CONF AN - 01066559 AU - Snedeker, Jess G AU - Walz, Felix H AU - Muser, Markus H AU - Lanz, Christian AU - Schroeder, Gunter AU - National Highway Traffic Safety Administration TI - Assessing Femur and Pelvis Injury Risk in Car-Pedestrian Collisions: Comparison of Full Body PMTO Impacts, and a Human Body Finite Element Model PY - 2005/06 SP - 15p AB - A considerable potential for reducing fatalities of pedestrians and other vulnerable road users lies in the design of car front shapes. Vehicle safety tests have been proposed by the European Experimental Vehicles Committee (EEVC) Working Group (WG) 17, and are currently in discussion by legal entities, as well as car makers. In this study, the authors first present numerical simulations of various pedestrian impacts against several different simplified hood shapes. Impacts were simulated using a detailed finite element model of a mid-size pedestrian that has been extensively validated in previous studies. As expected, the model revealed that biomechanical loading patterns are heavily influenced by hood leading edge shape. In a second step, femoral and pelvic bone surface strains were measured in five full body Post Mortem Test Object (PMTO) impacts at 40 kph using physical representations of the simulated car shapes. Each PMTO was instrumented with strain gauges on the impact side: four on the femoral shaft, three on the femoral neck, and three on the superior ramus of the pelvis. Accelerometers were placed on the dorsal aspect of vertebra T6 and L5. High speed digital video was recorded at 1,000 frames per second from the side. Fracture risk was examined with respect to car geometry, pedestrian stature, and bone quality as indicated by peripheral quantitative computed tomography (pQCT) of the femoral neck. Experimental results indicated a remarkable predictive ability of the finite element model in assessing femur and pelvic injury risk. Strain data yielded valuable insight into the failure threshold of the pelvic rami, which was observed to fracture in three of the tests. The largest factor in pelvic fracture was low bone quality, rather than car geometry. Based upon results of the model and PMTO experiments, recommendations are offered for a more appropriate characterization of the hood shape with regard to pelvis and femur injury risk. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biophysics KW - Bone mineral density KW - Cadavers KW - Crash injuries KW - Femur KW - Finite element method KW - Fractures (Anatomy) KW - Impact tests KW - Pedestrian-vehicle crashes KW - Pelvis KW - Simulation KW - Tomography KW - Vehicle design KW - Vehicle front end UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0103-O.pdf UR - https://trid.trb.org/view/811076 ER - TY - CONF AN - 01066558 AU - Gabauer, Douglas AU - Thomson, Robert AU - National Highway Traffic Safety Administration TI - Correlation of Vehicle and Roadside Crash Test Injury Criteria PY - 2005/06 SP - 9p AB - The vehicle safety and roadside safety communities utilize full-scale crash tests to assess the potential for occupant injury during collision loadings. While the vehicle community uses instrumented full-scale crash test dummies (ATDs), the roadside community relies on the flail space model and the Acceleration Severity Index (ASI) models, which are based primarily on the deceleration of the test vehicle. Unfortunately, there has been little research relating the roadside injury criteria to those used in the vehicle community. This paper investigates the correlation of these differing metrics to gain insight to potential differences in threshold occupant risk levels in the roadside and vehicle safety communities. Full-scale vehicle crash tests are analyzed to compare the flail space model and ASI to ATD-based injury criteria for different impact configurations, including frontal and frontal offset crash tests. The Head Injury Criterion (HIC), peak chest acceleration, peak chest deflection, and maximum femur force are each compared to the ASI, and flail space parameters. With respect to the vehicle crash test injury criteria, the occupant impact velocity and ASI are found to be conservative in the frontal collision mode. The occupant ridedown acceleration appears to have the strongest correlation to HIC while the ASI appears to have the strongest correlation to peak chest acceleration. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceleration severity index KW - Chest acceleration KW - Correlation analysis KW - Crash injuries KW - Dummies KW - Femur KW - Flail space model KW - Frontal crashes KW - Head Injury Criterion KW - Impact tests KW - Metrics (Quantitative assessment) KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0283-O.pdf UR - https://trid.trb.org/view/811762 ER - TY - CONF AN - 01066557 AU - Heudorfer, Benedikt AU - Breuninger, Martin AU - Karlbauer, Ulrich AU - Kraft, Michael AU - Maidel, Jochen AU - National Highway Traffic Safety Administration TI - Roofbag - A Concept Study to Provide Enhanced Protection for Head and Neck in Case of Rollover PY - 2005/06 SP - 17p AB - The purpose of this conceptual study is to address the increasing number of fatalities and severe injuries in vehicle rollovers. A restraint concept for reducing head and neck loading by hard contact with the roof of the car has been developed to reduce and/or mitigate these injuries. The human neck is capable of sustaining higher loads when it is in flexion (e.g. the head is bent forward). Therefore, moving the occupant’s head to a bent forward position using a slowly deploying airbag is proposed. The Roofbag concept includes a slide chamber and support chamber. Together, they form a multichamber airbag which is mounted at the top of the seat back. The inflator has an extremely slow onset, causing the airbag to deploy in about 250ms. When the slide chamber is inflated, it positions itself behind and above the occupant’s head. The support chamber pushes the slide chamber forward, causing the occupant’s head to bend forward. Three advantages for this concept have been identified: the occupant’s neck can sustain higher bending loads when positioned in flexion; a cushion is positioned between the occupant’s head and the roof; the survival space between the head and the roof is increased. A series of rollover tests (SAEJ2114, Curb Trip) using HIII dummies were performed to understand and demonstrate the benefits of this concept. The results show a significant reduction in head and neck injuries when the Roofbag concept is employed. Out-of-position tests show low-to-medium level loadings. Further potential benefit could possibly result from expanding the Roofbag concept to other applications, such as head protection for convertibles or neck protection during rear impact. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injury research KW - Dummies KW - Head KW - Impact tests KW - Neck KW - Occupant protection devices KW - Rollover crashes KW - Roof bags KW - Vehicle roofs UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0398-O.pdf UR - https://trid.trb.org/view/809429 ER - TY - CONF AN - 01066556 AU - Nagatomi, Kaoru AU - Hanayama, Ken AU - Ishizaki, Tatsuya AU - Sasaki, Sakae AU - Matsuda, Kazuo AU - National Highway Traffic Safety Administration TI - Development and Full-Scale Dummy Tests of a Pop-up Hood System for Pedestrian Protection PY - 2005/06 SP - 5p AB - A pop-up hood system has been developed to reduce the severity of head injuries to pedestrians in pedestrian-to-automobile accidents. The system employs sensors located on the bumper to detect impact with a pedestrian. If an impact occurs, a signal is sent to an actuator to raise the rear portion of the engine hood approximately 100mm. This provides a space between the engine and other hard components and the hood, resulting in reduced pedestrian head injuries. Previous studies have mainly employed headform impactors to evaluate the head injury criteria (HIC) values for pop-up hoods. This report describes studies of the effect of the pop-up hood on injury parameters and kinematics using the POLAR pedestrian dummy. The effectiveness of the pop-up hood system was confirmed by the significant reduction of HIC values in impact tests using the POLAR dummy. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injuries KW - Dummies KW - Head KW - Head Injury Criterion KW - Hoods KW - Injury severity KW - Kinematics KW - Pedestrian vehicle interface KW - Pedestrian-vehicle crashes KW - Pop-up hoods UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0113-O.pdf UR - https://trid.trb.org/view/811131 ER - TY - CONF AN - 01066555 AU - Van Auken, R Michael AU - Zellner, John W AU - Smith, Terry AU - Rogers, Nicholas M AU - National Highway Traffic Safety Administration TI - Development of an Improved Neck Injury Assessment Criteria for the ISO 13232 Motorcyclist Anthropometric Test Dummy PY - 2005/06 SP - 15p AB - The Motorcyclist Anthropometric Test Dummy (MATD) and injury risk/benefit analysis methods standardized under International Standard ISO 13232 allow the relative injury benefits and risks of rider protective devices fitted to motorcycles to be assessed, for a specific set of injury types. Research involving the feasibility of airbags fitted to motorcycles intensified the need to upgrade the crash test dummy neck injury assessment methods, and an improved dummy neck with multi-directional biofidelity and injury assessment capabilities and corresponding probabilistic four-axis neck injury criteria (upper neck axial compression and tension forces, lateral bending, extension and flexion, lateral bending, and torsion moments) were subsequently developed. The four-axis neck injury criteria originally proposed for ISO 13232 had a “trapezoidal egg” shaped injury index, based on mechanical stress ratio principles, which tended to under-predict injuries under tension-only loading conditions, compared to injurious tension force levels reported in the technical literature. A revised neck injury criteria was then developed having a “clipped trapezoidal egg shape” index that is similar in concept to the two-axis “clipped kite” shape criteria specified by the US Motor Vehicle Occupant Crash Protection Standard (FMVSS 208). The improved neck injury criteria were developed by fitting the distributions of neck injury severities observed in on-scene in-depth investigations of 565 real-world motorcycle crashes, including the direction of neck motion indicated by special detailed neck dissections in 67 fatal cases, to the distributions of upper neck forces and moments measured in calibrated computer simulations of the MATD with the improved neck in the 565 crashes. The improved injury criteria can estimate the probability of neck injury, based on four-axis upper neck forces and moments measured with the new MATD neck with a higher level of overall agreement with neck injury severity levels and directions observed in real world crashes, compared to the previous four-axis criteria. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - Crash injuries KW - Dummies KW - Federal Motor Vehicle Safety Standards KW - In-depth accident investigation KW - Injury assessment KW - Injury criteria KW - Injury severity KW - Motorcycle crashes KW - Motorcyclists KW - Neck KW - Occupant protection devices KW - On the scene crash investigation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0227-O.pdf UR - https://trid.trb.org/view/813002 ER - TY - CONF AN - 01066554 AU - Edwards, Marcy AU - Smith, Sarah AU - Zuby, David S AU - Lund, Adrian K AU - National Highway Traffic Safety Administration TI - Improved Seat and Head Restraint Evaluations PY - 2005/06 SP - 13p AB - Since 1995 the Insurance Institute for Highway Safety (IIHS) has measured and evaluated the static geometry of head restraints on vehicle seats. Geometry is important because a restraint positioned behind and close to the back of an occupant’s head is a necessary first step toward reducing neck injury risk in rear crashes. In recent years head restraint geometry in new model passenger vehicles has improved steadily. However, a restraint that does not remain close to the head during a crash cannot effectively support the head and neck, so the effectiveness of a restraint with good static geometry may be reduced by poor dynamic response of a seatback or restraint cushion. In addition, the effectiveness of advanced seat and head restraints designed to move during a crash, either to improve geometry or reduce torso accelerations, can be evaluated only in dynamic tests. Thus, good geometry is necessary but, by itself, not sufficient for optimum protection. Dynamic evaluations using a test dummy also are needed to assess protection against neck injury in rear crashes. Several insurance-sponsored organizations formed the International Insurance Whiplash Prevention Group to develop a seat/head restraint evaluation protocol, including a dynamic test. Tests using this protocol produce substantially different results among seat/head restraint combinations, even among those with active head restraints. IIHS published its first set of evaluations using the protocol in fall 2004. This paper describes the rationale behind the protocol and summarizes the results of IIHS testing so far. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injuries KW - Dummies KW - Dynamic tests KW - Geometry KW - Head KW - Headrests KW - Neck KW - Rear end crashes KW - Seats KW - Test protocol KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0374-O.pdf UR - https://trid.trb.org/view/815309 ER - TY - CONF AN - 01066553 AU - Eis, Volker AU - Sferco, Raimondo AU - Fay, Paul AU - National Highway Traffic Safety Administration TI - A Detailed Analysis of the Characteristics of European Rear Impacts PY - 2005/06 SP - 9p AB - A detailed analysis of rear impacts was carried out using data from the German In-Depth Accident Study ("GIDAS") including accidents from 1996 to 2004. The frequency of rear impacts compared to other modes was investigated, followed by an in-depth review of single rear impacts and rear impacts in multiple impact crash sequences. Crash characteristics such as the distributions of crash severity, overlap and masses of striking and struck cars were examined. The effect of crash severity on injury severity was investigated for cases including soft tissue neck injuries and/or other injuries. The types of injuries sustained and the effects of occupant gender, age and height, seating position and restraint use were analyzed. This analysis has provided a valuable summary of the characteristics of rear impacts in Europe. In general, it was found that rear impacts did not result in high levels of severe (AIS3+) injuries but many occupants were reported as suffering AIS1 level soft tissue neck injuries, often in the absence of other injuries. Many of these injuries occurred at low crash severities and with high levels of overlap. Where they did occur, most of the more severe (AIS3+) injuries were to the head and thorax and included concussion and rib cage fractures. Moderately severe injuries to the upper and lower extremities also occurred, albeit with low frequency. This analysis has provided a useful new perspective on rear impacts and a better understanding of their characteristics. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Age KW - Crash injuries KW - Crash severity KW - Europe KW - Gender KW - Head KW - Height KW - Injury severity KW - Lower extremities KW - Multiple vehicle crashes KW - Neck KW - Rear end crashes KW - Seat belts KW - Seating position KW - Soft tissue injuries KW - Thorax KW - Upper extremities UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0385-O.pdf UR - https://trid.trb.org/view/811763 ER - TY - CONF AN - 01066552 AU - Asao, Takafumi AU - Wada, Takahiro AU - Doi, Shun'ichi AU - National Highway Traffic Safety Administration TI - The Effect of Physical Workloads on Driving Performance PY - 2005/06 SP - 6p AB - Besides the primary driving task, drivers have had additional actions, for example, operating some buttons and looking for something. Such secondary actions have been the major cause of accidents. Using a driving simulator the effect of the physical workloads on driving performance was examined for two traffic situations. From the experimental results, the driving performance was influenced by the body movements caused by the physical workloads and the effects were verified by computational driving model in the case of the emergency avoidance. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Accident avoidance KW - Drivers KW - Driving KW - Driving simulators KW - Motion KW - Performance KW - Workload UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0435-O.pdf UR - https://trid.trb.org/view/813085 ER - TY - CONF AN - 01066551 AU - Krafft, Maria AU - Kullgren, Anders AU - Malm, Sigrun AU - Ydenius, Anders AU - National Highway Traffic Safety Administration TI - Influence of Crash Severity on Various Whiplash Injury Symptoms: A Study Based on Real-Life Rear-End Crashes with Recorded Crash Pulses PY - 2005/06 SP - 8p AB - Whiplash injuries resulting from rear impacts are one of the most important injury categories with regard to long-term consequences. Most rear impacts lead to no injury or to symptoms that are temporary. Impacts where the duration of symptoms differs need to be separated in analyses in order to isolate representative rear impact conditions in which more long-lasting whiplash injuries occur. The aim of this study was to evaluate the influence of crash severity on symptoms duration of Whiplash Associated Disorders, WAD, separated for males and females, and for different grades of WAD (1-3) according to Quebec Task Force. Since 1995, approximately 60 000 vehicles on the Swedish market have been equipped with crash pulse recorders measuring the acceleration time history in rear impacts. With the inclusion criteria of single rear-end crashes with a recorded crash pulse, and front seat occupants with no previous long-term AIS1 neck injury, 207 front-seat occupants in 150 crashes remained to be analyzed in this study, where the change of velocity and the crash pulse were measured. A correlation was found between duration of symptoms and crash severity measured as mean acceleration and change of velocity. The risk of WAD symptoms for more than one month was found to be 20% at a change of velocity of approximately 8 km/h and at a mean acceleration approximately 5 g. A correlation was also found between grades of WAD and crash severity measured as mean acceleration and change of velocity. Out of all crashes with a recorded crash pulse only one out of 207 occupants sustained WAD symptoms for more than one month at mean acceleration below 3.0 g. Given the same crash severity, females had a higher risk of initial WAD symptoms than males. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceleration (Mechanics) KW - Correlation analysis KW - Crash pulse KW - Crash severity KW - Females KW - Males KW - Onboard crash recorders KW - Rear end crashes KW - Symptoms KW - Time duration KW - Velocity KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0363-O.pdf UR - https://trid.trb.org/view/814871 ER - TY - CONF AN - 01066550 AU - Ridella, Stephen A AU - McCann, Matthew J AU - Turnbull, Roy C AU - Bayley, Gregory S AU - National Highway Traffic Safety Administration TI - Development of Restraint Systems with Considerations for Equality of Injury Risk PY - 2005/06 SP - 17p AB - Occupant restraint system development continues to evolve as new regulations and consumer demand drive more complex solutions. Traditional seat belt and airbag designs are giving way to more intelligent systems that respond to crash and occupant conditions. In regulated vehicle compliance safety tests, occupant performance is usually judged against injury criteria that differ with respect to occupant size. While for a given test, two different occupant sizes may give results that pass the criteria, their probabilities of injury for a given body region may not be equal. It may be possible to change restraint configurations that not only demonstrate compliance to recognized injury criteria for a given occupant, but additionally demonstrate that for a given crash mode, an equal probability of injury exists for all body regions of a range of adult occupant sizes. This paper discusses a computer modeling approach devised to analyze a particular vehicle environment and range of occupant sizes. A design of experiments was carried out that adjusted parameters of the restraint system including seat belt pretensioners, load limits, and various airbag components. For each analysis, the probability of injury by body region and occupant were compared to find the set of components that comprise a system to give equal probability of injury for each body region for each occupant. Results of the design of experiments, statistical analysis and impact on restraint system development are discussed. This paper documents a new approach to restraint system development as it looks beyond specific injury criteria to injury risk comparisons. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - Computer models KW - Crash injuries KW - Human body size KW - Intelligent control systems KW - Load limits KW - Product development KW - Restraint systems KW - Risk analysis KW - Seat belt pretensioners KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0403-O.pdf UR - https://trid.trb.org/view/815337 ER - TY - CONF AN - 01066549 AU - Kikuchi, Kazunori AU - Fujii, Takeshi AU - National Highway Traffic Safety Administration TI - Research on the Evaluation Method of Driver Behavior Using Driving Support Systems PY - 2005/06 SP - 7p AB - Driving support systems, such as Adaptive Cruise Controls and Lane Keeping Assists, are believed to change driving behavior. These changes allow drivers to ignore the tasks performed by the driving support system, which can cause dangerous driving circumstances. A few reasons can account for the increased danger. First, decreasing driving responsibilities can make a driver lazier, while increased driving tasks require a quicker and more accurate understanding of the system. Second, an observant driver may disagree with the system’s assessment of a situation. In order to solve these problems, it is necessary to observe driving behavior more closely, to clarify the decision-making process by using some indexes measured by drivers’ signals, and to discover why a driver’s behavior changes through traced indexes. This study reviews one method of determining a driver's thinking process. The authors chose the Low-Speed Following system as the driving support system model item. The Driving Simulator in the Japan Automobile Research Institute was used to conduct the experiments. The indexes measured were braking reaction time, moving time of eye points, and subject information based on the indirect method of Situation Awareness. As a result, the method illustrated the driver's decision-making process, and the reason for driver's using the driving support system was specified. Furthermore, the authors estimated the validity of driver behavior change when using driving support systems. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Autonomous intelligent cruise control KW - Awareness KW - Behavior KW - Driver support systems KW - Drivers KW - Driving simulators KW - Experiments KW - Eye movements KW - Reaction time UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0353-O.pdf UR - https://trid.trb.org/view/809648 ER - TY - CONF AN - 01066548 AU - Mizuno, Koji AU - Yamazaki, Kunio AU - Arai, Yuji AU - Notsu, Masao AU - National Highway Traffic Safety Administration TI - Japan Research on Compatibility Improvement and Test Procedures PY - 2005/06 SP - 11p AB - This paper summarizes the compatibility research project conducted by the Japan Ministry of Land, Infrastructure and Transport (JMLIT). Test procedures to assess vehicle compatibility were investigated based on a series of crash tests. In the IHRA (International Harmonized Research Activities) Compatibility Working Group, the full-width tests have been agreed upon for structural interaction evaluation of the Phase 1 approach. Thus, the JMLIT compatibility research project mainly focused on this test procedure. Full-width rigid and deformable barrier tests were compared with respect to force distributions, vehicle deformation and dummy responses. In full-width deformable barrier tests, shear deformations are excited, and forces from structures can be clearly shown in barrier force distributions. The average height of force (AHOF) determined in full-width rigid and deformable barrier tests was similar. Basically, the full-width deformable barrier tests can be used as high acceleration tests. The dummy injury criteria were also similar between full-width rigid and deformable barrier tests, although for small cars the injury criteria can be inferior for full-width deformable barrier test due to sensor delay. In order to investigate Secondary Energy Absorbing Structure (SEAS) detection in the barrier force distributions, full-width tests were conducted for sport utility vehicles (SUVs) with and without SEAS frame type. The reaction force of the SEAS could be detected in the full-width deformable barrier test. The VNT (vertical component of negative deviation from target row load) will be a useful criterion to evaluate the SEAS reaction force. Car-to-car crash tests were conducted, and the compartment deformations of a small car in a crash into a medium car, multi-purpose vehicle (MPV) and SUV were compared. The structural interaction was poor in the SUV collision, and the passenger compartment of the small car collapsed. Even structural interaction was good, a relatively large intrusion of the small car occurred in an MPV crash. Force matching and compartment strength will be significant for the next phase of compatibility improvement. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Compact automobiles KW - Compatibility KW - Crash injury research KW - Deformable barriers KW - Dummies KW - Japan KW - Motor vehicles KW - Multipurpose vehicles KW - Rigid barriers KW - Sport utility vehicles KW - Test procedures KW - Vehicle frames UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0185-O.pdf UR - https://trid.trb.org/view/809433 ER - TY - CONF AN - 01066547 AU - Otte, Dietmar AU - Krettek, Christian AU - National Highway Traffic Safety Administration TI - Rollover Accidents of Cars in the German Road Traffic - An In-Depth-Analysis of Injury and Deformation Pattern by GIDAS PY - 2005/06 SP - 12p AB - This paper describes the injury pattern of car occupants in rollover crashes by type, location and Abbreviated Injury Scale (AIS) severity. The accident cases were collected randomly within GIDAS (German In-Depth- Accident Study) at Hannover. Since 1999 in Germany a joint project between BASt (Bundesanstalt für Straßenwesen or the Federal Highway Research Institute) and FAT (Forschungsvereinigung Automobiltechnik or Automotive Industry Research Association) is being carried out in Hannover and Dresden. The paper describes the methodology of this project with statistically orientated procedure of data sampling (sampling plan, weighting factors) on the one hand and describes the results of the injury pattern of car occupants after rollover and gives indication for understanding where rollovers happened and what kind of influences exist on the other hand. The rollover movement characteristics are described and the resultant deformation pattern analyzed by a detailed survey. For the study 434 cases of car accidents with rollovers are used for a detail comprehensive analysis. The portion of rollovers can be established at 2.3% of all accidents with casualties in the year 2003. The accidents happened in the years 1994 to 2000 in the Hannover area. The injury distribution reports about 741 occupants with rollover accident event. These accidents are compared with the others without rollover documented in the same sample of GIDAS under a representative random spot check methodology. The distributions of injury frequencies, injury severity AIS for the whole body and for the body regions of occupants are presented and compared to technical details like the impact speed and the deformation pattern. The speed of the car was determined at the point of rollover and on the point of accident initiation. The characteristics of the kinematics followed in a rollover movement are analyzed and the major defined types of rollover are shown in the paper. The possibilities of In-Depth-Investigation methods for the approach of finding countermeasures against rollover and explaining the biomechanics of injuries in rollover are shown in the paper as well. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Abbreviated Injury Scale KW - Biophysics KW - Crash investigation KW - Deformation KW - Germany KW - Hannover (Germany) KW - Injuries KW - Injury severity KW - Injury types KW - Kinematics KW - Rollover crashes KW - Speed UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0093-O.pdf UR - https://trid.trb.org/view/809321 ER - TY - CONF AN - 01066546 AU - Shilliday, David AU - Mowry, Greg AU - National Highway Traffic Safety Administration TI - Required Airbag Characteristics for Occupant Retention in Rollover Crashes PY - 2005/06 SP - 8p AB - Evaluating performance of occupant retention countermeasures at the side windows through full-scale crash tests are typically expensive and yield inconclusive results. The results are inconclusive due to the non-repeatable nature of this testing. Another approach utilizes guided impact testing that propels an attached headform into a window to evaluate performances of these safety systems. This may provide some procedural value in generating repeatable results with limited objectives. The capability to limit the guided impact headform displacement relative to a vehicle's exterior window plane is assumed to represent reduced risk of occupant ejection. However, it is not known what ejection risk is represented for a given headform excursion. This study characterized headform excursions in guided impact testing for a given window airbag design with a range of restraint capabilities. Not surprising, disparities in the headform excursions were observed depending on the location of the impact on the airbag. System level evaluation of the airbag design in a rollover environment was conducted to determine which restraint capabilities represented a reduced risk of occupant ejection. A correlated computer model of the National Highway Traffic Safety Administration’s Dynamic Rollover Fixture (DRF) was used to identify the restraint characteristics for the airbags in which occupant ejection occurred as well as those where occupant retention was achieved in order to establish a relationship to headform excursion. However, the relationship for a given headform excursion to ejection risk was not apparent due to disparity in the headform excursion results. Review of simulations in the DRF showed that as the occupant interacted with the airbag, the occupant moved from the region of the airbag where excursions were the lowest, towards the region of the airbag where headform excursion was greatest. The dummy moved forward until it “pocketed” in the uninflated front zone of the airbag or until it escaped out of the zone with the highest allowable excursion. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - Computer models KW - Ejection KW - Headforms KW - Impact tests KW - Risk analysis KW - Rollover crashes KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0226-O.pdf UR - https://trid.trb.org/view/809416 ER - TY - CONF AN - 01066545 AU - Summers, Stephen AU - Prasad, Aloke AU - National Highway Traffic Safety Administration TI - NHTSA's Recent Compatibility Test Program PY - 2005/06 SP - 15p AB - The National Highway Traffic Safety Administration (NHTSA) has developed and conducted a vehicle-to-vehicle crash test program to evaluate the statistical correlation between vehicle performance measures and the probability of driver fatality in a crash partner vehicle. The test program uncovered some concerns regarding NHTSA’s rigid barrier data collection and review methods. The vehicle-to-vehicle tests did not provide clear insight into the mechanism behind the fleet correlation, but did emphasize the complexity of vehicle compatibility and the changing safety priorities related to improved occupant restraints. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Compatibility KW - Crash injury research KW - Fatalities KW - Motor vehicles KW - Restraint systems KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0278-O.pdf UR - https://trid.trb.org/view/809431 ER - TY - CONF AN - 01066544 AU - Lawrence, Graham J L AU - National Highway Traffic Safety Administration TI - The Next Steps for Pedestrian Protection Test Methods PY - 2005/06 SP - 11p AB - In most countries pedestrians and other vulnerable road users form a significant proportion of all road user casualties. Research has shown that measures to improve car design, to mitigate pedestrian injuries in collisions, can be very effective in reducing the number of fatalities and serious injuries. Therefore, the European Enhanced Vehicle Safety Committee (EEVC) Pedestrian Working Groups (WGs 7, 10 and 17) have worked since the 1980’s to produce test methods and criteria. Recently the European Parliament and Council approved a Directive, which reflects the EEVC WG17 test methods (in two stages), to require new cars to provide pedestrian protection. Most test tools and procedures can be improved, as can be seen for example by the ongoing process of developing new and improved vehicle occupant dummies and their associated test procedures. The International Harmonized Research Activities (IHRA) Pedestrian Safety Working Group (with input from EEVC WG17) and others are all contributing to this process by building on, and expanding the current test methods. This paper discusses the way forward for the next generation of pedestrian test methods. It includes discussion of the options to increase the number of vehicle types and protected areas and to protect at higher speeds. Possible improvements to the test methods and tools, such as adding an upper body mass and flexible bones to the legform impactor, refining the impact conditions, and testing with a combination of dummy and subsystem tests, are also discussed. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injuries KW - Dummies KW - Fatalities KW - Injury severity KW - Pedestrian-vehicle crashes KW - Test procedures KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0379-O.pdf UR - https://trid.trb.org/view/811128 ER - TY - CONF AN - 01066543 AU - Sherwood, Chris AU - Abdelilah, Yasmina AU - Crandall, Jeff AU - National Highway Traffic Safety Administration TI - The Effect of Swedish Tethers on the Performance of Rear Facing Child Restraints in Frontal Crashes PY - 2005/06 SP - 6p AB - Rear Facing Child Restraints (RFCR) have various component designs which can couple the restraint to the vehicle. Swedish tethers, which link the upper portion of the child restraint to the vehicle floor, prevent rearward rotation in rear impacts and during rebound in frontal crashes. They also simplify installation of restraints by allowing better control of the installation angle and removing the need of spacer devices. The objective of this study was to test the effect of Swedish tethers on RFCR in frontal crashes. The tethers reduced forward excursion and rotation, and had a positive but minor effect on injury values. The more secure attachment to the vehicle caused by the Swedish tether could also be beneficial in other crash types. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Child restraint systems KW - Crash injuries KW - Frontal crashes KW - Installation KW - Rear facing restraint systems KW - Tethers (Child restraints) UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0346-O.pdf UR - https://trid.trb.org/view/815414 ER - TY - CONF AN - 01066542 AU - Sawada, Masahide AU - Hasegawa, Junji AU - National Highway Traffic Safety Administration TI - Development of New Whiplash Prevention Seat PY - 2005/06 SP - 14p AB - Whiplash, or soft tissue cervical injury, is a common injury incurred by occupants of passenger cars in rear-end collisions. Despite much investigation into the cause of such injury, no single mechanism describes it completely. Proposed criteria focus on the relative motions of the head and the thorax, while few case studies have been made on the motions of the cervical vertebrae. Recently, the human body finite element model called ”THUMS”(Total HUman Model for Safety) and the use of X-ray cineradiography devices by volunteers have accelerated the investigation into the motions of the cervical vertebrae. Seats have been developed that are specially designed to reduce impact on the neck in rear-end collisions by simultaneously restraining the head and body of the occupant and controlling their motion relative to each other. The authors have developed a seat that also reduces local strain of the neck by preventing the rotation of the head, and that uniformly distributes the loads on the cervical vertebrae. A finite element model was used to simulate rear-end collisions under the same conditions as sled tests using a BIO-RID II dummy, with a THUMS human model placed on the newly developed seat. Prior to the simulation, the validity of the THUMS was investigated by comparing its head and neck motions with those in experiments. The validated THUMS predicted a reduction of local strain in the neck on the newly developed seat. Having succeeded in reducing both the injury values to the dummy and the local strain of the neck of the THUMS, the authors predict that the new seat design will help reduce whiplash injury. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Cineradiography KW - Design KW - Finite element method KW - Motion KW - Prevention KW - Rear end crashes KW - Seats KW - Simulation KW - Soft tissue injuries KW - Total Human Model for Safety KW - Vehicle safety KW - Vertebrae KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0288-O.pdf UR - https://trid.trb.org/view/815307 ER - TY - CONF AN - 01066541 AU - Chen, Wan-Hui AU - Fung, Chin-Ping AU - Chang, Chung-Chieh AU - Chou, Wen-Jing AU - Ting, Ping-Huang AU - National Highway Traffic Safety Administration TI - Study of Driver Behavior as Motorcycles Mixed in Traffic Flows PY - 2005/06 SP - 6p AB - The population density in Taiwan is very high, especially in the metropolitan areas. The huge amount of motorcycles (532 motorcycles/1000 people) results in complicated traffic conditions and safety problems such as cars and motorcycles competing for lanes. Moreover, in-vehicle multimedia systems have become popular in Taiwan. A driver’s workload increases when he or she watches or listens to a multimedia program. The analysis of official accident reports shows that, among various types of crashes in which motorcycles are involved, side collisions and side-swipe collisions account for about 50% of all collisions. Normally, drivers tend to look forward while driving. Therefore, car crashes could easily happen if drivers fail to notice their surroundings when motorcycles suddenly approach. In this context, Side-Collision Avoidance Systems (SCAS) could be capable of alerting drivers and enhancing safety. However, few studies and systems reflect on traffic conditions where motorcycles are mixed in the traffic. This study employed a driving simulator to assess the effects of using SCAS and in-vehicle multimedia on drivers’ workload and driving performance (i.e., drivers’ perception reaction times, the change in heart rate and eye blinks) while moving in traffic mixed with cars and motorcycles. A primary finding of this study was that cars equipped with SCAS could decrease drivers’ perception-reaction times effectively. The type of vehicle cutting in (car or motorcycle) had a significant influence on drivers’ perception-reaction times—drivers displayed longer perception-reaction times when a car cut in than when a motorcycle cut in. This result indicates that drivers were more attentive in the traffic flow mixed with motorcycles. In addition, the change in drivers’ eye blinks (from before a vehicle cut in to after a vehicle cut in) were all negative--drivers blinked less frequently after a vehicle cut in. This finding indicates that drivers were more alert after vehicles cut in than before vehicles cut in. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Alertness KW - Behavior KW - Crash avoidance systems KW - Drivers KW - In-vehicle devices KW - Motorcycles KW - Perception KW - Reaction time KW - Side crashes KW - Taiwan KW - Vehicle mix KW - Workload UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0296-O.pdf UR - https://trid.trb.org/view/809640 ER - TY - CONF AN - 01066540 AU - Kuroe, Takeshi AU - Namiki, Hideo AU - Iijima, Satoshi AU - National Highway Traffic Safety Administration TI - Exploratory Study of an Airbag Concept for a Large Touring Motorcycle: Further Research Second Report PY - 2005/06 SP - 15p AB - Honda has been conducting feasibility research for airbags mounted on a motorcycle. The concept of this airbag system is “To reduce the injuries to a rider when impacting with an opposing vehicle and/or opposing object in frontal collisions by absorbing rider kinetic energy and by reducing rider separation velocity from motorcycle in the forward direction.” The study was reported to the 16th ESV conference in 1998 and the 17th ESV conference in 2001. However, the assessment of injury level using dummies was tentative, as the assessment method on the neck was not firmly established in ISO 13232. Reporting is made this time on the results of 12 cases of full scale impact tests in seven configurations based on ISO/CD 13232, which established the assessment method of injury to the neck, and on the results of computer simulation of 200 configurations, which calculate the process of dummies falling down to the ground. The base motorcycle on which the prototype airbag system was mounted for this study, the GL1800, is a model which succeeded the large touring motorcycle, GL1500, used in the previous studies. Furthermore, to grasp the effectiveness of an airbag in reducing injury potential, while minimizing the potential for inflicting injury, in addition to the assessment tests specified in ISO/CD 13232, full scale impact tests of other configurations and other rider conditions, as well as sled tests were conducted. It was judged from the results obtained that an airbag system for a large touring motorcycle is feasible. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - Crash injuries KW - Impact tests KW - Motorcycles KW - Simulation KW - Sled tests KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0316-O.pdf UR - https://trid.trb.org/view/815210 ER - TY - CONF AN - 01066539 AU - Digges, Kennerly H AU - Stephenson, R Rhoads AU - National Highway Traffic Safety Administration TI - A Research Program to Study Impact Related Fire Safety PY - 2005/06 SP - 10p 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 US Department of Transportation (DOT). 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 fourth 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 the following: 1. Comprehensive analyses and synthesis of data/research from studies sponsored by GM/DOT, the Motor Vehicle Fire Research Institute (MVFRI), and the National Highway Traffic Safety Administration (NHTSA); 2. Statistical Analysis of Vehicle Fires; 3. Analysis of data systems to assess possibilities for evaluating egress and fire penetration times, including times for first responder rescue and fire propagation; 4. An analysis of fire occurrence and rollover rates in national data systems; 5. Failure evaluation of a compressed hydrogen storage tank; and 6. 42-volt electrical system fire safety issues. The paper briefly summarizes the projects and reports the significant findings from each. This paper documents six current research programs on fire safety technology. These programs involve analysis of field data, testing, and alternative fuel systems. This paper also provides a brief synthesis of data and research conducted under a previous GM/DOT research program. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Alternate fuels KW - Compressed hydrogen KW - Crashes KW - Electrical systems KW - Field data KW - Fires KW - Research KW - Rollover crashes KW - Statistical analysis KW - Testing UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0448-O.pdf UR - https://trid.trb.org/view/815012 ER - TY - CONF AN - 01066538 AU - Zellmer, Harald AU - Kahler, Christoph AU - Eickhoff, Burkhard AU - National Highway Traffic Safety Administration TI - Optimised Pretensioning of the Belt System: A Rating Criterion and the Benefit in Consumer Tests PY - 2005/06 SP - 10p AB - A common understanding is that in a frontal crash an early coupling of the occupant to the vehicle deceleration is required. This is provided by pretensioning of the belt system. The objective of our study was to set up a rating criterion for pretensioner performance, to benchmark current pretensioner systems, to define requirements for an optimal pretensioning, and to quantify the benefits in both US-NCAP and EuroNCAP testing. A generic test environment was developed and sled tests with different pretensioners and combinations of pretensioners were conducted. As a result, systems with either both retractor and anchor plate pretensioning, or buckle and anchor plate pretensioning gave direct reduction of the dummy chest acceleration values. Additional to the reduction in dummy loading, a reduction in dummy forward displacement occurred. Using this additional space by reduction of the load limiter level of the seat belt resulted in a further reduction in occupant loading, especially in chest deflection. For the determination of the appropriate load limiter level, MADYMO simulation was used. In a further step, a rating criterion for pretensioners was defined. It rates the energy difference of the dummy compared to the vehicle during the crash as percentage of the vehicle energy, i.e. a low figure indicates a good coupling. As a result, with double pretensioning and respectively tuned load limiter level, chest deflection and acceleration in both EuroNCAP and US-NCAP can be reduced by about 20% - 25% compared to single pretensioning. A low energy difference in the pretensioning rating criterion showed a good correlation to the dummy readings. With the outcome of the study, requirements to an optimal pretensioning are discussed in respect to a good coupling and to possible injuries induced by aggressive pretensioning. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceleration (Mechanics) KW - Crash injuries KW - Deflection KW - Dummies KW - European New Car Assessment Program KW - MADYMO (Computer program) KW - New Car Assessment Program KW - Pretensioning KW - Seat belt pretensioners KW - Seat belts KW - Sled tests KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0004-O.pdf UR - https://trid.trb.org/view/815341 ER - TY - CONF AN - 01066537 AU - Verma, Mukul K AU - Lavelle, Joseph P AU - Tan, Soo A AU - Lange, Robert C AU - National Highway Traffic Safety Administration TI - Injury Patterns and Effective Countermeasures for Vehicle Collision Compatibility PY - 2005/06 SP - 7p AB - This paper examines the National Automotive Sampling System (NASS)-Crashworthiness Data System (CDS) statistics to identify the significant parameters associated with injuries in light truck based vehicle (LTV) to car frontal collisions. These parameters of interest are the ΔV of the colliding vehicles, the direction of impact as well as any underride of the smaller vehicle. It is observed that the cumulative ΔV curve of car occupants in frontal towaway collisions with LTVs becomes asymptotic at 30 mph and that over 97% of those car occupants are in cars with a ΔV of 35 mph or less. The relationship of injuries with the reported under-ride in the NASS database is more complex and in several ΔV ranges, the presence of under-ride is related to a lower risk of injuries. Based on these findings, evaluations of compatibility improvement are conducted for frontal impact between an LTV and a small car at approximate ΔV of 35 mph and intrusion levels are calculated for the struck car. It is concluded from the data presented here that lowering the height of LTVs to increase the vertical overlap with a smaller vehicle may, in many cases, increase the intrusion levels in the smaller vehicle as well as increase the crash energy in the smaller vehicle. The addition of a secondary structure to LTVs for the purpose of increasing structural interaction is also investigated and it is shown that the effect of this in the studied cases is to reduce the calculated intrusion in the smaller vehicle. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Automobiles KW - Compatibility KW - Countermeasures KW - Crashworthiness Data System KW - Frontal crashes KW - Height KW - Injuries KW - Injury severity KW - Light trucks KW - National Automotive Sampling System KW - Underride override crashes KW - Vehicle intrusion KW - Velocity UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0173-O.pdf UR - https://trid.trb.org/view/809612 ER - TY - CONF AN - 01066536 AU - Watanabe, Taisuke AU - Hirayama, Shigeru AU - Obayashi, Kazuhiro AU - Okabe, Tomosaburo AU - National Highway Traffic Safety Administration TI - Research on Stiffness Matching Between Vehicles for Frontal Impact Compatibility PY - 2005/06 SP - 7p AB - To achieve good frontal impact compatibility, it is necessary to help match stiffness between vehicles in addition to the enhancement of structural interaction. In this paper, the issues of helping stiffness matching in frontal sport utility vehicle (SUV)-to-car impacts were studied using MADYMO vehicle simulation and MADYMO occupant dummy simulation. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Automobiles KW - Compatibility KW - Crash injury research KW - Dummies KW - Frontal crashes KW - MADYMO (Computer program) KW - Motor vehicles KW - Simulation KW - Sport utility vehicles KW - Stiffness UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0302-O.pdf UR - https://trid.trb.org/view/809615 ER - TY - CONF AN - 01066535 AU - Headley, Philip AU - National Highway Traffic Safety Administration TI - ESC as a Baseline for Active Safety PY - 2005/06 SP - 5p AB - Electronic Stability Control (ESC) systems were first introduced in the mid 1990’s. This technology is proving itself by preventing crashes and saving lives each day. Several studies from Europe and Japan have shown significant reductions in serious crashes and fatalities when vehicles are equipped with ESC. Results of recent studies in the U.S. now confirm these gains also apply on the U.S. highways. Now that ESC is in place on many vehicles, this technology has become a baseline for expansion of Active Safety functions to further reduce crashes. These systems add sensors and actuators to ESC to anticipate crashes and integrate other vehicle safety systems to further protect the vehicle occupants. This Active – Passive Integration Approach will enter the market in the next few years and promises another major step in reducing traffic crashes and the tragedies that result. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Active safety systems KW - Autonomous intelligent cruise control KW - Driver support systems KW - Electronic stability control KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0332-O.pdf UR - https://trid.trb.org/view/813046 ER - TY - CONF AN - 01066534 AU - Neale, Michael S AU - Couper, Gregor AU - Bosch-Rekveldt, Marian AU - Brandse, Jeroen AU - National Highway Traffic Safety Administration TI - A Numerical Investigation into the Effectiveness of "Smart" Restraint Systems in Mitigating Injury Risk under "Real World" Accident Conditions PY - 2005/06 SP - 14p AB - This paper presents the value of "smart" restraint systems in mitigating the injury risk to occupants in a greater range of impact conditions than those presently considered in current regulatory and consumer impact tests. The work was carried out under the European 5th framework project PRISM (Proposed Reduction of car crash Injuries through improved SMart restraint development technologies). A generic MADYMO compartment model of a typical European midi-MPV was developed with a conventional restraint system for the modelled driver. To identify variables that need to be considered in the performance of a "smart" restraint system and subsequently assess potential adaptations that could be made to a restraint system, two simulation studies were carried out with the developed model. The first of these studies investigated the influence that the following variables have on driver injury risk: occupant size (using both a Hybrid-III and human body models), the reclined position of the seat, the bracing response of the driver and thoracic fracture. Based on the models' predictions it is implied that the kinematics and predicted injury risk of various sizes of human model are very different from those of a 50th percentile Hybrid-III dummy and that the reclined position of the seat and bracing response of the driver increases injury risk. It was not clear if fractures in the thoracic region would contribute to an increase in injury risk to other body regions. In the second simulation study investigations were performed to assess alterations that could be made to the modelled restraint system to adapt its performance to better protect different occupant sizes. It was concluded that if it were possible to adapt restraint characteristics to the specific occupant size, injury risk could be lowered. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Advanced occupant restraint systems KW - Bracing (Vehicle occupant) KW - Crash injuries KW - Crash victim simulation KW - Fractures (Anatomy) KW - Hybrid III dummy KW - Injury mitigation KW - Injury risk prediction KW - Kinematics KW - MADYMO (Computer program) KW - Occupant size KW - Seat position KW - Smart restraint systems KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0097-O.pdf UR - https://trid.trb.org/view/820590 ER - TY - CONF AN - 01066533 AU - Yasuki, Tsuyoshi AU - National Highway Traffic Safety Administration TI - A Survey on the Biofidelity of the Knee Bending Angle of the TRL Lower Leg Impactor PY - 2005/06 SP - 6p AB - This paper describes the biofidelity of the TRL lower leg impactor (hereafter referred to as “The Impactor”). The knee-bending angle biofidelity of The Impactor is compared with the THUMS (Total HUman Model for Safety) FEM human body model. Detailed sedan and sport utility vehicle (SUV) FEM models were generated and were correlated with test results. FEM results show The Impactor’s knee-bending angles correlate well with test results. When the tibia deflection of The Impactor is small, The Impactor has a larger knee-bending angle than the THUMS model in a finite element (FE) analysis of the pedestrian impacted by a sedan. When the tibia deflection of the THUMS is small, The Impactor has a similar knee-bending angle to the THUMS model in FE analysis of a pedestrian impacted by an SUV. Movement of The Impactor coincides with the THUMS model in an FE analysis of the pedestrian impacted by a sedan until the medial collateral ligaments ruptured. Movement of The Impactor does not coincide with the THUMS model in FE analysis of a pedestrian impacted by an SUV with a bumper height 520 mm. If the bumper height of the SUV is less than 420 mm, movement of The Impactor is similar to that in the THUMS model. Biofidelity of the knee-bending angle of The Impactor is not sufficient if compared with the THUMS model. Deflection of the tibia should be taken into account to improve biofidelity of The Impactor’s knee-bending angle. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Automobiles KW - Bending KW - Biofidelity KW - Bumpers KW - Crash injury research KW - Deflection KW - Finite element method KW - Height KW - Knee KW - Legform impactors KW - Pedestrian-vehicle crashes KW - Sport utility vehicles KW - Tibia KW - Total Human Model for Safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0101-O.pdf UR - https://trid.trb.org/view/811311 ER - TY - CONF AN - 01066532 AU - Chou, Clifford C AU - Wu, Fubang AU - National Highway Traffic Safety Administration TI - Development of MADYMO-Based Model for Simulation of Laboratory Rollover Test Modes PY - 2005/06 SP - 10p AB - Types of vehicle rollovers can be classified into two categories: untripped and tripped. Untripped rollovers are relatively rare events resulting from high lateral friction forces between the tires and road. Tripped rollovers are the result of lateral forces caused by the tire or wheel digging into the road or ground or from striking a curb or other obstacles. As reported in the open literature, various test methods for conducting rollover events such as SAE J2114, Side Curb Trip, Critical Sliding Velocity, and Corkscrew have been used. This paper presents the development of MADYMO-based models for simulating vehicle kinematics in these four modes. The CAE methodologies using MADYMO are interactively developed with the test methodologies. Experimental data obtained from these test modes are used for developing rollover CAE models for replicating vehicle motions under similar test conditions. Analyses of simulated results provide feedback to improve the test procedures. Testing with improved procedures provides additional new data for continued model refinements. MADYMO-based CAE tools thus provide quality models with better simulated and/or predicted results. MADYMO rollover models consist of sprung and un-sprung masses, suspension systems and tires, whose characteristics are extracted from an ADAMS-based vehicle handling model. Use of the MADYMO-based models to support rollover testing, rollover sensing algorithm development, and rollover protection system development is described. Since MADYMO modeling described in this paper is a rigid-body based approach, model limitations and issues associated with rollover simulation are also discussed. In addition, model correlations with test data in these four modes and future areas of improvement are presented. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Algorithms KW - Kinematics KW - MADYMO (Computer program) KW - Rollover crashes KW - Simulation KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0347-O.pdf UR - https://trid.trb.org/view/809333 ER - TY - CONF AN - 01066531 AU - Paulitz, Timothy J AU - Blackketter, Donald M AU - Rink, Karl K AU - National Highway Traffic Safety Administration TI - Fully-Adaptive Seatbelts for Frontal Collisions PY - 2005/06 SP - 12p AB - The goal of this paper was to demonstrate the potential for a fully adaptive restraint system to significantly reduce injuries. To accomplish this, a three-bodied model of a 50th percentile Anthropometric Test Dummy (ATD) in a 35 mph frontal collision was made using Lagrangian Dynamics. The model was verified against test data obtained from the National Highway Traffic Safety Administration (NHTSA). Viscoelastic and constant force seatbelt models were created, and the results were compared for a 1998 Chevy Malibu. The simulation accurately reproduced the shape and magnitude of pelvis, chest, and head accelerations. The constant force seatbelt reduced pelvis, chest, and head accelerations by 56%, 62%, and 63%, respectively. The peak lap belt force was reduced by 60%. Relative head rotation was reduced by 16 degrees. A simple control concept was explored and demonstrated the feasibility of an adaptive constant force restraint system. Such restraint systems can make large reductions to risk of injury by significantly reducing forces and accelerations on the occupant. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceleration (Mechanics) KW - Adaptive control KW - Adaptive restraint systems KW - Constant force retractors KW - Crash injuries KW - Dummies KW - Force KW - Frontal crashes KW - Head KW - Mathematical models KW - Pelvis KW - Seat belts KW - Simulation KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0127-O.pdf UR - https://trid.trb.org/view/815313 ER - TY - CONF AN - 01066530 AU - Delannoy, Pascal AU - Martin, Tiphaine AU - Castaing, Pierre AU - National Highway Traffic Safety Administration TI - Comparative Evaluation of Frontal Offset Tests to Control Self and Partner Protection PY - 2005/06 SP - 12p AB - The present demand on self protection and insurance test is increasing the local strength and global force deformation of all cars. Unfortunately, the ratio is not the same, due to the different masses: The design of a large car makes it stiffer than a small one in order to compensate the mass. Furthermore, the current frontal offset test is more severe for heavy vehicles because of the specific barrier used. Due to this self protection trend, compatibility requirements are more and more difficult to achieve. Moreover, it is yet required to improve light car compartment strength without increasing heavy car compartment strength and to limit vehicle front units' aggressiveness. In other words, it is necessary to assess the possibility to check and improve partner protection with regards to self-protection. To achieve this new requirement, an amendment of ECE R94 test procedure, based on progressive deformable barrier (PDB), was proposed in order to check both parts of compatibility (structural interaction - partner and compartment strength - self), and is still being studied. To validate and compare this approach with other offset procedures, many tests have been performed with different cars from the European market (light and heavy, old and new generation, left and right hand drive) in different test configurations (current R94 at 56 km/h, possible future R94 at 60 km/h suggested by EEVC WG16 and PDB protocol at 60 km/h). Based on the tests results, this paper describes in detail: the comparison of different offset barrier tests; the validation of PDB test protocol aiming to check self and partner protection; the possibility to generate constant severity for all cars (same EES); the possibility to change the current frontal barrier; and the possibility to assess partner protection and self protection. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Compact automobiles KW - Compatibility KW - Deformable barriers KW - Frontal crashes KW - Impact tests KW - Large automobiles KW - Motor vehicles KW - Test procedures KW - Vehicle aggressiveness KW - Vehicle compartments UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0010-O.pdf UR - https://trid.trb.org/view/809592 ER - TY - CONF AN - 01066529 AU - Brooks, Aaron M AU - Chiang, Dean P AU - Smith, Terry A AU - Zellner, John W AU - Peters, Jan Paul AU - Compagne, Jacques AU - National Highway Traffic Safety Administration TI - A Driving Simulator Methodology for Evaluating Enhanced Motorcycle Conspicuity PY - 2005/06 SP - 14p AB - A methodology was developed for evaluating enhanced powered two wheeler (PTW) conspicuity in a driving simulator environment. In order to evaluate the methodology, a driving simulator experiment was conducted involving n = 10 European car drivers. Testing involved full-task, "blind" experiments in which the driver subjects did not know the true purpose of the experiment, which was to measure differences in behavior due to various PTW frontal lighting treatments. Realistic driving was performed in urban and rural conditions, with drivers performing various realistic primary and secondary driving tasks. Drivers navigated a road circuit that included several real PTW accident sites and scenarios from MAIDS (Motorcycle Accidents In Depth Study) that were accurately modeled in the driving simulator. The lighting treatments included the baseline PTW lighting treatment, which was a single dipped-beam headlamp of a typical sport motorcycle, and three hypothetical lighting treatment examples. The effects of car daytime running lamps were also evaluated, with either 10 or 90% of cars operating with headlights on. The following parameters were measured: detection distance of opposing vehicle (OV), decision as to whether to turn in front of OV, and minimum distance to OV. From these data, the probability of collision with an OV was calculated. Based on this, the potential reduction in the overall number of accidents was estimated based on the subjective relevance of the experimental findings to each of 129 accident configurations in the MAIDS database. In addition, the driving simulator was validated by performing a vehicle detection task in both simulator and full-scale environments. The validation tests indicated similar motorcycle detection rates between the simulator and the full-scale environments. Overall, the simulator methodology was found to provide a powerful tool for researching differences in driver behavior and collision probability due to daytime lighting treatments in this sample of real accident scenarios. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Behavior KW - Daytime running lamps KW - Driving simulators KW - Motorcycle crashes KW - Motorcycles KW - Motorcyclists KW - Vehicle lighting KW - Vehicle safety KW - Visibility UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0259-O.pdf UR - https://trid.trb.org/view/815201 ER - TY - CONF AN - 01066528 AU - Nusholtz, Guy S AU - Xu, Lan AU - Shi, Yibing AU - Di Domenico, Laura AU - National Highway Traffic Safety Administration TI - Vehicle Mass, Stiffness and Their Relationship PY - 2005/06 SP - 10p AB - Vehicle stiffness is a commonly used parameter in the field of vehicle safety. But a single-valued “stiffness”, although well defined for the linear case, is not well defined for non-linear systems, such as vehicle crashes. Moreover, the relationship between vehicle stiffness and mass remains confusing. One previous work ["Vehicle Mass and Stiffness: Search for a Relationship", G. Nusholtz, SAE2004, 04CONG--17, 2004 SAE International Congress, March, Detroit, USA, 2004] addresses this issue. Multiple definitions of stiffness were used to address the lack of a clear definition of stiffness. The R-squared values for the correlation between mass and each stiffness measure were presented. The results showed that no clear relationship existed between mass and any of the stiffness measures. The results from a statistical analysis indicated that there were differences in stiffness between different types of vehicles. This paper extends the same research by including a significant amount of new data samples as well as some different analysis procedures. Results show that mass is poorly correlated to stiffness and for some vehicle types mass correlates better to vehicle crush than to stiffness. In addition, it is shown that even without a well-defined definition of stiffness different levels of stiffness can be defined and differences in stiffness between different vehicle types can be quantitatively and qualitatively established. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Correlation analysis KW - Motor vehicles KW - Stiffness KW - Vehicle safety KW - Vehicle weight UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0413-O.pdf UR - https://trid.trb.org/view/809617 ER - TY - CONF AN - 01066527 AU - Ezoe, Toshiki AU - Okuyama, Hirokazu AU - National Highway Traffic Safety Administration TI - Development of Pre-Crash Safety Technology for Large Trucks PY - 2005/06 SP - 3p AB - As one of the key technologies to improve the safety of large trucks, pre-crash safety technology (PCS) was studied. PCS is the system which automatically activates the brake when a collision is unavoidable. From the accident analysis, it was determined that collisions with stationary vehicles and accidents on expressways would be considered in this study. To cope with the accidents on expressways where collision speeds are usually high, the PCS system needs to detect the objects and apply the brake from a long distance. To achieve this, the sensor should be tuned to enable long distance sensing. Generally this can result in difficulties to clearly divide real objects on the road and something on the roadside, especially at curves. If the activation of the system can be limited to only on expressways, there is a possibility that this can be improved, because on the expressways traffic lanes are wider and thus roadside objects are a little far from the center of the traffic lane, and the radii of curves are more than a certain value. Activation timing of the brake should be decided so that the driver does not place too much trust in the system. For this reason, the brake should not be activated when there is certain possibility that the collision is avoidable. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Automatic braking KW - Expressways KW - Precrash phase KW - Technological innovations KW - Trucks KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0298-O.pdf UR - https://trid.trb.org/view/815263 ER - TY - CONF AN - 01066526 AU - Liebemann, E K AU - Meder, K AU - Schuh, J AU - Nenninger, G AU - National Highway Traffic Safety Administration TI - Safety and Performance Enhancement: The Bosch Electronic Stability Control (ESP) PY - 2005/06 SP - 9p AB - In spite of improvements in passive safety and efforts to alter driver behavior, the absolute number of highway fatalities in 2002 increased to the highest level since 1990 in the US. ESP is an active safety technology that assists the driver to keep the vehicle on the intended path and thereby helps to prevent accidents. ESP is especially effective in keeping the vehicle on the road and mitigating rollover accidents which account for over 1/3 of all fatalities in single vehicle accidents. In 1995 Bosch was the first supplier to introduce electronic stability control (ESC) for the Mercedes-Benz S-Class sedan. Since then, Bosch has produced more than 10 million systems worldwide which are marketed as ESP - Electronic Stability Program. In this report Bosch presents ESP contributions to active safety and the required adaptations to support four wheel drive vehicles and to mitigate rollover situations. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Accident mitigation KW - Electronic stability control KW - Four wheel drive KW - Rollover crashes KW - Single vehicle crashes KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0471-O.pdf UR - https://trid.trb.org/view/811337 ER - TY - CONF AN - 01066525 AU - Smith, Tanya AU - Knight, Iain AU - National Highway Traffic Safety Administration TI - Analysis of Accidents Involving Light Commercial Vehicles in the UK PY - 2005/06 SP - 13p AB - In 2002, light commercial vehicles (LCVs) with a gross vehicle weight (GVW) less than 3500kg accounted for 11.3% of motorised road traffic (in terms of billion vehicle kilometres travelled) in the UK, a steady increase from 10.0% in 1992. The UK Department for Transport (DfT) commissioned TRL to carry out the Heavy Vehicle Crash Injury Study (HVCIS), which is a multidisciplinary study into heavy vehicle safety. One part of this project is research into fatal accidents involving LCVs, in order to determine the causes of LCV accidents and to begin to identify cost-effective countermeasures that could improve safety for accidents involving this type of vehicle. Between 1995 and 1998, there was a total of 1,221 fatal accidents involving LCVs recorded in the UK. TRL obtained and analysed the police accident reports for 43% of these fatal accidents. Data taken from the police reports for analysis included loading details, load movement, vehicle condition, journey purpose and accident causation. Impact details were also coded, using a modified form of the SAE Collision Deformation Classification system. The report presents the analysis of the data from the completed LCV part of the Heavy Vehicle Crash Injury Study and investigates the types of accident involving these classes of vehicle and the road users at most risk of injury. Factors such as vehicle defects and driver behaviour are also reviewed. Suggestions are made where changes in vehicle design could have the potential to reduce the number and/or severity of LCV accidents and associated injury risk, including both primary and secondary aspects. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Commercial vehicles KW - Crash reports KW - Crash severity KW - Crash types KW - Crashes KW - Fatalities KW - Light trucks KW - United Kingdom KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0315-O.pdf UR - https://trid.trb.org/view/815273 ER - TY - CONF AN - 01066524 AU - Tylko, Suzanne AU - Dalmotas, Dainius AU - National Highway Traffic Safety Administration TI - Protection of Rear Seat Occupants in Frontal Crashes PY - 2005/06 SP - 8p AB - Regulations and vehicle design optimization have traditionally focused on the occupants of front seats. Stringent requirements exist for the driver and front right passenger but there are no dynamic crash test requirements for rear seat occupants. The introduction of frontal airbags and the concurrent increased incidence of child fatalities in low speed frontal collisions brought urgency to the public health message advising parents to place children 12 years and under in the rear seat. Anthropometric test dummies representative of a 5th percentile adult female or 12-year-old child were used together with the recently introduced Hybrid III 10-year-old dummy and the Hybrid III 6-year-old dummies to evaluate rear seat occupant protection in full frontal rigid barrier tests and frontal offset deformable barrier tests. The 6-year-old dummy was restrained with a belt-positioning booster while the 10-year-old was restrained with either a belt positioning booster or the vehicle 3-point seatbelt. Dummy responses were examined as a function of seat position and in the case of child dummies, booster seat type. Successful restraint of the chest was associated with high belt loads and pronounced chest deflections while slippage of the belt from the shoulder led to extreme flexion of the torso, head strikes and elevated neck loads. Booster seats had no effect on shoulder belt translation during the dynamic event but were observed to maintain the abdominal portion of the belt in place, over the pelvis. Opportunities for rear seat occupant protection and child dummy enhancements are discussed. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Booster seats KW - Children KW - Deflection KW - Dummies KW - Frontal crashes KW - Occupant protection KW - Rear seat occupants KW - Seat belts KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0258-O.pdf UR - https://trid.trb.org/view/815348 ER - TY - CONF AN - 01066523 AU - Nash, Carl E AU - Paskin, Allan AU - National Highway Traffic Safety Administration TI - A Study of NASS Rollover Cases and the Implication for Federal Regulation PY - 2005/06 SP - 15p AB - The National Highway Traffic Safety Administration (NHTSA) identified 273 National Automotive Sampling System (NASS) rollover crashes occurring from 1997 through 2000 in which the light vehicles had more than 6 inches of residual roof crush. The agency analyzed these cases, but the authors have studied them in much more detail. The authors found a number of important, consistent features that demonstrate conditions that produce rollover injuries, and strongly indicate how rollover casualties can be reduced using readily available technologies. The authors found: (1) nearly two-thirds were essentially flat ground rollovers without complications; (2) the windshield was always broken when the front of the roof was damaged; (3) virtually all had major damage over an A pillar and a substantial majority had front fender damage indicating that forward pitch in at least one roof impact was roughly 10 degrees; (4) where the vehicle executed more than ½ roll, the initially trailing side of the roof generally had the greatest crush; (5) safety belt use was critical to the pattern of injuries and ejections; (6) the type of roof damage is a function of its design and the nature of the roof impacts; (7) nearly one-fifth of the occupants had Maximum Abbreviated Injury Scale (MAIS) 3 or greater injury to the head, face, or cervical spine; and (8) when non-ejected occupants received head, neck or upper torso injuries, they were generally seated on the initially trailing side under a significantly crushed part of the roof. This study strongly suggests which countermeasures would best address the problem of light vehicle casualties in rollovers, discusses various candidate countermeasures, and estimates the casualty reduction that would result from them. Finally, the authors discuss the implications for Federal policies. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Countermeasures KW - Ejection KW - Face KW - Head KW - Injuries KW - Light vehicles KW - Maximum Abbreviated Injury Score KW - National Automotive Sampling System KW - Policy KW - Regulations KW - Rollover crashes KW - Roof crush KW - Seat belts KW - Spinal column KW - Vehicle roofs UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0415-O.pdf UR - https://trid.trb.org/view/809325 ER - TY - CONF AN - 01066522 AU - Notsu, Masao AU - Nishimoto, Toshiyuki AU - Konosu, Atsuhiro AU - Ishikawa, Hirotoshi AU - National Highway Traffic Safety Administration TI - J-MLIT Research onto a Pedestrian Lower Extremity Protection - Evaluation Tests for Pedestrian Legform Impactors PY - 2005/06 SP - 10p AB - As for a Global Technical Regulation (GTR) legform impactor, which is discussed at the United Nations ECE/WP29/GRSP, a flexible pedestrian legform impactor (Flex-PLI) and a rigid legform impactor (TRL-LFI) are proposed. However, as for the Flex-PLI, evaluation test for its repeatability and reproducibility has not been confirmed. Besides, its advantage over the TRL-LFI must be demonstrated in full-scale vehicle tests. In this research, several kinds of loading tests were conducted on the Flex-PLI, and its favorable repeatability and reproducibility was confirmed. Besides, vehicle tests were performed using the Flex-PLI and the TRL-LFI, and the Flex-PLI demonstrated its higher biofidelity and load measurability in full-scale vehicle tests. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biofidelity KW - Dummies KW - Impact tests KW - Japan KW - Leg KW - Lower extremities KW - Repeatability KW - Reproducibility UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0193-O.pdf UR - https://trid.trb.org/view/811130 ER - TY - CONF AN - 01066521 AU - Lemmen, Paul AU - Gietelink, Olaf AU - Shah, Minoo AU - Parenteau, Chantal AU - Kosiak, Walter AU - Cashler, Robert AU - National Highway Traffic Safety Administration TI - Development of a Pre-Crash System Using the VEHIL Test Facility PY - 2005/06 SP - 10p AB - Pre-crash systems (PCSs) use environment and vehicle dynamics sensors to improve the effectiveness of passive safety devices by activating them before a collision occurs. The autonomous character of these intelligent vehicle systems, required to anticipate dangerous traffic situations, as well as the combination of new hardware and software technologies make the design extremely complex. This paper presents an evaluation of a PCS using the VEhicle Hardware-In-the-Loop (VEHIL) test facility. The prototype system utilizes a long-range forward-looking radar, installed for adaptive cruise control systems, for activation of a reversible belt retractor. The VEHIL laboratory enables testing of intelligent vehicle systems in a hardware-in-the-loop environment, where only the relative motion between host and target vehicle is reproduced. The accuracy of VEHIL test setup made sensor validation and control system testing much easier and more flexible. It appeared to be useful for fine-tuning sensor post-processing algorithms, path prediction algorithms, and activation times. In addition, the radar system is modeled with the PRESCAN simulation tool, which enables simulation of environment sensors in a virtual environment. The simulated sensor output can be used for development of sensor post-processing, sensor fusion and control algorithms. Also other design aspects like sensor positioning and overall system architecture can be considered. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Algorithms KW - Hardware in the loop simulation KW - Intelligent vehicles KW - Postprocessing KW - Pre-crash systems KW - Radar KW - Sensors KW - Test facilities KW - Validation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0322-O.pdf UR - https://trid.trb.org/view/813044 ER - TY - CONF AN - 01066520 AU - Aparicio, Francisco AU - National Highway Traffic Safety Administration TI - EEVC WG19 Activities on Primary and Secondary Safety Interaction PY - 2005/06 SP - 16p AB - The European Enhanced Vehicle-Safety Committee (EEVC) established a new Working Group (WG19) in December 2001, to carry out a study on primary and secondary safety interaction. During the first phase (until 2004), the study was performed under the following terms of reference: overview of existing and future techniques, effect of these techniques on priorities for injury prevention and effect of these techniques on existing regulations. The achievements obtained after the first phase of work is summarized hereafter: The conceptual framework of primary and secondary safety interaction was defined and established within the new concept of integral vehicle safety and taking into account existing safety models. Priorities were also established regarding situations and systems in which the group will center its activities in the future: adaptive occupant protective systems, intelligent brake system and pedestrian protection. WG19 performed an analysis of the European accident databases including the EACS database. The analysis revealed the lack of data related to the moments just before the impact that fully satisfied the requirements of the WG19. WG19 developed an inventory of existing and future possible systems that are of interest for precrash issues. Moreover, a methodology was set up to evaluate the potential effects of selected systems on reducing injuries. WG19 identified a number of directives and regulations related to the subject covered by the working group; finding out the needs of suggesting modifications for some of them or establishing new ones. Finally, WG19 established also priorities for its future activities; the focus will be on adaptive occupant protective systems, intelligent braking systems and pedestrian protection implicated in the pre-crash phase. The objective of this paper is to show in more detail the results of the first phase of work and to inform about the objectives of the WG19 for the next three years period. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Braking KW - Crash data KW - Data needs KW - Databases KW - European Enhanced Vehicle-Safety Committee KW - Future research KW - Intelligent vehicles KW - Occupant protection devices KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Regulations KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0462-O.pdf UR - https://trid.trb.org/view/813096 ER - TY - CONF AN - 01066519 AU - Arbelaez, Raul A AU - Baker, Bryan C AU - Nolan, Joseph M AU - National Highway Traffic Safety Administration TI - Delta Vs for IIHS Side Impact Crash Tests and Their Relationship to Real-World Crash Severity PY - 2005/06 SP - 8p AB - The Insurance Institute for Highway Safety (IIHS) began publishing side impact crashworthiness evaluations for consumer information in 2003. The test on which the evaluations are based uses a barrier representing the ride height and front-end geometry of a pickup truck or sport utility vehicle. In this test a stationary vehicle is struck laterally by a 1,500 kg moving deformable barrier traveling at 50 km/h. In determining the impact severity for the test, the goal was to select an impact velocity that would both drive improvements in side impact protection and discriminate between vehicles in the current fleet offering varying levels of protection. In the present study the Simulating Motor Vehicle Accident Speeds on the Highway (SMASH) computer program was used to obtain changes in velocity (delta Vs) for vehicles tested in the IIHS side impacts. These were compared with delta V estimates calculated using the principle of conservation of momentum. The delta Vs calculated from the IIHS tests were compared with those from injury-producing side crashes in the National Automotive Sampling System (NASS) to see how the severity of the IIHS test compares with real-world side crashes. Analysis of 49 side crashes conducted by IIHS indicates that, overall, SMASH calculations produced delta Vs within 5 km/h of the delta V determined using the conservation of momentum principle. The SMASH delta Vs ranged from 18 to 31 km/h, and the average delta V was 24 km/h. The maximum occupant compartment crush in these tests ranged from 27 to 46 cm. Comparison of delta Vs and maximum crush measures from the 1998-2003 NASS data files indicates that 30-55 percent of real-world front-to-side crashes with seriously injured nearside occupants and 10-25 percent of the crashes with fatal injuries to nearside occupants are less severe than the IIHS side impact test. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Conservation of momentum KW - Crash injury research KW - Crash severity KW - Deformable barriers KW - Impact tests KW - National Automotive Sampling System KW - Side crashes KW - SMASH (Computer program) KW - Vehicle crush KW - Velocity UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0049-O.pdf UR - https://trid.trb.org/view/813105 ER - TY - CONF AN - 01066518 AU - Wang, J T AU - National Highway Traffic Safety Administration TI - An Extendable and Retractable Bumper PY - 2005/06 SP - 9p AB - An extendable and retractable bumper (E/R bumper) is presented in this paper. The E/R bumper is intended to automatically extend in situations in which there is a high risk of frontal impact to prepare the vehicle for crash and retract when the risk subsides. A functional demonstration vehicle and two experimental vehicles were built with the E/R bumper. Analytical and nonlinear finite element models were used to aid in the design of these vehicles, and to predict their crash performance in full, offset and oblique impact tests. While the functional demonstration vehicle was used to study its control and operation sequences, the experimental vehicles were crashed in a 56kph rigid barrier impact test and a 64kph 40% Offset Deformable Barrier impact test. These crash tests, together with nonlinear finite element analysis, showed that the additional crush space realized by extending the bumper could reduce the severity of the crash pulse and the amount of structural intrusion to the vehicle compartment. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Bumpers KW - Crash severity KW - Crush distance (Collisions) KW - Deformable barriers KW - Design KW - Extendable retractable bumpers KW - Finite element method KW - Impact tests KW - Mathematical models KW - Performance KW - Rigid barriers KW - Vehicle intrusion UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0144-O.pdf UR - https://trid.trb.org/view/825904 ER - TY - CONF AN - 01066517 AU - Mayrhofer, Erich AU - Steffan, Hermann AU - Hoschopf, Heinz AU - National Highway Traffic Safety Administration TI - Enhanced Coach and Bus Occupant Safety PY - 2005/06 SP - 14p AB - In the European Commission (EC) countries approximately 30,000 persons are injured as bus or coach occupants in accidents with transportation in the size of more than 5000 kg every year. Some 150 of these persons suffer fatal injuries. The kind of accidents which occur throughout EC countries cover collisions, single accidents as well as “normal” driving manoeuvres. This study describes the results of an analysis of coach and bus occupant safety research and regulatory practices in Europe. The focus of this work is on occupant protection in several types of buses and coaches in both the scheduled and nonscheduled transportation. For this purpose the connection between the occurrences at the real world accident scenes and the mandatory test methods has been analysed. The simple reason for that approach was the important feedback and usable knowledge of the accident incidents and their influence to improve current test procedures. Therefore an investigation was conducted on a number of topics including statistical collision data analysis, development of a bus accident database, reconstruction of real world accidents by means of an accident reconstruction software, component testing, full scale bay section testing, development of numerical simulation models for vehicle structure and occupant behaviour, parameter studies on occupant size influence, detection of injury mechanisms, cost benefit analyses for different test methods and finally the suggestion for improvements of current testing practices. The main approach of this research work is the development of enhanced bus safety. This shall be obtained through the European Regulatory Agencies and ISO standard committees as this work will deliver the bases for new and released regulations. Some of the results of this study have already been taken to table an amendment to a current directive and will further be used to propose necessary improvements and additional research subjects. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Bus crashes KW - Buses KW - Crash data KW - Crash reconstruction KW - Europe KW - Injury mechanism KW - Occupant protection KW - Simulation KW - Vehicle safety KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0351-O.pdf UR - https://trid.trb.org/view/815274 ER - TY - CONF AN - 01066516 AU - Egelhaaf, Markus AU - Berg, F Alexander AU - National Highway Traffic Safety Administration TI - Motor Coach Fires – Analysis and Suggestions for Safety Enhancement PY - 2005/06 SP - 10p AB - Motor coach fires are rare events – the resulting endangerment for the occupants exceeds that of passenger cars by far. When a large number of persons is threatened by fire and smoke in an unfamiliar surrounding, panic reactions can occur. The clearance of the escape routes is limited and often blocked by luggage and personal belongings. To find out more about the real life fire occurrence the German Federal Ministry of Transport, represented by the Federal Highway Research Institute, entrusted DEKRA Accident Research to analyze bus fires and to work out a package of measures for safety improvement. Current regulations for fire testing do not mirror all the requirements resulting from the findings won in the analyses of bus fires. A catalogue of alternative test procedures was compiled, geared to the procedures used in the railway industry to harmonize the requirements and to minimize the costs. Additional proposals for effortless and cheap realizable measurements like smoke and fire monitoring of the passenger and engine compartment, another assortment of fire extinguishers, and passenger safety information cards have been added. The complete research report has been verified for practicability and effectiveness by a series of full scale fire testing and an expert meeting. Most analyzed fires started in the engine compartment and spread there very fast. The extinguishing attempts of the bus drivers and persons passing by have been unsuccessful in the majority of the incidents. Nearly all fires started while the bus was being driven. The fires were noticed in an advanced stage by engine problems, malfunctions, or other drivers. The presentation gives an overview of the suggested measures, the results of the analysis of real world fire occurrence, and the results of full scale fire testing. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Buses KW - Fires KW - Germany KW - Improvements KW - Regulations KW - Test procedures KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0094-O.pdf UR - https://trid.trb.org/view/815304 ER - TY - CONF AN - 01066515 AU - Baudrit, Pascal AU - Potier, Pascal AU - Petit, Philippe AU - Trosseille, Xavier AU - Vallancien, Guy AU - National Highway Traffic Safety Administration TI - Cadaver and Dummy Investigation of Injury Risk with Anti-Sliding System in Case of Static Deployment PY - 2005/06 SP - 7p AB - In frontal impact, thorax and head injuries have strongly decreased with the development of occupant restraining systems including airbags, belt load limiters, and pretensioning systems. Nevertheless, the protection of abdomen and lower limbs has still to be improved, especially in rear seats. Indeed, car stiffness has increased in order to keep enough survival space for severe crashes. Thus, car manufacturers have developed specific restraint devices to improve protection of pelvis and lumbar spine, with prevention of submarining. One of these consists of an anti-sliding system based on an inflatable metallic wrap. The main goal of the study was to investigate the risk of injury with a prototype of such a device, in case of static deployment, for in-position and out-of-position situations. Because the lack of relevance of the dummies in such conditions is suspected, and because criteria do not currently exist as far as the lumbar spine is concerned, six cadaver tests, including three in out-of-position situation, were carried out and duplicated with small female, and 50th male HIII dummies. Two inflators were used. Cadavers were instrumented with linear accelerometers and angular velocity sensors for vertebra L2, L3, L5 and sacrum. The seat was equipped with load cells. For the six cadaver tests, no injury was observed. Intervertebral rotation values are given for the cadavers and lumbar spine forces and moments recorded on dummies are presented. Comparisons regarding lumbar spine kinematics are realized for biofidelity assessment. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biofidelity KW - Cadavers KW - Crash injuries KW - Dummies KW - Kinematics KW - Occupant protection devices KW - Out of position (Vehicle occupants) KW - Pelvis KW - Prototypes KW - Rear seat occupants KW - Risk assessment KW - Spinal column KW - Submarining UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0084-O.pdf UR - https://trid.trb.org/view/814790 ER - TY - CONF AN - 01066514 AU - Mowry, Greg AU - Shilliday, David AU - National Highway Traffic Safety Administration TI - Reducing Rib Deflection in the IIHS Test by Preloading the Pelvis Independent of Intrusion PY - 2005/06 SP - 11p AB - A cooperative research project with the National Highway Traffic Safety Administration (NHTSA) was conducted to evaluate the capability of a Tubular Thoracic Cushion (TTC) airbag concept to significantly reduce rib deflections for the SID-IIs dummy in the Insurance Institute for Highway Safety (IIHS) side-impact barrier test. The concept of the TTC airbag was to efficiently distribute a majority of the crash force to the pelvis, which is more able to tolerate forces from side-impact crashes. The characteristic of the airbag to develop tension when deployed appeared to offer additional opportunities for occupant restraint in the IIHS side-impact environment. Computer analysis confirmed that an approach of interposing an inflatable cushion between vehicle occupants at the ribs and a vehicle’s intruding side structure may be problematic when attempting to limit rib deflection, particularly for small-stature occupants. NHTSA analysis of NCAP side-impact tests suggested that pelvic lead (pelvic loading prior to the loading of the rib cage) lessens severity of thoracic injury. Simulations of the IIHS side-impact barrier test utilizing this approach of pelvic lead with the TTC device showed reductions in rib deflection to a 5th percentile female dummy when airbag inflation was limited only to the pelvis region. Due to the characteristic of the TTC airbag to develop tension when deployed, a strategy of applying an inboard lateral "pre" load to the pelvis region of the SID-IIs dummy prior to intrusion was developed. This further reduced rib deflection in dynamic simulations and was validated in dynamic sled testing. The tensioning characteristic of the TTC airbag concept demonstrated pre-loading the pelvis of an occupant in the IIHS side-impact environment provided significant reduction in injury risk. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Deflection KW - Impact tests KW - New Car Assessment Program KW - Pelvis KW - Preloading KW - Ribs KW - Side air bags KW - Side crashes KW - Sled tests KW - Thoracic injury risk KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0422-O.pdf UR - https://trid.trb.org/view/813209 ER - TY - CONF AN - 01066513 AU - Maltese, Matthew R AU - Chen, Irene G AU - Arbogast, Kristy B AU - National Highway Traffic Safety Administration TI - The Effect of Rear Row Seating Position on the Risk of Injury to Belted Children in Side Impacts in Passenger Cars PY - 2005/06 SP - 7p AB - Several studies have characterized the benefits of rear seating on injury outcome in children. While most studies have focused on frontal impacts, our previous work demonstrated that these benefits apply to side impacts as well. In this earlier study, however, results indicated that among those rear seated, the side impact injury risk did not vary by seat position, i.e. those on the struck side had similar injury risk to those on the non-struck side. In that study, the center rear occupants were grouped with the non-struck side occupants, and compared with the struck side. The present analyses built upon that previous work and sought to further explore and explain those results by studying the effect of the three distinct rear seat positions (struck-side, center, non-struck-side) in side impacts in a sample limited to seat belt restrained children. Data were obtained from a probability sample of 592 children, representing 6370 children, 4-15 years of age who were enrolled in an on-going crash surveillance system which links insurance claims data to validated telephone survey and crash investigation data. The sample was limited to children restrained by seat belts involved in side impact crashes and seated in the rear seating rows. The risk of injury was calculated for each seating position - struck, center or non-struck side of the crash. Injuries were defined as scalp and facial lacerations, facial bone fractures, and all other AIS 2 and greater injuries. Risk of injury was lower to children seated on the non-struck-side (1.4%) as compared to those on the struck-side (2.6%) (OR:0.55, 95% CI: 0.33, 0.93). Of interest, the injury risk to children seated on the struck side (2.6%) was roughly equal to that of those in the center rear position (3.0%) (OR: 1.15, 95% CI: 0.50, 2.66). Accounting for differences in child age did not change the aforementioned results. These results highlight the elevated injury risk for children in center rear seating position in side impacts, and suggest that the injury mitigation approach is unique to that of the other rear seating positions. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Center rear seat (Vehicles) KW - Children KW - Crash injuries KW - Farside KW - Nearside KW - Non struck side of a car KW - Passenger vehicles KW - Rear seat occupants KW - Risk assessment KW - Side crashes KW - Struck side of a car UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0281-O.pdf UR - https://trid.trb.org/view/813205 ER - TY - CONF AN - 01066512 AU - Mukai, Shinji AU - Suzuki, Jinji AU - Mitsuishi, Hiroyuki AU - Oyakawa, Kenshun AU - Watanabe, Shogo AU - National Highway Traffic Safety Administration TI - CFD Simulation of Diffusion of Hydrogen Leakage Caused by Fuel Cell Vehicle Accident in Tunnel, Underground Parking Lot and Multistory Parking Garage PY - 2005/06 SP - 9p AB - Hydrogen fuel cell vehicles are expected to come into widespread use in the near future. It is therefore important to predict whether risks from hydrogen leakage caused by an accident in a semi-enclosed area can be avoided. In this study, computational fluid dynamics (CFD) simulation was carried out for hydrogen leakage in typical tunnels, underground parking lots, and multistory parking garages. Simulation scenarios were as follows. The hydrogen leakage rate was chosen to be the equivalent energy of allowable gasoline fuel leakage in a vehicle collision test, as prescribed in FMVSS 301. The ventilation rate was zero for the case of tunnels, and air exchange rate was zero or ten times per hour for underground parking lots. The analytical periods were thirty minutes for all cases. It can be said that the area of flammable mixture was limited that close to the hydrogen leaking vehicle even when there was no ventilation and became smaller when the ventilation existed. The results would therefore indicate that safety was maintained in cases of hydrogen leakage in the semi-enclosed areas even with existing equipment. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crashes KW - Fluid dynamics KW - Fuel cell vehicles KW - Hydrogen fuels KW - Leakage KW - Multistory parking garages KW - Safety KW - Simulation KW - Tunnels KW - Underground parking garages KW - Ventilation systems UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0293-O.pdf UR - https://trid.trb.org/view/815013 ER - TY - CONF AN - 01066511 AU - Yanase, Minao AU - National Highway Traffic Safety Administration TI - Diffusion Deflation Detection Using Wheel Speed Signals PY - 2005/06 SP - 4p AB - For increased safety and economic reasons in the world, motor vehicle manufacturers are beginning to install TPMSs (Tire Pressure Monitoring Systems). There are two types of TPMSs in the market; one is a direct TPMS using pressure sensor; the other is an indirect TPMS using the wheel speed sensor signals from the antilock brake system (ABS). Most indirect TPMSs are unable to detect a 4-tire simultaneous deflation condition because indirect TPMSs are based on the principle that the 4-tire speed signals are compared with each other. However, the SRI Group (Sumitomo Rubber Industries, Ltd.) has developed an indirect TPMS which can detect a 4-tire simultaneous deflation based on a newly developed principle using wheel speed signals from the ABS. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Antilock brake systems KW - In vehicle sensors KW - In vehicle technology KW - Tire pressure KW - Tire pressure monitoring systems UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0082-O.pdf UR - https://trid.trb.org/view/809646 ER - TY - CONF AN - 01066510 AU - Digges, Kennerly AU - Eigen, Ana Maria AU - Dahdah, Sa'id AU - National Highway Traffic Safety Administration TI - Injury Patterns in Rollovers by Crash Severity PY - 2005/06 SP - 9p AB - Earlier studies by the authors have proposed separating rollover crashes according to belt use, ejection status, and single vs. multiple harmful events. These different classifications were associated with differences that could substantially alter the risk of serious injury. For each classification, metrics to characterize rollover severity were presented. For most single vehicle crashes, the number of roof contacts with the ground was found to predict injury risk. For multi-harmful event crashes the extent of damage caused by the most severe non-rollover harmful event, combined with the number of roof impacts was found to predict injury risk. This paper examines NASS/CDS 1995-2003 to determine the injury distribution by body region for the most frequently occurring rollover classifications that result in Maximum Abbreviated Injury Score (MAIS) 3+ injuries from sources inside the vehicle. The examined classifications of rollovers include: belted not-ejected and unbelted not-ejected. For each category the injury patterns by body region were presented. Differences in injuries in near-side and far-side rollovers were evaluated. In general, head injuries were the most frequent MAIS 3+ injury for belted occupants. However, trunk injuries were more frequent for belted occupants in near-side rollovers. It was found that a higher fraction of severe injuries occurred in far-side rollovers compared to near-side rollovers. This tendency held for rollovers with one roof impact or less as well as higher severity rollovers. The frequency of injury and ejection for near- and far-side rollovers was examined. The MAIS 3+ HARM distribution by body region was examined as a function of number of roof impacts and direction of roll for not ejected front seat occupants. About 46% of the occupants were exposed to far-side rollovers, but more than half of the injuries occurred in far-side rollovers. To examine occupant kinematics in injury producing rollovers, a MADYMO 6.1 model of a front occupant compartment of a mid-size SUV with a belted Hybrid III dummy was used. The model was validated against an available staged test with a similar configuration. Computer modeling suggest that a higher tripping acceleration results in higher roll rates which, in turn, can lead to increased number of roof impacts. Associated with the increase in roll rate was an increase in the maximum head velocity. The data analysis and computer modeling suggest the need to assess the severity of the vehicle loading that causes the vehicle to rollover. The severity of the tripping forces may be related to the risk of injury. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash severity KW - Dummies KW - Ejection KW - Head KW - Injuries KW - Kinematics KW - MADYMO (Computer program) KW - Maximum Abbreviated Injury Score KW - National Automotive Sampling System KW - Rollover crashes KW - Seat belts KW - Vehicle roofs UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0355-O.pdf UR - https://trid.trb.org/view/809324 ER - TY - CONF AN - 01066509 AU - Chawla, A AU - Mukherjee, S AU - Mohan, D AU - Jain, S S AU - National Highway Traffic Safety Administration TI - Validation of the Cervical Spine Model in THUMS PY - 2005/06 SP - 11p AB - THUMS (Total HUman Model for Safety) [Watanabe et al] is a finite element model of the human body developed to study various injury mechanisms and for use as a substitute for crash test dummies. The development team of Toyota Central R&D Labs (TCRDL) has validated different parts of this model against experimental data available in literature. Neck response data for different impact conditions is available in Mertz and Patrick and McElhaney et al. A preliminary validation of the neck model in THUMS, against some of these tests, has been presented by the TCRDL group [Oshita et al] but no extensive validation has been reported for the variety of test conditions reported in literature. Typically, frontal and rear end impacts are of interest and these cause bending, axial as well as torsional loading on the cervical spine. A computational model can be expected to validate against multiple boundary conditions and initial conditions. Therefore, validation of a computational model (THUMS) in varying test conditions is of significance. Thus the objective of the current work is to independently investigate the fidelity of the neck model of THUMS under varying impact conditions. From the initial seating position the THUMS model has been modified to match the initial position in the tests. The impact test conditions used in the experiments have been then recreated in PAMCRASH™ and simulations have been carried out to validate the neck model. The models and the material properties have then been iterated and the performance of the THUMS model has been investigated vis-à-vis the experimental results. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Finite element method KW - Injury mechanism KW - Mathematical models KW - Neck KW - Simulation KW - Spinal column KW - Total Human Model for Safety KW - Validation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0184-O.pdf UR - https://trid.trb.org/view/815178 ER - TY - CONF AN - 01066508 AU - Masson, Catherine AU - Arnoux, Pierre-Jean AU - Brunet, Christian AU - Cesari, Dominique AU - National Highway Traffic Safety Administration TI - Pedestrian Injury Mechanisms & Criteria: A Coupled Experimental and Finite Element Approach PY - 2005/06 SP - 14p AB - In pedestrian injury biomechanics, knees and lower legs are highly recruited, leading to joint damage and bones failures. Safety improvements should mainly focus on knee ligaments injury minimization. To investigate the corresponding injury mechanisms and postulate on injury criteria risk, both experimental and finite element simulation approaches were performed. The lower limb behavior was first studied in lateral bending and then in lateral shearing impact tests in order to isolate injury mechanisms effects. The tests consisted in evaluating lower limb forces and kinematics through a 37 kg guided impact with velocities ranged between 15 and 20 kph. 35 tests were performed on isolated Post Mortem Human Subjects (PMHS) lower limbs. Response corridors for the time history about the mean response curve ± one standard deviation with the Maltese procedure were established. The observed damages were contact injuries (head of fibula and lateral tibial condyle fractures), ligament injuries (cruciates and collaterals ligaments according to the tests) and bone fractures (extra and diaphysis). These experimental tests were simulated using a finite element model of the lower limb (with extended impact velocities). The model response analysis (bone Von Mises stress levels, ligaments global and local strain levels, knee rotation and shearing measurements) was performed during each step of the impact chronology. It leads one to postulate on injury criteria for knee soft tissues based on the knee ultimate lateral bending (~16°) and shearing levels (~15mm). These approaches, by coupling PMHS experimentation and numerical simulation, ensure an accurate description of pedestrian lower limb trauma in terms of injury chronology and threshold. These results were also relevant with accidentology and clinical knowledge, especially with the evaluated potential injuries. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biophysics KW - Cadavers KW - Crash injuries KW - Finite element method KW - Fractures (Anatomy) KW - Impact tests KW - Injury mechanism KW - Knee KW - Lower extremities KW - Pedestrian-vehicle crashes KW - Simulation KW - Soft tissue injuries UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0335-O.pdf UR - https://trid.trb.org/view/811108 ER - TY - CONF AN - 01066507 AU - Mellor, Andrew AU - St Clair, Vincent AU - National Highway Traffic Safety Administration TI - Advanced Motorcycle Helmets PY - 2005/06 SP - 13p AB - More than 5,000 motorcycle riders or pillion passengers are killed annually on European roads and a further 70,000 are seriously injured. In addition to the physical and emotional trauma, the financial cost of these injuries is estimated to exceed 10 billion Euros. The COST 327 European Research Action on motorcycle helmets reported that improvements in helmet design could save up to 1,000 lives per year across the European Union. Approximately 80% of motorcyclists killed on European roads sustained head impacts and in half of these cases, the head injury was the most serious. TRL has developed with industry an advanced protective helmet which provides a higher level of protection than current helmets to BS 6658A, ECE Regulation 22-05 or Snell M2000. The helmet consists of a lightweight carbon composite shell fitted with an optimised energy absorbing liner and a low friction sacrificial outer surface. The advanced helmet is designed to reduce both linear and rotational acceleration loadings to the head. In order to quantify the benefits of the advanced helmet, the impact response was measured during a range of impact conditions. The results were related to the AIS scale using correlation coefficients developed by TRL from an accident replication programme. It was shown that the advanced helmet could reduce injury risk by up to 20% for AIS 6 injuries and up to 70% for AIS 5 and AIS 4 injuries. The performance of the helmet during less severe impacts (corresponding to AIS 3, 2 and 1) was designed to be equivalent to current helmet designs. Given this potential, the UK Department for Transport is collaborating with domestic and European partners in a new project to encourage the introduction of more protective motorcycle helmets. This paper describes the work to date and prospects for the future. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Abbreviated Injury Scale KW - Europe KW - Fatalities KW - Helmet design KW - Impact tests KW - Injuries KW - Injury severity KW - Motorcycle crashes KW - Motorcycle helmets UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0329-O.pdf UR - https://trid.trb.org/view/815216 ER - TY - CONF AN - 01066506 AU - Hardy, R N AU - Watson, J W AU - Cook, R AU - Zioupos, P AU - Forrester, B AU - Frampton, Richard AU - Page, Marianne AU - Kennedy, A AU - Peach, S AU - Sproston, P AU - National Highway Traffic Safety Administration TI - Development and Assessment of a Bone Scanning Device to Enhance Restraint Performance PY - 2005/06 SP - 11p AB - The objective of the BOSCOS (BOne SCanning for Occupant Safety) project was the development of a system that can make an assessment of the bone characteristics of each vehicle occupant in order to estimate their skeletal strengths. The seatbelt and airbag characteristics can then be adjusted to deliver optimum levels of protection specifically for each occupant. A system introduced into every vehicle has the capacity to save lives and reduce injury levels across the whole spectrum of vehicle occupants. This paper describes the contributions from academic and industrial partners to this UK Department for Transport funded project. Commercial pressure focuses restraint design on meeting legal requirements for vehicle approval, but legal requirements use dummies which do not represent the range of car occupant shapes, sizes, and driving positions. A person with lower skeletal characteristics may not be able to withstand the current fixed levels of restraint without sustaining injuries. Conversely, a person with greater skeletal characteristics may be capable of withstanding greater levels of restraint. Possible technologies that are available have been assessed for their suitability for an in-vehicle monitoring system. Accident studies have been conducted to create a baseline of statistics in terms of casualties and their injuries. Initial bone scanning studies have utilised different types of equipment and a new prototype scanner has been developed for use in a vehicle environment using ultrasound technology. Computer based occupant mathematical modelling has been used to establish the potential gains from a working system and also the requirements needed of the restraint systems to achieve these gains. In addition, bone scanning has been conducted, to determine a method to read across from scan values to skeletal condition to provide data for the optimisation of the restraint system. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - Bone scanning devices KW - Crash injuries KW - Evaluation and assessment KW - In-vehicle devices KW - Intelligent control systems KW - Product development KW - Restraint systems KW - Smart seat belts KW - Ultrasound measuring devices UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0245-O.pdf UR - https://trid.trb.org/view/815345 ER - TY - CONF AN - 01066505 AU - Burns, Peter C AU - National Highway Traffic Safety Administration TI - International Harmonized Research Activities - Intelligent Transport Systems (IHRA-ITS) Working Group Report PY - 2005/06 SP - 9p AB - The International Harmonized Research Activities (IHRA) Working Group on Intelligent Transport Systems (ITS) was established to coordinate, collaborate and exchange information on research aimed at optimizing the safety performance of ITS. This report describes some of the key activities in recent years. The working group has also started to publish an IHRA-ITS newsletter through INRETS that describes these research activities. The working group continues to pursue seven priority research topics. This group recently offered to support the United Nations Economic Commission for Europe (UNECE) World Forum for the Harmonization of Vehicles (WP.29) Informal Group on ITS in their efforts to establish a common understanding of new in-vehicle ITS technologies and to exchange information. In the next year, this working group will brief the WP.29 ITS informal group on a number of key safety issues for ITS. In sum, the IHRA-ITS working group continues to be an effective forum for international harmonized research on ITS safety. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Driver support systems KW - In vehicle technology KW - Intelligent transportation systems KW - International KW - Research KW - Safety performance KW - Standardization KW - System safety KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0461-O.pdf UR - https://trid.trb.org/view/809631 ER - TY - CONF AN - 01066504 AU - Zou, Roger AU - Grzebieta, Raphael H AU - Richardson, Shane AU - National Highway Traffic Safety Administration TI - Rear Seated Occupant Safety in Frontal Impacts PY - 2005/06 SP - 10p AB - Rear facing seating systems are still being used in military vehicles as well as in some civilian 4 Wheel Drive (4WD) vehicles. Very limited research work is available in regards to the safety of a rear facing seated occupant in a frontal impact crash. This paper describes a new energy absorbing rearward facing seating system which can be used in a 4WD vehicle to attenuate the deceleration forces in a frontal impact. A series of dynamic sled tests on prototype seats were conducted. A 50% male Hybrid III dummy was used for the sled tests. Both the dummy and the seat were subjected to a 49km/h speed change where the forward crash deceleration was 22 g’s over duration of 100 ms with the seat and dummy positioned backwards. A MADYMO model was then developed and calibrated against the sled test data. In the calibration process attention was focussed on the head and chest decelerations in the forward direction as well as on the maximum energy absorbed by the prototype seat. Once the model was calibrated it was then used to simulate the same frontal crash conditions where a 95% male and a 5% female Hybrid III dummy respectively were seated in the prototype seat. The prototype seat, the sled test results, the simulation models and resulting decelerations and injury outcomes are described in the paper. This study showed that by using an energy absorbing seating system, the crash deceleration can be effectively attenuated and occupant injuries significantly reduced in comparison to conventional seating systems. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Calibration KW - Crash injuries KW - Deceleration KW - Energy absorption KW - Frontal crashes KW - Head KW - Hybrid III dummy KW - MADYMO (Computer program) KW - Military vehicles KW - Prototypes KW - Rear facing adult seats KW - Simulation KW - Sled tests KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0230-O.pdf UR - https://trid.trb.org/view/825917 ER - TY - CONF AN - 01066503 AU - Emery, Lloyd AU - Srinivasan, Gowrishankar AU - Bezzina, Debra A AU - LeBlanc, David AU - Sayer, James R AU - Bogard, Scott E AU - Pomerleau, Dean AU - National Highway Traffic Safety Administration TI - Status Report on USDOT Project "An Intelligent Vehicle Initiative Road Departure Crash Warning Field Operational Test" PY - 2005/06 SP - 13p AB - In support of the Intelligent Vehicle Initiative (IVI), the U. S. Department of Transportation (USDOT) initiated a field operational test (FOT) program of advanced technology in passenger cars designed to help drivers avoid road-departure crashes caused by drift off-road and/or by traveling too fast for an upcoming curve. A partnership between USDOT and the University of Michigan Transportation Institute (UMTRI), Visteon, and AssistWare Technology, was formed to conduct the "Road Departure Field Operational Test" program. The goal of the program was to field test a technology designed to prevent or mitigate road-departure crashes and fatalities, which are defined as any single vehicle crash where the first harmful event occurs off the roadway. Statistical reviews of the General Estimates Systems (GES) and the Fatality Analysis Reporting System (FARS) databases, shows that road-departure crashes are the most serious of crash types within the US vehicle crash population. These crashes account for over 20% of all police-reported crashes (1.2 million/year), and over 41% of all in-vehicle fatalities, about (15,000/year). The FOT vehicle fleet was constructed based on a Nissan Altima platform and consisted of 11 test vehicles, each equipped with the road-departure crash warning system designed and perfected during this program. There were 78 FOT drivers, each driving for a one week baseline, with the system activated but unavailable to the driver, and three weeks with the road-departure crash warning system activated, and available to the driver. During the above one week baseline period, all test data were being recorded by the crash warning system, but the system did not provide warnings to the driver. The system did provide warnings to the driver during the three week test period. The FOT required a 10-month time period to conclude the required amount of vehicle driving by the 78 drivers. The road-departure crash warning system FOT generated a large amount of test data representing the driver performance, driver reactions, and the FOT system performance, during the variety of driving environments encountered by the drivers during the FOT. In addition to the data analysis performed by the contractors, an independent evaluator was also used to study and analyze the resulting FOT test data to determine such things as driver acceptance and safety benefits of the FOT system. This paper presents a discussion of the magnitude of the road-departure safety problem, a brief outline of how the road-departure FOT system works, and the FOT results and conclusions to date. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceptance KW - Benefits KW - Driver support systems KW - Fatalities KW - Fatality Analysis Reporting System KW - Field tests KW - General Estimates System KW - Intelligent Vehicle Initiative KW - Performance KW - Ran off road crashes KW - Single vehicle crashes KW - Test vehicles KW - Warning devices UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0198-O.pdf UR - https://trid.trb.org/view/809645 ER - TY - CONF AN - 01066502 AU - Kerrigan, Jason R AU - Murphy, Drew B AU - Drinkwater, D Chris AU - Kam, Check Y AU - Bose, Dipan AU - Crandall, Jeff R AU - National Highway Traffic Safety Administration TI - Kinematic Corridors for PMHS Tested in Full-Scale Pedestrian Impact Tests PY - 2005/06 SP - 18p AB - A primary function of pedestrian dummies is biofidelic representation of whole body kinematics. To assess the biofidelity of a pedestrian dummy, corridors for the kinematic response of post-mortem human surrogates (PMHSs) tested in full-scale pedestrian impact tests were developed. Three PMHSs were tested in full-scale pedestrian impact tests using a late-model small sedan with an impact velocity of 40 km/h. Three additional tests using the Polar-II dummy were conducted in identical conditions to those used in the PMHS tests. All impacts were conducted with the PMHS or dummy positioned laterally at the center line of the vehicle, in a mid-stance gait position, with the struck-side limb positioned posteriorly and the upper limbs placed anterior to the torso. Initially supported by a harness, each surrogate was released prior to impact and was unconstrained through a 250 ms interaction with the vehicle. Using photo targets mounted at the equivalent locations of the head center of gravity (CG), top of the thorax, thorax CG, and pelvis CG, the kinematic response of the pedestrian surrogates was evaluated using parametric trajectory data. To account for simultaneous variability in multiple kinematic parameters, boxed-corridors based on a percentage of trajectory path length were developed from the trajectory data. Given the significance of head impact for pedestrian injury outcome, head velocity-time corridors were also developed. Comparing dummy response and PMHS corridors, the Polar-II generally replicated the complex kinematics of the PMHS and demonstrated good overall biofidelity. Greater sliding up the hood by the PMHS, and lack of neck muscle tension in the PMHS have been identified as potential causes for differences in the length and shape of body segment trajectories. More testing is necessary to assess the effects differences in pre-test orientation, surrogate stature, and clothing will have on surrogate response. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biofidelity KW - Cadavers KW - Crash injuries KW - Dummies KW - Head KW - Impact tests KW - Kinematics KW - Pedestrian-vehicle crashes UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0394-O.pdf UR - https://trid.trb.org/view/811124 ER - TY - CONF AN - 01066501 AU - Charlton, Judith L AU - Fildes, Brian AU - Laemmle, Ron AU - Koppel, Sjaanie AU - Fechner, Liam AU - Moore, Kristen AU - Smith, Stuart AU - Douglas, Fiona AU - Doktor, Irena AU - National Highway Traffic Safety Administration TI - Crash Performance Evaluation of Booster Seats for an Australian Car PY - 2005/06 SP - 7p AB - The aim of this study was to examine the relative effectiveness of two booster seats for use by children across a wide age span, from around 3 years to 10+ years. The study was part of a broad research program to identify suitable child restraint systems (CRS) to fit a large sedan vehicle to maximise protection in a crash. Dummies were restrained in the rear seat of a vehicle buck in three restraint configurations with boosters: (i) with a standard adult lap-sash seatbelt, (ii) with a seatbelt plus H-harness and crotch strap, or (iii) with a seatbelt plus H-harness with the crotch strap disengaged (to simulate the effects of real-world misuse conditions), and a fourth condition (iv) with an adult seatbelt only. Boosters were fitted in the vehicle with two different anchorage systems: a standard seatbelt and a system including a retrofitted rigid ISOFIX attachment and top tether. HyGe sled tests were conducted to simulate a 64 km/h offset deformable barrier frontal impact with a change in velocity of around 71 km/h. Preliminary investigations were also conducted using side impact simulations with a change in velocity of around 15 km/h. Overall, the booster seats for both the 6 year old dummy and the 3 year old dummy (with harness and crotch strap) provided superior crash protection than use of the adult seatbelt. For tests when the H-harness was used to restrain the dummy, use of the crotch strap was critical in eliminating ‘sub-marining’. The research highlighted the potential for serious injury with misuse of child harness systems and identified several areas for design improvement of booster seats. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Australia KW - Booster seats KW - Child restraint systems KW - Child safety seat anchorage KW - Children KW - Crash injuries KW - Dummies KW - Frontal crashes KW - Harness type (Child restraint systems) KW - Large automobiles KW - Rear seat occupants KW - Side crashes KW - Sled tests KW - Submarining UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0425-O.pdf UR - https://trid.trb.org/view/815371 ER - TY - CONF AN - 01066500 AU - Untaroiu, Costin AU - Darvish, Kurosh AU - Crandall, Jeff AU - Deng, Bing AU - Wang, Jenne-Tai AU - National Highway Traffic Safety Administration TI - Characterization of the Lower Limb Soft Tissues in Pedestrian Finite Element Models PY - 2005/06 SP - 8p AB - Current finite element (FE) models of the human lower extremity lack accurate material properties of the soft tissues (flesh, fat, and knee ligaments), which are needed for computational evaluation of pedestrian injuries. Medial collateral ligament (MCL) is the most frequently injured ligament in lateral impacts. Therefore, the accuracy of the viscoelastic mechanical properties of the MCL FE model is of crucial importance in modeling pedestrian impacts. During automotive impacts, the flesh and fat get compressed, absorb part of the impact energy, and transfer and distribute the rest of energy to the skeleton. Therefore, the compressive response of these soft tissues can affect the accuracy of bone fracture predictions and as a result the overall kinematics of the FE pedestrian model. Quasi-Linear Viscoelastic (QLV) constitutive material models were assumed for MCL, flesh, and fat. Their global properties in terms of material parameters were derived using uni-axial step and hold tests on cadaveric specimens. The material models coefficients were derived by optimization. The flesh/fat models were validated in lateral leg impact tests at 2.5 m/s. The force-deflection results of the impactor, compared to other models, showed more biofidelity with respect to the cadaveric and volunteer data. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Cadavers KW - Finite element method KW - Fractures (Anatomy) KW - Impact tests KW - Kinematics KW - Lower extremities KW - Pedestrian-vehicle crashes KW - Simulation KW - Soft tissue injuries UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0250-O.pdf UR - https://trid.trb.org/view/811113 ER - TY - CONF AN - 01066499 AU - Hennessey, Barbara AU - Hammel-Smith, Carol AU - Koubek, Martin AU - National Highway Traffic Safety Administration TI - NHTSA's Four-Year Plan for Hydrogen, Fuel Cell and Alternative Fuel Vehicle Safety Research PY - 2005/06 SP - 7p AB - The National Highway Traffic Safety Administration’s (NHTSA’s) program for hydrogen, fuel cell, and alternative fuel vehicles is focused on providing critical safety information on hydrogen-powered fuel cell and internal combustion engine (ICE) vehicles. Safety information is vital to support the launch of the FreedomCAR Program, a cooperative automotive research partnership between the U.S. Department of Energy (DOE) and the U.S. Council for Automotive Research (USCAR), whose members include Ford Motor Company, General Motors Corporation, and DaimlerChrysler Corporation. FreedomCAR was announced in January 2002 by Energy Secretary Spencer Abraham, and is designed to advance the development of fuel cell vehicles and hydrogen fuel infrastructure. The program was initiated as part of the President’s goal to reduce U.S. dependence on foreign oil, improve vehicle efficiency, and reduce vehicle emissions. The President’s Hydrogen Fuel Initiative, announced in 2003, expands on the FreedomCAR Program to make fuel cell vehicles a practical and cost-effective choice for large numbers of Americans by 2020. The President’s proposed federal budget for fiscal year 2006 includes tax incentives for the purchase of fuel cell vehicles. NHTSA’s safety initiative will complement these efforts by conducting risk assessment studies of hydrogen fueled vehicles, and developing test and evaluation procedures for safety assessment using suitable performance criteria. The risk assessment studies will quantify potential failures that could indicate unsafe conditions. Corollary efforts by NHTSA address fuel economy and international harmonization of global technical regulations (GTR) for hydrogen vehicles. The agency will assess gasoline equivalency for fuel cell vehicles, and analyze potential increases to fleet fuel economy. NHTSA will also work with its international counterparts to determine the content of regulations pertaining to fuel cell and ICE hydrogen vehicles. This paper describes the safety issues that have been identified as unique to hydrogen-powered vehicles and the approach and timeline that NHTSA will pursue to address these issues. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Alternate fuels KW - FreedomCAR KW - Fuel cell vehicles KW - Fuel consumption KW - Hydrogen fuels KW - Internal combustion engines KW - Regulations KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0034-O.pdf UR - https://trid.trb.org/view/815011 ER - TY - CONF AN - 01066498 AU - Crandall, Jeff AU - Wiley, K AU - Loughitano, Douglas AU - Akiyama, A AU - National Highway Traffic Safety Administration TI - Development of Performance Specifications for a Pedestrian Research Dummy PY - 2005/06 SP - 15p AB - Existing test procedures assessing vehicle interactions with a pedestrian have generally been limited to subsystem impactors. The complex kinematics of vehicle-pedestrian impacts necessitates test surrogates that possess whole-body response capabilities. This paper reports on the activities of an international task group working to develop a recommended practice for pedestrian dummy performance. The objective of the task group was to develop a performance standard for a research dummy based on existing technology. Potential applications include the study of pedestrian kinematics, injury prediction, and the evaluation of countermeasures including active systems. Specifications focus on the 50th percentile male for primarily lateral impacts in the range of 30 km/h to 50 km/h. Development of the specifications included a detailed review of the literature and evaluation of existing dummies including the Hybrid III and the POLAR II. Based on these studies, biofidelity priority was given to whole body kinematics, as well as head, knee, leg, and thoracic impact response. Biofidelity requirements for whole-body kinematics were developed from cadaveric impacts with a late model vehicle. The specification also includes component response corridors for the head, leg, knee, and chest. In addition to the biofidelity evaluation, testing at facilities around the world was performed to evaluate durability, usability, and repeatability of existing dummy technology. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biofidelity KW - Cadavers KW - Dummies KW - Head KW - Impact tests KW - Kinematics KW - Knee KW - Leg KW - Literature reviews KW - Pedestrian vehicle interface KW - Pedestrian-vehicle crashes KW - Specifications KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0389-O.pdf UR - https://trid.trb.org/view/811125 ER - TY - CONF AN - 01066497 AU - von Jan, T AU - Karnahl, T AU - Seifert, Katharina AU - Hilgenstock, J AU - Zobel, Robert AU - National Highway Traffic Safety Administration TI - Don't Sleep and Drive - VW's Fatigue Detection Technology PY - 2005/06 SP - 12p AB - This paper takes an in-depth look at an innovative driver state monitoring system, which VW has developed to assist drivers. The system is designed to help drivers manage their physical and mental resources properly when they are behind the wheel. The article begins by explaining the motivation that led to the development of the system and then goes on to discuss the characteristics of the physical and cognitive states under observation as well as the system hardware and software components. The reader is given an insight into the empirical derivation of the prediction algorithm. The article also presents the results of the initial customer survey. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Algorithms KW - Attention KW - Cameras KW - Driver monitoring KW - Driver support systems KW - Drivers KW - Fatigue (Physiological condition) KW - Image processing KW - In vehicle sensors KW - Software KW - Warning devices UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0037-O.pdf UR - https://trid.trb.org/view/813007 ER - TY - CONF AN - 01066496 AU - Gabler, Hampton C AU - Fitzharris, Michael AU - Scully, James AU - Fildes, Brian N AU - Digges, Kennerly AU - Sparke, Laurie AU - National Highway Traffic Safety Administration TI - Far Side Impact Injury Risk for Belted Occupants in Australia and the United States PY - 2005/06 SP - 11p AB - This paper evaluates the risk of side crash injury for far side occupants in Australia and the United States. The study was based on the analysis of Australian data drawn from the Monash University Accident Research Center (MUARC) In-depth Data System (MIDS) and U.S. data extracted from the National Automotive Sampling System / Crashworthiness Data System (NASS/CDS). Over 100 cases of Australian far side struck occupants were examined from the MIDS database, and over 4500 cases of U.S. far side struck occupants were investigated from NASS/CDS 1993 - 2002. For both data sets, the analysis was restricted to three-point belted occupants of cars, light trucks, and vans. The paper evaluates the risk of far side impact injury as a function of struck body type, collision partner, delta- V, crash direction (PDOF), occupant compartment intrusion, and injury contact source. Injury risk is evaluated using the maximum injury severity for each occupant, by injury severity for each body region, and by Harm, a social cost measure. The goal of this study was to develop priorities for developing far side impact injury countermeasures which would be effective in both countries. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Australia KW - Crash injuries KW - Far-side occupants KW - Injury severity KW - Risk assessment KW - Side crashes KW - Speed change KW - United States KW - Vehicle classification KW - Vehicle intrusion UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0420-O.pdf UR - https://trid.trb.org/view/813167 ER - TY - CONF AN - 01066495 AU - Austin, Rory AU - National Highway Traffic Safety Administration TI - Vehicle Aggressiveness in Real World Crashes PY - 2005/06 SP - 12p AB - The National Highway Traffic Safety Administration (NHTSA) has identified vehicle compatibility as one of its five priorities. One important component of vehicle compatibility in head-on and side impact crashes is vehicle aggressiveness. Aggressivity of a vehicle is defined as the fatality or injury risk for occupants of other vehicles with which it collides. More aggressive vehicles are more likely to produce serious injuries to occupants of the vehicles with which they collide than less aggressive vehicles. NHTSA has studied the variation in vehicle aggressiveness for over twenty-five years. One recent effort using police reported crashes to understand vehicle aggressiveness was contained in the technical report “Vehicle Weight, Fatality Risk, and Crash Compatibility” by Kahane. This paper aims to validate the compatibility findings of Kahane’s report by including additional years of crash data and by employing a different methodology. Vehicle aggressiveness is determined using five years of police reported crashes from seven states in NHTSA’s State Data System (SDS). The injury status of drivers in head-on crashes between a light truck or van (LTV) and a passenger car and in nearside crashes where a passenger car was struck on the left (driver’s) side by another light duty vehicle are examined separately. The results demonstrate the relationship between a vehicle’s aggressiveness and its body style, mass, and other physical characteristics. The robustness of the results is tested using controls for driver and crash characteristics. For the most part, the results confirm the importance of physical characteristics for understanding vehicle aggresiveness measured from police reported crashes. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Automobiles KW - Compatibility KW - Crash injuries KW - Fatalities KW - Frontal crashes KW - Light trucks KW - Motor vehicles KW - Police reports KW - Side crashes KW - Vans KW - Vehicle aggressiveness KW - Vehicle design KW - Vehicle weight UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0248-O.pdf UR - https://trid.trb.org/view/809604 ER - TY - CONF AN - 01066494 AU - Belingardi, Giovanni AU - Chiandussi, Giorgio AU - Gaviglio, Ivan AU - National Highway Traffic Safety Administration TI - Development and Validation of a New Finite Element Model of Human Head PY - 2005/06 SP - 9p AB - Head injuries are one of the main causes of death or permanent injury in everyday life. The main purpose of the present work is to build and validate a numerical model of the human head in order to evaluate pressure and stress distributions in bones and brain tissues due to impact. Geometrical characteristics for the finite element model have been extracted from CT and MRI scanner images, while material mechanical characteristics have been taken from literature. The model is validated by comparing the numerical results and the experimental results obtained by Nahum in 1977. The proposed numerical model is promising even if some quantitative differences with the experimental results can be found due to the fact that all the inner organs are considered as a continuum (without sliding interfaces or fluid elements) and due to the geometrical difference between the head used in the experimental test and the head used as reference to build the numerical model. The protecting action of the ventricles and of several membranes (dura mater, tentorium and falx) has been evaluated taking into account known injury mechanisms. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injury research KW - CT scans KW - Finite element method KW - Head KW - Injury mechanism KW - Mathematical models KW - MRI scans KW - Validation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0441-O.pdf UR - https://trid.trb.org/view/813006 ER - TY - CONF AN - 01066493 AU - Kim, A AU - Sutterfield, A AU - Rao, A AU - Anderson, K F AU - Berliner, J AU - Hassan, J AU - Irwin, A AU - Jensen, J AU - Kleinert, J AU - Mertz, H J AU - Pietsch, H AU - Rouhana, S AU - Scherer, R AU - National Highway Traffic Safety Administration TI - A Comparison of the BioRID II, Hybrid III, and RID2 in Low-Severity Rear Impacts PY - 2005/06 SP - 27p AB - The BioRID II, 50th percentile Hybrid III and RID2 crash test dummies, all representing a mid-size adult male, were subjected to HyGE™ rear impact sled tests. Their measured and calculated responses were used to evaluate their sensitivity to sled velocity, head restraint position, and other test setup parameters. Three test series were conducted using different sled acceleration pulses and different types of seats. For conditions where three identical tests were conducted, repeatability was evaluated. In Series A, the effect of sled velocity on the Hybrid III and RID2 was evaluated. For the RID2, the effect of the initial backset was also evaluated in this series. In Series B, the head restraint position and the sled velocity were changed to see how the performances of the BioRID II, Hybrid III and RID2 were affected. In Series C, the effect of sled velocity changes and head restraint position on the Hybrid III and RID2 were again evaluated, and repeatability was assessed. Comments on the handling and durability of the dummies are also provided. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Dummies KW - Headrests KW - Impact tests KW - Rear end crashes KW - Repeatability KW - Sled tests KW - Velocity UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0225-W.pdf UR - https://trid.trb.org/view/815193 ER - TY - CONF AN - 01066492 AU - Morris, Richard AU - Cross, Gabrielle AU - National Highway Traffic Safety Administration TI - Improved Understanding of Passenger Behaviour During Pre-Impact Events to Aid Smart Restraint Development PY - 2005/06 SP - 15p AB - The PRISM project is a European Commission funded 5th Framework project that is intended to determine appropriate smart restraint technologies for Europe. This paper describes a volunteer study undertaken as part of the PRISM project. The purpose of the study was to gain an understanding of how passengers “brace” and react during pre-impact vehicle manoeuvres (emergency braking, rapid lane changing, etc.). This information, linked to real world occupant photographic studies, gives indications of real world postures at impact that can be considered for smart restraint systems. A total of 49 volunteers were driven in an instrumented test car and were subjected to fierce pre-impact manoeuvres without warning. Each volunteer undertook 3 tests over a period of time either from their own normal postures, from pre-defined postures, or whilst undertaking various tasks. Project staff, aware of the tests and in control of the severity and the frequency of the tests, undertook higher risk tests including unbelted and extreme out of position tests. Also 6 crash test ATDs of different sizes were subjected to the same vehicle manoeuvres, so that their inertial behaviour could be compared with human behaviour. In all, 230 tests were undertaken, with each test being filmed from 5 on-board cameras. The development of the test methodology is described and the drawbacks of the earlier concepts are explained, together with the improvements made. The strengths and limitations of the tests and results are also explained. Following a discussion of the results, a number of conclusions have been drawn, regarding both human behaviour and the strengths and limitations of using crash ATDs for pre-impact work. These conclusions have implications for managing occupant postures at the commencement of impact events. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Behavior KW - Bracing (Vehicle occupant) KW - Cameras KW - Dummies KW - Human subject testing KW - Intelligent control systems KW - Out of position (Vehicle occupants) KW - Passengers KW - Posture KW - Pre-impact behavior KW - Restraint systems KW - Smart seat belts UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0320-O.pdf UR - https://trid.trb.org/view/815342 ER - TY - CONF AN - 01066491 AU - Cossalter, Vittore AU - Bellati, Alessandro AU - Cafaggi, Vittorio AU - National Highway Traffic Safety Administration TI - Exploratory Study of the Dynamic Behaviour of Motorcycle-Rider during Incipient Fall Events PY - 2005/06 SP - 8p AB - The continuing study of motorcycle riding gear carried out by Dainese has led to the development of a system of protective riding gear with an integrated air-bag. The aim of this system is not only to reduce the injuries to a rider due to impacts with opposing objects but also to prevent direct contact with the terrain caused by accidental falls. The scope of this research was to use a multi-body code to simulate the fall of the motorcycle-rider system to determine which parameters can be useful in identifying the early stage of fall. Determining such parameters will be used to develop a logic of control able to activate a passive system of protection, a type of air-bag, included both on the motorcycle and in the rider’s protective gear. The rider model was based on a crash test dummy scheme. Dynamic behavior of the system was analyzed in diverse critical conditions. As a result useful information regarding possible crash events was collected. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - Dummies KW - Impact tests KW - Motorcycle crashes KW - Motorcycles KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0266-O.pdf UR - https://trid.trb.org/view/811349 ER - TY - CONF AN - 01066490 AU - Eigen, Ana Maria AU - Martin, Peter G AU - National Highway Traffic Safety Administration TI - Identification of Real World Injury Patterns in Aid of Dummy Development PY - 2005/06 SP - 15p AB - Current testing mandated by regulations relies on well-designed dummies. These dummies must be able to detect highly injurious situations as identified in real world crashes. The current study seeks to rank the severity of specific types of injuries – denoted by body region and skeletal/non-skeletal – in terms of threat to life and costs. The data approach attempted to explore the questions: What types of injuries should the National Highway Traffic Safety Administration (NHTSA) strive to prevent; what measurements are required of a crash dummy to ascertain whether such injuries are sustainable in a crash test; and how many lives are likely to be saved under a given performance requirement to prevent such injuries? A comprehensive data set has been formed to address these issues including crash, vehicle, occupant, and injury parameters. The data set allows for identification of the most severe injuries based upon a variety of identifiers. Identification of the crash type, vehicle type, and Delta V, etc. was made for each case. It can be disseminated amongst researchers in a spreadsheet or database software file. This current work provides an update of the data analysis component of the dummy development effort within NHTSA. Further, it will serve to introduce a new data set specifically tailored to the needs of the dummy developers, as well as researchers in the field. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injury research KW - Databases KW - Dummies KW - Dummy development KW - Injury patterns KW - Injury severity KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0219-O.pdf UR - https://trid.trb.org/view/814807 ER - TY - CONF AN - 01066489 AU - Arbogast, Kristy B AU - Mong, D Andrew AU - Marigowda, Shresta AU - Kent, Richard W AU - Stacey, Stephen AU - Mattice, Jason AU - Tanji, Hiromasa AU - Higuchi, Kazuo AU - Rouhana, Stephen W AU - National Highway Traffic Safety Administration TI - Evaluating Pediatric Abdominal Injuries PY - 2005/06 SP - 15p AB - Abdominal injuries, along with lumbar spine fractures, are part of a constellation of injuries referred to as "seat belt syndrome". Geometrical characteristics of the pelvis and abdomen of younger children place them at higher risk for these injuries. Efforts to design restraints that mitigate these injuries are limited as no current pediatric anthropomorphic dummy (ATD) can accurately quantify the abdominal response to belt loading. This paper describes progress on a four-phase project to address this gap involving pediatric anthropometrics, real-world abdominal injury risk, abdominal biomechanical structural response and injury tolerance from a porcine model, and development of an abdominal insert for the 6-year-old ATD based on these data. Internal anthropometric measures consisted of radiological assessment of abdominal depth, height, and circumference at multiple horizontal planes. External measures consisted of distances, determined by digital photography, taken between skeletal markers while the child was seated on a vehicle seating apparatus with and without a booster seat. Field investigation identified three unique kinematic patterns resulting in abdominal injury: presubmarining where the belt is initially out of position, classic submarining where the belt starts in position and the pelvis moves under the belt with the torso reclined, and submarining/jackknifing where the pelvis slides under the belt, and the torso flexes forward. The biomechanical studies developed age- and size-based correlations between pediatric swine and humans. Biomechanical tests performed using the most appropriately sized porcine model will be used to define the structural and injury response of the pediatric abdomen to realistic loading conditions. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Abdomen KW - Anthropometry KW - Biophysics KW - Child restraint systems KW - Children KW - Crash injuries KW - Dummies KW - Kinematics KW - Pelvis KW - Seat belts KW - Submarining KW - Swine UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0046-O.pdf UR - https://trid.trb.org/view/813003 ER - TY - CONF AN - 01066488 AU - Kuppa, Shashi AU - Saunders, James AU - Stammen, Jason AU - Mallory, Ann AU - National Highway Traffic Safety Administration TI - Kinematically Based Whiplash Injury Criterion PY - 2005/06 SP - 8p AB - The National Highway Traffic Safety Administration (NHTSA) recently published the final rule that upgrades the FMVSS No. 202 head restraint standard (69 FR 74848). The rule provides requirements that would make head restraints higher and closer to the head so as to engage the head early in the event of a rear impact. The rule also has provisions for a rear impact sled test option with a Hybrid III dummy that is intended in particular for active head restraints that do not meet the head restraint position requirements. This paper presents a whiplash injury criterion for use with the Hybrid III dummy in rear impacts and its application in rear impact tests. The injury risk curve, based on the head-to-torso rotation of the Hybrid III dummy, was developed using insurance claims data, and rear impact sled tests with the Hybrid III dummy. The feasibility of the application of this injury criterion in rear impact vehicle crash tests and sled tests has also been presented. The sled test data indicates that the developed whiplash injury criterion correctly predicts improved performance of head restraint and seat systems in the field. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injury research KW - Deployable head restraints KW - Federal Motor Vehicle Safety Standards KW - Hybrid III dummy KW - Impact tests KW - Kinematics KW - Performance KW - Rear end crashes KW - Sled tests KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0211-O.pdf UR - https://trid.trb.org/view/811741 ER - TY - CONF AN - 01066487 AU - Eppinger, Rolf H AU - National Highway Traffic Safety Administration TI - International Harmonized Research Activities (IHRA) Status Report of the Biomechanics Working Group PY - 2005/06 SP - 2p AB - A summary of the continued efforts of the Biomechanics Working Group to complete its original task given to it by the International Harmonized Research Activities Steering Committee, determining specifications for a Universal Side Impact Anthropomorphic Test Device (ATD), is presented. The Biomechanics Working Group continues to concentrate its efforts to develop a rationale for and specifications of this ATD. This task remains its primary focus. However, discussions of possible new initiatives have also taken place. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Anthropometry KW - Anthropomorphic test devices KW - Biophysics KW - Crash injury research KW - Side crashes KW - Specifications UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0459-O.pdf UR - https://trid.trb.org/view/811739 ER - TY - CONF AN - 01066486 AU - Willis, Claire AU - Carroll, Jolyon AU - Roberts, Adrian AU - National Highway Traffic Safety Administration TI - An Evaluation of a Current Rear Impact Dummy Against Human Response Corridors in Both Pure and Oblique Rear Impact PY - 2005/06 SP - 11p AB - Much recent research has been conducted on whiplash injury. However, little has focused on oblique or non-symmetrical rear impact loading and the attributes that a test device should have to detect injury risk, including responses to asymmetrical loading, which will be needed in a regulatory test device. A series of low speed, oblique rear impact tests has been conducted with volunteers and the RID(3D) dummy. Pure rear impact tests were also conducted with the RID(3D) to replicate previous tests using volunteers as well as the BioRIDIIb and THORα dummies. The paper also reviews further issues that must be addressed for regulatory application. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injury research KW - Dummies KW - Impact tests KW - Low speed collisions KW - Oblique loading KW - Rear end crashes KW - Volunteers KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0061-O.pdf UR - https://trid.trb.org/view/815158 ER - TY - CONF AN - 01066485 AU - Berg, F Alexander AU - Rucker, Peter AU - Gartner, Marcus AU - Konig, Jens AU - Grzebieta, Raphael H AU - Zou, Roger AU - National Highway Traffic Safety Administration TI - Motorcycle Impacts into Roadside Barriers – Real-World Accident Studies, Crash Tests and Simulations Carried Out in Germany and Australia PY - 2005/06 SP - 13p AB - Roadside protection systems such as steel guard rails or concrete barriers were originally developed to protect occupants of cars and/or trucks – but not to protect impacting motorcycle riders. Motorcycle rider crashes into such barriers have been identified as resulting in severe injuries and hence has become a subject of road safety research. The German Federal Highway Research Institute (BASt) requested DEKRA Accident Research to analyze real-world crashes involving motorcycles impacting roadside barriers and to identify typical crash characteristics for full-scale crash tests of a conventional steel system and a concrete barrier. A study of 57 real-world crashes identified two crash test scenarios which have been carried out: one with the motorcycle driven in an upright position and one with the motorcycle with the rider sliding on the road surface. The pre-crash velocity chosen was 60 km/h. The impact angle was 12° for the upright driven motorcycle and 25° for the motorcycle and rider sliding. Two crash tests have been conducted to analyze impacts onto conventional steel guard rails and two tests to analyze impacts onto a concrete barrier. Two additional full-scale crash tests were carried out to analyze the behavior of a modified roadside protection system made from steel. A second phase of the work involved carrying out computer simulations at Monash University?s Department of Civil Engineering. The DEKRA results from the crash test, where the upright motorcycle impacts the concrete barrier, were used to validate a MADYMO motorcycle-barrier model. This model was then used to investigate other impact speeds, a 25° impact angle scenario and different impact scenarios between an upright motorcycle and a wire rope barrier system. The results revealed that the risk for motorcyclists of being injured when colliding with either a wire rope or a concrete barrier will be high. The paper describes the relevant real-world accident scenarios, the different roadside protection systems used for the tests, the crash tests, the modeling simulations and the results, and proposes improvements to barrier systems to reduce injury severity. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Australia KW - Barriers (Roads) KW - Crash investigation KW - Germany KW - Guardrails KW - Impact angle KW - Impact tests KW - Injury severity KW - MADYMO (Computer program) KW - Motorcycle crashes KW - Motorcycles KW - Simulation KW - Velocity KW - Wire rope UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0095-O.pdf UR - https://trid.trb.org/view/815208 ER - TY - CONF AN - 01066484 AU - Loughitano, Douglas AU - Ivarsson, Johan AU - Henary, Basem AU - Crandall, Jeff AU - National Highway Traffic Safety Administration TI - Torso Injury Trends for Pedestrians Struck by Cars and LTVs PY - 2005/06 SP - 7p AB - As light trucks become more prevalent in the vehicle fleet, it becomes important to consider the implication of vehicle geometry variations on pedestrian injury patterns. Historically, studies have shown that the body region priorities should be the head and lower extremity for pedestrians struck by motor vehicles. More recent studies have found that the injury pattern for pedestrians struck by Light Trucks, Vans, and Sport Utility Vehicles (LTVs) is different from that of those struck by passenger cars. Data from the Pedestrian Crash Data Study (PCDS) during the period 1994 to 1998 has shown that the torso should be a significant focus area, preceded only by the head, for pedestrians struck by LTVs. In this study the authors analyzed the type and severity of AIS 2+ torso injuries recorded in PCDS for adults age 18 to 50. Regardless of impacting vehicle type, the most frequently injured torso structures at the AIS 2+ level are the ribcage, liver, and lung. Considering instead the AIS 4+ level, the most commonly injured torso structures are the aorta, ribcage, and spleen in pedestrians struck by LTVs and the lung, ribcage, and liver in those struck by passenger cars. The results of this study suggest that while the overall torso injury trends may be similar for passenger cars and LTVs, somewhat different injury patterns are occurring at higher severity and may be a result of differences in vehicle geometry and injury mechanisms. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Abbreviated Injury Scale KW - Automobiles KW - Crash injuries KW - Head KW - Injury severity KW - Internal injuries KW - Light trucks KW - Lower extremities KW - Pedestrian Crash Study Database KW - Pedestrian-vehicle crashes KW - Sport utility vehicles KW - Torso KW - Vans KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0411-O.pdf UR - https://trid.trb.org/view/811107 ER - TY - CONF AN - 01066483 AU - Tylko, Suzanne AU - Dalmotas, Dainius AU - National Highway Traffic Safety Administration TI - WorldSID Responses in Oblique and Perpendicular Pole Tests PY - 2005/06 SP - 10p AB - The International Harmonized Research Activities (IHRA) Side Impact Working Group is proposing a 15-degree oblique pole test as part of a comprehensive side impact evaluation protocol. Since collision data from around the world indicate that young males are over-represented in single vehicle collisions into fixed objects, a side impact anthropometric test device representative of a 50th percentile adult male is believed to be the most appropriate dummy size to evaluate the protective capabilities of vehicles subjected to pole impacts. In support of the IHRA Side Impact Working Group activities, Transport Canada conducted a series of paired vehicle tests to compare the responses of WorldSID in 15-degree oblique pole tests to those observed in a perpendicular pole test. Vehicles included small North American vehicles equipped with head-thorax seat mounted side airbags and mid-size and SUVs equipped with both seat mounted thorax airbags and curtain technology. While the oblique test configuration tended to result in more elevated responses, a number of test parameters including side airbag deployments, dummy arm kinematics and dummy position were found to significantly affect dummy responses. WorldSID performance and thoracic measurement sensitivity in the oblique loading environment observed in the 15-degree pole test are discussed and compared to that of the ES-2re. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - 50th percentile dummy KW - Dummies KW - Kinematics KW - Males KW - Poles (Supports) KW - Side air bags KW - Side crashes UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0256-O.pdf UR - https://trid.trb.org/view/813129 ER - TY - CONF AN - 01066482 AU - Grzebieta, Raphael H AU - Zou, Roger AU - Jiang, Tony AU - Carey, Anthony AU - National Highway Traffic Safety Administration TI - Roadside Hazard and Barrier Crashworthiness Issues Confronting Vehicle and Barrier Manufacturers and Government Regulators PY - 2005/06 SP - 15p AB - Run-off-road crashes into roadside hazards that include impacting rigid objects and rollover constitute approximately 40% of road fatalities and crossover two car frontal collisions account for around 7% of fatalities in Australia. Considerable onus to protect vehicle occupants during such crashes sits with vehicle manufacturers. It is clear from research to date, however, that side impacts into narrow objects beyond impact speeds of 40 km/hr, head-on and large engagement offset crashes at closing speeds of 120 km/hr, and rollover crashes are presently at the limits of survivability. One way of protecting occupants in such crashes is to use a roadside or median barrier to safely redirect the vehicle. Road crash barriers can in themselves be hazardous unless designed properly. Errant vehicle redirection should occur so that air bag and seat belt pretensioning systems do not fire and rollover does not occur. Research into roadside barrier crash tests carried out by the Department of Civil Engineering at Monash University over the past decade, has revealed some key crashworthiness characteristics that both vehicle and barrier manufacturers alike need to consider. This paper presents results of crash tests that provide some insight into vehicle-barrier crash pulses, occupant and vehicle kinematics and desirable occupant protection systems related to existing barrier profiles and properties and what are the most suitable vehicle and barrier crashworthiness features essential for safe vehicle redirection. The paper also argues, using some real-world examples, in favor of bringing together road designers and car manufacturers with associated regulatory bodies to emphasize a holistic perspective to enhance occupant protection in road crashes. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Australia KW - Barriers (Roads) KW - Crashworthiness KW - Crossover accidents KW - Fatalities KW - Frontal crashes KW - Impact tests KW - Industries KW - Kinematics KW - Median barriers KW - Occupant protection devices KW - Ran off road crashes KW - Redirection (Impacting vehicle) KW - Roadside hazards KW - Rollover crashes KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0149-O.pdf UR - https://trid.trb.org/view/813014 ER - TY - CONF AN - 01066481 AU - Takizawa, Satoshi AU - Higuchi, Eisei AU - Iwabe, Tatsuo AU - Kisai, Takayuki AU - National Highway Traffic Safety Administration TI - Study of Load Cell MDB Crash Tests for Evaluation of Frontal Impact Compatibility PY - 2005/06 SP - 14p AB - The purpose of this study is to evaluate load cell moving deformable barrier (LCMDB) tests as a means of assessing frontal impact compatibility between vehicles. An LCMDB is employed to enable assessment of relevant partner-protection characteristics in addition to self-protection performance in a front-to-front crash test. The ability to control key characteristics of compatibility in LCMDB tests enables force measurements on the load cell wall to be used to assess structural interaction, frontal force level and passenger compartment strength. In this study, LCMDB tests have been conducted with various deformable elements to determine how well they correlated with fixed barrier tests or vehicle-to-vehicle tests. Firstly, barrier load cell data measured in a full-frontal LCMDB-to-vehicle crash test are compared with data measured in a full width deformable barrier (FWDB) test at 56 km/h. In addition, some compatibility metrics such as average height of force (AHOF) and force distribution are compared. Secondly, an offset-frontal LCMDB-to-vehicle crash test has been conducted to evaluate the passenger compartment strength for small cars in an overload condition. Force measurements of the load cell wall are compared with data obtained from an offset deformable barrier (ODB) test at 64 km/h. Finally, an oblique-frontal LCMDB-to-vehicle crash test has been conducted and the test results are compared with vehicle-to-vehicle tests and with fixed oblique barrier tests at 50 km/h in terms of the vehicle and occupant kinematics. The study has shown that the LCMDB-to-vehicle test offers a realistic simulation of the effect of differences in mass in vehicle-to-vehicle impacts, and enables compatibility metrics to be evaluated. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Compact automobiles KW - Compatibility KW - Deformable barriers KW - Frontal crashes KW - Impact tests KW - Kinematics KW - Load cells KW - Motor vehicles KW - Oblique impacts KW - Offset deformable barriers KW - Vehicle compartments UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0235-O.pdf UR - https://trid.trb.org/view/809594 ER - TY - CONF AN - 01066480 AU - Hassan, Ahamedali AU - Sproat, R AU - Waldie, A AU - Benkwitz, P AU - Foster, K AU - National Highway Traffic Safety Administration TI - The Influence of Vehicle Design on Injury Risk to Seriously Injured Casualties and Rescue Personnel PY - 2005/06 SP - 8p AB - Seriously injured casualties in traffic collisions are frequently extricated from their vehicles by fire rescue services. This is achieved by employing space creation techniques to create apertures to provide access to casualties for the administration of medical assistance and to facilitate extrication of the casualty. Data relating to a sample of 235 passenger car crashes were analyzed to identify the characteristics of such crashes. The data were selected on the basis of a geographical area for which a sample of the occupant extrication data from the Fire Service in that area was also available. Analysis showed that there was a significant likelihood of rescue service involvement in crashes with an occupant with MAIS ≥ 3 injury severity. Rescue service intervention was significantly more likely to occur when the occupants had received an injury of AIS ≥ 2 severity to the head, face or upper/lower limb body regions. Steering wheel intrusion, pedal disruption and front passenger compartment intrusion were also seen to significantly influence the need for rescue service intervention. In side impacts, only compartment side intrusion was found to be significantly present when rescue service intervention took place. Fire service data are being analyzed to identify time intervals for extrication of casualties. It is perceived that these will increase due to the influence of modern vehicle design features such as cable routing, pyrotechnic device location and non deployment of Secondary Safety features. The study also discusses the influence of such features on the likelihood of increased injury risk to the casualty and rescue personnel. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Abbreviated Injury Scale KW - Crash injuries KW - Emergency response personnel KW - Extrication KW - Firefighters KW - Injury severity KW - Intrusion accidents KW - Maximum Abbreviated Injury Score KW - Risk analysis KW - Vehicle design KW - Vehicle occupant rescue UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0244-O.pdf UR - https://trid.trb.org/view/815430 ER - TY - CONF AN - 01066479 AU - Choi, Hyung Yun AU - Shin, Joong Yub AU - Lee, Inhyeok AU - Ahn, Chang Nam AU - Bae, Han Il AU - National Highway Traffic Safety Administration TI - Finite Element Modeling of THOR-LX and Its Application PY - 2005/06 SP - 9p AB - The first part of this paper introduces a FE modeling effort of the lower extremity of Thor dummy, Thor-Lx Hybrid III retrofit. The FE model consists of 9,800 nodes and 8,300 elements, of which 2,900 are deformable solid elements. Three kinematic ankle joint elements are respectively used to represent dorsiflexion, inversion/eversion, and internal/external rotation of the foot. In addition to kinematic joint elements which represent the initial linear resistance developed by continuous joint stop, sliding contact interfaces are also defined between neoprene rubber and rotating center blocks for the subsequent non-linear stage. This two-stage joint definition then provides the precise description of ankle joint characteristics both in loading and unloading phases. The simulated outcomes of FE model have been validated for the performance of the ankle under different rotation motions and showed good agreement with both quasi-static and dynamic test results. The second part of the paper deals with a practical application of the FE Thor-Lx model. Numerical simulations of a NCAP frontal 40% offset crash with a small size sedan are performed. A sub-structuring scheme for isolating the occupant compartment from the full car crash simulation is then adopted in order to facilitate the parametric study in which the various levels of structural deformations are attempted. The FE model of Hybrid III 50th percentile male upper body including knees and femurs is utilized to mount Thor-Lx and Hybrid III leg for the quantitative and comparative analyses of both legs. The Hybrid III leg mostly produces higher tibia index values than Thor-Lx due to its simple ankle joint structure which might result in steep increase of moments at the end of the range of motion. The paper concludes with the improved capabilities of Thor-Lx for the injury risk assessment compared with Hybrid III leg. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Ankle KW - Crash injury research KW - Dummies KW - Finite element method KW - Foot KW - Impact tests KW - Kinematics KW - Leg KW - Lower extremities KW - Mathematical models KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0125-O.pdf UR - https://trid.trb.org/view/815171 ER - TY - CONF AN - 01066478 AU - Scarboro, Mark AU - McCullough, Catherine AU - Sarda, Priya AU - National Highway Traffic Safety Administration TI - Crash Injuries and Long-Term Consequences: The CIREN Experience PY - 2005/06 SP - 9p AB - The Crash Injury Research and Engineering Network (CIREN) is a multi-disciplinary collaboration of trauma physicians, engineers, epidemiologists, crash investigators and other social scientists researching the “cause and effect” of serious and/or disabling injuries sustained as a result of an automotive collision. CIREN is a network of 10 level 1-trauma centers spanning the United States and investigating approximately 400 crashes per year that result in serious and/or disabling injuries. The CIREN utilizes several unique processes and tools to research automotive crashes. One such tool utilized is the Medical Outcomes Study 36 – Item Short Form Survey (SF-36). The SF-36 has become one of the most widely used scoring tools for measuring outcomes after multiple trauma events. The purpose of this study is to evaluate the SF-36 scores for CIREN occupants, one year after their crash. Over three hundred CIREN occupants have been followed and responded to the SF-36 on the one-year timeline. These scores were analyzed in conjunction with crash dynamics and occupant factors in an attempt to determine which crash scenarios and injuries result in long-term physical and or mental consequences. This paper reviews the SF-36 scores for 346 CIREN occupants who were interviewed 12 months after their crash. The authors attempt to isolate injuries or injury types that show significant long-term consequences and possibly serious injuries that show little long-term issues. Associated factors are analyzed such as crash type, vehicle parameters, age and others. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injuries KW - Crash injury research KW - Crash Injury Research and Engineering Network KW - Injury severity KW - Long term impacts KW - Outcome (Medical treatment) KW - Surveys UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0195-O.pdf UR - https://trid.trb.org/view/814806 ER - TY - CONF AN - 01066477 AU - Matolcsy, Matyas AU - National Highway Traffic Safety Administration TI - Technical Questions of Bus Safety Bumpers PY - 2005/06 SP - 9p AB - This paper is based on accident statistics, theoretical considerations and physical tests of safety bumpers and their components. The statistical analysis shows the typical bus frontal collisions, their frequency and the possible advantage of the safety bumper in the typical collisions. The theoretical considerations try to outline the possible requirements of a safety bumper: deformation capability, energy absorption capability, strength requirements relating to the bus structure behind the safety bumper system, compatibility requirements, etc. When specifying these requirements, all bus categories, all kind of buses (low floor and high decker, small and large, etc.) should be considered together with their special features. There are well-defined theoretical connections between the length of the deformation, the energy absorption of the bumper and the average deceleration of the bus having a safety bumper in a frontal collision. This deceleration is an important figure when regulating safety belts and seat strength in buses. The tests, the results of which are discussed in the paper, include: pendulum impact tests of components of safety bumper systems, static loading tests of these components and full scale frontal impact tests with complete buses against a concrete wall. The differences between the results of static and dynamic tests – carried out on the same components – are shown and discussed. It is emphasized that the bumper cannot solve all the safety problems belonging to frontal collisions of buses, but it may be a useful, effective tool in some cases (avoiding underrun type accidents, reducing the decelerations below a certain impact speed, etc.). U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Bumpers KW - Buses KW - Deceleration KW - Deformation KW - Energy absorption KW - Frontal crashes KW - Impact tests KW - Load tests KW - Statistical analysis KW - Transit buses UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0161-O.pdf UR - https://trid.trb.org/view/815300 ER - TY - CONF AN - 01066476 AU - Forkenbrock, Garrick J AU - Elsasser, Devin AU - O'Harra, Bryan AU - National Highway Traffic Safety Administration TI - NHTSA's Light Vehicle Handling and ESC Effectiveness Research Program PY - 2005/06 SP - 16p AB - In 2004, the National Highway Traffic Safety Administration (NHTSA) created its Light Vehicle Handling and electronic stability control (ESC) research program. When first conceived, this program emphasized the development of test maneuvers and analysis methods capable of objectively quantifying handling. At the time, it was envisioned the publication of such results would complement the Agency’s NCAP dynamic rollover resistance ratings, thereby allowing consumers to better understand the potential tradeoffs between dynamic rollover stability and good handling. However, as the 2004 testing proceeded, the Agency’s vision of quantifying handling was replaced by the desire to research the safety benefits of ESC. One of the primary objectives of this refocused effort was to develop a way to objectively assess ESC effectiveness on the test track. The research discussed in this paper examined the ESC effectiveness of five vehicles using twelve maneuvers. Maneuvers are described and their ability to satisfy three ESC effectiveness criteria is discussed. Maneuvers utilized automated and driver-based steering inputs. If driver-based steering was required, multiple drivers were used to assess input variability. To quantify the effects of ESC on handling test outcome, each vehicle was evaluated with ESC enabled and disabled. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Driving KW - Driving maneuvers KW - Electronic stability control KW - Light vehicles KW - Rollover crashes KW - Test tracks KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0221-O.pdf UR - https://trid.trb.org/view/811338 ER - TY - CONF AN - 01066475 AU - Augenstein, Jeffrey AU - Perdeck, Elana AU - Bahouth, George T AU - Digges, Kennerly H AU - Borchers, Nils AU - Baur, Peter AU - National Highway Traffic Safety Administration TI - Injury Identification: Priorities for Data Transmitted PY - 2005/06 SP - 14p AB - The objective of this study was to prioritize the variables that could be transmitted with an ACN (Automatic Crash Notification) signal. The main purpose of transmitting these variables is to assist in early identification of those occupants with time critical injuries. For the purposes of this study, all MAIS 3+ injuries were classified as time critical. The basis for prioritizing crash variables was based on their ability to identify MAIS 3+ injured occupants in the National Automotive Sampling System-Crashworthiness Data System (NASS/CDS) dataset. In this study, multivariate models to represent crash events were developed based on historical crash data from the years 1997-2003. The analysis established a relationship between crash attributes and crash outcomes for all passenger vehicles in the database. The resulting analysis provided a ranking of crash variables in order of importance. Crash severity (Delta-V) was found to be the most important variable for all planar crash directions. The addition of other crash variables improved the accuracy of the injury prediction algorithm. For frontal crashes important secondary crash variables include: 3-point belt usage, multi-impact crashes, occupant age and the presence of more than 6 in. of intrusion. For near-side crashes, the most important secondary variables were occupant age, narrow object crashes, and the presence of intrusion. For far side crashes, the most important secondary crash variables were 3-point belt usage and the occurrence of a narrow object crash. Rollover was found to be a high risk event that predicted high injury risk independent of Delta-V if 3-point belts were unused. The paper shows the relative importance of the crash and occupant variables by crash direction. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Algorithms KW - Automatic crash notification KW - Crash injuries KW - Crash severity KW - Frontal crashes KW - Injury severity KW - Mathematical models KW - Maximum Abbreviated Injury Severity Scale KW - Rollover crashes KW - Secondary crashes KW - Side crashes UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0416-O.pdf UR - https://trid.trb.org/view/814965 ER - TY - CONF AN - 01066474 AU - Youn, Younghan AU - Kim, Siwoo AU - Oh, Cheol AU - Shin, Moonkyun AU - Lee, Chungho AU - National Highway Traffic Safety Administration TI - Research and Rule-Making Activities on Pedestrian Protection in Korea PY - 2005/06 SP - 10p AB - Pedestrian safety is one of the most demanding topics in vehicle safety in Korea. Although the total numbers of deaths and injuries have continuously decreased year by year, the pedestrian is still a major source of traffic victims. Among 240,832 cases (total traffic accidents), 37% (89,443) was pedestrian involved accidents in 2003. Last year, 50% (3,594 fatalities) of all traffic accidents that involved a fatality (total 7,212) was the vehicle-pedestrian type accident in Korea. Among them, numbers of deaths in pedestrians age under 6 were 142 with 13,528 injured children. In 1999, the Korean government, Ministry of Construction and Transportation, launched a research project to develop a proper solution to pedestrian protection from vehicle related accidents. The project also included the evaluation of existing test methods, i.e., European Enhanced Vehicle Safety Committee (EEVC) type test and International Harmonized Research Activities (IHRA) type test, and the possibility of harmonization with these test methods. The main objective of the presented method is to develop the adequate dynamic test procedure and injury assessment criteria. The current front shapes of all existing passenger vehicles were measured and categorized into three groups according to IHRA recommendation, and the effect of vehicle shape on pedestrian kinematics was investigated to define the head impact speed, head impact angle and Wrap Around Distance (WAD) with the various impact speeds and walking postures as the test procedures. In this paper, JARI pedestrian computer model, TNO MADYMO computer model and FEM H-model were used to configure and compare the pedestrian dynamic behaviors during the various impact events. With head impact tests and simulations, the design feasibility, lead times for auto industry and suitable injury criteria were investigated. Based on this research, the Korean government will extend the Korean New Car Assessment Program (KNCAP) on new vehicle pedestrian impact tests to evaluate how pedestrian friendly the vehicle's front structure is. Following careful study of the results of the NCAP, vehicle design regulations for pedestrian protection will come into effect within 2 or 3 years. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Computer models KW - Crash injuries KW - Fatalities KW - Head KW - Impact angle KW - Impact speed KW - Impact tests KW - Kinematics KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Simulation KW - South Korea KW - Test procedures KW - Vehicle design KW - Vehicle front end UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0117-O.pdf UR - https://trid.trb.org/view/811129 ER - TY - CONF AN - 01066473 AU - Lee, Jae-Wan AU - Yoon, Kyong-Han AU - Kang, Youn-Soo AU - Park, Gyung-Jin AU - National Highway Traffic Safety Administration TI - Vehicle Hood and Bumper Structure Design to Mitigate Casualties of Pedestrian Accidents PY - 2005/06 SP - 9p AB - Although the number of pedestrian fatalities and injuries is steadily declining worldwide, pedestrian protection is still an important issue. Extensive research has been carried out for pedestrian protection in order to establish regulations for pedestrian safety. The automobile hoods and bumpers, which pedestrians frequently collide into during accidents, should be designed for the safety of the pedestrians. Two analysis methods, a real experiment and computer simulation, are utilized to design safe structures of the hood and the bumper. A real experiment is very expensive while computer simulation has modeling imperfections. It would be optimal to obtain all the data from experiments to identify the design tendency. However, computer simulation is generally used due to budget restrictions. In this research, a method, which uses an experiment and simulation simultaneously, is developed. Orthogonal arrays are employed to link the two methods. The minimum number of experiments is allocated to some rows of an orthogonal array and the simulations are allocated to the rest of the rows. Experiments should be allocated to have the cases of the experiments orthogonal. Mathematical error analysis is conducted. Based on the proposed methods, a hood and a bumper are designed to protect pedestrians. Real experiments and computer simulations are conducted for the rows of orthogonal arrays. The results show that the errors are distributed uniformly and a precise design is obtained. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Bumpers KW - Crash injuries KW - Fatalities KW - Hoods KW - Impact tests KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Simulation KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0105-O.pdf UR - https://trid.trb.org/view/811336 ER - TY - CONF AN - 01066472 AU - Martin, Peter G AU - Eppinger, Rolf H AU - National Highway Traffic Safety Administration TI - A Method to Attribute Fatalities and Costs to Specific Injuries PY - 2005/06 SP - 10p AB - A data-driven procedure is presented to estimate the costs and the number of fatalities attributable to specific types of injuries. It continues Martin and Eppinger’s work presented at the 2003 ESV conference. The procedure examines a crash victim’s entire injury record in the process. All possible injuries are denoted by unique codes as described in the AIS Injury Coding Manual. The two most serious injuries – denoted as the primary injury and the secondary injury – are chosen from the injury record and are used to characterize a victim’s entire set of injuries. When the mortality rate of the primary injury code is combined with that of the secondary injury, an overall fatality risk is obtained. Fatalities attributable to specific injuries may then be determined by considering the effect that a specific injury or set of injuries has on fatality risk. Attributable costs are estimated in a similar manner. Ultimately, this process – which singles out specific injuries – provides a means to determine the types of injuries the National Highway Traffic Safety Administration (NHTSA) should strive to prevent, and to determine the capabilities needed of a crash dummy to ascertain whether such injuries are sustainable in a crash test. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Costs KW - Crash injuries KW - Dummies KW - Fatalities KW - Prevention KW - Risk assessment UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0220-O.pdf UR - https://trid.trb.org/view/814808 ER - TY - CONF AN - 01066471 AU - Cech, Len AU - Watson, Todd AU - Schiefele, Markus AU - Aoki, Hiroshi AU - National Highway Traffic Safety Administration TI - Active Magnetic Field Based Sensing System for Improved Detection and Discrimination of Side Impact Crashes PY - 2005/06 SP - 10p AB - Motivated by the complexity and variety of real-world side impacts, the Magnetic Side Impact (MSI) approach for side-impact crash detection and discrimination is presented. The National Highway Traffic Safety Administration (NHTSA) has issued a rulemaking proposal that requires improved occupant protection in side impact crashes. It proposes 100% passenger car compliance to a more challenging standard in the near future. OEMs will likely require new sensing technologies and configurations to meet the proposed NHTSA standard. This paper discusses a sensing technology for improved side-impact crash detection and discrimination. The MSI system induces a time-varying, fixed frequency magnetic field into the vehicle structure using a wire coil transceiver located in the vehicle door or frame. The induced field can also be sensed at other vehicle locations using a second wire coil receiver that detects changes in the magnetic field flowing through it. In normal operation, the transceiver (and receiver) signals are constant amplitude sinusoidal voltages at the transmitted frequency. During a crash, the magnetic path around the transceiver and between the transceiver and receiver is perturbed, and the resulting changes in the magnetic field are superimposed onto the MSI waveform. The received signal(s) are demodulated; leaving a signal whose content is proportional to crash severity and general impact location. The MSI system has shown to provide fast and reliable time to fire (TTF) signals in both laboratory and crash testing. The MSI uses electromagnetic waves for communicating crash information, resulting in extremely fast detection and clear separation of deploy/non-deploy events. Placing a transceiver and receiver at opposite ends of the door allows wider spatial coverage. This paper describes the model and shows crash-sensing performance and system benefits based on crashes using a full vehicle Body-in-White platform. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash severity KW - Impact tests KW - Laboratory tests KW - Magnetic detectors KW - Point of impact KW - Side crashes KW - Standards KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0406-O.pdf UR - https://trid.trb.org/view/813208 ER - TY - CONF AN - 01066470 AU - Vezin, Philippe AU - Verriest, Jean Pieere AU - National Highway Traffic Safety Administration TI - Development of a Set of Numerical Human Models for Safety PY - 2005/06 SP - 16p AB - The objective of the European Commission (EC) funded HUMOS2 project is to develop Finite Element (FE) human models representing a large range of the European population and allowing an accurate injury risk prediction for victims involved in road accidents. A human model of a male in a driving position close to the 50th percentile – HUMOS model – resulting from the previous HUMOS project was presented (Robin) at the ESV conference in 2001. The present paper focuses on the new developments that have been made in the still running HUMOS2 project. Firstly, methods allowing the personalization (anthropometry, geometry and position) of human numerical models have been developed. They include a scaling tool enabling to derive any individual model from the original one through mesh control points and statistical relationships between external and internal dimensions. These were established from geometric data collected on standing and sitting human volunteers with a low dose bi-plane X-ray system, but also directly measured on isolated bone parts. A positioning tool has also been developed, based on a set of reference postures including seated car occupant, out of positions (OOPs) and pedestrian postures, in order to adjust and test the models for different sitting and standing postures. Secondly, experimental work has been conducted on human volunteers in order to identify the influence of muscular tensing on body response to moderate impacts. A data base of biomechanical test results, appropriate for model validation, has been set up. It includes new biomaterial laws for ligament and skeletal muscles, as well as existing cadaver test results coming from former EC projects and Heidelberg University. It will be further completed by specific tests performed by consortium members. On-going work includes injury prediction rules introduction in the models, then extensive testing of the model in various conditions defined for validation. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biomechanical tests KW - Crash injury research KW - Crash victim simulation KW - Finite element method KW - Injury risk prediction KW - Mathematical models KW - Muscle tension KW - Muscles KW - Out of position (Vehicle occupants) KW - Sitting position KW - Volunteers UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0163-O.pdf UR - https://trid.trb.org/view/815172 ER - TY - CONF AN - 01066469 AU - Page, Yves AU - Foret-Bruno, Jean-Yves AU - Cuny, Sophie AU - National Highway Traffic Safety Administration TI - Are Expected and Observed Effectiveness of Emergency Brake Assist in Preventing Road Injury Accidents Consistent? PY - 2005/06 SP - 11p AB - This paper proposes to estimate and to compare the expected and the observed effectiveness of the Emergency Brake Assist (EBA) in terms of reduction in injury accidents in France. The evaluation of the expected effectiveness of EBA is based on the simulation of the reduction in injuries in non-EBA cars which could result in lower collision speeds resulting themselves in higher mean deceleration, would EBA have been available and applied in those cars. A sample of fatal police reports, for which most of the vehicles involved in an accident, braking distance, collision speed and injuries outcome are available, is used for the simulation. The evaluation of the observed effectiveness of EBA follows a 3-steps process: (1) The identification, in the French National injury accident census, of accident-involved cars for which the determination of whether or not the car was fitted with EBA is possible. A sample of 917 cars involved in injury accidents that occurred from January 2000 to June 2004 was selected. (2) The identification of accident situations for which we can determine whether or not EBA is pertinent. (3) The calculation, via a logistic regression, of the relative risk of being involved in an EBA-pertinent accident for EBA equipped cars versus unequipped cars, divided by the relative risk of being involved in a non EBA-pertinent accident for EBA equipped cars versus unequipped cars. This relative risk is assumed to be the best estimator of EBA effectiveness. Both evaluations result in a good effectiveness of EBA. Furthermore, the rather consistent estimations out coming from expected (-7.5 % of car occupants fatalities, -10 % of pedestrian fatalities) and observed (-11 % of overall injuries) effectiveness of EBA validates the methodology used for the expected effectiveness. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Brake assist system KW - Crash data KW - Crash injuries KW - Logistic regression analysis KW - Prevention KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0268-O.pdf UR - https://trid.trb.org/view/814870 ER - TY - CONF AN - 01066468 AU - Rieger, Gerhard AU - Scheef, Joachim AU - Becker, Holger AU - Stanzel, Michael AU - Zobel, Robert AU - National Highway Traffic Safety Administration TI - Active Safety Systems Change Accident Environment of Vehicles Significantly - A Challenge for Vehicle Design PY - 2005/06 SP - 11p AB - ESP, the Electronic Stabilization Program, was offered by Volkswagen and AUDI, because predictions showed a high potential for injury mitigation through accident avoidance. This encouraged both companies to offer ESP for most of their vehicles, beginning with the Audi A2/A3 and VW Golf. Adding ESP would make the vehicles more expensive. The decision to offer ESP was a courageous one, especially in the A2/A3 and Golf segments where price was and is a major consideration for customers. So it was clear that the accident performance of vehicles equipped with ESP had to be very carefully and thoroughly studied by Volkswagen and AUDI accident research teams. The result of this research exceeded expectations. The accident research teams had to increase their projections with every new study. Today, it can be stated that ESP is the most effective safety measure after the safety belt, even more effective than the airbags. The main figures are: ESP, provided by Volkswagen and AUDI, can prevent 80% of all skidding accidents. This means that ESP has a high potential to prevent rollover accidents. There is an additional potential of ESP, because it will change pole-side-impact into pole-frontal-accidents. This is still a dangerous accident, but much less dangerous than pole-side-impacts. If only the avoidance effect of ESP is taken into account, it can be stated from accident experience (not projections) that more than 80% of all skidding accidents can be prevented by ESP. This is a new dimension, if compared with passive safety. While a passive safety measure can prevent injuries, ESP prevents the accident from occurring. The driver does not realize that he just avoided a situation that might have been fatal without ESP. In Germany, this finding would mean that 35% of all vehicle occupant fatalities could be prevented: Not just reduced to minor injuries, but actually prevented. Secondary effects of injury mitigation, as mentioned before, are not taken into account. So 35% is a lower limit of the expected effect. These findings show that the future development of vehicle safety will be driven by accident avoidance much more than by injury mitigation. Rating systems of passenger vehicles should take this into account. Regulation, compliance testing, and rating systems like the different international NCAP organizations should also take this into account. Accident avoidance is always the better solution. Future development should reflect this widely accepted philosophy. NCAP-ratings should make sure that a "best pick" is really a best pick based primarily on accident avoidance and not just with respect to injury mitigation. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Accident avoidance KW - Electronic stability control KW - New Car Assessment Program KW - Prevention KW - Rollover crashes KW - Single vehicle crashes KW - Skidding KW - Vehicle design KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0053-O.pdf UR - https://trid.trb.org/view/811339 ER - TY - CONF AN - 01066467 AU - Deguchi, Motoaki AU - National Highway Traffic Safety Administration TI - Simulation of Motorcycle-Car Collision PY - 2005/06 SP - 7p AB - Numerical simulation of motorcycle-car collisions is one of the most effective tools in research on motorcycle passive safety, considering the diversity of collision configurations. In addition, due to the length of analysis time to be considered, the multi-body dynamics-based software "MADYMO" (MAthematical DYnamic MOdel) rather than FEM based software has been adopted as a basic simulation tool. In this research, a scooter-type motorcycle model for collision simulation was developed. Detailed modeling steps of the motorcycle model were presented at the 18th ESV conference. This paper presents 1) a general description of a motorcycle, car and dummy model for collision simulation, and 2) comparisons between the FST (Full Scale Test) and a simulation in which these models are used. As for collision configurations of FST, several of seven basic impact configurations recommended in ISO13232, which defines test and analysis procedures for research evaluation of rider crash protective devices fitted to motorcycles, were selected. The corresponding simulations were then carried out. As a result of validating the model with FST data, the dummy kinematics and dummy signals (such as head acceleration) obtained in simulations show qualitatively good agreement with FST results. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Dummies KW - Impact tests KW - Kinematics KW - MADYMO (Computer program) KW - Motorcycle crashes KW - Motorcycles KW - Simulation KW - Validation KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0041-O.pdf UR - https://trid.trb.org/view/815205 ER - TY - CONF AN - 01066466 AU - Duma, Stefan M AU - Stitzel, Joel D AU - Kemper, Andrew R AU - McNally, Craig AU - Kennedy, Eric A AU - Matsuoka, Fumio AU - National Highway Traffic Safety Administration TI - Non-Censored Rib Fracture Data from Dynamic Belt Loading Tests on the Human Cadaver Thorax PY - 2005/06 SP - 15p AB - The purpose of this paper is to present data from dynamic belt loading tests on the thorax of human cadavers where the exact timing of all rib fractures is known. In order to generate non-censored rib fracture data, a total of 47 strain gages were placed throughout the thorax of two human cadavers (1 male, 1 female). In order to simulate thoracic loading from a severe car crash, a table-top belt loading device was developed that utilizes a servo-hydraulic test machine to apply a dynamic input. The belt load pulse was configured to result in 40% chest compression through a 150 ms load and unload cycle. Potentiometers and accelerometers measured the chest compression and acceleration at three locations, load cells in line with the belt provided belt loads, and load cells on the posterior side of the thorax measured the reaction loads. The time histories of each strain gage were analyzed to determine the time of fracture which could then be compared directly to the reaction loads and chest displacements at that exact time, thereby creating a non-censored data set. In both cadavers, all fractures (20 for female and 12 for male) occurred within the first 35% compression of the thorax. As a general trend, the first series of fractures were on the left side of the thorax where the belt passed over the abdomen. The peak strain at failure ranged from 1.1% to 2.5%. By utilizing this technique, the exact timing of an injury level can be characterized relative to the mechanical parameters. For example, using rib fractures as the parameter for AIS scores in the female test, it is shown that AIS 1 injury occurs at a chest compression of 21%, AIS 2 at 22%, AIS 3 at 24%, and AIS 4 at 34%. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Abbreviated Injury Scale KW - Cadavers KW - Fractures (Anatomy) KW - Load cells KW - Load tests KW - Ribs KW - Seat belts KW - Strain gages KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0360-O.pdf UR - https://trid.trb.org/view/811744 ER - TY - CONF AN - 01066465 AU - Svenson, Alrik L AU - Gawron, Valerie J AU - Brown, Timothy AU - National Highway Traffic Safety Administration TI - Safety Evaluation of Lane Change Collision Avoidance Systems Using the National Advanced Driving Simulator PY - 2005/06 SP - 10p AB - This paper reports on the status of the evaluation of several lane change collision avoidance system (CAS) types using the National Advanced Driving Simulator (NADS). The goal of this evaluation is to examine driver behavior with a variety of lane change CAS types 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. The study begins with a comprehensive review of literature in this area. Then, simulator test scenarios are developed for the NADS to examine and compare five lane change CAS types, namely a representative commercially available proximity warning system, the TRW proximity only CAS, the TRW comprehensive system, a nonplanar mirror on the left (driver’s) side of the vehicle, and a baseline with standard passenger vehicle mirrors. The test scenarios are based on Sen, Smith, and Najm (DOT-VNTSC-NHTSA-02-03, Nov. 2002) lane change crash data analysis. Preliminary results on the driver’s acceptance of the lane change CAS and decision to use CAS information in making lane change decisions are presented. This research is still in progress and is planned to be completed in mid-2005. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Behavior KW - Crash avoidance systems KW - Drivers KW - Lane changing KW - Literature reviews KW - National Advanced Driving Simulator KW - Safety evaluation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0249-O.pdf UR - https://trid.trb.org/view/813016 ER - TY - CONF AN - 01066464 AU - Miller, Robert J AU - Srinivasan, Gowrishankar AU - National Highway Traffic Safety Administration TI - Determination of Lane Change Maneuvers Using Naturalistic Driving Data PY - 2005/06 SP - 5p AB - Heavy truck on board yaw rate recordings are used to discriminate between different driving maneuvers and motions such as turning a curve, changing lanes, or wandering in a road lane. Such discrimination is important for trucks using a front end radar as a sensor for adaptive cruise control and collision warning systems. Turns can cause radar returns from objects outside the roadway or confuse the adaptive cruise control operation. A methodology for determination of a maneuver is derived and then applied to driving data. Correlation of the results is validated by the use of video data. The method has been found to be approximately 80% accurate in identification of the truck maneuver. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Autonomous intelligent cruise control KW - Crash avoidance systems KW - Heavy vehicles KW - Lane changing KW - Trucks KW - Yaw UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0337-O.pdf UR - https://trid.trb.org/view/813047 ER - TY - CONF AN - 01066463 AU - Wanke, Thomas AU - Thompson, Grace AU - Kerkeling, Christoph AU - National Highway Traffic Safety Administration TI - Pedestrian Measures for the Opel ZAFIRA II PY - 2005/06 SP - 12p AB - In Europe and Japan, new legislation will come into effect from autumn 2005, which aims to reduce the number of pedestrian fatalities and serious injuries. These pedestrian protection legal requirements are a new challenge for the automotive industry, deeply influencing front end styling, package, design and the complete development process. In the pedestrian tests for Type Approval, free-flying head, upper and lower leg impactors will be propelled against the vehicle front end. The vehicle must absorb these low impact energies by means of a ?pedestrian-friendly soft nose?, to ensure acceptable injury values. The size and shape of the pedestrian protection test impact areas are largely determined by the exterior styling theme. When satisfying pedestrian protection, other vehicle requirements, e.g. insurance classification, panel dent resistance of diverse panels, high speed crash and hood slam tests must also be fulfilled. During vehicle development, all these loadcases must be balanced to produce the best possible vehicle. The new Opel ZAFIRA II is General Motors´ first car worldwide which will provide a ?soft-nose design? to comply with the new legal requirements in Japan and Europe Phase 1. The ZAFIRA will be launched in spring 2005. In the new ZAFIRA II, specially developed passive deformation elements absorb impactor energies. Other components may collapse to decrease stiffness and increase deformation space. The lightweight thin steel hood is designed to ensure decreased acceleration values for the head impactors together with homogeneous hood stiffness. In the lower bumper fascia area, a spoiler improves the lower leg impactor kinematics by reducing knee bending. This presentation shows the Opel ZAFIRA´s pedestrian protection measures and reports on Opel´s experience gained in making a car more pedestrian-friendly. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Automobiles KW - Energy absorption KW - Hoods KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Spoilers KW - Vehicle design KW - Vehicle front end UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0237-O.pdf UR - https://trid.trb.org/view/811143 ER - TY - CONF AN - 01066462 AU - McNeill, A AU - Haberl, J AU - Holzner, M AU - Schoeneburg, Rodolfo AU - Strutz, T AU - Tautenhahn, U AU - National Highway Traffic Safety Administration TI - Current Worldwide Side Impact Activities - Divergence versus Harmonisation and the Possible Effect on Future Car Design PY - 2005/06 SP - 8p AB - Car manufacturers design vehicles and side impact restraint systems to protect passengers from the risk of serious injury in the event of a side impact. In each of the major markets of the world, the side-impact testing requirements as set by the regulatory and the consumer interests are generally different. This paper documents and compares the international side impact regulatory and consumer test requirements of now and the future. Using a sample of results from vehicles tested in accordance with the discussed future regulations and consumer tests, it is shown that vehicles currently “best rated” for side-impact protection in consumer tests need to be redesigned in order to meet the prospective regulatory requirements. This paper discusses the vehicle structural, interior and restraint design changes, which could be required. The global side-impact tests and requirements are diverging, and not converging towards a harmonized Side-impact Testing Protocol as presented by the International Harmonized Research Activities committee (IHRA) at the 2003 ESV Conference. It is the goal of car manufacturers that side-impact requirements and procedures should become less diversified and more harmonized as they continue to improve side-impact protection for all customers worldwide. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Automobile industry KW - Future KW - Regulations KW - Side crashes KW - Standardization KW - Test procedures KW - Vehicle design KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0077-O.pdf UR - https://trid.trb.org/view/813151 ER - TY - CONF AN - 01066461 AU - Burgett, August L AU - Srinivasan, Gowrishankar AU - National Highway Traffic Safety Administration TI - Use of the Crash Prevention Boundary Methodology to Describe the Performance of Adaptive Cruise Control Systems PY - 2005/06 SP - 9p AB - This paper presents a preliminary exploration of approaches to using experimental data for estimating the safety impact of advanced technology systems. The Crash Prevention Boundary (CPB) methodology is the basis for these new approaches. The CPB is an analytical technique to distinguish between driver performance that prevents a crash and performance that results in a crash. In this paper the CPB concept is used to describe the performance of an Adaptive Cruise Control (ACC) system. Data from the Automotive Collision Avoidance System (ACAS) field operational test of an ACC system is used. This study explores a method to rate safety performance of ACC systems in two situations: where the host vehicle is overtaking a slower moving vehicle and where the host is following a lead-vehicle that is decelerating. The paper presents an empirically based discussion of new computational procedures that can lead to improved estimates of the safety impact of driver assistance systems. The purpose of this paper is not to do a complete analysis of results from this test; but rather, to use a convenience-sample as a means of exploring new approaches to analyzing the data. The paper compares existing descriptions of safety boundaries with new approaches that are based on the CPB concept. Based on the ACC, it appears that these new approaches have the potential of improving the utility of such data for estimation of the safety impact of driver assistance systems. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Autonomous intelligent cruise control KW - Crash prevention boundary KW - Driver support systems KW - Impact studies KW - Performance measurement KW - Safety evaluation KW - Safety performance UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0210-O.pdf UR - https://trid.trb.org/view/813015 ER - TY - CONF AN - 01066460 AU - Ellway, J D AU - National Highway Traffic Safety Administration TI - The Development of an Advanced European Mobile Deformable Barrier Face (AE-MDB) PY - 2005/06 SP - 13p AB - The European Enhanced Vehicle-Safety Committee (EEVC) Working Group 13 (WG13) is working within the International Harmonised Research Activities (IHRA) Side Impact Working Group (SIWG) assisting in the development of a suite of harmonised test procedures for side impact protection. Included in the procedures will be a full-scale barrier based side impact test. This paper presents the current status of a research program that has been carried out to develop a more appropriate side impact barrier face for use in an advanced side impact barrier face for use in an advanced side impact test procedure. The Advanced European Mobile Deformable Barrier Face (AE-MDB) test will reflect the "car to car type" accident that is typical in Europe and other regions of the world. The latest research performed by EEVC WG13 in the development of an AE-MDB includes reviews of vehicle force distributions, car to car tests as well as the performance of the current specification AE-MDB tests in a range of vehicles. It is noted that the European vehicle fleet has developed since the UN-ECE Regulation 95 barrier was first conceived, and as a result an improved test procedure is required. The IHRA procedures are being developed to encourage enhanced protection for both the front and rear seat occupants. The AE-MDB should perform in a way that reflects the current accident situation. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - European Enhanced Vehicle-Safety Committee KW - Front seat occupants KW - Impact tests KW - Mobile deformable barrier face KW - Occupant protection devices KW - Rear seat occupants KW - Side crashes KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0239-O.pdf UR - https://trid.trb.org/view/813098 ER - TY - CONF AN - 01066459 AU - Mizuno, Yoshiyuki AU - National Highway Traffic Safety Administration TI - Summary of IHRA Pedestrian Safety WG Activities (2005) - Proposed Test Methods to Evaluate Pedestrian Protection Afforded by Passenger Cars PY - 2005/06 SP - 15p AB - This is the summary report of the International Harmonized Research Activities (IHRA) Pedestrian Safety Working Group (PS-WG) activities, including those completed in the past and those to be completed in the future. The primary tasks assigned to the IHRA/PS-WG were: (a) investigating and analyzing the latest pedestrian accident data in the IHRA member countries, and (b) establishing harmonized test procedures that would reflect such accident conditions and would reduce fatalities and severe injuries in pedestrian vs. passenger car crashes. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash data KW - Crash injuries KW - Fatalities KW - Injury severity KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Pedestrian-vehicle crashes KW - Research KW - Test procedures KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0138-O.pdf UR - https://trid.trb.org/view/811072 ER - TY - CONF AN - 01066458 AU - Jakobsson, Lotta AU - Isaksson-Hellman, Irene AU - Lundell, Bjorn AU - National Highway Traffic Safety Administration TI - Safety for the Growing Child – Experiences from Swedish Accident Data PY - 2005/06 SP - 11p AB - During the past 40 years, different child restraint systems (CRS) have been developed to improve protection for children of different sizes and ages. Development of more effective CRS, and a higher frequency in use of the restraints, in addition to enhanced vehicle safety, have resulted in an increased level of child safety. This study examines accident data with Volvo cars in Sweden to evaluate child safety with respect to age, size and impact situation (including impact severity in frontal impacts), identifying optimal restraints as well as potential areas needing more attention. A total of 3670 children, aged 0-15 years, involved in car crashes 1987-2004 were selected from Volvo's statistical accident database. The injury-reducing effect of the child restraint systems was high overall. The highest injury-reducing effect was found in rearward-facing child restraints for children up to 3-4 years of age, offering an injury-reducing effect of 90% compared to an unrestrained child. Belt-positioning boosters from 4 to 10 years of age were found to have an injury reducing effect of 77%. Compared to adults, this study indicates that children have a generally lower AIS 2+ injury rate, except for abdominal and lower-extremity injuries. Abdominal injuries are mainly found in children using only a seat belt, emphasizing the need for belt-positioning boosters. A tendency of higher injury risk was found when the growing child switches from one restraint to another, i.e. when the child is at the youngest age approved for the restraint. Thus, the total injury-reducing effect would increase if all children were to use the child restraint system most appropriate for their size and age. The challenge is to spread information as well as enhance design to encourage everyone to use the appropriate child restraint system and to use it correctly. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Booster seats KW - Child restraint systems KW - Children KW - Crash data KW - Crash injury research KW - Injury severity KW - Rear facing restraint systems KW - Volvo automobile UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0330-O.pdf UR - https://trid.trb.org/view/815353 ER - TY - CONF AN - 01066457 AU - Yonezawa, Hideki AU - Hosokawa, Naruyuki AU - Minda, Hiroko AU - Notsu, Masao AU - National Highway Traffic Safety Administration TI - Investigation of New Side Impact Test Procedures in Japan PY - 2005/06 SP - 8p AB - Various countries are independently conducting side impact tests with actual vehicles, resulting in extensive revisions of safety measures for accidents involving side collisions. However, the number of people injured and killed in these collisions remains high, and so more effective overall measures, including those for the vehicle itself, are urgently needed. The International Harmonized Research Activities committee (IHRA) is actively conducting research toward enacting laws to standardize future methods of side impact tests as one way to realize international harmonization projects. This has led to movable deformable barrier (MDB) improvements as well as the improvement and development of dummies. This report is intended to be useful for IHRA research activities. Tests were conducted using the improved dummies (ES-2, ES-2re) and AE-MDB in order to provide research results for comparison with body and dummy responses obtained in conditions complying with current regulations in Japan and Europe, and proposed regulations in the United States. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injury research KW - Deformable barriers KW - Dummies KW - Europe KW - Impact tests KW - Japan KW - Laws KW - Regulations KW - Side crashes KW - Standardization KW - Test procedures KW - United States UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0188-O.pdf UR - https://trid.trb.org/view/813100 ER - TY - CONF AN - 01066456 AU - Bahouth, Janet AU - Digges, Kennerly AU - National Highway Traffic Safety Administration TI - Characteristics of Multiple Impact Crashes that Produce Serious Injuries PY - 2005/06 SP - 8p AB - Researchers analyzed the National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) 1998-2002 to examine the characteristics of single and multiple impact crashes. In addition to a statistical analysis, individual cases were studied to determine factors that contributed to injury risk. Multiple impact crashes (MICs) make up 42% of all tow-away crashes that occurred on US roadways between 1998 and 2002. The risk for high-severity injuries is about 1.5 times greater in MICs than single impact crashes in moderate and high-range delta velocities. The average delta velocity values of single impact crashes (SICs) and MICs are similar in all tow-away crashes. Impact speeds for MICs resulting in MAIS3+ (Maximum Abbreviated Injury Scale: level 3 or greater) injuries are lower than that for SICs. A frontal crash followed by a second frontal crash occurs most often, followed by near-side/near-side and front/near-side multiple impact crashes. After the initial investigation of MICs, belted drivers became the focus of this study, because the kinematics of unrestrained occupants is often too complicated. The most harmful category is front followed by front MICs for the population of belted drivers analyzed. Based on case reviews, the researchers found that MICs could be better described by separating them into two categories – incidental and consequential. For the incidental cases, only one impact was influential in the injury outcome. In consequential cases, both impacts were 15 mph (24 km/h) or greater delta velocity. Cases with higher severity secondary impacts were also classified as consequential. The following were associated with increased injury severity in consequential MICs: more than one injurious impact; initial injury exacerbated by the second impact; the first impact caused the occupant to be out of position for subsequent impacts; crumple zones exhausted by the first impact; safety devices deployed during the first impact making them unavailable for subsequent impacts. The frequency and injury risks for each combination of MICs are shown in this paper. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crashworthiness Data System KW - Injury severity KW - Multiple impact crashes KW - National Automotive Sampling System KW - Out of position (Vehicle occupants) KW - Seat belts KW - Secondary crashes KW - Single impact crashes UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0419-O.pdf UR - https://trid.trb.org/view/815010 ER - TY - CONF AN - 01066455 AU - Loughitano, Douglas AU - Burke, Christine AU - Bean, James AU - Watts, Dorraine AU - Fakhry, Samir AU - Meissner, Mark AU - Ivarsson, Johan AU - Sherwood, Chris AU - Crandall, Jeff AU - Takahashi, Yuko AU - Kadotani, Yoshiji AU - Hitchcock, Ralph AU - Kinoshita, Yoshihiko AU - National Highway Traffic Safety Administration TI - Application of the CIREN Methodology to the Study of Pedestrian Crash Injuries PY - 2005/06 SP - 8p AB - The Crash Injury Research Engineering Network, CIREN, was initiated by the National Highway Traffic Safety Administration (NHTSA) as a collaborative forum for detailed investigation of motor vehicle crashes. This arrangement brings together experts from medicine, academia, industry, and government to perform detailed analyses of the injuries sustained in specific collision modes. The CIREN program has typically focused on vehicle occupants, but in 2002 the Honda Inova Fairfax Hospital CIREN Center established a special program for pedestrian crash investigations. The goal of the center has been to – complete detailed crash investigations for impacts between a pedestrian and a passenger car or light truck. Detailed medical and anthropometric data are collected at the level one trauma center and expert investigations of the vehicle and crash scene are conducted. Multi-body simulation models are sometimes used to estimate impact kinematics for the pedestrian and to validate vehicle speed estimations and initial position of the pedestrian. An interdisciplinary team analyzes the data and develops a consensus for the most likely impact scenario and injury mechanisms. This paper presents the authors' initial experience from investigating over twenty pedestrian collisions. They discuss the challenges associated with collecting and analyzing these data as well as initial observation of injury trends and mechanisms encountered. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Anthropometry KW - Crash injuries KW - Crash injury research KW - Crash Injury Research Engineering Network KW - Crash investigation KW - Injury mechanism KW - Medical records KW - Pedestrian-vehicle crashes KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0404-O.pdf UR - https://trid.trb.org/view/814964 ER - TY - CONF AN - 01066454 AU - Gehre, Christian AU - Schindler, Volker AU - National Highway Traffic Safety Administration TI - Development of the Numerical Model of the New-Born Child Dummy Q0 PY - 2005/06 SP - 11p AB - The European research project "CHILD" (Child Injury Led Design) is working on the improvement of passive safety of children as occupants in cars. One of the objectives is to develop new child dummy models. This paper focuses on the development of the finite element model of the new-born child dummy Q0 for the use with LS-Dyna. The Q0 model was created by using the CAD models of the hardware-Q0. All non-rigid body segments such as head, neck and torso were validated by using results of component tests. Optimisation tools were used to identify the adequate material models for the body segments and to define the parameters of these materials. The response of the dummy database in these calibration test procedures correlates well with the physical Q0 dummy. Furthermore, all parts would pass the certification requirements. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Child restraint systems KW - Children KW - Crash injury research KW - Dummies KW - Finite element method KW - Infants KW - LS-DYNA (Computer program) UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0074-O.pdf UR - https://trid.trb.org/view/815161 ER - TY - CONF AN - 01066453 AU - Barbat, Saeed AU - National Highway Traffic Safety Administration TI - Status of Enhanced Front-to-Front Vehicle Compatibility Technical Working Group Research and Commitments PY - 2005/06 SP - 19p AB - This paper describes a part of ongoing progress and research conducted by the Front-to-Front Compatibility Technical Working Group (TWG) to enhance vehicle compatibility in vehicle-to-vehicle frontal crashes. As a short-term goal, the TWG developed and implemented Phase I performance criteria, based on static measurements of the Primary Energy Absorbing Structure (PEAS) height, to improve geometrical compatibility. This will enhance structural interaction, through better matching of frontal component geometries, between cars and light trucks, in frontal crashes. Options include better matching of bumper heights, longitudinal frame rail heights, and more evenly distributing impact forces across the fronts of vehicles. All participating manufacturers’ new light trucks up to 10,000 pounds Gross Vehicle Weight Rating (GVWR), with limited exceptions, must meet Phase I requirements by September 1, 2009. The focus of Phase II research for the TWG is the investigation and evaluation of Front-end performance. This will include research to investigate test procedures and performance metrics to assess potential dynamic front-end geometric, stiffness, and any other relevant performance characteristics that would enhance partner protection without any significant degradation in self-protection. Test and simulation results obtained from frontal impacts with various Load Cell Walls (LCWs) and from vehicle-to-vehicle impacts in various frontal impact configurations to support Phase II research were analyzed and presented to help assess and improve vehicle compatibility. Average Height of Force (AHOF) obtained from frontal impacts with LCWs was investigated as a compatibility metric. Initial finding was the AHOF alone is insufficient metric and did not correlate with Aggressivity Metric (AM) defined by the National Highway Traffic Safety Administration (NHTSA). Alternative metrics and test procedures are under investigation by the TWG. Phase III research will focus on front stiffness matching between cars and trucks and also on passenger car compartment strength and integrity. The investigation will lead to the development of a test to determine appropriate front-end stiffness characteristics and criteria that would strike an appropriate balance between small vehicle passenger compartment strength and large vehicle energy absorption characteristics. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Automobiles KW - Bumpers KW - Compatibility KW - Frontal crashes KW - Height KW - Impact tests KW - Light trucks KW - Motor vehicles KW - Performance KW - Stiffness KW - Structural integrity KW - Test procedures KW - Vehicle aggressiveness KW - Vehicle frames KW - Vehicle front end UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0463-O.pdf UR - https://trid.trb.org/view/809577 ER - TY - CONF AN - 01066452 AU - Adalian, Celine AU - Sferco, Raimondo AU - Fay, Paul AU - National Highway Traffic Safety Administration TI - The Repeatability and Reproducibility of Proposed Test Procedures and Injury Criteria for Assessing Neck Injuries in Rear Impact PY - 2005/06 SP - 14p AB - The European Automobile Manufacturers Association (ACEA) has carried out a study looking at the repeatability and reproducibility of the proposed test procedures and injury criteria. For repeatability, 3 repeat tests were carried out on 3 different seats using a 16 km/h delta-V test pulse. To evaluate reproducibility, the same 3 seats were tested to a common protocol at 5 different test labs using two different test pulses (16 and 25 km/h delta-V). The sleds used included both acceleration and deceleration types. A wide range of acceleration, simple force/moment and combined force and moment injury criteria were evaluated. In general, repeatability of the sled pulses was reasonable but significant variations in pulses and test set up were found between laboratories. As a result, more precise procedures, test pulse corridors and an agreed definition of T sub zero (beginning of impact) are needed. Repeatability of most of the injury criteria at 16 km/h was acceptable but reproducibility was poor, with variations of up to 40% for some of the criteria. The situation was even worse at 25 km/h, with some criteria showing variations of over 100%. Great care therefore needs to be exercised in selecting appropriate injury criteria, in selecting the stringency of assessment limits and in comparing results from different laboratories. The variation in results also questions the use of high severity pulses for neck injury assessment. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injuries KW - Injury assessment KW - Injury criteria KW - Laboratories KW - Neck KW - Rear end crashes KW - Repeatability KW - Reproducibility KW - Sled tests KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0340-O.pdf UR - https://trid.trb.org/view/813004 ER - TY - CONF AN - 01066451 AU - Burns, Peter C AU - Trbovich, Patricia L AU - Harbluk, Joanne L AU - McCurdie, Tara AU - National Highway Traffic Safety Administration TI - Evaluating One Screen/One Control Multifunction Devices in Vehicles PY - 2005/06 SP - 9p AB - Multifunction in-vehicle information systems are becoming increasingly prevalent in cars. These systems typically use a centrally located display and a single control device to carry out a variety of operations including navigation, communications, entertainment, and climate control. Advantages of these systems include: conservation of dashboard space, improved styling, function integration and flexible configuration of functions. The aim of this research was to investigate potential disadvantages of these systems. Given the quantity and complexity of the information these systems provide and the attention required to operate these devices, there is concern that they may be overly difficult and distracting to use while driving. Two 2004 European luxury vehicles containing multifunctional information systems were used in this study. Both systems consisted of a centermounted LCD screen and a console-mounted primary control knob. A combination of human factors assessment techniques were used to assess the systems: 1) expert evaluations: the Transportation Research Laboratory (TRL) Checklist and heuristic evaluations, 2) user testing and 3) the occlusion test. Six human factors experts performed the expert evaluations and 12 drivers participated in the user testing and occlusion testing. Results from the expert ratings provided a detailed account of problems. Specifically, the information display format in System A helped drivers maintain a correct representation of system status and provided immediate feedback. System B, in contrast, was less successful in terms of providing informative menu labels, appropriate feedback and navigation aids. The number of tasks successfully completed was assessed for the two systems. An average of 82% passed the performance goal in System A, and only an average of 38% in System B. Although these issues are important to the design of any consumer product, they are critical to the operation of in-vehicle systems as they could impair driver performance and increase crash risk. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Advanced driver information systems KW - Control systems KW - Display format KW - Distraction KW - Driver information systems KW - Driver vehicle interfaces KW - Evaluation and assessment KW - Human factors engineering KW - In-vehicle displays KW - In-vehicle support systems KW - Liquid crystal displays KW - Multifunction control display units KW - Testing UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0339-O.pdf UR - https://trid.trb.org/view/813072 ER - TY - CONF AN - 01066450 AU - Yang, Jikuang AU - Yao, Jianfeng AU - Otte, Dietmar AU - National Highway Traffic Safety Administration TI - Correlation of Different Impact Conditions to the Injury Severity of Pedestrians in Real World Accidents PY - 2005/06 SP - 8p AB - This study aimed to investigate the correlation of different impact conditions to the injury severity and impact biomechanics of pedestrians in real world accidents, and study the tolerance level with focus on head-brain of adults and children via in-depth analysis and reconstructions of real world accidents. For this purpose, 188 pedestrian accident cases were selected from existing accident databases, of which 186 cases were obtained from GIDAS (German In-Depth Accident Study) documented by the Accident Research Unit at the Medical University of Hannover in Germany, and 2 cases came from Sweden. For each collected case, complete information regarding pedestrian injuries, accident cars, and crash environment was registered based on hospital clinical record and police report. In order to find the correlation of injuries observed in an accident with physical parameters during a collision, reconstructions of selected 8 adult- and 12 child-pedestrian cases were conducted by using pedestrian and passenger car models. The pedestrian models were generated based on the height and weight of pedestrians involved in the accidents. Each car model was built up based on the corresponding accident car. The mechanical properties of the accident cars were defined based on available data from EuroNCAP tests. The correlations of calculated injury parameters with injury outcomes registered in the accident database were determined. Influences of impact conditions and pedestrian initial moving posture on HIC value were analyzed and discussed. Furthermore, the relative importance of the factors was determined according to their effects on various injury parameters. The difference of injury distribution and dynamic responses of pedestrians at various body sizes for adult and child were analyzed, which would provide background knowledge to develop safety countermeasures and protection devices. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Adults KW - Biophysics KW - Brain KW - Children KW - Correlation analysis KW - Crash injuries KW - Crash reconstruction KW - Crashes KW - European New Car Assessment Program KW - Head KW - Head Injury Criterion KW - Injury severity KW - Mathematical models KW - Outcome (Medical treatment) KW - Pedestrian-vehicle crashes KW - Tolerance (Physiology) KW - Vehicle characteristics UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0352-O.pdf UR - https://trid.trb.org/view/811334 ER - TY - CONF AN - 01066449 AU - Hong, Soongu AU - Lee, Jeoungkeun AU - National Highway Traffic Safety Administration TI - Development of Correlation Methodology Using Optimization Technique PY - 2005/06 SP - 8p AB - Recently, the applications of optimization technique for occupant simulation are increasing to achieve a good correlated model, simulation reliability with actual test condition and design improvement. However, when the simulation model becomes complicated, the number of unknown parameters increases. Currently, point (one dimension) parsing has been used in optimization technique. Therefore, it takes longer time to parse all design parameters and to control the input parameters after parsing design parameters. Also, a longer time is required to run all input parameters. To overcome this problem and achieve a good correlated model with test, this study introduces the new developed process, curve parsing method (two dimension parsing) and applications for correlation methodology with test and simulation using optimization technique. Particularly, the component and system level of occupant simulation are applied to the program developed with Engineous. Thus, simple parsing with the design parameters can be achieved for the optimization technique application. From the result, the convergence accuracy of new approach was better than the old approach with specific optimization techniques. And the simulation run numbers and time had dramatically reduced compared to the ones in the previous approach. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Correlation analysis KW - Crash victim simulation KW - Impact tests KW - Optimization UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0120-O.pdf UR - https://trid.trb.org/view/815170 ER - TY - CONF AN - 01066448 AU - Kreiss, Jens-Peter AU - Schuler, Lothar AU - Langwieder, Klaus AU - National Highway Traffic Safety Administration TI - The Effectiveness of Primary Safety Features in Passenger Cars in Germany PY - 2005/06 SP - 13p AB - Based on a large sample of about 690,000 passenger car accidents in Germany for the years 1998- 2002 this study investigated in full detail the effectiveness of primary safety features in real world accident behavior in Germany. In the first part of the paper, a statistically sound methodology for such an investigation is presented, which can be applied to large accident databases. Special emphasis is laid on the question of statistical significance. The main statistical tool to be applied is the method of odds ratios in contingency tables. After a brief review on existing methods and results in this area in the literature (second part) the authors apply in a third part the presented methodology to the accident material in order to demonstrate the substantial and statistically significant effectiveness of an Electronic Stabilization Program (ESP) in passenger cars in Germany. These results underline the already available results in the literature and are of great relevance because today already more than 60% of the newly registered passenger vehicles in Germany are equipped with ESP. Additionally to the overall effectiveness of ESP, the influence under specific accident situations (like specific road conditions, accidents with fatalities and so on) is going to be investigated. A further part of the paper is devoted to other even more recent primary safety features (like brake assist). Here the situation is much more complicated mainly due to the lack of relevant accident cases, e.g. accidents in which cars with brake assist on board are involved. Especially the car-to-pedestrian accidents are going to be investigated in order to see whether a positive effect of the brake assist can be confirmed. This study was carried out within the Safety Rating Advisory Committee (SARAC) funded by the European Commission. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Brake assist system KW - Crash data KW - Electronic stability control KW - Germany KW - Odds ratio KW - Passenger vehicles KW - Pedestrian-vehicle crashes KW - Statistical analysis KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0145-O.pdf UR - https://trid.trb.org/view/811343 ER - TY - CONF AN - 01066447 AU - Hynd, D AU - van Ratingen, M AU - National Highway Traffic Safety Administration TI - Challenges in the Development of a Regulatory Test Procedure for Neck Protection in Rear Impacts: Status of the EEVC WG20 and WG12 Joint Activity PY - 2005/06 SP - 10p AB - A new European Enhanced Vehicle Safety Committee (EEVC) Working Group, WG20, was given the task to develop test procedures for rear end collisions, with a prime focus on neck injury reduction (whiplash). The work is carried out in collaboration with the EEVC WG12 (Advanced Anthropometry Adult Crash Dummies). WG20 is responsible for the definition of the test conditions and the overall coordination of this activity. WG12 is responsible for the selection of an appropriate crash test dummy and identification of biomechanically based injury criteria with known injury risk functions. WG20 carried out a review of field accident data, clinical data, available sled test methods, biomechanical research on injury causation and human subject dynamic response, proposed injury criteria, available impact dummies, and instrumentation and dummy positioning methods. The findings of the WG20 review provide the basis for the future work of the group and are summarized here. WG20 has a work program to develop and validate a test procedure to assess the geometry of head restraints as a first stage in their approach to whiplash injury mitigation. In the longer term a sled-based dynamic assessment of injury risk or seat performance will be developed and validated. WG12 has defined draft biofidelity requirements for rear impact crash test dummies and will evaluate the available rear impact dummies against these requirements once they are finalized. This paper summarizes the chosen biofidelity requirements and the criteria by which they were selected. It also outlines the further work program of the group to evaluate and validate biomechanically based injury criteria for rear impact crash testing. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biophysics KW - Crash injuries KW - Deployable head restraints KW - Dummies KW - Geometry KW - Neck KW - Rear end crashes KW - Test procedures KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0048-O.pdf UR - https://trid.trb.org/view/811745 ER - TY - CONF AN - 01066446 AU - Eby, David W AU - Molnar, Lisa J AU - Kostyniuk, Lidia P AU - Shope, Jean T AU - National Highway Traffic Safety Administration TI - Developing an Effective and Acceptable Safety Belt Reminder System PY - 2005/06 SP - 15p AB - Front-seat safety belt use in the United States (US) was 80 percent in June, 2004. This rate represents the highest ever for the US, but indicates that there is still a sizable minority of people who do not always use safety belts despite mandatory seat belt laws in all but one state. Changing the behavior of these people will require new and innovative countermeasures. Little research has systematically investigated the effectiveness, feasibility, and acceptance of vehicle-based countermeasures for promoting safety belt use. The purpose of this project was to promote safety belt use in the US by conducting research to develop an effective in-vehicle safety belt reminder system. Project activities included a nationwide survey of part-time safety belt users, development of potential safety belt reminder system ideas, and a series of focus groups with part-time safety belt users. The results indicated that the most effective and acceptable safety-belt reminder system concept was one that was adaptive; that is, one that changes its signal type and presentation modality depending on belt use behavior over some metric (time, distance, or speed). The study also assessed and developed potential reminder system ideas for informing drivers about back-seat belt use. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Behavior modification KW - Focus groups KW - Front seat occupants KW - Rear seat occupants KW - Seat belt reminder systems KW - Seat belt use KW - Seat belts KW - Surveys UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0171-O.pdf UR - https://trid.trb.org/view/815415 ER - TY - CONF AN - 01066445 AU - Ono, Yuji AU - Komiyama, Yukikazu AU - Yamazaki, Kunio AU - National Highway Traffic Safety Administration TI - Introduction of Pedestrian Head Protection Performance Test in J-NCAP PY - 2005/06 SP - 10p AB - In Japan, pedestrian accidents account for about 30% of traffic accident mortality. Head injuries are 60% of the cause of death in pedestrian accidents. Therefore, the pedestrian head protection performance test using adult and child head impactors has been conducted in J-NCAP since 2003. The testing method was created based on the Japanese laws and regulations and proposals made by the International Harmonized Research Activities committee (IHRA) pedestrian working group (WG). However, taking into consideration the distribution of the head impact positions for vehicles in the accident data, the impact area was extended to the windshield section (windshield, A-pillar, roof front edge, etc.). In addition, in order to cover a larger number of accidents, the impact velocity of the head impactor was set at 35 km/h, approximately 10% higher than the legal requirement. The evaluation method was created based on the Euro-NCAP method. In order to more minutely evaluate the vehicle safety performance, the number of areas was increased in comparison with that used in Euro-NCAP. Moreover, in order to clearly evaluate the difference in the vehicle safety performance, a sliding scale was adopted to convert the injury values ranging from HIC650 to HIC2000 to the score. A vehicle is evaluated according to a 5-stage evaluation system from the total score of all the areas. In the 5-stage evaluation system, each stage was determined based on the AIS4 injury probability. In 2003, 19 vehicles were tested, and 4 vehicles were tested in the first half of 2004. The distribution of the evaluation results classified as levels 1 to 5 (the higher the level, the better the pedestrian protection performance) indicated that 7 vehicles were at level 3, 13 vehicles were at level 2, 1 vehicle was at level 1, and no vehicles were at levels 4 and 5. In general, the HIC value was higher in the section close to the side of the vehicle and the window frame. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Abbreviated Injury Scale KW - Crash injuries KW - Crash injury research KW - European New Car Assessment Program KW - Fatalities KW - Head KW - Head Injury Criterion KW - Impact tests KW - Japanese New Car Assessment Program KW - Pedestrian-vehicle crashes KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0307-O.pdf UR - https://trid.trb.org/view/811146 ER - TY - CONF AN - 01066444 AU - Saunders, James W AU - Prasad, Aloke AU - National Highway Traffic Safety Administration TI - NHTSA's Frontal Offset Research Program PY - 2005/06 SP - 9p AB - The National Highway Traffic Safety Administration (NHTSA) is conducting research programs to develop test procedures to reduce death and injury, in particular debilitating lower extremity injuries in frontal offset collisions. This paper presents updated results of Offset Deformable Barrier (ODB) crash tests conducted for the NHTSA. The ODB crash tests were conducted with 50th percentile male and 5th percentile female Hybrid III dummies fitted with advanced lower legs, Thor-Lx/HIIIr and Thor-FLx/HIIIr, to assess the potential for debilitating and costly lower limb injuries. This paper also investigates the implications that the ODB test procedure may have on fleet compatibility by evaluating the results from vehicle-to-vehicle crash tests. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injuries KW - Crash injury research KW - Dummies KW - Frontal fixed offset deformable barrier test KW - Impact tests KW - Lower extremities KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0206-O.pdf UR - https://trid.trb.org/view/815508 ER - TY - CONF AN - 01066443 AU - Pipkorn, Bengt AU - Mellander, Hugo AU - Haland, Yngve AU - National Highway Traffic Safety Administration TI - Car Driver Protection at Frontal Impacts up to 80 km/h (50 mph) PY - 2005/06 SP - 8p AB - The structures of modern passenger vehicles are designed to maintain integrity up to an impact velocity of about 64 km/h (40 mph). The occupant protection system is likewise designed to efficiently protect the occupant up to an impact velocity of 64 km/h. However, there are highways with a 90 km/h (56 mph) speed limit without separation of the lanes and many car occupants still die in severe frontal crashes. To investigate the level of occupant protection at very high impact velocity a full frontal full vehicle rigid wall crash test with a mid size passenger vehicle was carried out. The impact velocity was 80 km/h (50 mph). A 50 percentile Hybrid III crash test dummy was positioned on the driver side. The dummy results show that the possibility of survival of an occupant in that particular vehicle in such a crash was minimal. With the goal to develop a protection system that in an 80 km/h (50 mph) crash test would result in dummy reading below the FMVSS 208 injury criteria levels, a mathematical sled model was developed and a mechanical sled mock-up was set up. The mathematical model was validated by means of results from the mechanical sled tests. To identify the parameters of the occupant restraint system with the greatest influence on the efficiency of the restraint system, factorial analysis was used in which a number of parameters were varied at two levels. The parameters were preloading of seat belt, load limiting of seat belts, gasgenerator output, steering column yield distance and airbag volume. Using the results from the factorial analysis a mathematical sled simulation and a mechanical sled test were carried out with a restraint system that was designed to give reasonable protection to an occupant at an 80 km/h (50 mph) impact. The restraint system consisted of a large volume airbag, a significantly longer ride down distance than what is available in the vehicles today, diagonal and lap belt pretensioning and load limiting. Efficient occupant driver protection in an 80 km/h (50 mph) full front rigid wall crash seems to be possible. However, the interior ride down distance needs to be greater than what is available in the vehicles on the market today. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - FMVSS 208 KW - Frontal crashes KW - Hybrid III dummy KW - Impact tests KW - Mathematical models KW - Mid-size sedans KW - Occupant protection KW - Restraint systems KW - Seat belt pretensioners KW - Seat belts KW - Sled tests KW - Velocity UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0102-O.pdf UR - https://trid.trb.org/view/820604 ER - TY - CONF AN - 01066442 AU - Enomoto, Hidehiko AU - Akiyama, Kouhei AU - National Highway Traffic Safety Administration TI - Development of Safety Concept Trucks; ASV Concept L and ASV Concept C PY - 2005/06 SP - 7p AB - To realize a dream of “zero-nize” the fatalities and injuries in traffic accidents, or even accidents themselves, related to commercial vehicles, future concepts for both large truck and small delivery truck, with a name ASV concept L (long haul truck), and ASV concept C (city use) were studied. The newest available traffic accident statistics in Japan were used for analyses of the characteristics of accidents for each type of commercial vehicles involved. The results showed that the accidents related to large trucks and ones related to small trucks are quite different. Among the accidents related to large trucks used mainly for long haul use, which consist 15% of all fatalities, almost 50% of the fatalities are car occupants. For the small trucks used mainly in city for delivery purpose, almost 40% of the accidents are with pedestrians and cyclists. From these analyses, it was concluded that the following three areas are the most important areas to tackle: 1. Frontal collision between car and large trucks; 2. Rear-end collision of large trucks; and 3. Small truck accidents of pedestrians and cyclists at intersections. In ASV concept L, an Energy Absorbing Front Structure was proposed to reduce injuries of car occupants, and a 50% decrease in fatalities in such accidents may be possible with the structure. A Pre-crash Safety System is proposed to cope with rear-end collisions. With millimeter-wave length radar, objects are found and the system gives warning to the driver. In case the driver takes no avoiding maneuver, the system automatically applies the brake to reduce the impact speed. In ASV concept C, Body Structure for Pedestrian Safety was proposed. Blind-spot Monitoring System for vehicle front, rear and below to assist the driver; Ultra-thin Pillar for better frontal view; and Pedestrian Detection and Warning System were proposed. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Automatic braking KW - Bicycle crashes KW - Commercial vehicles KW - Crash avoidance systems KW - Delivery vehicles KW - Energy absorption KW - Field of vision KW - Frontal crashes KW - Pedestrian detectors KW - Pedestrian-vehicle crashes KW - Rear end crashes KW - Trucks KW - Vehicle design KW - Vehicle front end KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0295-O.pdf UR - https://trid.trb.org/view/815271 ER - TY - CONF AN - 01066441 AU - de Jager, Kate AU - van Ratingen, Michiel AU - Lesire, Philippe AU - Guillemot, Herve AU - Pastor, Claus AU - Schnottale, Britta AU - Tejera, Goncal AU - Lepretre, Jean-Philippe AU - National Highway Traffic Safety Administration TI - Assessing New Child Dummies and Criteria for Child Occupant Protection in Frontal Impact PY - 2005/06 SP - 15p AB - The European Enhanced Vehicle-safety Committee (EEVC) wants to promote the use of more biofidelic child dummies and biomechanical based tolerance limits in regulatory and consumer testing. This study has investigated the feasibility and potential impact of Q-dummies and new injury criteria for child restraint system (CRS) assessment in frontal impact. European accident statistics have been reviewed for all ECE-R44 CRS groups. For frontal impact, injury measures are recommended for the head, neck, chest and abdomen. Priority of body segment protection depends on the ECE-R44 group. The Q-dummy family is able to reflect these injuries, because of its biofidelity performance and measurement capabilities for these body segments. Currently, the Q0, Q1, Q1.5, Q3 and Q6 are available representing children of 0, 1, 1.5, 3 and 6 years old. These Q-dummies cover almost all dummy weight groups as defined in ECE-R44. Q10, representing a 10 year-old child, is under development. New child dummy injury criteria are under discussion in EEVC WG12. Therefore, the ECER44 criteria are assessed by comparing the existing P-dummies and new Q-dummies in ECE-R44 frontal impact sled tests. In total 300 tests covering 30 CRSs of almost all existing child seat categories are performed by 11 European organizations. From this benchmark study, it is concluded that the performance of the Q-dummy family is good with respect to repeatability of the measurement signals and the durability of the dummies. Applying ECER44 criteria, the first impression is that results for P- and Q-dummy are similar. For child seat evaluation the potential merits of the Q-dummy family lie in the extra measurement possibilities of these dummies and in the more biofidelic response. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biophysics KW - Child restraint systems KW - Children KW - Crash injuries KW - Dummies KW - Dummy biofidelity KW - European Enhanced Vehicle-Safety Committee KW - Frontal crashes KW - Repeatability KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0157-O.pdf UR - https://trid.trb.org/view/815406 ER - TY - CONF AN - 01066440 AU - van Rooij, Lex AU - Harkema, Christelle AU - de Lange, Ronald AU - de Jager, Kate AU - Bosch-Rekveldt, Marian AU - Mooi, Herman AU - National Highway Traffic Safety Administration TI - Child Poses in Child Restraint Systems Related to Injury Potential: Investigations by Virtual Testing PY - 2005/06 SP - 19p AB - In Europe approximately 1250 children younger than 15 years of age die in traffic each year. The number of children severely injured in traffic is dramatically higher. Within the ECE-R44 regulation the safety of children in cars has been regulated by means of certification of child restraint systems (CRS). Much has been achieved, but further reduction of injuries seems possible. The ECE-R44 regulation provides a simplified set up and test configuration, that may be different from the real-world environment in which a child is injured. In this study, a virtual testing approach was followed to explore the effect of one particular aspect, i.e. the posture of a child in a CRS, on the injury potential in a typical car crash. The investigation focused on the vulnerable child population seated in ECE-R44 Group I seats. A photo-study was performed with 10 children in the age group from one to three years. Their positions were recorded on short and longer drives. Few children remained seated in the standard position. Most children slouched, slanted and turned their head and rested it on the side-support of the CRS. Extreme positions such as leaning forward, escaping from the harness or holding feet were observed. In the MADYMO simulation environment a non-deforming finite element model of a CRS was combined with multi-body models of Q1.5 and Q3 dummies and of human child models representing 1.5 and 3-year-olds. They were set up in realistic poses. The dummy models were adapted to enable these poses, while the human models were used to compare the biofidelity performance. From the simulated response between the ECE-R44 prescribed position and various common and extreme positions children were found to be in, it was shown that children are at an increased risk in relatively common positions. High lateral neck loads were observed in slanted positions, while correctly restrained children that managed to escape from their shoulder harness sustained large amounts of head excursion. Virtual testing was shown to be a valuable tool to predict trends in situations that are more closely related to the actual automotive environment than current regulations or hardware testing do. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biofidelity KW - Child restraint systems KW - Children KW - Crash injuries KW - Finite element method KW - MADYMO (Computer program) KW - Posture KW - Virtual testing UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0373-O.pdf UR - https://trid.trb.org/view/815413 ER - TY - CONF AN - 01066439 AU - Faerber, Eberhard AU - National Highway Traffic Safety Administration TI - EEVC Approach to the Improvement of Crash Compatibility between Passenger Cars PY - 2005/06 SP - 5p AB - 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 and limits 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 configurations such as impacts with car sides, trucks, and pedestrians. The WG consists of national government representatives who are supported by industrial advisers. The WG serves as a focal point for European research conducted by national and industry sponsored projects. The WG is responsible for collating the results from this research to achieve its objectives. EEVC WG 15 serves 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 partly funded by the European Commission. This paper presents a review of the current European research status. It also identifies current issues with candidate test procedures and lists the parameters that should be considered in assessing compatibility. The current candidate test procedures are: an offset barrier test with the progressive deformable barrier (PDB) face; a full width wall test with or without a deformable aluminium honeycomb face and a high resolution load cell wall; an offset barrier test with the EEVC barrier and load cell wall. These candidate test procedures must allow assessment of structural interaction, frontal force levels and compartment strength. The WG will report its findings to the EEVC Steering Committee and propose a test procedure in November 2006. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Compatibility KW - Crash injury research KW - Deformable barriers KW - Europe KW - European Enhanced Vehicle-Safety Committee KW - Frontal crashes KW - Impact tests KW - Motor vehicles KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0155-O.pdf UR - https://trid.trb.org/view/809432 ER - TY - CONF AN - 01066438 AU - Schoeneburg, Rodolfo AU - Breitling, Thomas AU - National Highway Traffic Safety Administration TI - Enhancement of Active & Passive Safety by Future PRE-SAFE® Systems PY - 2005/06 SP - 9p AB - Advanced driver assistance systems in combination with new preventive safety systems offer great potential for avoiding accidents, reducing accident severity and increasing occupant protection. This paper presents the activities in this field at the Mercedes Car Group (MCG). Driver assistance systems can be divided into systems that supply the driver with information during normal driving, systems that warn the driver when the probability of an accident increases, systems that assist the driver actively in avoiding an impending accident, and finally autonomously intervening systems. A special case of an intervention system is PRE-SAFE®: developed and first introduced by the MCG is 2002, PRE-SAFE® is a system that acts in the intervention phase. PRE-SAFE® has opened up new possibilities for vehicle safety by shifting the paradigm from the formerly separate fields of active and passive safety to an integral view of these two fields. The future task is to enhance the elements of driver assistance systems and to integrate them in a comprehensive system. Since most of the current systems have no or only little information about the vehicle's surrounding, new sensors providing such information (cameras, 24-GHz radar) are especially needed. How can driver assistance systems be enhanced on the basis of additional and more precise sensor information? Firstly, the driver can be informed and warned much more selectively and accurately. Secondly, systems that act in the assistance phase can be activated more often and provide much more precise support. For instance, BRAKE ASSIST (BAS) activation and support can take objects in front of the vehicle into account to avoid or mitigate a collision. Thirdly, in the intervention or PRE-SAFE® phase, new occupant protection systems can be activated if an imminent and unavoidable collision is detected. Additionally, it might be possible to apply the brakes automatically in such a case to reduce the collision energy, which is also considered a contributing factor to crash compatibility. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Advanced driver information systems KW - Brake assist system KW - Cameras KW - Driver support systems KW - Intervention KW - Occupant protection devices KW - Radar KW - Sensors KW - Traffic safety KW - Vehicle safety KW - Warning devices UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0080-O.pdf UR - https://trid.trb.org/view/809634 ER - TY - CONF AN - 01066437 AU - Konosu, Atsuhiro AU - Issiki, Takahiro AU - Tanahashi, Masaaki AU - National Highway Traffic Safety Administration TI - Development of a Pedestrian Lower Extremity Protection Car Using a Biofidelic Flexible Pedestrian Legform Impactor PY - 2005/06 SP - 25p AB - The Japan Automobile Manufacturers Association, Inc. and the Japan Automobile Research Institute are jointly engaged in the development of a flexible pedestrian legform impactor (hereafter referred to as "Flex-PLI"). However, a study for the development of a pedestrian lower extremity protection car using the Flex-PLI has not been reported. In this study, development of sedan, minivan and sport utility vehicle (SUV) type cars for pedestrian lower extremity protection was conducted using a Flex-PLI. The study results indicated a good possibility of lower-extremity protection in collisions by pushing the pedestrian's legs forward within the extent of not causing bone fractures. However, such protection methodology is difficult for SUVs because they need high ground clearance and large approach angle as for rough road condition running purpose. This study is the first trial study for the development of a pedestrian lower extremity protection car using a Flex-PLI, therefore, additional similar studies are necessary. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Automobiles KW - Crash injuries KW - Fractures (Anatomy) KW - Lower extremities KW - Minivans KW - Pedestrian-vehicle crashes KW - Sport utility vehicles KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0106-O.pdf UR - https://trid.trb.org/view/811123 ER - TY - CONF AN - 01066436 AU - Linder, Astrid AU - Douglas, Clay AU - Clark, Anthony AU - Fildes, Brian AU - Yang, Jikuang AU - Otte, Dietmar AU - National Highway Traffic Safety Administration TI - Mathematical Simulations of Real-World Pedestrian-Vehicle Collisions PY - 2005/06 SP - 12p AB - Pedestrian-vehicle crashes result in a substantial number of pedestrian fatalities and injuries worldwide. Computer models are powerful tools in understanding how the severity of injuries could have been reduced in the crash. Pedestrian real-world cases serve as an important source of information to evaluate the dynamic performance of pedestrian models and their ability to reconstruct injury-causing events. The objective of this study was to evaluate the ability of a mathematical pedestrian model to assess the severity of an impact using real-world data. The dynamic performance of the pedestrian model was evaluated by the reconstruction of six real-world pedestrian collisions, which occurred during 1995-2003 in the surroundings of Hanover, Germany. The impact severities were 32-59 km/h. Each case contained information about the pre-crash, crash, and post-crash events. This information included hospital reports and detailed description of damages to the vehicle, pedestrian injuries, and the crash environment collected at the scene. The evaluation focused on head injuries since these are the most common cause of severe injuries and fatalities of pedestrians involved in passenger vehicle-pedestrian crashes. The results showed that the model produced injury measures and readings of the magnitude expected for the highest severity head injuries sustained by the pedestrian in the reconstructed case. Furthermore it highlights the usability of mathematical pedestrian models in evaluating the severity of a vehicle-pedestrian collision. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash data KW - Crash injuries KW - Crash reconstruction KW - Fatalities KW - Hannover (Germany) KW - Head KW - Impact speed KW - Injury severity KW - Mathematical models KW - Pedestrian-vehicle crashes UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0285-O.pdf UR - https://trid.trb.org/view/811312 ER - TY - CONF AN - 01066435 AU - Prasad, Aloke K AU - Louden, Allison E AU - Pack, Ron AU - National Highway Traffic Safety Administration TI - Evaluation of Frontal Air Bag Performance PY - 2005/06 SP - 20p AB - In May of 2000, the National Highway Traffic Safety Administration (NHTSA) issued a Final Rule upgrading Federal Motor Vehicle Safety Standard (FMVSS) No. 208, 65 FR 30680. This advanced air bag rule specified significant changes in the frontal occupant protection requirements for light passenger vehicles (GVWR≤8500 lb), to be phased in over several years. These included adding requirements for protecting small adult female occupants, adding requirements to minimize the risk of deploying air bags to out-of-position (OOP) children and small adult occupants, increasing the test speed for the belted 50th percentile male dummy, adding a rigid barrier test condition for the unbelted 50th percentile male test dummy and eliminating the unbelted sled test option. In 2001, the agency initiated research to monitor the overall performance of advanced air bags. This paper updates the status of the research and presents results of the testing performed since the 18th ESV Conference. Results from static deployment tests for OOP occupants and dynamic crash tests are presented. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - Federal Motor Vehicle Safety Standards KW - FMVSS 208 KW - Impact tests KW - Light vehicles KW - Occupant protection KW - Out of position (Vehicle occupants) KW - Small adults KW - Smart air bags UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0395-O.pdf UR - https://trid.trb.org/view/815507 ER - TY - CONF AN - 01066434 AU - Niewoehner, Walter AU - Berg, F Alexander AU - National Highway Traffic Safety Administration TI - Endangerment of Pedestrians and Bicyclists at Intersections by Right Turning Trucks PY - 2005/06 SP - 15p AB - Inside urban areas some accidents are occurring between right turning trucks and bicyclists or pedestrians. The consequences are exceedingly severe if the truck runs over the vulnerable road user. This paper will help to improve the knowledge of how these accidents happen. Matched to this countermeasures are shown and discussed to reduce the number and the severity of these accidents. This contribution is a compendium of the research assignment of the BASt (German Federal Highway Research Institute) given to DEKRA Accident Research named “Endangering of bicyclists and pedestrians at intersections by right turning trucks”. It includes remarks on the European regulations regarding the protection of pedestrians and bicyclists in case of collisions with trucks. This is followed by an overview of the existing state of the knowledge documented in the literature. It includes among other things analysis of official statistics, in-depth accident analysis and description of measurements to solve the problem. The study contains the results of the in-depth analysis of 90 accidents with involved right turning trucks versus a pedestrian or bicyclist. Outcomes are coming from the pre-crash phase (e.g. kind of movement), and the impact (e.g. location of collision, speed and angle). One of the main problems is the insufficient field of view (blind spot) of the truck driver during the pre-crash phase. Results of blind spot analysis of two trucks with two different mirror systems shows possible improvements. The contribution finishes with a description of the developed safety concept concerning the analysed situation between right turning trucks and pedestrians or bicyclists. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Blind spots KW - Countermeasures KW - Crash severity KW - Crashes KW - Cyclists KW - Europe KW - Field of view KW - Impact angle KW - Impact speed KW - In-depth accident investigation KW - Intersections KW - Literature reviews KW - Mirrors KW - Pedestrians KW - Precrash phase KW - Regulations KW - Right turns KW - Trucks KW - Urban areas UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0344-O.pdf UR - https://trid.trb.org/view/815270 ER - TY - CONF AN - 01066433 AU - Bostrom, Ola AU - Haland, Yngve AU - Soderstrom, Pontus AU - National Highway Traffic Safety Administration TI - Seat Integrated 3 Point Belt with Reversed Geometry and an Inboard Torso Side-Support Airbag for Improved Protection in Rollover PY - 2005/06 SP - 10p AB - In a rollover, the lap part of the 3-point belt certainly restrains the occupant from being fully ejected out of the vehicle, however the upper torso of the far side occupant may slip out of the shoulder belt. In this study the combination of reversed 3-point belt geometry (seat integrated), inboard torso side-support and buckle pretensioner were evaluated regarding the ability to better restrain the upper torso to the seat to prevent head-to-interior impacts. The method of evaluation, proposed and used in this paper, was a new sled test method simulating full-scale tripped rollovers along the longitudinal axis during the initial phase of tripping, the airborne phase and the first ground impact. The roof was assumed in the tests to be able to withstand the ground impact. Since car occupants normally are seated with a certain kyfosis and may straighten and elongate their spine, standard HIII ATDs were modified with 3D-flexible lumbar spines and used in both front seat positions. As a result, the rollover sled test method worked properly with good repeatability. While the head of the non-leading side (far-side) dummy impacted the inner roof in the standard 3-point belt configuration, the seat integrated 3-point belt with reversed geometry and buckle pretensioner showed ability to restrain the torso from moving inboard and towards the roof during the rollover tests. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - 3-Point belts KW - Dummies KW - Head KW - Repeatability KW - Rollover crashes KW - Seat belt pretensioners KW - Seat belts KW - Side air bags KW - Sled tests KW - Spinal column KW - Vehicle roofs UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0204-O.pdf UR - https://trid.trb.org/view/809409 ER - TY - CONF AN - 01066432 AU - Federspiel, Laurent AU - National Highway Traffic Safety Administration TI - Emerging CCD-CMOS Technology: An Opportunity for Advanced in Vehicle Safety Sensors PY - 2005/06 SP - 8p AB - Passenger airbags are currently designed for the optimal support of a 50-percentile adult in a crash, reducing the risk of severe injury for a maximum range of occupants. However, such a fixed-level, high-energy airbag deployment can be extremely dangerous for very small occupants, for example the 5-percentile woman or children in infant seats. For this very reason, new standards such as FMVSS 208 (Federal Motor Vehicle Safety Standard No. 208) include differentiated airbag deployment strategies according to occupant classification. IEE, Luxemburg, develops and manufactures such occupant classification systems. An example of these systems is the sensor mat made by IEE, which tier one automotive suppliers use globally for their seating systems. These mats measure the two-dimensional pressure profile in the seat area, and deliver these values for a pattern recognition algorithm as basis for occupant classification. An innovative development project, currently being conducted by the company, is an optical system which can provide three-dimensional information on the occupant, enabling highly differentiated classification. This system is projected to become commercial by 2007. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - Algorithms KW - CCD cameras KW - Children KW - CMOS devices KW - Federal Motor Vehicle Safety Standards KW - In vehicle sensors KW - Occupant classification KW - Optical systems KW - Pattern recognition systems KW - Pressure KW - Small adults KW - Technological innovations KW - Vehicle occupants KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0116-O.pdf UR - https://trid.trb.org/view/813011 ER - TY - CONF AN - 01066431 AU - Zobel, Robert AU - Schwarz, Thomas AU - Thomas, Gareth AU - National Highway Traffic Safety Administration TI - Towards a Beneficial, Scientifically Meaningful, and Applicable Compatibility-Testing PY - 2005/06 SP - 14p AB - Compatibility is an issue that relates to the improvement of vehicle safety. After frontal and side impact self protection, partner protection, a key component of compatibility, represents the next step forward for passive safety improvement. Compatibility is complicated to achieve, because it requires world-wide industry to take steps in a similar direction. A harmonized approach is difficult to achieve because many differences in vehicle makes and models between the various fleets around the world exist. This leads to incompatibilities between vehicles in a global sense: Asian markets have a high market share of very small cars, the American market is characterized by a high proportion of light truck based vehicles (LTVs) and sport utility vehicles (SUVs) and the European market is somewhere between the American and the Asian markets. It is obvious that a lot of requirements need to be fulfilled by a compatibility regulation which is beneficial to the customer, scientifically meaningful, refers to front and side-impact, is applicable for all markets and, last but not least, is considered to be fair by all manufacturers. The Association of European Car Manufacturers (ACEA) is not in the position to suggest a solution meeting all these requirements. However, some test results and observations which could contribute to a solution are presented in this paper. The focus of most proposed compatibility procedures is to improve structural interaction in collisions involving passenger cars. A couple of conditions exist that influence the definition of a geometric zone for structural interaction. A zone for structural interaction has to ensure maximal interaction between passenger vehicles with other passengers vehicles, SUVs/LTV’s and trucks (to be supported by under-run protection systems) can be achieved. This could represent a first step in increasing compatibility within vehicle fleets. Structural interaction is, in fact, the principle requirement for compatibility before the issue of stiffness can be solved. Keeping this in mind, ACEA drafted a road map chartering the path toward improved compatibility, which is presented in this paper. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Asia KW - Automobile industry KW - Compact automobiles KW - Compatibility KW - Crashes KW - Europe KW - Light trucks KW - Motor vehicles KW - Passenger vehicles KW - Regulation KW - Sport utility vehicles KW - United States KW - Vehicle interaction KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0052-O.pdf UR - https://trid.trb.org/view/809591 ER - TY - CONF AN - 01066430 AU - Campbell, J Quinn AU - Tannous, Rabih E AU - Takhounts, Erik G AU - Martin, Peter AU - Eppinger, Rolf H AU - Nguyen, Thuvan AU - National Highway Traffic Safety Administration TI - On the Development of a Theoretically Based, Statistically Justified, Thoracic Injury Criterion PY - 2005/06 SP - 10p AB - Advanced crash test dummies are being designed with multiple deflection measuring capabilities in the thorax to allow better characterization of the chest’s local response to impact and thus, better optimization of performance from systems such as belt/bag combinations or four-point restraints. Historically, the injury criteria used to interpret thoracic impact responses were derived empirically from simple parameters, such as peak acceleration and deflection, that were extracted from available experimental data. This study takes a different approach. It combines the vast knowledge of structural responses and interactions embodied in our finite element modeling technologies in a model of the thorax, validates the model’s impact response capability by mimicking the experiments by Kroell et al. (1972) and demonstrates that applying the measured x-y deformation-time histories of two points on the anterior chest wall of a dummy to the model, is sufficient for the model to accurately reproduce the complete two-dimensional deformation shape of the entire thoracic slice. This then allows the potential for the prediction of injury to be made on the basis of local stresses and strains occurring throughout the entire slice over time. Discussion of the development and validation of the slice model concept of post processing of dynamic dummy response output using FE models, verification of minimum necessary dummy inputs, and validation of predictive capabilities are all presented. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injury research KW - Deformation KW - Dummies KW - Finite element method KW - Mathematical models KW - Mathematical prediction KW - Thorax KW - Validation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0267-O.pdf UR - https://trid.trb.org/view/811742 ER - TY - CONF AN - 01066429 AU - Olejnik, Krzysztof AU - National Highway Traffic Safety Administration TI - Threats for Limitations of Visual Transmission Caused by Lack of Adaptations to Existing Needs for Heavy Truck's Cabin Construction PY - 2005/06 SP - 9p AB - In this report are presented the results of research concerning widespread and spacing zones around the vehicle (truck categories: N1, N2, N3, i.e. small, medium and heavy) that are the visual field of a driver and are bounded by a cabin construction with its equipment. The research method described in UN ECE Regulation No. 46, referring to assessment of provision of visibility by a vehicle’s mirrors, was used in the discussed research. Performed analysis is due to critical situations for the tested vehicle. Example analysis was conducted on extended intersections with left turn, on angular crosscut intersections and on angular railway crossings. A discussed example pointed out that the driver has no possibility to observe the zones of road which are crucial for the safe movement of a vehicle. Analysis was performed for vehicles currently in use and that meet current regulations and also more strict regulations, which will be in force due to new European requirements. For vehicles equipped in accordance to mandatory requirements, the author pointed out that one possible direction of decreasing risk of a collision or an accident is to decrease limits in visual transfer of driver – vehicle – surrounding system. It is necessary to consider some modifications of construction and also form of surrounding due to some vehicle and driver constraints. Regulations compulsory up to now were stringent enough. Complete equipment of vehicles referring to observation possibility were much more lean. Zones that a driver can observe in older vehicles are distinctly smaller so threats in older vehicles are much more evident. This report presents propositions of extending possible observation zones. Also it presents results of investigations for estimation of extended observation zones and of their arrangement after proposed changes in vehicles of different categories. Proposed modifications for in use vehicles and for requirements of vehicle type approval are very basic as a first step. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Cabs (Vehicle compartments) KW - Field of vision KW - Highway safety KW - Intersections KW - Mirrors KW - Railroad grade crossings KW - Trucks KW - Vehicle design UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0232-O.pdf UR - https://trid.trb.org/view/815269 ER - TY - CONF AN - 01066428 AU - Tamborra, Nicholas AU - National Highway Traffic Safety Administration TI - Child Side Impacts: Simulation of Mid-Sized Sedan in Side Impact to Describe Crash Environment PY - 2005/06 SP - 15p AB - A structural and kinematic evaluation of a representative mid-size sedan subjected to lateral impacts with various crash partners is described. A detailed evaluation of the exterior crush, interior intrusion, and vehicle motion is provided using measurements and data from computational simulation. The mid-size sedan is struck by partner vehicles that cover a range of vehicle sizes common in the US fleet. These include a side impact with a small car, a mid-size car, a light truck (LTV), and a moving deformable barrier (MDB). Specific focus on the rear seating row is included to develop impact data that will help to describe the crash environment for rear seated child occupants. This portion of the project builds upon previous work that has examined mid-size sedans involved in real world side impacts and those tested in lateral impacts with regulatory and consumer metric test conditions. The long term goal of this project series is to create a detailed understanding of children involved in side impacts. This report provides insight into the range of possible intrusion patterns for various impact partners that may contact a rear seated child occupant. Future evaluations will then utilize these data to understand the sensitivity of injury for restrained children exposed to these crash conditions. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Children KW - Kinematics KW - Mid-size sedans KW - Rear seat occupants KW - Side crashes KW - Simulation KW - Vehicle crush KW - Vehicle intrusion UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0381-O.pdf UR - https://trid.trb.org/view/813206 ER - TY - CONF AN - 01066427 AU - Boyd, Patrick L AU - National Highway Traffic Safety Administration TI - NHTSA's NCAP Rollover Resistance Rating System PY - 2005/06 SP - 10p AB - Starting in the 2004 model year, the National Highway Traffic Safety Administration (NHTSA) improved the rollover resistance ratings in its New Car Assessment Program (NCAP) consumer information by adding a dynamic maneuver test. NHTSA had provided rollover resistance ratings in the 2001 – 2003 model years based solely on the Static Stability Factor (SSF) measurement of vehicles. The ratings express the risk of a vehicle rolling over in the event of a single vehicle crash, the type of crash in which most rollovers occur. The SSF, which is determined by a vehicle’s center of gravity height and track width, had proved to be a powerful predictor of rollover risk based on a linear regression study of rollover rates of 100 vehicle models in 224,000 single vehicle crashes (R-squared = 0.88). The TREAD Act required NHTSA to change its rollover resistance ratings to use a dynamic maneuver test, and the 2004 and later NCAP rollover resistance ratings use both SSF and a dynamic maneuver. This paper describes the development of the risk prediction model used for present rating system. Twenty-five vehicles were tested using two highly objective automated steering maneuvers (J-turn and Fishhook) at two levels of passenger loading. A logistic regression risk model was developed based on the rollover outcomes of 86,000 single-vehicle crashes involving the make/models that were tested. The vehicles were characterized by their SSF measurements and binary variables indicating whether or not they had tipped up during the maneuver tests. It was found that the Fishhook test in the heavy (5 passenger equivalent) load was the most useful maneuver test for predicting rollover risk. The relative predictive powers of the SSF measurement and the Fishhook test were established by a logistic regression model operating on the rollover outcomes of real-world crash data. This model was used to predict the rollover rates of vehicles in the 2004 and 2005 NCAP program based on their SSF measurements and Fishhook maneuver test performance. The information in this paper first appeared in NHTSA’s Federal Register notice that established the NCAP rollover resistance rating system for model year 2004. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash data KW - Logistic regression analysis KW - New Car Assessment Program KW - Rollover crashes KW - Rollover resistance ratings KW - Single vehicle crashes KW - Static stability factor KW - TREAD Act KW - U.S. National Highway Traffic Safety Administration KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0450-O.pdf UR - https://trid.trb.org/view/811348 ER - TY - CONF AN - 01066426 AU - Burns, Jeremy AU - National Highway Traffic Safety Administration TI - A Rear End Collision Warning System for Transit Buses PY - 2005/06 SP - 15p AB - Rear impact crashes are the most frequent type of bus accidents. Transit buses are particularly susceptible to rear impact collisions because of their frequent stops, which often occur in traffic lanes. The majority of bus collisions occur while the bus is decelerating or stopped. The preponderance of crashes occur with buses stopped during daylight hours, in good weather conditions, while traversing a straight path, and with the striking vehicle attempting no avoidance or corrective action. To respond to this surprising set of crash conditions, General Dynamics, in partnership with the Ann Arbor Transit Authority (AATA), developed a Rear-Impact Collision Warning System (RICWS) based on our premise that following drivers were either being distracted or simply not paying attention. To determine the following drivers’ behaviors behind transit buses, General Dynamics first conducted a series of field collections using a recording system, digital video, and a laser front-end sensor mounted on the rear of an AATA bus in service. These “behaviors” were then used to build decision logic to determine when a dangerous situation required mitigation or countermeasures. General Dynamics then developed a visual warning system. Tests concluded that a light bar with a specific moving light pattern was effective in attracting a distracted driver’s attention. This light bar was added to the RICWS and was turned on once a following vehicle committed dangerously aggressive closing behavior toward the rear of the test bus. Three warning algorithms were field tested, each with different parameters defining ‘aggressive closing behavior.’ Both Phase II and Phase III of this program produced informative results regarding typical following driver behavior behind buses. The light bar proved effective in modifying following drivers’ behavior (with all three algorithms). A set of comprehensive RICWS specifications were generated as well as future commercialization steps for the system. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Aggression KW - Algorithms KW - Attention lapses KW - Behavior KW - Collision warning systems KW - Distraction KW - Drivers KW - Field tests KW - Human factors engineering KW - Light bars (Buses) KW - Rear end crashes KW - Transit buses UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0275-O.pdf UR - https://trid.trb.org/view/809637 ER - TY - CONF AN - 01066425 AU - Munoz, D AU - Mansilla, A AU - Lopez-Valdes, F AU - Martin, R AU - National Highway Traffic Safety Administration TI - A Study of Current Neck Injury Criteria Used for Whiplash Analysis. Proposal of a New Criterion Involving Upper and Lower Neck Load Cells PY - 2005/06 SP - 14p AB - Nowadays several injury criteria are being used in the analysis and evaluation of whiplash risk in automotive rear impacts (NIC, Nkm, LNL, etc.). This study presents a review of the most accepted injury mechanisms and evaluates the advantages and inconveniences of the commonest criteria at present. Taking into account the conclusions arrived at during this comparison, a new criterion is proposed using the signals registered in the upper and lower neck load cells of a crash test dummy, trying to minimize the disadvantages previously found in the other criteria. In order to validate this study a series of sled tests with a BioRID-II dummy have been performed and the results analyzed, confirming the assumptions made during the review of the present criteria and showing a very promising response to the new one. In conclusion, the use of injury criteria involving the load cells situated in both ends of the neck at the same time is recommended as the best way to deal with the dynamics produced during the whiplash movement in a rear impact. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injuries KW - Dummies KW - Injury criteria KW - Load cells KW - Neck KW - Rear end crashes KW - Sled tests KW - Validation KW - Whiplash UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0313-O.pdf UR - https://trid.trb.org/view/811743 ER - TY - CONF AN - 01066424 AU - Lie, Anders AU - Tingvall, Claes AU - Krafft, Maria AU - Kullgren, Anders AU - National Highway Traffic Safety Administration TI - The Effectiveness of ESC (Electronic Stability Control) in Reducing Real Life Crashes and Injuries PY - 2005/06 AB - ESC (Electronic Stability Control) was introduced on the mass market in 1998. Since then, several studies showing the positive effects of ESC have been presented. In this study, data from crashes occurring in Sweden during 1998 to 2004 were used to evaluate the effectiveness of ESC on real life crashes. To control for exposure, induced exposure methods were used, where ESC-sensitive to ESC-insensitive crashes and road conditions were matched in relation to cars equipped with and without ESC. Cars of similar or in some cases identical make and model were used to isolate the role of ESC. The study shows the positive and consistent effects of ESC overall and in circumstances where the road has low friction. The overall effectiveness on all injury crash types except rear end crashes was 16.7 +/- 9.3 %, while for serious and fatal crashes the effectiveness was 21.6 +/- 12.8 %. The corresponding estimates for crashes with injured car occupants were 23.0+/-9.2% and 26.9+/-13.9%. For serious and fatal loss-of control type crashes on wet roads the effectiveness was 56.2 +/- 23.5 % and for roads covered with ice or snow the effectiveness was 49.2+/-30.2%. It was estimated that for Sweden, with a total of 500 vehicle related deaths annually, that 80-100 fatalities could be saved annually if all cars had ESC. On the basis of the results, it is recommended that all new cars sold should have ESC as standard equipment. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injuries KW - Electronic stability control KW - Fatalities KW - Icy roads KW - Prevention KW - Snow KW - Traffic safety KW - Vehicle design KW - Vehicle safety KW - Wet pavements UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0135-O.pdf UR - https://trid.trb.org/view/811341 ER - TY - CONF AN - 01066423 AU - Rakotonirainy, Andry AU - Maire, Frederic AU - National Highway Traffic Safety Administration TI - Context-Aware Driving Behaviour Model PY - 2005/06 SP - 6p AB - Existing driving behaviour models have a strong emphasis on the driver’s cognitive components including aspects such as motivation, risk assessment, attention, compensation, capability, workload, individual traits and experience. Each existing model was designed specifically for a particular driving situation such as speeding or fatigue. A general and comprehensive model is still unavailable despite 60 years of research on the topic. No consensus has been reached mainly due to the inability to generalize, operationalise and validate these subjective cognitive models in real driving conditions. This paper defines a framework for a new context aware driving behaviour model capable of predicting driver behaviour. This approach broadens the cognitive focus of existing driving behaviour models to integrate contextual information related to the vehicle, environment, driver and the interactions between them. The theoretical model is an information processing, probabilistic based model. Context awareness concepts from the Ubiquitous Computing research community are integrated into the model. Such integration improves the descriptive power and generalisability of the driving behaviour model. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Awareness KW - Behavior KW - Computer models KW - Contextual conditions KW - Drivers UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0452-O.pdf UR - https://trid.trb.org/view/809650 ER - TY - CONF AN - 01066422 AU - National Highway Traffic Safety Administration TI - An Analysis of Sport Utility Vehicles Involved in Road Accidents PY - 2005/06 SP - 10p AB - Trends are noticeable that the European car fleet is changing rapidly towards a higher diversity of vehicles on the roads. On the high end of the scale larger and heavier automobiles, such as Multi Purpose Vehicles (MPVs) and Sports Utility Vehicles (SUVs) take a larger share than before. This paper shows the results from a study done on SUV accidents. The crash involvement and behaviour of SUVs was analysed. The analyses were based on a review of Dutch national statistics and in-depth studies of SUV accidents in the Netherlands and of passenger cars in Europe (the EACS project). Also comparisons were made with actual numbers of vehicle types in the car fleet, so that exposure rates can be included. Accidents of vehicles in the above-described categories were also compared with each other. The national statistics and the in-depth analysis were compared and it was shown that the studies point in the same direction. It can be concluded that SUVs are significantly more aggressive against vulnerable road users. In this study no difference is found between heavy passenger cars and SUVs. SUVs are about as heavy as the average full-size passenger car. So the same mass difference occurs between passenger car classes (e.g. full-size and small cars). Although the bumper height is about 20% higher compared to passenger cars, this difference could not directly be related to an increase in injury severity in this study due to the lack of data. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Bumper height KW - Compact automobiles KW - Crash data KW - Crash exposure KW - In-depth accident investigation KW - Large automobiles KW - Netherlands KW - Sport utility vehicles KW - Vehicle aggressiveness UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0370-O.pdf UR - https://trid.trb.org/view/809606 ER - TY - CONF AN - 01066421 AU - Wakasugi, Takashi AU - National Highway Traffic Safety Administration TI - A Study on Warning Timing for Lane Change Decision Aid Systems Based on Driver's Lane Change Maneuver PY - 2005/06 SP - 7p AB - The purpose of this paper is to clarify the suitable warning timing of “Lane Change Decision Aid Systems (LCDAS)” for a driver’s lane change maneuver. The relationship between lane-change tasks and closing vehicles in the passing lane was investigated by field experiments on the Chuo expressway in Japan. The driver’s steering during the lane change was simulated using a linear prediction model. Based on these results, the system requirements of warning timing and sensing area for LCDAS are proposed. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Driver support systems KW - In vehicle technology KW - Lane changing KW - Simulation KW - Steering KW - Warning timing UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0290-O.pdf UR - https://trid.trb.org/view/809644 ER - TY - CONF AN - 01066420 AU - Draheim, Angus AU - Hurnall, James AU - Case, Michael AU - Del Beato, Julian AU - National Highway Traffic Safety Administration TI - Structural Energy Absorption Trends in NCAP Crashed Vehicles PY - 2005/06 SP - 7p AB - The ANCAP (Australian New Car Assessment Program) have been conducting offset frontal crash tests into a deformable barrier since 1995. During this time the results of the ANCAP tests have shown significant improvements in occupant protection measured via reduction in dummy injury measurements, i.e. HIC, chest ?g?, etc. Occupant protection has improved with manufacturers designing structures to minimise the occupant space intrusion with the aim to have the crash energy absorbed by deformation of the frontal vehicle structure. Also new restraint technology has been included along with the vehicle structure designed to optimise the restraint technology. Previous analyses have questioned whether changes in the vehicle structures and restraint technology have changed the loads either in the occupant compartment or on the front seat belts. The previously analysis of ?B? pillar accelerations and also the front seat occupant seat belt loads for frontal crash tests performed by ANCAP from 1995 through to 2003 showed that while the dummy injury measurements have reduced there has not been a corresponding reduction in either ?B? pillar accelerations or seat belt loads. This result was surprising given the occupant gains made through this period. It is possible that the regulatory and consumer crash tests and scoring parameters are such that vehicle engineers find it more efficient to optimise the restraint systems without significantly engineering the crumple zone. However, the previous study did show small improvements in 'B' pillar decelerations in the small car segment (i.e. kerb weight of up to 1250kg). This study used data from other consumer crash test programs to add to ANCAP data to allow for analysis of a greater number of vehicles. This will be used to identify trends in energy absorption performance in the small car fleet. The 'A' pillar displacement was used as an indication of load paths and also occupant cell structural integrity. The longitudinal acceleration time traces for driver side ?B? pillar will be used to represent the loads on the vehicle structure and correlated with seat belt loads and dummy acceleration measurements. It is intended to determine if crumple zones have been optimised with respect to the restraint system timing. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceleration (Mechanics) KW - Australian New Car Assessment Program KW - Crush zones KW - Energy absorption KW - Frontal crashes KW - Impact tests KW - Optimization KW - Restraint systems KW - Seat belts KW - Structural integrity UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0317-O.pdf UR - https://trid.trb.org/view/820601 ER - TY - CONF AN - 01066419 AU - Song, Eric AU - Fontaine, Laurent AU - Trosseille, Xavier AU - Guillemot, Herve AU - National Highway Traffic Safety Administration TI - Pelvis Bone Fracture Modeling in Lateral Impact PY - 2005/06 SP - 13p AB - This paper presents personalized simulations of eleven isolated pelvic bones under lateral impact and a generic 50th percentile male pelvic bone model based on these simulations. Eleven pelvises were solicited by metallic spheres in the acetabulum, which were impacted by a falling mass of 3.68 kg at a speed of 4 m/s. Each pelvis test was then modeled individually, taking into account its proper geometry and mass. Damageable material law was used to simulate the bone stiffness and fracture. For each pelvis test the following were determined: equivalent elastic modulus, yielding stress and damage plastic strain representing combined contributions of material properties and cortical bone thickness to pelvis bone resistance. Based on these personalized simulations a generic 50th percentile male pelvic bone model was defined and integrated into a full body model to simulate cadaver tests on the pelvis where bone fractures were documented. Three material laws were then identified and associated with this model, representing respectively a fragile, a medium and a resistant pelvis bone. The mechanical behavior of this pelvis model was also compared to experimental data on cadavers. The comparison showed that the pelvis model developed is globally relevant with respect to experiments in terms of pelvis loading prediction, for a large range of impact energy from 130 to 1150 Joules. This paper provides new data and insights for pelvis bone fracture modeling in lateral impact. The developed model is consistent with available impactor test data on the pelvis and constitutes a useful tool for lateral impact injury research. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Cadavers KW - Crash injury research KW - Fractures (Anatomy) KW - Impact energy KW - Impact tests KW - Lateral impacts KW - Mathematical models KW - Pelvis KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0247-O.pdf UR - https://trid.trb.org/view/815185 ER - TY - CONF AN - 01066418 AU - Tilp, Jan AU - Walther, Ralf AU - Carstens-Behrens, Soenke AU - Zehder, Claudia AU - Zott, Christian AU - Fischer, Thomas AU - Ruhs, Mirko AU - Sohnke, Thorsten AU - Wieland, Oliver AU - Busse, Andreas AU - Suhling, Frank AU - National Highway Traffic Safety Administration TI - Pedestrian Protection Based on Combined Sensor Systems PY - 2005/06 SP - 6p AB - Pedestrian protection has become an important issue. The European Community (EC) has released a draft law, which mandates manufacturers to increase pedestrian safety. This law consists of two phases, beginning in 2005 and 2010 respectively. To face up with present and future challenges, the Bosch roadmap of Electronic Pedestrian Protection (EPP) provides three sensor system generations: a contact sensor system (EPP1), a system combining contact sensors and ultrasonic sensors (EPP2) and a system combining ultrasonic sensors and video sensors (EPP3). In this paper, the authors focus on EPP2 and EPP3. EPP2 uses synergy effects with ultrasonic systems (e.g. the parking aid) that are well-established on the market, in order to enhance the classification performance. In the EPP2 system, the ultrasonic sensor subsystem generates a feature vector which carries ultrasonic as well as geometric properties. This feature vector is combined with that of the contact sensor subsystem, which gives information about the mechanical properties “stiffness” and “impact energy” of the object. The combination of the feature vectors leads to an improved and robust classification, allowing the use of an irreversible actuator. In the EPP3 system, the video subsystem accomplishes pedestrian recognition in a mid-range ahead of the car and, if necessary, initiates a driver warning (acoustic, optical). Video-based pedestrian recognition is achieved by contour analysis, while tracking of pedestrians is carried out by applying an extended Kalman filter to active-shape representations of pedestrian contours. Any time the video subsystem predicts a pedestrian to enter the ultrasonic field-of-view, information concerning direction of movement and velocity of the respective pedestrian plus an estimate of the time-to-impact is transferred from the video subsystem to the ultrasonic subsystem. The main task of the ultrasonic subsystem is to verify or reject the hypothesis of pedestrian presence delivered by the video subsystem. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Pedestrian-vehicle crashes KW - Sensors KW - Ultrasonic detectors KW - Video imaging detectors KW - Warning devices UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0156-O.pdf UR - https://trid.trb.org/view/811132 ER - TY - CONF AN - 01066417 AU - Garrott, W Riley AU - Mazzae, Elizabeth N AU - Goodman, Michael J AU - National Highway Traffic Safety Administration TI - NHTSA's National Advanced Driving Simulator Research Program PY - 2005/06 SP - 9p AB - Since its completion, the National Advanced Driving Simulator (NADS) has been used for a variety of NHTSA research projects. NHTSA-sponsored research using the NADS has spanned a variety of topics including driver distraction, drivers’ responses to vehicle component failures, and the effects of alcohol impairment on driving performance. The validity of the NADS has also been verified empirically. The NADS provides the computational capabilities and fidelity necessary to create complex driving situations with varying task demands with high repeatability. The use of the NADS also allows the inclusion of conflict situations that cannot safely be created in on-road experiments. NHTSA research utilizes these unique capabilities of NADS to address questions that cannot be addressed with on-road or test-track experimentation. This paper highlights NADS capabilities through descriptions of NHTSA research programs. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Drivers KW - National Advanced Driving Simulator KW - Performance KW - Research KW - Research programs KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0377-O.pdf UR - https://trid.trb.org/view/813084 ER - TY - CONF AN - 01066416 AU - Rupp, Jonathan D AU - Reed, Matthew P AU - Madura, Nathaniel H AU - Miller, Carl S AU - Kuppa, Shashi AU - Schneider, Lawrence W AU - National Highway Traffic Safety Administration TI - Comparison of the Inertial Response of the THOR-NT, Hybrid III, and Unembalmed Cadaver to Simulated Knee-to-Knee-Bolster Impacts PY - 2005/06 SP - 14p AB - The inertial responses of five seated unembalmed midsize cadavers to sub-injury knee impact loading were characterized and compared to the inertial responses of the Hybrid III midsize male and THOR-NT ATDs collected under similar knee loading conditions. All impacts were performed using a 275-kg padded impactor to symmetrically load the left and right knees at velocities of either 1.2 or 3.5 m/s. At both knee impact velocities, the Hybrid III and THOR-NT produced peak knee impact forces that were substantially higher than those of the cadaver. At the 1.2 m/s impact velocity, the peak knee impact forces produced by the cadavers varied from 0.9 to 1.0 kN while the peak knee impact forces produced by the THOR and Hybrid III were 1.4 and 1.6 kN, respectively. The two cadavers tested at the 3.5 m/s impact velocity produced peak applied forces of 3.5 and 3.8 kN, while the THOR and Hybrid III produced peak applied forces averaging 5.5 and 6.1 kN, respectively. For both knee impact velocities, femur and pelvis accelerations produced by both ATDs and the cadavers were similar in magnitude. However, peaks in cadaver femur and pelvis accelerations occurred substantially earlier than peaks in cadaver knee impact force, while peak Hybrid III and THOR femur and pelvis accelerations occurred at the time of peak force. These differences are most likely due to loosely coupled mass in the cadaver that is not represented in either ATD. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Acceleration (Mechanics) KW - Cadavers KW - Crash injury research KW - Dummies KW - Femur KW - Force KW - Impact speed KW - Impact tests KW - Knee KW - Pelvis UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0086-O.pdf UR - https://trid.trb.org/view/815166 ER - TY - CONF AN - 01066415 AU - Klinich, Kathleen DeSantis AU - Ritchie, Nicole L AU - Manary, Miriam A AU - Reed, Matthew P AU - Tamborra, Nicholas AU - Schneider, Lawrence W AU - National Highway Traffic Safety Administration TI - Kinematics of the Q3S ATD in a Child Restraint Under Far-Side Impact Loading PY - 2005/06 SP - 15p AB - A series of sled tests was performed using the Q3S anthropomorphic test device (ATD) and the ECE R44 sled buck to study child restraint system (CRS) and pediatric occupant kinematics in far-side impacts. Using one model of convertible CRS, tests were performed using a 24 km/hr, 20 g pulse to compare ATD and CRS response to lateral loading in both forward-facing (FF) and rearward-facing (RF) configurations. The effects of initial arm postures on the ATD’s motion were examined. Remaining tests examined how various methods of securing the CRS to the vehicle seat affect lateral movement of the CRS and ATD. Tests were run using four tether anchorage locations for the FF configuration and three tether anchorage locations for the RF configuration. In addition, the CRS was installed using different combinations of vehicle belt restraints and LATCH systems. Arm position influences ATD kinematics, including head excursion. Placing the arms at the ATD’s side, rather than angled or extended forward, reduced lateral head excursions by about 30 mm. In FF tests, using the 3-point-belt with the shoulder belt anchored on the impacted side provided the greatest reduction in lateral head excursion compared to a lapbelt only condition. Using a tether in FF tests also reduced maximum head excursion. In RF tests, using any type of LATCH reduced head excursion compared to conventional installation with only a lap belt. In a RF configuration, some tether configurations reduced head excursion of the ATD. In addition to evaluating head excursion, head retention within the child restraint was also noted. The key to retaining the ATD head within the CRS is to minimize rotation of the CRS about a vertical axis. This was achieved in a FF orientation through rigid LATCH lower attachments, a 3-point belt with the shoulder belt anchored on the impacted side, or a reverse belt path with a lap belt. The ATD head was not retained within the CRS in any of the RF tests. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Child restraint systems KW - Dummies KW - Farside KW - Forward facing restraint systems KW - Head motion range KW - Kinematics KW - Lateral loads KW - Lower Anchors and Tethers for Children (LATCH) KW - Rear facing restraint systems KW - Seat belts KW - Side crashes KW - Sled tests UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0262-O.pdf UR - https://trid.trb.org/view/813204 ER - TY - CONF AN - 01066414 AU - Linstromberg, Mike AU - Scholpp, Gerd AU - Scherf, Oliver AU - National Highway Traffic Safety Administration TI - Test and Simulation Tools in a Rollover Protection Development Process PY - 2005/06 SP - 10p AB - In 2003, rollover accidents caused more than 10,000 fatalities and 229,000 injuries in the U.S. alone. In view of these statistics and in order to provide better occupant protection, the interest in the behavior of the vehicle structure and passive restraint systems under rollover loads is continuously growing. In order to ensure a realistic reconstruction of the vehicle behavior in development tests, four new different test setups have been elaborated according to accident analysis results. For the restraint system development, knowledge about the borderline between roll and no roll is essential. To save expensive prototypes, this borderline is determined before performing first tests by using numerical simulations. The test and simulation tools support a comprehensive development process, which allows the adaptation and optimization of protection systems for rollover. One key component of the restraint system is the algorithm, which has the task of rollover accident detection and determination of the optimal system activation time. For the latter task, knowledge about real occupant movement is essential. The low acceleration and rotation rates over a long period, which occur during some rollover constellations, lead to considerable movement deviations between the test dummy and the human. The firing time therefore, based on the dummy movements can only be determined approximately. Great optimization potential exists for activation algorithms which are adapted to humans. This adaptation is possible with a newly developed simulation tool, which takes into account the possible muscle work of the human against occurring rollover loads. It determines the occupant movement during a rollover and has been validated to the human behavior by sled tests. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Algorithms KW - Crash victim simulation KW - Detection and identification technologies KW - Motion KW - Occupant dynamics KW - Passive restraint systems KW - Rollover crashes KW - Simulation KW - Sled tests KW - Validation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0122-O.pdf UR - https://trid.trb.org/view/809327 ER - TY - CONF AN - 01066413 AU - Brophy, John AU - Parsons, Michael S AU - Chidester, Augustus B AU - National Highway Traffic Safety Administration TI - Initial Evaluation of Advanced Air Bags in Real World Crashes PY - 2005/06 SP - 7p AB - The performance of occupant protection systems, especially air bags, is of high interest to the National Highway Traffic Safety Administration (NHTSA). Since 1972, the NHTSA has operated a Special Crash Investigations (SCI) program, which provides the agency with the flexibility to acquire detailed engineering information quickly on high-visibility traffic crashes of special interest. The SCI program collects in-depth crash data on new and rapidly changing technologies in real world crashes. NHTSA uses the data collected in this program and others to evaluate rulemaking actions. The data are also used by the automotive industry and other organizations to evaluate the performance of motor vehicle occupant protection systems such as air bags. In May of 2000, the NHTSA issued a Final Rule upgrading Federal Motor Vehicle Safety Standard Number 208. In this advanced air bag rule, significant changes were specified in the frontal occupant protection requirements for light passenger vehicles. These changes were to be phased in over several years. These changes included adding requirements for protecting small adult female occupants, adding requirements to minimize the risk of deploying air bags to out-of-position (OOP) children and small adult occupants, increasing the requirements for belted occupants, and reducing the test speed for the unbelted 50th percentile male occupants. For the past two years, NHTSA’s SCI office has been researching crashes involving of vehicles equipped with advanced air bag systems. The purpose of this effort was to keep the Agency and manufacturers informed of the real world performance of these advanced systems. This paper discusses the protection afforded the occupants in vehicles equipped with these systems, also known as Certified Advanced 208 Compliant (CAC) systems. Since data collection is ongoing, this paper is limited to those crashes that were researched in the SCI program. Topics covered in this paper include: case selection criteria; make and model applicability; age/sex of front seat occupants; airbag deployment stage; safety belt usage; event data recorder (EDR) download applicability; damage severity; injury outcomes in the selected cases; and sample case data. Completed SCI case studies are available via the World Wide Web at www.nhtsa.dot.gov. See the “SCI DATA AVAILABILITY” section at the end of this paper for further details. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Air bags KW - Case studies KW - Crash injuries KW - Crash investigation KW - Evaluation and assessment KW - Federal Motor Vehicle Safety Standards KW - FMVSS 208 KW - Out of position (Vehicle occupants) KW - Small adults KW - Smart air bags KW - Special Crash Investigations program KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0386-O.pdf UR - https://trid.trb.org/view/815431 ER - TY - CONF AN - 01066412 AU - Subramanian, Rajesh AU - National Highway Traffic Safety Administration TI - The Effect of Occupancy on the Rollover Propensity of Passenger Vehicles PY - 2005/06 SP - 6p AB - This paper provides a statistical assessment of the effect of occupancy on the rollover propensity of passenger vehicles such as cars, sport utility vehicles (SUVs), minivans, pickup trucks and 15-passenger vans. A logistic regression model has been built to predict the probability of rollover as an outcome of a single vehicle crash, based on occupancy as well as various other vehicle, crash and driver-related factors. The model uses all police-reported crash data from selected states over the period from 1994 to 2001 from the National Highway Traffic Safety Administration's (NHTSA’s) State Data System (SDS). The metric used to compare the relative risk of rollover among the vehicles is the probability of rollover conditional on a single vehicle crash having occurred. A binary logit model is estimated using the Maximum Likelihood (ML) approach. The resulting parameter estimates and test-statistics are used to assess significance of the explanatory variables and to estimate the probability of rollover for plausible scenarios. The analysis has shown that occupancy, along with speed and road geometry, has significant effect on rollover propensity. While the overall pattern points to an increasing risk of rollover with increasing occupancy in all passenger vehicle categories, the magnitude of increase varies significantly among the vehicle classes. In fact, the increase in the modeled risk of rollover from nominal (driver only) occupancy to full occupancy is most pronounced for 15-passenger vans followed by minivans, SUVs, pickup trucks and cars. Apart from the relative risks at nominal and full payloads, there is also a wide disparity in the predicted probabilities of rollover at various occupancies between the vehicles. In fact, on high-speed roads at full occupancy, 15-passenger vans depict the highest risk of rollover, followed by SUVs, pickup trucks, minivans and passenger cars, in that order. Charts depicting predicted probabilities by occupancy for various hypothetical scenarios of crash factors are presented for each vehicle class. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Automobiles KW - Geometric design KW - Logits KW - Maximum likelihood method KW - Minivans KW - Pickup trucks KW - Regression analysis KW - Rollover crashes KW - Single vehicle crashes KW - Speed KW - Sport utility vehicles KW - Statistical analysis KW - Vans KW - Vehicle occupancy UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0197-O.pdf UR - https://trid.trb.org/view/809323 ER - TY - CONF AN - 01066411 AU - Mazzae, Elizabeth N AU - Goodman, Michael J AU - Garrott, W Riley AU - Ranney, Thomas A AU - National Highway Traffic Safety Administration TI - NHTSA's Research Program on Wireless Phone Driver Interface Effects PY - 2005/06 SP - 7p AB - Studies have shown that wireless phone use while driving contributes to crashes. To address this phenomenon the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) designed research to assess the impact of wireless phone use on driving behavior and performance. This research focused on the examination of the effects of interface type (i.e., hand-held versus hands-free) on driving performance. Unconstrained, on-road research examined drivers’ wireless phone use in a real-world setting. Research using the National Advanced Driving Simulator (NADS) examined the effects of wireless phone use on driving performance in a controlled environment. Research findings highlighted the impact of wireless phones on driving performance and behavior. The results of the on-road study indicated that phone use alters drivers’ attention, as evidenced by changes in patterns of eye glance behavior. However, the variability of driving conditions observed in this study hindered the identification of specific patterns of degraded driving behavior. Although hands-free interfaces allow drivers to steer using both hands, in practice drivers were observed to steer using two hands quite infrequently during routine driving as well as during hands-free phone use. In the more controlled laboratory study, the authors found that phone use degraded driving performance, including measures of vehicle control and car following. There were also differences between interfaces. Specifically, handheld phone interfaces were shown to interfere with steering and lane position variability more than hands-free interfaces, however the hand-held interface was associated with faster dialing times and fewer dialing errors than the hands-free interfaces. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Attention KW - Behavior KW - Car following KW - Cellular telephones KW - Driver vehicle control KW - Driver vehicle interfaces KW - Drivers KW - Field studies KW - Handheld devices KW - Laboratory studies KW - Lane position KW - National Advanced Driving Simulator KW - Performance KW - Steering UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0375-O.pdf UR - https://trid.trb.org/view/813077 ER - TY - CONF AN - 01066410 AU - Fildes, Brian AU - Linder, Astrid AU - Douglas, Clay AU - Digges, Kennerly AU - Morgan, Richard M AU - Pintar, Frank A AU - Yogandan, Narayan AU - Gabler, Hampton Clay AU - Duma, Stefan M AU - Stitzel, Joel D AU - Bostrom, Ola AU - Sparke, Laurie AU - Smith, Stuart AU - Newland, Craig AU - National Highway Traffic Safety Administration TI - Occupant Protection in Far Side Crashes PY - 2005/06 SP - 6p AB - Regulations and interventions to protect far side occupants in side impact crashes do not currently exist, even though these occupants account for up to 40% of harm in real world side impact crashes. To address this, a comprehensive international research program has been assembled involving many of the world’s experts in side impact protection and biomechanics. Seven work-tasks are outlined for conducting this research, which is due to be completed by the end of 2007. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Biophysics KW - Crash injury research KW - Far-side occupants KW - Occupant protection devices KW - Side crashes UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0299-O.pdf UR - https://trid.trb.org/view/813161 ER - TY - CONF AN - 01066409 AU - Jordan, Acen AU - Bish, Jack AU - National Highway Traffic Safety Administration TI - Repeatability Testing of a Dynamic Rollover Test Fixture PY - 2005/06 SP - 7p AB - A new dynamic rollover test fixture, the Jordan Rollover System or JRS, has been developed. This fixture has the ability of testing vehicles or bucks in a controlled manner with preset initial conditions including roll rate, drop height, roadway speed, contact yaw, pitch and roll, etc. The test vehicle is held between drop towers and dropped and rolled at a predetermined time to interact with a moving roadway. The vehicle can contact the roadway on either one or both sides of the roof. As the vehicle interacts with the roadway, the vehicle is supported laterally, in the direction of the moving roadway, and longitudinally and is free to rotate and move vertically without support. After contact with the roadway, the test specimen rotates to rest without any additional contacts. In order to examine the repeatability of the test fixture, a test buck was prepared. The test buck incorporates a replaceable roof structure approximating a production vehicle roof structure. The repeatable roof buck was tested with set parameters. During the tests, the crash pulse was measured utilizing on board instrumentation and load cells in the roadway. After each test, the roof was replaced. Examining the crash pulse between the tests and the initial conditions allowed the repeatability of the JRS to be determined. The JRS fixture was found to be highly repeatable. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Repeatability KW - Rollover crashes KW - Testing equipment KW - Vehicle roofs KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0362-O.pdf UR - https://trid.trb.org/view/809407 ER - TY - CONF AN - 01066408 AU - Svenson, Alrik L AU - Hac, Aleksander AU - National Highway Traffic Safety Administration TI - Influence of Chassis Control Systems on Vehicle Handling and Rollover Stability PY - 2005/06 SP - 12p AB - In this paper the influence of active chassis systems, in particular Electronic Stability Control (ESC) and Active Rear Steer (ARS), on vehicle limit handling and rollover stability is examined through vehicle testing. Effectiveness of ESC systems in influencing rollover stability in the National Highway Traffic Safety Administration (NHTSA) dynamic rollover test is first evaluated. Since there is no generally accepted objective and repeatable procedure for evaluating and quantifying vehicle handling as it relates to safety, a process of developing such a test procedure is described. Vehicle handling tests used in the automotive industry are briefly reviewed. The criteria used for selection of maneuvers that show the best potential and can characterize these aspects of handling, which affect safety, are described. A subset of the most promising maneuvers is selected. A step steer maneuver and an open loop maneuver with steering reversal are further developed through simulations and vehicle testing. A preliminary handling metric is described, which balances the aspects of handling influencing safety. Test results for both handling tests are presented, which compare performance of a vehicle with ESC and ARS systems enabled to a passive vehicle. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Active rear steer KW - Driving KW - Electronic stability control KW - Rollover crashes KW - Simulation KW - Steering KW - Vehicle tests UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0324-O.pdf UR - https://trid.trb.org/view/811347 ER - TY - CONF AN - 01066407 AU - Kiefer, Raymond J AU - Salinger, Jeremy AU - Ference, John J AU - National Highway Traffic Safety Administration TI - Status of NHTSA's Rear-End Crash Prevention Research Program PY - 2005/06 SP - 15p AB - This paper provides an update on two cooperative research projects being conducted under the National Highway Traffic Safety Administration’s (NHTSA's) Rear-End Crash Prevention Program. The first project is the General Motors-Ford Crash Avoidance Metrics Partnership (CAMP) Forward Collision Warning (FCW) work. Since 1995, this project has been aimed at defining and developing pre-competitive enabling elements to facilitate FCW system deployment. The second project is the General Motors-led Automotive Collision Avoidance System Field Operational Test (ACAS FOT), which aims to accelerate the deployment of active safety systems by integrating and field-testing vehicles outfitted with Adaptive Cruise Control (ACC) and Forward Collision Warning (FCW) systems. Results from the first CAMP FCW project played an important role in the development of the SAE J2400 Recommended Practice, “Human Factors in Forward Collision Warning Systems: Operating Characteristics and User Interface Requirements”. This paper discusses findings from the second CAMP FCW project, which was focused on evaluating and developing the FCW timing approach and examining drivers’ decision-making and avoidance maneuver behavior in rear-end crash scenarios. The closed-course, test track methodology employed allows safely placing naive drivers in realistic rear-end crash scenarios so that driver behavior can be observed. The human factors experimentation and key results from this project will be discussed in this paper. During the ACAS FOT project, a small fleet of vehicles was built and given to lay drivers for their personal use. Each driver had a vehicle for approximately four weeks, three of which had both the ACC and FCW features enabled. The collected data provided objective information about how the subjects used the system and its impact on their driving behavior. It also includes extensive subjective information collected through questionnaires, interviews, and focus groups. The system design, design and execution of the FOT, and highlights of results are discussed in this paper. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Autonomous intelligent cruise control KW - Behavior KW - Collision warning systems KW - Crash Avoidance Metrics Partnership KW - Crash avoidance systems KW - Field tests KW - Human factors engineering KW - Rear end crashes KW - System design KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0282-O.pdf UR - https://trid.trb.org/view/809636 ER - TY - CONF AN - 01066406 AU - Newstead, Stuart AU - Delaney, Amanda AU - Watson, Linda AU - Cameron, Max AU - Langwieder, Klaus AU - National Highway Traffic Safety Administration TI - Injury Risk Assessment from Real World Injury Outcomes in European Crashes and Their Relationship to EuroNCAP Test Scores PY - 2005/06 SP - 15p AB - Assessment of vehicle occupant injury outcomes from the analysis of real crash data is important not only for measuring the safety performance of particular vehicle models but also for monitoring the design improvements in vehicles over time. This paper describes the development and application of methods to assess driver injury risk and injury severity outcomes from the analysis of large police reported crash databases from two major European countries: France and Great Britain. Analysis of injury risk and severity has utilised a new method of analysis based on the paired comparison approach that corrects for inherent bias in the established methods whilst adjusting the injury risk and severity ratings for the influence of non vehicle factors such as occupant and crash characteristics. Outputs from the initial analysis are example vehicle safety ratings that could be developed and used for consumer information on relative vehicle occupant protection performance throughout Europe. A final focus of the study is to examine the relationship between the injury risk and severity ratings derived from the police crash data sources and the relative vehicle safety performance ratings published by EuroNCAP. Comparison is made both at the overall level and between real crash ratings based on specific crash configurations similar to those used in the EuroNCAP test protocol. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash data KW - Crash injuries KW - Crashes KW - European New Car Assessment Program KW - France KW - Injury severity KW - Occupant protection KW - Police reports KW - Risk assessment KW - United Kingdom KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0071-O.pdf UR - https://trid.trb.org/view/814789 ER - TY - CONF AN - 01066405 AU - Neubohn, Andre AU - Weiss, Christian AU - Keck, Frank AU - Kuhn, Andreas AU - National Highway Traffic Safety Administration TI - KISS – A Universal Approach to the Development and Design of Occupant Restraint Systems PY - 2005/06 SP - 13p AB - The competence of developing and assessing new features is one of the core tasks of car manufacturers. To satisfy this demand, Audi and Volkswagen started the KISS (key competence integrative safety systems) project. The main goal of KISS is to increase the development and assessment competence of occupant restraint systems throughout the complete development process, which consists of the actual vehicle, the occupants, the restraint systems, sensors, airbag control unit and the algorithm which is implemented to control the deployment of protective measures. Because KISS kicks in at the very beginning of the development process when essential properties are yet to be defined and boundary conditions are still fluid (e.g., package, system architecture), KISS is able to lay the groundwork for an effective and – concerning its complexity – controllable occupant restraint system. Along with conventional car and occupant simulations FEM crash simulations can also be increasingly used for the optimized placement of crash sensors and the computation of sensor signals. Using modern mathematical methods of signal classification, these signals are utilized to generate a first implementation of a crash classifying algorithm. Using stochastical and statistical methods the robustness of a solution can be assessed in a qualified way long before hardware for tests is actually available. The universal and integrative design of the system is driven by the requirements. Starting with the global request “Protect each occupant as well as possible in each crash situation” one can derive different requirements for the restraint systems, the control unit, the sensor system and the crash algorithm. KISS enables considerable acceleration of the entire development process. The realisation of new, innovative systems is only possible in close collaboration with system suppliers. A structured approach based, e.g., on the V-model starts with a detailed analysis of the requirements to be satisfied. Based on these requirements different solution concepts are created. One of the concepts is finally chosen and implemented. Despite the different focus of car manufacturers and system suppliers in the development process, it is crucial to build up overlapping areas of expertise and competence to jointly develop innovative, robust and cost-optimized solutions. This presentation gives a survey of the content, the interaction of the processes and technologies used in the KISS project and their impact on the future role allocation between OEM and system suppliers. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Algorithms KW - Crash sensors KW - Design KW - Development KW - Finite element method KW - Industries KW - Innovation KW - Restraint systems KW - Simulation KW - Suppliers UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0107-O.pdf UR - https://trid.trb.org/view/820596 ER - TY - CONF AN - 01066404 AU - Kuehn, Matthias AU - Froeming, Robert AU - Schindler, Volker AU - National Highway Traffic Safety Administration TI - Assessment of Vehicle Related Pedestrian Safety PY - 2005/06 SP - 9p AB - Against the background of upcoming intelligent safety systems, which also will have an impact on passive safety in general and on pedestrian safety in particular, all relevant technical measures have to be quantified in a combined way in order to find the most effective solutions. The article deals with the introduction of an assessment procedure called “Vehicle Related Pedestrian Safety - index” (VERPS-index). This test procedure is exemplarily applied to two very different cars. Furthermore, the effectiveness of the uplifting hood applied to the front of these two sample cars is quantified. This approach consists of four modules: accident analysis, numerical simulation of kinematic impact parameters, component tests, and quantification of pedestrian safety. Current European component tests use impact parameters which are set more or less independent of the vehicle shape. The authors propose to use numerical simulations in order to generate vehicle shape dependent test parameters. A weighting procedure based on accident statistics is applied to evaluate the relevance of each tested point on the front of the vehicle regarding its actual impact probability in real life. Thus, the VERPS-index is able to solve many of the disadvantages of a conventional component test compared to a full-scale test. Based on the VERPS-index the authors are able to show in detail how the pedestrian safety performance depends on the vehicle front shape and how it differs for adults and children. Technical measures like an uplifting hood can clearly improve the safety performance. However, their effectiveness strongly depends on the individual vehicle’s front geometry and differs for adults and children. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Adults KW - Children KW - Crash analysis KW - Hoods KW - Impact tests KW - Kinematics KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pop-up hoods KW - Simulation KW - Vehicle body components KW - Vehicle design KW - Vehicle front end UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0044-O.pdf UR - https://trid.trb.org/view/811335 ER - TY - CONF AN - 01066403 AU - Witteman, Willem AU - National Highway Traffic Safety Administration TI - Adaptive Frontal Structure Design to Achieve Optimal Deceleration Pulses PY - 2005/06 SP - 8p AB - To minimize the injury of car occupants during a frontal crash not only the restraint system must be optimized, but also the crash pulse generated by the vehicle structure. It is clear that a low velocity crash with full overlap requires less structure stiffness than a high velocity offset crash. Ideally for each serious crash situation the whole available deformation length must be used and all the impact energy must be absorbed without deforming the passenger compartment. For compatibility it is necessary to have a stiffer structure in case of a heavy opponent and a softer structure in case of a lighter opponent. This paper discusses possibilities to design an adaptive vehicle structure that can change the stiffness real time for optimal energy absorption in different crash situations. Besides that all the energy is absorbed, it is also important to manage the intensity during the crash time, because the resulting crash pulse has a large influence on the injury level. Especially at high crash velocities a stiff structure in the first phase of the crash followed by a softer part is effective but difficult to realize with traditional structures. Therefore a comparison between several energy absorbing methods is made and friction is found as the best controllable way for adaptable energy absorption. In a proposed new concept design the right amount of energy could be absorbed by means of friction generated by hydraulic brakes on two rigid backwards moving beams. In case of an offset or oblique crash a mounted cable system moves the missed beam backwards. With this new intelligent design with interactive control, an optimal vehicle deceleration pulse can be possible for each crash velocity independent on the struck car position, yielding the lowest levels of the occupant injury criteria, also in case of compatibility problems. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Adaptive impact absorption KW - Crash injuries KW - Deceleration KW - Energy absorption KW - Friction KW - Frontal crashes KW - Hydraulic brakes KW - Intelligent vehicles KW - Oblique impacts KW - Real time control KW - Stiffness KW - Vehicle design KW - Velocity UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0243-O.pdf UR - https://trid.trb.org/view/820389 ER - TY - CONF AN - 01066402 AU - Tamura, Atsutaka AU - Watanabe, Isao AU - Miki, Kazuo AU - National Highway Traffic Safety Administration TI - Elderly Human Thoracic FE Model Development and Validation PY - 2005/06 SP - 10p AB - Blunt impact to the anterior chest during frontal crash often causes sternum and rib fractures. In particular, several studies have reported that elderly people are susceptible to the complications following bony fractures mainly in the thoracic region, thereby, leading to high mortality and morbidity rates. These fractures are attributable to the reduced bone strength due to age-related osteoporosis. In this study, the authors developed a human thoracic FE model of the elderly occupant based on the 50th percentile male model, THUMS® (Total HUman Model for Safety) and the dynamic chest responses were validated during compression against experimental test data using postmortem human subject (PMHS) specimens under realistic loading conditions that would be experienced by vehicular occupants restrained by an air bag and a seat belt. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Aged KW - Aged drivers KW - Air bags KW - Cadavers KW - Crash injuries KW - Finite element method KW - Fractures (Anatomy) KW - Frontal crashes KW - Impact tests KW - Mathematical models KW - Osteoporosis KW - Ribs KW - Seat belts KW - Thorax KW - Total Human Model for Safety KW - Validation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0229-O.pdf UR - https://trid.trb.org/view/815184 ER - TY - CONF AN - 01066401 AU - Choi, Hyung Yun AU - Sah, Sung Jin AU - Lee, Bumsoo AU - Cho, Hyeon Seok AU - Kang, Sung Jae AU - Mun, Mu Seong AU - Lee, Inhyeok AU - Lee, Jinhee AU - National Highway Traffic Safety Administration TI - Experimental and Numerical Studies of Muscular Activations of Bracing Occupant PY - 2005/06 SP - 10p AB - Occupants who recognize the approaching crash tend to brace themselves. This reflexive muscular activation can affect the kinematics and kinetics of the occupant during the crash event but the mechanisms of potential muscle contraction in the car crash event remains poorly understood. A quantitative investigation of muscular activation has been attempted by utilizing dynamometer, sled and EMG devices with human volunteers. The experimental findings have been incorporated into the numerical investigation by utilizing a finite element model of the skeletal muscular structure of the human body. Eight male subjects were employed and the maximum amount of voluntary isometric muscular contraction for each limb joint at various joint angles was determined using a dynamometer and surface EMG. To mimic the approaching frontal crash and bracing, each volunteer was asked to brace himself when descending in the inclined sled system began. During bracing, steering wheel and pedal forces were measured as well as the EMG signals at the volunteer’s shoulder, elbow, wrist, knee and ankle joints. The pressure distributions between volunteer and seat back were also measured using a pressure mat. Simulation of muscle activation for the bracing occupant was performed using an optimization process for the joint muscle force calculations. The musculo-skeletal model with the optimized muscle parameters was utilized to validate its tensing behavior against the experimental results. The computed axial compressive loads on the steering wheel were respectively 144N and 178N for two sled heights, which correlates quite well with the average value of test measurements (121.7±46.6N and 151.1±78.9N). The computed reaction forces at pedal and seat back also exhibited quite good agreement with the test measurements. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Bracing (Vehicle occupant) KW - Crash injury research KW - Dynamometers KW - Human subject testing KW - Muscular forces KW - Musculoskeletal system KW - Occupant kinetics KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0139-O.pdf UR - https://trid.trb.org/view/812981 ER - TY - CONF AN - 01066400 AU - Garthe, Elizabeth AU - Mango, Nicholas AU - National Highway Traffic Safety Administration TI - Scene Triage Criteria Associated with Fatal Crashes and Potential for Use of Event Data Recorder (EDR) Data PY - 2005/06 SP - 12p AB - Millions of cars on the road today have Event Data Recorders (EDRs). A small percentage of cars currently have EDR data downloaded, typically hours or days after a motor vehicle crash (MVC). However, real time use of EDR data at the crash scene has the potential to save lives by providing additional quantitative information to emergency medical services (EMS) personnel in order to enhance the decisions they make on how and where to transport seriously injured persons (scene triage). This paper presents the results of a population-based statewide study of all individuals involved in a specific type of fatal level crash for an entire year. (This paper reports on a subset of crashes from a statewide study of all fatal crashes for one year.) Based on the data collected for each victim of the crash, triage criteria were recorded and then compared to the victim’s actual type of transport, (ground ambulance vs. air medical), injury severity, outcome, and hospital type (e.g., community hospital or trauma center). The triage criteria collected for these crashes, including “mechanism of injury” criteria, (e.g., speed of crash), were then compared to data possible to collect from EDRs to determine how often EDR data could potentially be used to complement and potentially enhance triage decision making. A key decision that must be made at the scene of a serious crash is whether or not the severity of the crash or injuries would warrant a request for air medical transport to a trauma center (instead of ground ambulance transport to a community hospital). For the study group 16% were transported to a trauma center by ground, 11% by air. From the study results, the paper discusses how the statewide use of quantitative real time EDR data could potentially enhance current triage guidelines. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Ambulances KW - Decision making KW - Emergency air medical transport KW - Emergency medical services KW - Event data recorders KW - Fatalities KW - Injury severity KW - Outcome (Medical treatment) KW - Real time information KW - Traffic crashes KW - Triage UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0445-O.pdf UR - https://trid.trb.org/view/809632 ER - TY - CONF AN - 01066399 AU - Kuppa, Shashi AU - Saunders, James AU - Fessahaie, Osvaldo AU - National Highway Traffic Safety Administration TI - Rear Seat Occupant Protection in Frontal Crashes PY - 2005/06 SP - 14p AB - Though a significant body of literature exists on the safety performance and effectiveness of various types of front seat occupant restraint systems, there is a paucity of data on the performance of rear seat occupant restraint systems. A research program was initiated to better understand rear seat restraint performance. Research included examining real world data using National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) and Fatality Analysis Reporting System (FARS) as well as conducting full frontal vehicle crashes into rigid barriers with dummies restrained in rear seats. Child dummies (Hybrid III 6 year-old) and adult dummies (Hybrid III 5th percentile female and 50th percentile male) were used for this purpose. The dummies were placed in rear outboard seats with lap/shoulder belts as well as in the center seating position where the lap/shoulder belts were integrated to the seat. A double-paired comparison study using FARS data files suggested that while occupants younger than 50 years of age benefit from sitting in rear seats in frontal crashes, restrained adult occupants older than 50 years are significantly better off in the front seats than the rear seats. The most injured body region for restrained children in rear seats is the head while that for restrained adults is the thorax. The major injury source for restrained occupants, not in child safety seats, is the seat belts while that for unrestrained occupants is the front seat back. The injury measures of restrained adult dummies in rear seats in frontal crash tests were generally higher than those of dummies of the same size in the driver and front passenger seat. The seat backs of integrated rear seats experienced excessive forward rotation in frontal crash tests, thereby causing the dummy’s head to hit the console or front seatback, resulting in high head and neck injury measures. The field and vehicle crash test data indicate that rear seat restraints could be further optimized to mitigate injury in frontal crashes for older rear seat occupants. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Age KW - Children KW - Crash injuries KW - Crashworthiness Data System KW - Dummies KW - Fatality Analysis Reporting System KW - Frontal crashes KW - Head KW - Hybrid III dummy KW - Impact tests KW - Injury severity KW - National Automotive Sampling System KW - Occupant protection devices KW - Rear seat occupants KW - Rigid barriers KW - Seat backs KW - Seat belts KW - Seating position KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0212-O.pdf UR - https://trid.trb.org/view/825912 ER - TY - CONF AN - 01066398 AU - Anderson, Robert AU - McLean, Jack AU - Dokko, Yasuhiro AU - National Highway Traffic Safety Administration TI - Determining Accurate Contact Definitions in Multi-Body Simulations for DOE-Type Reconstruction of Head Impacts in Pedestrian Accidents PY - 2005/06 SP - 12p AB - Crash reconstruction is sometimes used to study injury mechanisms and thresholds, but is often difficult because crash and model parameters are not known precisely. If simulation is used as part of the reconstruction process, then various Design-of-Experiment (DOE) tools may be easily applied to estimate response surfaces of the dependent variable (e.g. head acceleration), to a range of possible crash factors, subject to the validity of the model. This approach relies on the validity of the model’s characteristics over the range of likely crash conditions, meaning that non-linear aspects of the system will often need to be included. The contact between the head of a pedestrian and the hood of a car is an example of a nonlinear contact that is critical to the estimation of the variable of interest: the head impact severity (as measured by linear and angular acceleration or HIC, for example). This paper describes the reconstruction of four pedestrian collisions in which the effects of uncertainties in posture and impact speed on the estimation of a head impact severity were quantified. For each case, physical tests were conducted at lower, middle and upper estimates of head impact speed on a vehicle of the same make and model as the striking vehicle in the collision. The results of these tests were used to define a single non-linear contact characteristic in MADYMO that could reproduce the results of all three impact tests. This contact characteristic was then used in the simulation of the collision to estimate a likely range for the head impact severity. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Crash injury research KW - Crash reconstruction KW - Head KW - Impact speed KW - Impact tests KW - Injury severity KW - MADYMO (Computer program) KW - Pedestrian-vehicle crashes KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0175-O.pdf UR - https://trid.trb.org/view/815174 ER - TY - CONF AN - 01066397 AU - Takahashi, Yukou AU - Kikuchi, Yuji AU - Okamoto, Masayoshi AU - Akiyama, Akihiko AU - Ivarsson, Johan AU - Bose, Dipan AU - Subit, Damien AU - Shin, JaeHo AU - Crandall, Jeff AU - National Highway Traffic Safety Administration TI - Biofidelity Evaluation for the Knee and Leg of the Polar Pedestrian Dummy PY - 2005/06 SP - 13p AB - Biofidelity of the Polar-II pedestrian dummy lower extremity was assessed in a series of dynamic bending tests relative to published PMHS (Post Mortem Human Subject) response corridors. Dynamic 4-point lateral bending tests of the knee joint and dynamic 3-point lateral bending tests of the leg from the original version of the Polar-II dummy were performed under identical test conditions to the published PMHS tests that simulated car-pedestrian lower limb impact at 40 km/h. Although the force-deflection and moment-deflection responses of the leg were found to be biofidelic, the knee joint test results showed that the stiffness in lateral bending needed to be increased. Based on the test results, a modified version of the knee joint was designed and fabricated with increased lateral bending stiffness to improve response biofidelity. The modified knee joint was evaluated in the dynamic 4-point lateral bending test, and the test results were compared with the same human response corridors. It was found that the moment-angle response of the modified knee joint in valgus bending was significantly closer to those of human subjects compared to the original version. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Bending tests KW - Biofidelity KW - Cadavers KW - Dummies KW - Joints (Anatomy) KW - Knee KW - Leg KW - Lower extremities KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Simulation KW - Stiffness UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv19/05-0280-O.pdf UR - https://trid.trb.org/view/815188 ER - TY - CONF AN - 01066396 AU - National Highway Traffic Safety Administration TI - Proceedings - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV), Washington, D.C., June 6-9, 2005 PY - 2005/06 SP - v.p. AB - The Enhanced Safety of Vehicles (ESV) Program originated more than 30 years ago under the North Atlantic Treaty Organization (NATO) Committee on the Challenges of Modern Society, and was implemented through bilateral agreements between the Governments of the United States, France, the Federal Republic of Germany, Italy, the United Kingdom, Japan, and Sweden. The participating nations agreed to develop experimental safety vehicles to advance the state-of-the-art technology in automotive engineering and to meet periodically to exchange information on their progress. Since its inception the number of international partners has grown to include the governments of Canada, Australia, the Netherlands, Hungary, Poland, and two international organizations -- the European Enhanced Vehicle-safety Committee, and the European Commission. A representative from each country and organization serves as a Government Focal Point in support of the Conference. The technical papers included in this publication detail safety research efforts underway worldwide, and share the common international objective of reducing motor vehicle related fatalities and injuries. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Australia KW - Automotive engineering KW - Canada KW - Conferences KW - European Commission KW - European Enhanced Vehicle-Safety Committee KW - Experimental vehicles KW - Fatalities KW - France KW - Germany KW - Hungary KW - Injuries KW - International KW - Italy KW - Japan KW - Netherlands KW - Poland KW - Research KW - Sweden KW - Technological innovations KW - United Kingdom KW - United States KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/19th/ UR - https://trid.trb.org/view/809318 ER - TY - RPRT AN - 01008884 AU - National Highway Traffic Safety Administration TI - Turning the Corner...and Still Driving: A Review of Law Enforcement Programs Involving Older Driver Safety PY - 2005/06 SP - 26p AB - The aging population is presenting law enforcement with the rapidly expanding, complex issue of the "older driver." This guide is intended to help sheriffs and other law enforcement administrators identify and locate resources, develop and implement strategies, and train and equip personnel to effectively address concerns posed by older drivers in their communities. Section One provides background information on the subject. Section Two presents three case studies that illustrate how sheriffs are pioneering the effort to address this component of their service to communities. These representative programs can be replicated and tailored to suit local needs. Section Three identifies the keys to success of senior driver programs. Each component is important but dependent; together they work in tandem with the other elements, leading to overall success. KW - Aged drivers KW - Case studies KW - Guidelines KW - Law enforcement KW - Safety programs UR - https://trid.trb.org/view/765366 ER - TY - RPRT AN - 01008881 AU - Dischinger, Patricia C AU - Read, Kathleen M AU - Kufera, Joseph A AU - Kerns, Timothy J AU - Ho, Shiu M AU - Burch, Cynthia A AU - Jawed, Nafeesa AU - Burgess, Andrew R AU - University of Maryland, Baltimore AU - National Highway Traffic Safety Administration TI - Consequences and Costs of Lower-Extremity Injuries PY - 2005/06//Technical Report SP - 36p AB - This report provides details on many typical lower-extremity injuries (LEI) occurring in crashes and documents the resulting long-term consequences and costs. With increasing use of safety belts and the introduction of air bags within the last 10 years, there has been a relative increase in the significance of LEI in motor vehicle crashes. More occupants are surviving high-energy crashes due to the lower incidence and severity of head, thoracic, and abdominal injuries. Now many survivors are left with disabling LEI. Thus, LEI now are receiving greater attention. Among patients admitted to trauma centers following motor vehicle crashes, approximately 20% of drivers had a least one lower-extremity fracture. LEI from car crashes often involve articulating weight-bearing joints of the hip, knee, ankle, and foot. Fractures that involve weight-bearing surfaces frequently result in prolonged reductions in mobility and long-term impairment and disability. The disabling nature of these injuries currently is not properly reflected in their low scores on the most commonly used injury severity scales based on threat-to-life. The long-term impact of LEI, including the physical, psychosocial, and financial burden, cannot be determined at the time of hospital discharge, when outcome determinations are often made in most data collection systems. Many LEI require multiple surgeries, subsequent to initial hospital discharge, as well as rehabilitation. The long-term consequences and costs of LEI frequently deplete family finances and result in a myriad of psychosocial problems that impede return to pre-injury functioning. Many patients still exhibit problems related to their LEI at one year post-injury. KW - Ankle KW - Costs KW - Foot KW - Fractures (Anatomy) KW - Hip KW - Injuries KW - Injury severity KW - Knee KW - Long term recovery KW - Lower extremities KW - Psychological aspects KW - Rehabilitation (Medical) KW - Traffic crashes UR - https://trid.trb.org/view/763775 ER - TY - RPRT AN - 01008880 AU - Walz, Marie C AU - National Highway Traffic Safety Administration TI - Trends in the Static Stability Factor of Passenger Cars, Light Trucks, and Vans PY - 2005/06//Technical Report SP - 39p AB - Rollover crashes kill more than 10,000 occupants of passenger vehicles each year. As part of its mission to reduce fatalities and injuries, since model year 2001, the National Highway Traffic Safety Administration (NHTSA) has included rollover information as part of its New Car Assessment Program (NCAP) ratings. One of the primary means of assessing rollover risk is the static stability factor (SSF), a measurement of a vehicle's resistance to rollover. The higher the SSF, the lower the rollover risk. This report tracks the trend in SSF over time, looking in particular at changes in various passenger vehicle types. Data are presented for overall fleet average SSFs by vehicle type over a number of model years. Passenger cars, as a group, have the highest average SSF, and these have remained high. Sport utility vehicles (SUVs) have substantially improved their SSF values over time, especially after model year 2000, whereas those of pickup trucks have remained consistent over the years. Minivans showed considerable improvement since they were first introduced, while full-size vans showed a small but steady improvement. In model year 2003, the sales-weighted average SSF was 1.41 for passenger cars, 1.17 for SUVs, 1.18 for pickup trucks, 1.24 for minivans, and 1.12 for full-size vans. KW - Automobiles KW - Consumer information KW - Light trucks KW - Minivans KW - New Car Assessment Program KW - Pickup trucks KW - Rollover crashes KW - Sport utility vehicles KW - Static stability KW - Static stability factor KW - Trend (Statistics) KW - Vans UR - https://trid.trb.org/view/763766 ER - TY - RPRT AN - 01008874 AU - Liu, Cejun AU - Chen, Chou-Lin AU - Subramanian, Rajesh AU - Utter, Dennis AU - National Center for Statistics and Analysis TI - Analysis of Speeding-Related Fatal Motor Vehicle Traffic Crashes PY - 2005/06//Technical Report SP - 73p AB - This study analyzes speeding-related motor vehicle traffic fatal crashes using the National Highway Traffic Safety Administration's (NHTSA's) Fatality Analysis Reporting System (FARS). Of interest are characteristics of drivers that are speeding as well as the extent of this problem in the states. The analysis is presented along major categories of interest that are likely to affect speeding like environmental, behavioral and vehicle-related factors. A separate section discusses the extent of speeding-related crashes by state. KW - Behavior KW - Fatalities KW - Fatality Analysis Reporting System KW - Highway design KW - Motor vehicles KW - Rural areas KW - Speeding KW - States KW - Traffic crashes KW - Urban areas UR - http://www.cid.army.mil/documents/Safety/Current%20Focus/Speeding%20Related%20Fatal%20Motor%20Vehicle%20Traffic%20Crashes.pdf UR - https://trid.trb.org/view/763754 ER - TY - RPRT AN - 01007219 AU - Mason-Dixon Polling & Research, Incorporated TI - DRIVE FOR LIFE: Annual National Driver Survey PY - 2005/06 SP - 22p AB - This poll was conducted from June 8 through June 12, 2005. A total of 1,100 randomly selected licensed drivers were interviewed nationwide by telephone. The margin for error was plus or minus 3%. The survey addressed the following: type of vehicle driven; vehicle characteristics that drivers value (e.g., safety, fuel efficiency); how drivers feel behind the wheel (e.g., threatened, aggravated); seat belt use; driving practices; driver testing (of already licensed drivers); teen drivers; and demographics (age, race or ethnicity, gender, and region - Northeast, Midwest, South or West). KW - Age groups KW - Behavior KW - Drivers KW - Driving KW - Ethnic groups KW - Gender KW - High risk drivers KW - Midwestern States KW - Northeastern United States KW - Psychological aspects KW - Race KW - Retesting KW - Seat belt use KW - Southern States KW - Surveys KW - Teenage drivers KW - United States KW - Vehicle characteristics KW - Vehicle classification KW - Western States UR - http://www.safedrivingtest.com/press_releases/05mdpoll.pdf UR - https://trid.trb.org/view/763301 ER - TY - RPRT AN - 01007212 AU - Sundeen, Matt AU - National Conference of State Legislatures TI - CMV Safety: 2004-2005 State Legislative Update PY - 2005/06 SP - 27p AB - This report outlines federal requirements for state Commercial Driver's License (CDL) programs and summarizes the legislative activity tracked in the National Conference of State Legislatures' (NCSL's) Commercial Vehicle Database from January 2004 to December 2004. The appendix summarizes all Commercial Motor Vehicle (CMV) safety-related bills in 2004. In addition, the report contains information about 2005 state Motor Carrier Safety Improvement Act of 1999 (MCSIA) and U.S.A. Patriot Act legislation and provides a chart that tracks all state MCSIA compliance legislation that has passed since 2001. KW - Commercial drivers KW - Commercial vehicle operations KW - Driver licensing KW - Highway safety KW - Legislation KW - Motor Carrier Safety Improvement Act of 1999 KW - States KW - U.S.A. Patriot Act UR - https://trid.trb.org/view/763122 ER - TY - RPRT AN - 01007197 AU - Snellgrove, Carol A AU - Repatriation General Hospital AU - Australian Transport Safety Bureau TI - Cognitive Screening for the Safe Driving Competence of Older People with Mild Cognitive Impairment or Early Dementia PY - 2005/06 SP - 50p AB - With a predictable relationship between driving safety and mild cognitive impairment (MCI) or early dementia yet to be firmly established, this project aimed first to describe the on-road driving performance of a group of older people with MCI or early dementia, and second to validate a new cognitive screening instrument, the Maze Task, developed to indicate the likely competence of older drivers with MCI or early dementia. 115 community-dwelling older drivers with MCI or early dementia were recruited through their association with the Memory Clinic, Repatriation General Hospital (RGH). Participants completed the Maze Task, and immediately thereafter, a standardized on-road driving test. 70% of participants failed the on-road test, most broke an important road law, and nearly half required physical intervention to prevent a car crash. Almost 50% of those with MCI failed the driving test, while 75% of those with early dementia failed the same test. On-road driving faults were related to poor planning and observation skills, an inability to monitor and control the speed of the car, poor car positioning, confusion with pedals, and a lack of anticipatory or defensive driving. These results raise concern about the safe driving competence of older drivers with MCI or early dementia, and highlight the need for cognitive screening of driving ability. The Maze Task was found to be simple, brief to administer and score, and safe and acceptable to study participants. Maze Task scores were not influenced by sociodemographic variables. The association between the Maze Task and known measures of attention, visuoconstructional skills, and executive functions of planning and foresight may explain its predictive validity. That is, the Maze Task discriminated with high accuracy those participants who passed the on-road test from those who failed the same test. Cognitive screening of older drivers in the primary care setting, with the Maze Task, requires further investigation. KW - Aged drivers KW - Cognitive impairment KW - Competence KW - Dementia KW - Driving tests KW - Human subject testing KW - Performance KW - Screening tests UR - http://www.infrastructure.gov.au/roads/safety/publications/2005/pdf/cog_screen_old.pdf UR - https://trid.trb.org/view/763045 ER - TY - RPRT AN - 01007192 AU - Nilsson, Malin AU - Swedish National Road and Transport Research Institute (VTI) TI - Health Risk Aspects and Comfort of Infants in Infant Seats for Cars PY - 2005/06 SP - 88p AB - Infant safety seats--the child safety seats for the youngest children, from newborn up to 13 kg--have saved many lives since they became available in Sweden in the beginning of the 80s. Since then the question has been if there are any long-term health effects on infants in car seats. The purpose of this study was to describe the basis for the statements regarding long-term health effects of letting infants sit longer periods in infant safety seats. To find out more about the vibrational environment and comfort in infant seats, vibration measurements were performed on infant safety seats installed in three different ways. A literature review and interviews with pediatricians, nurses and physiotherapists show that a recommendation including a specified time is not relevant. Vibration measurements show that the infant safety seats in contrast to automobile seats amplify vibrations with frequencies between 1 and 25 Hz. KW - Child restraint systems KW - Comfort KW - Health KW - Infants KW - Interviewing KW - Literature reviews KW - Measurement KW - Risk assessment KW - Sweden KW - Vibration UR - https://trid.trb.org/view/763682 ER - TY - SER AN - 01003486 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Safety Belt Use Impacts Hospitalization Outcomes PY - 2005/06 IS - 298 SP - 2p AB - Approximately every two years the National Highway Traffic Safety Administration conducts a national telephone survey to monitor the public's attitudes, knowledge, and self-reported behavior regarding safety belts, child safety seats, air bags, crash injury experience, and emergency medical services (EMS). The 2003 survey consisted of two questionnaires, each administered to a randomly selected sample of about 6,000 persons age 16 or older. This Traffic Tech briefly summarizes some of the findings on crash injury experience and EMS. Findings are also reported concerning stopping at a crash scene and wireless phones. KW - Attitudes KW - Behavior KW - Cellular telephones KW - Emergency medical services KW - Hospitalization KW - Injuries KW - Knowledge KW - Public opinion KW - Seat belt use KW - Stopping to help at scene of traffic accident KW - Surveys KW - Traffic crashes UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.d5b3205929db510baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=fb3a0590626c5010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=1A&trafficTechYearSelect=2005&overrideViewName=Report UR - https://trid.trb.org/view/759829 ER - TY - SER AN - 01003476 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - There Is Broad Support for Air Bags, Despite Safety Concerns PY - 2005/06 IS - 297 SP - 2p AB - Approximately every two years the National Highway Traffic Safety Administration conducts a national telephone survey to monitor the public's attitudes, knowledge, and self-reported behavior regarding occupant protection devices (safety belts, child restraints, air bags). The 2003 survey consisted of two questionnaires, each administered to a randomly selected sample of about 6,000 persons age 16 and older. This Traffic Tech briefly summarizes the findings concerning air bags. In 2003, 77% reported air bags in their primary vehicles, compared to 67% in late 2000. A driver and front seat passenger air bag were usually present, with some vehicles having air bags in other locations within the vehicle as well. About 87% of those surveyed said they would prefer to have air bags in their next vehicle, compared to 78% in 2000. Approximately 53% said they felt safer in motor vehicles with air bags than in motor vehicles without air bags. The overwhelming majority of the public (95%) knew that the presence of air bags does not substitute for safety belt use. Females (47%) were more likely to have concerns about the safety of air bags than were males (37%). The majority of the public believed that an adult sitting in the front seat would somewhat likely or very likely be injured by an air bag that deployed in a normal manner. Children were considered particularly vulnerable to injury from air bags. KW - Air bags KW - Attitudes KW - Behavior KW - Children KW - Injuries KW - Knowledge KW - Public opinion KW - Seat belt use KW - Surveys KW - Vehicle safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Traffic%20Tech%20Publications/Associated%20Files/TT297.pdf UR - https://trid.trb.org/view/759828 ER - TY - SER AN - 01003473 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Laboratory Study of Hands-Free Conversations in a Driving Simulator PY - 2005/06 IS - 296 SP - 2p AB - A study conducted for the National Highway Traffic Safety Administration examined whether the distracting effects of having a conversation while driving diminish with practice. Thirty subjects in three age categories, who had previously used cell phones while driving, were tested in a driving simulator. To simulate the cognitive demands of a hands-free cellular phone conversation, subjects participated in discussions with an experimenter who was outside the room. Conversations involved either math computations or emotionally-involved discussions. It was concluded that driving and conversing can be distracting when both tasks are very demanding. However, even then there is evidence of learning to combine the two tasks. The actual amount of learning and its implications for actual driving remain to be determined. KW - Age KW - Cellular telephones KW - Cognition KW - Distraction KW - Drivers KW - Driving KW - Driving simulators KW - Human factors KW - Human subject testing KW - Learning KW - Practice KW - Traffic safety UR - http://www.nhtsa.gov/About+NHTSA/Traffic+Techs/current/Laboratory+Study+of+Hands-Free+Conversations+in+a+Driving+Simulator UR - https://trid.trb.org/view/759826 ER - TY - SER AN - 01003479 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Evaluation of Maine's Lower BAC Limit for Convicted OUI Offenders PY - 2005/06 IS - 295 SP - 2p AB - This Traffic Tech briefly summarizes the findings of a study by Mid-America Research Institute that examined Maine's lower blood alcohol concentration (BAC) limit for convicted Operating under the Influence of Intoxicants (OUI) offenders. In 1988 Maine lowered its BAC limit for convicted OUI offenders from .10 to .05 for a period of two months post-conviction. The law mandated an administrative license suspension but did not establish .05 as a criminal offense. In 1995, Maine revised its lower BAC law and reduced the limit for convicted OUI offenders to .00 BAC for one year after a first offense. Adjudication and sanctioning are conducted through an administrative process. The study examined (a) Maine's process of detecting and arresting convicted OUI offenders driving with alcohol in their systems and (b) analyses of recidivism and crash data. It was found that the lower BAC law for OUI offenders does not seem to have created significant procedural or processing problems in Maine. Little impact on recidivism was found. Convicted OUI offenders in fatal crashes, as a percent of all drivers in fatal crashes, decreased by 45%, from 12.9% to 7.1% after 1988 (p=.059), and decreased still more after 1995. The lower BAC limit for convicted OUI offenders seems to be an important element in Maine's effort to decrease alcohol-impaired driving. KW - Blood alcohol levels KW - Drunk drivers KW - Evaluation and assessment KW - Fatalities KW - Impacts KW - Laws KW - Recidivism KW - Repeat offenders KW - Traffic crashes KW - Traffic law enforcement KW - Zero tolerance UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.d5b3205929db510baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=499e2a47255c5010VgnVCM1000002c567798RCRD&orderTrafficTechSelect=1A&trafficTechYearSelect=2005&overrideViewName=Report UR - https://trid.trb.org/view/759825 ER - TY - JOUR AN - 01007206 JO - AUTOCAR PB - HAYMARKET MAGAZINES LTD TI - Ethanol-Powered Cars: Drink Driving (Ethanol is cheap to make, can be used in petrol engines and cuts CO2 emissions. What's the catch, asks Hilton Holloway) PY - 2005/05/10 VL - 244 IS - 6 (5638) SP - pp 68-69 AB - While ethanol is a drinkable form of alcohol, it is also a renewable fuel. When blended with petrol, it markedly reduces carbon dioxide, carbon monoxide, nitrogen oxides, hydrocarbons, volatile organic compounds, and particulate matter emissions. It can be stored and dispensed by the same filling station infrastructure that we have today and there's no need for secondary fuel tanks. A standard-issue internal combustion engine can easily be modified to run on ethanol/petrol mixtures containing 25% or greater amounts of ethanol. This article looks at Sweden's use of ethanol fuel. By 2008, 25% of Swedish filling stations will offer ethanol and there are already tax incentives in place. Stockholm's congestion and parking charges will be dropped for ethanol-powered cars. Sweden is already running 100% super-clean, carbon-neutral, ethanol-powered buses. Saab sells a biopower version of the 9-5 that runs on any mix of petrol and ethanol. KW - Alternate fuels KW - Automobiles KW - Biomass fuels KW - Biopower technology KW - Carbon dioxide KW - Carbon monoxide KW - Ethanol KW - Exhaust gases KW - Hydrocarbons KW - Incentives KW - Nitrogen oxides KW - Particulates KW - Saab automobile KW - Sweden KW - Transit buses KW - Volatile organic compounds UR - https://trid.trb.org/view/763003 ER - TY - RPRT AN - 01584079 AU - Bryant, Susan AU - Glynn, Richard J AU - Grube, Karl AU - Lillis, Robert P AU - Manuel, Greg AU - Tsosie, Rebecca AU - National Highway Traffic Safety Administration TI - State of Montana: Impaired Driving Assessment, May 22-27, 2005 PY - 2005/05 SP - 100p AB - Montana has the highest alcohol fatality rate in the nation per vehicle miles traveled. During 2003, alcohol-related fatalities were approximately 49 percent of all fatalities and alcohol-related crashes were 9.4 percent of all crashes in the State. The Montana Department of Transportation, through its State Highway Traffic Safety Office (SHTSO), requested the National Highway Traffic Safety Administration's (NHTSA's) assistance in assessing the State's alcohol and drug impaired driving countermeasures program. State representatives expressed a particular interest in addressing Native American populations in the State. The Montana Impaired Driving Assessment was conducted in Helena, Montana from May 22-27, 2005. This report provides the findings and recommendations of the NHTSA Technical Assistance Team to the State of Montana. Report sections include: Strategic planning and program management, Prevention, Criminal justice system, and Alcohol and other drug misuse: screening, assessment, treatment and rehabilitation. KW - Countermeasures KW - Drunk driving KW - Evaluation and assessment KW - Fatalities KW - Impaired drivers KW - Jurisprudence and judicial processes KW - Laws and legislation KW - Montana KW - Native Americans KW - Recommendations KW - Strategic planning UR - http://ntl.bts.gov/lib/55000/55800/55889/HE5620_D72I63_2005.PDF UR - https://trid.trb.org/view/1377798 ER - TY - RPRT AN - 01108675 AU - Llaneras, Robert E AU - Singer, Jeremiah P AU - Bowers-Carnahan, Renae AU - Westat AU - National Highway Traffic Safety Administration TI - Assessment of Truck Driver Distraction Problem and Research Needs PY - 2005/05//Final Report SP - 84p AB - The issue of driver distraction associated with the use of in-vehicle devices in heavy vehicles was explored through interviews with truck drivers and safety regulators. In order to characterize some of the interface designs and better understand their interaction demands, a sample of commercially available in-vehicle devices was examined. The extent to which these devices conformed to available human factors guidelines and accepted practices was assessed analytically. Industry device design and evaluation practices were also explored via contacts with equipment suppliers and industry Original Equipment Manufactures. Truck driver distraction is perceived by many drivers and safety regulators to be a problem, although it is not generally viewed as a high priority issue. Fleet-based communication devices, which include text-based messaging functions, are widely available and used by the industry. These devices can potentially impose high levels of attentional demand if used while driving since they require numerous inputs and multi-line text displays which have been shown to impair driving performance. Manufacturers of these types of systems tend to provide the capability to restrict driver interactions with these systems while driving (e.g., lock-out the ability to read or send text messages); our interactions with drivers in our sample suggests that many organizations do not necessarily elect to fully implement these restrictions, and there is no uniformly adopted practice for dealing with these types of devices. Product developers and OEMs appear to involve drivers in product development and testing (primarily in order to ensure their products conform to the customers needs); however, objective testing to evaluate the attentional demands of devices may not be widely used. KW - Distraction KW - Driver information systems KW - Intelligent transportation systems KW - Telematics KW - Truck crashes KW - Truck drivers KW - Truck driving KW - Truck traffic KW - Trucking UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14260.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14260_files/14260.pdf UR - https://trid.trb.org/view/868580 ER - TY - RPRT AN - 01019112 AU - General Motors Corporation AU - National Highway Traffic Safety Administration TI - Automotive Collision Avoidance System Field Operational Test Final Program Report PY - 2005/05//Final Program Report SP - 111p AB - The Automotive Collision Avoidance System field operational test (or ACAS FOT) program was led by General Motors (GM) under a cooperative agreement with the U.S. Department of Transportation. This report summarizes the activities of the entire program, with an emphasis on efforts that occurred after the last program Annual Report. The ACAS system consisted of Adaptive Cruise Control (ACC) and Forward Collision Warning (FCW) systems that were developed and integrated by GM and Delphi Corporation in preparation for the FOT conducted by the University of Michigan Transportation Research Institute. The FOT involved exposing a fleet of 11 ACAS-equipped Buick LeSabre cars to 12 months of naturalistic driving (137,000 miles of driving were accumulated). The 96 test participants were lay drivers from southeastern Michigan who drove these cars as their personal vehicles for several weeks. Data gathered included over 300 data signals, including video samples of the forward driving scene and driver’s face. ACC was found to be benign from a traffic safety perspective. Both ACC and FCW reduced the occurrence of short (e.g., <1 sec) headways, with the ACC reductions being substantially more marked and robust across driving conditions. While incidents were found during manual driving 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 were unaffected by FCW presence. Questionnaire, interview, and focus group data indicated that ACC was widely accepted, whereas FCW acceptance was mixed. These data have suggested numerous methods for reducing the occurrence of FCW false alarms that should lead to broader FCW customer acceptability. KW - Acceptance KW - Adaptive control KW - Automobiles KW - Buick automobile KW - Crash avoidance systems KW - Cruise control KW - Driver support systems KW - Driving KW - Field tests KW - Focus groups KW - Highway safety KW - Intelligent transportation systems KW - Interviewing KW - Operations KW - Questionnaires KW - Rear end crashes KW - Traffic safety UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14244.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14244/pages/14244.pdf UR - https://trid.trb.org/view/775589 ER - TY - SER AN - 01008876 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Thiriez, Kristin K AU - Ferguson, Eric AU - Subramanian, Rajesh TI - 12 & 15 Passenger Vans Tire Pressure Study: Preliminary Results PY - 2005/05 IS - HS-809 846 SP - 6p AB - A study was conducted by the National Highway Traffic Safety Administration's (NHTSA's) National Center for Statistics and Analysis (NCSA) to determine the extent of underinflation and observe the tire condition in 12- and 15-passenger vans. This Research Note presents a summary of the findings in the following areas: background, sample design, data collection methodology, special equipment for data collection, analysis, results, and conclusion. The study found a very high percentage of large vans have significantly underinflated tires, a much larger percentage than passenger cars. This suggests a need for better van tire safety awareness. Various possible countermeasures to poor tire pressure are suggested. KW - 12- and 15-passenger vans KW - Awareness KW - Countermeasures KW - Tire pressure KW - Underinflation (Tires) KW - Vehicle maintenance KW - Vehicle safety UR - http://ntl.bts.gov/lib/30000/30100/30126/809846.pdf UR - https://trid.trb.org/view/763756 ER - TY - RPRT AN - 01008873 AU - National Highway Traffic Safety Administration TI - Parts-Marking Quick Reference Guide for the Law Enforcement Community: Year 2005 PY - 2005/05 SP - 44p AB - The National Highway Traffic Safety Administration has developed this annual guide to provide the law enforcement community with a concise reference tool to help identify passenger motor vehicles that the agency has determined are likely to be stolen and also to assist law enforcement in their prosecution and motor vehicle theft prevention efforts. This guide is a quick-reference, comprehensive summary of the vehicles that are subject to the parts-marking requirements or that have been installed with an antitheft device as standard equipment. This guide lists each of the selected vehicles by manufacturer and vehicle nomenclature. This guide also identifies whether the vehicle's major and/or replacement parts should be marked, which vehicles are exempted from the parts-marking requirements, the type of exemption granted (partial or full), and the production year(s) for which the exemptions apply. KW - Antitheft devices KW - Guidelines KW - Law enforcement KW - Motor vehicles KW - Parts marking requirements KW - Prosecution KW - Theft KW - Vehicle body parts UR - https://trid.trb.org/view/763753 ER - TY - RPRT AN - 01008870 AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - NCSA - NHTSA's National Center for Statistics and Analysis PY - 2005/05//Revised SP - 8p AB - This brochure describes the National Center for Statistics and Analysis (NCSA) of the National Highway Traffic Safety Administration (NHTSA). NCSA provides information, analysis, statistical support, technical assistance and guidance to NHTSA and the highway safety community through data collection, crash investigations, program evaluations, data analysis, and information dissemination. The brochure asks and answers the following questions: What data programs are conducted by NCSA? Are NCSA's data collection programs flexible? What does NCSA do to ensure the collection of complete, accurate, timely, and reliable data? What kinds of statistical analyses and reports does NCSA produce? How are NCSA data and analyses used? What benefits does NCSA provide? How can I obtain information from NCSA? KW - Accuracy KW - Benefits KW - Brochures KW - Data collection KW - Highway safety KW - Information dissemination KW - Information services KW - National Center for Statistics and Analysis KW - Reliability (Statistics) KW - Reports KW - Research KW - Statistical analysis UR - https://trid.trb.org/view/763750 ER - TY - RPRT AN - 01007226 AU - Shrank, Michael AU - Pettis, Leslie AU - Woodrooffe, John AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Trucks Involved in Fatal Accidents Codebook 2001 (Version May 25, 2005) PY - 2005/05//Special Report Task A SP - 130p AB - This report provides one-way frequencies for all the vehicles in the University of Michigan Transportation Research Institute's file of Trucks Involved in Fatal Accidents (TIFA), 2001. The 2001 TIFA file is a census of all medium and heavy trucks involved in a fatal accident in the United States. The TIFA database provides coverage of all medium and heavy trucks recorded in the Fatality Analysis Reporting System (FARS) file. TIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the truck from the TIFA survey. KW - Crash data KW - Databases KW - Fatalities KW - Fatality Analysis Reporting System KW - Heavy duty trucks KW - Medium trucks KW - Surveys KW - Truck crashes KW - Trucks Involved in Fatal Accidents KW - United States UR - https://trid.trb.org/view/763040 ER - TY - RPRT AN - 01007205 AU - Matteson, Anne AU - Blower, Daniel F AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Evaluation of North Carolina Crash Data Reported to MCMIS Crash File PY - 2005/05//Special Report SP - 38p 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 examines the sources of underreporting for the state of North Carolina. MCMIS Crash file records were matched to the North Carolina Police Accident Report (PAR) file to determine the nature and extent of reporting. Overall, North Carolina submitted 48.2% 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 63.3% for fatal crashes, 49.4% for injury cases, and 47.1% for tow/disabled accidents. Two-axle trucks are reported only 15.7% of the time, while tractor semitrailers and truck tractors each have reporting rates over 81%. Buses are only reported 9.9% of the time. Interstate vehicles were reported at a rate of 73.6%, compared with 40.3% for vehicles with in-state license plates. The highway patrol reported 58.2% of cases they covered compared with 35.4% for the local police. Although North Carolina's data collection system is comprehensive, it appears that issues connected with identifying the target vehicle as a commercial motor vehicle (CMV) is preventing all MCMIS-eligible vehicles from being identified. Officers are less likely to recognize smaller vehicles and those operating in-state as CMVs, and thus do not record the CMV variables for these cases. Evidence suggests that failure to fill out the CMV section of the PAR form results in such cases not being submitted to the MCMIS Crash file. KW - Buses KW - Commercial vehicles KW - Crash data KW - Crash reports KW - Motor Carrier Management Information System KW - Motor carriers KW - North Carolina KW - Police KW - State highway patrol KW - Tractor trailer combinations KW - Trucks KW - Underreporting UR - https://trid.trb.org/view/763218 ER - TY - RPRT AN - 01000743 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation, H-05-09 PY - 2005/04/27 SP - 3p AB - This safety recommendation, addressed to Mr. Stephen F. Campbell, Executive Director, Commercial Vehicle Safety Alliance, addresses the identification and appropriate use of speed-restricted tires on motorcoaches. The National Transportation Safety Board recommends that the Commercial Vehicle Safety Alliance revise the "North American Standard Out-of-Service Criteria" to provide guidance on inspecting and examining tires to ensure that they have the proper speed rating for a vehicle's intended use. KW - Buses KW - Commercial Vehicle Safety Alliance KW - Guidelines KW - Inspection KW - Recommendations KW - Tires UR - https://trid.trb.org/view/756514 ER - TY - RPRT AN - 01000768 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation, H-05-02 through -05 PY - 2005/04/27 SP - 7p AB - These safety recommendations, addressed to the Honorable Annette M. Sandberg, Administrator, Federal Motor Carrier Safety Administration, address issues involved in the safe operation of motorcoaches. The National Transportation Safety Board makes the following safety recommendations to the Federal Motor Carrier Safety Administration: (H-05-02) Develop and distribute educational materials for nontraditional commercial vehicle owners, such as church groups, on how to comply with the Federal Motor Carrier Safety Regulations and, at a minimum, post the materials on the Federal Motor Carrier Safety Administration Web site; (H-05-03) Revise the Federal Motor Carrier Safety Regulations appendix G to subchapter B, "Minimum Periodic Inspection Standards," Part 10: "Tires," Section A(5) and B(7), to include inspection criteria and specific language to address a tire's speed rating to ensure that it is appropriate for a vehicle's intended use; (H-05-04) Conduct a study on the safety effectiveness of the self-inspection and certification process used by motor carriers to comply with annual vehicle inspection requirements and take corrective action, as necessary; and (H-05-05) Develop a method for inspecting motorcoach passenger seat mounting anchorages and revise the Federal Motor Carrier Safety Regulations appendix G to subchapter B, "Minimum Periodic Inspection Standards," to require inspection of these anchorages. KW - Anchorages KW - Buses KW - Certification KW - Compliance KW - Education KW - Inspection KW - Motor carriers KW - Owner operators KW - Recommendations KW - Regulations KW - Seats KW - Tires KW - U.S. Federal Motor Carrier Safety Administration KW - Vehicle safety UR - https://trid.trb.org/view/756505 ER - TY - RPRT AN - 01000765 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation, H-05-06 through -08 PY - 2005/04/27 SP - 5p AB - These safety recommendations, addressed to Ms. Linda Lewis-Pickett, President and Chief Executive Officer, American Association of Motor Vehicle Administrators, address the adequacy of State and Federal oversight of motor carriers, the identification and appropriate use of speed-restricted tires on motorcoaches, and the criteria for State and Federal annual inspections of motorcoach passenger seating anchorage points. The National Transportation Safety Board makes the following recommendations to the American Association of Motor Vehicle Administrators: (H-05-06) Develop, and disseminate to the States, model language for title and registration applications to alert applicants to the Federal definition of a commercial vehicle and to the need to contact the Federal Motor Carrier Safety Administration for guidance on obtaining a U.S. Department of Transportation number and on determining the applicability of Federal safety regulations to their vehicle; (H-05-07) Revise your "Vehicle Inspection Handbook: Trucks, Buses, and Trailers" to provide guidance on inspecting and examining tires to ensure that they have the proper speed rating for a vehicle's intended use; (H-05-08) Develop a method for inspecting motorcoach passenger seat mounting anchorages and revise your "Vehicle Inspection Handbook: Trucks, Buses, and Trailers" to include the inspection procedures. KW - American Association of Motor Vehicle Administrators KW - Anchorages KW - Buses KW - Guidelines KW - Handbooks KW - Inspection KW - Motor carriers KW - Oversight KW - Recommendations KW - Registration KW - Regulations KW - Seats KW - Tires UR - https://trid.trb.org/view/756513 ER - TY - RPRT AN - 01000762 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation, H-05-10 and -11 PY - 2005/04/27 SP - 5p AB - These safety recommendations, addressed to Mr. John Russell, Chief Executive Officer, Neoplan USA Corporation, address inspections of motorcoach passenger seating anchorage points and performance standards for motorcoach passenger seating anchorages. The National Transportation Safety Board makes the following safety recommendations to Neoplan USA Corporation: (H-05-10) Include information in your motorcoach owner's and maintenance manuals that fully informs owners of the necessity of, and proper procedures for, checking passenger seat anchorage securement through routine inspections; and (H-05-11) Until the National Highway Traffic Safety Administration develops performance standards for passenger seat anchorages in motorcoaches, substantially increase the load capacity of the passenger seat anchor systems in your newly manufactured motorcoaches so that the seats will not become detached during frontal impact collisions, side impact collisions, rear impact collisions, and rollovers. KW - Anchorages KW - Bearing capacity KW - Buses KW - Crashes KW - Inspection KW - Manuals KW - Neoplan USA Corporation KW - Performance KW - Recommendations KW - Seats KW - Standards UR - https://trid.trb.org/view/756517 ER - TY - RPRT AN - 01000750 AU - Rosenker, Mark V AU - National Transportation Safety Board TI - National Transportation Safety Board Safety Recommendation, H-05-01 PY - 2005/04/27 SP - 3p AB - This safety recommendation, addressed to the Honorable Jeffrey W. Runge, M.D., Administrator, National Highway Traffic Safety Administration, addresses the issue of performance standards for motorcoach passenger seating anchorages. The National Transportation Safety Board recommends that the National Highway Traffic Safety Administration develop performance standards for passenger seat anchorages in motorcoaches. KW - Anchorages KW - Buses KW - Performance KW - Recommendations KW - Seats KW - Standards KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/756503 ER - TY - ABST AN - 01490024 TI - Biomechanical Research Support AB - This agreement has previously included research that involved rear impact sled testing and pediatric brain modeling. Current efforts involve the development of a human surrogate torso model that was first developed under a separate military-based funding and is currently per this agreement being updated for use in automotive crash evaluations. KW - Biophysics KW - Crash injuries KW - Crashes KW - Dummies KW - Impact tests KW - Rear end crashes KW - Sled tests UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Research%20In%20Progress/files/BiomechanicalResearchSupport.pdf UR - https://trid.trb.org/view/1259571 ER - TY - RPRT AN - 01008872 AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System: Fatal Crash Data Overview PY - 2005/04//Revised SP - 6p AB - This brochure addresses the following questions: What is the Fatality Analysis Reporting System (FARS)? How does FARS work? What data are included in FARS? What uses can be made of FARS data? What is the availability of FARS data? How is personal information in FARS data protected? KW - Brochures KW - Crash data KW - Data analysis KW - Data availability KW - Data protection KW - Fatalities KW - Fatality Analysis Reporting System UR - https://trid.trb.org/view/763752 ER - TY - JOUR AN - 01007234 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Yoshida, Hidehisa AU - Nagai, Masao AU - Kamada, Takayoshi AU - Shimozato, Yuya TI - Experiment and Design of Advanced Brake Assist System for Active Interface Vehicle Based on Driver's Gas Pedal Operation PY - 2005/04 VL - 26 IS - 2 SP - pp 237-243 AB - This paper proposes a new advanced brake assist system which considers the driver's ability and characteristics of gas pedal operation. It uses both external and internal sensors, such as laser radar and pedal sensors. By applying this assist system, it is expected that the free running distance can be effectively reduced before the driver steps on the brake. KW - Brake assist system KW - Braking KW - Crash avoidance systems KW - Driver support systems KW - Laser radar KW - Sensors UR - https://trid.trb.org/view/763206 ER - TY - JOUR AN - 01007232 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Kawakami, Ayao AU - Hase, Hiroyuki AU - Mizone, Tetsuya AU - Hirai, Hideki AU - Horinouchi, Kenji AU - Mizuno, Yoichi AU - Suzuki, Haruyuki TI - Predictions of the Temperature Dependency of Braking Distance Using Bench Tests PY - 2005/04 VL - 26 IS - 2 SP - pp 157-162 AB - Since it is known that vehicle braking distance depends on the road surface temperature, this study looked at several factors that could conceivably have a major effect on the braking distance. The authors focused attention on the viscous elasticity characteristics of the tire tread compound and developed a method of predicting the braking distance performance over a wide range of road temperatures, based on the results of the viscous elastic characteristics bench testing of the tread compound and also a minimum amount of actual vehicle testing. A comparison of predicted results and actual vehicle test results verified that the temperature dependence of the braking distance showed the same tendencies in both cases. Thus, the authors established a prediction method for braking distance which is applicable over a wide range of road temperatures using a bench test of tread rubber properties. KW - Bench testing KW - Braking performance KW - Mathematical prediction KW - Rubber compounds KW - Surface temperature KW - Tires KW - Vehicle performance KW - Viscoelasticity UR - https://trid.trb.org/view/763158 ER - TY - JOUR AN - 01007228 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Omae, Manabu AU - Hashimoto, Naohisa AU - Sugamoto, Takuya AU - Shimizu, Hiroshi TI - Measurement of Driver's Reaction Time to Failure of Steering Controller during Automatic Driving PY - 2005/04 VL - 26 IS - 2 SP - pp 213-215 AB - This study was concerned with the driver's behavior during automatic driving. Driver reaction time was measured when the steering wheel of a vehicle suddenly and abnormally rotated during automatic driving. KW - Automatic driving KW - Behavior KW - Failure KW - Reaction time KW - Steering systems UR - https://trid.trb.org/view/763182 ER - TY - JOUR AN - 01007227 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Yamada, Muneo AU - Ueda, Koji AU - Horiba, Isao AU - Tsugawa, Sadayuki AU - Yamamoto, Shin TI - Road Surface Condition Detection Technique Based on Image Taken by Camera Attached to Vehicle Rearview Mirror PY - 2005/04 VL - 26 IS - 2 SP - pp 163-168 AB - A road surface condition detection technique is explained in this paper. It is based on an image taken by a camera attached to the rearview mirror of a vehicle. The technique detected features related to water and snow on a road surface, and could be used during the day or at night. The determination of water on the road is made by obtaining the polarization property from the image. The determination of snow on the road is made by image texture analysis. Field tests were conducted to verify the detectability of road surface condition on an expressway at an average speed of 100 km/h. Favorable results were obtained. KW - Average travel speed KW - Cameras KW - Daylight KW - Detection and identification KW - Expressways KW - Field tests KW - Image analysis KW - Night KW - Polarization KW - Snow KW - Texture KW - Wet pavements UR - https://trid.trb.org/view/763163 ER - TY - JOUR AN - 01007222 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Soma, Hitoshi AU - Shiraishi, Yasuhiro AU - Watanabe, Takayuki AU - Takada, Yuji AU - Takae, Yasuhiko TI - Trust in Low-speed Adaptive Cruise Control Systems - Analysis of Trust Structure PY - 2005/04 VL - 26 IS - 2 SP - pp 211-212 AB - In driver assist systems, cooperation between the human user and the system is important. The trust of the human user in the system is a factor in promoting cooperation. The authors have been researching trust in low-speed adaptive cruise control systems and have found that the degree of trust fluctuates dynamically. The objective of this paper was to clarify the psychology of trust. Some subjective evaluation factors that may affect the degree of trust were examined by factor analysis. KW - Autonomous intelligent cruise control KW - Driver support systems KW - Drivers KW - Factor analysis KW - Psychological aspects KW - Trust (Psychology) UR - https://trid.trb.org/view/763181 ER - TY - RPRT AN - 01007221 AU - Bingham, C Raymond AU - Eby, David W AU - Hockanson, Heather M AU - Greenspan, Arlene I AU - University of Michigan Transportation Research Institute AU - Michigan Department of Community Health AU - Centers for Disease Control and Prevention TI - Factors Influencing the Use of Booster Seats: A Statewide Survey of Parents PY - 2005/04//Final Report SP - 56p AB - This study gathered telephone interview data on attitudes, knowledge and motivations regarding booster seat use from a representative stratified random sample of parents with children between the ages of 4 and 8 years living in the state of Michigan. Interviews were completed between December 1 and December 15, 2005, with parents of children in 350 households. Due to demographic differences between this sample and the National Household Travel Survey (NHTS), weights were calculated using NHTS data, and both unweighted and weighted analyses were conducted. No differences were found between the conclusions drawn from the weighted and unweighted analyses; therefore, unweighted results were reported. Analyses examined the sample, overall, part-time booster seat users, and booster seat non-users. Numerous differences were identified based on parental sex and booster seat use. Results indicated that the lack of legislation mandating booster seat use was a key variable determining level of use and the motivation to use booster seats. Nearly 70% of part-time users said that they used booster seats because they believed it was the law. Similarly, 60% of part-time and non-booster seat users said that they would be more likely to use booster seats if use were mandated by law, with non-users being more than three times as likely as part-time users to agree that a law would increase their booster seat use. Finally, over 90% of part-time and non-booster seat users said it would be easier for them to use booster seats if a law required it, and non-users were almost three times more likely than part-time users to agree that a law would make use easier. The need for booster seat laws, issues of social equity, and implications for intervention were discussed. KW - Attitudes KW - Booster seats KW - Child restraint systems KW - Equity (Justice) KW - Intervention KW - Interviewing KW - Knowledge KW - Legislation KW - Michigan KW - Motivation KW - Parents KW - State laws KW - Surveys KW - Utilization UR - https://trid.trb.org/view/763630 ER - TY - JOUR AN - 01007220 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Kondo, Yoshinori AU - Kobayashi, Shinji AU - Moriguchi, Yuichi TI - Analysis of Variation in Exhaust Emissions Near an Intersection Based on Vehicle Emission Data PY - 2005/04 VL - 26 IS - 2 SP - pp 151-155 AB - An investigation was conducted of the exhaust gas emissions near an intersection and how they varied according to different ways of going through the intersection (turning right or left or going straight, with and without stopping) by using an on-board measurement system equipped with gas sensors and a Global Positioning System receiver. The emission factors were found to greatly depend on whether the vehicle was idling while waiting to go through the intersection. Emission factors for driving patterns with long idling times were around 10 times larger than those without idling. KW - Engine idling KW - Exhaust gases KW - Global Positioning System KW - In vehicle sensors KW - Intersections KW - Left turns KW - Right turns KW - Stopping KW - Through traffic UR - https://trid.trb.org/view/763144 ER - TY - JOUR AN - 01007215 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Takae, Yasuhiko AU - Etori, Nariaki AU - Watanabe, Takayuki AU - Kubo, Noriharu AU - Yoshitsugu, Noritoshi AU - Miyake, Shinji TI - A Study of a Physiological Index for Evaluating Driver's Mental Workload PY - 2005/04 VL - 26 IS - 2 SP - pp 217-219 AB - Various studies were conducted on a PC-based simulator to identify physiological indices that are sensitive to changes in mental workload. The results confirmed that, when mental workload changes, a response can be observed in the tissue blood volume of the nose tip of the test subjects. This paper presents the results of experiments that were conducted to examine whether similar blood volume responses would appear under simulated driving conditions. The results confirmed that the tissue blood volume level was reduced by the increased mental workload imposed by the execution of a subsidiary task, suggesting that the tissue blood volume level can serve as an index for evaluating driver mental workload. KW - Drivers KW - Driving simulators KW - Experiments KW - Mental workload KW - Physiological aspects KW - Tissue blood volume UR - https://trid.trb.org/view/763183 ER - TY - JOUR AN - 01007208 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Sasaki, Masakazu TI - Hybrid Vehicle Technology - Current Status and Future Challenges - Effect of Hybrid System Factors on Vehicle Efficiency PY - 2005/04 VL - 26 IS - 2 SP - pp 111-115 AB - It is the general view in Japan, Europe and North America that hybrid vehicles are a promising energy efficient and low carbon dioxide (CO2) emission vehicle for possible use in the near future. Thus, attention is focused on the development of hybrid vehicles and the verification of their potential. Hybrid vehicle technology has progressed with a great effect on vehicle efficiency, fuel economy and the reduction of CO2 emissions. The efficiency of the future hybrid vehicles under development within the New Energy and Industrial Technology Development Organization (NEDO) Advanced Clean Energy Vehicle Project (ACE) has reached over 45%. The efficiency of these hybrid vehicles is approaching that of advanced fuel cell hybrid vehicles (FC-HVs). Therefore, well to wheel efficiency and CO2 emission levels of these hybrid vehicles have improved by a greater margin than the advanced FC-HVs. Key technologies are high performance motor/generators, new batteries/capacitors and advanced hybrid system configurations/mechanisms with advanced electronic control systems. KW - Carbon dioxide KW - Exhaust gases KW - Fuel conservation KW - Hybrid vehicles KW - Technological innovations KW - Technology KW - Vehicle efficiency UR - https://trid.trb.org/view/763125 ER - TY - JOUR AN - 01007199 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Fukada, Takafumi AU - Sekiyama, Shigeo AU - Nakashima, Kenrou AU - Suzuki, Teruhiko AU - Itou, Hikaru TI - Development of a CNG Ceramic Engine Hybrid Truck PY - 2005/04 VL - 26 IS - 2 SP - pp 123-127 AB - A series-type hybrid light duty truck with a compressed nitrogen gas (CNG) ceramic engine was selected for this project, which involved development of various electric control systems. The hybrid truck features a heat insulated ceramic engine, an exhaust energy recovery system, a small-scale high-speed generator/motor, and a brake energy recovery system using electric double layer capacitors. When compared to a conventional diesel truck running under the M15 mode, the hybrid truck's fuel economy improved up to 200% and carbon dioxide (CO2) emission decreased by up to 50% or more. KW - Carbon dioxide KW - Ceramic engines KW - Compressed natural gas KW - Control systems KW - Energy recovery systems KW - Fuel conservation KW - Hybrid vehicles KW - Light trucks UR - https://trid.trb.org/view/763130 ER - TY - JOUR AN - 01007195 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Kamosaka, Mitsunobu AU - Kawamura, Hideo AU - Igaki, Yoshihisa TI - Permanent Magnet Generator with Mechanical Controller PY - 2005/04 VL - 26 IS - 2 SP - pp 143-146 AB - The power generating efficiency of conventional automotive generators is about 50%. To install vehicles with larger high-power generators that are able to satisfy electrical demand would be difficult. This research project created a generator that uses a permanent magnet (PM) for the rotor and incorporates a new mechanical controller that obtains a generating efficiency of 90% and is capable of maintaining a constant voltage. An air-gap controller between the rotor and the stator was adapted to control the magnetic force in order to adjust the voltage to changes in speed and load. KW - Automotive engineering KW - Economic efficiency KW - Generators KW - Mechanical controllers KW - Permanent magnets UR - https://trid.trb.org/view/763142 ER - TY - RPRT AN - 01007193 AU - Quraishi, A Y AU - Mickalide, A D AU - Cody, B E AU - National SAFE KIDS Campaign TI - Follow the Leader: A National Study of Safety Role Modeling among Parents and Children PY - 2005/04 SP - 12p AB - A gap between parents' intentions in setting safety rules and their ability to exact compliance with those rules from their children may be one reason why children continue to be afflicted by unintentional injury. This study explores the concept that both observation of a behavior and the perceived consequence of that behavior affect a child's imitation of the behavior. The report focuses on three of the leading causes of injury-related child mortality (motor vehicle occupant injury, pedestrian injury and drowning) and one of the leading causes of child morbidity (bicycle injury). Through a national poll of parents and their children about safety-related knowledge, attitudes and behavior, coupled with observational research of pedestrian safety practices at the community level, this study aims to improve the understanding of safety role modeling in families. KW - Attitudes KW - Behavior KW - Bicycle crashes KW - Children KW - Consequences KW - Highway safety KW - Parents KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Role models KW - Surveys KW - Traffic crashes UR - https://trid.trb.org/view/763025 ER - TY - JOUR AN - 01007191 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Cheng, Bo AU - Taniguchi, Tetsuo AU - Hatano, Tadashi AU - Matsushima, Kazuo TI - Characteristics of Driver Behavior in Car-Following PY - 2005/04 VL - 26 IS - 2 SP - pp 191-199 AB - Driver behavior was investigated in an expressway experiment in which four subjects were requested to follow a lead vehicle while driving as usual. It was found that the subjects followed a similar pattern, based on multiple objectives, in making decisions with regard to driving behaviors. The behaviors were mainly determined by information directly related to the car-following task. Relative speed was regarded as more important than headway distance. It was also found that the subjects intentionally relaxed control of headway distance to avoid an increase in workload and a decrease of riding comfort. KW - Behavior KW - Car following KW - Comfort KW - Decision making KW - Drivers KW - Experiments KW - Headways KW - Relative speed KW - Workload UR - https://trid.trb.org/view/763178 ER - TY - JOUR AN - 01007190 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Yasui, Yuji AU - Shimojo, Kanako AU - Saito, Mitsunobu AU - Tamagawa, Hiroshi TI - Accurate Engine Speed Control Using Adaptive Disturbance Observer PY - 2005/04 VL - 26 IS - 2 SP - pp 137-141 AB - Improving the shift quality of automatic transmissions requires accurate engine speed control. This becomes more difficult, however, as engine load changes and as engines age. Conventional controls cannot ensure accurate controllability. A control system composed of a sliding-mode controller and an adaptive disturbance observer was designed and applied to engine speed control to address these issues. The new control system has high robustness against changes in engine dynamics and an excellent ability to suppress overshoot. In addition, it provides accurate and rapid engine speed control under all engine conditions. KW - Automatic transmissions KW - Control systems KW - Engine operation KW - Engine speed KW - Robustness UR - https://trid.trb.org/view/763141 ER - TY - JOUR AN - 01007188 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Taguchi, Toshiyuki AU - Sakakibara, Kiyomi TI - Estimation of Driver's State of Tension PY - 2005/04 VL - 26 IS - 2 SP - pp 201-206 AB - With regard to the prevention of traffic accidents, driver support systems adaptive to the operational ability of an individual driver are necessary. Driving ability depends on internal factors of the driver such as mental tension. The aim of this study was to develop an estimation system for the driver's state of tension. For real time estimation of mental tension, driver steering operation and head motion were examined as indices of tension adaptiveness. It was confirmed that steering operation and head motion were complementary indices, and both correlated with the reaction time of a driver during driving tasks in simulated driving conditions. KW - Drivers KW - Driving simulators KW - Estimating KW - Head motion range KW - Prevention KW - Reaction time KW - Safety KW - Steering KW - Stress (Psychology) UR - https://trid.trb.org/view/763179 ER - TY - JOUR AN - 01007187 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Besselink, I J M AU - Pacejka, H B AU - Schmeitz, A J C AU - Jansen, S T H TI - The MF-Swift Tyre Model: Extending the Magic Formula with Rigid Ring Dynamics and an Enveloping Model PY - 2005/04 VL - 26 IS - 2 SP - pp 245-252 AB - The Magic Formula tyre model is typically used in vehicle handling simulations. This paper summarises developments which extend the validity range of the Magic Formula to higher frequencies, short wavelength excitation and rolling over arbitrary three dimensional obstacles. This new tyre model has been validated extensively using experimental results which show that the extended demands can be met. Examples are given, illustrating that the new tyre model can be used successfully in areas normally not associated with a Magic Formula tyre model. KW - Driving KW - Mathematical models KW - Simulation KW - Tires KW - Vehicle dynamics UR - https://trid.trb.org/view/763207 ER - TY - RPRT AN - 01007186 AU - Marcy, Natalie AU - Rutherford, George AU - Consumer Product Safety Commission TI - Powered Scooter Special Study, 7/1/03-6/30/04 PY - 2005/04 SP - 50p AB - A new product, gaining in popularity, is the powered scooter. A noted increase in powered scooter-related emergency room-treated injuries prompted the U.S. Consumer Product Safety Commission to conduct a study to learn more about the types of powered scooters involved and how people are getting injured. A telephone investigation was conducted of all National Electronic Injury Surveillance System (NEISS) emergency room-treated powered scooter injuries that occurred between 7/1/03 and 6/30/04. During this period, there were an estimated 13,185 emergency room-treated injuries reported for powered scooters. After reviewing the completed investigations, 10,015 of these injuries were determined to actually have involved powered scooters. Two-thirds of the injured persons were under 15 years of age and 59.3% were male. More of the scooters were reported to run on gasoline (55.3%) than off of a battery (37.3%). In preliminary estimates provided by Directorate for Economic Analysis staff, the 2003 annual sales of electric and gas powered scooters were approximately the same. Less than half of the victims were wearing helmets at the time of the accident (42.2%) and few were wearing additional safety equipment. Slightly less than half of the scooters were owned by the injured person (46.5%). The injury narratives were reviewed and hazard patterns were coded. The scooter directly contributed to the accident/injury in 19.6% of the injuries. Examples of scenarios included in this pattern are: brake failed to engage, victim was cut on a sharp edge, front wheel wobbling prior to the accident, handlebar came loose and detached, burned from touching a hot part of the gas powered scooter, etc. This is a high proportion of injuries in which something about the product contributed to the injury. KW - Age groups KW - Crashes KW - Electric batteries KW - Gasoline engines KW - Gender KW - Helmets KW - Injuries KW - National Electronic Injury Surveillance System KW - Powered scooters KW - Scooters KW - Statistics UR - http://www.cpsc.gov/library/foia/foia05/os/scooter.pdf UR - https://trid.trb.org/view/763019 ER - TY - JOUR AN - 01007185 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Amemiya, Ken AU - Horiuchi, Shinichiro TI - Bounded-Input Bounded-Output Stability Analysis of Vehicles Using Worst-Case Input PY - 2005/04 VL - 26 IS - 2 SP - pp 177-184 AB - There is a notion of stability for nonlinear systems called a Bounded-Input Bounded-Output (BIBO) stability. The BIBO stability requires that the system output will remain bounded for all time for any bounded input. This paper proposes a method to analyze the BIBO stability of vehicles using a worst-case evaluation methodology, which is proposed to evaluate the performance of dynamic systems under extreme conditions. In the proposed method, the worst-case steering and braking inputs that make the vehicle the most unstable are identified within the specified upper and lower limits of the inputs, and then the BIBO stability of vehicles is evaluated by means of the norm of vehicle output at the specified terminal time. A numerical optimization technique called a direct method is applied to find the worst-case inputs that maximize the vehicle output at the specified terminal time. The validity and usefulness of the proposed method is demonstrated through three case studies using a nonlinear eleven-degrees-of-freedom vehicle model. The results show that the proposed method makes possible the evaluation of the input-output vehicle stability in the nonlinear maneuvering region. KW - Braking KW - Case studies KW - Nonlinear systems KW - Stability (Mechanics) KW - Steering UR - https://trid.trb.org/view/763177 ER - TY - JOUR AN - 01007182 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Takano, Shuichi AU - Suzuki, Masahiro AU - Nagai, Masao AU - Taniguchi, Tetsuo TI - Study of a Vehicle Dynamics Model for Improving Roll Stability PY - 2005/04 VL - 26 IS - 2 SP - pp 169-176 AB - To analyze the effect of varying the center-of-gravity of a vehicle on the vehicle's dynamic characteristics, an experimental study was conducted using a large-sized truck both with and without a load. Both dynamic and static experiments were conducted to better understand how the vehicle behaves in realistic driving situations. Magnitudes and delays of various vehicle variables were examined. Also, simulation results from a 3DOF vehicle model were compared to the experimental results to determine whether it is a sufficient representation of a large-sized vehicle for situations in which experiments with an actual vehicle are not possible. KW - Center of gravity KW - Dynamic tests KW - Experiments KW - Mathematical models KW - Roll stability KW - Simulation KW - Static tests KW - Trucks KW - Vehicle dynamics UR - https://trid.trb.org/view/763167 ER - TY - JOUR AN - 01007180 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Masuda, Atsushi AU - Obata, Atsuomi TI - Research and Development of Hybrid Bus with DME Engine - Vehicle Performance and Characteristics of Hybrid System PY - 2005/04 VL - 26 IS - 2 SP - pp 117-121 AB - This paper describes the details regarding the latest technology of the hybrid system applied to the motor bus. This system was developed by combining a permanent-magnet type motor generator with a highly efficient capacitor. Through the use of a one-way clutch in the powertrain, the hybrid system has features in which vehicle kinetic energy can be collected with high efficiency, and the motor itself enables the vehicle to drive. This paper reports the test results of a hybrid bus mounted with a dimethyl ether (DME) engine. KW - Buses KW - Engine efficiency KW - Hybrid vehicles KW - Kinetic energy KW - Methyl ether KW - Vehicle performance KW - Vehicle tests UR - https://trid.trb.org/view/763127 ER - TY - JOUR AN - 01007179 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Lee, Kangwon AU - Peng, Huei TI - Design and Evaluation of Forward Collision Warning/Collision Avoidance Algorithms PY - 2005/04 VL - 26 IS - 2 SP - pp 227-235 AB - This paper reports the development of two new Collision Warning/Collision Avoidance (CW/CA) algorithms. A large-scale human driving database was utilized for the evaluation, optimization and design of the CW/CA algorithms. Two important concepts are introduced: a "scalable" numerical optimization algorithm for unbalanced data sets, and the concept of the Electronic Brake Light, which was found to significantly improve the performance of CW/CA algorithms. KW - Algorithms KW - Crash avoidance systems KW - Design KW - Evaluation KW - Optimization UR - https://trid.trb.org/view/763205 ER - TY - RPRT AN - 01000729 AU - National Highway Traffic Safety Administration TI - What's Your PSI? A Short Quiz to Test Your Knowledge of Tire Safety PY - 2005/04 SP - 8p AB - This pamphlet has a short quiz containing 5 questions to test your knowledge of tire safety. Answers are provided along with explanations. KW - Brochures KW - Tire pressure KW - Tire treads KW - Vehicle safety UR - https://trid.trb.org/view/756612 ER - TY - RPRT AN - 01374452 AU - Lerner, Neil AU - Boyd, Shelley AU - Westat, Incorporated AU - National Highway Traffic Safety Administration TI - On-Road Study of Willingness to Engage in Distracting Tasks PY - 2005/03//Task Report SP - 102p AB - This experiment addressed drivers’ willingness to engage in various sorts of potentially distracting tasks. Eighty-eight participants were equally distributed among four age groups: teen (16-17), young (18-24), middle (25-59), and older (60+).There were two parts to the data collection: an on-road portion and a take-home booklet portion. In the on-road portion, participants drove their own vehicles over a specified route. At selected points, the experimenter described a specific in-vehicle task. Participants rated how willing they would be to engage in that task at that time and place. Participants also rated how risky it would be to engage in that task at that time and place. Participants did not actually engage in the task. Eighty-one on-road situations were included, where a situation was the combination of a specific in-vehicle task and a specific driving location and maneuver. The in-vehicle tasks included various activities involving cell phones, PDAs, and navigation systems. The take-home booklet sought information about the participant’s familiarity with various in-vehicle technologies, additional situations for willingness and risk ratings, stated reasons underlying ratings, and self-ratings of certain aspects of driving behavior and decision-making style. Ratings of willingness and of risk were highly correlated and yielded essentially the same findings. Analyses examined in detail the relationship of willingness to engage in a task as a function of specific tasks, driver age and sex, driving maneuvers and roadway types, environmental factors, familiarity with the technology, and individual driver attributes related to driving style, decision style, and multitasking. Differences in willingness, risk perception, and stated reasons for ratings were seen among age groups. Willingness to engage in potentially distracting activities was also related to more general driver attributes of driving intensity and multitasking. KW - Age groups KW - Cellular telephones KW - Distraction KW - Drivers KW - In-vehicle navigation devices KW - In-vehicle technologies KW - Multitasking KW - Personal digital assistants KW - Risk taking UR - https://trid.trb.org/view/1142053 ER - TY - RPRT AN - 01095910 AU - Wierwille, Walter W AU - Lee, Suzanne E AU - DeHart, Maryanne C AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Enhanced Rear Lighting and Signaling Systems Project Final Report Emphasizing Task 3 Results: Test Road Experiment on Imminent-Warning Rear Lighting and Signaling PY - 2005/03//Task 3 Final Report SP - 174p AB - Task 3 of the Enhanced Rear Lighting and Signaling project was directed toward refinement and initial field testing of two “imminent-warning” signals. These signals are intended to direct the following driver’s visual glance to the lead vehicle as it brakes rapidly to a stop. The signals can also be used to warn of an impending rear-end crash. Task 3 consisted of a preliminary experiment and a main experiment. In the preliminary experiment, modifications to an alternating pair of lamps were tested in a static situation using human-factors experts. Results of the experiment indicated that use of greater drive voltage and kick voltage improved the attention-getting capability of the alternating pair. Results also showed that an alternating frequency of 4.0 Hz was optimal. Previously, the TCL (traffic clearing lamp) had been selected as the most promising imminent-warning signal. Consequently, in the main experiment, the TCL and the IAP (improved alternating pair) were compared to ordinary rear lighting. The main experiment was conducted on the Virginia Smart Road in Blacksburg, Virginia, using a surrogate vehicle (drawn by a lead vehicle) containing conventional lighting and the two new, imminent-warning lighting configurations. Seventy-two ordinary drivers, split into three groups, participated. Driver subjects were purposely distracted by in-vehicle tasks as the lead (surrogate) vehicle underwent hard braking. Responses were compared for the conventional and two enhanced lighting groups. Results showed improvements in brake activation times of 0.25 to 0.35 seconds, corresponding to 15 to 30 feet (4.6 to 9.1 m) of additional stopping distance for the enhanced lighting. The TCL was just slightly better than the IAP. The results also demonstrate a learning effect between the first and second exposures, with braking performance improving with second exposure. Other measures suggested the eyes are drawn to the forward view more quickly with the enhanced lighting. This report fully describes the experiments and results. It then recommends additional refinements and fleet testing because of the promise shown by the results thus far. KW - Brake lamps KW - Braking KW - Crash avoidance systems KW - Crash-imminent warning KW - Field tests KW - Reaction time KW - Rear lighting UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2005/Task_3_Results.pdf UR - https://trid.trb.org/view/855928 ER - TY - RPRT AN - 01000745 AU - Baer, Justin D AU - Cook, Andrea L AU - Baldi, Stephane AU - American Institutes for Research AU - National Highway Traffic Safety Administration TI - Motorcycle Rider Education and Licensing: A Review of Programs and Practices PY - 2005/03 SP - 236p AB - This report provides detailed information on current motorcyclist education and licensing programs in each State. The data contained in this report should be valuable to motorcycle safety practitioners, government officials, policy makers, and the general public as they review the practices of other States to inform their own. The report is organized into six sections. Following the introduction, a methodology section discusses the procedures employed by the American Institutes for Research to collect the data for this study. Next, a comparative section presents trends in rider education and motorcycle operator licensing across the 50 States and the District of Columbia. The following section presents comprehensive State-by-State data on all aspects of rider education and licensing. The report concludes with two appendices: a glossary of key terms and a table indicating the years from which the data were collected. KW - Driver education KW - Driver licensing KW - Motorcyclists KW - States UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/McycleRiderWeb/pages/index.htm UR - https://trid.trb.org/view/756606 ER - TY - SER AN - 01008883 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Womack, Katie N AU - De La Zerda, Sandra AU - Block, Alan W AU - Guzzetta, Carole S TI - Assessment of the NHTSA Standardized Child Passenger Safety (CPS) Training Course PY - 2005/03 IS - HS-809 885 SP - 8p AB - A Blue Ribbon Panel was convened in 1995 "to provide recommendations on ways to improve child safety seat compatibility, child passenger safety technology, and education." The Panel, which was composed of representatives from automobile, child restraint and safety belt manufacturers; physicians; and child passenger safety advocates, recommended development of a standardized course designed to teach the fundamentals of child safety seat (CSS) use to safety professionals and other interested parties. Individuals who successfully completed the course would then educate the public in using child restraint systems properly. An added goal was to produce consistency in CSS instruction across the different regions of the country. A team of CSS experts formed as part of the Patterns for Life initiative spent a year and a half developing and pilot testing a curriculum. The result, launched in 1998, was the National Highway Traffic Safety Administration (NHTSA) Standardized Child Passenger Safety Training Course, which was complemented by a certification process for technicians and technician instructors. This Research Note summarizes an assessment of the training course that was conducted by the Texas Transportation Institute of the Texas A&M University System. KW - Child restraint systems KW - Child safety KW - Curricula KW - Education and training KW - Evaluation and assessment KW - Standardization UR - http://www.nhtsa.dot.gov/people/injury/research/CPS_Assessment/index.html UR - https://trid.trb.org/view/765052 ER - TY - RPRT AN - 01008879 AU - National Highway Traffic Safety Administration TI - Bicycle Helmet Use Laws: Lessons Learned From Selected Sites PY - 2005/03 SP - 219p AB - This report presents the experiences of six jurisdictions [Austin, Texas; Jacksonville and Duval County, Florida; State of Maryland; State of Oregon; Port Angeles, Washington; and Seymour, Connecticut] in enacting and implementing bicycle helmet use laws. In brief, the report explores: the introduction, passage, and implementation of bicycle helmet use laws, with a focus on enforcement issues; significant factors in the passage and implementation of these laws; whether or not the effectiveness of these laws was being measured; and those factors that influenced whether or not these laws were evaluated. This report was designed to investigate some basic questions about bicycle helmet use laws: How do different facets of bicycle helmet use laws influence a law's effectiveness? Is the effectiveness of bicycle helmet use laws being measured? Which factors may be most significant in increasing the effectiveness of bicycle helmet use laws? Why do some jurisdictions evaluate their laws and others do not? In summary, what is working and why? This report does not offer definitive answers to these broad questions, but details the experiences of six jurisdictions as examples. KW - Austin (Texas) KW - Bicycle helmets KW - Duval County (Florida) KW - Evaluation and assessment KW - Implementation KW - Jacksonville (Florida) KW - Law enforcement KW - Laws KW - Maryland KW - Oregon KW - Post Angeles (Washington) KW - Seymour (Connecticut) UR - https://trid.trb.org/view/763763 ER - TY - SER AN - 01008878 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Decina, Lawrence E AU - Lococo, Kathy H AU - Block, Alan W TI - Misuse of Child Restraints: Results of a Workshop to Review Field Data Results PY - 2005/03 IS - HS-809 851 SP - 5p AB - During the course of a study of the misuse of child restraints, both the contractor and the National Highway Traffic Safety Administration (NHTSA) decided that there would be substantial benefit in bringing together the State site coordinators at the conclusion of the project to review the study results with NHTSA. This two-day workshop took place in December 2003 in Washington, DC. The workshop discussion is summarized in this Research Note. Also contained in the Research Note are workshop recommendations and the results of several additional analyses of the data beyond those contained in the contractor final report. These results include: type of restraint used by age, in 1-year intervals, of children weighing less than 80 lb; restraint use of children less than 80 lb by number of children (younger than 13 years of age) in the vehicle; restraint use of children less than 80 lb by socioeconomic category; and child restraint system critical misuse, by socioeconomic category, of children weighing less than 80 lb. KW - Child restraint systems KW - Data analysis KW - Field data KW - Misuse KW - Recommendations KW - Socioeconomic factors KW - Utilization KW - Workshops UR - http://ntl.bts.gov/lib/35000/35700/35738/809851.pdf UR - https://trid.trb.org/view/763760 ER - TY - RPRT AN - 01008871 AU - National Highway Traffic Safety Administration TI - Safety Belts and Older Teens--2005 Report PY - 2005/03 SP - 4p AB - Teens, defined as young people ages 16-20, have higher fatality and injury rates in motor vehicle crashes than any other age group. Safety belt use is one of the most effective measures to decrease injuries and deaths in a crash; unfortunately, teens are less likely to be buckled up than any other age group. This fact sheet contains statistics on teen drivers and information on how safety belts can safe lives and dollars, how safety belt laws can make a difference, and the effectiveness of safety belt enforcement programs. A list is provided of the organizations that support strong safety belt laws for teens. KW - Fatalities KW - Injuries KW - Law enforcement KW - Laws KW - Organizations KW - Seat belt use laws KW - Seat belts KW - Statistics KW - Teenage drivers KW - Traffic crashes UR - https://trid.trb.org/view/763751 ER - TY - RPRT AN - 01008868 AU - National Highway Traffic Safety Administration TI - The Detection of DWI Motorcyclists PY - 2005/03//Revised SP - 18p AB - The National Highway Traffic Safety Administration (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 - Brochures KW - Detection and identification KW - Drunk driving KW - Motorcyclists KW - Police KW - Police reports KW - Traffic law enforcement UR - https://trid.trb.org/view/763703 ER - TY - RPRT AN - 01000738 AU - Boyle, John M AU - Vanderwolf, Patricia AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2003 Motor Vehicle Occupant Safety Survey, Volume 4: Crash Injury and Emergency Medical Services Report PY - 2005/03 SP - 98p AB - The 2003 Motor Vehicle Occupant Safety Survey was the fifth in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). 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 8, 2003 and ended March 30, 2003. This report, Volume 4, presents the survey findings pertaining to crash injury and emergency medical services. Detailed information on the survey methodology, as well as copies of the questionnaires, are contained in the Volume 1 report. Nearly three-in-ten persons age 16 and older (27.4%) reported having been injured in a vehicle crash where they required medical attention. Approximately 16% of the total population, age 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 a safety belt at the time of the (most recent) crash were about twice as likely to be hospitalized from the crash-related injuries as those wearing safety belts. People have more concerns about stopping at the scene of a vehicle crash in 2003. However, virtually everyone said that they would call for help in situations where it was too dangerous to stop and provide assistance. The proportion of drivers who have a wireless phone with them when they drive has continued to increase. KW - Cellular telephones KW - Crash injuries KW - Data collection KW - Emergency medical services KW - First aid KW - Injury severity KW - Questionnaires KW - Seat belts KW - Surveys KW - Telephone KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/research/2003MVOSSVol4/images/1779EMS.pdf UR - https://trid.trb.org/view/756609 ER - TY - RPRT AN - 01000770 AU - Boyle, John M AU - Vanderwolf, Patricia AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2003 Motor Vehicle Occupant Safety Survey, Volume 3: Air Bags Report PY - 2005/03 SP - 59p AB - The 2003 Motor Vehicle Occupant Safety Survey was the fifth in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). 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 8, 2003 and ended March 30, 2003. This report, Volume 3, presents the survey findings pertaining to air bags. Detailed information on the survey methodology, as well as copies of the questionnaires, are contained in the Volume 1 report. The percentage of drivers with air bags in their primary vehicles has continued to increase. In 2003, 77% reported air bags in their primary vehicles, compared to 67% in 2000. The vast majority of the public (95%) understood that safety belts still needed to be worn even when the vehicle they were riding in had an air bag. Forty-three percent of the public had concerns about the safety of air bags. Despite the concerns, 83% of the public would prefer both driver and passenger air bags in their next vehicle, compared to 9% who would prefer not to have air bags in their next vehicle and 4% who were unsure what they would prefer. KW - Air bags KW - Data collection KW - Occupant protection devices KW - Questionnaires KW - Surveys KW - Telephone UR - http://www.nhtsa.dot.gov/people/injury/research/2003MVOP_Survey-vol3/images/2003MVOSSVol3.pdf UR - https://trid.trb.org/view/756608 ER - TY - RPRT AN - 01002103 AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Vehicle Safety Communications Project: Task 3 Final Report - Identify Intelligent Vehicle Safety Applications Enabled by DSRC PY - 2005/03//Final Report SP - 156p AB - The Crash Avoidance Metrics Partnership (CAMP) Vehicle Safety Communications Consortium (VSCC) comprised of BMW, DaimlerChrysler, Ford, GM, Nissan, Toyota, and Volkswagen, in partnership with USDOT, established the Vehicle Safety Communications (VSC) project to: estimate the potential benefits of communication-based vehicle safety applications and define their communications requirements; ensure that proposed DSRC communications protocols meet the needs of vehicle safety applications; investigate specific technical issues that may affect the ability of DSRC to support deployment of vehicle safety applications; and, estimate the deployment feasibility of communications-based vehicle safety applications. A comprehensive list of communications-based vehicle safety and non-safety application scenarios was compiled. More than 75 application scenarios were identified and analyzed resulting in 34 safety and 11 non-safety application scenario descriptions. Preliminary communications requirements were developed and an analysis of alternative wireless technologies was completed. Potential advantages of DSRC technology are the capability for 1) very low latency communications, and 2) transmission of broadcast messages. Each safety application scenario was further defined to include an initial estimate of potential safety benefits. Eight high potential benefit safety application scenarios were selected for further study: Traffic Signal Violation Warning, Curve Speed Warning, and Emergency Electronic Brake Lights, Pre-Crash Warning, Cooperative Forward Collision Warning, Left Turn Assistant, Lane Change Warning and Stop Sign Movement Assistance. These are representative of the range of communications requirements for vehicle safety applications. These scenarios were further analyzed and more detailed communications requirements were developed. Task 3 analysis suggests that DSRC is a potential enabler for a number of vehicle safety applications. KW - BMW AG KW - Brake lamps KW - Crash Avoidance Metrics Partnership KW - DaimlerChrysler AG KW - Dedicated short range communications KW - Deployment KW - Feasibility analysis KW - Ford Motor Company KW - Frontal crashes KW - General Motors Corporation KW - Highway curves KW - Intelligent transportation systems KW - Intelligent vehicles KW - ITS program applications KW - Lane changing KW - Left turns KW - Nissan Jidosha Kabushiki Kaisha KW - Pre-crash warning KW - Speed KW - Stop signs KW - Toyota Jidosha Kabushiki Kaisha KW - Traffic signals KW - Traffic violations KW - Vehicle safety KW - Volkswagenwerk KW - Warning systems KW - Wireless communication systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14136.htm UR - https://trid.trb.org/view/757708 ER - TY - RPRT AN - 01000766 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System, General Estimates System, 2003 Data Summary PY - 2005/03 SP - 32p AB - This pocket-size booklet contains selected data from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) for the year 2003. The 2003 FARS data file used for the statistics in this report was created in June 2004. The 2003 GES file used for the statistics in this report was also completed in June 2004. KW - Crash data KW - Data files KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injuries KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/756579 ER - TY - RPRT AN - 01000759 AU - National Highway Traffic Safety Administration TI - Strategies for Addressing the DWI Offender: 10 Promising Sentencing Practices PY - 2005/03 SP - 76p AB - The National Highway Traffic Safety Administration (NHTSA) held the National Driving While Intoxicated (DWI) Sentencing Summit at the National Judicial College on March 15-16, 2004, in Reno, Nevada. The purpose of the summit was to identify innovative sentencing practices that have been used successfully by courts in dealing with DWI offenders who have not been prevented from re-offending by traditional sentencing methods. This compendium identifies 10 promising sentencing innovations the summit participants identified as having promise for reducing recidivism by DWI offenders, whether repeat or first time offenders. These sentencing practices are listed in the order in which they may apply to an offender: DWI courts; staggered sentencing; sentencing circles; vehicle and license plate sanctions; ignition interlock devices; electronic monitoring and SCRAM; victim impact panels; cognitive behavioral therapy; drug therapy; and reentry courts and programs. Summit participants and other recognized judicial leaders in the field have had favorable results using these sentencing innovations with repeat and first time DWI offenders. Some of the innovations have not been subjected to empirical studies, so their effectiveness is not yet known. Each chapter of this publication describes in detail a sentencing innovation and provides information about studies that evaluate its effectiveness, if available. Each chapter also provides "Guiding Principles," which describe specific steps for implementing the innovation. KW - Alcohol ignition interlock devices KW - Behavior modification KW - Courts KW - Drunk drivers KW - Drunk driving KW - Electronic monitoring (Human beings) KW - First time offenders KW - Implementation KW - Innovation KW - Legal action KW - Penalties KW - Prosecution KW - Recidivism KW - Repeat offenders KW - Sanctions KW - Sentencing KW - Therapy KW - Victim impact panels UR - https://trid.trb.org/view/756604 ER - TY - RPRT AN - 01000741 AU - National Highway Traffic Safety Administration TI - First There, First Care: Bystander Care for the Injured: Five Actions for Saving a Life! Instructor Guide PY - 2005/03 SP - 24p AB - This Instructor Guide is a tool to help "First There, First Care" instructors remember the important points to stress to participants as they teach the "First There, First Care" class. It can be used as a reference when preparing to teach, as well as a tool while teaching the class. The contents provide talking points for use during the class. The booklet was adapted from the "Bystander Care of the Injured: Five Steps to Saving a Life!" booklet of the American Trauma Society and the National Highway Traffic Safety Administration. The contents are as follows: The Five Actions; Action I: Stop to Help; Scene Safety; Action II: Call for Help; Action III: Assess the Victim; Action IV: Start the Breathing; Action V: Stop the Bleeding; Moving the Victim; Removing the Helmet; Multiple Victims; Mouth-to-Mouth Breathing; Risk of Disease: Safe Ways to Help; Contents of an Emergency Kit; Liability; and Materials Referenced. KW - First aid KW - Guidelines KW - Instructors KW - Traffic crash victims UR - https://trid.trb.org/view/756607 ER - TY - RPRT AN - 01000737 AU - Boyle, John M AU - Vanderwolf, Patricia AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2003 Motor Vehicle Occupant Safety Survey, Volume 5: Child Safety Seat Report PY - 2005/03 SP - 167p AB - The 2003 Motor Vehicle Occupant Safety Survey was the fifth in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). 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 8, 2003 and ended March 30, 2003. This report, Volume 5, presents the survey findings pertaining to child restraint use. Detailed information on the survey methodology, as well as copies of the questionnaires, are contained in the Volume 1 report. Among drivers who lived with children age 12 or younger, most indicated that the youngest child typically rode in the back seat. Parents/caregivers of children under the age of 9 usually said the (referent) child either used a child car seat all the time (60%) or never (32%). If the child never used a car seat, it usually was because the child had graduated to safety belt use. However, 29% of the children who never used a car seat but wore safety belts said the shoulder belt cut across their face or neck on most trips, 25% usually put the shoulder belt behind their back, and 17% put the shoulder belt under their arm. Most children ages 6 through 8 discontinued using child car seats (including booster seats). Although booster seats are recommended for most children ages 4 through 8, the survey found only 21% of children in that age range using them and another 19% using front-facing child safety seats. While most parents/caregivers (85%) had heard of booster seats, 22% of these had concerns about their safety. KW - Booster seats KW - Child restraint systems KW - Data collection KW - Occupant protection devices KW - Questionnaires KW - Seat belt fit KW - Seat belts KW - Seating position KW - Surveys KW - Telephone UR - https://trid.trb.org/view/756610 ER - TY - RPRT AN - 01000725 AU - Eby, David W AU - Bingham, C Raymond AU - Vivoda, Jonathon M AU - Ragunathan, Trivellore AU - University of Michigan Transportation Research Institute AU - Michigan Department of Community Health TI - Use of Booster Seats by Michigan Children 4-8 Years of Age PY - 2005/03//Final Report SP - 66p AB - This study reports the results of a statewide survey of restraint use by 4-8 year old children in Michigan conducted between July 13 and 29, 2004. In this study, 3,420 4-8 year old children were observed traveling in passenger cars, vans/minivans, sport-utility vehicles, and pickup trucks. Restraint use was estimated for children traveling in all vehicles combined, as well as for each vehicle type separately. Children's restraint use was also calculated by the sex, age, and belt use of the driver. Separate estimates were also made of the restraint use of 4-8 year old children by the combination of sex and belt use of the driver. Overall, 8.6 +/- 5.9% of 4-8 year old children were seated in a booster seat, 48.8 +/- 10.3% were wearing a safety belt, 5.1 +/- 3.4% were seated in a child safety seat, and the remaining 37.5 +/- 11.5% were traveling completely unrestrained. When examining the rates by vehicle type, booster seat use was highest among children riding in sport-utility vehicles and lowest for those in pickup trucks. Surprisingly, children riding in passenger cars were more likely to be completely unrestrained than those in any other type of vehicle. While the sex of the driver did not seem to influence the restraint use of target-aged children, the driver's age did seem to have an effect. Booster seat use was quite low (0.6%) for children traveling with a driver over the age of 60, compared to 7.0% and 9.1% for those riding with drivers 16-29 and 30-59 years of age, respectively. The safety belt use of the driver also had a substantial influence on children's restraint use. Irrespective of driver sex, children riding with belted drivers were traveling in booster seats about 10% of the time, while those riding with unbelted drivers were only in booster seats 1-2% of the time. KW - Age KW - Automobiles KW - Booster seats KW - Child restraint systems KW - Drivers KW - Gender KW - Michigan KW - Pickup trucks KW - Seat belts KW - Sport utility vehicles KW - Surveys KW - Utilization KW - Vans UR - https://trid.trb.org/view/756542 ER - TY - RPRT AN - 01000772 AU - Department of Transportation TI - Processing Petitions to Import Non-Canadian Gray Market Vehicles PY - 2005/02/28 SP - 16p AB - This report presents the results of an audit by the Office of Inspector General, U.S. Department of Transportation, of the National Highway Traffic Safety Administration's (NHTSA's) processing of petitions to import "gray market" vehicles from countries other than Canada. Gray market vehicles are vehicles (other than those manufactured for sale in Canada) that were not originally manufactured to comply with applicable Federal Motor Vehicle Safety Standards and must be modified to conform to those standards following their importation into the United States. The audit was conducted at the request of the NHTSA Administrator following a complaint from a registered importer of motor vehicles about a delay in the processing of petitions by the Office of Vehicle Safety Compliance. The objectives were to (1) evaluate NHTSA's timeliness in approving petitions for permission to import vehicles and (2) determine the reasons importers may experience processing delays. As a result of this audit, it is recommended that the NHTSA Administrator: (1) Ensure that petition receipt dates are properly recorded in the Motor Vehicle Importation Information System (MVIIS); (2) Ensure management reports show the actual processing time for each step of the petition process, and note how these times compare to NHTSA standards; (3) Modify the MVIIS to include fields that flag a petition that is being held in suspense and note the reason for the suspension, to call delayed petitions to the attention of NHTSA staff; and (4) Consider developing a customer-centric mechanism in line with the President's E-Government Initiative--such as a searchable Web site application listing the status of petitions--to ensure that the information regarding a petition being held in suspense is available to both the registered importer and the vehicle owner. KW - Auditing KW - Gray market vehicles KW - Imports KW - Motor Vehicle Importation Information System KW - Petitions KW - Processing time KW - Recommendations KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/756479 ER - TY - RPRT AN - 01374462 AU - Goodman, Michael J AU - Barker, Julie A AU - Monk, Christopher A AU - National Highway Traffic Safety Administration TI - A Bibliography of Research Related to the Use of Wireless Communications Devices from Vehicles PY - 2005/02 SP - 34p AB - This document represents an up-to-date bibliography of available research conducted by the National Highway Traffic Safety Administration (NHTSA) and other organizations from the mid-1990s to 2005, as well as a brief overview of state legislative activity regarding wireless voice communications in vehicles. Note that in many cases the research included in this bibliographical listing is pertinent to the general issue of distraction by virtue of: (1) the similarity of actions and demands related to using wireless communication and other distracting actions in which drivers engage; (2) the inclusion of other distracting tasks in research studies; and (3) the scope of legislation or discussions of liability. The published research presented in this bibliography was drawn from all available sources the authors could identify based on personal knowledge, a comprehensive review of the literature, contacts with experts in the field and searches on the internet. In an effort to present an unbiased compilation, all published research studies were included regardless of their source or findings. The classification of research into source categories (i.e., type of source from which each citation is drawn) was made to facilitate access for the reader and does not reflect an indication of importance or relevance. The five categories identified for the purpose of this bibliography include: NHTSA, Journals, Conference Proceedings, Technical Reports, and Other Research/Sources. Within each category references are ordered by year of publication and then alphabetically by author. KW - Bibliographies KW - Cellular telephones KW - Distraction KW - Drivers KW - Wireless communication systems UR - https://trid.trb.org/view/1142066 ER - TY - SER AN - 01008875 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna TI - Child Restraint Use in 2004--Overall Results PY - 2005/02 IS - HS-809 845 SP - 6p AB - The 2004 National Occupant Protection Use Survey (NOPUS) indicates that infants and toddlers continue to be restrained at high use levels when riding in motor vehicles, while use among children ages 4-7 has declined. Specifically, 98% of infants and 93% of children ages 1-3 observed in passenger vehicles stopped at a stop sign or stoplight in 2004 were restrained in some type of restraint, whether a rear- or front-facing safety seat, a booster seat, or a safety belt. In contrast, only 73% of children ages 4-7 were restrained, down from 83% two years ago. Additional NOPUS findings concerning child restraint use in 2004 are presented in this Research Note. KW - Child restraint systems KW - Children KW - Infants KW - National Occupant Protection Use Survey KW - Utilization UR - https://trid.trb.org/view/763755 ER - TY - SER AN - 01008877 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Glassbrenner, Donna TI - Safety Belt Use in 2004--Demographic Results PY - 2005/02 IS - HS-809 848 SP - 4p AB - The 2004 National Occupant Protection Use Survey (NOPUS) found that 86% of drivers with at least one child passenger between the ages of 0 and 7 were belted, compared to 79% for other drivers. Fully 83% of drivers with at least one passenger were belted, compared to 78% of drivers driving alone. The 2004 survey also found the following: women continue to use safety belts more than men do (83% of female motorists were belted, compared to 77% for males); there continue to be no statistically significant differences in belt use among racial groups; and, in the first observed nationwide probability-based estimate of safety belt use in the rear seat of passenger vehicles, 47% of rear-seat occupants were belted, compared to 80% in the front seat. This Research Note presents additional statistical results of the study, as well as a discussion of the survey methodology. KW - Demographics KW - Females KW - Males KW - National Occupant Protection Use Survey KW - Race KW - Rear seat occupants KW - Seat belt use KW - Seat belts KW - Single occupant vehicles KW - Vehicle occupancy UR - http://www-nrd.nhtsa.dot.gov/Pubs/809848.pdf UR - https://trid.trb.org/view/763757 ER - TY - RPRT AN - 01007218 AU - Matteson, Anne AU - Blower, Daniel F AU - Hershberger, Daniel AU - Woodrooffe, John AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Buses Involved in Fatal Accidents Factbook 2001 PY - 2005/02//Special Report SP - 69p AB - This document presents aggregate statistics on buses involved in traffic accidents in 2001. The statistics are derived from the Buses Involved in Fatal Accidents (BIFA) file, compiled by the University of Michigan Transportation Research Institute. The BIFA database is a census of all buses involved in a fatal accident in the United States, and provides coverage of buses recorded in the Fatality Analysis Reporting System (FARS) file. BIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the bus from the BIFA survey. KW - Bus crashes KW - Buses KW - Buses Involved in Fatal Accidents KW - Fatalities KW - Fatality Analysis Reporting System KW - School buses KW - Statistics KW - Transit buses KW - Trend (Statistics) UR - https://trid.trb.org/view/763215 ER - TY - RPRT AN - 01007202 AU - Sullivan, John M AU - Winkler, Christopher B AU - Hagan, Michael R AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - Work Zone Safety ITS: Smart-Barrel for an Adaptive Queue-Warning System PY - 2005/02//Final Technical Report SP - 118p AB - A broad concept has been developed for a Work-Zone Safety ITS System that would provide a distributed, queue-warning system that automatically adapts to the current traffic-flow situation in and upstream of the work zone. The core element of the system is a "smart barrel"--an ordinary appearing traffic-control barrel containing an inexpensive speed sensor and equipped with a simple, adjustable signaling system and the necessary equipment for communication to a central controller. The study focused on initial investigations of two critical elements of such a system: (1) an inexpensive, but sufficiently capable speed sensor and (2) a simple but effective signaling system. Three prototype speed sensors were developed and evaluated in a limited field study. They used active infrared, passive infrared, and magnetic sensor technologies, respectively. The active infrared system was found to be the most accurate but consumed the most power--an important factor for a device that will be battery-powered in the field. The passive infrared system was nearly as accurate and required the least power of the three approaches. Simple signaling schemes were also prototyped and presented to drivers in a pilot experiment using a driving simulator. Both subjective opinions about the utility of the system and objective measures of driving performance were collected. Results suggest that drivers find the adaptive systems more helpful than static road signs and there is evidence for systematic change in their driving performance indicative of enhanced safety. KW - Accuracy KW - Communication devices KW - Energy consumption KW - Infrared detectors KW - Intelligent transportation systems KW - Magnetic detectors KW - Prototypes KW - Speed detectors KW - Traffic barrels KW - Traffic control devices KW - Traffic queuing KW - Warning systems KW - Work zone safety UR - https://trid.trb.org/view/763211 ER - TY - RPRT AN - 01002110 AU - Shulman, Mike AU - Deering, Richard K AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Third Annual Report of the Crash Avoidance Metrics Partnership, April 2003 - March 2004 PY - 2005/02//Annual Report SP - 56p AB - The Crash Avoidance Metrics Partnership (CAMP) was formed by Ford and General Motors in 1995 to accelerate the implementation of crash avoidance countermeasures in passenger vehicles to improve traffic safety. The CAMP Light Vehicle Enabling Research Program brings together BMW, DaimlerChrysler, Ford, General Motors, Navigation Technologies, Nissan, Toyota and Volkswagen in four cooperative research projects with the National Highway Traffic Safety Administration (NHTSA) to advance the safety research objectives of the Department's Intelligent Vehicle Initiative. This report describes the progress made in the third year of this three-year cooperative research program. Progress in the four projects is described in this report: Forward Crash Warning Requirements, Driver Workload Metrics, Enhanced Digital Maps for Safety, and Vehicle Safety Communications. The first project continued development of human factors for a Forward Collision Warning system. The second project completed test data collection. The third project completed all activities and is reported in a separate report. The fourth project continued activities in support of the use and standardization of Dedicated Short Range Communications (DSRC) for safety. KW - BMW AG KW - CAMP Light Vehicle Enabling Research Program KW - Communications KW - Cooperation KW - Countermeasures KW - Crash Avoidance Metrics Partnership KW - Crash avoidance systems KW - DaimlerChrysler AG KW - Data collection KW - Dedicated short range communications KW - Digital maps KW - Distraction KW - Driver workload KW - Drivers KW - Ford Motor Company KW - General Motors Corporation KW - Human factors KW - Metric system KW - Navigation Technologies KW - Nissan Jidosha Kabushiki Kaisha KW - Partnerships KW - Passenger vehicles KW - Rear end crashes KW - Research projects KW - Standardization KW - Toyota Jidosha Kabushiki Kaisha KW - Traffic crashes KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration KW - Utilization KW - Vehicle safety KW - Volkswagenwerk KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2005/CAMP-IVIThirdAnnualReport.pdf UR - https://trid.trb.org/view/757607 ER - TY - RPRT AN - 01000767 AU - National Highway Traffic Safety Administration TI - The ABCs of BAC: A Guide to Understanding Blood Alcohol Concentration and Alcohol Impairment PY - 2005/02 SP - 6p AB - This brochure provides guidelines for understanding blood alcohol concentration (BAC) and alcohol impairment by answering the following questions: What is BAC? Does the type of alcohol I drink affect my BAC? What affects my BAC? What about other medications or drugs? When am I impaired? How will I know I'm impaired, and why should I care? What can I do to stay safe when I plan on drinking? KW - Blood alcohol levels KW - Brochures KW - Drunk driving KW - Highway safety KW - Impaired drivers UR - https://trid.trb.org/view/756589 ER - TY - RPRT AN - 01000757 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 Jersey Crash Data Reported to MCMIS Crash File PY - 2005/02//Special Report SP - 34p AB - This report is part of a series evaluating the data submitted 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. This report examines reporting from the state of New Jersey. New Jersey Police Accident Report (PAR) files were matched to the MCMIS Crash File to determine the nature and extent of underreporting. In 2003, there were 10,103 crash involvements in New Jersey that were reportable to the MCMIS Crash File. Of these crash involvements, 8,333 were actually reported, resulting in a reporting rate of 82.5%. In addition, 5.3% of MCMIS cases that were reported do not qualify for reporting. Reporting rates vary by crash severity, crash month, and jurisdiction. Unlike many other states in which reporting rates were greater for more severe involvements, in New Jersey reporting rates were lower for more severe involvements. The reporting rates were 67.4% for fatal involvements, 81.5% for injury involvements, and 83.2% for towaway involvements. Underreporting is also related to the time of the year, indicating delays in providing the data. The month of December has the highest percent of unreported cases (21.7%). Data quality is also reviewed. The PAR case number contains inconsistent characters such as dashes, question marks, and asterisks. This appears to be a source of duplicate records. The ambulance run number and the hazardous materials placard variables also contain many inconsistent characters. KW - Buses KW - Commercial vehicles KW - Crash data KW - Crash reports KW - Data collection KW - Data files KW - Data quality KW - Motor Carrier Management Information System KW - Motor carriers KW - New Jersey KW - Police departments KW - Trucks KW - Underreporting UR - https://trid.trb.org/view/756552 ER - TY - RPRT AN - 01000748 AU - Matteson, Anne AU - Blower, Daniel F AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Evaluation of California Crash Data Reported to MCMIS Crash File PY - 2005/02//Special Report SP - 39p 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 examines the sources of underreporting for the state of California. MCMIS Crash File records were matched to the California Police Accident Report (PAR) file to determine the nature and extent of underreporting. Overall, California submitted 52.6% 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 71.3% for fatal crashes, 53.2% for injury cases, and 51.9% for tow/disabled accidents. Where specific truck type could be determined, two-axle trucks are reported only 50% of the time, while three-axle trucks and truck tractors each have an 85% reporting rate. Buses are only reported 13.3% of the time. California Highway Patrol agencies had a reporting rate of 72.0%, compared with 5.7% for police departments, and 6.7% for sheriff's offices. Since recognizing and accurately coding reportable cases is the responsibility of the officer at the scene of the crash, inadequate training may be an issue. It also appears that heavy caseloads may explain why a few jurisdictions in the densest population areas have lower overall reporting rates. Although California's data collection system is consistent with MCMIS reporting requirements, the use of more than one vehicle type variable and the lack of sufficient documentation may lead to incorrect identification of reportable vehicles. KW - Buses KW - California KW - Commercial vehicles KW - Crash data KW - Crash reports KW - Data collection KW - Data files KW - Motor Carrier Management Information System KW - Motor carriers KW - Police departments KW - Sheriffs KW - State highway patrol KW - Trucks KW - Underreporting UR - https://trid.trb.org/view/756540 ER - TY - JOUR AN - 01000742 JO - Popular Mechanics PB - Hearst Magazines AU - Stewart, Ben TI - Diesel vs Hybrid PY - 2005/02 VL - 182 IS - 2 SP - pp 60-65 AB - The technologies for diesels and hybrids both offer strengths and weaknesses. By giving a gasoline engine an electric assist, hybrids become more efficient. But making the most of that gain requires a style of driving that makes the most of the hybrid's capabilities. Diesel powerplants have always been efficient, but their pungent exhaust makes one doubt the engine's claim to green status. However, today's diesels have been engineered to burn cleaner while still delivering impressive mileage. For this report, three pairs of vehicles that are roughly equivalent--except that one is a diesel, the other a hybrid--were tested at Popular Mechanics' Southern California test facility. The test results include data on acceleration, braking, slalom, sound levels and fuel economy. KW - Acceleration (Mechanics) KW - Braking performance KW - Fuel conservation KW - Fuel consumption KW - Hybrid vehicles KW - Passenger diesels KW - Slalom tests KW - Sound level KW - Vehicle tests UR - https://trid.trb.org/view/756401 ER - TY - RPRT AN - 01000733 AU - Sivak, Michael AU - Schoettle, Brandon AU - Minoda, Takako AU - Flannagan, Michael J AU - University of Michigan Transportation Research Institute TI - Blue Content of LED Headlamps and Discomfort Glare PY - 2005/02 SP - 21p AB - This study evaluated the effect of blue content of headlamps on discomfort glare, in order to provide guidance regarding spectral compositions that would minimize driver complaints. Three LED headlamps were tested (with correlated color temperatures of 4000, 4800, and 6600 K), as well as a tungsten-halogen headlamp and a HID headlamp. Subjects, seated in a stationary vehicle, rated discomfort from brief presentations of stimuli that produced illuminances of 0.25, 0.5, and 1 lux. As predicted in a previous analytical study, it was found that, when they appear bluer than current tungsten-halogen or HID headlamps, LED headlamps tend to produce more discomfort glare. The effect is probably due to the color appearance of the LED lamps used in this study rather than to any inherent characteristic of LED sources, and it could probably be altered or reversed with different sources. For the data reported here, ratings of discomfort glare were linearly related to the amount of blue content in the light output as weighted by the spectral sensitivity of the short-wavelength (blue) cone photoreceptors. Therefore, if this relationship is replicated and extended in future studies, it may provide an index of blue content that could be used heuristically to select colors of headlamps to minimize driver complaints about glare. KW - Blue KW - Glare KW - Headlamps KW - High intensity discharge headlamps KW - Light emitting diodes KW - Luminous intensity KW - Tungsten-halogen lamps UR - https://trid.trb.org/view/756461 ER - TY - RPRT AN - 01000732 AU - Shrank, Michael AU - Hershberger, Daniel AU - Blower, Daniel F AU - Woodrooffe, John AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Buses Involved in Fatal Accidents Codebook 2002 (Version February 16, 2005) PY - 2005/02//Special Report SP - 121p AB - This report provides one-way frequencies for all vehicles in the University of Michigan Transportation Research Institute's file of Buses Involved in Fatal Accidents (BIFA), 2002. The 2002 BIFA file is a census of all buses involved in a fatal accident in the United States. The BIFA database provides coverage of buses recorded in the Fatality Analysis Reporting System (FARS) file. BIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the bus from the BIFA survey. KW - Bus crashes KW - Buses KW - Buses Involved in Fatal Accidents KW - Crash data KW - Databases KW - Fatalities KW - Fatality Analysis Reporting System KW - Surveys KW - United States UR - https://trid.trb.org/view/756495 ER - TY - RPRT AN - 01000731 AU - Sayer, James R AU - Mefford, Mary Lynn AU - University of Michigan Transportation Research Institute TI - The Roles of Garment Design and Scene Complexity in the Daytime Conspicuity of High-Visibility Safety Apparel PY - 2005/02 SP - 18p AB - A naturalistic field study was conducted to assess the effects of garment color, the amount of background material, pedestrian arm motion, scene complexity, and driver age on the daytime conspicuity of personal safety garments. Sixteen drivers drove instrumented vehicles in real traffic along a fixed 31-km route, in search of pedestrians wearing one of four fluorescent safety garments with retroreflective trim. Distances at which the drivers first reported detecting the pedestrians were recorded. Drivers had no prior knowledge of where along the route pedestrians would be located, nor the number of pedestrians positioned along the route. All of the challenges normally encountered when driving on public roadways were present during the study (other motor vehicles, traffic signals, signs, pedestrians, and bicyclists), thus imposing an ecologically valid level of workload on the drivers. The results show that scene complexity was the only main effects variable to significantly affect the distance at which a pedestrian wearing a fluorescent safety garment was detected. Garment color (fluorescent yellow-green or fluorescent red-orange), garment type (Class 2 vest or Class 2 jacket), arm motion (arms in motion or stationary), and driver age (younger or older) did not significantly affect the distance at which pedestrians were detected. The results contribute to a growing body of research aimed at a more general understanding of what garment characteristics enhance pedestrian conspicuity in both day and night conditions. KW - Age KW - Clothing KW - Color KW - Daylight KW - Detection distance KW - Drivers KW - Field studies KW - Fluorescence KW - Motion KW - Night KW - Pedestrian safety KW - Personal safety garments KW - Retroreflectivity KW - Scene complexity KW - Visibility UR - https://trid.trb.org/view/756534 ER - TY - RPRT AN - 00989327 AU - National Highway Traffic Safety Administration TI - COMPARISON OF DIFFERENCES IN INSURANCE COSTS FOR PASSENGER CARS, STATION WAGONS/PASSENGER VANS, PICKUPS AND UTILITY VEHICLES ON THE BASIS OF DAMAGE SUSCEPTIBILITY - FEBRUARY 2005 PY - 2005/02 SP - 20 p. AB - This booklet, published annually, compares differences in insurance costs for different makes and models of passenger cars, station wagons/passenger vans, pickups, and utility vehicles on the basis of damage susceptibility. It does not, however, indicate a vehicle's relative safety. The information was taken from data compiled by the Highway Loss Data Institute (HLDI) in its December 2004 Insurance Collision Report, and reflects the collision loss experience of passenger cars, utility vehicles, light trucks, and vans sold in the United States in terms of the average loss payment per insured vehicle year for model years 2002-2004. KW - Automobiles KW - Damage susceptibility KW - Insurance rates KW - Light trucks KW - Loss and damage KW - Payment KW - Pickup trucks KW - Station wagons KW - United States KW - Utility vehicles KW - Vans UR - http://www.nhtsa.dot.gov/cars/problems/studies/InsCost/2005CostofIns/images/2005_costinsurance.pdf UR - https://trid.trb.org/view/755094 ER - TY - RPRT AN - 01000752 AU - Kanianthra, Joseph N AU - National Highway Traffic Safety Administration TI - Driver Distraction: Understanding the Problem, Identifying Solutions PY - 2005/01/07 SP - 14p AB - This is a powerpoint presentation for the International Consumer Electronics Show. The presenter addresses the question: What is driver distraction? He discusses high technology vs low technology distractions; the safety problem of electronic distractors; distraction and crash risk; willingness to engage while driving; task demand of navigation interface designs; how interface design can influence driver performance; the 100-car naturalistic driving study; CAMP - driver workload metrics project; driver assistance systems to alert distracted drivers; and adaptive interface workload management. As this is a powerpoint presentation, the text of the presenter's discussion is not included. KW - Automobile navigation systems KW - Distraction KW - Driver support systems KW - Driver vehicle interfaces KW - Drivers KW - Risk assessment KW - Traffic crashes KW - Workload UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-13/KanianthraCES_Distract2K5.pdf UR - https://trid.trb.org/view/756492 ER - TY - RPRT AN - 01563465 AU - Bahouth, Janet AU - Kuznetsov, Alex AU - National Crash Analysis Center AU - Motor Vehicle Fire Research Institute AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - Automotive and Fire Safety Research PY - 2005/01 SP - 97p AB - This report includes submission of a crash query tool, a detailed crash data analysis, and a fire safety library. The deliverables include development, documentation and delivery of an automated tool for fire crash case analysis, summaries of fire crash data analyses of National Automotive Sampling System Crashworthiness Data System (NASS-CDS) 1994-2002 data, and clinical case reviews of fire/fuel spill crashes. The body of this report is divided into three main sections: automated crash query tool, analysis of historical crash data, and a literature review. Firstly, the development and usage of the automated crash query tool are described. The tool can be found and utilized at www.ox.ncac.gwu.edu. The second section of this report presents historical data, analysis and conclusions regarding several aspects of motor vehicle fires. Presented separately will be five crash data topics: (1) crashes with fires; (2) rollover crashes with fires; (3) engine compartment fires; (4) engine compartment fires with occupant entrapment; and (5) damage profiles vs. fire occurrence. As subdivisions to these topics, several issues are presented and analyzed. Those include fire severity (minor/major fire), fire origin (tank, engine compartment, etc), fuel tank location, fuel leak and fuel leak location, body type vs. fire severity, and crash mode vs. fire severity. Clinical case reviews have been conducted to understand fire occurrence in more detail. Finally, a compilation of literature and resources regarding fire, motor vehicle fires, and fire safety is submitted. This compilation serves as a comprehensive list of articles and resources related to fire and fire safety. In conjunction with this collection, a library of fire crash test data, reports, and videos are available through the National Crash Analysis Center (NCAC) library. A list of those data, test reports, and test videos housed at the NCAC library is also provided. KW - Chemical spills KW - Crash data KW - Crash severity KW - Data analysis KW - Information processing KW - Literature reviews KW - National Automotive Sampling System - Crashworthiness Data System KW - Safety KW - Traffic crashes KW - Vehicle fires UR - http://www.mvfri.org/Contracts/Final%20Reports/GW_revised_final_paper.pdf UR - https://trid.trb.org/view/1352330 ER - TY - SER AN - 01000282 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, 2002 PY - 2005/01 IS - HS-809 831 SP - 2p AB - In 2002, motor vehicle traffic crashes were the leading cause of death for every age 3 through 33. Because of the young lives consumed, motor vehicle traffic crashes ranked 3rd 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 ten leading causes of death by age group in 2002. 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 the Elderly. KW - Adolescents KW - Adults KW - Age groups KW - Aged KW - Children KW - Fatalities KW - Infants KW - Traffic crashes KW - Young adults UR - https://trid.trb.org/view/751250 ER - TY - RPRT AN - 01000773 AU - National Highway Traffic Safety Administration TI - NHTSA Vehicle Safety Rulemaking and Supporting Research Priorities: Calendar Years 2005-2009 PY - 2005/01//Update SP - 41p AB - In July 2003, the National Highway Traffic Safety Administration (NHTSA) published its first Vehicle Safety Rulemaking and Supporting Research Priorities Plan. This report updates that effort and outlines the regulatory projects for the period 2005 to 2009 that the agency has determined offer the greatest potential for saving lives and preventing injury. These projected regulatory actions complement the agency's concurrent efforts to provide effective consumer information to assist those purchasing vehicles and to promote safer diving through traffic safety programs. While the priorities described in this updated plan represent the regulatory actions that can best achieve our national goals, they remain subject to external constraints such as budgets and the possible imposition of differing priorities through legislation. For the near term (2005-2006), the agency's regulatory priorities will address rollover, large truck tires, side impact protection, tire pressure monitoring systems, event data recorders, and performance of child restraint systems for larger children. Longer term (2007-2009) potential rulemaking actions include research on tire bead unseating and tire strength and rulemakings on truck trailer antilock brake performance. KW - Antilock brake systems KW - Child restraint systems KW - Event data recorders KW - Monitoring KW - Regulations KW - Research KW - Rollover crashes KW - Rulemaking KW - Safety programs KW - Side crashes KW - Strategic planning KW - Tire pressure KW - Tires KW - Trailers KW - Trucks KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - http://www.nhtsa.gov/cars/rules/rulings/PriorityPlan-2005.html UR - https://trid.trb.org/view/756498 ER - TY - RPRT AN - 01000771 AU - GE Commercial Finance Fleet Services TI - Safe Driving PY - 2005/01 SP - 28p AB - This publication provides information on safe driving for those who are driving a company car. The contents are as follows: (1) Maintaining your vehicle; (2) Preparing for long journeys; (3) Driving in the countryside, on the motorway, or abroad; (4) Driving in winter; (5) Avoiding accidents; (6) What to do in case of an accident; (7) Operating mobile phones while driving; (8) Aggressive driving/road rage; (9) Car security; (10) Parking; and (11) Being stopped by police. KW - Accident avoidance KW - Aggression KW - Cellular telephones KW - Driving KW - Highway safety KW - Parking KW - Police KW - Road rage KW - Security KW - Traffic crashes KW - Trip length KW - Vehicle fleets KW - Vehicle maintenance KW - Winter UR - https://trid.trb.org/view/756387 ER - TY - RPRT AN - 01000769 AU - American Society on Aging AU - National Highway Traffic Safety Administration TI - DriveWell: Promoting Older Driver Safety and Mobility in Your Community PY - 2005/01 SP - v.p. AB - This toolkit was developed for people working directly with older adults to: understand the issues related to older drivers, and later-life independence and mobility; plan and implement public information events for older drivers, their families and loved ones, and other community members and organizations; and evaluate the effectiveness of older driver public informational events, community understanding of safe mobility issues, and progress in mobilizing community members including older adults to take action. The toolkit contents are as follows: (I) How to Use This Toolkit; (II) Background on Older Driver Safety: Key Issues for Community Action; (III) Program Organization Guide; (IV) Public Information Events; (V) Promotional and Community Action Material; (VI) Program Handouts and Media Fact Sheets; (VII) Evaluation Forms and Media Worksheet; and (VIII) Moderator's Guide for DriveWell Video. KW - Advocacy groups KW - Aged drivers KW - Community action programs KW - Fact sheets KW - Highway safety KW - Mass media KW - Mobility KW - Promotion KW - Public information programs KW - Toolkits UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/DriveWellTK.pdf UR - https://trid.trb.org/view/756587 ER - TY - RPRT AN - 01000760 AU - National Highway Traffic Safety Administration TI - Buying a Safer Car for Child Passengers 2005 PY - 2005/01 SP - 35p 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. It also includes safety tips, guidelines from the Federal government, plus a "Family Car Checklist" to take along when shopping for a car. KW - Automobiles KW - Brochures KW - Children KW - Consumers KW - Guidelines KW - Purchasing KW - Vehicle design KW - Vehicle safety UR - https://trid.trb.org/view/756585 ER - TY - RPRT AN - 01000727 AU - National Center for Statistics and Analysis TI - An Assessment of Crash-Reducing Effectiveness of Passenger Vehicle Daytime Running Lamps (DRLs) PY - 2005/01//NHTSA Technical Report SP - 42p AB - This study estimates the effectiveness of passenger vehicle daytime running lights (DRLs) in reducing two-vehicle opposite direction crashes, pedestrian/bicycle crashes, and motorcycle crashes. The authors chose the generalized simple odds, a conventional statistical technique, to analyze the data. Results based on simple odds indicate that from 1995 to 2001: DRLs reduced opposite direction daytime fatal crashes by 5%; DRLs reduced opposite direction/angle daytime non-fatal crashes by 5%; DRLs reduced non-motorist, pedestrian and cyclist daytime fatalities in single-vehicle crashes by 12%; and DRLs reduced daytime opposite direction fatal crashes of a passenger vehicle with a motorcycle by 23%. Reviewers of this paper required the inclusion of results using the odds ratio technique. The estimated effect of DRLs based on the odds ratio technique are -6.3%, -7.9%, 3.8%, and 26%, respectively. None of these results are statistically significant. KW - Bicycle crashes KW - Daytime running lamps KW - Fatalities KW - Motorcycle crashes KW - Odds ratio KW - Passenger vehicles KW - Pedestrian-vehicle crashes KW - Simple odds KW - Single vehicle crashes KW - Statistical analysis KW - Traffic crashes KW - Two vehicle accidents UR - https://trid.trb.org/view/756576 ER - TY - RPRT AN - 00987769 AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - RED LIGHT CAMERA SYSTEMS OPERATIONAL GUIDELINES PY - 2005/01 SP - 59 p. AB - The purpose of these guidelines is to assist jurisdictions who are considering the implementation of red light camera systems and help them avoid inconsistent or incorrect application of such systems. Questions have been raised regarding the contracting, design, implementation, operation of red light camera systems, and the legality and intent of photo enforcement systems. In a broader perspective, for continued use of red light camera systems and other technologies to improve transportation operations and safety, it is vital these technologies are perceived as accurate and reliable and are applied fairly. Red light cameras are currently in place in more than 95 communities in the United States. As red light camera programs continue to be implemented across the nation, there is much to be learned from previous experiences. Traffic engineers, law enforcement officials, and other State and local agency managers can benefit greatly from guidance and research that provides effective and comprehensive procedures for implementing a successful red light camera program. The Federal Highway Administration (FHWA) and the National Highway Traffic Safety Administration (NHTSA) have developed these operational guidelines for use by State and local agencies for the implementation and operation of red light camera systems. Although not a regulatory requirement, the guidelines are intended to provide critical information for State and local agencies on the relevant aspects of red light camera systems in order to promote consistency, proper implementation, and operation; and to ensure that this effective tool and other forms of technology remain available to transportation and enforcement agencies around the nation. These guidelines can be used by State and local agency managers, transportation engineers, and law enforcement officials to identify and properly address safety problems resulting from red light running within their jurisdictions. The guidelines outline proven and effective practices implemented in the United States, and provide operational guidance that can be followed to ensure that cost-effective solutions are implemented by State and local agencies. KW - Cameras KW - Guidelines KW - Implementation KW - Law enforcement KW - Local government agencies KW - Procedures KW - Red light running KW - States KW - Transportation engineers UR - http://safety.fhwa.dot.gov/intersection/conventional/signalized/rlr/fhwasa05002/fhwasa05002.pdf UR - https://trid.trb.org/view/753645 ER - TY - CONF AN - 00987729 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Stewart, K G AU - Transportation Research Board TI - IMPLEMENTING IMPAIRED DRIVING COUNTERMEASURES: PUTTING RESEARCH INTO ACTION, A SYMPOSIUM, AUGUST 21-23, 2003, IRVINE, CALIFORNIA. FOREWORD PY - 2005/01 IS - E-C072 SP - p. 1-6 AB - The past few years have seen a disturbing reversal in the progress in preventing impaired driving crashes in the United States. This has occurred despite an ever-growing body of knowledge about what works. In response to this situation, the Alcohol, Other Drugs, and Transportation Committee of the Transportation Research Board held a symposium to discuss the implementation of research-based strategies and the challenges such implementation often faces. This foreword to the proceedings of the symposium discusses the background and structure of the workshop and presents an overview of the discussions. Also included is a brief summary of some of the ideas on implementation of countermeasures that were presented by the key participant groups which included legislators, law enforcement officers, judges, advocates, and physicians. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Conferences KW - Countermeasures KW - Drunk driving KW - Impaired drivers KW - Implementation KW - Prevention KW - Research KW - Safety KW - Strategic planning UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754147 ER - TY - CONF AN - 00987731 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Sweedler, B M AU - Transportation Research Board TI - COMMENTARY ON "GENERAL THEORY ON TRANSLATING RESEARCH INTO POLICY AND PRACTICE" PY - 2005/01 IS - E-C072 SP - p. 17-20 AB - The author agrees with many of the points about putting research findings into use in the form of programs and policies as presented by E.M. Rogers in "General Theory on Translating Research into Policy and Practice," especially about the degree of difficulty that can be encountered. He notes that, though not reassuring, this difficulty in implementing research-based countermeasures to improve traffic safety is shared by all other fields. He agrees with Rogers, however, that there are strategies that can be followed to bring about innovation that is based on research. Simply knowing that something works does not make it easy to get it put in place. Just as frustrating are the policies that are put in place and do not work. The DARE program and driver education programs are examples of this. He believes that Rogers' explanation of why an unsuccessful program can continue to be utilized has some good lessons. After further comments, he concludes that Rogers has presented a theoretical framework that closely matches what takes place in the real world. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Countermeasures KW - Drunk driving KW - Impaired drivers KW - Implementation KW - Innovation KW - Policy KW - Research KW - Strategic planning UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754149 ER - TY - CONF AN - 00987733 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Nichols, J L AU - Transportation Research Board TI - COMMENTARY ON "MINORITIES AND PRIMARY VERSUS SECONDARY BELT USE ENFORCEMENT" PY - 2005/01 IS - E-C072 SP - p. 30-32 AB - The author comments on the paper "Minorities and Primary Versus Secondary Belt Use Enforcement" by D. Pruesser, M. Solomon, and L. Cosgrove, expands upon the paper's findings, and suggests some additional research. The paper concludes that primary enforcement (involving both laws and actual enforcement) is associated with substantially higher seat belt use rates among racial minorities (primarily African Americans and Hispanic Americans) without resulting in proportionally greater citation rates for these groups (relative to the citation rates for whites). This clearly seems to be the case, but there is more to the story. First, as Pruesser, Solomon and Cosgrove point out to some extent, blacks and Hispanics (compared with whites) also appear to be both more aware of changes in legislation and primary enforcement and have a greater "respect" for these changes in that they perceive that they will lead to a greater increase in the intensity of enforcement and the number of citations. At the same time, however, telephone surveys conducted by a variety of organizations in a variety of circumstances uniformly report that blacks and Hispanics also support primary laws and enforcement to a greater extent than whites and they are more likely to conclude that primary enforcement (or intensified enforcement) is the correct way to increase safety belt use. The author's commentary reviews briefly these issues of sensitivity and support and discusses implications for additional research that may be needed. Admittedly, the observations provided come from a mixture of studies of changes in laws and changes in levels of enforcement. However, they are relevant to the primary law issue in that they all relate to the measured support for such laws among minority communities. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - African Americans KW - Countermeasures KW - Drunk driving KW - Hispanics KW - Impaired drivers KW - Implementation KW - Laws KW - Minorities KW - Primary enforcement KW - Research KW - Seat belts KW - Secondary enforcement KW - Traffic citations KW - Traffic law enforcement KW - Utilization UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754151 ER - TY - CONF AN - 00987735 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Voas, R B AU - Lacey, J H AU - Fell, J C AU - Transportation Research Board TI - THE PASSPOINT SYSTEM--PASSIVE SENSORS AT MINICHECKPOINTS: BRINGING AUSTRALIA'S RANDOM BREATH TEST SYSTEM TO THE UNITED STATES PY - 2005/01 IS - E-C072 SP - p. 45-53 AB - This paper describes a modified sobriety checkpoint program that uses passive sensors and can be implemented by small to moderate-sized communities to deter impaired driving at a level of effectiveness similar to the high level achieved by several Australian states in their random breath test (RBT) programs. The system envisages three to five traffic patrol officers coming together for a 1- to 2-h period to conduct minicheckpoints with passive sensors (Passpoints) as a regular feature of their patrol activity. The proposed procedures for establishing and conducting the program are described. It is suggested that the program offers an opportunity to institutionalize random screening of drivers in most U.S. communities. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Alcohol breath tests KW - Australia KW - Countermeasures KW - Drunk driving KW - Impaired drivers KW - Implementation KW - Police patrol KW - Random breath tests KW - Sobriety checkpoints KW - United States UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754153 ER - TY - CONF AN - 00987742 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Davis-Joyce, J L AU - Townes, M D AU - Transportation Research Board TI - MEASURING SUCCESSFUL COMMUNITY ACTION IN ALCOHOL PREVENTION PY - 2005/01 IS - E-C072 SP - p. 121-128 AB - This paper discusses documentation of the success of local efforts supported by the Underage Drinking Enforcement Training Center (UDETC). The United States Department of Justice (DOJ) provides grants to states for prevention efforts targeting underage drinking; recipients spend these funds with a focus on community action. To coordinate these efforts, the DOJ created UDETC, with responsibility to assist communities in developing, implementing, and evaluating comprehensive approaches to prevention, including adoption of appropriate, research-based strategies. Measuring outcomes of this project can be challenging; results sometimes take years to manifest in survey data. To provide immediate documentation of local action, the center creates and distributes one-page success stories. The stories are developed from firsthand community experience and supporting evidence according to one of two criteria: a measurable reduction of alcohol-related problems and a significant change in policy likely to reduce underage drinking as determined by scientific research and analysis. Using those criteria, the center can measure and document success before statistical data on youth drinking becomes available. This paper presents the project structure and design, its implementation strategy, and success stories as a measure of outcome, with actual success stories as case studies. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Alcohol abuse KW - Case studies KW - Community action programs KW - Compliance KW - Countermeasures KW - Documentation KW - Drunk driving KW - Impaired drivers KW - Implementation KW - Legal drinking age KW - Policy KW - Prevention UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754160 ER - TY - CONF AN - 00987744 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Williams, A F AU - Transportation Research Board TI - THE FALL AND RISE OF GRADUATED LICENSING IN NORTH AMERICA PY - 2005/01 IS - E-C072 SP - p. 143-149 AB - Frustration arises when sound research indicates that a certain measure reduces motor vehicle crashes or injuries but the measure is not widely implemented. This is especially so when one can point to measures not supported by research that are mainstays of society's approach to the highway safety problem, for example, education and publicity campaigns alone or high school driver education. In a more perfect world, only science-based policies would be implemented and maintained. Researchers would conduct high-quality research, advocates would market the findings, and policy makers would enact appropriate legislation. Things do not work quite that way, so this paper discusses the ways in which policies do get implemented and how this process might be influenced. What are the barriers to adopting science-based policies, and what are the elements that lead to their successful adoption? This paper covers a success story--the widespread adoption of graduated licensing--and what might be learned from it that could assist in future efforts to convert research into policy. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Countermeasures KW - Drunk driving KW - Graduated licensing KW - Impaired drivers KW - Implementation KW - North America KW - Policy KW - Research UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754162 ER - TY - CONF AN - 00987734 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Fell, J C AU - Lacey, J H AU - Voas, R B AU - Transportation Research Board TI - PUTTING RESEARCH INTO ACTION: SOBRIETY CHECKPOINTS SAVE LIVES PY - 2005/01 IS - E-C072 SP - p. 35-44 AB - There is substantial and consistent evidence from research that highly publicized, highly visible, and frequent sobriety checkpoints reduce impaired driving fatal crashes by 18% to 24%. Sobriety checkpoint programs, when conducted appropriately, save lives. However, only 11 states in the United States conduct sobriety checkpoints on at least a weekly basis. Lack of police resources and funding, lack of support by task forces and citizen activists, and the perception that checkpoints are not productive or cost-effective are the main reasons for their infrequent use. These barriers can be overcome through education and training. Enlightened task forces and citizen activists can provide the motivation to use this effective enforcement tool. With the national focus on homeland security, the timing is ideal for increased traffic enforcement in America. The public has always supported the increased use of sobriety checkpoints and should support their increased use to check not only for impaired drivers but also for valid driver's licenses and identification and for any illegal activity. Checkpoints have been shown to detect not only impaired drivers but also drivers not wearing safety belts, drivers with suspended licenses, fugitives, illegal weapons, stolen vehicles, and numerous other violations. It is recommended that the National Highway Traffic Safety Administration (NHTSA) work with the International Association for Chiefs of Police (IACP), Mothers Against Drunk Driving (MADD), the U.S. Department of Justice, and the Department of Homeland Security to enhance the use of traffic enforcement programs, particularly sobriety checkpoints, to reduce impaired driving and other crimes. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Countermeasures KW - Drunk driving KW - Education and training KW - Impaired drivers KW - Implementation KW - Recommendations KW - Sobriety checkpoints KW - Traffic law enforcement UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754152 ER - TY - CONF AN - 00987741 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Grube, J AU - Transportation Research Board TI - PREVENTING ALCOHOL-RELATED PROBLEMS: PUBLIC POLICY STRATEGIES PY - 2005/01 IS - E-C072 SP - p. 93-118 AB - Traditionally, drinking prevention, especially for youth, has relied largely on educational and persuasive approaches. Such approaches focus on changing knowledge and beliefs, teaching new skills, or modifying other individual-level mediating factors. Educational and persuasive approaches, however, cannot provide a complete answer to the problem of drinking by young people. In part, this limitation arises because people are immersed in a broader social context in which alcohol is readily available and glamorized (Mauss et al., 1988). In contrast, policy approaches address (a) formal legal and regulatory mechanisms, rules, and procedures for reducing the consumption of alcohol or risky drinking behaviors and (b) enforcement of these measures (Grube and Nygaard, 2001; Toomey and Wagenaar, 1999). Policy approaches to prevention have considerable promise for addressing the problems associated with drinking by changing the legal and social environment. In particular, policy strategies can be used to reduce alcohol availability, directly deter drinking by increasing the personal costs associated with it, and communicate norms regarding acceptable and unacceptable drinking practices. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Alcoholic beverages KW - Consumption KW - Countermeasures KW - Drunk driving KW - Impaired drivers KW - Implementation KW - Law enforcement KW - Laws KW - Prevention KW - Public policy KW - Regulation KW - Social values UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754159 ER - TY - CONF AN - 00987737 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Simon, S AU - Transportation Research Board TI - VEHICLE SANCTIONS FOR REPEAT DRIVING WHILE INTOXICATED OFFENDERS: FACTORS THAT FACILITATE OR IMPEDE THEIR ADOPTION OR IMPLEMENTATION PY - 2005/01 IS - E-C072 SP - p. 61-70 AB - Vehicle sanctions for driving while intoxicated (DWI) offenders, when applied, consistently show a significant reduction in recidivism among the population that experienced the sanction (DeYoung, 2002). This paper examines some of the factors that impede, reduce, or are barriers to a greater or wider level of implementation of effective vehicle sanctions. Most states have at least one form of a vehicle sanction applicable to DWI offenders. These include vehicle impoundment, vehicle forfeiture, plate and registration impoundment, vehicle immobilization, and ignition interlocks. Yet in many of those jurisdictions the sanction is not applied, is applied at a low level, or, while applied broadly, is limited in actual application because of legal, practical, or policy obstacles. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Barriers to implementation KW - Countermeasures KW - Drunk driving KW - Impaired drivers KW - Implementation KW - Recidivism KW - Repeat offenders KW - Sanctions UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754155 ER - TY - CONF AN - 00987738 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Beirness, D J AU - Transportation Research Board TI - CHALLENGES TO IGNITION INTERLOCK PROGRAM IMPLEMENTATION PY - 2005/01 IS - E-C072 SP - p. 71-82 AB - Present alcohol interlock systems consist of a small breath-testing device linked to the vehicle ignition system that requires the driver to provide a breath sample every time an attempt is made to start the vehicle. The interlock device prevents the vehicle from being started unless the driver provides a breath sample that reveals an alcohol concentration below the present threshold value--typically .02% (20 mg/dl). In the event the breath sample reveals a blood alcohol concentration (BAC) in excess of the threshold value, the interlock prevents the vehicle from starting, and the driver must wait a period of time before trying again. At one level, the acceptability of interlocks depends on their ability to prevent a person with a high BAC from driving while at the same time allowing legitimate use of the vehicle by drivers who have a low or zero BAC. To ease these concerns, at least three government agencies have established standards or guidelines for interlock devices. Devices that meet these standards provide assurance to both the public and users that the device performs as expected and desired. Protection against potential circumvention of the device is also required by the standards. To meet these standards, interlock devices contain such features as temperature and pressure sensors (to guard against filtered or stored samples or samples introduced by mechanical devices), a data logger (to record all attempts to start the vehicle as well as the driver's BAC), and a running retest requirement (to guard against bystanders providing a sample as well as extended periods of idling). These features have helped to create an interlock device that does exactly what it is intended and expected to do, i.e., prevent drivers impaired by alcohol from operating the vehicle in which it is installed. However, overcoming the mental roadblock to the use of interlock devices remains a challenge. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Acceptance KW - Alcohol ignition interlock devices KW - Barriers to implementation KW - Countermeasures KW - Drunk driving KW - Impaired drivers KW - Implementation KW - Standards UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754156 ER - TY - CONF AN - 00987736 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Page, T E AU - Transportation Research Board TI - COMMENTARY ON ENFORCEMENT CHALLENGES PY - 2005/01 IS - E-C072 SP - p. 54-57 AB - The author comments on the paper "Putting Research into Action: Sobriety Checkpoints Save Lives" by J.C. Fell, J.H. Lacey and R.B. Voas that addresses the use of sobriety checkpoints as an impaired driving countermeasure. He discusses three main reasons that were cited in the paper for the infrequent use of sobriety checkpoints in jurisdictions that can legally implement them: (1) lack of police resources and funding; (2) lack of support by task forces and citizen activists; and (3) perception that checkpoints are not productive or cost-effective. He concludes that police culture may work against checkpoint implementation, and that persuading agencies and officers of the value of checkpoints may require adjustments in personnel selection. Also, he concludes that creative teaching and training techniques may help officers to internalize values consistent with the use of checkpoints. He points out that police officers' reliance on roadside instruments (such as portable breath testers) to determine alcohol impairment may result in a decrease in their ability to determine impairment from nonalcohol causes (such as other drugs) and a deterioration in impairment-detection ability. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Alcohol breath tests KW - Countermeasures KW - Drugged drivers KW - Drunk driving KW - Education and training KW - Impaired drivers KW - Implementation KW - Personnel KW - Police KW - Selection and appointment KW - Sobriety checkpoints UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754154 ER - TY - CONF AN - 00987743 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Hingson, R W AU - Transportation Research Board TI - THE CASE FOR 0.08% PER SE LAWS PY - 2005/01 IS - E-C072 SP - p. 129-142 AB - This paper examines research evidence on the effects of different blood alcohol levels on driving impairment and fatal crash risks and on the effects of lowering legal blood alcohol limits from 0.10% per se to 0.08% per se on alcohol-related fatal crash rates. Studies available before the 1998 congressional vote not to withhold highway construction funds from non-0.08% law states were examined as were studies released after that vote but before the 2000 congressional vote to withhold highway funds from non-0.08% law states. Before 1998, evidence from experimental laboratory studies, driver simulation and road course studies, roadside observational studies, and epidemiologic comparisons of drivers involved and not involved in fatal crashes demonstrated impairment in important driving tasks at levels below 0.08% blood alcohol content (BAC) as well as the heightened fatal crash risk at BACs of 0.08%. Studies published after 1998 show impairment on important driving tasks for all drivers at BACs of 0.08% or less and at least an 11-fold increase in single-vehicle fatal crash risk for drivers with BACs of 0.08% to 0.099%. In October 2000, Congress passed legislation that withheld federal highway funds from states without 0.08% per se laws effective in 2003. As of August 2003, 44 states had passed 0.08% laws. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Blood alcohol levels KW - Countermeasures KW - Crash rates KW - Drunk driving KW - Fatalities KW - Federal aid KW - Federal laws KW - Impaired drivers KW - Implementation KW - Per se laws KW - Road construction KW - States UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754161 ER - TY - CONF AN - 00987739 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Blomberg, R D AU - Transportation Research Board TI - COMMENTARY ON "VEHICLE SANCTIONS FOR REPEAT DRIVING WHILE INTOXICATED OFFENDERS" AND ON "CHALLENGES TO IGNITION INTERLOCK PROGRAM IMPLEMENTATION" PY - 2005/01 IS - E-C072 SP - p. 83-85 AB - The papers by Simon and Beirness provide comprehensive pictures of the judicial and administrative challenges facing vehicle sanctions and ignition interlock programs, respectively, for repeat driving while intoxicated (DWI) offenders. They both point out that offenders know that the probability of being caught driving while suspended is extremely low, especially if the offender obeys all rules of the road and is not involved in a crash. Neither stresses, however, the additional issue that vehicles are often "disposable" items to this population. The ready availability of inexpensive vehicles coupled with the various vehicle registration avoidance possibilities highlighted by Simon militate against the widespread success of any vehicle-based sanction. Further comments on the two papers examine other issues such as cost effectiveness, data integration, making interlocks mandatory in all vehicles, the driving performance of alcohol-dependent people when they are sober, and electronic monitoring of offenders. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Alcohol ignition interlock devices KW - Alcoholism KW - Cost effectiveness KW - Countermeasures KW - Data integration KW - Drunk driving KW - Electronic monitoring (Human beings) KW - Impaired drivers KW - Implementation KW - Repeat offenders KW - Sanctions UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754157 ER - TY - CONF AN - 00987740 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Blomberg, R D AU - Rodgers, C AU - Transportation Research Board TI - THE PROBLEM DRIVER DETECTION SYSTEM: A BRIEF INTRODUCTION PY - 2005/01 IS - E-C072 SP - p. 86-89 AB - The National Highway Traffic Safety Administration (NHTSA) estimated that costs for the nation's alcohol-related crashes reach more than $50 billion annually--accounting for medical treatment, lost productivity, property damage, and emergency services (NHTSA, 2003). Repeat offenders of the driving while intoxicated (DWI) laws represent approximately one-third of the DWI convictions each year. Many of these repeat offenders have had their licenses suspended or revoked but continue to drive. They can do so essentially with impunity because it is very difficult for law enforcement officers to determine that the suspended or revoked driver is on the road so long as he or she does not become involved in a crash, commit a moving violation, or exhibit aberrant behavior. One way of dealing with this problem would be a system to alert the police when a passing motorist might be driving with a suspended license. Such a system would have to provide the officers with key information about the suspended offender so that it would be unlikely that other (innocent) drivers would be stopped or otherwise inconvenienced. NHTSA therefore sponsored a study to assess, develop, and test a problem driver detection system (PDDS) as a countermeasure to continued driving by individuals whose licenses have been suspended because of violations of DWI or driving under the influence (DUI) laws. The study was accomplished in three phases, each of which is briefly outlined in this paper. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Countermeasures KW - Detection and identification KW - Drunk driving KW - Electronic monitoring (Human beings) KW - Impaired drivers KW - Implementation KW - Problem driver detection system KW - Repeat offenders KW - Suspensions UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754158 ER - TY - CONF AN - 00987728 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Transportation Research Board TI - IMPLEMENTING IMPAIRED DRIVING COUNTERMEASURES: PUTTING RESEARCH INTO ACTION, A SYMPOSIUM, AUGUST 21-23, 2003, IRVINE, CALIFORNIA PY - 2005/01 IS - E-C072 SP - 164 p. AB - This circular contains the proceedings from a symposium held at the Beckman Conference Center on the campus of the University of California in Irvine, California, on August 21-23, 2003. The purpose of the symposium was to discuss the implementation of research-based strategies to prevent impaired driving crashes in the United States. The papers are organized according to the following headings: General Theory on Translating Research into Policy and Practice; Legislative Challenge: Primary Seat Belt Enforcement Laws; Enforcement Challenges; Judicial and Administrative Challenges; Alcohol Policy Challenges; and Case Studies: Success Stories. Appendices contain the Workshop Schedule and a list of workshop participants. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Administrative procedures KW - Case studies KW - Conferences KW - Countermeasures KW - Drunk driving KW - Impaired drivers KW - Implementation KW - Judicial processes KW - Law enforcement KW - Legislation KW - Policy KW - Prevention KW - Primary enforcement KW - Research KW - Safety KW - State laws KW - Strategic planning UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/753965 ER - TY - CONF AN - 00987730 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Rogers, E M AU - Transportation Research Board TI - GENERAL THEORY ON TRANSLATING RESEARCH INTO POLICY AND PRACTICE PY - 2005/01 IS - E-C072 SP - p. 9-16 AB - This paper draws on the diffusion-of-innovations model for strategies to achieve a higher degree of research utilization, defined as the process through which research findings are put into use in the form of programs and policies. In every field, research utilization is a difficult process, in part because utilization has been conceptualized as an action that begins only after research is completed. Research utilization is more correctly seen as a process that occurs as an integral part of the research process through a two-way communication flow between researchers and practitioners. This paper draws on the diffusion-of-innovations model for strategies to speed up the implementation of research-based innovations in the transportation field. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Countermeasures KW - Drunk driving KW - Impaired drivers KW - Implementation KW - Innovation KW - Policy KW - Research KW - Strategic planning KW - Utilization UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754148 ER - TY - CONF AN - 00987732 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Preusser, D F AU - Solomon, M G AU - Cosgrove, L A AU - Transportation Research Board TI - MINORITIES AND PRIMARY VERSUS SECONDARY BELT USE ENFORCEMENT PY - 2005/01 IS - E-C072 SP - p. 23-29 AB - Some states allow police to ticket a motorist solely for not using a safety belt, a practice known as primary or standard enforcement. Most states allow only secondary enforcement: a motorist must be stopped for some other violation before a belt ticket can be issued. Primary enforcement is associated with substantially higher belt use rates. Still, most states have been hesitant to allow primary enforcement in fear that it could provide more opportunity for police to stop, and presumably harass, motorists. Before-and-after comparisons are described with respect to race and ethnicity for five states that implemented a change from secondary to primary enforcement. Results indicated that, for minorities, primary enforcement is associated with higher belt use rates and proportionately equal or fewer belt use citations; secondary laws are associated with lower belt use rates and proportionally equal or more belt use citations. It is concluded that primary enforcement results in both a more uniform number of citations issued across racial groups and greater protection for motor vehicle occupants. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Before and after studies KW - Countermeasures KW - Drunk driving KW - Ethnic groups KW - Impaired drivers KW - Implementation KW - Laws KW - Minorities KW - Primary enforcement KW - Race KW - Seat belts KW - Secondary enforcement KW - Traffic citations KW - Utilization UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754150 ER - TY - CONF AN - 00987745 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Zwonechek, F AU - Transportation Research Board TI - COMMENTARY ON "THE FALL AND RISE OF GRADUATED LICENSING IN NORTH AMERICA," "THE CASE FOR 0.08% PER SE LAWS," AND UNDERAGE DRINKING ENFORCEMENT TRAINING CENTER PY - 2005/01 IS - E-C072 SP - p. 150-152 AB - This paper examines the failure of jurisdictions to accept and adopt the programs and policies that clearly demonstrate success by commenting on two papers where this was initially the case: "The Fall and Rise of Graduated Licensing in North America" and "The Case for 0.08% Per Se Laws." Among the findings pointed out are that (1) the most successful implementation occurs when governors themselves take the lead and (2) the biggest success in utilizing research-based impaired driving and other traffic safety initiatives has occurred since the "performance-based strategic traffic safety planning" process was adopted under the Transportation Equity Act for the 21st Century guidelines. Also pointed out is the need for visible community support, which is gained by the collection of data through research. U1 - Putting Research Into Action: A Symposium on the Implementation of Research-Based Impaired Driving CountermeasuresTransportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport CanadaIrvine, California,United States StartDate:20030821 EndDate:20030823 Sponsors:Transportation Research Board; Centers for Disease Control and Prevention; National Highway Traffic Safety Administration; National Institute on Alcohol Abuse and Alcoholism; International Council on Alcohol, Drugs and Traffic Safety; and Transport Canada KW - Community support KW - Countermeasures KW - Data collection KW - Drunk driving KW - Graduated licensing KW - Impaired drivers KW - Implementation KW - Per se laws KW - Research KW - Transportation Equity Act for the 21st Century UR - http://onlinepubs.trb.org/onlinepubs/circulars/ec072.pdf UR - https://trid.trb.org/view/754163 ER - TY - JOUR AN - 00985813 JO - Popular Science PB - Times Mirror Magazines, Incorporated AU - Behar, M AU - Times Mirror Magazines, Incorporated TI - WARNING: THE HYDROGEN ECONOMY MAY BE MORE DISTANT THAN IT APPEARS PY - 2005/01 VL - 266 IS - 1 SP - p. 65-68 AB - This article examines nine myths and misconceptions about hydrogen-powered cars: (1) hydrogen is an abundant fuel; (2) hydrogen fuel cells will end global warming; (3) the hydrogen economy can run on renewable energy; (4) hydrogen gas leaks are nothing to worry about; (5) cars are the natural first application for hydrogen fuel cells; (6) the U.S. is committed to hydrogen, pouring billions into research and development; (7) if Iceland can do it, so can we; (8) mass production will make hydrogen cars affordable; and (9) fuel cell cars can drive hundreds of miles on a single tank of hydrogen. Discussion of these myths and misconceptions shows that the near-future prospects for a hydrogen economy are dim and that waiting for hydrogen to save us isn't an option. KW - Costs KW - Financing KW - Fuel cells KW - Gas leaks KW - Global warming KW - Hydrogen fuels KW - Iceland KW - Renewable energy sources KW - Research KW - Vehicles by motive power UR - https://trid.trb.org/view/749563 ER - TY - RPRT AN - 00980089 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 2003: A COMPILATION OF MOTOR VEHICLE CRASH DATA FROM THE FATALITY ANALYSIS REPORTING SYSTEM AND THE GENERAL ESTIMATES SYSTEM PY - 2005/01 SP - 220p 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 2003) and GES (1988 through 2003). The remaining chapters present data only from 2003. 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 - Glossaries 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 - Trend (Statistics) KW - United States KW - Vehicles UR - https://trid.trb.org/view/740813 ER - TY - RPRT AN - 01135391 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System General Estimates System. 2005 Data Summary PY - 2005 SP - 36p AB - FARS, the Fatality Analysis Reporting System that became operational in 1975, contains data on a census of fatal traffic crashes within the 50 States, the District of Columbia, and Puerto Rico. To be included in FARS, a crash must involve a motor vehicle traveling on a trafficway customarily open to the public, and must result in the death of an occupant of a vehicle or a nonoccupant within 30 days of the crash. The 2005 FARS data file used for the statistics in this report was created in June 2006. The updated final counts for 2004 are reflected in this report. The updated final counts for 2005 will be reflected in the 2006 report. Data in the General Estimates System (GES) are obtained from a nationally representative probability sample selected from all police-reported crashes. The system began operation in 1988. To be eligible for the GES sample, a police accident report (PAR) must be completed for the crash, and the crash must involve at least one motor vehicle traveling on a trafficway and result in property damage, injury, or death. KW - Crash reports KW - Crash severity KW - Data collection KW - Fatalities KW - Fatality Analysis Reporting System KW - Motor vehicle operations KW - Property damage KW - Statistical analysis KW - Traffic crashes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/TSF05DATASUMMARY.PDF UR - https://trid.trb.org/view/894261 ER - TY - RPRT AN - 01135335 AU - National Highway Traffic Safety Administration TI - National Automotive Sampling System (NASS) General Estimates System (GES) Analytical User's Manual, 1988-2005 PY - 2005 SP - 258p 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 6.1 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/AUM05.PDF UR - https://trid.trb.org/view/894553 ER - TY - RPRT AN - 01135189 AU - National Highway Traffic Safety Administration TI - General Estimates System Coding and Editing Manual, 2005 PY - 2005 SP - 607p 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/GES05.PDF UR - https://trid.trb.org/view/894534 ER - TY - CONF AN - 01025834 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board TI - Safe Mobility for Older Americans PY - 2005 IS - 2 SP - 62p AB - The purpose of the conference was to review what had been accomplished in research and implementation since the publication of Transportation Research Board (TRB) Special Report 218, "Transportation in an Aging Society" (1988), and to identify future research and implementation needs for achieving safer mobility for older persons. The conference committee commissioned research papers to be presented and discussed at the conference, planned all aspects of the conference program, and met after the conference to review the information generated and to deliberate on its findings and recommendations for future research and program initiatives designed to meet the challenges ahead. The result of these activities is publication of two separate documents that together provide a comprehensive update to "Transportation in an Aging Society." The first, Conference Proceedings 27: "Transportation in an Aging Society: A Decade of Experience" (TRB, 2004), contains the technical papers commissioned by the committee and presented at the conference. This companion document, "Safe Mobility for Older Americans," contains the committee's summary of research accomplishments during the past decade, committee recommendations, and a discussion of crosscutting issues. This document briefly introduces the problem: American is an aging society. As the proportion of older persons grows and they experience the functional declines that often accompany the aging process, their safe mobility will become a significant national issue. A discussion of the history of research in this area and suggestions concerning the future magnitude of potential safety issues based on census projections and current crash rates are included. These introductory materials are followed by a series of committee recommendations that build on those offered by Special Report 218. The committee developed its recommendations on the basis of its deliberations, analyses, and judgment. It drew on the wealth of information generated by the conference as well as on other sources. The recommendations are organized by topic area: strategic considerations, drivers, vehicles, roadway environment, and alternative transportation. Each section also addresses research needs for the specific area of inquiry. The chapter on crosscutting issues is presented to frame this complex discussion properly. Identifying and characterizing the safe mobility needs associated with older persons lead to an understanding that the issues cannot be isolated by discipline, organization, population segment, transportation mode, or any other taxonomy. This document concludes with a brief summary of the research recommendations offered by the individual authors of the technical papers. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Aged drivers KW - Alternatives analysis KW - Conferences KW - Future research KW - Highway design KW - Mobility KW - Recommendations KW - Research KW - Safety KW - Strategic planning KW - Transportation policy KW - Vehicle design UR - http://onlinepubs.trb.org/onlinepubs/conf/CPW2.pdf UR - https://trid.trb.org/view/783300 ER - TY - CONF AN - 01016539 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Li, Hainan AU - Guensler, Randall L AU - Ogle, Jennifer TI - Comparing Women's and Men's Morning Commute Trip Chaining in Atlanta, Georgia, by Using Instrumented Vehicle Activity Data SN - 0309093945 PY - 2005 IS - 35 SP - pp 14-20 AB - Differences between women's and men's morning commute trip-chaining patterns are examined by using a subset of instrumented vehicle activity observations for 10 days of morning commute journeys made by 182 drivers from 138 households in Atlanta, Georgia. Morning commute trips that involve trip chaining are longer both in distance and in duration for both men and women compared with morning commutes without trip chaining. On the basis of analysis of the Atlanta data reported, overall gender differences in the morning commute trip-chaining patterns for men and women appear to exist. Men traveled a greater distance and spent more time in the morning commute than did women. Men stopped more frequently than women, and women tended to have shorter stop durations than did men. Some of the findings contradict previous research. It is not clear whether the differences reported here are specific to Atlanta, to the households involved in the sample, or perhaps to the specific time frame in which the analyses were undertaken. A larger sampling of the instrumented vehicle data (1 year of commute travel for 250+ households in the Commute Atlanta project) is currently being prepared to further assess these differences and to examine whether gender roles may be changing, at least in Atlanta. 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 - Atlanta (Georgia) KW - Commuting KW - Data collection KW - Females KW - Gender KW - Instrumented vehicles KW - Males KW - Travel time KW - Trip chaining KW - Trip length UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773059 ER - TY - CONF AN - 01016538 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Laapotti, Sirkku TI - What Are Young Female Drivers Made Of? Differences in Driving Behavior and Attitudes of Young Women and Men in Finland SN - 0309093945 PY - 2005 IS - 35 SP - pp 148-154 AB - Young female drivers in Finland are described by comparing the driving behavior and attitudes of young women and men. The study also questioned whether the traffic behavior and attitudes of female drivers have changed to resemble those of male drivers more closely during the past 20 years. The study used questionnaires to collect data from about 40,000 drivers on their attitudes and behavior (quantity and quality of driving, number and type of accidents, number of violations). Data on traffic offenses were also gathered by questionnaires from 30,275 drivers on an official register. Accident databases covering three levels of severity were used in the study: self-reported accidents, accidents in which claims were made to insurance companies, and fatal accidents investigated by the Road Accident Investigation Teams in Finland. The results showed that on the whole, female drivers hold more positive attitudes toward traffic regulations and safety. They committed fewer traffic offenses and were involved in accidents less often than men (exposure controlled for). Typical female drivers' accidents were those involving backing up and minor single-vehicle accidents. It is concluded that traffic attitudes and accident patterns of female drivers have not changed to resemble those of men more closely during the past 20 years in Finland. 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 - Attitudes KW - Behavior KW - Crash severity KW - Data collection KW - Drivers KW - Females KW - Finland KW - Males KW - Questionnaires KW - Traffic crashes KW - Traffic regulations KW - Traffic safety KW - Traffic violations UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773157 ER - TY - CONF AN - 01016537 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Krizek, Kevin J AU - Johnson, Pamela Jo AU - Tilahun, Nebiyou TI - Gender Differences in Bicycling Behavior and Facility Preferences SN - 0309093945 PY - 2005 IS - 35 SP - pp 31-40 AB - This study focuses on bicycling and specifically the differences by gender in terms of use and facility preferences. It is hypothesized that there are observable differences in bicycle use and how bicycle facilities are perceived; the researchers attempt to understand where differences exist and to document these differences in a manner that provides a baseline for future research. Secondary data from five different surveys were used to examine actual cycling behavior (commuting and other), desired amenities, and safety perceptions, as well as cycling facility preferences of women versus men. In general, the research uncovered a number of differences between men and women but also several other important differences. For example, there are distinct gender differences in the purpose of bicycle trips, desired amenities and safety perceptions, and the degree to which separate facilities are valued. This work contributes to the planning, transportation, and public health (physical activity) literature by providing a quantitative baseline documentation on which to build future work on a specific but often-glossed-over topic. 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 - Amenities KW - Baseline data KW - Behavior KW - Bicycle facilities KW - Bicycling KW - Gender KW - Safety KW - Stated preferences KW - Surveys KW - Trip purpose UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773062 ER - TY - CONF AN - 01016536 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Vance, Colin AU - Buchheim, Sabine AU - Brockfeld, Elmar TI - Gender as a Determinant of Car Use: Evidence from Germany SN - 0309093945 PY - 2005 IS - 35 SP - pp 59-67 AB - The determinants of car use in Germany are explored by analyzing a panel survey of travel diary data collected between 1994 and 2001. The analysis is conducted against the backdrop of two questions: Do women have more constrained access to cars than men, and if so, how is this constrained access mitigated or exacerbated by other determinants of car use such as community design, socioeconomic circumstances, and the demographic composition of the household? A cross-cutting issue is whether the existence of gender discrepancies in car use reflects the outcome of objective reasoning or of patriarchal constraints. Answers to these questions are pursued by estimating a probit choice model of the determinants of car utilization on weekdays. Although it is found that women are characterized by a lower likelihood of car use than are men, the magnitude of the discrepancy is influenced by several intervening variables including age, number of children, and time spent in out-of-household activities. The presence of children, in particular, is found to play a significant role in reducing disparities between men and women with respect to car use, whereas urban form variables generally play an insignificant role. It is concluded that although car use decisions may be made on the basis of objective reasoning, this reasoning often emerges from patriarchal constraints that dictate traditional gender roles. 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 - Automobile travel KW - Children KW - Choice models KW - Females KW - Gender KW - Germany KW - Males KW - Panel studies KW - Probits KW - Travel diaries KW - Travel surveys KW - Urban form KW - Weekdays UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773066 ER - TY - CONF AN - 01016535 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Mohammadian, Abolfazl TI - Gender Differences in Automobile Choice Behavior SN - 0309093945 PY - 2005 IS - 35 SP - pp 41-48 AB - Automobile ownership plays an important role in determination of travel behavior. In contrast, gender difference is shown to be a significant factor in automobile choice behavior. The primary objective of this study was to identify influential factors that affect gender differences in automobile choice behavior. This study presents the process of developing mixed logit discrete choice models that control for gender to predict automobile type choice behavior. A variety of explanatory variables were used to provide a good model fit. Overall, the models demonstrate that gender-specific automobile type choice behavior is influenced by a wide variety of explanatory variables, including automobile attributes and household and individual characteristics. 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 - Automobile ownership KW - Automobiles KW - Choice models KW - Discrete choice models KW - Gender KW - Households KW - Mixed logit models KW - Persons and personal characteristics KW - Vehicle characteristics UR - https://trid.trb.org/view/773063 ER - TY - CONF AN - 01016534 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Srinivasan, Sumeeta TI - Influence of Residential Location on Travel Behavior of Women in Chennai, India SN - 0309093945 PY - 2005 IS - 35 SP - pp 4-13 AB - The visible impact of urban transportation is in access to employment. However, transportation also affects access to other services such as shopping and social service facilities. Past research in Chennai, a large city in India, indicates that the relocation of the very poor in peripheral informal settlements severely affects their accessibility to jobs and services because of the commuting distances involved when employment opportunities continue to remain highly centralized. In this study an attempt was made to understand the influence of relative location within the city on travel behavior by using a sample of 116 low-income households from a variety of locations in Chennai. In particular, the travel behavior of women as affected by location was assessed. Models estimated to determine the influence of location characteristics on household travel behavior indicate that availability of transportation choices did affect the travel behavior of women even after differences in their life-cycle stage are accounted for. Recently, Chennai has been investing heavily in rail for public transportation without estimating current travel demand by spatial location within the city. The implications of this policy for integrated land use and transportation planning are especially pertinent in this context. 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 - Chennai (India) KW - Females KW - Jobs KW - Land use KW - Low income groups KW - Rail transit KW - Residential location KW - Shopping facilities KW - Social service KW - Transportation planning KW - Transportation policy KW - Travel behavior KW - Travel demand UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773023 ER - TY - CONF AN - 01016533 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Beck, Laurie F AU - Shults, Ruth A AU - Gilbert, Brenda Colley TI - Pregnant Women and Safety Belts: What Do We Know? SN - 0309093945 PY - 2005 IS - 35 SP - pp 128-134 AB - Injuries are a leading cause of death among pregnant women, and motor vehicle crashes are a leading cause of hospitalized injuries during pregnancy. The protective effect of safety belts for pregnant women and fetuses has been well documented. Self-reported data from two population-based surveys were used to examine safety belt use among reproductive-aged women and prenatal counseling about safety belts during pregnancy. The prevalence of safety belt use among reproductive-aged women ranged from 70% to 91% across 19 states. The prevalence of counseling about safety belts during pregnancy ranged from 37% to 57%. Younger, non-Hispanic black, and less educated reproductive-aged women were less likely to use seat belts. Pregnant women with these characteristics were more likely than older, non-Hispanic white, and more educated women to receive counseling about safety belt use. Population-based data on safety belt use among pregnant women are needed. Because belt use may change as the pregnancy advances, it should be measured during various stages of pregnancy. Adherence to counseling guidelines is low and should be increased. Provider counseling should be used in combination with effective tools such as legislation and high-visibility law enforcement, and the impact of counseling should be rigorously evaluated. 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 - Blacks KW - Counseling KW - Injuries KW - Persons by educational level KW - Pregnant women KW - Seat belt use KW - Seat belts KW - Surveys KW - Traffic crashes KW - Whites UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773151 ER - TY - CONF AN - 01016532 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Loukaitou-Sideris, Anastasia TI - Is It Safe to Walk Here? Design and Policy Responses to Women's Fear of Victimization in Public Places SN - 0309093945 PY - 2005 IS - 35 SP - pp 102-112 AB - Fear of victimization and crime are important concerns for women in cities. Although differences among women exist because of age, race, class, cultural and educational background, sexual orientation, and disability status, as well as personal characteristics such as personality traits and sense of physical competence, women typically report higher levels of fear than men. Women's fear is particularly associated with specific environmental conditions and settings. An overview is given of women's fear of crime in public spaces. After a discussion of a series of facts and fallacies about women's fear, the outcomes of fear as reflected in women's behavior and travel patterns are reviewed. Empirical findings are reported from two surveys of women in neighborhood parks and waiting at bus stops in Los Angeles, California. Design and policy responses to women's fear of victimization are then focused on and the interrelationship between environment and crime is analyzed, with suggestions for design and planning strategies for safer public spaces. 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 - Bus stops KW - Crimes KW - Environmental design KW - Fear KW - Females KW - Los Angeles (California) KW - Neighborhoods KW - Policy KW - Public areas KW - Safety KW - Strategic planning KW - Travel behavior KW - Travel patterns KW - Victims UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773073 ER - TY - CONF AN - 01016531 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Zhou, Yushuang AU - Outwater, Maren L AU - Proussaloglou, Kimon E TI - Market Research on Gender-Based Attitudinal Preferences and Travel Behavior SN - 0309093945 PY - 2005 IS - 35 SP - pp 171-179 AB - The attitudinal differences between men and women are examined in terms of how attitudes toward everyday travel vary by gender and to what extent differences in travel behavior can be explained by attitudinal differences. How differences in attitudes and behavior between men and women vary across socioeconomic groups is also addressed. Data for this study came from four attitude-based household surveys in which nearly 40 attitudinal questions were asked to measure respondents' sensitivity to a broad range of experiences that they may encounter during their daily travel and their attitudes toward characteristics of the different travel modes they consider for their travel. The ratings of the attitudinal statements were analyzed to determine whether there is a gender difference; they were also used to segment the survey respondents into distinct market groups according to shared travel attitudes. This study shows that there is significant gender difference in travel attitudes, though the relative rank order of ratings provided by the female respondents was similar to that of the male respondents. It is important to provide a mix of strategies that would be most effective for different market segments with a range of attitudinal preferences and socioeconomic characteristics. 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 - Attitudes KW - Females KW - Gender KW - Households KW - Males KW - Market research KW - Market segmented groups KW - Socioeconomic factors KW - Transportation modes KW - Travel behavior KW - Travel surveys UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773166 ER - TY - CONF AN - 01016530 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Dellinger, Ann M TI - Nonfatal Transportation-Related Injury Among Women: Differences in Injury Patterns and Severity by Age SN - 0309093945 PY - 2005 IS - 35 SP - pp 163-168 AB - Transportation ranks among the leading causes of death and injury for women in the United states. National estimates of nonfatal injury were based on weighted data from 31,144 women aged 15 years and older treated in hospital emergency departments during 2002. These injuries were compared with data from 31,733 men collected in the same system. Injuries were classified by age, disposition (e.g., treated and released, hospitalized), person type (e.g., occupant, pedestrian), body area injured, and type of injury (diagnosis). The 31,144 injuries represented an estimated 1.8 million transportation injuries to women in the United States. The majority (93.6%) of injured women were treated and released. Data were divided into five categories: motor vehicle occupant, pedestrian, pedal cyclist, motorcyclist, and all other transportation-related injuries. An estimated 1,495,884 female occupants were injured during 2002. Women (1,280) had a higher occupant injury rate per 100,000 population than men (1,127). Men had higher rates as pedestrians, pedal cyclists, and motorcyclists. This analysis demonstrates the heavy burden of transportation injury among women, along with notable differences in injury severity and injury patterns. 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 - Cyclists KW - Females KW - Injuries KW - Injury patterns KW - Injury severity KW - Injury types KW - Males KW - Motorcyclists KW - Pedestrians KW - Statistics KW - Vehicle occupants UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773160 ER - TY - CONF AN - 01016529 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Nobis, Claudia AU - Lenz, Barbara TI - Gender Differences in Travel Patterns: Role of Employment Status and Household Structure SN - 0309093945 PY - 2005 IS - 35 SP - pp 114-123 AB - Many signs indicate that the mobility of women has changed significantly in the past several decades: young women possess a driver's license almost as often as young men do, and women's car availability and their average mileage per year have increased. At the same time, more and more women combine job and family. The effects that these changes have on women's mobility in Germany are explored. The central questions are whether women adapt their mobility behavior to that of men or develop a woman-specific behavior, particularly for the use of the car, and whether household structure and employment status have the same effect on travel patterns for men and women. With data from a national travel survey in Germany, a group classification is carried out in order to compare those with similar basic conditions. The grouping variables are sex, employment status, and household structure. The analysis is restricted to individuals between 30 and 49 years of age in order to minimize variation in the life cycle to the extent possible. The results show that single men and women share many similarities. Gender differences reach the highest level for multiperson households. As long as only sex and household type are taken into account, the gender differences found are consistent with the literature. However, the additional distinction of employment status reveals a more differentiated view of gender differences in travel patterns. Men are rarely part-time employees or homemakers, but once they have this role, they often have even more strongly pronounced travel characteristics that normally are ascribed to women. In contrast, the travel patterns of full-time employed women are still different from those of their male counterparts. In addition, when working full time, women are to a higher degree than men responsible for household duties and child care. In this context, the car seems to have the ambivalent role of affording more flexibility while at the same time solidifying the traditional role of women in household duties and child care. 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 - Employment KW - Females KW - Gender KW - Germany KW - Households KW - Travel behavior KW - Travel patterns KW - Travel surveys UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773080 ER - TY - CONF AN - 01016528 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Gossen, Rachel AU - Purvis, Charles L TI - Activities, Time, and Travel: Changes in Women's Travel Time Expenditures, 1990-2000 SN - 0309093945 PY - 2005 IS - 35 SP - pp 21-29 AB - This study examines the constancy and change in total travel time expenditures of women and men in the San Francisco Bay Area across the 10-year period from 1990 to 2000. The data sets analyzed are the 1990 and 2000 Bay Area Travel Surveys. Total travel time expenditures for women and men are examined across various sociodemographic and household attributes including age, race and ethnicity, employment status, and household life-cycle category. The results show that for both women and men, reported daily travel time expenditures increased significantly from 1990 to 2000. In addition, the results show that for some subgroups of women and men, differences in travel time expenditures have equalized from 1990 to 2000, whereas differences between other subgroups have increased. 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 - Employment KW - Ethnic groups KW - Females KW - Gender KW - Households KW - Race KW - San Francisco Bay Area KW - Sets KW - Sociodemographic attributes KW - Travel surveys KW - Travel time UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773061 ER - TY - CONF AN - 01016527 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - McDonald, Noreen C TI - Does Residential Density Affect the Travel "Gender Gap"? SN - 0309093945 PY - 2005 IS - 35 SP - pp 68-75 AB - Research has shown that women with children have different travel patterns from those of their male counterparts, and thus there is a travel "gender gap." Women are more likely to make linked trips and to make trips solely to meet their children's travel needs, leading women to make more trips than men. A separate body of literature has shown significant, but moderate, influences of the built environment on travel behavior. This study tests the hypotheses that (a) there is a travel gender gap and (b) mothers make fewer trips for their children in densely populated places because their children are better able to meet their own travel needs. Analysis using the 2001 National Household Travel Survey shows that women make 77% more trips with children than their husbands do. This provides strong evidence for the existence of a gender gap when travel with children is considered. However, there is no evidence that the maternal travel burden declines as density increases, because children's travel options are not necessarily better in urban areas. Although children in urban areas walk and ride transit more than their rural counterparts do, they are less likely to have school bus service or to drive themselves. These two effects tend to cancel each other out, and the result is no reduction in mothers' travel burdens as density increases. 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 - Built environment KW - Children KW - Females KW - Gender KW - Males KW - National Household Travel Survey KW - Residential density KW - Rural areas KW - Travel behavior KW - Travel patterns KW - Urban areas UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773068 ER - TY - CONF AN - 01016526 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Klinich, Kathleen DeSantis AU - Rupp, Jonathan D AU - Schneider, Lawrence W AU - Pearlman, Mark D TI - Protecting the Pregnant Occupant and Fetus in Motor Vehicle Crashes: Biomechanical Perspective SN - 0309093945 PY - 2005 IS - 35 SP - pp 135-140 AB - Providing effective protection for fetuses of pregnant occupants in motor vehicle crashes (MVCs) poses a challenge to automotive safety engineers because of limited data on the causes of fetal loss and injury. Recent studies have improved the understanding of biomechanical factors leading to adverse fetal outcomes in MVCs and have resulted in tools to evaluate restraint system performance in pregnant occupants. An anthropometry study of seated pregnant occupants throughout gestation has provided data on the size and shape of the pregnant abdomen relative to steering wheels and belt restraints. In-depth investigations of 42 crashes involving pregnant occupants resulted in logistic regression models that estimate the risk of adverse fetal outcome on the basis of crash severity and maternal restraint use. Data from these studies were used to develop a pregnant abdomen and injury reference values for the small female Hybrid III crash dummy. Highest-priority areas for future research are to monitor fetal outcomes after MVCs systematically, improve instrumentation for the pregnant crash dummy, expand the database of MVCs involving pregnant women, and measure material property characteristics of uterine and placental tissue. 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 - Anthropometry KW - Biomechanical mechanisms KW - Crash investigation KW - Crash severity KW - Dummies KW - Fetus KW - Future research KW - Pregnant women KW - Regression analysis KW - Seat belt use KW - Seat belts KW - Steering wheels KW - Traffic crashes KW - Vehicle safety UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773154 ER - TY - CONF AN - 01016525 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Clifton, Kelly J AU - Livi, Andrea D TI - Gender Differences in Walking Behavior, Attitudes About Walking, and Perceptions of the Environment in Three Maryland Communities SN - 0309093945 PY - 2005 IS - 35 SP - pp 79-88 AB - Pedestrian behaviors and attitudes toward walking have recently become a focus of interest for researchers in a number of disciplines, including public health, transportation planning, and recreational studies. The potential gender differences regarding not only walking behavior but also attitudes about walking and perceptions of the environment, including safety, are of particular interest to planning researchers. To address these issues, the research design utilizes a survey instrument devised to capture respondents' perceptions about the physical environment, attitudes about walking, and self-reported pedestrian behaviors. These data were collected in three Maryland communities with different walkability and socioeconomic characteristics as part of a study to understand connections between the built environment and walking. These data are analyzed to examine how the subjective measures contribute to the understanding of gender differences in revealed pedestrian behaviors, attitudes, and perceptions. Lessons learned from this project, potential contributions to the understanding of the walking environment for both sexes, and future avenues of research are discussed. 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 - Attitudes KW - Behavior KW - Built environment KW - Data collection KW - Future research KW - Gender KW - Lessons learned KW - Maryland KW - Pedestrians KW - Perception KW - Revealed preferences KW - Safety KW - Socioeconomic factors KW - Surveys KW - Walking UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773070 ER - TY - CONF AN - 01016524 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Clifton, Kelly J AU - Dill, Jennifer TI - Women's Travel Behavior and Land Use: Will New Styles of Neighborhoods Lead to More Women Walking? SN - 0309093945 PY - 2005 IS - 35 SP - pp 89-99 AB - Many travel behavior researchers have explored the links between land use characteristics and travel patterns. Several of them have demonstrated that certain patterns, such as density, mixed uses, and street connectivity, are associated with fewer or shorter vehicle trips, or both. There is also a considerable body of literature demonstrating the differences between men's and women's travel patterns. Yet less effort has been devoted to examining how land use may interact with sex to influence travel outcomes. If land use does affect travel, does it affect men's and women's travel differently? In particular, will both women and men take advantage of the walkable features of new urbanist neighborhoods? This study examines these questions in more detail through empirical analysis of land use and travel data. The relationships between walking behaviors, land use, and sex are emphasized. The findings reveal that women in new urbanist neighborhoods may walk more than do women in less walkable environments. However, men appear more likely to respond to these environments and walk more than their female counterparts. Land use and urban design may also remove some of the current barriers to women's walking, particularly safety concerns; however, the results indicate that women's ability or inclination to walk may be rooted in other reasons, such as family responsibilities. 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 - Land use KW - Neighborhoods KW - Safety KW - Travel behavior KW - Urban design KW - Walking UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773072 ER - TY - CONF AN - 01016523 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Polk, Merritt TI - Integration of Gender Equality into Transport Policy and Practice in Sweden SN - 0309093945 PY - 2005 IS - 35 SP - pp 180-188 AB - To evaluate how policy makers have applied gender equality in Swedish transport policy and practice, two studies are compiled. The first briefly summarizes how gender equality has been integrated into transport policy in Sweden from 1997 to 2002. The second addresses the practical integration of gender equality into the transportation sector. Results are presented from a study that focuses on differences between women's and men's experiences with road infrastructure; on preferences regarding different parts of the road system; and on the priority rankings of the different goals in the transportation sector such as accessibility, effectiveness, safety, regional development, and a good environment. Interviews were held with 47 experts, users, professional driving instructors, and inspectors. In general, women have a more cooperative approach to road system infrastructure and the problems therein, and men are more individualistic. However, there are also noteworthy differences among age, socioeconomic group, and residential location. This study is a first step toward gathering knowledge that can be used on a practical level to attain a more gender-equal transportation system in Sweden. 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 - Accessibility KW - Age KW - Environment KW - Females KW - Gender KW - Gender equality KW - Highway facilities KW - Highway safety KW - Infrastructure KW - Interviewing KW - Males KW - Persons by socioeconomic levels KW - Regional development KW - Residential location KW - Sweden KW - Transportation policy UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773169 ER - TY - CONF AN - 01016522 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Noble, Barbara TI - Women's Travel: Can the Circle Be Squared? SN - 0309093945 PY - 2005 IS - 35 SP - pp 196-209 AB - During the 1990s, the travel patterns of women in Great Britain exhibited some profound changes. Women of all ages are increasingly likely to hold driver's licenses and have full access to a car as the main driver. Three-fourths of the increase in car traffic since 1990 can be attributed to women. These changes have been influenced by major changes in the employment of women. For many women with children, a car is considered a necessity to help manage home and work responsibilities. Women have been able to expand their travel horizons, but there may be a cost to bear for society as a whole, with increasing congestion in many urban areas and on interurban roads. Bus service may become less viable, and opportunities for the remaining people who do not own a car may be reduced. Some tentative projections of further changes in car ownership and use by women over the next 10 to 15 years and their effect on traffic are provided. Can what seems to be impossible be achieved--can the circle be squared--so that the liberation that the car brings to many women can be enjoyed without the negative effects of increased congestion and environmental damage for society as a whole? 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 - Automobile ownership KW - Children KW - Driver licenses KW - Employment KW - Females KW - Traffic congestion KW - Travel patterns KW - United Kingdom UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773172 ER - TY - CONF AN - 01016521 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Vagland, Asa TI - Gender Equality as a Subsidiary Objective of Swedish Transport Policy SN - 0309093945 PY - 2005 IS - 35 SP - pp 189-195 AB - A description is given of how the Swedish government decided in 2001 to add a sixth subsidiary transport policy objective on gender equality in the transport system and developments since then. The most important steps toward gender equality in the transport system were taken in 1998, when the government proposed that a new advisory council, the Gender Equality Council for Transport and Information Technology, be appointed; in 2001, when the government decided to add the gender equality objective; and in 2002, when the Swedish Institute for Transport and Communications Analysis (SIKA) was instructed by the government to produce proposals for intermediate objectives within the transport policy objective of gender equality in the transport system. The government's next step will most likely be to give SIKA a new commission to work out intermediate objectives for gender equality to attain a transport system that is designed to meet the needs of both men and women. 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 - Gender KW - Gender equality KW - Sweden KW - Transportation policy UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773171 ER - TY - CONF AN - 01016520 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Duma, Stefan M AU - Moorcroft, Dave AU - Stitzel, Joel AU - Duma, Greg TI - Computational Model of Pregnant Motor Vehicle Occupant SN - 0309093945 PY - 2005 IS - 35 SP - pp 141-147 AB - A validated model of a 30-week-pregnant motor vehicle occupant is presented and the risk of fetal injury in frontal crashes is examined. A model of the pregnant uterus was imported into MADYMO 6.0 and included in the fifth-percentile female human body model by using membrane elements to serve as ligaments and facet surfaces for the overlying skin. A simulation matrix of 15 tests was developed to predict fetal outcome and included frontal crash impulses from minor (<24 km/h) to moderate (24 to 48 km/h) and severe (>48 km/h) crashes for the driver and passenger occupant positions. The test matrix included various restraint combinations: no restraint, lap belt, three-point belt, three-point with airbag, and airbag only. Overall, the risk of adverse fetal outcome was found to increase with increasing crash severity and to be higher for properly restrained drivers than for passengers. The peak uterine strain was reduced by 26% to 54% for the passenger position versus the driver position. This difference was due primarily to driver interaction with the steering wheel. For both occupant positions, the maternal injury indices were greatest for the unrestrained occupant. The current modeling effort has verified previous experimental findings regarding the importance of proper restraint use for the pregnant occupant. 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 - Air bags KW - Crash severity KW - Driver position KW - Fetus KW - Frontal crashes KW - Injuries KW - MADYMO (Computer program) KW - Mathematical models KW - Passenger seat position KW - Pregnant women KW - Risk assessment KW - Seat belts KW - Simulation KW - Steering wheels UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773155 ER - TY - CONF AN - 01016519 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Clifton, Kelly J AU - Burnier, Carolina AU - Fults, Kandice Kreamer TI - Women's Involvement in Pedestrian-Vehicle Crashes: Influence of Personal and Environmental Factors SN - 0309093945 PY - 2005 IS - 35 SP - pp 155-162 AB - Pedestrian-vehicle crashes are examined for patterns by gender. The analysis focuses on how the pedestrian crashes of men and women vary by personal characteristics (age, condition, injury) and physical characteristics of the crash area (location type, density, land use, pedestrian activity). The data for this study are pedestrian-vehicle crashes in Baltimore City, Maryland, from the State of Maryland Motor Vehicle Accident Report. The results from the analysis presented here suggest that, in general, there are few significant gender effects in the majority of pedestrian crashes. Women tend to be involved in fewer pedestrian crashes overall, and when they are involved, they appear to exhibit fewer risk-taking behaviors, such as violating traffic laws and consuming alcohol or drugs. Women were slightly less likely to be injured in a crash and less likely to die as a result. The effects of land use on pedestrian crash rates were not significant by gender. However, a higher percentage of women's crashes occur in areas with high pedestrian activity, which may be reflective of the distribution of areas in which women walk. 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 - Baltimore (Maryland) KW - Crash locations KW - Fatalities KW - Females KW - Gender KW - Injuries KW - Land use KW - Males KW - Pedestrian-vehicle crashes KW - Risk taking UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773158 ER - TY - CONF AN - 01016518 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - McGuckin, Nancy AU - Nakamoto, Yukiko TI - Differences in Trip Chaining by Men and Women SN - 0309093945 PY - 2005 IS - 35 SP - pp 49-56 AB - Men's and women's commuting behavior continues to be distinctly different. The difference may be more apparent in the tendency to tripchain--that is, to link short stops in the trip to or from work. As more women entered the workforce and went from higher education to professional careers, it was widely assumed that aspects of women's and men's travel behavior would converge. However, research has found persistent gender differences in distance to work, mode of travel, and automobile occupancy and in the propensity to trip-chain. This study examines whether trends in trip-chaining behavior show convergence or the continued persistence of gender differences. Trends show that trip chaining during the commute increased from 1995 to 2001, and men's trip chaining increased nearly twice as much as women's. The growth in men's trip chaining is robust, but a large amount of that growth is for stops to get a meal or coffee on the way to work, called the Starbucks effect. Clarifying trends in the incidence of trip chaining and, more important, the details in terms of the direction, time of day, and purpose of the stops during commuting helps in the understanding of the persistence of gender roles in travel behavior. Such an understanding is vital to policy directives that aim to change travel behavior to ease congestion, reduce emissions, and save fuel. 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 - Commuting KW - Females KW - Gender KW - Males KW - Travel behavior KW - Trend (Statistics) KW - Trip chaining UR - http://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773064 ER - TY - CONF AN - 01016517 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board TI - Research on Women's Issues in Transportation, Report of a Conference, Volume 2: Technical Papers SN - 0309093945 PY - 2005 IS - 35 SP - 220p 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. 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. This volume, 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://onlinepubs.trb.org/onlinepubs/conf/CP35v2.pdf UR - https://trid.trb.org/view/773020 ER - TY - CONF AN - 01006738 AU - University of Iowa, Iowa City TI - Proceedings of the 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle Design, Rockport, Maine, June 27-30, 2005 SN - 9780874141511 PY - 2005 SP - v.p. AB - These are the proceedings of Driving Assessment 2005: the 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle Design, held in Rockport, Maine, June 27-30, 2005. The symposium brought together engineers, psychologists, health experts and other researchers who have been working on driving assessment applications. Its focus was on providing an interdisciplinary forum for scientific exchange between users of driving assessment technology, applications and tools. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Applications KW - Conferences KW - Driver assessment KW - Driving KW - Human factors KW - Interdisciplinary studies KW - Researchers KW - Technology KW - Training KW - Vehicle design UR - http://www.worldcat.org/title/proceedings-of-the-3rd-international-driving-symposium-on-human-factors-in-driver-assessment-training-and-vehicle-design-driving-assessment-2005-samoset-resort-on-the-ocean-rockport-maine-usa-june-27-30-2005/oclc/62875770 UR - https://trid.trb.org/view/763021 ER - TY - CONF AN - 01006743 AU - Muttart, Jeffrey W AU - University of Iowa, Iowa City TI - Quantifying Driver Response Times Based Upon Research and Real Life Data SN - 9780874141511 PY - 2005 SP - 9p AB - The purpose of this paper was to build upon previous research, identify the variables that significantly influence driver response times, and to determine the amplitude (constant) of that influence. The goal is that this research will explain why seemingly analogous published studies have come to very different driver response time results. An analogous driver response situation is defined as being in one of four groups: (1) lead vehicles that were stopped or moving slowly, (2) being cut off (when a vehicle changes lanes into the path of the responding driver), (3) path intrusions, or (4) known lights, icons or sounds. It was found that research that measured response times in analogous situations can be used to estimate the mean response time for a particular situation if adjustments are made to account for methodological differences between the studies. Non-analogous studies are poor predictors of driver response. (An anticipated light stimulus response cannot accurately predict the response time to a path intrusion or lead vehicle). Mean driver response times can be predicted within 400 ms without accounting for individual difference. Therefore, external validity can be obtained regardless of the testing method (closed course, simulator or road), as long as the subject is unaware of either the stimulus or the appropriate response. Having a subject respond to multiple events does not (by itself) suggest that drivers will respond significantly faster. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Cutting off other drivers KW - Drivers KW - Human factors KW - Human subject testing KW - Lane changing KW - Lead vehicles KW - Methodology KW - Path intrusion KW - Quantifying KW - Reaction time KW - Research KW - Testing KW - Traffic safety KW - Traffic signals KW - Validity UR - http://drivingassessment.uiowa.edu/DA2005/PDF/03_Muttartformat.pdf UR - https://trid.trb.org/view/763034 ER - TY - CONF AN - 01010715 AU - Allen, R Wade AU - Marcotte, Thomas D AU - Rosenthal, Theodore J AU - Aponso, Bimal L AU - University of Iowa, Iowa City TI - Driver Assessment with Measures of Continuous Control Behavior SN - 9780874141511 PY - 2005 SP - 8p AB - This paper reviews past research on stimulus/response analysis methods in continuous control tasks, and describes procedures for specifically measuring driver behavior in a car following task. Example driving simulator data is given for drivers with disease impairments. The data processing methods are summarized and example results are given to demonstrate the data analysis approach. Analysis of driver steering and speed control behavior have been used to identify normal highway operations and effects of various impairments, including drugs, alcohol, fatigue and medical conditions. Typical measures might include characteristics of control (steering, throttle, brake) activity, such as control reversals and expected values such as mean and standard deviation. More powerful time series analysis methods look at the relationship between stimulus and response variables. Fourier analysis procedures have been used to carry out stimulus/response relationships, such as steering response to wind gusts and roadway curvature, and speed response to lead vehicle speed variations. These methods allow the analysis of driver time delay in responding to stimulus inputs, and the correlation of driver response to the stimulus input. Typically, driver impairments lead to responses with increased time delay and decreased correlation. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Alcohol use KW - Behavior KW - Braking KW - Car following KW - Continuous control tasks KW - Correlation analysis KW - Diseases and medical conditions KW - Drivers KW - Driving simulators KW - Drug use KW - Drugged drivers KW - Drunk drivers KW - Evaluation and assessment KW - Fatigue (Physiological condition) KW - Fourier analysis KW - Highway safety KW - Impaired drivers KW - Speed control KW - Steering KW - Stimulus response analysis KW - Throttles KW - Time lag KW - Time series analysis KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/25_WadeAllenformat.pdf UR - https://trid.trb.org/view/763155 ER - TY - CONF AN - 01010713 AU - Chisholm, Susan L AU - Caird, Jeff K AU - Lockhart, Julie A AU - Vacha, Natalie H AU - Edwards, Christopher J AU - University of Iowa, Iowa City TI - Do In-Vehicle Advance Signs Benefit Older and Younger Driver Intersection Performance? SN - 9780874141511 PY - 2005 SP - 7p AB - An experimental study was conducted to determine if intersection behavior of those 18 to 24 and 65+ benefited from advanced in-vehicle signs presented in a head-up display (HUD) format. The University of Calgary Driving Simulator (UCDS) was used to determine whether intersection performance improved in the presence of several advanced signs or whether unwanted adaptive behaviors occurred (e.g., increasing speed to run the light instead of stopping). In-vehicle signs facilitated an increase in stopping occurrences for both younger and older drivers at intersections with relatively short yellow onsets. In addition, eye movement analysis revealed significant age effects with regard to vertical and horizontal gaze variablity, with younger drivers showing increases in vertical gaze variability compared to the older drivers. Younger drivers also looked more often and had longer percentage of durations fixating on the HUD compared to the older drivers. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Advance warning KW - Age KW - Aged drivers KW - Analysis KW - Behavior KW - Benefits KW - Drivers KW - Driving KW - Driving simulators KW - Eye movements KW - Gaze direction KW - Gaze duration KW - Head up displays KW - Highway safety KW - Increasing speed to run the light KW - Intersections KW - Performance KW - Signs KW - Stopping KW - Traffic safety KW - Warning devices KW - Yellow interval (Traffic signal cycle) KW - Young adults UR - http://drivingassessment.uiowa.edu/DA2005/PDF/52_Chisholmformat.pdf UR - https://trid.trb.org/view/763293 ER - TY - CONF AN - 01010712 AU - Gabaude, Catherine AU - Paire-Ficout, Laurence AU - University of Iowa, Iowa City TI - Toward a Driving Competency Assessment Encouraging Elderly's Automobility: A French Point of View SN - 9780874141511 PY - 2005 SP - 10p AB - The purpose of this paper is to suggest a methodology for approaching French elderly driver assessments. More precisely, the objective is to evaluate the impact of visual and cognitive declines in older drivers on real road driving performances. A case control study was conducted with 40 senior drivers (aged between 61 to 80 years old) recruited via their insurance company: 20 case volunteers who had caused 3 or more accidents during a three-year period and 20 control volunteers who had caused no accidents during the same period. The experiment consisted of non-driving laboratory tests, including visual and cognitive tests, and a driving assessment in a real traffic situation. Results showed that, compared to the control group, elderly drivers with a history of accidents, have poorer performance on the cognitive tests. Moreover, data from the multiple regression analysis showed that the two measures entering the model were Zazzo time and movement perception (age and group being controlled). Some considerations that shape construction of a driving assessment are discussed. The authors discuss the fact that such an approach can be used to estimate the driving skills of drivers, not to deliver an aptitude or inaptitude certificate, but to adapt the advice given to drivers. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Aged drivers KW - Cognition KW - Competency KW - Driving KW - Evaluation and assessment KW - France KW - Highway safety KW - Human subject testing KW - Laboratory tests KW - Motion KW - Motor skills KW - Perception KW - Performance KW - Time KW - Traffic crashes KW - Traffic safety KW - Vision KW - Visual perception UR - http://drivingassessment.uiowa.edu/DA2005/PDF/48_gabaudeformat.pdf UR - https://trid.trb.org/view/763287 ER - TY - CONF AN - 01010710 AU - Garay-Vega, Lisandra AU - Fisher, Donald L AU - University of Iowa, Iowa City TI - Can Novice Drivers Recognize Foreshadowing Risks as Easily as Experienced Drivers? SN - 9780874141511 PY - 2005 SP - 7p AB - Novice drivers (16 and 17 years old) are almost ten times more likely to be involved in motor vehicle fatalities as adults 45-55 (NHTSA 2002). Besides traffic signs and other traffic control devices, there are many cues that help drivers further predict the presence of a potential risk in the driving environment. These cues are called foreshadowing elements (e.g., a pedestrian walking towards a crosswalk). It was hypothesized that given that younger adults have much less experience on the roads, it is more difficult for them to predict where potential cues might be positioned when foreshadowing elements are not present. However, in the presence of foreshadowing elements it was predicted that novice drivers should recognize risks as well as more experienced drivers. This research uses eye movement data gathered on a driving simulator to evaluate the use and effectiveness of the foreshadowing elements by novice and experienced drivers as predictors of areas in a scenario where risks may materialize. The research has potential implications for the sorts of instructional programs that might be developed for novice drivers. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Driver experience KW - Driving KW - Eye movements KW - Fatalities KW - Foreshadowing elements (Cues) KW - Highway safety KW - Novices KW - Recently qualified drivers KW - Risk analysis KW - Teenage drivers KW - Traffic crashes KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/69_GarayFisherformat.pdf UR - https://trid.trb.org/view/763536 ER - TY - CONF AN - 01010709 AU - Leonard, S David AU - Hill, G William AU - Overdorff, Jeffrey A AU - University of Iowa, Iowa City TI - What Drivers Don't Know: or Don't Care SN - 9780874141511 PY - 2005 SP - 7p AB - Many behaviors of drivers and passengers in automobiles are not safe practices. Three surveys were conducted to determine whether or not some of the behaviors examined previously by the authors and other investigators were currently occurring. In addition, the authors asked the respondents whether they knew their behaviors were unsafe and if they were aware of the possible risks, why did they continue to perform the behaviors? Information was also gathered about the extent to which having experienced a formal driving course affected the responses. With the exception of a few items, the participants indicated some awareness of the risks. However, they did not appreciate the relative levels of risk involved in some activities. There was little effect of having taken a formal driving course. Reasons for unsafe behaviors included lack of knowledge, presumption of low increased risk, and acceptance of risk for increased comfort. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Attitudes KW - Automobile travel KW - Awareness KW - Behavior KW - Comprehension KW - Driver education KW - Driver training KW - Drivers KW - Driving KW - High risk drivers KW - Highway safety KW - Passengers KW - Risk taking KW - Surveys KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/51_DavidLeonardformat.pdf UR - https://trid.trb.org/view/763292 ER - TY - CONF AN - 01010705 AU - St Louis, Erik K AU - McEvoy, Sean AU - Shi, Qian Chi AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Useful Field of View Impairment in Partial Epilepsy SN - 9780874141511 PY - 2005 SP - 7p AB - Patients with epilepsy are at elevated risk for automobile crashes. Most collisions in drivers with epilepsy are not seizure-related, but may instead result from cognitive effects of epilepsy and antiepileptic drugs (AEDs) upon driving performance. The Useful Field of View (UFOV) score has demonstrated good sensitivity and specificity for predicting automobile crashes. The goal in this pilot study was to assess impairments in the UFOV in subjects with partial epilepsy. Participants included 20 subjects with partial epilepsy. Neurologically normal control subjects of comparable age also participated. UFOV was assessed in all participants using the Visual Attention Analyzer, Model 3000 (Visual Resources, Inc.). UFOV Task scores were added to calculate a UFOV Total score for each subject. UFOV scores were higher on all UFOV tasks in subjects with partial epilepsy compared to neurologically normal individuals of similar age (p<0.05, Wilcoxon Rank Sum Test), suggesting a greater crash risk in individuals with partial epilepsy, even in the absence of an epileptic seizure. Causes of impaired UFOV scores include processing speed reduction, divided and selective attention impairments, and mild postoperative visual field deficits. The authors' ongoing studies in drivers with epilepsy are aimed at further differentiating potential effects of seizures, antiepileptic drugs, and surgical lesions upon cognitive abilities that are critical to safe automobile driving. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention KW - Cognitive impairment KW - Crash risk forecasting KW - Driving KW - Epilepsy KW - Field of view KW - Highway safety KW - Human subject testing KW - Medication KW - Performance KW - Pilot studies KW - Seizures KW - Traffic crashes KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/33_EricStLouisformat.pdf UR - https://trid.trb.org/view/763170 ER - TY - CONF AN - 01010704 AU - Molino, John A AU - Opiela, Kenneth S AU - Katz, Bryan J AU - Moyer, M Joseph AU - University of Iowa, Iowa City TI - Assessing Driver Fitness to Participate in FHWA Field Experimentation at Night SN - 9780874141511 PY - 2005 SP - 7p AB - A Driving Fitness Form was developed to ensure that drivers are ready to participate in field driving experiments at night. The form was tested in a field experiment conducted in Delta, Pennsylvania, during August 2004. The field experiment was part of a cooperative research program conducted by the Federal Highway Administration and the Pennsylvania Department of Transportation. Sixteen research participants drove a curvy stretch of rural two-lane highway each night for 8 nights with different pavement markings and markers on the roadway. Partly due to the Driving Fitness Form, the experiment was completed successfully by all participants without any incidents or crashes. The Driving Fitness Form performed well, and summary data were collected on the sample of 16 drivers. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Drivers KW - Driving KW - Evaluation and assessment KW - Field studies KW - Forms (Documents) KW - Highway safety KW - Night KW - Pennsylvania Department of Transportation KW - Physical fitness KW - Road markings KW - Rural highways KW - Traffic crashes KW - Traffic incidents KW - Traffic safety KW - Two lane highways KW - U.S. Federal Highway Administration UR - http://drivingassessment.uiowa.edu/DA2005/PDF/27_JohnMolinoformat.pdf UR - https://trid.trb.org/view/763159 ER - TY - CONF AN - 01010702 AU - Ni, Rui AU - Andersen, George J AU - McEvoy, Sean AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Age Related Decrements in Steering Control: The Effects of Landmark and Optical Flow Information SN - 9780874141511 PY - 2005 SP - 7p AB - This study examined age related decrements in the use of optical flow and landmark information for the control of steering. Older and younger drivers viewed computer generated displays simulating vehicle motion through a random dot ground plane scene. The horizontal position of the driver was perturbed according a sum of sines function and the driver had to keep steering straight (resembling the task of steering a car on a gusty day). On half the trials, landmark information was presented by color coding one of the dots on the ground plane. Overall, older drivers showed greater steering error magnitude (RMS error) than younger drivers. Unlike the younger drivers, the older drivers showed no reduction in steering errors when landmark information was present. These results suggest that older drivers are more reliant on optical flow information for controlling a vehicle and have a reduced ability to use alternative sources of information, such as landmarks, for steering control. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Age KW - Aging (Biology) KW - Control KW - Driving simulators KW - Highway safety KW - Human subject testing KW - Landmarks KW - Optical flow patterns KW - Steering KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/22_Ni_Andersenformat.pdf UR - https://trid.trb.org/view/763151 ER - TY - CONF AN - 01010699 AU - Allen, Talleah AU - Tarr, Ronald AU - University of Iowa, Iowa City TI - Driving Simulators for Commercial Truck Drivers - Humans in the Loop SN - 9780874141511 PY - 2005 SP - 7p AB - This paper reports the findings of a research study that addresses differences in human performance outcomes based on various driving simulators, as measured by comparison of scores resulting from completion of the Virtual Check Ride System (VCRS), a simulator-based, blended learning Commercial Drivers License (CDL) application. The objective of the project was to examine human performance across four different levels of driving simulators and to determine if driving simulators can contribute to human performance improvement. Each level of simulator has a definite set of tasks that can be performed on it to enhance human performance. By identifying which level of driving simulator is the best fit according to the skill, knowledge, and attitude task element, we can now prescribe for diagnostic, testing, pre-hire, remediation, safety issues and advanced driving skills. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Attitudes KW - Commercial drivers KW - Driver licenses KW - Driving simulators KW - Highway safety KW - Human beings KW - Knowledge KW - Motor skills KW - Performance KW - Performance improvements KW - Research KW - Truck drivers KW - Trucking safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/49_TalleahAllenformat.pdf UR - https://trid.trb.org/view/763289 ER - TY - CONF AN - 01010690 AU - Lotan, Tsippy AU - Toledo, Tomer AU - University of Iowa, Iowa City TI - Evaluating the Safety Implications and Benefits of an In-Vehicle Data Recorder to Young Drivers SN - 9780874141511 PY - 2005 SP - 8p AB - Young drivers in Israel, as in other parts of the world, are involved in car crashes more than any other age group. Green Light for Life is a new program that seeks to improve the quality of the experience of young drivers during the mandatory accompanied driving period. As part of the efforts to evaluate the effectiveness of this program a novel experiment, which uses information gathered from an in-vehicle data recorder (IVDR) is conducted. The DriveDiagnostics IVDR system, which is used in this study, can identify over 20 different maneuver types in raw measurements and use this information to indicate overall trip safety. Drivers receive feedback through various summary reports, real-time text messages or an in-vehicle display unit. Preliminary validation tests with the system demonstrate promising potential. In the experiment, the DriveDiagnostics system is installed in the primary vehicle driven by the young driver in 120 families. The experiment is designed to test the impact on driving behavior of participation in the program and the type of feedback drivers receive from the system. The data collection part of the experiment is scheduled to run for 8 months for each family. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Behavior KW - Benefits KW - Data collection KW - DriveDiagnostics KW - Driver training KW - Driving KW - Evaluation KW - Event data recorders KW - Green Light for Life KW - Highway safety KW - Information display systems KW - Israel KW - Real time information KW - Safety programs KW - Teenage drivers KW - Traffic crashes KW - Traffic safety KW - Young adults UR - http://www.oryarok.org.il/webfiles/audio_files/66_Lotanformat.pdf UR - https://trid.trb.org/view/763390 ER - TY - CONF AN - 01010682 AU - Noel, Elliott AU - Nonnecke, Blair AU - Trick, Lana AU - University of Iowa, Iowa City TI - Evaluating First-Time and Infrequent Use of In-Car Navigation Devices SN - 9780874141511 PY - 2005 SP - 7p AB - Learnability and memorability, important components of usability, are frequently overlooked by existing research with respect to in-car navigation devices. To remedy this, a protocol for evaluating the learnability and memorability of an in-car navigation device is presented. Representative tasks are identified and then used in conjunction with paired-user methods. The protocol is applied effectively to a device and problems are identified. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Automobile navigation systems KW - Driver information systems KW - Highway safety KW - Intelligent transportation systems KW - Learning KW - Memory KW - Traffic safety KW - Usability UR - http://drivingassessment.uiowa.edu/DA2005/PDF/55_noelformat.pdf UR - https://trid.trb.org/view/763372 ER - TY - CONF AN - 01010679 AU - Andersen, George J AU - Ni, Rui AU - University of Iowa, Iowa City TI - The Spatial Extent of Attention during Driving SN - 9780874141511 PY - 2005 SP - 6p AB - The present study examined the limits of spatial attention during driving using a dual-task performance paradigm. Drivers were asked to follow a lead vehicle that varied in speed while also detecting a light change in an array located above the roadway. Reaction time increased and accuracy decreased as a function of the horizontal location of the light change and the distance, from the driver, of the light change. In addition, RMS error in car following increased immediately following the light change. These results demonstrate that when drivers attend to a centrally located task, their ability to respond to other events varies as a function of horizontal visual angle and distance in the scene. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Accuracy KW - Attention KW - Car following KW - Change interval (Traffic signal cycle) KW - Distance KW - Drivers KW - Driving KW - Highway safety KW - Horizontal visual angle KW - Human subject testing KW - Reaction time KW - Spatial attention tasks KW - Traffic safety KW - Traffic signals UR - http://drivingassessment.uiowa.edu/DA2005/PDF/59_NI_Andersenformat.pdf UR - https://trid.trb.org/view/763378 ER - TY - CONF AN - 01010675 AU - Caird, Jeff K AU - Scialfa, Chip T AU - Ho, Geoff AU - Smiley, Alison AU - University of Iowa, Iowa City TI - A Meta-Analysis of Driving Performance and Crash Risk Associated with the Use of Cellular Telephones while Driving SN - 9780874141511 PY - 2005 SP - 8p AB - This paper addresses the effects of cell phones on driving by means of a review of the literature and an analysis of scientifically credible epidemiological and driver performance studies. A total of 84 articles were obtained covering the period from 1969 to 2004. Sixty-eight articles were research papers measuring driving performance while using a cell phone and 16 articles were epidemiological studies that examined cell phone usage and their relationship to vehicular crashes. Epidemiological findings consistently showed an increase in crashes associated with use of cell phones. However, these studies did not control for exposure to cell phone use or to driving. The negative impact of cell phone usage is larger for responses to critical events than for vehicular control. Drivers responded about a quarter of a second later to stimuli in the presence of a cell phone distractor for all studies that were analyzed. Hands-free cell phones produced similar performance decrements to hand-held phones. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Cellular telephones KW - Crash risk forecasting KW - Distraction KW - Drivers KW - Driving KW - Epidemiology KW - Highway safety KW - Literature reviews KW - Meta-analysis KW - Performance KW - Reaction time KW - Research KW - Traffic crashes KW - Traffic safety UR - http://www.nsc.org/DistractedDrivingDocuments/A-meta-analysis-of-driving-performance-and-crash-risk-associated-with-the-use-of-cellular-telephones-while-driving.pdf UR - https://trid.trb.org/view/763537 ER - TY - CONF AN - 01010674 AU - Skaar, Nicole R AU - Williams, John E AU - University of Iowa, Iowa City TI - Gender Differences in Predicting Unsafe Driving Behaviors in Young Adults SN - 9780874141511 PY - 2005 SP - 7p AB - Past research has uncovered personality influences on dangerous driving behavior and vehicle crashes (Furnham & Saipe, 1993; Matthews, Dorn, & Glendon, 1991). Recently, females between 16 and 20 years of age showed an increase in overall crash rate, while males within the same age group showed a decrease in overall crash rate (NHTSA, 2004; NHTSA, 2002). Adolescent and young adult females have become a critical cohort in the study of unsafe driving behavior. The purpose of this study was to examine gender differences in risky driving behavior and personality influences on these behaviors. Data presented are first year cross-sectional results in a 5-year longitudinal study. Participants were 141 male and female drivers who completed the NEO PI-R, the DDDI and a driving behavior questionnaire. In addition, the driving record of each participant was obtained from the State Department of Transportation. Females reported a higher rate of traffic violations and crashes than males. No personality traits were significantly related to crashes, but Extroversion was positively related to total traffic violations within females. The DDDI scales were not significantly related to traffic violations or vehicle crashes, but gender differences were shown within the risky driving and aggressive driving scales. Gender differences were also shown in the relationship between personality traits and DDDI scales. This data indicates that researchers and insurance companies should make an effort to consider females in their work. In addition, this study provides preliminary data on gender differences in personality as it relates to risky driving behavior. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Aggression KW - Crash rates KW - Driver records KW - Extroversion (Personality traits) KW - Females KW - Forecasting KW - Gender KW - High risk drivers KW - Highway safety KW - Males KW - Personality KW - Risk taking KW - Teenage drivers KW - Traffic crashes KW - Traffic safety KW - Traffic violations KW - Young adults UR - http://drivingassessment.uiowa.edu/DA2005/PDF/53_Skaarformat.pdf UR - https://trid.trb.org/view/763294 ER - TY - CONF AN - 01010673 AU - Marcotte, Thomas D AU - Rosenthal, Theodore J AU - Corey-Bloom, Jody AU - Roberts, Erica AU - Lampinen, Sara AU - Allen, R Wade AU - University of Iowa, Iowa City TI - The Impact of Cognitive Deficits and Spasticity on Driving Simulator Performance in Multiple Sclerosis SN - 9780874141511 PY - 2005 SP - 7p AB - Multiple sclerosis (MS) is a demyelinating disease that can result in numerous sequelae. Although spasticity and cognitive dysfunction are common in MS, few studies have examined the impact of both factors on driving abilities in persons with physical impairments. The present study assessed driving performance in control participants and MS patients with documented spasticity using two brief simulations designed to measure lane tracking (under high cognitive load) and car following behavior. Seventeen MS patients and 9 controls participated in the study. The MS cohort exhibited a broad range of cognitive functioning (normal to significant impairment) and disability (Expanded Disability Status Scale scores of 3.0 to 7.5). Eight of the MS patients had significant spasticity in their right knee based upon the Modified Ashworth Spasticity Scale. MS patients had greater difficulty than controls on the simulations, particularly on the car following task. MS participants also tended to drive at higher speeds than the control participants. Within the MS cohort, cognitive dysfunction was most strongly associated with lane tracking decrements, whereas the possible relationship between cognitive function and car following behavior was eclipsed by lower limb spasticity. Spastic individuals had greater difficulty mirroring speed changes in the lead car, and were approximately one second slower in responding to its accelerations and decelerations. The current simulations provide important data regarding the impact various MS sequelae may have on driving performance, and may ultimately lead to clinical recommendations regarding specific driving behaviors and their associated risks. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Behavior KW - Car following KW - Cognitive impairment KW - Diseases and medical conditions KW - Driving KW - Driving simulators KW - Highway safety KW - Lane tracking KW - Multiple sclerosis KW - Performance KW - Spasticity KW - Speed KW - Traffic safety UR - http://www.cmcr.ucsd.edu/images/PDFs/Marcotte_abs_1.pdf UR - https://trid.trb.org/view/763161 ER - TY - CONF AN - 01010672 AU - Slick, Renee F AU - Cady, Elizabeth T AU - Tran, Tuan Q AU - University of Iowa, Iowa City TI - Workload Changes in Teenaged Drivers Driving with Distractions SN - 9780874141511 PY - 2005 SP - 7p AB - Workload refers to the amount of cognitive resources necessary to perform a task, and it can be manipulated by incorporating secondary tasks into a primary task such as driving. The present study incorporated answering a phone and removing a plastic bottle top into a driving task for teen drivers. Results showed few performance differences between driving with and without distractions, although subjective workload did increase for the drive that included distractions compared to the non-distraction drive. This indicates that teens may be able to maintain driving performance while performing secondary tasks, although their workload appears to increase. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Cellular telephones KW - Distraction KW - Driving KW - Highway safety KW - Multiple tasks KW - Secondary tasks KW - Teenage drivers KW - Traffic safety KW - Workload (Drivers) UR - http://drivingassessment.uiowa.edu/DA2005/PDF/24_ReneeSlickformat.pdf UR - https://trid.trb.org/view/763154 ER - TY - CONF AN - 01010666 AU - Lenneman, John K AU - Shelley, Jonathon R AU - Backs, Richard W AU - University of Iowa, Iowa City TI - Deciphering Psychological-Physiological Mappings while Driving and Performing a Secondary Memory Task SN - 9780874141511 PY - 2005 SP - 6p AB - An autonomic space model of sympathetic and parasympathetic influences on the heart has been proposed as a method of deciphering psychological-physiological mappings for driving-related tasks. In the current study, the authors explore the utility of the autonomic space model for deciphering mappings in a driving simulation environment by comparing a single-task driving-only condition to two dual-task, driving-with-a-secondary-working-memory task conditions. Although limited by a small sample size, the results illustrate the advantages physiological measures can have over performance measures for detecting changes in the psychological process required for driving-related task performance. Future research will include a repetition of this same study with more subjects as well the collection of on-the-road autonomic nervous system data. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Autonomic components (Cardiovascular) KW - Autonomic space KW - Driving KW - Driving simulators KW - Highway safety KW - Memory KW - Parasympathetic nerve activity KW - Performance measurement KW - Physiology KW - Psychology KW - Secondary tasks KW - Sympathetic nerve activity KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/72_Lennemanformat.pdf UR - https://trid.trb.org/view/763541 ER - TY - CONF AN - 01010660 AU - Young, Richard AU - Aryal, Bijaya AU - Muresan, Marius AU - Ding, Xuru AU - Oja, Steve AU - Simpson, S Noel AU - University of Iowa, Iowa City TI - Road-to-Lab: Validation of the Static Load Test for Predicting On-Road Driving Performance while Using Advanced In-Vehicle Information and Communication Devices SN - 9780874141511 PY - 2005 SP - 15p AB - Information, communication, and navigation devices need to be evaluated for ease-of-use and safety while driving. Lab tests, if validated, can evaluate prototype designs faster, more economically, and earlier than on-road tests. The Static Load Test was evaluated for its ability to predict on-road driver performance while using in-vehicle devices. In this test, participants perform various in-vehicle tasks in a lab while viewing a videotaped road scene on a monitor, tapping a brake pedal when a central or peripheral light is observed. For the on-road comparison test, the device, tasks, and lights are the same, but the participants also drive the vehicle while performing the tasks and responding to the lights. In both the lab and road tests, ten driver performance variables were measured. The authors' goal was to produce a linear model to predict an on-road variable from the lab data with low residual error, high percent variance explained, and few errors in classifying tasks as meeting or not meeting on-road driver performance criteria. Separate test data from a replicated Static Load Test at an independent lab were used to further validate the models. The results indicate a simple, inexpensive, and low-fidelity Static Load Test can accurately predict a number of on-road driver performance variables suitable for assessing the safety and ease-of-use of advanced in-vehicle devices while driving. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Advanced driver information systems KW - Braking KW - Communication devices KW - Drivers KW - Driving KW - Ease of use KW - Forecasting KW - Highway safety KW - Human subject testing KW - Laboratory tests KW - Linear equations KW - Performance KW - Secondary tasks KW - Static load test KW - Traffic safety KW - Validation UR - http://drivingassessment.uiowa.edu/DA2009/037_YoungAngell.pdf UR - https://trid.trb.org/view/763216 ER - TY - CONF AN - 01010656 AU - Rakauskas, Michael E AU - Ward, Nicholas J AU - Bernat, Edward AU - Cadwallader, Meredith AU - Patrick, Christopher AU - Waard, Dick de AU - University of Iowa, Iowa City TI - Psychophysiological Measures of Driver Distraction and Workload while Intoxicated SN - 9780874141511 PY - 2005 SP - 8p AB - The crash risk associated with cell phone use while driving is a contentious issue. Many states are introducing Advanced Traveler Information Systems (ATIS) that may be accessed with cell phones while driving (e.g., 511 Traveler Information Services). In these contexts, there is a need for relevant research to determine the risk of cell phone use. This study compared driver performance while conversing on a hands-free cell phone to conditions of operating common in-vehicle controls (e.g., radio, fan, air conditioning) and alcohol intoxication (BAC 0.08). In addition, the study examined the combined effects of being distracted and being intoxicated given that there may be a higher risk of a crash if the driver engages in a combination of risk factors. During simulated traffic scenarios, resource allocation was assessed through an event-related potential (ERP) novelty oddball paradigm. Intoxicated drivers were less attentive to all stimuli and drivers engaged in secondary tasks had weaker responses to unexpected novel sounds in brain regions associated with evaluative processing. Drivers conversing on the cell phone and in-vehicle tasks while sober had lower accuracy during the target tone task than intoxicated drivers not completing any secondary task. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Advanced traveler information systems KW - Air conditioning systems KW - Blood alcohol levels KW - Cellular telephones KW - Crash risk forecasting KW - Distraction KW - Drivers KW - Driving KW - Drunk drivers KW - Fans KW - Highway safety KW - Human subject testing KW - In vehicle tasks KW - Performance KW - Psychophysiological measures KW - Radio KW - Traffic crashes KW - Traffic safety KW - Traffic simulation KW - Workload UR - http://www.its.umn.edu/Research/Papers/Cellphones/DA2005-RakauskasRevised.pdf UR - https://trid.trb.org/view/763152 ER - TY - CONF AN - 01010654 AU - Jonsson, Ing-Marie AU - Harris, Helen AU - Nass, Clifford AU - Takayama, Leila AU - University of Iowa, Iowa City TI - Got Info? Examining the Consequences of Inaccurate Information Systems SN - 9780874141511 PY - 2005 SP - 7p AB - It is a desirable goal to balance information given to the user with the potential adverse effects on cognitive processing and perception of information systems. In this experiment, the authors investigated the minimum level of information accuracy necessary in an in-car information system to elicit positive behavioral and attitudinal responses from the driver. There were 60 participants, and each drove in a simulator for 25 minutes; driving performance data was automatically collected, and drivers later completed questionnaires for attitudinal data. Participants were divided into three groups of drivers: a group driving with a 100% accurate system, another driving with a 70% accurate system, and one group driving without an in-car system. There was a definite positive effect on driving performance with the in-car system, and results show that decreasing the accuracy of the system decreases both the driving performance and the trust of the in-car system. Data also indicates that female drivers have a higher tolerance of inaccuracies in an in-car system; design implications are discussed. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Accuracy KW - Attitudes KW - Behavior KW - Driver information systems KW - Driving KW - Driving simulators KW - Highway safety KW - Human subject testing KW - Information systems KW - Performance KW - Task analysis KW - Trust (Psychology) UR - https://trid.trb.org/view/763381 ER - TY - CONF AN - 01010651 AU - Engstrom, Johan AU - Aberg, Nina AU - Johansson, Emma AU - Hammarback, Jakob AU - University of Iowa, Iowa City TI - Comparison between Visual and Tactile Signal Detection Tasks Applied to the Safety Assessment of In-Vehicle Information Systems SN - 9780874141511 PY - 2005 SP - 8p AB - The Peripheral Detection Task (PDT) is a widely applied method for safety assessment of in-vehicle information systems (IVIS). In this study, the PDT was compared to a Tactile Detection Task (TDT) where the visual stimulus used for the PDT was replaced by tactile vibrators, placed on the wrists. The sensitivity of the two methods to different cognitive and visual secondary tasks was investigated in different real-world driving conditions. The results showed that both methods were sensitive to visual and cognitive secondary task load in a range of different driving environments. The sensitivity was generally stronger for the TDT than the PDT. It was concluded that the TDT could be a viable alternative to the PDT for IVIS assessment. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Cognition KW - Distraction KW - Driver information systems KW - Driving KW - Highway safety KW - Peripheral detection task KW - Secondary tasks KW - Signal detection KW - Tactile perception KW - Traffic safety KW - Vibration KW - Visual UR - http://ppc.uiowa.edu/driving-assessment/2005/final/papers/34_Engstr%F6m%C5bergformat.pdf UR - https://trid.trb.org/view/763213 ER - TY - CONF AN - 01010650 AU - Chrysler, Susan T AU - Williams, Alicia A AU - University of Iowa, Iowa City TI - Driving Performance in a Simulator as a Function of Pavement and Shoulder Width, Edge Line Presence, and Oncoming Traffic SN - 9780874141511 PY - 2005 SP - 6p AB - Driving simulation has primarily been used to study issues of driver distraction and to evaluate in-vehicle devices. The visualization and driver performance capabilities of simulators can be applied to more traditional traffic engineering problems as well. This project aims to demonstrate the usefulness of a driving simulator in evaluating geometric designs for two-lane roads. Paved surface width has been shown to be correlated with crash rates and travel speeds on two-lane rural roads throughout Texas. The current project examines how travel lane width, edge line striping, and shoulder width affect driver errors on these roadway types. Issues of simulator validity, scenario development, and simulator sickness are discussed. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Crash rates KW - Driver errors KW - Drivers KW - Driving simulators KW - Edge lines KW - Geometric design KW - Highway design KW - Highway safety KW - Oncoming traffic KW - Pavements KW - Performance KW - Road markings KW - Road shoulders KW - Rural highways KW - Scenario building KW - Simulator sickness KW - Speed KW - Striping KW - Surface course (Pavements) KW - Texas KW - Traffic crashes KW - Traffic engineering KW - Traffic lanes KW - Traffic safety KW - Two lane highways KW - Validity KW - Width UR - http://drivingassessment.uiowa.edu/DA2005/PDF/54_SusanChryslerformat.pdf UR - https://trid.trb.org/view/763295 ER - TY - CONF AN - 01010649 AU - Strayer, David L AU - Drews, Frank A AU - Burns, Stan AU - University of Iowa, Iowa City TI - The Development and Evaluation of High-Fidelity Simulator Training Program for Snowplow Operators SN - 9780874141511 PY - 2005 SP - 7p AB - The authors report the results of a pilot training program incorporating high-fidelity simulation developed for snowplow operators. Ratings of user acceptance of the training were very high, with drivers of all levels of experience indicating that the training helped them prepare for several issues critical to the safe and efficient operation of a snowplow. In the 6-month period following training, the odds of getting in an accident were lower for the group of drivers who received training compared with a matched control group who did not receive it. In addition, the data indicate that fuel efficiency was greater for the trained drivers than for the control group. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Development KW - Drivers KW - Evaluation KW - Fuel conservation KW - Highway safety KW - Operators (Persons) KW - Pilot studies KW - Simulation KW - Snow and ice control KW - Snowplows KW - Traffic crashes KW - Traffic safety KW - Training KW - Winter maintenance UR - http://ops.fhwa.dot.gov/weather/best_practices/1024x768/transform_param2.asp?xslname=pub.xsl&xmlname=publications.xml&keyname=808 UR - https://trid.trb.org/view/763535 ER - TY - CONF AN - 01010648 AU - Heitmann, Anneke AU - Guttkuhn, Rainer AU - Croke, Dean AU - Moore-Ede, Martin AU - University of Iowa, Iowa City TI - Innovative Fatigue Management Approach in the Trucking Industry SN - 9780874141511 PY - 2005 SP - 7p AB - Driver fatigue, recognized as a major safety problem in the transportation industry, is strongly influenced by employee work and sleep schedules. The work and rest hours of truck drivers have been regulated by Hours-of-Service (HoS) rules in the U.S since 1938, but it has become increasingly apparent these rules are inconsistent with the science of sleep and fatigue. The authors present and assess an innovative alternative safety management system, which takes a pro-active, science-based complimentary approach. This Risk-Informed Performance-Based (RIPB) safety system for sleep and fatigue management was implemented at one major trucking company, and involved the training of managers and dispatchers on scientific aspects of work assignments and a regular feedback system that assessed the fatigue risk of the work schedules. Driver fatigue was assessed using the Circadian Alertness Simulator (CAS) software system for simulating sleep and alertness based on work-rest patterns (Moore-Ede et al., 2004). Each driver was assigned a cumulative fatigue risk score based on logbook data processed for multiple one-month periods before and after the implementation of the safety management system. The implementation of the RIPB safety management system resulted in a significant reduction of fatigue risk scores, a reduction of the rate and costs of accidents, and improvement of other operational parameters. The success of the RIPB system was sustained over an extended time period of more than three years, and thus could permit the relaxation of overly prescriptive HoS regulations. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Circadian Alertness Simulator KW - Costs KW - Crash rates KW - Dispatchers KW - Fatigue (Physiological condition) KW - Feedback KW - Highway safety KW - Hours of labor KW - Innovation KW - Management KW - Managerial personnel KW - Risk assessment KW - Risk informed performance based safety system KW - Safety management KW - Schedules KW - Sleep KW - Software KW - Training KW - Truck crashes KW - Truck drivers KW - Trucking KW - Trucking safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/39_Heitmannformat.pdf UR - https://trid.trb.org/view/763245 ER - TY - SER AN - 01007216 JO - Publication of: Australian Transport Safety Bureau PB - Australian Transport Safety Bureau AU - Australian Transport Safety Bureau TI - International Road Safety Comparisons: The 2003 Report SN - 1921092106 PY - 2005 SP - 22p AB - This report presents detailed tables of road death rates for Organisation for Economic Co-operation and Development (OECD) nations and Australian states/territories. These rates allow Australia's road safety performance to be compared with the other OECD nations while taking into account the differing levels of population, motorisation and distances travelled. The 2003 data indicate that Australia's road death rates (road deaths per 100,000 population, road deaths per 10,000 registered vehicles, and road deaths per 100 million km travelled) were again all below the corresponding OECD median rates. Among the OECD nations for which 2003 data were available, Australia had: the 11th lowest rate (of 24) in terms of road deaths per 100,000 population; the 7th lowest rate (of 22) in terms of road deaths per 10,000 registered vehicles; and the 3rd lowest rate (of 11) in terms of road deaths per 100 million vehicle km travelled. Overall, of the OECD nations for which 2003 data were available: Sweden recorded the lowest rate of road deaths per 100,000 population; Sweden recorded the lowest rate of road deaths per 10,000 registered vehicles; and Finland recorded the lowest rate of road deaths per 100 million vehicle km travelled. The Australian Capital Territory performed better than any other Australian state/territory, or OECD nation, in terms of all reported road death rates. The Northern Territory recorded the highest death rates of all Australian states/territories. KW - Australia KW - Crash data KW - Fatalities KW - Finland KW - Organization for Economic Cooperation and Development KW - Population KW - Registrations KW - Sweden KW - Tables (Data) KW - Vehicle miles of travel UR - https://www.bitre.gov.au/publications/ongoing/files/irsc_2003.pdf UR - https://trid.trb.org/view/763311 ER - TY - CONF AN - 01007211 AU - Forkenbrock, Garrick J TI - An Overview of NHTSA's 2005 ESC Research Program PY - 2005 SP - 17p AB - This is the powerpoint presentation that accompanied the presentation made at the 19th International Technical Conference on the Enhanced Safety of Vehicles on the 2005 electronic stability control (ESC) research program of the National Highway Traffic Safety Administration (NHTSA). Individual pages list the following: program objectives; ESC effectiveness criteria; government and industry collaboration; final maneuver selection; upcoming research; conclusions; and sources for additional information. The conclusions listed are: ESC research is a top priority for NHTSA; A test maneuver capable of evaluating ESC effectiveness has been selected; Preliminary ESC effectiveness criteria have been identified, refinement is underway; and The collaborative testing effort between NHTSA and industry has been very successful. U1 - 19th International Technical Conference on the Enhanced Safety of Vehicles (ESV)Washington,DC,United States StartDate:20050606 EndDate:20050609 KW - Cooperation KW - Electronic stability control KW - Federal government KW - Motor vehicle industry KW - Research KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety KW - Vehicle tests UR - https://trid.trb.org/view/763006 ER - TY - CONF AN - 01010707 AU - Lerner, Neil D AU - University of Iowa, Iowa City TI - Deciding to be Distracted SN - 9780874141511 PY - 2005 SP - 7p AB - This project investigated the decision process involved in a driver’s willingness to engage in various technology-related and non-technology tasks. The project included focus groups and an on-road study, both employing participants who used in-vehicle technologies to at least some degree, from four age groups: teen, young, middle, and older. The focus groups discussed the perceptions, motivations, attitudes, and decision factors that underlie driver choices. The on-road study had two phases: an on-road drive and a take-home booklet. Participants drove their own vehicles over a specified route. They did not actually engage in in-vehicle tasks, but 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 regarding the participant’s familiarity with various in-vehicle technologies, additional situations for willingness and risk ratings, stated reasons underlying ratings, and self-ratings of certain aspects of driving behavior and decision-making style. Together, the focus groups and on-road study provided complementary findings about how drivers decide when to engage in potentially distracting tasks. Driver willingness to engage in various in-vehicle tasks was related to technology type, specific task attributes, driving conditions, personal motivations, driving style, and decision style. Specific project findings were related 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. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Age groups KW - Attitudes KW - Behavior KW - Countermeasures KW - Decision making KW - Distraction KW - Drivers KW - Driving KW - Driving style KW - Focus groups KW - Highway safety KW - In vehicle tasks KW - In vehicle technology KW - Motivation KW - Perception (Point of view) KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/73_NeilLernerformat.pdf UR - https://trid.trb.org/view/763544 ER - TY - CONF AN - 01010714 AU - Stanley, Laura M AU - Kelly, Michael J AU - Lassacher, Suzanne AU - University of Iowa, Iowa City TI - Driver Performance while Interacting with the 511 Travel Information System in Urban and Rural Traffic SN - 9780874141511 PY - 2005 SP - 7p AB - The national “511” highway information system is heavily used by drivers, especially during inclement weather, to plan and replan their trips. Few studies have explored the safety and usability of the 511 user interface, especially in the context of a mobile phone user who has the added workload of driving a vehicle. In this study, 36 drivers were divided into three groups (hand-held cell phone, hands-free cell phone, and control group) and drove a series of urban and rural scenarios in a high fidelity driving simulator. Drivers in the cell phone groups interacted with the Montana 511 travel information system to obtain road information on a segment of highway. Performance on the primary driving task (e.g., lanekeeping and speed control) was not affected by use of the 511 traveler information system. Driving tasks that required urgent attention (e.g., responding to unexpected traffic conflicts) were degraded by using the 511 travel system regardless of the type of phone used. Drivers using either cell phone to interact with the 511 information system were found to have a higher number of collisions and less situation awareness than those not interacting with the 511 system. Drivers using a hand-held cell phone were also found to have a higher frequency of braking responses. The increased crash risk of the phone users in our study (3.0 - 3.8) was very comparable to that reported by earlier studies of the risk of cell phone conversations. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - 511 (National Travel Information Number) KW - Attention KW - Awareness KW - Braking KW - Cellular telephones KW - Conversation while driving KW - Crash risk forecasting KW - Crashes KW - Distraction KW - Drivers KW - Driving simulators KW - Highway safety KW - Highway traffic KW - Mobile telephones KW - Montana KW - Performance KW - Rural areas KW - Traffic crashes KW - Traffic safety KW - Traveler information and communication systems KW - Urban areas KW - Usability KW - Weather KW - Workload (Drivers) UR - http://drivingassessment.uiowa.edu/DA2005/PDF/71_Stanley_Kellyformat.pdf UR - https://trid.trb.org/view/763539 ER - TY - CONF AN - 01010718 AU - Romoser, Matthew R E AU - Fisher, Donald L AU - Mourant, Ronald AU - Wachtel, Jerry AU - Sizov, Konstantin AU - University of Iowa, Iowa City TI - The Use of Driving Simulator to Assess Senior Driver Performance: Increasing Situational Awareness through Post-Drive One-on-One Advisement SN - 9780874141511 PY - 2005 SP - 8p AB - Older drivers are over-represented in angled impact crashes and experience a higher fatality rate than their younger counterparts. Due to the gradual deterioration of the senses, diminished cognitive processing capabilities and decreased mobility and flexibility, it is more difficult for older drivers to gather and process information about their environment. This can lead older drivers to incorrectly perceive their driving environment as safe, when in reality it is not. The current study investigates whether post-drive feedback following a simulated drive can effectively change older drivers’ attitudes about their own driving ability and influence them to incorporate additional compensatory behaviors into their day-to-day driving. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Aged drivers KW - Attitudes KW - Awareness KW - Cognition KW - Driving KW - Driving simulators KW - Evaluation and assessment KW - Fatalities KW - Feedback KW - Highway safety KW - Information processing KW - Perception (Point of view) KW - Performance KW - Physical flexibility (Human beings) KW - Right angle crashes KW - Traffic crashes KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/67_Romoserformat.pdf UR - https://trid.trb.org/view/763533 ER - TY - CONF AN - 01010653 AU - Paul, Amit AU - Boyle, Linda Ng AU - Boer, Erwin R AU - Tippin, Jon AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Steering Entropy Changes as a Function of Microsleeps SN - 9780874141511 PY - 2005 SP - 7p AB - This study aimed to assess steering entropy as a measure of decrements in driving performance caused by microsleeps. Microsleeps are brief, unintended episodes of loss of attention that last 3-14 seconds. These episodes, which are frequent in drivers with sleep disorders, can be long enough to impact steering performance and are particularly disruptive when driver action is imperative, as when driving around curved highway segments. Steering entropy is a driver-centered performance measure that can detect drivers’ corrective responses to situations when the vehicle state falls outside the driver’s expectations. This study tests the hypothesis that steering entropy is an indicator of increased erratic steering behavior during microsleep episodes in drivers with obstructive sleep apnea/hypopena syndrome (OSAHS). Twenty-four drivers with OSAHS were used in this study and their electroencephalography (EEG) defined microsleep (cases) and non-microsleep episodes (crossover control) were compared using a case-crossover method. The performance measure, steering entropy, was calculated from a time-series history of steering angle data. Steering entropy was compared for each microsleep in the three-second interval both immediately preceding and immediately following each microsleep. Results showed that steering entropy was higher on curves during microsleeps and post microsleeps when compared to straight road segments and the no-workload baseline condition. This suggests that steering entropy can capture erratic steering behavior, allowing us to better understand how drivers correct for previous steering errors. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Apnea KW - Attention lapses KW - Driving KW - Electroencephalography KW - Entropy (Communications) KW - Geometric segments KW - Highway curves KW - Highway design KW - Highway safety KW - Microsleep episodes KW - Performance KW - Sleep disorders KW - Steering KW - Straight sections KW - Time series analysis KW - Traffic safety UR - http://www.ncbi.nlm.nih.gov/pmc/articles/PMC2808128/ UR - https://trid.trb.org/view/763388 ER - TY - CONF AN - 01010641 AU - Boer, Erwin R AU - Ward, Nicholas J AU - Manser, Michael P AU - Yamamura, Tomohiro AU - Kuge, Nobuyuki AU - University of Iowa, Iowa City TI - Driver Performance Assessment with a Car Following Model SN - 9780874141511 PY - 2005 SP - 8p AB - Driver performance is generally quantified by the state of the vehicle relative to the local road and traffic environment. Unfortunately these vehicle-state-based metrics are limited in their diagnostic value when it comes to trying to assess how: (i) drivers individually adopted different control strategies, (ii) how they individually adapted to the issues under investigation (e.g., in-vehicle task execution, driver support system exposure, or impairment), or (iii) why drivers individually were more or less affected by the factor under study. By representing a driver’s behavior in an identifiable computational driver model, insight is gained into how drivers may differentially benefit or be impaired by the condition at hand. Such a model also shows how the myriad of possible performance metrics are all “necessarily” correlated. Based on test track car following data, a driver car following model is introduced and identified for each driver and used to show how drivers differ in their car following control strategies. It is demonstrated that the adopted target time headway (THW) strongly influences the associated control strategy (i.e., effort) as well as the safety margin (i.e., the minimum THWs experienced) and that subjects who adopt a longer target THW also exhibit a lower bandwidth control strategy (i.e., less effort). U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Behavior KW - Car following KW - Car following models KW - Control KW - Drivers KW - Driving KW - Evaluation and assessment KW - Headways KW - Highway safety KW - Performance KW - Test tracks KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/64_ErwinBoerformat.pdf UR - https://trid.trb.org/view/763387 ER - TY - CONF AN - 01010671 AU - Merat, Natasha AU - Jamson, A Hamish AU - University of Iowa, Iowa City TI - Shut Up I'm Driving! Is Talking to an Inconsiderate Passenger the Same as Talking on a Mobile Telephone? SN - 9780874141511 PY - 2005 SP - 7p AB - The objective of this study was to compare driving performance whilst talking on a hands-free mobile (cellular) telephone with performance during conversations with “considerate” and “inconsiderate” passengers. Using the Leeds Advanced Driving Simulator, participants were asked to drive through a road containing four driving scenarios: (1) car following along a straight road section, (2) car following along a curved section of road, (3) a braking event, and (4) a coherence event. A working memory digit recall and sentence verification task were used to simulate conversation in three conversation conditions: (1) “considerate passenger,” where the experimenter asked drivers to respond to the working memory task before and after a driving event, (2) “inconsiderate passenger,” where the experimenter asked drivers to respond to the working memory task throughout a driving event, and “3) “mobile phone task,” which involved digital presentation of the working memory task via a mobile telephone throughout the driving events. A silent condition was also used as control. The effect of the three conversation conditions on driving performance was the same during the simple car following scenarios. However, talking to an “inconsiderate” passenger was found to be as disrupting as a mobile phone conversation, and different from conversing with a considerate passenger, during the braking and coherence conditions. Therefore, the high workload imposed by conversation was only detrimental during the more difficult driving conditions, when demand for central attentional resources from both tasks was at its highest. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention KW - Braking KW - Car following KW - Cellular telephones KW - Conversation KW - Demanding passenger KW - Distraction KW - Drivers KW - Driving KW - Driving simulators KW - Highway curves KW - Highway safety KW - Human subject testing KW - Mobile telephones KW - Passengers KW - Performance KW - Traffic safety KW - Workload (Drivers) UR - http://drivingassessment.uiowa.edu/DA2005/PDF/63_Meratformat.pdf UR - https://trid.trb.org/view/763385 ER - TY - CONF AN - 01010685 AU - Shbeeb, Lina AU - Awad, Wa'el AU - Suliman, Mohd R AU - Mujahed, Jamil AU - University of Iowa, Iowa City TI - The Relation between Speed-Lane Choice and Road Accidents in Jordan SN - 9780874141511 PY - 2005 SP - 10p AB - More than 96% of traffic casualties in Jordan take place on non-intersection roadway segments. Speed variation and improper lane change are considered to be some of the main factors contributing to these casualties. This research paper describes an attempt made to study speed-lane choice behavior in Jordan. Drivers’ behaviors with regard to their choice of speed and/or traveled lane are assessed. One-fifth of the observed drivers are speeding and one-fourth of them change lanes along the tested segment. Two models are developed and investigated to describe the relationships between speed and lane choice using binary and linear regression models. Results indicate that driving behavior varies with respect to roadway geometry and lane. Speed influences the driver choice of lane changing and his/her decision about changing lanes influences his/her speed choice. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Behavior KW - Casualties KW - Drivers KW - Driving KW - Geometric segments KW - Highway safety KW - Jordan KW - Lane changing KW - Linear regression analysis KW - Speed KW - Speeding KW - Traffic crashes KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/62_Shbeebformat.pdf UR - https://trid.trb.org/view/763384 ER - TY - CONF AN - 01010693 AU - Ayvasik, H Belgin AU - Er, Nurhan AU - Sumer, Nebi AU - University of Iowa, Iowa City TI - Traffic Violations and Errors: The Effects of Sensation Seeking and Attention SN - 9780874141511 PY - 2005 SP - 8p AB - The purpose of this study was to examine the effects of sensation seeking and attention in traffic violations and errors. Participants were 716 volunteer male drivers from Ankara, Turkey. Drivers were asked to respond to computerized measures of monotonous and selective attention tests, and also to complete the Driver Behavior Questionnaire, Driving Skills Inventory, and Arnett Inventory of Sensation Seeking. The authors first categorized participants into four groups according to their correct responses of monotonous and selective attention tests by using median-split: Group 1 = low scores on both monotonous and selective attention tests, Group 2 = high scores on both monotonous and selective attention tests, Group 3 = low on monotonous attention and high on selective attention, and Group 4 = high on monotonous attention and low on selective attention. Participants were also classified into two groups regarding their total sensation seeking scores as low and high sensation seekers. A 4 (attention groups) X 2 (sensation seeking groups) MANOVA was conducted on traffic violations and errors as dependent variables. MANOVA analysis indicated that high sensation seekers with high monotonous and selective attention are more likely to have a higher number of traffic violations and errors than other groups. Since these drivers also reported lower levels of safety skills than other groups, it could be interpreted as an indication of drivers’ overconfidence in their skills and underestimation of the hazards in traffic. Such drivers were more likely to be risk takers in traffic situations. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Attention KW - Attitudes KW - Driver errors KW - Driving KW - Highway safety KW - Human subject testing KW - Males KW - Monotonous tasks KW - Risk taking KW - Sensation seeking KW - Traffic safety KW - Traffic violations UR - http://drivingassessment.uiowa.edu/DA2005/PDF/58_Ayvasikformat.pdf UR - https://trid.trb.org/view/763377 ER - TY - CONF AN - 01010706 AU - Ball, Karlene K AU - Roenker, Daniel L AU - Wadley, Virginia G AU - Cissell, Gayla AU - Mathews, Melissa AU - Ball, David AU - Vance, David AU - Frankell, Martha AU - McConnell, Kathy AU - University of Iowa, Iowa City TI - Longitudinal Assessment of Older Drivers in a DMV Setting SN - 9780874141511 PY - 2005 SP - 7p AB - A brief battery of functional assessments designed to detect crash risk among older drivers was developed and evaluated initially in 1999 in Maryland motor vehicle licensing sites following the routine vision screening exam. This battery contained a number of cognitive tests (e.g., UFOV® subtest 2, the closure subtest of the Motor Free Visual Perception Test (MVPT), Trails A and B, cued recall, delayed recall), and several physical measures (e.g., Rapid Pace Walk, Head and Neck Rotation, Foot Tap, Arm Reach). Older adults (N=4,173; mean age = 69 years) were approached by the staff after license renewal and asked to help evaluate the brief battery. Of the 4,173 older adults approached at the field sites, 2,114 individuals 55-96 years of age participated. Subsequently, the original sample of 2,114 participants was invited to come in once again, during their five-year license renewal cycle, and the functional tests were administered once again. To date, 939 individuals have completed the second screening evaluation. An examination of the crash data from the interval between assessments for these individuals indicates that the same cognitive measures are predictive of at-fault crashes. Furthermore, approximately 10% of those passing the assessment in 1999 are now failing the assessment in 2004. Performance-based cognitive measures are predictive of future at-fault motor vehicle collisions among older adults. Cognitive performance, in particular, is a salient predictor of subsequent crash involvement among older adults. High-risk older drivers can be identified through brief, performance-based measures administered in a DMV setting. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Aged drivers KW - Cognition KW - Crash data KW - Crash risk forecasting KW - Evaluation and assessment KW - Field of view KW - Head motion range KW - Highway safety KW - Human subject testing KW - Longitudinal studies KW - Maryland KW - Memory KW - Motor vehicle licensing KW - Neck motion range KW - State motor vehicle departments KW - Traffic crashes KW - Traffic safety KW - Visual perception KW - Walking UR - http://drivingassessment.uiowa.edu/DA2005/PDF/57_KarleneBallformat.pdf UR - https://trid.trb.org/view/763376 ER - TY - CONF AN - 01010678 AU - Slick, Renee F AU - Tran, Tuan Q AU - Cady, Elizabeth T AU - University of Iowa, Iowa City TI - Adaptation to a Motion-Based and Non-Motion-Based Simulator SN - 9780874141511 PY - 2005 SP - 5p AB - This study (N=129, including 59 males and 61 females) examined the issue of realism and motion sickness between motion-based and non-motion-based simulators. Specifically, this research addressed whether enhancing a driving simulator with motion capabilities increases the realism of the simulator and, if so, does this increase in subjective realism increase participants’ vulnerability to motion sickness. Approximately half of the participants drove a motion-based simulator while the other half drove a non-motion-based simulator on four independent drives within an experimental session. Results showed that the motion-based simulator was rated more realistic than the non-motion-based simulator. However, it was also found that participants in the motion-based simulator had higher negative physical health ratings than participants in the non-motion-based simulator. Our results suggest that training programs need to consider the trade-off between realism and motion sickness. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Driving simulators KW - Health KW - Highway safety KW - Human subject testing KW - Motion based simulators KW - Motion perception KW - Motion sickness KW - Realism KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/56_ReneeSlickformat.pdf UR - https://trid.trb.org/view/763375 ER - TY - CONF AN - 01010684 AU - Biester, Lars AU - University of Iowa, Iowa City TI - The Concept of Cooperative Automation in Cars Results from the Experiment "Overtaking on Highways" SN - 9780874141511 PY - 2005 SP - 7p AB - As the interaction between human and machine continues to change, due to the increase of system functionalities, a concept of human-car cooperation covering the effects of this change has been developed. Proceeding from this concept, an initial analysis of the actual human-car interaction including the wishes of today’s drivers will be the main subject of this paper. An experimental design, based on the concept of cooperation and preliminary studies, was developed. First results on the quality of cooperation, situational awareness and trust indicate the concept’s profound adaptableness to future human-car interactions. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Attitudes KW - Automobiles KW - Awareness KW - Consumer preferences KW - Cooperation KW - Cooperative automation KW - Drivers KW - Driving KW - Highway safety KW - Highways KW - Human beings KW - Human-car interactions KW - Passing KW - Trust (Psychology) UR - http://drivingassessment.uiowa.edu/DA2005/PDF/50_LarsBiesterformat.pdf UR - https://trid.trb.org/view/763290 ER - TY - CONF AN - 01010696 AU - Oron-Gilad, Tal AU - Hancock, Peter A AU - University of Iowa, Iowa City TI - Road Environment and Driver Fatigue SN - 9780874141511 PY - 2005 SP - 7p AB - The authors distinguish between fatigue caused by the demands of the driving task itself (see Hancock & Desmond, 2001) from the standard traditional approach that links fatigue predominately to the lack of sleep. Fatigue can be caused by two sources: (1) the driver’s initial state before starting the drive, or (2) the characteristics of the drive and the road environment; both sources can have a cumulative effect. It is not clear what principles are involved in making one road environment more prone to inducing driver fatigue than another. For the purpose of the current presentation the authors provide empirical data on road environment and driver fatigue summarized from a series of three experiments that the first author has conducted at Ben-Gurion University (see Oron-Gilad, 2003; Oron-Gilad, et al., 2001). Those are examined in relation to the Hancock and Warm (1989) model of adaptability. The most significant and consistent findings of the three experiment is in the way that fatigue is reflected in driving performance across different road environments. These findings suggest that drivers are flexible in the way they handle fatigue over the course of time. They can adopt different strategies to compensate for their performance decrement, by focusing efforts on critical elements of each different type of roadway. Understanding of this dependency of fatigue symptoms on road conditions is of especial relevance to designers of technological fatigue countermeasures as well as those of future roadway systems. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Compensation KW - Drivers KW - Driving KW - Environment KW - Fatigue (Physiological condition) KW - Flexibility (Goal attainment) KW - Highway safety KW - Performance KW - Road characteristics KW - Road conditions KW - Roads KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/47_Oron-Giladformat.pdf UR - https://trid.trb.org/view/763284 ER - TY - CONF AN - 01010664 AU - Harbluk, Joanne L AU - Lalande, Simone AU - University of Iowa, Iowa City TI - Performing E-Mail Tasks while Driving: the Impact of Speech-Based Tasks on Visual Detection SN - 9780874141511 PY - 2005 SP - 7p AB - Drivers listened and responded to e-mail messages presented in a human voice and two types of synthetic speech (concatenative and formant) while driving a simulator. Their performance for visual event detection, vehicle control, and message responses was assessed. Results indicated that the type of speech output system affected drivers’ detection of visual changes in the driving environment; they were poorer at detecting these events when either of the synthetic speech systems was used. Drivers detected fewer visual changes during the difficult messages than during the baseline driving. No effects of the speech system type or e-mail message difficulty were observed on the vehicle control measures. Drivers were also less accurate when responding to message content for messages presented in synthetic speech (concatenative) compared with recorded human voice. Subjective ratings indicated that listening to the synthetic speech required more mental effort than listening to the recorded human voice. Preference ratings for the interfaces decreased as mental effort increased. The results indicated that although drivers were not required to direct their attention away from the road, using the speech-based interfaces reduced drivers’ visual event detection and their response accuracy to messages themselves. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Detection and identification KW - Distraction KW - Drivers KW - Driving KW - Electronic mail KW - Highway safety KW - Human beings KW - Messages KW - Performance KW - Speech KW - Speech synthesis KW - Traffic safety KW - Visual KW - Voice communication UR - http://drivingassessment.uiowa.edu/DA2005/PDF/46_Harblukformat.pdf UR - https://trid.trb.org/view/763278 ER - TY - CONF AN - 01010661 AU - Mestre, Daniel R AU - Mars, Franck AU - Vienne, Fabrice AU - Espie, Stephane AU - University of Iowa, Iowa City TI - Gaze Behavior during Simulated Driving: Elements for a Visual Driving Aid SN - 9780874141511 PY - 2005 SP - 7p AB - Analyses of optic flow due to observer self-motion and analyses of the driver's gazing behavior during curve driving have suggested that the driver has a tendency to look at a location close to the tangent point on the inside edge of the road. Psychophysical experiments have further demonstrated that this visual strategy can be partly explained as an optimization of information pick-up. The main objective of the present study was to investigate, in an interactive simulation context, if this perceptual strategy might be used to define a visual aid for curve driving. In the framework of the French ARCOS project (Research action for secure driving; www.arcos2004.com), the authors used a mini-simulator developed by INRETS (MSIS-CIR group) in collaboration with FAROS company, with two main original characteristics: (1) during curve driving, the tangent point can be calculated and inserted in the visual scene in real-time and (2) a real-time eye-recording system (EYELINK,® SMI) allows the authors to evaluate the relationships between driving performance, gaze direction and the on-line presentation of the tangent point. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Behavior KW - Driving KW - Driving simulators KW - Gaze direction KW - Highway curves KW - Highway safety KW - Optical flow patterns KW - Performance KW - Real time information KW - Traffic safety KW - Visual perception UR - http://drivingassessment.uiowa.edu/DA2005/PDF/45_mestreformat.pdf UR - https://trid.trb.org/view/763273 ER - TY - CONF AN - 01010703 AU - Wesley, Amy D AU - Sayer, Tina Brunetti AU - Tengler, Steve AU - University of Iowa, Iowa City TI - Can Sea Bands® be used to Mitigate Simulator Sickness SN - 9780874141511 PY - 2005 SP - 7p AB - A North American tier-one automotive supplier (TOAS) conducted a study in 2002 using a vehicle driving simulator to study simulator sickness. The goals of the study were twofold: (a) determine a screening process to identify those individuals who should be excluded from future simulator studies due to their susceptibility to simulator sickness and (b) explore a mitigation technique to lessen the severity of simulator sickness symptoms using the FDA-approved Sea Bands® acupressure wrist bands. The study revealed that prior experience with motion sickness is not necessarily a good predictor of who will become sick in a simulator, but one's own perception of susceptibility to motion and simulator sicknesses may be a reliable predictor. It also revealed that the acupressure wrist bands may be an effective method for managing simulator sickness among older participants. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Acupressure wrist bands KW - Aged KW - Driving simulators KW - Human subject testing KW - Management KW - Motion perception KW - Motion sickness KW - Sea Bands KW - Simulator sickness UR - http://drivingassessment.uiowa.edu/DA2005/PDF/44_Wesleyformat.pdf UR - https://trid.trb.org/view/763271 ER - TY - CONF AN - 01010644 AU - Anderson, Steven W AU - Rizzo, Matthew AU - Shi, Qian AU - Uc, Ergun Y AU - Dawson, Jeffrey D AU - University of Iowa, Iowa City TI - Cognitive Abilities Related to Driving Performance in a Simulator and Crashing on the Road SN - 9780874141511 PY - 2005 SP - 7p AB - The purpose of this study was to examine the relationships between performances on standardized neuropsychological measures of cognitive abilities, simulated driving performance, and state crash records in drivers with cognitive decline due to aging and dementia. Participants were 202 experienced older adult drivers ages 55 years and older: 70 had mild dementia due to probable early Alzheimer’s disease and 132 had no neurologic disease. All completed a battery of neuropsychological tests and drove contemporaneously on a high fidelity simulator. The participants’ State Department of Transportation driving records were monitored for up to two years after testing. The simulator composite score, reflecting overall driving ability, was significantly correlated with overall cognitive ability, as indexed by the neuropsychology composite score, as well as with individual cognitive tests of attention, memory, visuospatial and visuomotor abilities. Drivers who crashed during an intersection incursion scenario performed significantly worse on the composite measure of cognitive function than those who successfully steered around the incurring vehicle. Crashers had specific cognitive deficits on measures of visuomotor abilities and attention. Memory test performances for both verbal information and visual material were associated with subsequent on-road crashes. These findings provide support for the validity of driving simulation as a safe means of evaluating a range of driving responses that cannot be tested on the road, and suggest that relatively simple and inexpensive neuropsychological tests of specific cognitive abilities could be used to help evaluate older drivers’ risk of unsafe driving. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Aged drivers KW - Aging (Biology) KW - Alzheimer's disease KW - Attention KW - Cognition KW - Cognitive impairment KW - Crash records KW - Dementia KW - Driving KW - Driving simulators KW - Evaluation KW - Highway safety KW - Human subject testing KW - Memory KW - Neuropsychological tests KW - Performance KW - Traffic crashes KW - Traffic safety KW - Visuomotor abilities KW - Visuospatial abilities UR - http://drivingassessment.uiowa.edu/DA2005/PDF/41_SteveAndersonformat.pdf UR - https://trid.trb.org/view/763264 ER - TY - CONF AN - 01010663 AU - Thorndike, Frances P AU - Cox, Daniel J AU - Merkel, R Larry AU - Moore, Melissa AU - Burket, Roger AU - Muller, Carrie AU - Kovatchev, Boris AU - University of Iowa, Iowa City TI - Quantifying the Benefits of Enhancing Medications on Driving Performance: Comparing Oros® MPH vs. se-AMPH ER® in Driving Safety of ADHD Teenagers as Case Example SN - 9780874141511 PY - 2005 SP - 8p AB - Driving simulation is the best way to safely and reliably assess the impact of medical parameters on driving in a controlled, replicable environment. Driving performance should be evaluated using a composite driving score, since the pathway to impaired driving is highly idiosyncratic and could involve any number of individual driving parameters. Although simulators still do not have accepted standards for hardware, driving scenarios, or performance variables, the authors propose a partial solution to permit comparisons of composite scores across simulators. They recommend presenting simulator data via a standardized average effect size, which they call the Impaired Driving Score (IDS). The authors describe how the IDS is calculated, and present data comparing 16 male and 15 female teenage drivers with ADHD who participated in a double-blind, placebo-controlled, crossover study. Using an equivalent-dose regimen, they compared the effects of 72 mg of OROS® MPH (Concerta®), 30mg of se-AMPH XR® (Adderall XR®) and placebo on driving performance. Participants drove their Atari Research Driving Simulator at 5, 8, and 11 pm under all three medication conditions with at least a week between conditions/drives. The primary outcome measure was participants' IDS. Across all three times, performance on Concerta® was superior to placebo (p=.005), while Adderall XR® was not (p=.14). When analyzed separately, however, only one variable was statistically significant (seconds spent speeding, p<.01). Composite driving scores permit the comparison of driving performance across various experimental conditions and with a normative database. Furthermore, since the IDS is based on a multi-faceted assessment of driving performance, it is less vulnerable to random effects and offers a more robust indicator of driving performance. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention deficit hyperactivity disorder KW - Benefits KW - Driving KW - Driving simulators KW - Highway safety KW - Impaired drivers KW - Medication KW - Performance KW - Teenage drivers KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/40_Thorndikeformat.pdf UR - https://trid.trb.org/view/763257 ER - TY - CONF AN - 01010681 AU - Sayer, James R AU - Mefford, Mary Lynn AU - Shirkey, Kezia AU - Lantz, Jessica AU - University of Iowa, Iowa City TI - Driver Distraction: A Naturalistic Observation of Secondary Behaviors with the Use of Driver Assistance Systems SN - 9780874141511 PY - 2005 SP - 7p AB - This report describes the naturalistic observation of secondary behaviors performed by 66 drivers who took part in the Automotive Collision Avoidance System Field Operational Test (ACAS FOT). The ACAS FOT included two driver assistance systems, adaptive cruise control (ACC) and forward collision warning (FCW). Each driver participated in both baseline (no driver assistance systems for one week) and treatment conditions (both ACC and FCW available for 3 weeks). The method employed was to sub-sample video data, and code drivers’ secondary behaviors using 4 s video clips of the driver, collected every 5 minutes. Eight-hundred and ninety video clips were reviewed and coded while participants drove manually, with conventional cruise control, ACC, and FCW. The results show that drivers who took part in the field test were no more likely to engage in secondary behaviors when driving with ACC and FCW in comparison to manual control. When the driver assistance systems became available to the participants, there was an increase in the number of conversations drivers had with passengers, probably related to the driver explaining the novel ACAS system to passengers. The results have important implications in that, at least for the duration of exposure examined, they counter the concern often raised that driver assistance systems will promote driver distraction, lapses in attention or modification in perceived risk. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Adaptive control KW - Conversation KW - Crash avoidance systems KW - Cruise control KW - Distraction KW - Driver support systems KW - Drivers KW - Field tests KW - Frontal crashes KW - Highway safety KW - Human subject testing KW - Observation KW - Secondary behaviors KW - Traffic safety KW - Video cameras KW - Warning systems UR - https://trid.trb.org/view/763242 ER - TY - CONF AN - 01006751 AU - Flannagan, Michael J AU - Mefford, Mary Lynn AU - University of Iowa, Iowa City TI - Distance Perception with a Camera-Based Rear Vision System in Actual Driving SN - 9780874141511 PY - 2005 SP - 8p AB - Participants drove an instrumented car equipped with conventional rearview mirrors and with a camera rear vision system. They observed the approach of an overtaking car in the alternative rear vision systems and indicated the last moment at which it would be safe to initiate a lane-change maneuver in front of it. Their judgments were strongly affected by the type of display used to observe the overtaking car. The longest distances were obtained with the camera-based display at unit magnification. Distances were substantially shorter with the conventional mirror and with the camera-based display at 0.5 minification. These results are consistent with results from an earlier study conducted under static conditions. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Cameras KW - Distance KW - Distance perception KW - Driving KW - Highway safety KW - Human subject testing KW - Instrumented vehicles KW - Lane changing KW - Passing KW - Rear vision systems KW - Rearview mirrors KW - Traffic safety KW - Vehicles UR - http://deepblue.lib.umich.edu/bitstream/handle/2027.42/57453/99301.pdf?sequence=1 UR - https://trid.trb.org/view/763105 ER - TY - CONF AN - 01006749 AU - Knipling, Ronald R AU - University of Iowa, Iowa City TI - Evidence and Dimensions of Commercial Driver Differential Crash Risk SN - 9780874141511 PY - 2005 SP - 7p AB - This paper highlights evidence from several instrumented vehicle studies that crash risk varies significantly among commercial truck drivers, and also cites findings from surveys of fleet safety managers and other experts on the topic of individual differences in commercial driver crash risk. Within various subject groups, 10-15% of the drivers typically account for 30-50% of the crash risk. This pattern is seen in measures of driver errors associated with crashes and also in measures of driver drowsiness. The evidence also suggests, but does not yet prove, that these individual differences are long-term. To the extent that these individual differences are long-term, they may be considered personal traits. This paper conceptualizes driver risk factors, provides illustrative examples of differential individual risk within groups of drivers, identifies driver factors thought to be most associated with crash risk, and considers the opportunities for improved commercial driving safety presented by differential crash risk. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Commercial drivers KW - Crash risk forecasting KW - Differential crash risk KW - Drowsiness KW - Highway safety KW - Human factors KW - Instrumented vehicles KW - Risk assessment KW - Traffic safety KW - Truck drivers KW - Trucking safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/02_Kniplingformat.pdf UR - https://trid.trb.org/view/763030 ER - TY - CONF AN - 01006746 AU - Kubose, Tate T AU - Bock, Kathryn AU - Dell, Gary S AU - Garnsey, Susan M AU - Kramer, Arthur F AU - Mayhugh, Jeff AU - University of Iowa, Iowa City TI - The Effects of Speech Production and Speech Comprehension on Simulated Driving Performance SN - 9780874141511 PY - 2005 SP - 7p AB - The authors performed two experiments comparing the effects of speech production and speech comprehension on simulated driving performance. In both experiments, participants completed a speech task and a simulated driving task under single- and dual-task conditions, with language materials matched for linguistic complexity. In Experiment 1, concurrent production and comprehension resulted in more variable velocity compared to driving alone. Experiment 2 replicated these effects in a more difficult simulated driving environment, with participants showing larger and more variable headway times when speaking or listening while driving than when just driving. In both experiments, concurrent production yielded better control of lane position relative to single-task performance; concurrent comprehension had little impact on control of lane position. On all other measures, production and comprehension had very similar effects on driving. The results show, in line with previous work, that there are detrimental consequences for driving of concurrent language use. The authors' findings imply that these detrimental consequences may be roughly the same whether drivers are producing speech or comprehending it. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Comprehension KW - Control KW - Distraction KW - Drivers KW - Driving KW - Driving simulators KW - Headways KW - Highway safety KW - Human subject testing KW - Lane position KW - Listening KW - Performance KW - Speaking KW - Speech KW - Speech production KW - Time KW - Traffic safety KW - Velocity UR - https://trid.trb.org/view/763121 ER - TY - CONF AN - 01006741 AU - Sumer, Nebi AU - Ayvasik, H Belgin AU - Er, Nurhan AU - University of Iowa, Iowa City TI - Cognitive and Psychomotor Correlates of Self-Reported Driving Skills and Behavior SN - 9780874141511 PY - 2005 SP - 8p AB - The purpose of this study is to predict self-reported driving and safety skills, traffic violations, and errors by using the measures of cognitive and psychomotor abilities. Male drivers (N = 716, mean age = 36.59) were administered the computerized measures of monotonous and selective attention, visual pursuit, eye-hand coordination, reaction time, and peripheral perception. They also responded to the measures of driving skills and behaviors. Examination of the correlations indicated that the indices of visual pursuit, coordination, peripheral perception, and reaction time significantly correlated with driving skills and aberrant behaviors. The results of the sequential regression analyses controlling for age, level of education, and annual km revealed that selective attention negatively and significantly predicted both types of skills and positively predicted violations and errors. Peripheral perception, visual pursuit, and reaction time were the significant predictors of driving skills and errors in the expected direction. Cognitive and psychomotor abilities accounted for 11% to 17% of the variances in the self-reported driving variables. Results suggested that although the magnitude of the associations was relatively weak, psychomotor and cognitive/perceptual abilities are associated with self-reported driving performance and behaviors for young and middle-aged drivers. These findings indicated that certain measures of cognitive and psychomotor abilities, such as peripheral perception and selective attention, have implications for driver assessment systems and should be carefully examined in future research. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Age KW - Attention KW - Behavior KW - Cognition KW - Correlation analysis KW - Driver errors KW - Drivers KW - Driving KW - Hand-eye coordination KW - Highway safety KW - Human subject testing KW - Males KW - Motor skills KW - Performance KW - Peripheral perception KW - Reaction time KW - Self reports KW - Traffic violations KW - Visual pursuit UR - http://drivingassessment.uiowa.edu/DA2005/PDF/14_NebiSumerformat.pdf UR - https://trid.trb.org/view/763129 ER - TY - CONF AN - 01006739 AU - Bowers, Alex AU - Peli, Eli AU - Elgin, Jennifer AU - McGwin, Gerald AU - Owsley, Cynthia AU - University of Iowa, Iowa City TI - Assessing Driving Performance with Moderate Visual Field Loss SN - 9780874141511 PY - 2005 SP - 8p AB - The minimum binocular horizontal field extent for driver licensing varies widely between states in the USA. The authors examined the relationship between visual field extent and open-road driving performance using a scoring method that measured the quality of specific skills for a range of general driving maneuvers, as well as maneuvers that the authors expected to be difficult for people with restricted fields. Twenty-eight current drivers with mild to moderate peripheral visual field restrictions (123 + or - 20 degrees, V4e target) drove the 14-mile route. While most subjects were scored as safe drivers, those with more restricted horizontal and vertical binocular field extents showed significantly poorer skills in maneuvers for which a wide field of vision is likely to be important (p < or = 0.05): speed matching when changing lanes, and maintaining lane position and keeping to the path of the curve when driving around curves. Further studies using similar assessment methods with drivers with more restricted fields are necessary to determine the minimum field extent for safe driving. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Driver licensing KW - Driving KW - Evaluation and assessment KW - Field of vision KW - Highway curves KW - Highway safety KW - Human subject testing KW - Lane changing KW - Lane position KW - Loss and damage KW - Performance KW - Peripheral vision KW - Speed KW - Traffic safety UR - http://www.eri.harvard.edu/faculty/peli/papers/DA2005_Bowersetal_paper.pdf UR - https://trid.trb.org/view/763102 ER - TY - CONF AN - 01006736 AU - Paul, Amit AU - Boyle, Linda Ng AU - Tippin, Jon AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Variability of Driving Performance During Microsleeps SN - 9780874141511 PY - 2005 SP - 7p AB - This study aimed to evaluate the value of measuring microsleeps as an indicator of driving performance impairment in drowsy drivers with sleep disorders. Drivers with sleep disorders such as obstructive sleep apnea/hypopena syndrome (OSAHS) are at increased risk for driving performance errors due to microsleep episodes, which presage sleep onset. To meet this aim, the authors tested the hypothesis that OSAHS drivers show impaired control over vehicle steering, lane position and velocity during microsleep episodes compared to when they are driving without microsleeps on similar road segments. A microsleep is defined as a 3-14 sec episode during which 4-7 Hz (theta) activity replaces the waking 8-13 Hz (alpha) background rhythm. Microsleep episodes were identified in the electroencephalography (EEG) record by a neurologist certified by the American Board of Sleep Medicine. Twenty-four drivers with OSAHS were tested using simulated driving scenarios. Steering variability, lane position variability, acceleration and velocity measures were assessed in the periods during a microsleep, immediately preceding (pre) microsleep, and immediately following (post) microsleep. In line with the authors' introductory hypothesis, drivers with OSAHS did show significantly greater variation in steering and lane position during the microsleep episodes compared to the periods pre and post microsleep. The results indicate that identification of microsleep episodes can provide a marker for declining vehicle control of drivers with OSAHS. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Apnea KW - Control KW - Drivers KW - Driving KW - Driving simulators KW - Electroencephalography KW - Highway safety KW - Human subject testing KW - Lane position KW - Measuring instruments KW - Microsleep episodes KW - Performance KW - Sleep KW - Sleep disorders KW - Steering KW - Traffic safety KW - Variables KW - Velocity UR - http://drivingassessment.uiowa.edu/DA2005/PDF/04_AmitPaul_LBoyleformat.pdf UR - https://trid.trb.org/view/763037 ER - TY - CONF AN - 01006735 AU - Patomella, Ann-Helen AU - Kottorp, Anders AU - University of Iowa, Iowa City TI - An Evaluation of Driving Ability in a Simulator: A Good Predictor of Driving Ability after Stroke? SN - 9780874141511 PY - 2005 SP - 7p AB - The aim of this pilot-study was to evaluate the predictive quality of a driving evaluation in a simulator for people with stroke. Twenty-seven participants with stroke completed a driving evaluation in a technically advanced driving simulator. The participants also completed an on-road driving evaluation with a pass or fail outcome. Measures generated from the assessment tool, P-Drive, were compared to the on-road driving evaluation, in order to determine a definitive cut-off score. The definitive cut-off score of P-Drive was determined to 1,5 logits, however this score did not show satisfactory sensitivity. Instead of a definitive cut-off score, a cut-off zone of 1,4 to 1,7 logits was recommended. Six drivers within the cut-off zone were recommended for further evaluation of their driving ability. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Driving KW - Driving simulators KW - Evaluation KW - Forecasting KW - Highway safety KW - Logits KW - P-Drive KW - Stroke (Medical condition) KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/15_Patomellaformat.pdf UR - https://trid.trb.org/view/763131 ER - TY - CONF AN - 01006733 AU - Rimini-Doering, Maria AU - Altmueller, Tobias AU - Ladstaetter, Ulrich AU - Rossmeier, Markus AU - University of Iowa, Iowa City TI - Effects of Lane Departure Warning on Drowsy Drivers' Performance and State in a Simulator SN - 9780874141511 PY - 2005 SP - 8p AB - Driver drowsiness is a major cause of severe accidents, many of which involve a single vehicle lane departure. The objective of the experiment described in this paper is to determine the relationships between drowsiness, lane departure events (LDE) and effects of a warning system. While in case of driver distraction the impact of such a warning system can be tested in real traffic, for reasons of safety (and reproducibility), a laboratory-based driving simulator is being used in this project. The experiments were conducted with a cohort of 63 healthy male subjects aged 22 to 27 driving for about 2.5 hrs in a stimuli-deprived scenario with a six-fold repetition under carefully controlled conditions. Several hundreds micro-sleep episodes were identified in the 53 successful trials by electrooculogram and video signal and confirmed by behavioral analysis; more than 800 lane departure warnings (LDW) occurred in the assisted sub-cohort of 17 drivers. A combined analysis of the LDE with and without LDW shows significant reduction in number, time, departure length and out-of-lane area for the assisted subjects. The timing and design of the warning could furthermore prevent almost 85% of the lane departure events caused by sleepiness. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Drivers KW - Driving simulators KW - Drowsiness KW - Highway safety KW - Human subject testing KW - Lane departures KW - Microsleep episodes KW - Performance KW - Single vehicle crashes KW - Traffic crashes KW - Traffic safety KW - Warning systems UR - http://drivingassessment.uiowa.edu/DA2005/PDF/13_MariaRiminiformat.pdf UR - https://trid.trb.org/view/763124 ER - TY - CONF AN - 01010694 AU - Seppelt, Bobbie D AU - Lees, Monica N AU - Lee, John D AU - University of Iowa, Iowa City TI - Driver Distraction and Reliance: Adaptive Cruise Control in the Context of Sensor Reliability and Algorithm Limits SN - 9780874141511 PY - 2005 SP - 7p AB - This study investigated how system failures influenced drivers’ reliance on Adaptive Cruise Control (ACC). A medium-fidelity driving simulator was used to evaluate the effect of driving condition (traffic, rain) and automation (manual control, ACC) on headway maintenance and brake response. In conditions of rain, the signal continuity of the ACC sensors was degraded and in conditions of heavy traffic, the braking limits of the ACC system were exceeded. Dependent variables included response time to lead vehicle (LV) braking, number of collisions, and both time headway (THW) and time-to-collision (TTC) at instant of the brake response. Throughout the drive, a continuous (forced-paced) secondary task was introduced to determine how an in-vehicle task interacted with ACC reliance. Results showed that the failure type influenced driver’s reliance on ACC with drivers relying more on ACC in traffic periods than in rain periods. ACC appeared to offer a safety benefit when drivers were distracted with complex mental tasks in periods of heavy traffic. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Adaptive control KW - Algorithms KW - Braking KW - Crashes KW - Cruise control KW - Distraction KW - Drivers KW - Driving simulators KW - Headways KW - Highway safety KW - Highway traffic KW - Human subject testing KW - Lead vehicle KW - Manual control KW - Rain KW - Reaction time KW - Reliability KW - Secondary tasks KW - Sensors KW - Time KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/36_BobbieSeppeltformat.pdf UR - https://trid.trb.org/view/763217 ER - TY - CONF AN - 01010669 AU - Sayer, Tina Brunetti AU - Sayer, James R AU - Devonshire, Joel M AU - University of Iowa, Iowa City TI - Assessment of a Driver Interface for Lateral Drift and Curve Speed Warning Systems: Mixed Results for Auditory and Haptic Warnings SN - 9780874141511 PY - 2005 SP - 7p AB - Lateral Drift Warning (LDW) and Curve Speed Warning (CSW) systems were developed to address two main critical events in run-off-road crashes, which are road edge departure and excessive speed. The LDW system used a two-stage alert system, with the first stage activating when the driver departed a lane with a dashed boundary and the imminent, or second stage, when departing a lane with a solid boundary. The CSW also employed a two-stage alert, with the level based on the degree of over-speed for the upcoming curve. The haptic modality, in the form of seat vibration, was chosen as the first level warning for both systems, and auditory was chosen as the second or most urgent level. The two systems were installed in a fleet of instrumented vehicles and loaned to 78 randomly selected licensed drivers for approximately 4 weeks. Debriefing questions detailing the driver’s experience with the system were administered and analyzed in a two by two design of modality by system. After examination of both the statistical results and the open-ended comments, the question of which modality is most appropriate is still uncertain. Each modality had positive aspects. Haptic does not alert the entire car and participants also considered it less distracting. Auditory provided better recognition between warnings and participants were better able to understand the meaning and the required response for each warning. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Acoustic signal KW - Alert systems KW - Auditory warnings KW - Driver vehicle interfaces KW - Drivers KW - Evaluation and assessment KW - Highway curves KW - Highway safety KW - Instrumented vehicles KW - Lateral drift KW - Ran off road crashes KW - Seats KW - Speed KW - Tactile perception KW - Traffic crashes KW - Traffic safety KW - Vibration KW - Warning systems UR - http://drivingassessment.uiowa.edu/DA2005/PDF/32_TinaSayerformat.pdf UR - https://trid.trb.org/view/763168 ER - TY - CONF AN - 01010717 AU - Moller, Henry J AU - Kayumov, Leonid AU - Bulmash, Eric L AU - Shapiro, Colin M AU - Kennedy, Sidney H AU - University of Iowa, Iowa City TI - Simulator Performance vs. Neurophysiologic Monitoring: Which is More Relevant to Assess Driving Impairment? SN - 9780874141511 PY - 2005 SP - 8p AB - Previously, the authors reported on circadian variation in driving simulator performance and neurophysiologic evidence of sleep intrusion into consciousness in a pilot study of healthy individuals. They have since expanded this “normative” sample and run a prospective comparison study with a sample of clinical patients reporting excessive daytime sleepiness (EDS) as a chief complaint. Thirty healthy adults (mean age of 31.3 + or - 11.5) and 27 EDS patients (47.0 + or - 13.7) with valid driver’s licenses were included. Subjects performed four intentionally soporific 30-minute driving simulations at two-hour intervals while undergoing continuous EEG monitoring for microsleep (MS) episodes. Measured variables included: subjective ratings of sleepiness and alertness prior to each drive, lane position accuracy, mean speed, speed deviation, mean reaction time (RT) to “virtual” wind gusts as well as off-road events, i.e., “crashes.” In comparing normative individuals and EDS patients, significant between-group differences were found between subjective ratings, RT, crashes and MS. Both groups showed a significant a tendency towards RT slowing during afternoon drives, with this circadian effect appearing most pronounced for EDS patients. Significant between-group differences were also found on subjective ratings of sleepiness and alertness, although diurnal fluctuation of subjective sleepiness ratings was significant only for the EDS group. Objective EEG MS monitoring demonstrated escalating sleep intrusion with repeated drives in both groups, but particularly for the EDS group. Total crash rates were three times higher in EDS patients, with an increasing trend towards crash-proneness in the late afternoon. In summary, the authors found significantly impaired performance on some, though not all, driving parameters for EDS patients. While increased crash rate may be the most dramatic of these, slowing of RT was the most statistically robust. EEG monitoring was able to document increased propensity towards MS episodes in patients with EDS, which the authors suggest is causative in creating this impairment. It remains unclear whether a neurophysiologic or simulator approach captures impairment due to sleepiness with greater sensitivity and specificity. A hybrid approach combining data from both sources may be optimal, and also could be integrated in commercial vehicle use. The authors suggest that the need for a more accurate hospital-based screening tool for assessment of driving impairment due to sleep disorders remains an important issue for physicians and legislators dealing with driving competency. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Alertness KW - Circadian rhythms KW - Crash rates KW - Daylight KW - Driving KW - Driving simulators KW - Electroencephalography KW - Evaluation and assessment KW - Highway safety KW - Human subject testing KW - Impaired drivers KW - Microsleep episodes KW - Neurophysiological monitoring KW - Performance KW - Reaction time KW - Sleep KW - Sleepiness KW - Traffic crashes KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/31_Mollerformat.pdf UR - https://trid.trb.org/view/763166 ER - TY - CONF AN - 01010700 AU - Wood, Chip AU - Hurwitz, Joshua AU - University of Iowa, Iowa City TI - Driver Workload Management during Cell Phone Conversations SN - 9780874141511 PY - 2005 SP - 8p AB - This study tested if intelligently suspending cell phone conversations during demanding driving situations would improve driver’s performance and lessen subjective workload. Using a simulator, drivers followed a lead car approximately 2 seconds ahead and braking randomly. The drivers engaged in spontaneous “Neutral,” “Intense,” or “No” cell phone conversations with the experimenter, who sustained all conversations with scripted non-directive utterances. When the lead car started to decelerate, the conversations were suspended or not for the duration of the event. Objective driving performance and subjective “workload” estimates showed significant differences between conversation topic types. Engaging in an “Intense” conversation during deceleration produced (1) smaller decreases in forward velocity, and (2) delays in releasing the accelerator, applying the brake and decelerating. Suspending “Intense” conversations counteracted these effects, producing larger decreases in forward velocity, and speeding up drivers’ responses on the vehicle controls. Furthermore, suspending conversations clearly increased drivers’ headways and temporal distances with the lead car. The results show that cell phone conversation intensity has significant effects on both performance and workload. The results also show positive effects of suspending cell phone conversations during critical driving situations on driver performance, thus perhaps counteracting the negative effects of the workload imposed by the conversations. Subjective ratings and value judgments for this system indicate generally positive assessments of the system. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Car following KW - Cellular telephones KW - Conversation intensity KW - Conversation while driving KW - Drivers KW - Driving KW - Driving simulators KW - Highway safety KW - Management KW - Performance KW - Traffic safety KW - Workload (Drivers) UR - http://drivingassessment.uiowa.edu/DA2005/PDF/30_ChipWoodformat.pdf UR - https://trid.trb.org/view/763164 ER - TY - CONF AN - 01010697 AU - Lee, Yi-Ching AU - Lee, John D AU - Boyle, Linda Ng AU - University of Iowa, Iowa City TI - Change Detection Performance under Divided Attention with Dynamic Driving Scenarios SN - 9780874141511 PY - 2005 SP - 7p AB - This study investigated the effect of cognitive load on the relationship between confidence in detecting changes and actual change detection performance. Two experiments simulated glancing away from the roadway by periodically blanking the driver’s view for one second. Experiments were conducted in a driving simulator where participants were asked to detect changes in the location and appearance of other vehicles while driving on a multi-lane suburban roadway. In addition, cognitive load was imposed using messages that participants were asked to listen to and answer questions about. Participants’ sensitivity (d’) to vehicle changes was calculated and compared with subjective ratings of confidence in detecting those changes. Results indicated a positive relationship between d’ and confidence, suggesting that participants were aware of the factors that influenced their change-detection performance. However, the strength of the relationship was situation-dependent. The strength of the relationship decreased when the detection task was more difficult and in the presence of cognitive load. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention KW - Change detection KW - Cognitive load KW - Confidence (Psychology) KW - Driving simulators KW - Highway safety KW - Human subject testing KW - Location KW - Motor vehicles KW - Multilane highways KW - Performance KW - Suburbs KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/29_Leeformat.pdf UR - https://trid.trb.org/view/763162 ER - TY - CONF AN - 01010659 AU - Jonsson, Ing-Marie AU - Nass, Clifford AU - Harris, Helen AU - Takayama, Leila AU - University of Iowa, Iowa City TI - Matching In-Car Voice with Driver State: Impact on Attitude and Driving Performance SN - 9780874141511 PY - 2005 SP - 8p AB - This study examines whether characteristics of a car voice can influence driver behavior and attitudes, and furthermore, if the driver’s emotional state will influence the perception of the car voice. Participants in a 2 (driver emotion: happy or upset) x 2 (car voice emotion: energetic or subdued) experimental study, had emotion induced by video clips and then spent 20 minutes using a driving simulator. While they were driving, a voice in the car spoke 36 questions (e.g., “Have we passed the sign for Lucia yet?”) and comments (“My favorite part of this drive is the lighthouse.”) in either an energetic or subdued voice. Participants were invited to interact with the car voice. Matching the car voice to the drivers’ emotions had enormous consequences. Drivers who interacted with voices that matched their own emotional state had less than half as many accidents on average as drivers who interacted with mismatched voices! Drivers paired with matched voices also communicated much more with the voice (the voice said exactly the same thing in all conditions). The effects of matching emotion versus mismatching emotion were so powerful that neither driver emotion nor gender had an expected effect on driving performance. There was a slight tendency for happy drivers and female drivers to be better drivers, even though this effect was minimal compared to the effects of matching. In other words, finding the appropriate in-car voice for the driver’s emotion stood out as the most critical factor in enabling a safe driving experience. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Attitudes KW - Behavior KW - Communication KW - Drivers KW - Driving KW - Driving simulators KW - Emotions KW - Females KW - Highway safety KW - In vehicle voice KW - Matching KW - Performance KW - Traffic crashes KW - Traffic safety UR - http://research.nokia.com/publication/5934 UR - https://trid.trb.org/view/763157 ER - TY - CONF AN - 01010667 AU - Knodler, Michael A AU - Noyce, David A AU - University of Iowa, Iowa City TI - Tracking Driver Eye Movements at Permissive Left-Turns SN - 9780874141511 PY - 2005 SP - 9p AB - The objective of this analysis was to identify sources of information used by left-turning drivers. To complete the experiment, a virtual network of signalized intersections was created for use in a driving simulator equipped with head and eye tracking equipment. Fourteen drivers were recruited to participate in the experiment, which included two independent variables (permissive signal indication and presence of opposing traffic). The primary dependent variable was the associated eye movements at permissive left-turns, including the magnitude of time focused on each potential cue and the pattern in which cues were detected. To complete the analysis, eye movements were tracked and the screen was divided into “areas of interest,” which coincided with potential cues used in the completion of a permissive left turn. For each permissive scenario, drivers used more total cues when no opposing traffic was present. Specifically, in the absence of opposing traffic, drivers fixated on a wider array of available information. When opposing traffic was present, drivers spent a majority of time focused on opposing traffic and would use this as a base point from which they would glance at other data sources. Overall, drivers looked at least once at the protected/permissive left-turn (PPLT) signal display and the opposing traffic stream. Drivers tended to scan the intersection from right to left, after initially locating the PPLT signal display and opposing traffic and/or stop bar area. The results of the eye movement analysis are consistent with data obtained in a follow-up static evaluation. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Analysis KW - Drivers KW - Driving simulators KW - Exclusive permissive phasing KW - Eye movements KW - Highway safety KW - Human subject testing KW - Left turn phase KW - Left turns KW - Opposing traffic KW - Permissive phasing KW - Signalized intersections KW - Time KW - Traffic safety KW - Traffic signal phases UR - http://drivingassessment.uiowa.edu/DA2005/PDF/21_Knodlerformat.pdf UR - https://trid.trb.org/view/763148 ER - TY - CONF AN - 01006747 AU - Baldwin, Carryl L AU - May, Jennifer F AU - University of Iowa, Iowa City TI - Verbal Collision Avoidance Messages of Varying Perceived Urgency Reduce Crashes in High Risk Scenarios SN - 9780874141511 PY - 2005 SP - 6p AB - Collision Avoidance Systems (CASs) are increasingly being installed in motor vehicles. Concurrently, verbal warnings are increasingly utilized in aviation, surface transportation, and medical environments. The current driving simulation investigation examined crash avoidance behaviors in high risk driving situations and crash rate reduction as a function of exposure to different types of verbal CAS messages. CAS messages varied in presentation level (PL) and signal word. Post-drive ratings of perceived urgency, alerting effectiveness, and annoyance were also examined. The type of CAS warning presented resulted in significant differences in appropriate crash avoidance behaviors and crash rates. In the current paradigm, the most effective CAS warnings were those of moderate PU, specifically the low PU signal word “notice” presented at high PL and the high PU signal word “danger” presented at low PL. Results are discussed in terms of their implications for CAS warning design and hazard matching applicability. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Auditory messages KW - Behavior KW - Crash avoidance systems KW - Crash rates KW - Drivers KW - Driving KW - Driving simulators KW - Highway safety KW - Motor vehicles KW - Perceived urgency KW - Presentation level KW - Ratings KW - Risk assessment KW - Traffic crashes KW - Traffic safety KW - Verbal UR - http://www.worldcat.org/title/verbal-collision-avoidance-messages-of-varying-perceived-urgency-reduce-crashes-in-high-risk-scenarios/oclc/67227752 UR - https://trid.trb.org/view/763135 ER - TY - CONF AN - 01006748 AU - McGwin, Gerald AU - Xie, Aiyuan AU - Mays, Andrew AU - Joiner, Wade AU - DeCarlo, Dawn K AU - Hall, Tyler Andrew AU - Owsley, Cynthia AU - University of Iowa, Iowa City TI - Visual Field Defects and the Risk of Motor Vehicle Collisions among Patients with Glaucoma SN - 9780874141511 PY - 2005 SP - 9p AB - This study sought to evaluate the association between visual field defects in the central 24° field and motor vehicle collisions (MVC) among patients with glaucoma. A case-control study was conducted on glaucoma patients aged 55 and older being treated at three university-affiliated eye care practices. Cases were patients who sustained a police-reported motor vehicle collision (MVC); controls were those who did not experience a MVC. For each patient, an Advanced Glaucoma Intervention Study (AGIS) score was calculated on automated visual fields collected with the 24-2 or 30-2 programs. Additionally, demographic, behavioral, driving and clinical characteristics were obtained via chart abstractions and a patient telephone survey. With respect to the better eye AGIS score (defined according to AGIS score), compared to patients with no visual field defect, those with severe defects (scores 12-20) had an increased risk of MVC (odds ratio [OR] 3.2, 95% confidence interval [CI] 0.9-10.4), although this association was not statistically significant (p=0.0576). Moderate (6-11) or minor field defects (1-5) in the better eye were not associated with the risk of crash involvement. For the worse eye, patients with moderate and severe field defects were at significantly increased risk of a MVC (OR 3.6, 95% CI 1.4-9.4 and OR 4.4, 95% CI 1.6-12.4 respectively) compared to those with no defects. Minor field defects in the worse eye did not increase MVC risk (OR 1.3, 95% CI 0.5-3.4). Glaucoma patients with moderate or severe visual field impairment in the central 24° radius field in the worse functioning eye are at increased risk for involvement in a vehicle crash. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Behavior KW - Crash risk forecasting KW - Defects KW - Demographics KW - Diseases and medical conditions KW - Drivers KW - Driving KW - Eye KW - Field of vision KW - Glaucoma KW - Highway safety KW - Traffic crashes KW - Traffic safety UR - http://www.ncbi.nlm.nih.gov/pubmed/16303931 UR - https://trid.trb.org/view/763134 ER - TY - CONF AN - 01006742 AU - Yang, Chun-Ming AU - Waters, Dusty AU - Cabrera, Carmeris C AU - Wang, Jyh-Hone AU - Collyer, Charles E AU - University of Iowa, Iowa City TI - Enhancing the Messages Displayed on Dynamic Message Signs SN - 9780874141511 PY - 2005 SP - 8p AB - A human factors study was carried out to help enhance ways to communicate with highway motorists through dynamic message signs (DMS). Overhead mounted DMSs have been increasingly used by highway authorities in the United States to present real-time traffic information and travel advice to motorists. It is critical to post sign messages that can be quickly and clearly understood by motorists, especially in high-volume traffic and construction/repair zones. Properly worded and formatted sign messages could spell the difference between comprehension and confusion. Message display factors investigated in the study include display effects, color schemes, wording, and formats. Two approaches were employed in this study. First, a questionnaire survey was developed to collect motorists’ preferences regarding various message display factors. Second, a series of lab driving simulation experiments were set up to assess the effects of these factors and their interactions on motorists’ comprehension of DMS messages. Study results suggested that static, one-framed messages with more specific wording and no abbreviations were preferred. Amber or green or a green-amber combination were the most favored colors. Younger subjects took less response time to the DMS stimuli with higher accuracy than older subjects. There were no significant gender differences. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Age KW - Amber KW - Color KW - Comprehension KW - Confusion KW - Display KW - Display format KW - Drivers KW - Driving simulators KW - Green KW - Highway traffic KW - Human factors KW - Messages KW - Real time information KW - United States KW - Variable message signs KW - Wording UR - http://drivingassessment.uiowa.edu/DA2005/PDF/17_Wangformat.pdf UR - https://trid.trb.org/view/763133 ER - TY - CONF AN - 01006744 AU - Pradhan, Anuj K AU - Fisher, Donald L AU - Pollatsek, Alexander AU - University of Iowa, Iowa City TI - The Effects of PC-Based Training on Novice Drivers' Risk Awareness in a Driving Simulator SN - 9780874141511 PY - 2005 SP - 7p AB - Novice drivers are almost nine times more likely to die in a crash than more experienced drivers. This increased risk has been found to be largely due to novice drivers’ inability to predict the risks in the roadway ahead. A PC-based Risk Awareness and Perception Training Program (RAPT) was developed to teach novice drivers about different categories of risky situations likely to be encountered while driving. The format was an interactive multimedia presentation with both plan (i.e., top down) views and perspective views of roadway geometry that illustrated generally risky scenarios along with information about the type of risks and the relevant areas that attention should be allocated to in order to detect the risks. A set of novice drivers was trained with this program. The eye-movements of the participants were then evaluated in a driving simulator to determine whether areas of potential risk were fixated, and their performance was compared to a separate set of untrained novice drivers. The ability of the novice drivers to identify risks in static views improved after they completed the training program. More importantly, the trained novice drivers were significantly more likely to correctly fixate on risk relevant areas in the simulated driving environment than the untrained drivers 3-5 days after training. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Attention KW - Awareness KW - Drivers KW - Driving KW - Driving simulators KW - Eye movements KW - Fatalities KW - Highway safety KW - Human subject testing KW - Interactive computer systems KW - Multimedia KW - Novices KW - Performance KW - Personal computers KW - Recently qualified drivers KW - Risk management KW - Traffic crashes KW - Traffic safety KW - Training UR - http://drivingassessment.uiowa.edu/DA2005/PDF/12_Fisher_pradhanformat.pdf UR - https://trid.trb.org/view/763123 ER - TY - CONF AN - 01006745 AU - Lindsey, Jeffrey T AU - Barron, Ann E AU - University of Iowa, Iowa City TI - The Perception of Emergency Vehicle Drivers Using Simulation in Driver Training SN - 9780874141511 PY - 2005 SP - 8p AB - The number of accidents over the past decade involving emergency vehicles is a major concern for emergency service providers. This study assessed the perception of adding a driving simulator to a traditional training program. The sample population consisted of Emergency Medical Technician students attending the National EMS Academy in Lafayette, LA. The group self-scheduled which day they would attend the driving portion of the class. This resulted in 52 participants in the control group and 50 participants in the treatment group. The treatment group used a driving simulator prior to driving on the competency course. Surveys were used to assess the emergency vehicle operators’ perceptions of using a driving simulator as part of an emergency vehicle training course. The simulator allowed the treatment group to understand the course prior to actually driving the course. The control group thought the simulator would have afforded them the opportunity to learn the course before actually driving the course. Both groups thought the simulator should be a part of the driver training course, but did not see the simulator replacing actual driving experience. Emergency Medical Technician students in both the treatment and control group thought the simulator would improve their driving ability. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Abilities KW - Ambulance drivers KW - Attitudes KW - Driver training KW - Driving KW - Driving simulators KW - Emergency medical technicians KW - Emergency training KW - Emergency vehicles KW - Highway safety KW - Surveys KW - Traffic crashes KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/10_Lindseyformat.pdf UR - https://trid.trb.org/view/763119 ER - TY - CONF AN - 01006740 AU - Ball, Karlene K AU - Clay, Olivio J AU - Wadley, Virginia G AU - Roth, David L AU - Edwards, Jerri D AU - Roenker, Daniel L AU - University of Iowa, Iowa City TI - Predicting Driving Performance in Older Adults with the Useful Field of View Test: A Meta-Analysis SN - 9780874141511 PY - 2005 SP - 7p AB - This investigation examines the Useful Field of View (specifically the UFOV® test), as a predictor of objective measures of driving performance. PubMed and PsycInfo databases were searched to retrieve eight independent studies reporting bivariate relationships between the UFOV® test and driving measures (driving simulator performance, state-recorded crashes, and on-road driving). Cumulative meta-analysis techniques were used to examine the predictive utility of the test, to determine whether the effect size was stable across studies, and to assess whether a sufficient number of studies have been conducted to conclude that the test is an effective predictor of driving competence. Results showed that the study samples could have been drawn from the same population. The weighted mean effect size across all studies revealed a large effect, Cohen's d=0.945, with poorer UFOV® test performance associated with negative driving outcomes. This relationship was robust across multiple indices of driving performance and several research laboratories. A concrete measure of sufficiency revealed that an additional 513 studies averaging a null result must be conducted to bring the p-value for the cumulative effect size to greater than .05. This convergence of evidence across different points in time and different research teams confirms the importance of the UFOV® assessment as a valid and reliable index of driving performance and safety. Corroborating this finding, a recent large field study in Maryland has further established the UFOV® test as a useful screening instrument to identify at-risk older drivers. Taken together, these findings could have far-reaching implications for public policy. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Aged drivers KW - Bivariate analysis KW - Crash data KW - Crash records KW - Crash risk forecasting KW - Databases KW - Drivers KW - Driving KW - Driving simulators KW - Field of view KW - Forecasting KW - Highway safety KW - Maryland KW - Meta-analysis KW - Performance KW - Research KW - States KW - Tests KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/08_KarleneBallformat.pdf UR - https://trid.trb.org/view/763104 ER - TY - CONF AN - 01006734 AU - Henderson, Steven AU - Donderi, Don C AU - University of Iowa, Iowa City TI - Peripheral Motion Contrast Sensitivity and Older Drivers' Detection Failure Accident Risk SN - 9780874141511 PY - 2005 SP - 10p AB - Eighteen older drivers (66-88) and their passengers both reported on the drivers' performance using detection deficit questionnaires that elicited responses related to attention and to speed and accuracy of object motion perception. The measure of detection deficit was an equally weighted combination of standardized responses from the 17-item driver questionnaire and the 11-item passenger questionnaire. Peripheral stationary and drifting contrast sensitivity was determined for 0.4 cycles per degree sine wave gratings at fifteen degrees eccentricity. The temporal two-alternative forced choice staircase procedure consisted of randomly interleaved left and right visual field grating presentations. The correlation between log10 motion contrast sensitivity and detection deficit was -.63 (p < .01), between age and detection deficit was .56 (p < .05), and between age and log10 motion contrast sensitivity was -.54 (p < .05). The partial correlation between log10 motion sensitivity and detection deficit, independent of age, was -.47 (p = .054). The authors concluded that some age-related driving performance deficits are associated with reduced sensitivity to motion in the visual periphery. Peripheral motion contrast sensitivity was discussed in relation to "useful field of view" (UFOV®) measures of visual function, and offered as a primary deficit of high risk drivers with mild Alzheimer's disease. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Age KW - Aged drivers KW - Alzheimer's disease KW - Attention KW - Contrast KW - Crash risk forecasting KW - Field of view KW - Highway safety KW - Human subject testing KW - Motion perception KW - Performance KW - Peripheral vision KW - Questionnaires KW - Sensitivity (Human) KW - Traffic crashes KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/07_SteveHendersonformat.pdf UR - https://trid.trb.org/view/763103 ER - TY - CONF AN - 01006737 AU - Boer, Erwin R AU - Rakauskas, Michael E AU - Ward, Nicholas J AU - Goodrich, Michael A AU - University of Iowa, Iowa City TI - Steering Entropy Revisited SN - 9780874141511 PY - 2005 SP - 8p AB - Drivers aim to maintain their vehicle within a number of individual situated safety margins. Safety margin violations are characterized by rapid strong corrective steering. Steering entropy was introduced to quantify drivers’ efforts to maintain their lateral safety margins. In the original steering entropy, several computational assumptions were made. The objective is to scrutinize and motivate these choices and exemplify the effects of deviations from these choices with data from a driver distraction study. The new optimized algorithm is shown to yield significances where a number of classical metrics fail to find any significance. Its sensitivity is attributed to the fact that a number of observed changes in steering behavior all manifest in a widened steering prediction error distribution which the algorithm picks up sensitively with its log-based weighting of prediction error outliers and its use of a prediction filter that is maximally sensitive to the spectral characteristics of the baseline data. U1 - Driving Assessment 2005: 3rd International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignNissan Technical Center - North AmericaUniversity of Iowa, Iowa CityHonda R & D Americas, IncorporatedToyota Technical Center, U.S.A.Federal Motor Carrier Safety AdministrationNational Highway Traffic Safety Administration5DT, Inc.DriveSafety, Inc.Human Factors and Ergonomics SocietySeeing MachinesTransportation Research BoardUniversity of CalgaryUniversity of LeedsUniversity of Minnesota, MinneapolisUniversity of Michigan Transportation Research InstituteVirginia Polytechnic Institute and State University, BlacksburgRockport,Maine,United States StartDate:20050627 EndDate:20050630 Sponsors:Nissan Technical Center - North America, University of Iowa, Iowa City, Honda R & D Americas, Incorporated, Toyota Technical Center, U.S.A., Federal Motor Carrier Safety Administration, National Highway Traffic Safety Administration, 5DT, Inc., DriveSafety, Inc., Human Factors and Ergonomics Society, Seeing Machines, Transportation Research Board, University of Calgary, University of Leeds, University of Minnesota, Minneapolis, University of Michigan Transportation Research Institute, Virginia Polytechnic Institute and State University, Blacksburg KW - Algorithms KW - Behavior KW - Corrective actions (Driving) KW - Distraction KW - Drivers KW - Driving KW - Entropy (Communications) KW - Highway safety KW - Safety margins KW - Steering KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2005/PDF/05_Boerformat.pdf UR - https://trid.trb.org/view/763041 ER - TY - RPRT AN - 01000763 AU - Pennsylvania State University, University Park TI - The Pennsylvania Transportation Institute, Research in Motion, Annual Report 2003-2004 PY - 2005 SP - v.p. AB - This is the annual report of the Pennsylvania Transportation Institute for fiscal year 2003-2004. The CD-ROM includes the following sections: Directors' Message; Executive Committee; Overview (Transportation Infrastructure Program, Transportation Operations Program, and Vehicle Systems and Safety Program); Research; Technology Transfer; Contract Research Projects; Reports; Publications and Presentations; Personnel; Advisory Board; and Directory. KW - Annual reports KW - Directories KW - Infrastructure KW - Pennsylvania Transportation Institute KW - Personnel KW - Publications KW - Reports KW - Research KW - Research projects KW - Technology transfer KW - Transportation operations KW - Vehicle safety UR - https://trid.trb.org/view/756474 ER - TY - JOUR AN - 01000764 JO - Telematics Update Magazine PB - Maggy Grove AU - Alvin, Alicia TI - USDOT initiatives pave way for new marketplace PY - 2004/12 IS - 30 SP - pp 15-17 AB - Nine new Intelligent Transportation System (ITS) initiatives have been adopted by the U.S. Department of Transportation (USDOT) to bring America's roadways into the world of high-tech commuting, while laying the foundation for a new niche industry. Their success relies on the adoption of advanced telematics technologies, which is where the opportunity for a new commercial venture comes into play. Government transportation officials are working closely with the automotive industry and people from many other relevant fields to plan the deployment of these initiatives. The end goal is to develop an intelligent transportation infrastructure and intelligent vehicles to enable communications between cars and the roadway. KW - Deployment KW - Initiatives KW - Intelligent transportation systems KW - Intelligent vehicles KW - Public private partnerships KW - Technological innovations KW - Telematics KW - U.S. Department of Transportation UR - https://trid.trb.org/view/756349 ER - TY - RPRT AN - 01000761 AU - National Highway Traffic Safety Administration TI - Transportation Safety Tips for Children (Revised December 2004) PY - 2004/12//Revised SP - 22p AB - This report contains 11 child passenger safety tips. These safety tips concern the following: (1) Traveling safely with children: the basics; (2) Traveling safely with infants, toddlers, and preschoolers; (3) Traveling safely with preschool and school-age children; (4) Is the child safety seat secure in the vehicle?; (5) Safety recalls, second-hand seats, seats in crashes; (6) Child passengers and air bags; (7) Play it safe: walking and biking safely; (8) Kids on the move: walking and biking safely; (9) Beyond the front yard: creating safer streets and play places for children; (10) School bus stops; and (11) Handrails and drawstrings: school bus hazard. KW - Air bags KW - Bicycle helmets KW - Bicycling KW - Bus stops KW - Child restraint systems KW - Children KW - Clothing KW - Infants KW - Neighborhoods KW - Playgrounds KW - Preschool children KW - Recall campaigns KW - School buses KW - School children KW - Schools KW - Streets KW - Traffic safety KW - Transportation safety KW - Walking UR - https://trid.trb.org/view/756554 ER - TY - RPRT AN - 01000756 AU - Shrank, Michael AU - Hershberger, Daniel AU - Blower, Daniel F AU - Woodrooffe, John AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Buses Involved in Fatal Accidents Codebook 2001 (Version December 16, 2004) PY - 2004/12//Special Report SP - 121p AB - This report provides one-way frequencies for all vehicles in the University of Michigan Transportation Research Institute's file of Buses Involved in Fatal Accidents (BIFA), 2001. The 2001 BIFA file is a census of all buses involved in a fatal accident in the United States. The BIFA database provides coverage of buses recorded in the Fatality Analysis Reporting System (FARS) file. BIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the bus from the BIFA survey. KW - Bus crashes KW - Buses KW - Buses Involved in Fatal Accidents KW - Crash data KW - Databases KW - Fatalities KW - Fatality Analysis Reporting System KW - Surveys KW - United States UR - https://trid.trb.org/view/756494 ER - TY - RPRT AN - 01000751 AU - Wetzel, Jacob M AU - Sayer, James R AU - Funkhouser, Dillon AU - University of Michigan Transportation Research Institute TI - An Examination of Naturalistic Windshield Wiper Usage PY - 2004/12 SP - 22p AB - As part of a field operational test, 96 drivers were lent instrumented vehicles for approximately 26 days. During this time, a variety of measures regarding vehicle use were recorded, including windshield wiper use, wiper setting adjustments, and headway time margin to preceding vehicles. Windshield wiper activity was examined in detail in order to provide data regarding the naturalistic use of windshield wiper systems. The results have implications for the design and durability of windshield wipers, wiper motors, windshields, and glazing treatments (such as hydrophobic coatings). Overall, windshield wipers were used 8.6% of the time the vehicles were being operated. Across all conditions, the slowest intermittent setting was the most frequently used--whereas the fastest continuous setting was used the least. When ambient lighting diminished, a shift towards higher wiper speeds was observed. Average headway time margin and range increased, and speed decreased, when windshield wipers were engaged. Middle-aged drivers used wipers more often than either their younger or older counterparts. Finally, older females used their wipers the least amongst female drivers, while male drivers used wipers fairly uniformly across age groups. KW - Age groups KW - Design KW - Durability KW - Field tests KW - Gender KW - Headways KW - Human subject testing KW - Speed KW - Utilization KW - Windshield wipers UR - https://trid.trb.org/view/756359 ER - TY - RPRT AN - 01000739 AU - Devonshire, Joel M AU - Sayer, James R AU - University of Michigan Transportation Research Institute TI - Effects of IRR Glazing on Radiant Heat and Thermal Comfort for On-Road Conditions PY - 2004/12 SP - 23p AB - The authors tested the hypothesis that reducing radiant heat by the application of an infrared-reflective (IRR) treatment will allow occupants to maintain the same level of comfort in a warmer vehicle cabin. Participants were passengers in a mid-sized sedan that was driven for 46 minutes along a 41.5-mile route. Each participant experienced two drives: one with IRR film applied to all glazing surfaces of the vehicle, and one with no IRR treatment applied. Every two minutes, participants were asked to rate their thermal sensation at five body locations and to indicate whether, overall, they felt too hot or too cold. Cabin air temperature in the vehicle was raised or lowered depending on participants' responses. Although the IRR treatment did not have a statistically significant effect on the air temperature that participants found comfortable, the trend was in the expected direction, and a decrease in the average time required to reach thermal comfort was observed. IRR-treated drives were also associated with reductions in air conditioner compressor use and fuel consumption. While the physical effects in this study confirmed findings of previous studies, data concerning the relationship between radiant heat and comfortable air temperature were more complicated and inconclusive and would benefit from further research. KW - Air conditioners KW - Comfort KW - Fuel consumption KW - Infrared reflective glazing KW - Vehicle design UR - https://trid.trb.org/view/756356 ER - TY - JOUR AN - 01000736 JO - Telematics Update Magazine PB - Maggy Grove AU - Hook, Patrick TI - Sensing a safer future PY - 2004/12 IS - 30 SP - pp 19-20 AB - The European Commission's PReVENT programme, launched on February 1st, is expected to result in a substantial reduction in the number of people killed or seriously injured on European roads and to help achieve the European Union's target of a 50% reduction in accidents by 2010. Eleven separate projects began work under the PReVENT umbrella and more are expected to join them under the 2nd Phase of the project currently being planned. From systems designed to ensure early warning of an impending collision, through those affording advanced driver assistance, each one of the groups is focused on improved safety. KW - Advanced vehicle control systems KW - Countermeasures KW - Crash avoidance systems KW - European Commission KW - Prevention KW - Safety projects KW - Technological innovations KW - Traffic crashes UR - https://trid.trb.org/view/756353 ER - TY - JOUR AN - 01000730 JO - Telematics Update Magazine PB - Maggy Grove AU - Hook, Patrick TI - Cranking to a halt PY - 2004/12 IS - 30 SP - p 33 AB - While the principle of remote tracking and immobilisation has been around for at least the past 15 years, advances in the enabling technologies and changes to the political landscape mean that it is now possible to think in terms of a workable system that would have huge implications in terms of crime and road safety. In Europe, work is under way at both the administrative and political levels to find a way of implementing a system that would act as a major deterrent to criminal activity while avoiding the pitfalls of liability and reduced road safety. KW - Europe KW - Highway safety KW - Immobilization (Vehicles) KW - Motor vehicles KW - Political factors KW - Prevention KW - Remote tracking KW - Technological innovations KW - Theft UR - https://trid.trb.org/view/756352 ER - TY - RPRT AN - 01000728 AU - Blower, Daniel F AU - Matteson, Anne AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Evaluation of Florida Crash Data Reported to MCMIS Crash File PY - 2004/12//Special Report SP - 30p AB - This report 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. The earlier studies showed that reporting to the MCMIS Crash File was significantly incomplete. This report examines the sources of underreporting for the state of Florida. MCMIS Crash File records were matched to the Florida Police Accident Report (PAR) file to determine the nature and extent of underreporting. Overall, only 24.0% of reportable crash involvements are reported to the MCMIS Crash file. In addition, 14.8% of cases that are reported do not qualify for reporting. Reporting rates vary by vehicle type, crash severity, and reporting agency. Almost 56% of fatal involvements are reported, 26.5% of injury/transported involvements, and only 20.0% of towed/disabled involvements. Over 48% of the involvements of truck-tractors are reported, but only 6.0% of medium trucks, and less than 3% of buses. The reporting rate was highest for the Florida Highway Patrol at 31.9%. Sheriff's offices report at a 19.3% rate, and only 14.2% of reportable crashes covered by police departments were reported. A major contributor to underreporting is likely a reliance on an entry in the commercial vehicle only line of the Florida PAR to identify reportable vehicles. This is an error because the reportability criteria for the MCMIS file consider only vehicle configuration and crash severity, not operations. In addition, the structure of that line in the Florida PAR may favor interstate carriers, while the crashes of both interstate and intrastate carriers must be reported. KW - Buses KW - Commercial vehicles KW - Crash data KW - Crash reports KW - Data collection KW - Data files KW - Florida KW - Motor Carrier Management Information System KW - Motor carriers KW - Police departments KW - Sheriffs KW - State highway patrol KW - Trucks KW - Underreporting UR - https://trid.trb.org/view/756544 ER - TY - RPRT AN - 00989255 AU - Jones, R K AU - Rodriguez-Iglesias, C AU - Mid-America Research Institute, Incorporated AU - National Highway Traffic Safety Administration TI - EVALUATION OF LOWER BAC LIMITS FOR CONVICTED OUI OFFENDERS IN MAINE PY - 2004/12 SP - 44 p. AB - This is the final report of a project evaluating the effectiveness of a lower blood alcohol concentration (BAC) limit for drivers convicted of operating under the influence of intoxicants (OUI) in Maine. The law made it illegal for an OUI offender to drive with any amount of alcohol in the blood. The evaluation included a process evaluation of the law's effect on the State's traffic law enforcement efforts, and an impact evaluation of the law's effect on OUI recidivism and traffic crashes. The study found the law had little or no burdensome effect on OUI enforcement processes or resource requirements, but contributed to a reduction of convicted OUI offenders in fatal crashes in general, and in alcohol-related fatal crashes in particular. KW - Blood alcohol levels KW - Drunk drivers KW - Evaluation and assessment KW - Fatalities KW - Impacts KW - Laws KW - Maine KW - Recidivism KW - Repeat offenders KW - Traffic crashes KW - Traffic law enforcement KW - Zero tolerance UR - http://www.nhtsa.dot.gov/people/injury/alcohol/Maine-BAC-Limits/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26093/DOT-HS-809-827.pdf UR - https://trid.trb.org/view/755031 ER - TY - RPRT AN - 00985820 AU - Advocates for Highway and Auto Safety TI - 2005 ROADMAP TO STATE HIGHWAY SAFETY LAWS: ROADWORK AHEAD: THE UNFINISHED SAFETY AGENDA PY - 2004/12 SP - 69 p. AB - This report, the second "Roadmap to Highway Safety Laws," evaluates all 50 states and the District of Columbia on their progress in adopting critical highway safety laws identified by Advocates for Highway and Auto Safety as necessary to reducing the tragic toll of deaths and injuries caused by motor vehicle crashes. The report is divided into four issue sections: Adult Occupant Protection (2 laws); Child Passenger Safety (1 law); Teen Driving (4 laws); and Impaired Driving (7 laws). The 14 laws that are listed in the four sections are extremely important for states to have, although they do not comprise the entire list of effective public policy interventions states may take to reduce motor vehicle deaths and injuries. States are rated only on whether they have a certain law, not on how they enforce their laws or educate their citizens, or on the number of statewide fatalities. Within each issue section an explanation is provided about the law(s) and a state law chart, in alphabetical order, is provided with each state's rating. KW - Adults KW - Blood alcohol levels KW - Booster seats KW - Child endangerment laws KW - Children KW - Drunk driving KW - Graduated licensing KW - Highway safety KW - Impaired drivers KW - Motorcycle helmets KW - Occupant protection devices KW - Open container laws KW - Ratings KW - Repeat offenders KW - Seat belts KW - Sobriety checkpoints KW - State laws KW - States KW - Teenage drivers UR - http://www.saferoads.org/Roadmap2005.pdf UR - https://trid.trb.org/view/747979 ER - TY - RPRT AN - 00985835 AU - National Highway Traffic Safety Administration TI - BUYING A SAFER CAR 2005: VALUABLE INFORMATION ON CRASH TESTS, ROLLOVER RATINGS, AND SAFETY FEATURES PY - 2004/12 SP - 20 p. AB - The National Highway Traffic Safety Administration conducts crash tests of new vehicles to determine the level of protection for drivers and passengers during frontal and side-impact crashes. The agency also conducts rollover tests to determine the likelihood of a vehicle rolling over if involved in a single-vehicle crash. The results of these tests, along with information about safety features for model year 2005 vehicles, are contained in the charts in this brochure. KW - Automobiles KW - Brochures KW - Frontal crashes KW - Impact tests KW - Pickup trucks KW - Rollover crashes KW - Side crashes KW - Sport utility vehicles KW - Vans KW - Vehicle safety UR - http://www.nhtsa.dot.gov/cars/testing/ncap/BASC2005/2005_BSC.pdf UR - https://trid.trb.org/view/747994 ER - TY - RPRT AN - 00985806 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-37 PY - 2004/11/29 SP - 4 p. AB - This safety recommendation, addressed to the Honorable Norman Y. Mineta, Secretary, U.S. Department of Transportation, addresses the subject of medical oversight of noncommercial drivers. The National Transportation Safety Board (NTSB) examined six noncommercial vehicle accidents in which a driver's medical condition played a role and held a public hearing to discuss the factors that contribute to medically related accidents. The NTSB recommends that the U.S. Department of Transportation work with the U.S. Department of Health and Human Services, the U.S. Department of Labor, and the U.S. Department of Education to develop alternative transportation programs for medically impaired people of all ages who can no longer drive. KW - Alternatives analysis KW - Diseases and medical conditions KW - Drivers KW - Oversight KW - Recommendations KW - Traffic crashes KW - Transportation UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_37.pdf UR - https://trid.trb.org/view/747964 ER - TY - RPRT AN - 00985808 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-42 AND -43 PY - 2004/11/29 SP - 5 p. AB - These safety recommendations, addressed to Mr. John W. Archer, Chairman, National Committee on Uniform Traffic Laws and Ordinances, address the subject of medical oversight of noncommercial drivers. The National Transportation Safety Board (NTSB) examined six noncommercial vehicle accidents in which a driver's medical condition played a role and held a public hearing to discuss the factors that contribute to medically related accidents. The NTSB recommends that the National Committee on Uniform Traffic Laws and Ordinances (1) work with the National Association of Attorneys General to develop a model law that provides immunity from liability for any person (such as a healthcare worker, an emergency medical technician, a family member, or a concerned citizen) who, in good faith, reports a driver with a potentially impairing medical condition, and also encourage the States to include this law in their statutes and (2) develop model legislation, in conjunction with the National Association of Emergency Medical Technicians and the National Association of State EMS Directors, that allows information gathered by emergency medical technicians concerning the potential medical impairment of accident-involved drivers to be conveyed to the State licensing authority. KW - Diseases and medical conditions KW - Drivers KW - Emergency medical technicians KW - Laws KW - Legislation KW - Liability KW - Oversight KW - Recommendations KW - Reporting medical impairment KW - Traffic crashes UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_42_43.pdf UR - https://trid.trb.org/view/747966 ER - TY - RPRT AN - 00985812 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-48 PY - 2004/11/29 SP - 5 p. AB - This safety recommendation, addressed to Dr. James Thompson, Chief Executive Officer, Federation of State Medical Boards, addresses the need for improved awareness and training for health care professionals, law enforcement, and the public regarding State medical oversight laws and practices. The recommendation is derived from the National Transportation Safety Board's (NTSB's) special investigation into the medical oversight of noncommercial drivers and is consistent with the evidence found and the analysis performed. The NTSB recommends that the Federation of State Medical Boards work with member organizations to ensure that continuing medical education requirements in all States include a course addressing the driving risks associated with certain medical conditions and medications, as well as the existence and function of State reporting laws and procedures regarding medically impaired drivers. KW - Awareness KW - Diseases and medical conditions KW - Drivers KW - Education KW - Medical personnel KW - Oversight KW - Recommendations KW - Risk assessment KW - State laws KW - Training UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_48.pdf UR - https://trid.trb.org/view/747970 ER - TY - RPRT AN - 00985810 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-46 PY - 2004/11/29 SP - 4 p. AB - This safety recommendation, addressed to Mr. Sylvester Daughtry, Jr., Executive Director, Commission on Accreditation for Law Enforcement Agencies, addresses the need for improved awareness and training for health care professionals, law enforcement, and the public regarding State medical oversight laws and practices. The recommendation is derived from the National Transportation Safety Board's (NTSB's) special investigation into the medical oversight of noncommercial drivers and is consistent with the evidence found and the analysis performed. The NTSB recommends that the Commission on Accreditation for Law Enforcement Agencies work with the National Highway Traffic Safety Administration, the International Association of Directors of Law Enforcement Standards and Training, and the American Medical Association to develop a training program to help police officers identify common medical conditions that can impair a driver's ability to operate a motor vehicle and then promote this training to all new and veteran officers. KW - Awareness KW - Diseases and medical conditions KW - Drivers KW - Law enforcement personnel KW - Oversight KW - Police KW - Recommendations KW - Training UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_46.pdf UR - https://trid.trb.org/view/747968 ER - TY - RPRT AN - 00985807 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-38 THROUGH -41 PY - 2004/11/29 SP - 6 p. AB - These safety recommendations, addressed to the Honorable Jeffrey W. Runge, MD, Administrator, National Highway Traffic Safety Administration, address the subject of medical oversight of noncommercial drivers. The National Transportation Safety Board (NTSB) examined six noncommercial vehicle accidents in which a driver's medical condition played a role and held a public hearing to discuss the factors that contribute to medically related accidents. The NTSB recommends that the National Highway Traffic Safety Administration in cooperation with the American Medical Association and the American Association of Motor Vehicle Administrators (1) develop a procedure to periodically collect, evaluate, and report data on a State and national basis, regarding the extent to which medical conditions contribute to the cause of accidents; and in cooperation with the American Association of Motor Vehicle Administrators (2) determine the most effective methods for the comprehensive reporting to State licensing authorities of drivers who may be medically impaired; (3) determine the most effective licensing countermeasures to reduce the risks posed by medically impaired drivers; and (4) once the most effective reporting methods and licensing countermeasures have been determined, develop a model comprehensive medical oversight program for States to use to oversee medically impaired drivers. KW - Data collection KW - Diseases and medical conditions KW - Driver licensing KW - Drivers KW - Medical oversight program KW - Oversight KW - Recommendations KW - Reporting methods KW - Traffic crashes UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_38_41.pdf UR - https://trid.trb.org/view/747965 ER - TY - RPRT AN - 00985809 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-44 AND -45 PY - 2004/11/29 SP - 7 p. AB - These safety recommendations, addressed to Mr. Mike Calvin, Senior Vice President, American Association of Motor Vehicle Administrators, address the subject of medical oversight of noncommercial drivers. The National Transportation Safety Board (NTSB) examined six noncommercial vehicle accidents in which a driver's medical condition played a role and held a public hearing to discuss the factors that contribute to medically related accidents. The NTSB recommends that the American Association of Motor Vehicle Administrators (1) modify the Driver Record Information Verification System to allow licensing agencies to ascertain current and previous medically related actions on a driver's license, as well as any current medically related license restrictions, and to ensure the timely transfer of medically related citation or accident information involving out-of-state drivers to the licensing State and (2) establish a standing medical evaluation unit working group to facilitate communication, standardization, and cooperation among medical evaluation units of member States. KW - Communication KW - Cooperation KW - Diseases and medical conditions KW - Driver licensing KW - Driver Record Information Verification System KW - Drivers KW - Medical evaluation working group KW - Medical license restrictions KW - Oversight KW - Recommendations KW - Standardization KW - Traffic crashes UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_44_45.pdf UR - https://trid.trb.org/view/747967 ER - TY - RPRT AN - 00985811 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-47 PY - 2004/11/29 SP - 5 p. AB - This safety recommendation, addressed to Dr. Jordan J. Cohen, President, Association of American Medical Colleges, Dr. Carol A. Aschenbrener, Secretary, Liaison Committee on Medical Education, Association of American Medical Colleges, and Dr. George Thomas, President, American Osteopathic Association, addresses the need for improved awareness and training for health care professionals, law enforcement, and the public regarding State medical oversight laws and practices. The recommendation is derived from the National Transportation Safety Board's (NTSB's) special investigation into the medical oversight of noncommercial drivers and is consistent with the evidence found and the analysis performed. The NTSB recommends that the Association of American Medical Colleges, the American Osteopathic Association, and the Liaison Committee on Medical Education require medical schools to teach students about the driving risks associated with certain medical conditions and medications, the existence and function of State reporting laws regarding medically high-risk drivers, and the methods and resources for counseling such drivers. KW - Awareness KW - Counseling KW - Diseases and medical conditions KW - Drivers KW - Education KW - Medical personnel KW - Medical schools KW - Oversight KW - Recommendations KW - Risk assessment KW - State laws KW - Training KW - Universities and colleges UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_47.pdf UR - https://trid.trb.org/view/747969 ER - TY - RPRT AN - 01374463 AU - Mazzae, Elizabeth N AU - Baldwin, G H Scott AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Wireless Phone and AutoPC Related Technology: Driver Distraction and Use Effects on the Road PY - 2004/11//Final Report SP - 81p AB - A naturalistic, on-road study using instrumented vehicles was conducted to: 1) assess the effects of wireless phone use while driving on driver distraction and driving performance as a function of wireless phone interface type (i.e., hand-held, conventional hands-free, and enhanced hands-free with voice dialing), and 2) characterize the conditions under which drivers elect to use wireless phones. Ten participants drove instrumented vehicles for 2 weeks with each of three wireless phone interface conditions. Driving performance and eye glance activity were measured during wireless phone use and baseline driving. The hand-held interface was associated with more calls, calls of longer duration, and shorter dialing periods than the hands-free interface. More than half of calls made in the voice dialing interface condition were dialed manually despite instructions to use voice dialing, suggesting drivers found voice dialing difficult to use. Drivers engaged in fewer calls when driving in conditions of high traffic density, particularly when using the hands-free phone interfaces. Overall, the robustness of eye glance data provided useful information regarding drivers’ glance behavior during conversations and how this glance behavior can change as the conversation progresses in time. Drivers spent 21 percent less time glancing at the forward roadway during hands-free voice dialing than during baseline driving. Drivers spent proportionately more time looking at the road ahead during phone conversation (all interfaces) than during baseline driving. Drivers made more glances away from the forward roadway while talking on a hands-free wireless phone than while talking using a hand-held interface. Drivers glanced frequently at the hands-free wireless phone equipment during conversation, despite that there was no functional need to direct their glances or head toward the equipment. During longer conversations (2 minutes duration or greater), the percent of time spent looking at the forward roadway increased steadily. This may indicate that drivers become more cognitively engrossed in the conversation as it progresses, which could lead to a “looked but did not see” situation. The percent of time that participants were observed driving with two hands on the steering wheel was quite low. During baseline driving, participants steered using only one hand 87 percent of the time. Drivers spent proportionately more time steering with two hands during hands-free conversations than during hand-held conversations. The percentages during hands-free conversation (13-16 percent) were similar to those observed during baseline driving (13 percent), however, the corresponding percentage during hand-held conversation was less than 1 percent. While some differences were found between phone interfaces for dialing and conversation durations, significant differences in driving performance were not found. Similarly, driving performance measures did not exhibit differences between phone conversation and baseline driving. Given that these analyses have demonstrated a large amount of variability in driving conditions and based on the fact that many studies have shown performance degradation due to conversation generally, the absence of such affects in this study suggests that the experiment did not have the sensitivity necessary to detect differences in driving performance due to the interface conditions. KW - Automatic data collection systems KW - Cellular telephones KW - Distraction KW - Drivers KW - Eye movements KW - Instrumented vehicles KW - Voice communication UR - https://trid.trb.org/view/1142054 ER - TY - RPRT AN - 01000758 AU - Hammett, Patrick AU - Flynn, Michael AU - Sims, Maitreya Kathleen AU - Luria, Daniel AU - University of Michigan Transportation Research Institute AU - Michigan Manufacturing Technology Center TI - Fuel-Saving Technologies and Facility Conversion: Costs, Benefits, and Incentives PY - 2004/11 SP - 46p AB - The authors, as others in the industry, predict there will be many more hybrids and advanced diesels sold in the United States in five to eight years from now, maybe as many as 1.8 million more. Given Japan's substantial technological and production lead in hybrids and Europe's lead in smaller displacement diesels, offshore-based automakers and suppliers are likely to make the majority of these vehicles and their powertrain components outside the United States. As a result, the United States stands to lose 38,000 to 207,000 jobs depending on the future U.S. market size of hybrids and passenger diesels. These job losses are characterized either as direct losses of existing jobs or as jobs associated with the overseas production of vehicles that will be sold in the United States to meet a growing market demand. To promote the U.S. production of hybrids and passenger diesels, the authors propose the development of a policy that would provide all automakers and suppliers--foreign and domestic--with a tooling and equipment investment tax credit to be used to convert existing U.S. facilities toward the production of hybrid and advanced diesel vehicles and components. In this report, the authors examine the ramifications of a manufacturer tax credit that covers two-thirds of the tooling and equipment investment costs. The analysis suggests that such a credit would cost the federal government about $1.1 billion over five years from 2005 to 2009. However, the analysis reveals that such a credit could have favorable impacts: an increase in U.S. market share, an increase in manufacturing powertrain components, a reduction in job loss and oil based fuel consumption and a recuperation of the credit over a 10 year period through increased revenues and new jobs. KW - Automobile industry KW - Fuel consumption KW - Hybrid vehicles KW - Industries KW - Jobs KW - Market assessment KW - Market share KW - Passenger diesels KW - Policy KW - Power train components KW - Production KW - Tax credits KW - Technological innovations KW - United States UR - https://trid.trb.org/view/756378 ER - TY - RPRT AN - 00985814 AU - Institute for Road Safety Research, SWOV TI - FACT SHEET: ROAD SAFETY EFFECT OF OBLIGATORY EYE TEST FOR 45 YEAR OLDS AND OLDER PY - 2004/11 SP - 3 p. AB - It is expected that the introduction of an obligatory eye test for motorists of 45 years old and older will have a very slight, positive effect on road safety. This measure, in which only the vision sharpness is tested, will save 1 or 2 deaths and 15-20 in-patients a year. Under certain presuppositions, the benefits are greater than the costs. Another accurate calculation of the expected costs is recommended before deciding on introduction. KW - Benefits KW - Costs KW - Highway safety KW - Vision tests UR - http://www.swov.nl/rapport/Factsheets/Fs_Eye_test.pdf UR - https://trid.trb.org/view/747973 ER - TY - RPRT AN - 00985818 AU - Eby, D W AU - Vivoda, J M AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning AU - National Highway Traffic Safety Administration TI - DIRECT OBSERVATION OF SAFETY BELT USE IN MICHIGAN: FALL 2004 PY - 2004/11 SP - 63 p. AB - A direct observation survey of safety belt use in Michigan was conducted in the fall of 2004. In this study, 13,874 occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks) were surveyed between September 2 and 20, 2004. Belt use was estimated for all commercial/noncommercial vehicle types combined (the statewide safety belt use rate) and separately for each vehicle type. The current survey was designed to provide data for comparison with surveys conducted in previous years, as well as to provide follow-up data for comparison with the baseline survey conducted in August 2004. Within and across each vehicle type, belt use by age, sex, road type, day of week, time of day, and seating position were calculated. Statewide belt use was 90.5%. This rate represents the highest level of statewide safety belt use ever observed in Michigan. Further, this level of belt use makes Michigan only the fifth state in the country to obtain a statewide rate of 90% or higher. When compared with the baseline survey, a statistically significant increase in overall belt use is noted. Safety belt use was 91.3% for passenger cars, 92.3% for sport-utility vehicles, 91.3% for vans/minivans, and 85.3% for pickup trucks. For all vehicle types combined, belt use was higher for females than for males, and about the same for drivers and passengers. In general, belt use was the highest during the morning commute and about the same throughout the rest of the day. Belt use did not vary systematically by day of week. Belt use was lowest among 16-to-29 year olds, and about the same for the 30-to-59 and 60-and-older age groups. Survey results suggest that the implementation of primary enforcement along with other enforcement and public information and education efforts have been effective in maintaining and continuing to increase safety belt use in Michigan. KW - Age KW - Days KW - Gender KW - Michigan KW - Passenger vehicles KW - Periods of the day KW - Pickup trucks KW - Primary enforcement KW - Public information programs KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - Surveys KW - Traffic law enforcement KW - Traffic safety education KW - Types of roads KW - Utilization KW - Vans UR - https://trid.trb.org/view/747977 ER - TY - RPRT AN - 00985803 AU - Sivak, M AU - Schoettle, B AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - MERCURY-FREE HID HEADLAMPS: GLARE AND COLOR RENDERING PY - 2004/11 SP - 25 p. AB - This study examined the potential effects of the spectral power distributions of mercury-free high-intensity discharge (HID) headlamps on discomfort glare for oncoming drivers and on color rendering of retroreflective traffic materials. In both cases, the effects of mercury-free HID light sources were compared to the changes in these properties that occurred when the tungsten-halogen light sources were replaced with traditional (mercury containing) HID light sources. Specifically, the effect on discomfort glare was estimated by comparing the chromaticities of 9 mercury-free headlamps with the chromaticities of 17 traditional HID headlamps. Analogously, the effects on color rendering were estimated by comparing the chromaticities of 46 retroreflective materials when illuminated by the mercury-free headlamps with the chromaticities of the same materials when illuminated by the traditional HID headlamps. The main findings are as follows: (1) The discomfort glare from the mercury-free HIDs is predicted to be comparable to that from the "bluest" of the traditional HIDs; (2) Color rendering with headlamps using the mercury-free HIDs is likely to be acceptable; and (3) The use of mercury-free HIDs is unlikely to have appreciable effects on the relative brightness of colored retroreflective materials. KW - Brightness KW - Chromaticity KW - Color KW - Glare KW - Headlamps KW - High intensity discharge headlamps KW - Mercury free headlamps KW - Reflectorized materials KW - Retroreflectivity UR - https://trid.trb.org/view/747961 ER - TY - RPRT AN - 00985796 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD URGENT SAFETY RECOMMENDATION, H-04-32 AND -33 PY - 2004/10/21 SP - 10 p. AB - These safety recommendations, addressed to the Honorable Mary E. Peters, Administrator, Federal Highway Administration, address the subject of immigration checkpoint operations on Interstate 87 near North Hudson, New York, which require all vehicles in both southbound traffic lanes to stop for a brief driver interview and possible inspection, causing traffic back ups and sometimes leading to accidents. Two such accidents are described. The National Transportation Safety Board recommends that the Federal Highway Administration (1) assist the American Association of State Highway and Transportation Officials and the U.S. Bureau of Customs and Border Protection in immediately developing comprehensive traffic control guidelines specifically tailored to U.S. Border Patrol checkpoints located on high-speed arterial roadways and (2) incorporate, in cooperation with the American Association of State Highway and Transportation Officials, these guidelines into the "Manual on Uniform Traffic Control Devices." KW - Border regions KW - Guidelines KW - Interstate highways KW - Manual on Uniform Traffic Control Devices KW - Recommendations KW - Security checkpoints KW - Traffic congestion KW - Traffic control KW - Traffic crashes KW - Traffic safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_32_33.pdf UR - https://trid.trb.org/view/747954 ER - TY - RPRT AN - 00985797 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD URGENT SAFETY RECOMMENDATION, H-04-34 PY - 2004/10/21 SP - 10 p. AB - This safety recommendation, addressed to the Honorable Robert C. Bonner, Commissioner, U.S. Bureau of Customs and Border Protection, addresses the subject of immigration checkpoint operations on Interstate 87 near North Hudson, New York, which require all vehicles in both southbound traffic lanes to stop for a brief driver interview and possible inspection, causing traffic back ups and sometimes leading to accidents. Two such accidents are described. The National Transportation Safety Board recommends that the U.S. Bureau of Customs and Border Protection assist the Federal Highway Administration and the American Association of State Highway and Transportation Officials in immediately developing comprehensive traffic control guidelines specifically tailored to U.S. Border Patrol checkpoints located on high-speed arterial roadways and use those guidelines, once developed, as a basis for implementing traffic control at checkpoints nationwide. KW - Border regions KW - Guidelines KW - Interstate highways KW - Recommendations KW - Security checkpoints KW - Traffic congestion KW - Traffic control KW - Traffic crashes KW - Traffic safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_34.pdf UR - https://trid.trb.org/view/747955 ER - TY - RPRT AN - 00985798 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD URGENT SAFETY RECOMMENDATION, H-04-35 AND -36 PY - 2004/10/21 SP - 10 p. AB - These safety recommendations, addressed to Mr. John Horsley, Executive Director, American Association of State Highway and Transportation Officials, address the subject of immigration checkpoint operations on Interstate 87 near North Hudson, New York, which require all vehicles in both southbound traffic lanes to stop for a brief driver interview and possible inspection, causing traffic back ups and sometimes leading to accidents. Two such accidents are described. The National Transportation Safety Board recommends that the American Association of State Highway and Transportation Officials (1) immediately develop, with the assistance of the Federal Highway Administration and U.S. Bureau of Customs and Border Protection, comprehensive traffic control guidelines specifically tailored to U.S. Border Patrol checkpoints located on high-speed arterial roadways and (2) assist the Federal Highway Administration in incorporating these guidelines into the "Manual on Uniform Traffic Control Devices." KW - Border regions KW - Guidelines KW - Interstate highways KW - Manual on Uniform Traffic Control Devices KW - Recommendations KW - Security checkpoints KW - Traffic congestion KW - Traffic control KW - Traffic crashes KW - Traffic safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_35_36.pdf UR - https://trid.trb.org/view/747956 ER - TY - ABST AN - 01389890 AU - United States. National Highway Traffic Safety Administration (NHTSA) AU - Kahane=CJ TI - Appendix A: SAS programs used to estimate lives saved by the FMVSS and other vehicle safety technologies, 1960-2002 PY - 2004/10 IS - DOT HS 809 833 SP - 277-408 AB - A statistical model estimates the number of lives saved from 1960 to 2002 by the combination of these life-saving technologies. Fatality Analysis Reporting System (FARS) data for 1975-2002 document the actual crash fatalities in vehicles that, especially in recent years, include many safety technologies. Using NHTSA's published effectiveness estimates, the model estimates how many people would have died if the vehicles had not been equipped with any of the safety technologies. In addition to equipment meeting specific FMVSS, the model tallies lives saved by installations in advance of the FMVSS, back to 1960, and by non-compulsory improvements, such as the redesign of mid and lower instrument panels. FARS data have been available since 1975, but an extension of the model allows estimates of lives saved in 1960-1974. Vehicle safety technologies saved an estimated 328,551 lives from 1960 through 2002. The annual number of lives saved grew quite steadily from 115 in 1960, when a small number of people used lap belts, to 24,561 in 2002, when most cars and light trucks were equipped with numerous modern safety technologies and belt use on the road achieved 75 percent. KW - Accident analysis KW - Accident countermeasure KW - Computer program KW - Computer programs KW - Crash analysis KW - Crashworthiness KW - Crashworthiness KW - Injury prevention KW - Installation KW - Installation KW - Restraint usage KW - Seat belt usage KW - Statistical analysis KW - Statistical analysis KW - Traffic safety KW - Vehicle safety KW - Vehicle safety UR - http://www.nhtsa.dot.gov/cars/rules/regrev/Evaluate/809833.html UR - https://trid.trb.org/view/1157656 ER - TY - RPRT AN - 01007214 AU - Liddle, J AU - McKenna, K AU - Broome, K AU - University of Queensland AU - Australian Transport Safety Bureau TI - Older Road Users: From Driving Cessation to Safe Transportation PY - 2004/10 SP - 79p AB - Driving is a valued life role. Because of age-related changes, older people (that is, those aged 65 years and older) may need to retire from driving. Driving cessation can be a major life transition involving grief and loss, difficulty accessing alternative transport, reduced participation in life roles and poorer health outcomes. This study was conducted in two phases. In the exploratory phase, 234 people aged 65 years and older were interviewed about their transport use and lifestyle. Quantitative and qualitative methodologies were used to compare current drivers, retired drivers and people who had never driven, on transport and lifestyle outcomes. In the development phase, resources were developed from the findings of the previous phase and reference groups and piloting were used in their preliminary evaluation. It was found that current drivers do not plan well for driving cessation. Most rely primarily on self-driving as a means of transport and few express specific plans for retirement from driving. Driving cessation can lead to lifestyle losses, with retired drivers having lower life satisfaction, reduced role engagement, and restricted activity patterns. Safety and lifestyle issues surrounding transport use and alternatives to driving were explored. Resources aiming to promote smooth transition from driving cessation to safe transportation were developed, including an awareness-raising talk and brochure for current drivers, a group program and handbook for retiring drivers and a website for health professionals and family members. Reference group participants expressed high levels of satisfaction with the resources. It was concluded that a range of resources is needed to improve awareness of and planning for driving cessation, to provide intensive support and education during the transition, and to enable maintenance of safety and lifestyle following retirement from driving. Recommendations are made for further resource development, review of current transport availability, and enhancing older road user safety. KW - Activity patterns KW - Aged drivers KW - Awareness KW - Driving cessation KW - Education KW - Interviewing KW - Life styles KW - Mobility KW - Planning KW - Recommendations KW - Resource materials (Information) KW - Surveys KW - Transportation safety UR - https://trid.trb.org/view/763031 ER - TY - RPRT AN - 01000749 AU - National Highway Traffic Safety Administration TI - Play It Safe! Traffic Safety Fun Book (October 2004 Edition) PY - 2004/10 SP - 17p AB - This activity book for school children provides information, in a child friendly format, about seat belts, child safety seats, and pedestrian, bicycle and school bus safety. A page is also included for parents with guidelines for the use of child safety seats, booster seats, safety belts (lap and shoulder), and the LATCH (Lower Anchors and Tethers for CHildren) system for installing child safety seats without safety belts in LATCH-equipped vehicles. KW - Bicycling KW - Booster seats KW - Child restraint systems KW - Children KW - Lower Anchors and Tethers for Children (LATCH) KW - Parents KW - Pedestrian safety KW - School buses KW - School children KW - Seat belts KW - Traffic safety education UR - https://trid.trb.org/view/756567 ER - TY - RPRT AN - 00987779 AU - Johnson, D W AU - National Highway Traffic Safety Administration TI - IMPAIRED-DRIVING PROGRAM ASSESSMENTS: A SUMMARY OF RECOMMENDATIONS (1991 TO 2003) PY - 2004/10 SP - 260 p. AB - The National Highway Traffic Safety Administration (NHTSA) developed an assessment process that gives States an opportunity to conduct a review of their efforts to control impaired driving by an outside team of nationally recognized experts. Each assessment examines a State's overall program and presents recommendations to improve or enhance it. NHTSA reviewed 38 State assessment reports and found 2,982 individual recommendations, including 852 that were identified as priority recommendations by the teams. Most of the recommendations fit into 10 thematic areas: (1) increasing deterrence by prioritizing enforcement efforts and enhancing the arrest, prosecution, and adjudication process; (2) improving public information and education efforts related to prevention and deterrence; (3) remedying problems involving driving under the influence (DUI) data and records (reporting requirements, offender tracking systems, data linkages, uniform traffic citation); (4) enacting new laws or revising existing laws aimed at increasing the deterrence and/or prevention of DUI; (5) enhancing training for law enforcement, prosecution, and judicial personnel; (6) evaluating programs and activities to combat impaired driving; (7) providing sufficient resources for treatment and rehabilitation; (8) improving inter/intra-governmental coordination and cooperation; (9) providing funding (including self-sufficiency) to provide for adequate resources (personnel, equipment); and (10) developing or increasing task forces and/or community involvement. KW - Adjudication KW - Arrests KW - Communities KW - Cooperation KW - Coordination KW - Countermeasures KW - Data collection KW - Drunk driving KW - Education KW - Evaluation and assessment KW - Financing KW - Impaired drivers KW - Law enforcement KW - Law enforcement personnel KW - Prosecution KW - Public information programs KW - Public participation KW - Recommendations KW - Records management KW - Safety programs KW - State laws KW - Task forces KW - Training UR - http://www.nhtsa.dot.gov/cars/rules/regrev/evaluate/809815.html UR - https://trid.trb.org/view/753652 ER - TY - RPRT AN - 00988030 AU - Kahane, C J AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - LIVES SAVED BY THE FEDERAL MOTOR VEHICLE SAFETY STANDARDS AND OTHER VEHICLE SAFETY TECHNOLOGIES, 1960-2002 - PASSENGER CARS AND LIGHT TRUCKS - WITH A REVIEW OF 19 FMVSS AND THEIR EFFECTIVENESS IN REDUCING FATALITIES, INJURIES AND CRASHES PY - 2004/10 SP - 300 p. AB - The National Highway Traffic Safety Administration (NHTSA) began to evaluate its Federal Motor Vehicle Safety Standards (FMVSS) in 1975. By October 2004, NHTSA had evaluated the effectiveness of virtually all the life-saving technologies introduced in passenger cars, pickup trucks, sport utility vehicles and vans from about 1960 up through the later 1990's. A statistical model estimates the number of lives saved from 1960 to 2002 by the combination of these life-saving technologies. Fatality Analysis Reporting System (FARS) data for 1975-2002 document the actual crash fatalities in vehicles that, especially in recent years, include many safety technologies. Using NHTSA's published effectiveness estimates, the model estimates how many people would have died if the vehicles had not been equipped with any of the safety technologies. In addition to equipment meeting specific FMVSS, the model tallies lives saved by installations in advance of the FMVSS, back to 1960, and by non-compulsory improvements, such as the redesign of mid and lower instrument panels. FARS data have been available since 1975, but an extension of the model allows estimates of lives saved in 1960-1974. Vehicle safety technologies saved an estimated 328,551 lives from 1960 through 2002. The annual number of lives saved grew quite steadily from 115 in 1960, when a small number of people used lap belts, to 24,561 in 2002, when most cars and light trucks were equipped with numerous modern safety technologies and belt use on the road achieved 75 percent. KW - Automobiles KW - Benefits KW - Crashworthiness KW - Estimates KW - Fatalities KW - Fatality Analysis Reporting System KW - Federal Motor Vehicle Safety Standards KW - Highway safety KW - Injuries KW - Light trucks KW - Occupant protection devices KW - Passenger vehicles KW - Pickup trucks KW - Seat belts KW - Sport utility vehicles KW - Statistical analysis KW - Technology KW - Traffic crashes KW - Traffic safety KW - United States KW - Vans KW - Vehicle safety UR - http://www.nhtsa.dot.gov/cars/rules/regrev/evaluate/pdf/809833Part1.pdf UR - https://trid.trb.org/view/753679 ER - TY - RPRT AN - 00985817 AU - Institute for Road Safety Research, SWOV TI - FACT SHEET: THE RELATION BETWEEN SPEED AND CRASHES PY - 2004/10 SP - 5 p. AB - The faster one drives, the higher the crash rate as well as the severe injury rate. The role of speed in the occurrence of crashes is, however, difficult to determine exactly. Rules of thumb that attempt to express the speed-crash relation in formulas are often not of much use because they ignore important factors such as road type or speed difference. At this moment in time, the Institute for Road Safety Research SWOV is studying the speed-crash relation on 80 km/h roads in the Netherlands. After this, other road types can be studied. KW - Crash rates KW - Crash severity KW - Netherlands KW - Speed UR - http://www.swov.nl/rapport/Factsheets/UK/FS_Speed.pdf UR - https://trid.trb.org/view/747976 ER - TY - RPRT AN - 00985819 AU - International Association of Traffic and Safety Sciences TI - WHITE PAPER ON TRAFFIC SAFETY IN JAPAN 2004. ABRIDGED EDITION PY - 2004/10 SP - 36 p. AB - This document provides a summary of the information contained in this year's White Paper on Traffic Safety in Japan, the 34th since the first was issued in 1971. It consists of the following two parts: (I) Traffic Accidents and Safety Measures in FY2003, which reports the latest national statistics on traffic accidents and summarizes the traffic safety measures implemented in FY2003; and (II) Traffic Safety Measures for Implementation in FY2004, which provides details of the traffic safety measures planned for implementation during the current fiscal year (FY2004). The statistics and traffic safety measures are reported according to the categories of land transport (road and rail), maritime transport and air transport. KW - Air transportation crashes KW - Aviation safety KW - Highway safety KW - Japan KW - Maritime safety KW - Railroad crashes KW - Railroad safety KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - Water transportation crashes UR - https://trid.trb.org/view/747978 ER - TY - RPRT AN - 00985816 AU - Institute for Road Safety Research, SWOV TI - FACT SHEET: YOUNG NOVICE MOTORISTS PY - 2004/10 SP - 5 p. AB - Young novice motorists (18-24 years old) have a crash rate that is more than four times higher than that of experienced motorists (30-59 years old). The rate of young males is even more than six times higher. The main causes are a lack of experience and the age itself. The existing measures for young novice drivers (the current driving course, the driving examination, and the novice's driving licence) have not been found to have any road safety effect, or the effects are as yet unknown. However, a great deal of road safety benefit is expected for this group from the introduction of a graduated driving licence. KW - Countermeasures KW - Crash rates KW - Graduated licensing KW - Highway safety KW - Recently qualified drivers KW - Teenage drivers UR - http://www.swov.nl/rapport/Factsheets/UK/FS_young_drivers.pdf UR - https://trid.trb.org/view/747975 ER - TY - RPRT AN - 00985815 AU - Institute for Road Safety Research, SWOV TI - FACT SHEET: THE GRADUATED DRIVING LICENCE PY - 2004/10 SP - 5 p. AB - Young novice motorists, when compared with experienced motorists, have an extremely large chance of being involved in a road crash. This is only to a limited extent caused by a lack of the basic skills of vehicle control and application of traffic rules. Improving the basic driving course is no solution to this problem. However, a substantial road safety effect can be expected from a graduated driving licence system, i.e., a longer learning period in various phases. KW - Graduated licensing KW - Highway safety UR - http://www.swov.nl/rapport/Factsheets/UK/FS_Licence.pdf UR - https://trid.trb.org/view/747974 ER - TY - RPRT AN - 00985802 AU - Kostyniuk, L P AU - Miller, L L AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - MCRUD: EVALUATION OF PROCESS AND VISIBILITY PY - 2004/10 SP - 71 p. AB - This report presents findings of a process evaluation of the Michigan Coalition to Reduce Underage Drinking (MCRUD) program funded by a Michigan Office of Highway Safety Planning (OHSP) traffic safety grant, "Community Traffic Safety Countermeasures," in fiscal years 2001, 2002, and 2003. The report also includes an assessment of the extent to which the MCRUD program is known among the youth alcohol-abuse prevention community and is recognized by the general public. A comparison of proposed and completed activities shows that, with a few exceptions, most proposed activities were carried out. A survey of organizations and agencies involved in youth and alcohol prevention programs indicates that the majority of respondents is familiar with the MCRUD program and is satisfied with its interactions with it. Response to questions on a statewide survey indicate that 35 +/- 4% of Michigan adults recognize the name MCRUD. Suggestions for improvement of the MCRUD program include greater compliance with OHSP reporting protocols, submission of an annual report to OHSP, more comprehensive reporting of the small grants awarded by the MCRUD program, website improvement, and the development and application of a program to evaluate MCRUD's effectiveness in reducing underage drinking. KW - Alcohol abuse KW - Compliance KW - Evaluation and assessment KW - Improvements KW - Michigan KW - Michigan Coalition to Reduce Underage Drinking KW - Performance KW - Prevention KW - Reports KW - Safety programs KW - Websites (Information retrieval) UR - https://trid.trb.org/view/747960 ER - TY - RPRT AN - 00985804 AU - Eby, D W AU - Vivoda, J M AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning AU - National Highway Traffic Safety Administration TI - SAFETY BELT USE IN MICHIGAN IMMEDIATELY PRIOR TO THE LABOR DAY MOBILIZATION, 2004 PY - 2004/10 SP - 53 p. AB - This study reports the results of a baseline survey conducted in August 2004, immediately prior to a safety belt mobilization. A follow-up survey conducted around the Labor Day holiday will provide comparison data and will be discussed in a separate report. Together, these survey waves will provide an assessment of the Labor Day Safety Belt Mobilization efforts. The survey was conducted statewide on front-outboard occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks). Belt use was estimated for all commercial/noncommercial vehicle types combined (the statewide safety belt use rate). Additional analyses were conducted to determine the belt use rates by several demographic, environmental, and vehicle characteristics. Statewide safety belt use was estimated at 88.3% in the current survey. This belt use rate represents the highest statewide level of belt use ever observed in Michigan. While higher belt use was found in nearly all demographic categories, the historical "low belt use groups" continue to lag behind others. The study results suggest that Michigan should continue to design and implement campaigns to raise the safety belt use rate, particularly using the "Click It or Ticket" model coupled with safety belt enforcement zones. Historical low belt use groups should continue to be a focus of these efforts. KW - Demographics KW - Law enforcement KW - Michigan KW - Safety campaigns KW - Seat belts KW - Surveys KW - Utilization UR - https://trid.trb.org/view/747962 ER - TY - RPRT AN - 00985799 AU - Sivak, M AU - Schoettle, B AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - RECENT TRENDS IN THE PERFORMANCE OF TUNGSTEN-HALOGEN AND HID LOW BEAMS IN THE U.S. PY - 2004/10 SP - 23 p. AB - This report (1) presents photometric data for a sample of high-intensity discharge (HID) low beams for model year 2004 vehicles in the U.S. and for the corresponding tungsten-halogen low beams manufactured for use on the same vehicles, and (2) analyzes the technological and photometric trends for low-beam headlighting in the U.S. from 1997 to 2004. There are two main findings. First, from 1997 to 2004 there was a general photometric improvement of both tungsten-halogen and HID low beams. Second, the photometric performance of the current HID low beams is superior to that of the current tungsten-halogen low beams. KW - High intensity discharge headlamps KW - Improvements KW - Low beamed headlamps KW - Performance KW - Photometry KW - Tungsten-halogen lamps KW - United States UR - https://trid.trb.org/view/747957 ER - TY - RPRT AN - 00985800 AU - Sayer, J R AU - Mefford, M L AU - University of Michigan Transportation Research Institute TI - THE ROLES OF RETROREFLECTIVE ARM TREATMENTS AND ARM MOTION IN NIGHTTIME PEDESTRIAN CONSPICUITY PY - 2004/10 SP - 24 p. AB - A naturalistic, nighttime field study was conducted to assess the effects of retroreflective arm treatments, pedestrian arm motion, scene complexity, and pedestrian orientation on detection distances for older drivers. Participants drove instrumented vehicles in real traffic, along a fixed 38-km route, in search of pedestrians wearing one of three retroreflective trimmed safety garments. Participants had no prior knowledge of where along the route pedestrians would be located, nor the number of pedestrians positioned along the route. All of the challenges normally encountered when driving at night on public roadways were present during the study (oncoming traffic, traffic entering the flow, and distracters such as traffic signals, lights, signs, pedestrians, and bicyclists), imposing an ecologically valid level of workload on participants. The results show that both arm motion and scene complexity significantly affected the distances at which pedestrians were detected at night. Pedestrians with their arms in motion were detected on average 32% farther away than those who stood motionless. Pedestrians located in the low complexity environments were on average detected at distances that were 30% farther than the medium complexity conditions. Yet, there were no main effects of either the type of retroreflective arm treatment or the way the pedestrian was oriented relative to the flow of traffic. Interactions involving arm motion and pedestrian orientation as well as scene complexity and arm motion were found. Overall, the results of this study continue to support the benefits to pedestrians from wearing retroreflective safety garments when in the vicinity of traffic at night. However, further study is needed to better understand the role of reflective markings in combination with garment background materials on pedestrian conspicuity in daytime conditions and in higher complexity nighttime scenes. KW - Aged drivers KW - Arm motion KW - Clothing KW - Detection and identification KW - Distance KW - Field studies KW - Night KW - Pedestrians KW - Retroreflectivity KW - Scene complexity KW - Visibility UR - https://trid.trb.org/view/747958 ER - TY - RPRT AN - 00985805 AU - Matteson, A AU - Blower, D AU - Woodrooffe, J AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - TRUCKS INVOLVED IN FATAL ACCIDENTS FACTBOOK 2002 PY - 2004/10 SP - 114 p. AB - This document presents aggregate statistics on trucks involved in traffic accidents in 2002. The statistics are derived from the Trucks Involved in Fatal Accidents (TIFA) file, compiled by the University of Michigan Transportation Research Institute. The TIFA database provides coverage of all medium and heavy trucks recorded in the Fatality Analysis Reporting System (FARS) file. TIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the truck from the TIFA survey. KW - Fatalities KW - Fatality Analysis Reporting System KW - Heavy duty trucks KW - Medium trucks KW - Statistics KW - Truck crashes UR - https://trid.trb.org/view/747963 ER - TY - RPRT AN - 00984949 AU - Shinar, D AU - Tractinsky, N AU - David Shinar AU - National Highway Traffic Safety Administration TI - EFFECTS OF PRACTICE ON INTERFERENCE FROM AN AUDITORY TASK WHILE DRIVING: A SIMULATION STUDY PY - 2004/10 SP - 54 p. AB - Experimental research on the effects of cellular phone conversations on driving indicates that the phone task interferes with many driving-related functions, especially with older drivers. Limitations of past research have been that (1) the dual task conditions were not repeated in order to test for learning, (2) the "phone tasks" were not representative of real conversations, and (3) most often both the driving task and the phone task were experimenter-paced. In the real-driving environment, drivers learn to time-share various tasks, they can pace their driving to accommodate the demands of the phone conversation, and can even partially pace the phone conversation to accommodate the driving demands. The present study was designed to better simulate real driving conditions by providing a simulated driving task with repeated experiences of simulated driving and talking and two different phone tasks with different proximities to real conversations. In the course of five sessions of driving and using the phone, there was a learning effect on most of the driving measures. In addition, the interference from the phone task on many of the driving tasks diminished over time as expected. Finally, the interference effects were greater when the phone task was an artificial math operations task than when it was an emotionally-involving conversation, when the driving demands were greater, and when the drivers were older. Thus, the deleterious effects of conversing on the phone are very real initially, but may not be as severe with continued practice at the dual task, especially for young or middle-age drivers. KW - Age KW - Cellular telephones KW - Distraction KW - Drivers KW - Driving KW - Driving simulators KW - Human factors KW - Human subject testing KW - Learning KW - Practice KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/research/auditorytask/images/Interference%20Simulation%20Study.pdf UR - http://ntl.bts.gov/lib/26000/26000/26044/1582-InterferenceSimulationStudy.pdf UR - https://trid.trb.org/view/747764 ER - TY - RPRT AN - 00985785 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-29 AND -30 PY - 2004/09/09 SP - 6 p. AB - These safety recommendations, addressed to the Honorable Mary E. Peters, Administrator, Federal Highway Administration, address the subjects of bridge protection, specifically the vulnerability of existing bridges to vessel impacts and other extreme events, and an effective warning system to stop traffic in the event of a bridge collapse. The recommendations result from the investigation of an accident where a tow boat veered off course and struck a pier, causing a bridge section to collapse and, without any warning, motorists to continue to drive into the void created by the collapse. The National Transportation Safety Board recommends that the Federal Highway Administration (1) revise its sufficiency rating system, which prioritizes bridges for rehabilitation and replacement, to include the probability of extreme events, such as vessel impact and (2) develop an effective motorist warning system to stop motor vehicle traffic in the event of a partial or total bridge collapse. KW - Bridge piers KW - Collapse KW - Crash investigation KW - Crashes KW - Recommendations KW - Revisions KW - Sufficiency rating KW - Towboats KW - Traffic control KW - Vessel impact KW - Warning systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_29_30.pdf UR - https://trid.trb.org/view/747942 ER - TY - RPRT AN - 00985786 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-31 PY - 2004/09/09 SP - 5 p. AB - This safety recommendation, addressed to Mr. John Horsley, Executive Director, American Association of State Highway and Transportation Officials, addresses motorist warning systems to stop traffic in the event of a bridge collapse. The recommendation results from the investigation of an accident where a tow boat veered off course and struck a pier, causing a bridge section to collapse and, without any warning, motorists to continue to drive into the void created by the collapse. The National Transportation Safety Board recommends that the American Association of State Highway and Transportation Officials, once an effective motorist warning system has been developed, provide guidance to the States on its use. KW - Bridge piers KW - Collapse KW - Crash investigation KW - Crashes KW - Recommendations KW - Towboats KW - Traffic control KW - Vessel impact KW - Warning systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_31.pdf UR - https://trid.trb.org/view/747943 ER - TY - RPRT AN - 01000740 AU - Shrank, Michael AU - Matteson, Anne AU - Pettis, Leslie AU - Blower, Daniel F AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Trucks Involved in Fatal Accidents Codebook 2002 (Version September 21, 2004) PY - 2004/09//Special Report Task A SP - 135p AB - This report provides one-way frequencies for all the vehicles in the University of Michigan Transportation Research Institute's file of Trucks Involved in Fatal Accidents (TIFA), 2002. The 2002 TIFA file is a census of all medium and heavy trucks involved in a fatal accident in the United States. The TIFA database provides coverage of all medium and heavy trucks recorded in the Fatality Analysis Reporting System (FARS) file. TIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the truck from the TIFA survey. KW - Crash data KW - Databases KW - Fatalities KW - Fatality Analysis Reporting System KW - Heavy duty trucks KW - Medium trucks KW - Surveys KW - Truck crashes KW - Trucks Involved in Fatal Accidents KW - United States UR - https://trid.trb.org/view/756496 ER - TY - RPRT AN - 00989220 AU - Campbell, B N AU - Smith, J D AU - Najm, W G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - ANALYSIS OF FATAL CRASHES DUE TO SIGNAL AND STOP SIGN VIOLATIONS PY - 2004/09 SP - 159 p. AB - The 1999 and 2000 Fatality Analysis Reporting System databases were analyzed to gain a better understanding of fatal crashes involving light vehicles that violated traffic signals or stop signs. A total of 9,951 vehicles were involved in fatal crashes at traffic signals in 1999 and 2000 - 20% of these vehicles failed to obey the signal and 13% failed to yield the right-of-way. On the other hand, 13,627 vehicles were involved in fatal crashes at stop signs - 21% failed to obey the sign and 23% failed to yield the right-of-way. Fatal crashes involving light vehicles (passenger cars, sport utility vehicles, vans, and pickup trucks) that violated the traffic signal or the stop sign were separated into single vehicle, two-vehicle, and multi-vehicle crash categories. For each crash category, this report identified the crash scenarios, described the crash contributing factors, and characterized the infrastructure where these fatal crashes happened in 1999 and 2000. No major difference was found between the crash categories regarding the infrastructure where these fatal crashes occurred. Single vehicle crashes were almost three times as likely to involve alcohol than two-vehicle or multi-vehicle crashes. Furthermore, single vehicle crashes had the highest rate of speeding and inattention. Two-vehicle crashes had the second highest involvement rate of inattention and multi-vehicle had the second highest rate of speeding. KW - Attention lapses KW - Automobiles KW - Crash characteristics KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Multiple vehicle crashes KW - Pickup trucks KW - Red light running KW - Right of way (Traffic) KW - Single vehicle crashes KW - Speeding KW - Sport utility vehicles KW - Stop signs KW - Traffic crashes KW - Traffic signals KW - Traffic violations KW - Two vehicle accidents KW - Vans UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2003/DOTHS809423.pdf UR - https://trid.trb.org/view/754997 ER - TY - RPRT AN - 00985833 AU - Boyle, J M AU - Vanderwolf, P AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2003 MOTOR VEHICLE OCCUPANT SAFETY SURVEY, VOLUME 1: METHODOLOGY REPORT PY - 2004/09 SP - 163 p. AB - The 2003 Motor Vehicle Occupant Safety Survey was the fifth in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration. 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 8, 2003 and ended March 30, 2003. This report, Volume 1, presents the detailed information on the survey methodology, as well as copies of the questionnaires. KW - Data collection KW - Methodology KW - Occupant protection devices KW - Questionnaires KW - Surveys KW - Telephone UR - http://www.nhtsa.dot.gov/people/injury/research/2003MVOSS-Survey-Vol1/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26090/DOT-HS-809-788.pdf UR - https://trid.trb.org/view/747992 ER - TY - RPRT AN - 00985834 AU - Boyle, J M AU - Vanderwolf, P AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2003 MOTOR VEHICLE OCCUPANT SAFETY SURVEY, VOLUME 2: SAFETY BELT REPORT PY - 2004/09 SP - 226 p. AB - The 2003 Motor Vehicle Occupant Safety Survey was the fifth in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). 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 8, 2003 and ended March 30, 2003. This report, Volume 2, presents the survey findings pertaining to safety belts. Detailed information on the survey methodology, as well as copies of the questionnaires, are contained in the Volume 1 report. The passenger car remains the most common primary vehicle driven by adults (59%), although the percentage has continued to drop as sport utility vehicles (SUVs) (13%) have increased in frequency. The predominant type of safety belt in the front seat of vehicles is the one-piece manual lap and shoulder system (80%). Drivers increasingly are reporting that they have adjustable shoulder belts (52%). Eight-four percent of drivers said they wore their safety belt "all of the time" while driving, but 7% of those immediately said that they did not use a safety 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 safety 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 safety belts (66%). Part-time belt users substantially outnumbered those who reported never wearing safety 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 safety belts, 64% favored standard enforcement and 65% favored fines for drivers who do not wear safety belts. KW - Adjustable shoulder belts KW - Age KW - Data collection KW - Gender KW - Laws KW - Manual safety belts KW - Occupant protection devices KW - Pickup trucks KW - Questionnaires KW - Risk taking KW - Rural areas KW - Seat belts KW - Secondary enforcement KW - Standard enforcement KW - Surveys KW - Telephone KW - Traffic law enforcement KW - Utilization UR - http://www.nhtsa.dot.gov/people/injury/research/2003MVOSS-Survey-Vol2/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26042/DOT-HS-809-789.pdf UR - https://trid.trb.org/view/747993 ER - TY - RPRT AN - 00985801 AU - Blower, D AU - Matteson, A AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - EVALUATION OF MICHIGAN CRASH DATA REPORTED TO MCMIS CRASH FILE PY - 2004/09 SP - 30 p. AB - This is one of a series of papers presenting the results of an evaluation of 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. This report examines the sources of underreporting for the state of Michigan. In 2003, there were 5,911 crash involvements in Michigan that were reportable to the MCMIS Crash file. 4,926 involvements were reported for that year, for a reporting rate of 73.7%. 303 of the cases reported to the Crash file did not meet the reporting criteria. 92.4% of fatal involvements were reported, 73.1% of qualifying injury crash involvements, and 73.4% of crashes with a towed, disabled vehicle. Unlike many other states, in Michigan reporting officers are responsible to identify qualifying vehicles (trucks, buses, and vehicles placarded with hazardous cargo), but cases meeting the severity criteria are selected centrally. This system likely partially explains the overall pattern of underreporting. Underreporting also is related to the time of year, indicating delays in providing the data. Reporting rates also varied by jurisdiction, with larger communities with more cases having higher rates of underreporting. Data quality is also reviewed. In certain variables, data in the Michigan police report file differed from that in the Crash file for some cases. Some inconsistencies were also noted between cargo body and vehicle configuration in the police report file and the MCMIS Crash file. KW - Crash data KW - Data files KW - Data quality KW - Michigan KW - Motor Carrier Management Information System KW - Police reports KW - Underreporting UR - https://trid.trb.org/view/747959 ER - TY - RPRT AN - 00985792 AU - Bingham, C R AU - Kostyniuk, L P AU - Spradlin, H K AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning AU - National Highway Traffic Safety Administration TI - CURRENT AND FUTURE ISSUES REGARDING HIGHWAY SAFETY PY - 2004/09 SP - 112 p. AB - In order to assist in the maintenance of Michigan's positive traffic safety trends, the Michigan Office of Highway Safety Planning (OHSP) contracted with the University of Michigan Transportation Research Institute (UMTRI) to conduct a literature review of current and future issues that have implications for traffic safety in Michigan. The scope of this review includes newly arising issues, as well as important traffic issues that are the focus of ongoing efforts to enhance motor vehicle safety, and encompasses current, as well as historical data from both the state and national levels. The review is organized into sections by topic area. Each section begins with a bulleted "Overview," and the body of each section contains nationwide and Michigan-level information, if it exists and is relevant. Topic areas included in this review are sleepiness and fatigue, teen drivers, impaired driving, occupant protection, distracted drivers, aggressive driving, older drivers, construction zones, roadway congestion, homeland security, and large trucks. KW - Aged drivers KW - Aggression KW - Distraction KW - Fatigue (Physiological condition) KW - Impaired drivers KW - Literature reviews KW - Michigan KW - Occupant protection devices KW - Security KW - Sleep deprivation KW - Teenage drivers KW - Traffic congestion KW - Traffic safety KW - Trend (Statistics) KW - Trucks KW - Work zone safety UR - https://trid.trb.org/view/747950 ER - TY - RPRT AN - 00985788 AU - Schoettle, B AU - Sivak, M AU - Flannagan, M J AU - Kosmatka, W J AU - University of Michigan Transportation Research Institute TI - A MARKET-WEIGHTED DESCRIPTION OF LOW-BEAM HEADLIGHTING PATTERNS IN THE U.S.: 2004 PY - 2004/09 SP - 15 p. AB - This study was designed to provide updated photometric information about current U.S. low-beam headlamps. The sample included 20 headlamps manufactured for use on the 20 best-selling passenger vehicles for model year 2004 in the U.S. The vehicles sampled represent 39% of all vehicles sold in the U.S. The lamps were purchased directly from vehicle dealerships. The photometric information for each lamp was weighted by the sales figure for the corresponding vehicle. The results are presented in tabular form for the 25th-percentile, 50th-percentile (median), and 75th-percentile luminous intensities (from 45 deg left to 45 deg right, and from 5 deg down to 7 deg up). The results are also presented in graphical form for the median luminous intensities (from 45 deg left to 45 deg right, and from 10 deg down to 10 deg up), as well as for the median illuminance incident on vertical surfaces at various locations on the roadway. KW - Graphs KW - Low beamed headlamps KW - Luminous intensity KW - Photometry KW - Tables (Data) UR - https://trid.trb.org/view/747945 ER - TY - RPRT AN - 00983586 AU - Dang, J N AU - National Highway Traffic Safety Administration TI - PRELIMINARY RESULTS ANALYZING THE EFFECTIVENESS OF ELECTRONIC STABILITY CONTROL (ESC) SYSTEMS PY - 2004/09 SP - 4 p. AB - Automotive braking technologies have evolved from very simple systems (i.e., block brakes) to more sophisticated systems (i.e., cable-operated four-wheel brakes, hydraulic four-wheel brakes, drum brakes, disc brakes with front-rear split, etc.). Today, drivers rely on much more technical systems to help them not only to decelerate and accelerate but also to stabilize their vehicles while in motion. Antilock Brake Systems (ABS) are the first of a series of three braking technology developments. They are four-wheel systems that prevent wheel lock-up by automatically modulating the brake pressure when the driver makes an emergency stop. Traction Control Systems (TCS) are the second technology. They deal specifically with front-to-back loss of friction between the vehicle's tires and the road surface during acceleration. Electronic Stability Control (ESC) systems are another breakthrough technology evolving from and incorporating the first two technologies - ABS and TCS. They are stability enhancement systems designed to improve vehicles' lateral stability by electronically detecting and automatically assisting drivers in dangerous situations (e.g. understeer and oversteer) and under unfavorable conditions (rain, snow, sleet, ice). ESC systems have sensors that monitor the speed of each wheel, the steering wheel angle, and the overall yaw rate and lateral acceleration of the vehicle. Data from the sensors are used to compare a driver's intended course with the vehicle's actual movement to detect when a driver is about to lose control of a vehicle and automatically intervene in split seconds by applying the brakes to individual wheels and possibly reducing engine torque to provide stability and help the driver stay on course. For example, if a system detects that the rear wheels have begun to slide to the right and the vehicle is yawing counter-clockwise, it may momentarily apply the brake to the right front wheel, imparting a clockwise spin to counteract the yaw and stabilize the vehicle. It may then slow down the vehicle to a speed more appropriate for conditions. This technology appears to provide safety benefits by reducing the number of crashes due to driver error and loss of control, because it has the potential to anticipate situations leading up to some crashes before they occur and has the capability in some cases to automatically intervene to prevent them. The potential benefit should be primarily a reduction of single vehicle crashes that involve losing control and running off the road. These crashes include rollovers and collisions with fixed objects. Sales of vehicles with ESC are increasing. In model year 2003, 7.4 percent of the light vehicle fleet were sold with an ESC system. The National Highway Traffic Safety Administration (NHTSA) is in the process of statistically evaluating the effectiveness of in reducing single vehicle crashes in various domestic and imported cars and SUVs. At this point the agency has analyzed data from model years 1997 to 2002, in make models where ESC was introduced in those years. KW - Antilock brake systems KW - Driver errors KW - Electronic stability control KW - Ice KW - Lateral acceleration KW - Lateral stability (Vehicles) KW - Loss of control KW - Motor vehicles KW - Oversteer KW - Rain KW - Ran off road crashes KW - Sensors KW - Single vehicle crashes KW - Snow KW - Speed KW - Steering wheels KW - Traction control KW - Traffic crashes KW - Traffic safety KW - Understeer KW - Wheels KW - Yaw UR - http://www.nhtsa.gov/cars/rules/regrev/evaluate/809790.html UR - https://trid.trb.org/view/745501 ER - TY - SER AN - 00983587 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - PARENTS/CAREGIVERS REPORT 21 PERCENT OF CHILDREN AGES 4 THROUGH 8 USING BOOSTER SEATS PY - 2004/09 SP - 3 p. AB - The National Highway Traffic Safety Administration (NHTSA) conducts a national telephone survey approximately every two years to monitor the public's attitudes, knowledge, and self-reported behavior regarding safety belts, child safety seats, air bags, crash injury experience, and emergency medical services (EMS). The 2003 survey consisted of two questionnaires, each administered to a randomly selected sample of about 6,000 persons age 16 and older. Interviewing ran from January 8, 2003 to March 30, 2003. Volume 5 presents findings on child occupant protection. KW - Attitudes KW - Behavior KW - Booster seats KW - Children KW - Knowledge KW - Occupant protection devices KW - Surveys 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=8b9c5f5b262bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2004&overrideViewName=Report UR - https://trid.trb.org/view/746682 ER - TY - RPRT AN - 00985782 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-25 PY - 2004/08/30 SP - 2 p. AB - This safety recommendation, addressed to the Honorable Mary E. Peters, Administrator, Federal Highway Administration, addresses the subject of positive barriers between pedestrians and vehicles. This recommendation results from the investigation of an accident where the elderly driver failed to maintain control of his vehicle due to his unintended acceleration, struck a stopped vehicle, and drove through a farmers' market, fatally injuring 10 people and inflicting serious or minor injury on 63 people. The National Transportation Safety Board recommends that the Federal Highway Administration revise the "Manual on Uniform Traffic Control Devices," Chapter 6, "Temporary Traffic Control," to provide specific references and guidance on the use of barricades, barriers, crash cushions, and other devices, as appropriate, for road closure situations other than highway construction or maintenance. KW - Aged drivers KW - Barricades KW - Barriers (Roads) KW - Crash cushions KW - Crash investigation KW - Fatalities KW - Injuries KW - Loss of control KW - Manual on Uniform Traffic Control Devices KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Recommendations KW - Revisions KW - Street closure KW - Temporary structures UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_25.pdf UR - https://trid.trb.org/view/747939 ER - TY - RPRT AN - 00985783 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-26 PY - 2004/08/30 SP - 3 p. AB - This safety recommendation, addressed to the Honorable Jeffrey W. Runge, MD, Administrator, National Highway Traffic Safety Administration, addresses the subject of event data recorders (EDRs). This recommendation results from the investigation of an accident where the elderly driver failed to maintain control of his vehicle due to his unintended acceleration, struck a stopped vehicle, and drove through a farmers' market, fatally injuring 10 people and inflicting serious or minor injury on 63 people. The National Transportation Safety Board recommends that the National Highway Traffic Safety Administration, once standards for EDRs are developed, require their installation in all newly manufactured light-duty vehicles. KW - Aged drivers KW - Crash data KW - Crash investigation KW - Event data recorders KW - Fatalities KW - Injuries KW - Light vehicles KW - Loss of control KW - Pedestrian-vehicle crashes KW - Recommendations UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_26.pdf UR - https://trid.trb.org/view/747940 ER - TY - RPRT AN - 00985784 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-27 AND -28 PY - 2004/08/30 SP - 5 p. AB - These safety recommendations, addressed to Ms. Susan E. McCarthy, City Manager, City of Santa Monica, address the subjects of temporary rigid barriers between pedestrians and vehicles and temporary traffic plans for roadway closures. The recommendations result from the investigation of an accident where the elderly driver failed to maintain control of his vehicle due to his unintended acceleration, struck a stopped vehicle, and drove through a farmers' market, fatally injuring 10 people and inflicting serious or minor injury on 63 people. The National Transportation Safety Board recommends that the city of Santa Monica, California, (1) install a temporary rigid barrier system at the closure limits of the Santa Monica Certified Farmers' Market to provide a physical barrier to errant vehicles entering the market and (2) update its temporary traffic plans for roadway closures to ensure the safe operation of the city's certified farmers' markets and review and evaluate the adequacy of the plans annually. KW - Aged drivers KW - Barriers (Roads) KW - Crash investigation KW - Fatalities KW - Injuries KW - Loss of control KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Recommendations KW - Santa Monica (California) KW - Street closure KW - Temporary structures KW - Traffic control UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_27_28.pdf UR - https://trid.trb.org/view/747941 ER - TY - RPRT AN - 00985832 AU - Carr, D AU - French, M E AU - Partnership for Prevention AU - National Highway Traffic Safety Administration TI - PROGRAM EVALUATION: MEASURING THE VALUE OF ACTIVE AGING PY - 2004/08 SP - 11 p. AB - This guide to program evaluation is a companion to "Creating Communities for Active Aging." Intended for program planners, the guide identifies steps for evaluation and provides strategies for addressing challenges in program assessment. KW - Aged KW - Communities KW - Evaluation and assessment KW - Guidelines KW - Program management UR - http://www.nhtsa.dot.gov/people/injury/olddrive/ProgEval-ActiveAging/images/Program%20Evaluation.pdf UR - https://trid.trb.org/view/747991 ER - TY - RPRT AN - 00985828 AU - National Highway Traffic Safety Administration TI - THE NATION'S NEW STRATEGY TO STOP IMPAIRED DRIVING PY - 2004/08 SP - 5 p. AB - To address the issue of the lack of progress in the area of impaired driving, the National Highway Traffic Safety Administration (NHTSA) has identified three priority initiatives to help reduce driving while impaired (DWI): (1) high visibility enforcement; (2) support for prosecutors and DWI courts; and (3) alcohol screening and brief intervention. This brochure briefly describes each of these initiatives. KW - Alcohol abuse KW - Brochures KW - Courts KW - Drunk driving KW - Health care KW - Impaired drivers KW - Intervention KW - Law enforcement KW - Prosecution UR - http://www.nhtsa.dot.gov/people/injury/alcohol/NewStrategy/images/StrategytoSID.pdf UR - https://trid.trb.org/view/747987 ER - TY - RPRT AN - 00985793 AU - International Association of Traffic and Safety Sciences TI - STATISTICS 2003: ROAD ACCIDENTS JAPAN. ABRIDGED EDITION PY - 2004/08 SP - 84 p. AB - This statistical report, compiled under the supervision of the Traffic Bureau, National Police 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 2003 (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 - Driver licenses KW - Expressways KW - Fatalities KW - Highway traffic KW - Highway traffic control KW - Injuries KW - Japan KW - Statistics KW - Traffic crashes KW - Traffic regulations KW - Traffic violations KW - Trend (Statistics) UR - https://trid.trb.org/view/747951 ER - TY - SER AN - 00985791 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - 2003 MOTOR VEHICLE OCCUPANT SAFETY SURVEY (MVOSS) GIVES STATUS REPORT ON ATTITUDES AND SUPPORT FOR SAFETY BELT USE PY - 2004/08 IS - 293 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) conducts a national telephone survey every two years to monitor the public's attitudes about safety belts, child restraints, reasons for their use or non-use, knowledge of safety belt laws, experience with law enforcement, and attitudes about risk perception. The 2003 Motor Vehicle Occupant Safety Survey (MVOSS) consisted of two questionnaires, each given to a randomly selected sample of about 6,000 persons age 16 and older, with younger ages oversampled. Interviewing ran from January 8, 2003 through March 30, 2003. This Traffic Tech briefly summarizes some of the findings from the 2003 MVOSS. KW - Attitudes KW - Child restraint systems KW - Interviewing KW - Law enforcement KW - Laws KW - Questionnaires KW - Risk taking KW - Seat belts KW - Surveys KW - Utilization 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=67527fee9f1bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2004&overrideViewName=Report UR - https://trid.trb.org/view/749562 ER - TY - RPRT AN - 00985789 AU - Eby, D W AU - Vivoda, J M AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning AU - National Highway Traffic Safety Administration TI - A STUDY OF MICHIGAN SAFETY BELT USE SURROUNDING THE MAY MOBILIZATION, 2004 PY - 2004/08 SP - 61 p. AB - The study reports the results of an evaluation of the "Click It or Ticket: Buckle Up or Pay Up" safety belt mobilization campaign in Michigan centered around Memorial Day of 2004. The study consisted of three survey waves: Two full statewide surveys (one conducted as a baseline before the campaign and one conducted as a post campaign measure) and one "mini" statewide survey conducted to assess the media and enforcement components of the campaign. All survey waves were conducted statewide on front-outboard occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks). Belt use was estimated for all commercial/noncommercial vehicle types combined (the statewide safety belt use rate) for each survey wave. Additional analyses were conducted on the two full statewide surveys (baseline and post) because of the larger sample sizes. Statewide safety belt use was approximately 84% prior to the mobilization campaign, 82% during the media and enforcement period, and nearly 87% during the post survey wave. This was a statistically significant increase in belt use from both the baseline and media/enforcement waves to the post wave. In addition, the use rate for the post survey, of 86.8%, was the highest ever found in Michigan. The study results suggest that: Michigan should continue to participate in the national efforts to raise safety belt use; safety belt enforcement zones were successful as implemented in Michigan and should be continued; the CIOT model as implemented in Michigan was successful; and the expanded efforts that were employed during this year's mobilization have resulted in an even larger belt use increase than has been observed in the past. KW - Law enforcement KW - Mass media KW - Michigan KW - Safety campaigns KW - Seat belts KW - Surveys KW - Utilization UR - https://trid.trb.org/view/747946 ER - TY - RPRT AN - 00985787 AU - Sivak, M AU - Schoettle, B AU - Flannagan, M J AU - Minoda, T AU - University of Michigan Transportation Research Institute TI - OPTIMAL STRATEGIES FOR ADAPTIVE CURVE LIGHTING PY - 2004/08 SP - 24 p. AB - This analytical study evaluated the advantages and disadvantages of several curve-lighting strategies that involved moving one or both low beams by various amounts. Two curve radii were examined (80 m and 240 m) for both curve directions (left and right). Recent market-weighted median U.S. and ECE tungsten-halogen low beam patterns, and a recent median U.S. HID beam pattern were used. Seven lateral positions were of interest, corresponding to the lane of travel and the left adjacent lane, and additional lanes of travel to the left and right of off-road objects. The dependent variable was the maximum distance of 3-lux illumination (combined from both lamps) at a plane 0.25 m above the roadway. The main findings for the short-radius curves were: (1) all of the examined curve-lighting strategies tended to perform substantially better than the nominal aim; (2) the improved performance for given lateral positions in the visual field tended not to be coupled with worsened performance for other lateral positions of interest; (3) the differences among the curve-lighting strategies were small; and (4) the best strategy involved moving both lamps in parallel by 15 deg into the curve. The main findings for the large-radius curves were: (1) the best strategy depended on the curve direction, beam pattern, and lateral position in the visual field; and (2) there were performance trade-offs between left and right lateral positions (especially for the right curve), with improvements in one lateral area generally being paired with decrements in the other. In conclusion, for short-radius left and right curves, moving both lamps in parallel should substantially increase the visibility of objects in one's lane of travel, in several additional lanes of travel to the left and right, and off the road. Thus, implementing such a curve-lighting strategy is recommended for small-radius curves. On the other hand, because of the lateral trade-offs of benefits and costs for large-radius curves, additional research is needed to better understand the desirable approach for these types of curves. Finally, because of the inherent lateral asymmetry of low beams, future research should also further explore the benefits of asymmetric shifts for left and right curves. KW - Adaptive lighting KW - Benefits KW - Costs KW - Highway curves KW - Low beamed headlamps KW - Performance KW - Visibility UR - https://trid.trb.org/view/747944 ER - TY - RPRT AN - 00980090 AU - National Highway Traffic Safety Administration TI - 2003 ANNUAL ASSESSMENT OF MOTOR VEHICLE CRASHES PY - 2004/08 SP - 146 p. AB - This report updates the estimates from the 2003 Early Assessment released in April 2004, which were based on a statistical procedure which used incomplete/partial data. It also compares fatality counts and injury estimates resulting from motor vehicle traffic crashes occurring in 2003 with counts and estimates from final 2002 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 will be updated based on final FARS files released next year. 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/740814 ER - TY - RPRT AN - 00979960 AU - Hedlund, J H AU - Ulmer, R G AU - Northrup, V S AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - STATE LAWS AND PRACTICES FOR BAC TESTING AND REPORTING DRIVERS INVOLVED IN FATAL CRASHES PY - 2004/08 SP - 108 p. AB - This report presents the results of a study of alcohol testing and reporting methods and rates for drivers involved in fatal traffic crashes. In 2002, the National Highway Traffic Safety Administration's Fatality Analysis Reporting System (FARS) annual report data file recorded blood alcohol concentrations (BACs) for 65% of fatally injured drivers, 25% of surviving drivers, and 43% of all drivers in fatal crashes. The study's goals were to identify the best practices for, and the barriers and problems that hinder, obtaining BAC data for drivers involved in fatal traffic crashes. The study reviewed each State's laws affecting BAC testing, recent testing rates, and other information on each State's practices and results. With the advice of a steering committee representing the organizations and disciplines involved in BAC testing and reporting, ten diverse States were chosen for detailed examination. This report identifies the best practices currently in use and the major barriers to increasing testing. It concludes with suggestions for implementing these best practices in States that wish to improve their BAC testing and reporting rates. KW - Alcohol blood tests KW - Barriers to testing KW - Best practices KW - Blood alcohol levels KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Impaired drivers KW - State laws UR - http://www.nhtsa.dot.gov/people/injury/alcohol/BAC-testing/images/State%20Laws_low.pdf UR - https://trid.trb.org/view/740738 ER - TY - RPRT AN - 00985775 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-22 PY - 2004/07/06 SP - 4 p. AB - This safety recommendation, addressed to Mr. Dale Moser, Chief Operating Officer, North Central Region, Coach USA, addresses the evaluation of all telephone calls reporting unsafe drivers to motor carriers. The recommendation is derived from the investigation of the June 23, 2002, motorcoach run-off-the-road and rollover accident off Interstate 90 near Victor, New York, and is consistent with the evidence found and the analysis performed by the National Transportation Safety Board (NTSB). The NTSB determined that the probable cause of the accident was that the bus driver fell asleep while operating the motorcoach due to his deliberate failure to obtain adequate rest during his off-duty hours. The NTSB recommends that Coach USA and its subsidiaries evaluate all calls reporting dangerous driver behaviors immediately upon receiving them and establish a method to reach the driver so that Coach USA can evaluate the driver's fitness for duty and take appropriate countermeasures, if necessary. KW - Bus crashes KW - Bus drivers KW - Bus lines KW - Countermeasures KW - Crash investigation KW - Fatigue (Physiological condition) KW - Oversight KW - Physical fitness KW - Ran off road crashes KW - Recommendations KW - Rollover crashes UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_22.pdf UR - https://trid.trb.org/view/747931 ER - TY - RPRT AN - 00985774 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-21 PY - 2004/07/06 SP - 3 p. AB - This safety recommendation, addressed to Major General Ann E. Dunwoody, Commanding General, U.S. Department of Defense, Surface Deployment and Distribution Command, addresses the effective identification and prevention of unsafe passenger carrier operations. The recommendation is derived from the investigation of the June 23, 2002, motorcoach run-off-the-road and rollover accident off Interstate 90 near Victor, New York, and is consistent with the evidence found and the analysis performed by the National Transportation Safety Board (NTSB). The NTSB determined that the probable cause of the accident was that the bus driver fell asleep while operating the motorcoach due to his deliberate failure to obtain adequate rest during his off-duty hours. The NTSB recommends that the U.S. Department of Defense Surface Deployment and Distribution Command provide motor carrier information, including timely results of passenger carrier inspection processes and ratings, to the Federal Motor Carrier Safety Administration. KW - Bus crashes KW - Bus drivers KW - Bus lines KW - Crash investigation KW - Fatigue (Physiological condition) KW - Inspection KW - Personnel management KW - Ran off road crashes KW - Ratings KW - Recommendations KW - Rollover crashes UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_21.pdf UR - https://trid.trb.org/view/747930 ER - TY - CONF AN - 00985830 AU - National Criminal Justice Association AU - National Highway Traffic Safety Administration TI - CRIMINAL JUSTICE ASSOCIATIONS LEADERSHIP MEETING: TRAFFIC SAFETY TODAY, SEPTEMBER 29-30, 2003, WASHINGTON, D.C. PY - 2004/07 SP - 40p AB - On September 29 and 30, 2003, the National Highway Traffic Safety Administration (NHTSA) and the National Criminal Justice Association (NCJA) convened a meeting of criminal justice association leaders to address strategies for reducing traffic crashes and the resulting death and injury. The Criminal Justice Associations Leadership Meeting, "Traffic Safety Today," was held in Washington, D.C. This report summarizes the meeting and highlights priority actions the professional groups identified as crucial within their fields and across the criminal justice system to improve traffic safety. The points of view and opinions expressed at the meeting and in this report are those of the participants and do not necessarily reflect the official position or policies of NHTSA or NCJA. Meeting participants were charged with addressing four major issues: changes made or that must be continued following a November 2002 Criminal Justice Summit on Impaired Driving; changes needed in the speed management culture; performance measures for traffic safety; and ways to transform traffic safety to a high priority on the national agenda. The leaders also provided feedback to NHTSA on its three strategies for addressing impaired driving: maintenance of high visibility enforcement; creation of statewide, specialized prosecutor positions around the country and expansion of specialized Driving While Intoxicated courts; and increased use of alcohol screening and referrals to treatment, when appropriate, for offenders. U1 - Traffic Safety TodayNational Highway Traffic Safety Administration; and National Criminal Justice Association.Washington, D.C. StartDate:20030929 EndDate:20030930 Sponsors:National Highway Traffic Safety Administration; and National Criminal Justice Association. KW - Alcohol abuse KW - Courts KW - Criminal justice KW - Impaired drivers KW - Improvements KW - Law enforcement KW - Leadership KW - Meetings KW - National Criminal Justice Association KW - Performance measurement KW - Prosecution KW - Speed control KW - Strategic planning KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration UR - http://www.nhtsa.dot.gov/people/injury/enforce/TrafficSafetyToday/index.html UR - https://trid.trb.org/view/749564 ER - TY - RPRT AN - 00985829 AU - National Highway Traffic Safety Administration TI - PARTNERING WITH STATE HIGHWAY SAFETY OFFICES: TIPS AND TACTICS FOR SUCCESS PY - 2004/07 SP - 47 p. AB - This guidebook was developed to explain how State Highway Safety Offices (SHSOs) operate, the kind of funding they administer, and the requirements that organizations and agencies who want to partner with the SHSO must satisfy. The guidebook also identifies several different safety activities that organizations can undertake in partnership with their SHSO--not all of which involve the use of funding. The guidebook is intended for use by the following: State and local chapters of national nonprofit organizations; local governments; other state agencies; and community organizations. Six case studies are included. KW - Case studies KW - Guidelines KW - Highway safety organizations KW - Partnerships KW - Safety programs KW - State aid KW - State Highway Safety Offices UR - http://www.nhtsa.dot.gov/people/outreach/TipsandTactics/ UR - https://trid.trb.org/view/747988 ER - TY - CONF AN - 00985831 AU - National Highway Traffic Safety Administration AU - American College of Emergency Physicians TI - CROSSING BARRIERS IN EMERGENCY CARE OF ALCOHOL-IMPAIRED PATIENTS, NATIONAL CONFERENCE, JUNE 5, 2003, WASHINGTON, D.C. PY - 2004/07 SP - 40p AB - The National Highway Traffic Safety Administration (NHTSA) and the American College of Emergency Physicians (ACEP) co-sponsored a national conference on "Crossing Barriers in Emergency Care of Alcohol-Impaired Patients." This one-day conference was held June 5, 2003, at the Fairmont Hotel in Washington, D.C. The goal of the conference was to develop action plans to overcome the barriers to implementation of the best practices recommended in an earlier conference. Specifically, the conference addressed the following question: What steps need to occur for emergency medical personnel to integrate alcohol screening and brief interventions into the care provided for alcohol-impaired patients? The conference also included two panel discussions: One panel addressed research, insurance and reimbursement policies, and behavioral and privacy policy while a second panel discussed health practitioner behavior, culture and care, and emergency medical services care of alcohol-impaired patients. Each panel discussion concluded with an open discussion among the conference participants. The outcome of the conference was a compilation of significant barriers to the implementation of alcohol screening and intervention and related steps for overcoming those barriers. These barriers and steps were organized into four categories: research, funding, regulation, and training. U1 - Crossing Barriers in Emergency Care of Alcohol-Impaired PatientsNational Highway Traffic Safety Administration; and American College of Emergency Physicians.Washington, D.C. StartDate:20030605 EndDate:20030605 Sponsors:National Highway Traffic Safety Administration; and American College of Emergency Physicians. KW - Alcohol abuse KW - Best practices KW - Conferences KW - Drunk drivers KW - Emergency medical services KW - Financing KW - Health care KW - Impaired drivers KW - Implementation KW - Insurance KW - Intervention KW - Privacy KW - Regulation KW - Research KW - Training UR - http://www.nhtsa.dot.gov/people/injury/alcohol/Crossing_Barrier_Web/index.htm UR - https://trid.trb.org/view/749565 ER - TY - RPRT AN - 00985794 AU - Institute for Road Safety Research, SWOV TI - FACT SHEET: ROAD SAFETY OF CHILDREN IN THE NETHERLANDS PY - 2004/07 SP - 4 p. AB - In comparison with other age groups, relatively few children of up to 14 years old are killed in traffic in the Netherlands. In addition, children's safety has increased considerably during the last few years. A lot more older children (12-14 years old) are killed than younger ones. The reason for this is that older children cycle a lot more. That is why it is important that road safety policy pays extra attention to the safety of cycling children. It is also in the interest of residential areas to relentlessly continue striving for slower driving speeds. KW - Bicycle crashes KW - Children KW - Fatalities KW - Netherlands KW - Residential areas KW - Speed limits KW - Traffic safety UR - https://www.swov.nl/rapport/Factsheets/UK/FS_Children.pdf UR - https://trid.trb.org/view/747952 ER - TY - RPRT AN - 00985795 AU - Institute for Road Safety Research, SWOV TI - FACT SHEET: FATIGUE IN TRAFFIC: CAUSES AND EFFECTS PY - 2004/07 SP - 4 p. AB - The role of fatigue must not be underestimated when studying the causes of crashes. Moreover, fatigue crashes are not only a matter of having spent too long behind the wheel; they can also be caused by too little sleep, stress, or time of the day. According to a conservative estimate based on studies abroad, driver fatigue is involved in 10-15% of all severe crashes. Although technical aids that prevent fatigue crashes are being developed, they are not yet ready for use. At this moment in time, the only means available to combat fatigue crashes are a) consistently applying (and enforcing) the driving and resting hours and b) a safety culture in the road haulage industry. Ordinary car drivers (i.e., non-professionals) should be warned of the risks of fatigue via campaigns. This fact sheet deals further with the factors that play a role in traffic fatigue. KW - Commercial drivers KW - Fatigue (Physiological condition) KW - Hours of labor KW - Law enforcement KW - Safety campaigns KW - Sleep deprivation KW - Stress (Psychology) KW - Traffic crashes UR - https://www.swov.nl/rapport/Factsheets/UK/FS_Fatigue.pdf UR - https://trid.trb.org/view/747953 ER - TY - RPRT AN - 00985790 AU - Blower, D AU - Matteson, A AU - Shrank, M AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - MOTOR CARRIER TYPE AND FACTORS ASSOCIATED WITH FATAL BUS CRASHES, 1999 AND 2000 PY - 2004/07 SP - 19 p. AB - In 2000, the Federal Motor Carrier Safety Administration's (FMCSA's) regulatory responsibilities were extended to buses with seating for nine or more occupants, including the driver, transported for compensation. FMCSA has also begun supporting data collection on buses involved in fatal crashes, to enhance information on the buses involved and the motor carriers that operate them. In response, the Transportation Safety Analysis Division at the University of Michigan Transportation Research Institute (UMTRI) initiated the Buses Involved in Fatal Accidents (BIFA) project to collect much more detailed information about buses involved in fatal crashes. The present study focuses on factors associated with fatal bus crashes involving different bus operator types. Five different carrier types are identified: school, transit, intercity, charter/tour, and "other" bus operators. There are substantial differences between these carrier types that are reflected in many aspects of the crashes they are involved in, including when and where the crashes occur, who is injured in them, the configuration of the crash, the previous driving record of the bus drivers, and the frequency of driving errors related to the crash. KW - Bus crashes KW - Charter operations KW - Crash data KW - Fatalities KW - Intercity bus lines KW - Motor carriers KW - School buses KW - Tour buses KW - Transit buses UR - https://trid.trb.org/view/747947 ER - TY - RPRT AN - 00976016 AU - National Highway Traffic Safety Administration TI - INITIATIVES TO ADDRESS IMPROVEMENT OF TRAFFIC SAFETY DATA PY - 2004/07 SP - v.p. AB - In the fall of 2003, the National Highway Traffic Safety Administration (NHTSA) formed a multidisciplinary integrated project team (IPT) to address the role of data in achieving the U.S. Department of Transportation's Safety Strategic Objective: "Enhance public health and safety by working toward the elimination of transportation-related deaths and injuries." The team consulted experts in the field, including those from the States and in academia, in order to develop priorities and recommendations for NHTSA's Administrator about the best methods for obtaining the information needed to promote traffic safety. The team's mandate was specifically to identify data gaps and outline how data and related processes could be improved to address the increasing complexity of traffic safety and vehicle issues. This report contains the IPT's findings and recommendations. It presents an in-depth look at routinely collected and accessible traffic safety data and provides initiatives and recommendations for federal and State stakeholders to improve traffic safety data needed to reduce deaths, injuries, injury severity, and costs. The recommendations articulate the direction and steps needed for the data to be improved and more useful to all stakeholders involved. KW - Data collection KW - Data quality KW - Highway safety KW - Multidisciplinary teams KW - Recommendations KW - Strategic planning KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/Crash/crashstatistics/TrafficSafetyData_IPT_Report.htm UR - https://trid.trb.org/view/703689 ER - TY - RPRT AN - 01108893 AU - Garrott, W Riley AU - Forkenbrock, Garrick J AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Testing the Effects of Tire Pressure Monitoring System Minimum Activation Pressure on the Handling and Rollover Resistance of a 15-Passenger Van PY - 2004/06//Final Report SP - 92p AB - The objective of this study was to measure the effects of modifying tire inflation pressure on the handling and rollover resistance of one 15-passenger van (a 2003 Ford E-350). In addition to those specified on the vehicle identification placard, four other front/rear tire inflation pressure combinations were used. Multiple loading configurations were used: Nominal Load, 5-Occupant, 10-Occupant, and Maximum Occupancy. Not all loading configurations were used for each test. The tests performed in this study were performed in three groups. Handling in the linear range, at or near maximum lateral acceleration, and dynamic rollover resistance at the various inflation pressure combinations were evaluated. The linear range handling measures and maximum lateral accelerations seen in this study showed measurable changes due to variations in tire inflation pressure. However, these small changes are believed not to be of practical significance. This is, of course, good since a high sensitivity to tire inflation pressure changes could cause in-use problems. The lateral stability of the Ford E-350 at Nominal Load was asymmetric. Spinouts occurred during every right-steer test performed at or near maximum lateral acceleration, for each of the five inflation pressure combinations used in this study. Left-steer tests also produced spinouts, however their occurrence was not repeatable; they only occurred during one of the three tests performed in each respective series. Tire inflation pressure had a substantial effect on the lateral stability of the Ford E-350 in the Maximum Occupancy configuration. Of the five tire inflation pressure combinations evaluated the only one for which spinouts occurred at Maximum Occupancy was that specified on the vehicle’s placard (55-psi front, 80-psi rear). While right-steer tests had more loss of lateral stability in the Nominal Load configuration, left-steer tests had the spinouts at Maximum Occupancy loading. Decreasing the front and rear inflation pressures from that specified on the vehicle’s placard to the 46-psi front, 60-psi rear adversely affected the vehicle’s dynamic rollover resistance. This occurred because reducing tire inflation pressure reduces the vehicle roll stiffness thereby increasing the amount of roll that occurs. The effects of changing tire inflation pressure on light truck handling and rollover resistance cannot be fully determined from the results of this study. Only one vehicle was evaluated. For this reason, use of this study’s generalized results to predict the performance of other similar vehicles may not be appropriate. KW - 15-passenger vans KW - Driving KW - Highway safety KW - Lateral stability KW - Light trucks KW - Rollover crashes KW - Stability (Mechanics) KW - Testing KW - Tire pressure KW - Vans KW - Vehicle safety UR - http://ntl.bts.gov/lib/30000/30100/30175/809704.pdf UR - https://trid.trb.org/view/865107 ER - TY - RPRT AN - 01000747 AU - International Association of Chiefs of Police AU - National Highway Traffic Safety Administration TI - Speed-Measuring Device Performance Specifications: Lidar Module PY - 2004/06//Technical Manual SP - 49p AB - This document contains the lidar 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). This document supersedes the "Model Minimum Performance Specifications for Lidar Speed Measurement Devices" (DOT HS-808 214, February 1995) and all subsequent revisions. By defining minimum performance requirements and verification procedures, this technical document establishes a baseline for acceptable traffic lidar speed-measuring device performance. NHTSA believes these performance specifications and testing protocols will increase the confidence of the public, the courts, and law enforcement officers in the accuracy and reliability of lidar speed-measuring devices. KW - Accuracy KW - Laser radar KW - Performance KW - Reliability KW - Specifications KW - Speed measurement UR - https://trid.trb.org/view/756581 ER - TY - RPRT AN - 01000734 AU - International Association of Chiefs of Police AU - National Highway Traffic Safety Administration TI - Speed-Measuring Device Performance Specifications: Down-the-Road Radar Module PY - 2004/06//Technical Manual SP - 69p AB - This document contains the down-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). This document supersedes the "Model Performance Specifications for Police Traffic Radar Devices" (DOT HS-806 191, March 1982) and all subsequent revisions. By defining minimum performance requirements and verification procedures, this technical document establishes a baseline for acceptable traffic down-the-road radar speed-measuring device performance. NHTSA believes that these performance specifications and testing protocols will increase the confidence of the public, the courts and law enforcement officers in the accuracy and reliability of radar speed-measuring devices. KW - Accuracy KW - Performance KW - Radar devices KW - Reliability KW - Specifications KW - Speed measurement UR - https://trid.trb.org/view/756584 ER - TY - RPRT AN - 01000726 AU - Crocker, John AU - Delbridge, Greg AU - Martec Limited AU - Transport Canada TI - Window Impact Forces from Occupants during Motor Coach Rollover PY - 2004/06 SP - 33p AB - The objective of this study was to numerically simulate a motor coach rollover event, predict the motion of unrestrained passengers during this event, and determine the force generated on the window glazing from passenger impact. Using the knowledge gained in this study, it is hoped that window designs can be improved with the intent that they do not fail from passenger impact loads. This would reduce the number of passenger ejections from motor coaches during rollovers, and thus, save lives. For the event and scenarios analysed, the range of impact forces between the window glazing and dummy was between 3400 N (770 lb) and 5500 N (1240 lb). The highest impact force of 5500 N (1240 lb) occurred for scenario 1 where a single dummy impacts the window. The lateral speed that produced the maximum forces on the glazing for this scenario was approximately 30 kph. Recommended future research includes a detailed study of the fabrication of the windows, use of a dummy to perform numerical analyses of impact loads over time as well as instantaneous peak forces, development of a test for window glazing that is representative of actual passenger impacts, and assessment of occupant injury risks due to impact with glazing. KW - Buses KW - Dummies KW - Ejection KW - Future KW - Glazing KW - Impact loads KW - Recommendations KW - Research KW - Rollover crashes KW - Simulation KW - Speed KW - Unrestrained passengers KW - Windows (Vehicles) UR - https://trid.trb.org/view/756488 ER - TY - RPRT AN - 00989254 AU - National Highway Traffic Safety Administration TI - THE NATIONAL INITIATIVE FOR INCREASING SAFETY BELT USE. SIXTH REPORT TO CONGRESS AND FOURTH REPORT TO THE PRESIDENT PY - 2004/06 SP - 40 p. AB - This Sixth Report to Congress and Fourth Report to the President is submitted in response to Executive Order 13043 and the House and Senate Appropriations Committees' directive to the Secretary of Transportation and the Administrator of the National Highway Traffic Safety Administration (NHTSA) to keep the President and the Committees apprised of the activities of the national "Buckle Up America" campaign. This report highlights the activities of the campaign from January 1, 2002, through December 31, 2002. The national goals of the campaign are to increase the national safety belt use rate to 78% by the end of 2003 and to reduce the number of child occupant (from birth to age 4) fatalities by 25% by the end of 2005 (using the 653 fatalities in 1996 as a baseline). The "Buckle Up America" campaign has continued to make strides in increasing safety belt and child safety seat use. Throughout the country, safety belt use rates rose to 75% in 2002, 2 percentage points higher than in 2001. In States that had primary enforcement laws, the average safety belt use rate rose for the first time to 80%. Especially noteworthy is the increase in safety belt use among African Americans. From 2000 to 2002, their safety belt use increased 8 percentage points from 69% to 77%. Also during 2002, NHTSA was able to measure the effectiveness of the campaign's full "Click It or Ticket" mobilization model that included paid media. Research showed an average safety belt use increase of 8.6 percentage points among States that implemented the full mobilization model. The campaign is continuing with its four-point plan to enact strong legislation; maintain active, high-visibility law enforcement; build public-private partnerships; and conduct well-coordinated, effective public education. KW - Adults KW - African Americans KW - Child restraint systems KW - Children KW - Education KW - Fatalities KW - Law enforcement KW - Legislation KW - Mass media KW - Primary enforcement KW - Public private partnerships KW - Publicity KW - Safety campaigns KW - Seat belts KW - Trend (Statistics) KW - Utilization UR - http://www.nhtsa.dot.gov/people/injury/research/6thAnnualBUAReport/images/6thRptCong.pdf UR - https://trid.trb.org/view/755030 ER - TY - RPRT AN - 00985823 AU - National Highway Traffic Safety Administration TI - BEST PRACTICES FOR PROMOTING BOOSTER SEAT USE: A HOW-TO GUIDE BASED ON COMMUNITY DEMONSTRATION PROJECTS PY - 2004/06 SP - 40 p. AB - During Fiscal Year 2001, the National Highway Traffic Safety Administration (NHTSA) funded pilot and demonstration projects to implement community-based strategies to increase booster seat use for children weighing between 40 and 80 pounds. These projects examined factors and activities that influence booster seat use. They all involved community-wide campaigns enhanced by a variety of more targeted activities. This how-to guide, synthesizing the research findings and lessons learned from the demonstration projects, is intended for all child passenger safety (CPS) and injury control advocates. Resources and other best practices information from CPS and other occupant protection programs round out the guide to provide a broad view and context for the promotion of booster seats. This information is to be used to: determine how to initiate the promotion of booster seats in your State or community; examine factors that can influence the success of your booster seat promotional and outreach efforts; decide how to best use available resources to promote booster seat use; and monitor and evaluate the success of your efforts. KW - Best practices KW - Booster seats KW - Child restraint systems KW - Children KW - Demonstration projects KW - Guidelines KW - Promotion KW - Safety campaigns KW - Utilization UR - https://trid.trb.org/view/747982 ER - TY - RPRT AN - 00985827 AU - National Highway Traffic Safety Administration TI - GOOD PRACTICES GUIDE FOR PEDESTRIAN SAFETY EDUCATION PY - 2004/06 SP - 55 p. AB - This guide identifies the various strategies or programs that are being successfully implemented in communities across the country to improve pedestrian safety and reduce pedestrian fatalities and injuries as a result of crashes. To compile this guide, traffic safety experts in big cities and small towns around the country were contacted regarding their pedestrian safety efforts. The goal is to provide an informational resource for community leaders and pedestrian safety activists in planning and developing their own pedestrian safety projects. The guide consists of two primary sections: Community Overviews and Lessons Learned. The Community Overviews section includes a brief introduction that provides the interview questions and describes the criteria for selecting the communities. Also included is background information describing the events that prompted each community to focus specifically on pedestrian safety and the various strategies and programs each community has developed and implemented. The Lessons Learned section describes what a pedestrian safety advocate can learn from the successes and challenges that the communities have faced in the following areas: education; enforcement; partnerships; funding; and evaluation. KW - Case studies KW - Evaluation and assessment KW - Financing KW - Law enforcement KW - Partnerships KW - Pedestrian safety KW - Safety education KW - Safety programs KW - State of the practice KW - Strategic planning UR - https://trid.trb.org/view/747986 ER - TY - RPRT AN - 00985824 AU - FORKENBROCK, G J AU - GARROTT, W R AU - National Highway Traffic Safety Administration TI - TESTING THE ROLLOVER RESISTANCE OF TWO 15-PASSENGER VANS WITH MULTIPLE LOAD CONFIGURATIONS PY - 2004/06 SP - 60 p. AB - As a consequence of National Transportation Safety Board Safety Recommendations H-02-26 and H-02-28, the National Highway Traffic Safety Administration (NHTSA) performed a study to investigate the effects different load conditions may have on the dynamic rollover resistance of 15-passenger vans. The two vans used in this study, a 2003 Ford E-350 and a 2004 GMC Savana 3500, are representative samples from the only two automobile manufacturers producing 15-passenger vans for the 2004 model year. The GMC Savana 3500 was factory-equipped with electronic stability control (ESC). Each van was evaluated with up to four load configurations depending on the test performed. The GMC Savana 3500 was tested with ESC enabled and disabled. Two maneuvers were used in this study: the Slowly Increasing Steer (SIS) and the NHTSA Road Edge Recovery (RER), also known as the NHTSA Fishhook. The SIS maneuver was used to measure maximum lateral acceleration and terminal yaw stability. The RER maneuver was used to quantify dynamic rollover resistance. SIS tests revealed that the terminal yaw stability of each vehicle was highly asymmetric, strongly depending on what combination of direction of steer and load was used. Generally speaking, Nominal Load tests produced higher lateral accelerations than those performed with 15-Occupant loading. In the case of the GMC Savana 3500, the yaw stability observed during Nominal Load SIS tests depended on whether ESC was enabled or disabled; stability was much improved when ESC was enabled. When evaluated with the 15-Occupant load, differences between ESC enabled and disabled SIS tests were much less apparent. Generally speaking, the static stability factors and dynamic rollover resistance of the vans degraded as the number of occupants increased. The only exception was that the maneuver entrance speed capable of producing two-wheel lift with 10-Occupant loading was lower than that required by the 15-Occupant configuration for the Ford E-350. None of the load configurations used in this study induced two-wheel lift during RER tests performed with the GMC Savana 3500 when its ESC was enabled. However, when ESC was disabled the Savana 3500's dynamic rollover resistance progressively worsened as the number of occupants increased. Results from this study indicate that installation of ESC on 15-passenger vans may have important safety benefits in some, but not necessarily all, on-road driving situations. Although ESC presented wheel lift of the GMC Savana 3500 during RER testing, it could not prevent the vehicle from spinning out during a SIS test performed with a 15-Occupant load. KW - Dynamic tests KW - Electronic stability control KW - Lateral acceleration KW - Load configuration KW - Maneuvering KW - Road edge recovery KW - Rollover crashes KW - Slowly increasing steer KW - Stability (Mechanics) KW - Vans KW - Yaw UR - http://ntl.bts.gov/lib/30000/30100/30175/809704.pdf UR - https://trid.trb.org/view/747983 ER - TY - RPRT AN - 00985777 AU - Sullivan, J M AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - VISIBILITY AND REAR-END COLLISIONS INVOLVING LIGHT VEHICLES AND TRUCKS PY - 2004/06 SP - 16 p. AB - Rear-end collisions predominantly occur in the daytime under clear, unobstructed viewing conditions and usually involve a lead vehicle that is stopped at the time of collision. These facts suggest that driver inattention plays a significant causal role in rear-end collisions, and mitigation efforts have therefore focused largely on development of warning technologies to alert drivers of an impending crash. However, the authors note that this pattern of crash data should not lead to the conclusion that drivers have special difficulty avoiding rear-end collisions in broad daylight. Nor should it be concluded that other "environmental" factors do not influence driving behavior to increase rear-end crash risk. Crash frequency is determined both by the inherent risk in the driving task and by the frequency of driver exposure to conditions in which a crash is possible. When exposure level is equated across conditions which differ in ambient light level, it is found that rear-end collisions appear to be more than twice as likely in darkness as in daylight, and are more influenced by light level than are either side-impact collisions or front-end collisions. An examination of vehicle type and role in rear-end crashes revealed that the incidence of fatal rear-end crashes involving a struck truck in nearly 9 times more likely in darkness than in light, suggesting that trucks are particularly difficult to see at night. KW - Attention lapses KW - Crash exposure KW - Daylight KW - Fatalities KW - Light vehicles KW - Night KW - Night visibility KW - Rear end crashes KW - Trucks KW - Visibility UR - https://trid.trb.org/view/747934 ER - TY - RPRT AN - 00985822 AU - Hardie, K AU - Gamber, G AU - National Highway Traffic Safety Administration TI - NON-TRAFFIC DEATH AND INJURY DATA COLLECTION STUDY PY - 2004/05 SP - 75 p. AB - This report presents results of a study to determine the extent of certain selected non-traffic or non-crash motor vehicle-related hazards, and the relative value of various sources for providing the National Highway Traffic Safety Administration (NHTSA) with information on those hazards. This investigation was conducted as a result of safety issues that have been raised concerning potential non-traffic and non-crash safety problems. The data in this report examine 1998 death certificates and other sources of information relating to the following four hazards: (1) Persons left in a vehicle's passenger compartment or who lock themselves in the trunk of a vehicle in hot weather; (2) Children strangled by a vehicle's power window or sunroof; (3) Persons killed or injured as a result of a vehicle backing up; and (4) Persons killed or injured as a result of vehicle-generated carbon monoxide. KW - Backing (Driving) KW - Carbon monoxide KW - Fatalities KW - Hazards KW - Hot weather KW - Injuries KW - Motor vehicles KW - Power windows KW - Sunroofs UR - https://trid.trb.org/view/747981 ER - TY - RPRT AN - 00985781 AU - Molnar, L J AU - Eby, D W AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning AU - National Highway Traffic Safety Administration TI - FINAL REPORT: REVIEW OF MICHIGAN'S SAFE COMMUNITY PROGRAM AND RECOMMENDATIONS FOR IMPROVEMENT PY - 2004/05 SP - 43 p. AB - Building on the recognition that injuries are preventable and that community-based approaches have the greatest impact on saving lives and reducing injuries, a national safety and injury prevention program, Safe Communities (SC), was developed under the support of the National Highway Traffic Safety Administration. The program was made available to individual states and has been implemented in several, including Michigan. The objectives of the study were to: 1) review the current Michigan SC program and 2) make recommendations for how the program can be improved in the future. The project objectives were accomplished through the following activities: 1) gaining an overall picture of the Michigan program through review of written materials and interviews with selected individuals associated with the program; 2) examining the experiences of a small sample of other states in promoting SC programs through review of written materials and interviews with a small sample of program coordinators; 3) identifying successful approaches for community-based intervention through a brief review of relevant literature; 4) developing recommendations for how the Michigan program can be improved, particularly with regard to redesign or restructuring; and 5) translating the recommendations into specific objectives that must be achieved to improve program performance, and prioritizing the objectives. KW - Community action programs KW - Improvements KW - Injuries KW - Michigan KW - Prevention KW - Recommendations KW - Safety programs KW - Strategic planning KW - Traffic safety UR - https://trid.trb.org/view/747938 ER - TY - RPRT AN - 00985778 AU - Karamihas, S M AU - Gillespie, T D AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - ADVANCEMENT OF SMOOTHNESS CRITERIA FOR WIM SCALE APPROACHES PY - 2004/05 SP - 51 p. AB - This document reports on the advancement of smoothness criteria for weigh-in-motion (WIM) scale approaches. The criteria are meant to screen sites for excessive truck dynamic loading that exacerbates WIM scale error beyond levels recommended by the American Society for Testing and Materials (ASTM). These criteria were originally developed in a previous project, and are based on a "Long Range Index" (LRI) and a "Short Range Index" (SRI) of pavement roughness. This report presents verification of the criteria for three-axle straight trucks, and on road profiles collected at actual WIM sites. The report also suggests LRI and SRI threshold values that are appropriate for actual WIM site profiles. Threshold values are provided that virtually guarantee an acceptable site, and that virtually guarantee an unacceptable site. The report suggests extenuation of the LRI range to help protect against severe roughness that is just outside of its original range. KW - Approach roads KW - Dynamic loads KW - Pavements KW - Road profile KW - Roughness KW - Simulation KW - Trucks KW - Weigh in motion UR - https://trid.trb.org/view/747935 ER - TY - RPRT AN - 00978465 AU - Nitzburg, M AU - Knoblauch, R AU - Center for Applied Research, Incorporated AU - National Highway Traffic Safety Administration TI - RURAL PICKUP TRUCK DRIVERS AND SAFETY BELT USE: FOCUS GROUP REPORT PY - 2004/05 SP - 76 p. AB - In 1997, the National Highway Traffic Safety Administration (NHTSA) established the Buckle Up America Campaign, a national initiative to save lives and prevent injuries through the proper use of safety belts and child safety seats. One of the main goals of this campaign is to increase national safety belt use, with a current goal of 79% by 2004. Although safety belt use for pickup truck occupants increased from 59% to 69% from 1998 to 2003, safety belt use rates have remained well below that of occupants of other vehicle types. In comparison, from 1998 to 2003, safety belt use in passenger cars rose from 71% to 81%. Lower belt use rates for pickup truck occupants exist throughout all regions of the United States. In 2000, NHTSA determined that more information was needed to address the specific issues associated with low safety belt use among rural pickup truck occupants. This report was created as an initial step to assist NHTSA with future demonstration projects that are designed to test strategies to raise safety belt use rates among pickup truck occupants. This report presents background information about safety belt use among rural pickup truck drivers. Specifically, an inventory of pickup truck safety belt and children in cargo area laws, as of November 2000, is presented; safety belt usage rates, fatality rates, and characteristics of pickup truck drivers and passengers, as of November 2000, are summarized; and public information campaigns intended for pickup truck drivers, as of 2000, are reviewed. Also, qualitative data about pickup truck drivers' knowledge and attitudes about safety belt use and public information materials are summarized. To gather this information, eight focus groups were conducted with male pickup truck drivers from rural areas in Georgia, Michigan, Montana and Texas. Among the key findings are: male pickup truck drivers reported that they are generally safety conscious about work and household issues, but not about safety belt use; most believed that safety belts are important, but found them uncomfortable, restrictive and a "hassle"; some reported wearing safety belts when traveling in passenger cars but not in their pickup trucks; and they were more likely to use safety belts when family members pressured them to wear their safety belts. Regarding communication materials (TV, radio scripts, posters, brochures), most of the men preferred communication messages that are as realistic as possible. They did not appreciate the use of humor in messages, and mistrusted celebrity spokespersons and the use of statistics in messages. Based on these results, suggestions for campaign message development, intended for the male, rural pickup driver population are presented. KW - Attitudes KW - Communication KW - Fatalities KW - Focus groups KW - Georgia KW - Knowledge KW - Laws KW - Males KW - Mass media KW - Messages (Communications) KW - Michigan KW - Montana KW - Pickup trucks KW - Public information programs KW - Rural areas KW - Safety campaigns KW - Safety education KW - Seat belts KW - Texas KW - Truck drivers KW - Utilization UR - http://www.nhtsa.dot.gov/people/injury/airbags/RuralPickUpTruckupdate/ruralTrucklo.pdf UR - https://trid.trb.org/view/740307 ER - TY - RPRT AN - 00977146 AU - National Highway Traffic Safety Administration TI - SAFETY BELTS AND RURAL COMMUNITIES - 2003 REPORT PY - 2004/05 SP - 6 p. AB - Rural Americans face greater risk of being injured or killed in a traffic crash than those who live and commute in urban areas. The facts are: only 21% of the population lives in rural areas in this country, yet 39.5% of the total vehicle miles traveled are on rural roads. In 2002, rural traffic crashes accounted for 60% of the total fatalities on the Nation's highways. A combination of known factors is responsible, including some that are unique to rural areas. For instance, rural crashes often occur in isolated areas, causing a delay in the time of discovery and in the delivery of emergency services to the victim. Other prominent factors contributing to the high rural crash and fatality rates include: alcohol involvement, high-speed crashes, low safety belt use, vehicle rollovers, and ejections. Although safety belt use in rural areas increased to 73% in 2002, it remains slightly lower than the national rate (about 75%). The lower rate may be attributable to the lower use of safety belts among pickup truck occupants - 54% in rural areas compared with 69% in urban and suburban areas. Another high-risk group is 15-20 year olds. More than twice as many vehicle occupants in this age group died in rural area crashes compared to urban crashes. Sixty-two percent of these young people who died in rural area crashes were unrestrained compared to 55% in urban areas and 54% of the total for all age groups. To achieve further gains in rural safety belt use, campaigns will need to focus more directly on rural communities and among these high-risk groups within those communities. KW - Fatalities KW - Pickup trucks KW - Rural areas KW - Safety campaigns KW - Seat belts KW - Teenage drivers KW - Traffic crashes KW - Utilization UR - http://nhtsa.gov/people/injury/airbags/BUASBRuralWeb/index.htm UR - https://trid.trb.org/view/703220 ER - TY - RPRT AN - 00975939 AU - Moskowitz, H AU - Wilkinson, C J AU - Herbert Moskowitz, Ph.D., Incorporated AU - National Highway Traffic Safety Administration TI - ANTIHISTAMINES AND DRIVING-RELATED BEHAVIOR: A REVIEW OF THE EVIDENCE FOR IMPAIRMENT PY - 2004/05 SP - 92 p. AB - A review of the scientific literature concerning the effects of antihistamines on driving-related skills was conducted. After reviewing all pertinent publications from 1998 and earlier, a total of 130 publications were found to meet criteria for inclusion in the data summaries. A data base was created with study results being indexed, and summarized, by specific drug, dose, dosing schedule (i.e., single versus repeated) and H1-antagonist generation as well as by behavioral area or subjective measure. For each H1-antagonist generation, five drugs were evaluated: chlorpheniramine, clemastine, diphenhydramine, hydroxyzine and tripolidine for the 1st-generation, and astemizole, cetirizine, fexofenadine, loratadine and terfenadine for the 2nd-generation. It was concluded that: (1) There is some slight, but ambiguous, evidence from epidemiological studies of a connection between antihistamine use and traffic collision rates. However, these studies were done primarily when use of only 1st-generation (but not 2nd-generation) antihistamines was prevalent; thus, more study is needed. (2) There is overwhelming evidence from the experimental literature that the 1st-generation antihistamines produce objective signs of skills performance impairment as well as subjective symptoms of sedation. (3) While 2nd-generation antihistamines represent a major triumph for the pharmaceutical industry in reducing potential side effects, there still remains some evidence that all antihistamines, even the 2nd-generation drugs, may cause sedation and objective skills impairment at least in some cases and for some individuals. (4) Within both the 1st- and 2nd-generation antihistamine groupings, there is considerable variation in objective evidence of impairment and in subjective effects such as sedation. Thus, there clearly are drugs that are to be preferred for use to avoid side effects such as sedation and driving-related performance impairment. (5) Methodologically, it is apparent that among the many diverse techniques for investigating driving-related impairment, some methods and behavioral domains are more sensitive to the effects of antihistamines. Future studies of antihistamines, therefore, must utilize the most methodologically-sound techniques so as to permit a better comparison between different drugs. KW - Antihistamines KW - Behavior KW - Crash rates KW - Drivers KW - Drug effects KW - Future KW - Impaired drivers KW - Literature reviews KW - Methodology KW - Motor skills KW - Research KW - Sedation UR - http://www.nhtsa.dot.gov/people/injury/research/antihistamines/Antihistamines%20Web/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26043/580-Antihistamines.pdf UR - https://trid.trb.org/view/702717 ER - TY - RPRT AN - 00975922 AU - Lee, S E AU - Knipling, R R AU - DeHart, M C AU - Perez, M A AU - Holbrook, G T AU - Brown, S B AU - Stone, S R AU - Olson, R L AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - VEHICLE-BASED COUNTERMEASURES FOR SIGNAL AND STOP SIGN VIOLATIONS: TASK 1. INTERSECTION CONTROL VIOLATION CRASH ANALYSES; TASK 2. TOP-LEVEL SYSTEM AND HUMAN FACTORS REQUIREMENTS PY - 2004/05 SP - 209 p. AB - The report provides the first two major task reports for a study to develop performance specifications and perform supporting objective tests for a planned field operational test (FOT) of a vehicle-based countermeasure to intersection crashes associated with light vehicle violations of stop signs and traffic signals (red lights). The envisioned system will warn drivers if they are in imminent danger of running a stop sign or signal, and is called the Intersection Crash Avoidance, Violation warning (ICAV) system. Task 1 consisted of database analyses employing primarily 1999 and 2000 General Estimates System data. This included a crossing-path crash problem size description by injury severity level, followed by increasingly detailed analyses of crash type, traffic control devices, violation distributions and types, causal factors, speed behavior, and infrastructure components. An estimated 261,000 light vehicle crashes in 1999 and 162,000 in 2000 occurred at intersections where one of the two vehicles had a stop sign and was charged with a violation. There were an estimated 133,000 crashes in 1999 and 99,000 crashes in 2000 involving traffic signal violations. These crash populations could be target crashes for ICAV. The Task 2 report includes a review of past literature relating to the stop sign/signal violation crash problem and proposed countermeasures, as well as top-level system requirements and preliminary specifications for future deployment and FOT systems, and for a testbed system to be fabricated under this project. The ICAV system for stop-sign violations is conceived as consisting of four functional subsystems: positioning, in-vehicle sensors, computations (dynamic algorithm), and driver-vehicle interface. The signal-violation system requires these same four subsystems and, in addition, a communications link with the infrastructure (the traffic signal) to determine signal phase and timing. Using this functional system concept, the report outlines the fundamental performance requirements of the deployment system and identifies knowledge gaps in these performance requirements. KW - Countermeasures KW - Crash avoidance systems KW - Crash data KW - Driver vehicle interfaces KW - General Estimates System KW - Human factors KW - In vehicle sensors KW - Light vehicles KW - Literature reviews KW - Performance requirements KW - Red light running KW - Statistics KW - Stop signs KW - Subsystems KW - Traffic crashes KW - Traffic violations UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2004/809-716.pdf UR - https://trid.trb.org/view/702713 ER - TY - JOUR AN - 00975921 JO - Research Note PB - National Center for Statistics and Analysis AU - Levy, M AU - Compton, R AU - Dienstfrey, S AU - National Highway Traffic Safety Administration TI - PUBLIC PERCEPTIONS OF THE JULY 2003 "YOU DRINK & DRIVE. YOU LOSE." CRACKDOWN: TELEPHONE SURVEYS SHOW THE MEDIA CAMPAIGN REACHES TARGET AUDIENCE PY - 2004/05 SP - 8 p. AB - The National Highway Traffic Safety Administration Office of Research and Technology is evaluating the July 2003 impaired driving "You Drink and Drive. You Lose." crackdown (campaign). A key feature of the crackdown was the use of paid advertising to support and promote drivers' awareness of the enforcement campaign. National and State telephone surveys were conducted before and after the crackdown to measure driver awareness, perceptions of enforcement activity, and self-reported drinking and driving behavior change. This Research Note analyzes public perceptions of the crackdown to measure the effectiveness of the media component (both earned and paid media). KW - Advertising campaigns KW - Before and after studies KW - Behavior modification KW - Drunk driving KW - Mass media KW - Public opinion KW - Surveys KW - Telephone UR - http://www.nhtsa.dot.gov/people/injury/research/RN-public04/RN%20PublicPercep/images/Public_Perceptions.pdf UR - https://trid.trb.org/view/704162 ER - TY - RPRT AN - 00975798 AU - Hardie, K AU - Gamber, G AU - National Highway Traffic Safety Administration TI - DATA COLLECTION STUDY: DEATHS AND INJURIES RESULTING FROM CERTAIN NON-TRAFFIC AND NON-CRASH EVENTS PY - 2004/05 SP - 77 p. AB - This report presents results of a study to determine the extent of certain selected non-traffic or non-crash motor vehicle-related hazards, and the relative value of various sources for providing the National Highway Traffic Safety Administration (NHTSA) with information on those hazards. This investigation was conducted as a result of safety issues that have been raised concerning potential non-traffic and non-crash safety problems. The data in this report examines 1998 death certificates and other sources of information relating to the following four hazards: (1) Persons left in a vehicle's passenger compartment or who lock themselves in the trunk of a vehicle in hot weather; (2) Children strangled by a vehicle's power window or sunroof; (3) Persons killed or injured as a result of a vehicle backing up; and (4) Persons killed or injured as a result of vehicle-generated carbon monoxide. This report is based on 4,046 death certificates from 1998, received from 35 states and the District of Columbia, out of an identified sample of an estimated 5,500 cases. The cases were derived from the most recent National Center for Health Statistics death certificate data that was available when this study was conducted. National estimates were extrapolated from this sample based on a simple ratio of identified cases to cases for which death certificates were received. This study also examined a number of databases and other data sources, both within NHTSA and outside the agency, as well as peer reviewed research articles. KW - Backing (Driving) KW - Carbon monoxide KW - Data collection KW - Fatalities KW - Injuries KW - Motor vehicles KW - Power windows KW - Vehicle heat (Weather induced) UR - http://www.nhtsa.dot.gov/cars/problems/studies/NonTraffic-NonCrash/Images/noncrash.pdf UR - https://trid.trb.org/view/702582 ER - TY - RPRT AN - 00970407 AU - McCartt, A T AU - Northrup, V S AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - ENHANCED SANCTIONS FOR HIGHER BACS: EVALUATION OF MINNESOTA'S HIGH-BAC LAW PY - 2004/05 SP - 54 p. AB - Thirty-one states provide for enhanced sanctions for driving while intoxicated (DWI) offenders with "high" blood alcohol concentrations (BACs). States vary in terms of the high-BAC threshold (which ranges from .15 to .20), and the types, severity, and complexity of sanctions. On January 1, 1998, Minnesota implemented a law imposing enhanced mandatory minimum administrative and criminal sanctions on offenders with BACs > .20. The percentage of first offenders with BACs > .20 declined from 16.9% in 1998 to 15.5% in 2000; the percentage of high-BAC repeat offenders declined from 21.0% to 20.4%. The alcohol test refusal rate for first offenders declined from 12.7% in 1997 to 10.5% in 2000; the refusal rate for repeat offenders was about 22% before and after the law. After the law, high-BAC offenders received more severe case dispositions than lower-BAC offenders. In 1998, 85.6% of high-BAC first offenders received enhanced administrative and/or court sanctions; 65.0% received both an enhanced administrative and enhanced court disposition. The percentage of high-BAC first offenders receiving enhanced sanctions declined from 1998 (85.6%) to 1999 (77.6%) and 2000 (78.3%), but was consistently about 97% for repeat high-BAC offenders. Based on survival analysis involving first offenders arrested in 1998, the 1-year recidivism rate (controlling for age and gender) for high-BAC offenders was significantly lower than for offenders who refused the alcohol test and for a "comparison" offender group with BACs .17-.19, but was not significantly different than for offenders with BACs <.17. There were similar, but not significant, effects of alcohol test results on 2-year recidivism rates for 1998 first offenders and 1-year recidivism rates for 1999 first offenders. There were no significant effects of alcohol test results for repeat offenders arrested in either 1998 or 1999. KW - Alcohol test refusal KW - Blood alcohol levels KW - Drunk driving KW - First offenders KW - Minnesota KW - Recidivism KW - Repeat offenders KW - Sanctions UR - http://www.nhtsa.dot.gov/people/injury/research/EnhancedSanctions/ UR - http://ntl.bts.gov/lib/26000/26000/26045/607-EnhanSancMinn.pdf UR - https://trid.trb.org/view/696448 ER - TY - RPRT AN - 00975883 AU - Milberg, R AU - Hull, D AU - Bartsch, A AU - Shaw, A AU - Waring, G AU - Talarico, J AU - Congressional Budget Office TI - CONGRESSIONAL BUDGET OFFICE COST ESTIMATE: H.R. 3550, TRANSPORTATION EQUITY ACT: A LEGACY FOR USERS, AS PASSED BY THE HOUSE ON APRIL 2, 2004 PY - 2004/04/28 SP - 19 p. AB - The Congressional Budget Office (CBO) estimates that implementing H.R. 3550 would cost $164.5 billion over the 2004-2009 period, assuming appropriation action consistent with the act. In addition, CBO and the Joint Committee on Taxation (JCT) estimate that enacting H.R. 3550 would increase direct spending by $1.2 billion and increase revenues by $5.9 billion over the 2004-2014 period. (Over the 2004-2009 period, new direct spending would total $688 million and revenues would decrease by about $5 billion.) Most of the new direct spending would stem from providing payments in lieu of certain tax credits and increasing funding for the Emergency Relief program. H.R. 3550 would extend the authority for the surface transportation programs administered by the Federal Highway Administration (FHWA), the National Highway Traffic Safety Administration (NHTSA), the Federal Motor Carrier Safety Administration (FMCSA), and the Federal Transit Administration (FTA). For those programs, CBO estimates that the act would provide about $273 billion in contract authority (the authority to incur obligations in advance of appropriations) over the 2004-2009 period. H.R. 3550 also would authorize the appropriation of $8.9 billion for transit programs over the same period. Consistent with the Balanced Budget and Emergency Deficit Control Act, CBO assumes that the contract authority for the surface transportation programs would continue at the same rate provided immediately before the authority for the programs would expire in 2010. Hence, this estimate includes an additional $6.6 billion in contract authority in each year over the 2010-2014 period. The amounts of new spending on the highway, safety, and transit programs under the act would add to outlays expected from funding previously provided. In total, CBO estimates that discretionary outlays would sum to about $267 billion over the 2004-2009 period for the affected transportation programs. As a result, such discretionary spending for those programs would average about $44.5 billion a year over the 2004-2009 period. (By comparison, outlays for those programs totaled $38.3 billion in 2003.) H.R. 3550 would authorize the appropriation of $800 million for rail transportation programs over the 2005-2012 period and $88 million over the 2005-2007 period to improve the transportation of hazardous materials. The act also would authorize appropriations for the Emergency Relief program and for grants to the Alaska Railroad, authorize the Secretary of Transportation to provide grants for the deployment of Intelligent Transportation Systems (ITS), require the Department of Transportation (DOT) to have a new Deputy Assistant Secretary, direct the Secretary of Transportation to provide grants to the Work Zone Safety Information Clearinghouse, and require the government to complete several studies and regulations on transportation issues and other matters. CBO has reviewed all of the nontax provisions of H.R. 3550 for intergovernmental mandates as defined in the Unfunded Mandates Reform Act (UMRA). KW - Appropriations KW - Cost estimating KW - Expenditures KW - Hazardous materials KW - Highway safety KW - Highway transportation KW - Intelligent transportation systems KW - Public transit KW - Railroad transportation KW - Revenues KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - U.S. Federal Highway Administration KW - U.S. Federal Motor Carrier Safety Administration KW - U.S. Federal Transit Administration KW - U.S. National Highway Traffic Safety Administration KW - Work zone safety UR - https://trid.trb.org/view/702664 ER - TY - RPRT AN - 00975884 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-8 THROUGH -14 PY - 2004/04/21 SP - 11 p. AB - These safety recommendations, addressed to State and District of Columbia child care transportation oversight agencies (a distribution list is provided), are derived from the National Transportation Safety Board's investigation of an April 4, 2002, accident involving a child care van in Memphis, Tennessee, and are consistent with the evidence found and analysis performed. The Safety Board recommends that the State and District of Columbia child care transportation oversight agencies implement an oversight program for child care transportation that includes the following elements: Use of vehicles built to school bus standards or of multifunction school activity buses (H-04-8); A regular vehicle maintenance and inspection program (H-04-9); A requirement that occupants wear age-appropriate restraints at all times (H-04-10); A requirement that drivers receive a criminal background check and have a medical examination to determine fitness to drive (H-04-11); Preemployment, random, postaccident, and "for cause" drug testing for all child care transportation providers and the prohibition of anyone who tests positive for drugs from transporting children (H-04-12); Review by an oversight agency of periodic driver background checks, medical examinations, and drug test results (H-04-13); and A requirement that child care vehicles be labeled with the child care center's and oversight agency's names and phone numbers (H-04-14). KW - Child care centers KW - Child care transportation KW - Children KW - Crash investigation KW - Criminal histories KW - Design standards KW - Drivers KW - Drug tests KW - Inspection KW - Medical examinations and tests KW - Oversight KW - Oversight agencies KW - Ran off road crashes KW - Recommendations KW - Restraint systems KW - Small buses KW - Traffic crashes KW - Transportation safety KW - Vans KW - Vehicle maintenance KW - Vehicle marking KW - Vehicle safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H04_18_20.pdf UR - https://trid.trb.org/view/702665 ER - TY - RPRT AN - 00975882 AU - Milberg, R AU - Pickford, M AU - Reis, D AU - Hull, D AU - De Sa, J AU - Nowak, M AU - Bartsch, A AU - Shaw, A AU - Congressional Budget Office TI - CONGRESSIONAL BUDGET OFFICE COST ESTIMATE: S. 1072, SAFE, ACCOUNTABLE, FLEXIBLE, AND EFFICIENT TRANSPORTATION EQUITY ACT OF 2004, AS PASSED BY THE SENATE ON FEBRUARY 12, 2004 PY - 2004/04/08 SP - 20 p. AB - The Congressional Budget Office (CBO) estimates that implementing S. 1072 would cost $193.9 billion over the 2004-2009 period, assuming appropriation action consistent with the act. In addition, CBO and the Joint Committee on Taxation (JCT) estimate that enacting S. 1072 would increase direct spending by $2.6 billion and increase revenues by $45.5 billion over the 2004-2014 period. (Over the 2004-2009 period, new direct spending would total $1.5 billion and new revenues would total $18.2 billion.) Most of the new direct spending would stem from: (1) increased federal Medicaid costs for vaccine purchases; (2) direct funding for new efforts to combat tax evasion; and (3) payments in lieu of tax credits for certain producers of alcohol and biodiesel fuel mixtures. S. 1072 would extend the authority for the surface transportation programs administered by the Federal Highway Administration (FHWA), the National Highway Traffic Safety Administration (NHTSA), the Federal Motor Carrier Safety Administration (FMCSA), and the Federal Transit Administration (FTA). For those programs, CBO estimates the act would provide about $307.4 billion in contract authority (the authority to incur obligations in advance of appropriations) over the 2004-2009 period. S. 1072 also would authorize the appropriation of almost $12 billion for those programs over the same period. Consistent with the Balanced Budget and Emergency Deficit Control Act, CBO assumes that the contract authority for the surface transportation programs would continue at the same rate provided immediately before the authority for the programs would expire in 2010. Hence, this estimate includes an additional $18.8 billion in contract authority in each year over the 2010-2014 period. The amounts of new spending on the highway, safety, and transit programs under the act would add to outlays expected from funding previously provided. In total, CBO estimates that discretionary outlays would sum to about $280 billion over the 2004-2009 period for the affected transportation programs. As a result, such discretionary spending for those programs would average about $46.7 billion a year over the 2004-2009 period. (By comparison, outlays for those programs totaled $38.3 billion in 2003.) S. 1072 would authorize the appropriation of $13.6 billion for rail transportation programs, $146 million to improve the transportation of hazardous materials, and $1.8 billion for the enforcement of tax laws over the 2004-2009 period. The act also would require the government to conduct background checks on certain truck drivers, extend the authority of the Internal Revenue Service (IRS) to spend certain user fees, and require the government to complete several studies and regulations on transportation issues and other matters. KW - Appropriations KW - Cost estimating KW - Expenditures KW - Hazardous materials KW - Highway safety KW - Highway transportation KW - Law enforcement KW - Public transit KW - Railroad transportation KW - Revenues KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - U.S. Federal Highway Administration KW - U.S. Federal Motor Carrier Safety Administration KW - U.S. Federal Transit Administration KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/702663 ER - TY - RPRT AN - 01374458 AU - Ranney, Thomas AU - Watson, Ginger S AU - Mazzae, Elizabeth N AU - Papelis, Yiannis E AU - Ahmad, Omar AU - Wightman, Judith R AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Examination of the Distraction Effects of Wireless Phone Interfaces Using the National Advanced Driving Simulator - Preliminary Report on Freeway Pilot Study PY - 2004/04//Preliminary Report SP - 63p AB - The report provides a preliminary description of research currently underway to investigate the effects of wireless phone use on driving performance and behavior. The main objective of the research is to collect information useful in the assessment of 1) the distraction potential of wireless phone use while driving, and 2) the difference in distraction caused by the use of a hands-free wireless phone interface versus that associated with use of a hand-held interface. This research is being conducted by NHTSA using the National Advanced Driving Simulator (NADS) in collaboration with NADS staff. This preliminary report describes the development of a freeway driving scenario and associated driving and wireless phone tasks. Also provided is a brief description of the freeway pilot study and associated example data. Lessons learned during the process of developing the simulator scenario and experimental methods are outlined in hopes of benefiting other researchers involved in similar projects. Results of the main freeway experiment and details of the refined test protocol will be provided in a subsequent report. KW - Cellular telephones KW - Distraction KW - Drivers KW - National Advanced Driving Simulator KW - Wireless communication systems UR - https://trid.trb.org/view/1142075 ER - TY - RPRT AN - 01000746 AU - National Highway Traffic Safety Administration TI - Report to Congress on Guidance and Oversight of State Highway Safety Grant Programs PY - 2004/04 SP - 32p AB - In April 2003, the General Accountability Office (GAO) issued a report to Congress that raised concerns regarding the National Highway Traffic Safety Administration's (NHTSA's) "performance-based" approach to oversight of State highway safety programs. The report noted inconsistencies among the NHTSA Regional Offices in the level of guidance to States on how to expend their grant funds. In November 2003, the House and Senate Committees on Appropriations conferees, in their FY 2004 conference report (Report #108-401), directed NHTSA to (1) examine the agency's policies with regard to the State grant programs and submit a report to the House and Senate Committees on Appropriations (specific requirements are included) and (2) develop a clear policy on management review of State highway safety plans, including when a State improvement plan should be required, as proposed by the Senate. This report provides the requested information and policy under the following headings: the current guidance provided to States on how best to craft highway safety programs; the process for questioning planned state expenditures of Federal grant funds and examples of State use of Section 402 funds; and policy on management review of State highway safety plans. In conclusion, the report states that NHTSA is fully committed to implementing the guidance of the Congress and recommendations of the GAO regarding effective, uniform, and consistent oversight of State highway safety grant programs, and will continue its efforts to provide States with meaningful technical assistance; timely information and technology transfer; and data-driven, science-based countermeasure strategies to reduce highway crashes, injuries, and fatalities. KW - Grant aid KW - Guidelines KW - Highway safety KW - Management KW - Oversight KW - Policy KW - States KW - Strategic planning KW - Technical assistance KW - Technology transfer KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/756425 ER - TY - RPRT AN - 00985826 AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - FATALITY ANALYSIS REPORTING SYSTEM: FATAL CRASH DATA OVERVIEW PY - 2004/04 SP - 6 p. AB - This brochure addresses the following questions: What is the Fatality Analysis Reporting System (FARS)? How does FARS work? What data are included in FARS? What uses can be made of FARS data? What is the availability of FARS data? How is personal information in FARS data protected? KW - Brochures KW - Crash data KW - Data analysis KW - Data availability KW - Data protection KW - Fatalities KW - Fatality Analysis Reporting System UR - https://trid.trb.org/view/747985 ER - TY - RPRT AN - 00974293 AU - Couper, F J AU - Logan, B K AU - Washington State Patrol AU - National Highway Traffic Safety Administration TI - DRUGS AND HUMAN PERFORMANCE FACT SHEETS PY - 2004/04 SP - 100 p. AB - A panel of international experts on drug-impaired driving met in Seattle during August 2000 to review developments in the field of drugs and human performance over the last 10 years; to identify the specific effects that both illicit and prescription drugs have on driving; and to develop guidance for others when dealing with drug-impaired driving problems. Delegates represented the fields of psychopharmacology, behavioral psychology, drug chemistry, forensic toxicology, medicine, and law enforcement experts trained in the recognition of drug effects on drivers in the field. These Fact Sheets represent the conclusions of the panel and include the state of current scientific knowledge in the area of drugs and human performance for the 16 drugs selected for evaluation. The selected drugs include over-the-counter medications such as dextromethorphan and diphenhydramine; prescription medications such as carisoprodol, diazepam and zolpidem; and abused and/or illegal drugs such as cocaine, GHB, ketamine, LSD, marijuana, methadone, methamphetamine, MDMA, morphine, PCP and toluene. KW - Chemistry KW - Cocaine KW - Drugged drivers KW - Drugs KW - Forensic medicine KW - Law enforcement KW - Marijuana KW - Medication KW - Medicine KW - Meetings KW - Performance KW - Psychology KW - Toluene UR - http://www.nhtsa.dot.gov/people/injury/research/InspectionStations/images/Final%20ReportScreen.pdf UR - http://www.nhtsa.dot.gov/people/injury/research/job185drugs/drugs_web.pdf UR - http://ntl.bts.gov/lib/26000/26000/26092/164-DrugsandHumanPerf.pdf UR - https://trid.trb.org/view/698056 ER - TY - SER AN - 01007233 JO - Road Safety Research Report PB - Department for Transport, England TI - Driving and Medical Aspects of Excessive Daytime Sleepiness: A Consensus Workshop PY - 2004/03 IS - 45 SP - 80p AB - An expert workshop was held during July 2002 to consider the implications of the medical aspects of Excessive Daytime Sleepiness (EDA) to driving. This report is an account of the workshop and has been prepared in close consultation with all participants. It includes a collection of position papers that reflect participants' views prior to the workshop, as well as the group's views and recommendations at the end of the workshop and a list of proposed revisions to the relevant Driver and Vehicle Licensing Agency documentation. Points of discussion were (1) the contribution of medical causes of daytime sleepiness to accident involvement, (2) narcolepsy and other neurological causes of excessive daytime sleepiness, (3) sleep apnoea/hypopnoea syndrome, and (4) clinical responsibility and health education. KW - Diseases and medical conditions KW - Driver licensing KW - Driving KW - Education KW - Health KW - Medical ethics KW - Narcolepsy KW - Neurological disorders KW - Recommendations KW - Risk assessment KW - Sleep disorders KW - Traffic crashes KW - Workshops UR - https://trid.trb.org/view/763114 ER - TY - RPRT AN - 00985825 AU - Ticer, R L AU - National Highway Traffic Safety Administration TI - A COMPENDIUM OF LAW ENFORCEMENT OLDER DRIVER PROGRAMS PY - 2004/03 SP - 19 p. AB - This resource guide to older driver programs was developed to assist law enforcement agencies and serve as a clearinghouse for older driver programs in law enforcement. It was generated from interviews conducted in 2002-2003 with law enforcement agencies that responded to a National Highway Traffic Safety Administration (NHTSA) information request. Additional programs were identified through Internet searches and information sharing processes with professionals involved in older driver safety and research. In addition, this guide provides partnership information that addresses positive community policing methods as they relate to older driver safety. KW - Aged drivers KW - Law enforcement KW - Law enforcement and criminal justice personnel KW - Police departments KW - Safety programs UR - https://trid.trb.org/view/747984 ER - TY - RPRT AN - 00982082 AU - Lee, S E AU - Olsen, E C B AU - Wierwille, W W AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - A COMPREHENSIVE EXAMINATION OF NATURALISTIC LANE-CHANGES PY - 2004/03 SP - 232 p. AB - This research effort provided valuable insight into the nature and severity of lane changes in a naturalistic driving environment. Sixteen commuters who normally drove more than 25 miles (40 km) in each direction participated. The two research vehicles were a sedan and a sport utility vehicle; each participant drove each vehicle for ten days. Data gathering was automatic, and no experimenter was present in the vehicle. There were 8,667 lane changes observed over 23,949 miles of driving, making this the largest known data collection effort for the study of lane changes. Analysis of the full data set resulted in many interesting findings regarding the frequency, duration, urgency, and severity of lane changes in regard to maneuver type, direction, and other classification variables. A subset of the full data set (500 lane changes) was then analyzed in greater depth using the sensor data collected by the instrumented vehicle. The sampled lane changes were generally of the more severe and urgent types since these are the cases in which a lane change collision avoidance system (CAS) is likely to be of greatest help. Variables analyzed for the sampled lane changes included turn signal use, braking behavior, steering behavior, eye glance patterns, and forward and rearward area analysis. The concept of a safety envelope for lane changes was then developed using the forward and rearward area analyses. Finally, the data were used to provide recommendations for designers of a lane change CAS in terms of display location and activation criteria. Overall, the research described in this report provides insight into the behaviors and parameters associated with lane changes, while the naturalistic data archive has the potential to address other questions related to driving behavior. KW - Behavior KW - Braking KW - Crash avoidance systems KW - Data collection KW - Design KW - Drivers KW - Eye movements KW - Field studies KW - Instrument displays KW - Instrumented vehicles KW - Lane changing KW - Location KW - Recommendations KW - Steering KW - Turn signals UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2004/Lane%20Change%20Final.pdf UR - https://trid.trb.org/view/743236 ER - TY - RPRT AN - 00975915 AU - Decina, L E AU - Lococo, K H AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - MISUSE OF CHILD RESTRAINTS PY - 2004/03 SP - 61 p. AB - The purpose of this study was to obtain a measure of the current level of misuse of child restraint systems (CRSs) among the general public. The project focused specifically on forms of misuse that can be expected to raise the risk of injury. CRS use and critical misuse data were collected in the Fall of 2002 for 5,527 children weighing less than the driver-estimated weight of 80 lb in 4,126 vehicles in 6 States: Arizona, Florida, Mississippi, Missouri, Pennsylvania, and Washington. Results showed that 62.3% of these children were restrained in a CRS; 25.9% were restrained in a safety belt (SB); and 11.8% were unrestrained. By weight class, CRS use was 97.1% for children less than 20 lb; 86.4% for children 20 to 39 lb; 41.7% for children 40 to 59 lb; and 10.9% for children 60 to 79 lb. Overall critical CRS misuse was 72.6%. Most common critical misuses were loose harness straps securing the child to the CRS and loose vehicle SB attachment around the CRS. Other types of CRS misuses were also observed and recorded in the study. A positive relationship was found between drivers using SBs and children being restrained -- 91.7% of the children who were transported by belted drivers were restrained in either a CRS or a SB, compared to 62.3% of the children transported by unbelted drivers. Recommendations are provided for periodic monitoring of CRS misuse, research needs, and enforcement and education. KW - Arizona KW - Child restraint systems KW - Children KW - Data collection KW - Education KW - Florida KW - Law enforcement KW - Mississippi KW - Missouri KW - Monitoring KW - Pennsylvania KW - Recommendations KW - Research KW - Seat belts KW - Utilization KW - Washington (State) KW - Weight UR - http://www.nhtsa.dot.gov/people/injury/research/Misuse/images/misusescreen.pdf UR - http://ntl.bts.gov/lib/26000/26000/26046/741-MisuseofChildRestraints.pdf UR - https://trid.trb.org/view/702705 ER - TY - RPRT AN - 00975917 AU - Sayre, M R AU - White, L J AU - Brown, L H AU - National Highway Traffic Safety Administration TI - NATIONAL EMS RESEARCH AGENDA PY - 2004/03 SP - 56 p. AB - This document describes the history and current status of Emergency Medical Service (EMS) research. Impediments to the growth of scientific investigation in the field are identified, and strategies are suggested for improving the quality and quantity of EMS research with the goal of providing a scientific foundation upon which to base current and future prehospital care. A culture of EMS is described that has been slow to respond to, recognize, and utilize the potential that exists in technology and science today. The time for major advancement in the science and practice of EMS is here. EMS providers must be able to deliver state of the art care based on sound scientific knowledge. KW - Emergency medical services KW - History KW - Research KW - State of the art UR - https://trid.trb.org/view/702707 ER - TY - RPRT AN - 00975919 AU - National Highway Traffic Safety Administration TI - DRIVING WHEN YOU HAVE DIABETES PY - 2004/03 SP - 6 p. AB - This brochure addresses the following questions: How can having diabetes affect my driving? Can I still drive with diabetes? What can I do to ensure that I can drive safely with diabetes? What if I have to cut back or give up driving? Who can I call for help with transportation? Where do I find out more about diabetes? KW - Brochures KW - Diabetes KW - Diseases and medical conditions KW - Driving UR - http://www.nhtsa.dot.gov/people/injury/olddrive/Diabetes%20Web/ UR - https://trid.trb.org/view/702709 ER - TY - RPRT AN - 00975902 AU - National Highway Traffic Safety Administration TI - BUYING A SAFER CAR FOR CHILD PASSENGERS 2004 PY - 2004/03 SP - 44 p. 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. It also includes safety tips, guidelines from the Federal government, plus a "Family Car Checklist" to take along when shopping for a car. KW - Automobiles KW - Brochures KW - Children KW - Consumers KW - Guidelines KW - Purchasing KW - Vehicle design KW - Vehicle safety UR - http://www.safercar.gov/staticfiles/safercar/pdf/BASCCP2004CS.pdf UR - https://trid.trb.org/view/702694 ER - TY - RPRT AN - 00975920 AU - National Highway Traffic Safety Administration TI - DRIVING WHEN YOU HAVE PARKINSON'S DISEASE PY - 2004/03 SP - 6 p. AB - This brochure addresses the following questions: How can Parkinson's disease affect my driving? Can I still drive with Parkinson's disease? What can I do when Parkinson's disease affects my driving? What if I have to cut back or give up driving? Who can I call for help with transportation? Where do I find out more about Parkinson's disease? KW - Brochures KW - Diseases and medical conditions KW - Driving KW - Parkinson's disease UR - http://www.nhtsa.dot.gov/people/injury/olddrive/Parkinsons%20Web/ UR - https://trid.trb.org/view/702710 ER - TY - RPRT AN - 00975904 AU - National Highway Traffic Safety Administration TI - A GUIDE TO IMPLEMENTING CHILD PASSENGER SAFETY INSPECTION STATIONS PY - 2004/03 SP - 29 p. AB - Child passenger safety (CPS) inspection stations (also known as "fitting stations") are appearing in communities all across the United States. Although the concept of an inspection station for child safety seats is relatively new to this country, CPS professionals have been conducting such inspections for many years. This Guide is intended to: define a CPS inspection station; examine the need for permanent CPS inspection stations; address the importance of building community support; provide examples of successful CPS inspection stations; discuss the key elements of a CPS inspection station; and identify resources for implementing CPS inspection stations. KW - Child restraint systems KW - Child safety KW - Community support KW - Definitions KW - Financing KW - Guidelines KW - Implementation KW - Inspection stations KW - Needs assessment UR - http://www.nhtsa.dot.gov/people/injury/childps/CPSInspectionStation/ UR - https://trid.trb.org/view/702696 ER - TY - RPRT AN - 00975903 AU - National Highway Traffic Safety Administration TI - FATALITY ANALYSIS REPORTING SYSTEM, GENERAL ESTIMATES SYSTEM, 2002 DATA SUMMARY PY - 2004/03 SP - 28 p. AB - This pocket-size booklet contains selected data from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) for the year 2002. The 2002 FARS data file used for the statistics in this report was created in June 2003. The 2002 GES file used for the statistics in this report was completed in June 2003. KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injuries KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/702695 ER - TY - RPRT AN - 00975916 AU - Bullough, J D AU - Van Derlofske, J AU - Dee, P AU - Chen, J AU - Akashi, Y AU - Rensselaer Polytechnic Institute AU - National Highway Traffic Safety Administration TI - AN INVESTIGATION OF HEADLAMP GLARE: INTENSITY, SPECTRUM AND SIZE PY - 2004/03 SP - 57 p. AB - Headlamp glare is an issue that has grown in terms of public awareness over the past decade. Developments in light source technologies and optical design have resulted in headlamp systems with higher efficiency (and thus the ability to produce higher illuminances), as well as differing spectral power distributions and smaller sizes than conventional halogen headlamps. This report describes research to investigate and quantify the impact of glare illuminance, glare spectral power distribution, and glare source size on peripheral detection of small targets in the field. Peripheral visibility is an area that heretofore has not been extensively studied in the context of headlamp glare, although peripheral vision is important for driving. The impact of glare can be segregated into two areas: the reduction of visibility caused by scattered light in the eye (disability glare), and the sensations of discomfort caused by a glare source in the field of view (discomfort glare). These phenomena often, but do not necessarily always, occur simultaneously. With respect to disability glare, detection of peripheral targets worsened as the glare illuminance increased from 0.2 to 5 lx, as expected. Detection of high-reflectance targets (located 60 m ahead) was relatively unaffected by glare, however, except for targets very close to the glare source and targets furtherest from the line of sight. Neither the spectral power distribution (halogen, high intensity discharge or blue-filtered halogen) nor glare source size (from 9 to 77 sq cm in area) affected peripheral detection, once the glare illuminance was held constant. With respect to discomfort glare, higher glare illuminances elicited subjective ratings of greater discomfort and was the most important determinant of discomfort. Spectral power distribution also affected discomfort (even though it did not affect visual performance) with the high intensity discharge headlamps eliciting ratings of greater discomfort than the halogen and blue-filtered halogen headlamps, when the glare illuminance was held constant. Glare source size had no impact on ratings of discomfort. For the range of conditions used in the present study, conventional far-field photometry based on the photopic luminous efficiency function is appropriate in characterizing a glare source in terms of visual performance, but the photopic luminous efficiency function does not accurately characterize discomfort glare. KW - Comfort KW - Disability glare KW - Discomfort glare KW - Glare KW - Headlamps KW - Photometry KW - Spectral power distribution KW - Visibility UR - https://trid.trb.org/view/702706 ER - TY - RPRT AN - 00975918 AU - National Highway Traffic Safety Administration TI - DRIVING WHEN YOU HAVE HAD SEIZURES PY - 2004/03 SP - 6 p. AB - This brochure addresses the following questions: How can having a seizure affect my driving? Can I still drive if I have had seizures? How long will I have to wait before I can get my license back? I don't pass out or blank out during my seizures, so can I drive? What can I do when seizures affect my driving? What if I have to give up driving? Who can I call for help with transportation? Where do I find out more about seizures and their treatment? KW - Brochures KW - Diseases and medical conditions KW - Driving KW - Seizures UR - http://www.nhtsa.dot.gov/people/injury/olddrive/Seizures%20Web/ UR - https://trid.trb.org/view/702708 ER - TY - RPRT AN - 00975897 AU - Matteson, A AU - Shrank, M AU - Hershberger, D AU - Blower, D AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - BUSES INVOLVED IN FATAL ACCIDENTS CODEBOOK 2000 (VERSION MARCH 12, 2004) PY - 2004/03 SP - 121 p. AB - This report provides one-way frequencies for all vehicles in the University of Michigan Transportation Research Institute's file of Buses Involved in Fatal Accidents (BIFA), 2000. The 2000 BIFA file is a census of all buses involved in a fatal accident in the United States. The BIFA database provides coverage of buses recorded in the Fatality Analysis Reporting System (FARS) file. BIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the bus from the BIFA survey. KW - Bus crashes KW - Buses KW - Buses Involved in Fatal Accidents KW - Crash data KW - Databases KW - Fatalities KW - Fatality Analysis Reporting System KW - Surveys KW - Transit operating agencies KW - Vehicle occupants UR - https://trid.trb.org/view/702689 ER - TY - SER AN - 00975894 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MISUSE OF CHILD RESTRAINTS PY - 2004/03 IS - 290 SP - 2 p. AB - A study conducted for the National Highway Traffic Safety Administration (NHTSA) in the mid-1990s found that four-out-of-five child restraints were being used incorrectly. A recently completed NHTSA-sponsored study updates that research. The study focused on "critical misuses" of child restraint systems (CRSs). The study collected data on 5,527 children under 80 lb in 4,126 vehicles. Most children (62.3%) were restrained in a CRS, but one-in-four (25.9%) was using a safety belt and another 11.8% were completely unrestrained. Critical CRS misuse was observed for more than seven-in-ten CRSs (72.6%). Further statistics are reported in this Traffic Tech which summarizes the study findings. KW - Child restraint systems KW - Statistics KW - Surveys KW - Utilization 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=d8efda1d732bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2004&overrideViewName=Report UR - https://trid.trb.org/view/704159 ER - TY - SER AN - 00975896 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - AGGRESSIVE DRIVING ENFORCEMENT IN TWO DEMONSTRATION COMMUNITIES PY - 2004/03 IS - 292 SP - 2 p. AB - The National Highway Traffic Safety Administration defines aggressive driving as "the operation of a motor vehicle in a manner that endangers or is likely to endanger persons or property." An important distinction is that aggressive driving is a traffic violation, while road rage is a criminal offense. The Marion County Traffic Safety Partnership in Indianapolis, Indiana, and the Tucson Arizona Police Department received grants to support special enforcement and public information and education to reduce aggressive driving in specially designated enforcement zones. This Traffic Tech briefly summarizes the findings of these two demonstration projects. KW - Aggression KW - Demonstration projects KW - Drivers KW - Indianapolis (Indiana) KW - Public information programs KW - Traffic law enforcement KW - Traffic safety education KW - Traffic violations KW - Tucson (Arizona) UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.d5b3205929db510baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=4e837fee9f1bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=1A&trafficTechYearSelect=2004&overrideViewName=Report UR - https://trid.trb.org/view/704161 ER - TY - RPRT AN - 00975901 AU - National Highway Traffic Safety Administration TI - SUMMARY OF VEHICLE OCCUPANT PROTECTION LAWS, SIXTH EDITION, CURRENT AS OF JANUARY 1, 2003 PY - 2004/03 SP - 191 p. AB - This publication reports the status of State statutes that concern occupant protection (for highway-use vehicles). Such laws require 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 pick-up truck. Except as noted, the status of the State laws reported is as of January 1, 2003. This publication is divided into three areas: (1) Introduction; (2) Summary Table; and (3) a State by State Analysis. The State by State Analysis is organized by jurisdiction and then by specific legal topics. The State by State Analysis includes code and, where needed, case law citations; these will aid 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 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 - https://trid.trb.org/view/702693 ER - TY - RPRT AN - 00975900 AU - National Highway Traffic Safety Administration TI - DIGEST OF STATE ALCOHOL-HIGHWAY SAFETY RELATED LEGISLATION, TWENTY-FIRST EDITION, CURRENT AS OF JANUARY 1, 2003 PY - 2004/03 SP - 565 p. AB - This Digest reports the status of State laws that are concerned with drunk/impaired driving offenses and alcoholic beverage control. Unless otherwise indicated, the status of the laws reported is as of January 1, 2003. The Digest is divided into three areas: (1) Introduction; (2) Summary Tables: Summary Table 1 - Implied Consent, Alcohol Levels, et al., and Summary Table 2 - Mandatory Sanctions; and (3) State Law Summary. The Summary is organized by State and then by specific legal topics. The Summary includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. It should be noted that the Summary can be used to facilitate the comparison of State laws in the subject areas. KW - Alcoholic beverages KW - Blood alcohol levels KW - Drunk driving KW - Implied consent laws KW - Sanctions KW - State laws UR - https://trid.trb.org/view/702692 ER - TY - SER AN - 00975895 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - SAFETY BELT ATTITUDES AMONG RURAL PICKUP TRUCK DRIVERS PY - 2004/03 IS - 291 SP - 2 p. AB - Occupants of pickup trucks consistently have lower safety belt usage rates than occupants of automobiles, vans, and sport utility vehicles. The Center for Applied Research conducted eight focus groups with younger and older male pickup truck drivers who live and work in the rural areas of four different states. Three of the states (Georgia, Michigan, and Texas) have primary safety belt laws and one state (Montana) has a secondary belt law. This Traffic Tech briefly reports on the reasons given for not wearing safety belts, the reasons given for wearing safety belts, and the topics that education efforts and campaigns should address. KW - Focus groups KW - Georgia KW - Michigan KW - Montana KW - Pickup trucks KW - Rural areas KW - Safety campaigns KW - Seat belts KW - Texas KW - Traffic safety education KW - Truck drivers KW - Utilization UR - http://www.buckleupinyourtruck.com/RAK/Data/Belt%20Attitudes%20Rural%20Pickup%20Drivers.pdf UR - https://trid.trb.org/view/704160 ER - TY - RPRT AN - 00974965 AU - Stuster, J AU - Anacapa Sciences, Incorporated AU - National Highway Traffic Safety Administration TI - AGGRESSIVE DRIVING ENFORCEMENT: EVALUATIONS OF TWO DEMONSTRATION PROGRAMS PY - 2004/03 SP - 55 p. AB - This report presents the results of a study conducted to assess the effects of two programs that were implemented to reduce the incidence of aggressive driving. The programs were conducted by the Marion County Traffic Safety Partnership (a consortium of agencies in the vicinity of Indianapolis, Indiana) and the Tucson, Arizona, Police Department. The programs each received grants of $200,000 from the National Highway Traffic Safety Administration (NHTSA) to support the special enforcement and public information and education (PI&E) components. Program managers were required, as conditions of the grant, to 1) focus their enforcement efforts on key aggressive driving infractions in carefully-selected zones within their communities; 2) develop and implement PI&E campaigns to publicize the special enforcement efforts; and 3) provide the data and other information necessary to prepare this evaluation. The programs shared additional features, but program managers were encouraged to consider innovative approaches to both special enforcement and publicity. Samples of vehicle speed, collected unobtrusively in the special enforcement zones, and crash incidence served as the primary measures of program effect. Average speeds declined slightly in Marion County and at a greater rate in Tucson. The total number of crashes in the Marion County special enforcement zones increased by 32%, compared to the same six-month period one year earlier; the number of those crashes with primary collision factors (PCFs) associated with aggressive driving increased by 41%. That is, the total number of crashes increased, but the crashes with aggressive driving PCFs increased at a greater rate. The change in proportion of crashes with the target PCFs provides a better measure than crash frequency because it eliminates the effects of changes in traffic volume and other factors that might have contributed to the overall increase in crash incidence. In this regard, the Marion County zones experienced a 6% increase in the proportion of all crashes with aggressive driving PCFs, despite the extensive publicity and special enforcement efforts. The number of crashes in Tucson's special enforcement zones increased by 10%, but the number of crashes with aggressive driving PCFs increased by less than 1%. More important, the proportion of all crashes with target PCFs decreased by 8%. That is, crash incidence increased overall in Tucson's zones, but the proportion of those crashes with aggressive driving PCFs declined. Study results suggest that limited resources might be better spent on officer labor than on publicity, and that focusing enforcement responsibility on a small team assigned full-time to the special enforcement patrols might be more effective than sharing the responsibility among a large number of officers as occasional overtime duty. KW - Aggression KW - Average travel speed KW - Demonstration projects KW - Drivers KW - Education KW - Indianapolis (Indiana) KW - Public information programs KW - Publicity KW - Road rage KW - Traffic crashes KW - Traffic law enforcement KW - Tucson (Arizona) UR - http://www.nhtsa.dot.gov/people/injury/research/AggDrivingEnf/images/AggresDrvngEnforce-5.0.pdf UR - http://ntl.bts.gov/lib/24000/24600/24654/AggresDrvngEnforce-5.0.pdf UR - http://ntl.bts.gov/lib/26000/26000/26048/DOT-HS-809-707.pdf UR - https://trid.trb.org/view/698297 ER - TY - RPRT AN - 00970408 AU - Solomon, M G AU - Chaudhary, N K AU - Cosgrove, L A AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - MAY 2003 CLICK IT OR TICKET SAFETY BELT MOBILIZATION EVALUATION PY - 2004/03 SP - 60 p. AB - Click It or Ticket (CIOT) is an intense, short duration, safety belt paid advertising and high visibility enforcement program. The CIOT May 2003 Mobilization involved nearly 25 million dollars of purchased media. Law enforcement agencies in 44 of 45 states reported issuing more than 500,000 belt use citations during a two-week period beginning on May 19th and ending on June 1st. June 2003 observations as compared with 2002 indicated increased belt use among front seat occupants of passenger vehicles in 40 states and the District of Columbia. The National Occupant Protection Use Survey (NOPUS) recorded the national usage rate at 79%, a 4 percentage point increase over 2002. National telephone surveys conducted just before and 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 are writing more tickets. It was concluded that a highly publicized national program of belt use enforcement can increase the number of people who buckle up. KW - Advertising campaigns KW - Before and after studies KW - National Occupant Protection Use Survey KW - Seat belts KW - Surveys KW - Traffic citations KW - Traffic law enforcement KW - Utilization UR - http://www.nhtsa.dot.gov/people/injury/airbags/clickit_ticke03/ciot-report04/CIOT%20May%202003/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26047/465-May2003CIOTEval.pdf UR - https://trid.trb.org/view/696449 ER - TY - RPRT AN - 00968296 AU - National Highway Traffic Safety Administration TI - TRAUMA SYSTEM: AGENDA FOR THE FUTURE PY - 2004/03 SP - 51 p. AB - Responding to a growing trauma problem and ever increasing trauma care challenges, stakeholders including the American Trauma Society, the National Highway Traffic Safety Administration, Health Resources and Services Administration, the American College of Surgeons, the American College of Emergency Physicians, Society of Trauma Nurses, the National Association of State EMS Directors, the National Association of EMS Physicians, among others, developed an action plan for the nation and all persons and organizations involved in trauma care. The plan addresses the prevention of trauma and improvement of care of injuries resulting from both day-to-day emergencies and disasters. This report presents a Trauma System Agenda for the Future, reflecting the synergism of ideas generated from literally hundreds of professionals and based on decades of experience. These professionals believe this is the appropriate time to launch a new initiative, attacking trauma on all fronts to make a difference to our country and to each victim or potential victim. KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency medical services KW - Fatalities KW - Injuries KW - Medical treatment KW - Prevention KW - Safety programs UR - http://www.nhtsa.dot.gov/people/injury/ems/emstraumasystem03/index.htm UR - https://trid.trb.org/view/679135 ER - TY - RPRT AN - 00968276 AU - Lacey, J H AU - Wiliszowski, C H AU - Jones, R K AU - Mid-America Research Institute, Incorporated AU - National Highway Traffic Safety Administration TI - AN IMPACT EVALUATION OF UNDERAGE DRINKING PREVENTION PROJECTS PY - 2004/03 SP - 32 p. AB - This report presents the results of an impact evaluation of four community-based underage drinking prevention projects stimulated by technical assistance coordinated by the National Association of Governor's Highway Safety Representatives (now called the Governors Highway Safety Association) with funding provided by the National Highway Traffic Safety Administration. The four programs which were studied were located in: Chesterfield County, Virginia; Omaha, Nebraska; Salt Lake County, Utah; and Travis County, Texas. The impact evaluation focused on the effect of the programs on proxy measures of alcohol-related crashes among youth. KW - Adolescents KW - Alcohol use KW - Community action programs KW - Drunk drivers KW - Nebraska KW - Prevention KW - Safety programs KW - Teenage drivers KW - Texas KW - Traffic crashes KW - Traffic safety KW - Underage drinking KW - Utah KW - Virginia UR - http://www.nhtsa.dot.gov/people/injury/drowsy_driving1/speed_volII_finding/SpeedVolumeIIFindingsFinal.pdf UR - http://www.nhtsa.dot.gov/people/injury/research/UnderageDrinkingPrevent/images/ImpactEval_UnderageDrinking.PDF UR - http://ntl.bts.gov/lib/26000/26000/26091/DOT-HS-809-670.pdf UR - https://trid.trb.org/view/679074 ER - TY - RPRT AN - 00975868 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-05 PY - 2004/02/23 SP - 3 p. AB - This safety recommendation, addressed to Mr. Rob Dahlquist, Fire Chief, Omaha Fire Department, addresses school bus extrication training. This recommendation results from the investigation of a bus accident in a work zone that resulted in four fatalities and injuries to the bus driver and remaining passengers ranging from serious to minor. The National Transportation Safety Board recommends that the Omaha Fire Department provide emergency responders with school bus extrication training. KW - Bus crashes KW - Crash investigation KW - Emergency extrication KW - Emergency training KW - Fire departments KW - Recommendations KW - School buses KW - Work zones UR - https://trid.trb.org/view/702649 ER - TY - RPRT AN - 00975869 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-06 PY - 2004/02/23 SP - 3 p. AB - This safety recommendation, addressed to Mr. Charlie Gauthier, Executive Director, National Association of State Directors of Pupil Transportation Services, addresses pretrip briefings and emergency evacuation training. This recommendation results from the investigation of a bus accident in a work zone that resulted in four fatalities and injuries to the bus driver and remaining passengers ranging from serious to minor. The National Transportation Safety Board recommends that the National Association of State Directors of Pupil Transportation Services prepare a report that can be used by the State Directors to influence their States to require pretrip briefings before school-related activity trips on school buses or school-chartered buses and subsequently assist the States in developing criteria for such briefings, to include training all students regarding the location and use of emergency exits. KW - Bus crashes KW - Crash investigation KW - Emergency exits KW - Evacuation KW - National Assoc of State Directors of Pupil Transportation KW - Pretrip briefings KW - Recommendations KW - School buses KW - School trips KW - Students KW - Training KW - Work zones UR - https://trid.trb.org/view/702650 ER - TY - RPRT AN - 00975866 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-01 THROUGH -03 PY - 2004/02/23 SP - 5 p. AB - This safety recommendation, addressed to the Honorable Mary E. Peters, Administrator, Federal Highway Administration, recommends that the Federal Highway Administration: Incorporate into the "Manual on Uniform Traffic Control Devices" the stricter criteria on work zone safety and management contained in the "Federal-Aid Policy Guide, 23 Code of Federal Regulations 630J, Subchapter G-Engineering and Traffic Operations, Part 630-Preconstruction Procedures, Subpart J-Traffic Safety in Highway and Street Work Zones," to include continuously monitoring traffic accident experience in work zones to detect and correct safety deficiencies existing in individual projects. Further, the traffic accident reports necessary to accomplish this should be obtained monthly, directly from local traffic law enforcement agencies (H-04-01); Require divisional offices to participate in the States' work zone safety inspections and diligently monitor and evaluate the results of those inspections in conformance with the "Federal-Aid Policy Guide, 23 Code of Federal Regulations 630J, Subchapter G-Engineering and Traffic Operations, Part 630-Preconstruction Procedures, Subpart J-Traffic Safety in Highway and Street Work Zones" (H-04-02); and Include in the "Manual on Uniform Traffic Control Devices" a requirement that, for roadways under construction, traffic safety features (such as barrier systems) be maintained at an equivalent or better level than existed prior to construction (H-04-03). These recommendations result from the investigation of a bus accident in a work zone that resulted in four fatalities and injuries to the bus driver and remaining passengers ranging from serious to minor. KW - Bus crashes KW - Crash investigation KW - Improvements KW - Inspection KW - Manual on Uniform Traffic Control Devices KW - Monitoring KW - Recommendations KW - Safety management KW - Traffic safety KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/702647 ER - TY - RPRT AN - 00975867 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-04 PY - 2004/02/23 SP - 4 p. AB - This safety recommendation, addressed to Mr. John L. Craig, Director, Nebraska Department of Roads, addresses work zone safety and management. This recommendation results from the investigation of a bus accident in a work zone that resulted in four fatalities and injuries to the bus driver and remaining passengers ranging from serious to minor. The National Transportation Safety Board recommends that the Nebraska Department of Roads initiate a program to obtain work zone traffic accident reports from law enforcement agencies monthly and analyze these data to aid in identifying and eliminating hazards as they develop. KW - Bus crashes KW - Crash investigation KW - Crash reports KW - Hazard analysis KW - Nebraska Department of Roads KW - Recommendations KW - Reviews KW - Safety management KW - State departments of transportation KW - Work zone safety KW - Work zone traffic control UR - https://trid.trb.org/view/702648 ER - TY - RPRT AN - 00975870 AU - Conners, E E AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-04-07 PY - 2004/02/23 SP - 2 p. AB - This safety recommendation, addressed to Mr. John O'Leary, President, Thomas Built Buses, Inc., addresses luggage racks in school buses potentially blocking emergency signage. This recommendation results from the investigation of a bus accident in a work zone that resulted in four fatalities and injuries to the bus driver and remaining passengers ranging from serious to minor. The National Transportation Safety Board recommends that Thomas Built Buses, Inc., ensure that all emergency signage is visible in school buses equipped with overhead luggage racks. KW - Bus crashes KW - Crash investigation KW - Emergency exits KW - Recommendations KW - School buses KW - Signs KW - Thomas Built Buses, Incorporated KW - Vehicle safety KW - Visibility KW - Work zones UR - https://trid.trb.org/view/702651 ER - TY - RPRT AN - 01000754 AU - National Highway Traffic Safety Administration TI - Report to Congress: Child Restraint Systems: Transportation Recall Enhancement, Accountability, and Documentation Act PY - 2004/02 SP - 34p AB - On November 1, 2000, Congress enacted the Transportation Recall Enhancement, Accountability, and Documentation (TREAD) Act, which, in part, requires the Secretary of Transportation to "initiate a rulemaking for the purpose of improving the safety of child restraints, including minimizing head injuries from side impact collisions." Section 14(b) of the Act identifies specific elements that the Secretary must consider. The Act gives substantial discretion over the decision whether to issue a final rule on the specific elements. Section 14(c) of the Act specifies that if any element described in Section 14(b) is not incorporated in a final rule, the Secretary shall explain in a report to Congress the reasons for not incorporating the element in a final rule. In response, the National Highway Traffic Safety Administration (NHTSA) published a Notice of Proposed Rulemaking (NPRM) on May 1, 2002, proposing a number of revisions to the Federal Motor Vehicle Safety Standard (FMVSS) No. 213, "Child restraint systems," including proposals for incorporating improved test dummies and updated procedures used to test child restraints, new or revised injury criteria to assess the dynamic performance of child restraints, and extension of the standard to apply it to child restraints recommended for use by children weighing up to 65 pounds. After (1) reviewing the public comments received in response to the NPRM, and (2) evaluating subsequent tests performed by the agency and others in response to the specific proposals outlined in the NPRM, NHTSA published a final rule that incorporates most--but not all--of the NPRM proposals. The agency (1) adopted a number of revisions to the standard seat assembly used to test child restraints to make it more representative of the existing vehicle fleet and similar to that used in the European child restraint standard, (2) adopted a sled pulse corridor to be used in dynamic tests, (3) incorporated the newest child dummies into FMVSS No. 213 compliance tests, (4) extended the upper weight limit of the standard's applicability from 50 to 65 pounds, and (5) slightly modified the measurement time period for the calculation of Head Injury Criterion (HIC) in FMVSS No. 213 testing. Based on the available testing and information, however, the agency decided that it was not prudent to amend the standard in each of the areas identified in Section 14(b) of the Act. There were a number of areas of uncertainty regarding the performance of child restraints in side impact crashes. The agency developed a research program to evaluate side impact protection of children restrained in child safety seats. Following initial testing, NHTSA will reassess whether there is sufficient data to proceed with a NPRM. The agency is in the process of evaluating a 10-year-old dummy and thus is unable, at this time, to extend the upper weight limit of the standard to 80 pounds as recommended in the Act. Lastly, the agency concluded that it is not appropriate to adopt the scaled injury criteria limits that have been adopted for use in FMVSS No. 208 compliance tests into FMVSS No. 213 tests at this time. In accordance with Section 14(c) of the Act, this report outlines the agency's reasons for not fully adopting the recommendations specified in the Act. KW - Child restraint systems KW - Dummies KW - Federal Motor Vehicle Safety Standards KW - Head KW - Head injuries KW - Impact tests KW - Improvements KW - Injuries KW - Revisions KW - Rulemaking KW - Side crashes KW - TREAD Act of 2000 UR - https://trid.trb.org/view/756427 ER - TY - RPRT AN - 00975881 AU - Vivoda, J M AU - Eby, D W AU - Spradlin, H K AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - AN EVALUATION OF THE "BUCKLE UP OR PAY UP: CLICK IT OR TICKET" NOVEMBER SAFETY BELT MOBILIZATION PY - 2004/02 SP - 55 p. AB - The study reports the results of an evaluation of the "Buckle Up or Pay Up: Click It or Ticket" mobilization campaign in Michigan centered around Thanksgiving, 2003. the study consisted of two survey waves: one "mini" survey conducted as a baseline before the campaign, and one full statewide survey conducted after the campaign ended, to assess its effects. Both survey waves were conducted statewide on front-outboard occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks). Belt use was estimated for all commercial/noncommercial vehicle types combined (the statewide safety belt use rate) for each survey wave. Additional analyses were conducted on the full statewide survey (post) because of the larger sample size. Statewide safety belt use was approximately 84% prior to the mobilization campaign and this rate did not significantly change during the campaign. Comparison of the rates between the baseline and post surveys showed that belt use also remained the same within strata and seating positions. The additional analyses conducted on the post survey revealed the usual low belt use groups that have been observed in the past: pickup truck occupants, males, and young motorists. The study results suggest that safety belt campaigns conducted in Michigan should continue to focus on these traditional low belt use groups. The lack of belt use change during the campaign suggests that perhaps a message more tailored to the target groups or additional enforcement in the target areas should be implemented in the future. KW - Age KW - Automobiles KW - Before and after studies KW - Gender KW - Michigan KW - Pickup trucks KW - Safety campaigns KW - Seat belts KW - Sport utility vehicles KW - Surveys KW - Utilization KW - Vans UR - https://trid.trb.org/view/702662 ER - TY - RPRT AN - 00975876 AU - Blower, D AU - Matteson, A AU - Shrank, M AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - MOTOR CARRIER TYPE AND FACTORS ASSOCIATED WITH FATAL BUS CRASHES PY - 2004/01 SP - 17 p. AB - In 2000, the Federal Motor Carrier Safety Administration's (FMCSA's) regulatory responsibilities were extended to buses with seating for nine or more occupants, including the driver, transported for compensation. FMCSA has also begun supporting data collection on buses involved in fatal crashes, to enhance information on the buses involved and the motor carriers that operate them. In response, the Transportation Safety Analysis Division at the University of Michigan Transportation Research Institute (UMTRI) initiated the Buses Involved in Fatal Accidents (BIFA) project to collect much more detailed information about buses involved in fatal crashes. The present study focuses on factors associated with fatal bus crashes involving different bus operator types. Five different carrier types are identified: School, transit, intercity, charter/tour, and "other" bus operators. There are substantial differences between these carrier types that are reflected in many aspects of the crashes they are involved in, including when and where the crashes occur, who is injured in them, the configuration of the crash, the previous driving record of the bus drivers, and the frequency of driving errors related to the crash. KW - Bus crashes KW - Charter operations KW - Crash data KW - Data collection KW - Fatalities KW - Intercity bus lines KW - Motor carriers KW - School buses KW - Tour buses KW - Transit buses UR - https://trid.trb.org/view/702657 ER - TY - RPRT AN - 00970435 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 2002: A COMPILATION OF MOTOR VEHICLE CRASH DATA FROM THE FATALITY ANALYSIS REPORTING SYSTEM AND THE GENERAL ESTIMATES SYSTEM PY - 2004/01 SP - 216 p. 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 2002) and GES (1988 through 2002). The remaining chapters present data only from 2002. 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 - Glossaries 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 - Trend (Statistics) KW - United States KW - Vehicles UR - https://trid.trb.org/view/696473 ER - TY - RPRT AN - 00970426 AU - Shulman, M AU - Deering, R K AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - SECOND ANNUAL REPORT OF THE CRASH AVOIDANCE METRICS PARTNERSHIP, APRIL 2002-MARCH 2003 PY - 2004/01 SP - 46 p. AB - The Crash Avoidance Metrics Partnership (CAMP) was formed by Ford and General Motors in 1995 to accelerate the implementation of crash avoidance countermeasures in passenger vehicles to improve traffic safety. The CAMP Light Vehicle Enabling Research Program brings together BMW, DaimlerChrysler, Ford, General Motors, Navigation Technologies, Nissan, Toyota and Volkswagen in four cooperative research projects with the National Highway Traffic Safety Administration (NHTSA) to advance the safety research objectives of the U.S. Department of Transportation's Intelligent Vehicle Initiative. This report describes the progress made in the second year of this three-year cooperative research program. Progress in the four projects (Forward Crash Warning Requirements, Driver Workload Metrics, Enhanced Digital Maps for Safety, and Vehicle Safety Communications) is described in this report. The first project continued development of human factors for a Forward Collision Warning system. The second project completed development of test vehicles and facilities and pilot testing. The third project continued map data collection and application vehicle development. The fourth project completed a literature review and identified vehicle safety applications enabled by DSRC (Dedicated Short Range Communications). KW - Annual reports KW - Crash Avoidance Metrics Partnership KW - Crash avoidance systems KW - Dedicated short range communications KW - Digital maps KW - Distraction KW - Human factors KW - Literature reviews KW - Partnerships KW - Rear end crashes KW - Research projects KW - Test facilities KW - Test vehicles KW - Traffic safety KW - Vehicle safety KW - Workload UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-12/CampII.pdf UR - https://trid.trb.org/view/696466 ER - TY - RPRT AN - 01374456 AU - Mazzae, Elizabeth N AU - Ranney, Thomas A AU - Watson, Ginger S AU - Wightman, Judith A AU - National Highway Traffic Safety Administration TI - Hand-Held or Hands-Free? The Effects of Wireless Phone Interface Type on Phone Task Performance and Driver Preference PY - 2004 SP - 5p AB - The number of wireless phone subscribers in the U.S. is constantly growing. Studies have shown that use of wireless phones while driving contributes to crashes. Efforts to pass legislation allowing only hands-free wireless phone use while driving are widespread and based on the assumption that a hands-free interface is safer than a hand-held one. The National Highway Traffic Safety Administration conducted a driving simulator study to examine the effects of phone interface type on driving performance and drivers’ ability to perform phone tasks. Participants’ phone interface preferences were also recorded. Fifty-four participants drove a simulated freeway route with each of three phone interfaces: hand-held, headset handsfree (voice dialing and headset), and voice dialing hands-free (voice dialing with cradle-mounted speaker phone). Although post-drive questionnaire results show that participants rated the hand-held interface to be most difficult to use, this interface was associated with the fewest dialing errors and significantly faster dialing times than the two hands-free interfaces. Drivers answered the phone more quickly when using the voice dialing hands-free phone interface than when using the hand-held or headset hands-free interfaces. Younger drivers answered the phone significantly more quickly than the older drivers. Hang up times were significantly faster in the voice dialing hands-free condition and were slowest in the headset hands-free condition. Conversation task performance did not differ as a function of phone interface. Thus, although drivers considered them easier to use than hand-held phone interfaces, hands-free interfaces were more time-consuming to interact with while driving. Further analyses of these data will investigate how other aspects of phone task performance are related to eye glance behavior and driving performance. KW - Cellular telephones KW - Distraction KW - Driver vehicle interfaces KW - Drivers KW - Highway safety UR - http://www.nhtsa.gov/search?q=wireless+phone&x=26&y=2 UR - https://trid.trb.org/view/1142062 ER - TY - RPRT AN - 01135322 AU - Nelson-Taullie, L 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 Michigan, October 11-15, 2004 PY - 2004 SP - 5p AB - In mid-2004 the Office of Highway Safety Planning (OHSP) of the Michigan State Police (MSP) requested that NHTSA facilitate a traffic records assessment. NHTSA proceeded to assemble a team of traffic records professionals representing the various disciplines involved in a state traffic records system. Concurrently the OHSP 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, roadway, enforcement and adjudication, and EMS and Trauma data systems) conducted the assessment October 11 to 15, 2004. The scope of this traffic records assessment included all of the data systems comprising a traffic records system. The purpose of this assessment is to determine whether Michigan’s traffic records system is capable of supporting management’s 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 the attributes of various traffic records system components and the support needed for Michigan’s management of its highway safety programs. KW - Countermeasures KW - Crash records KW - Crash reports KW - Evaluation and assessment KW - Highway operations KW - Michigan KW - Safety audits KW - Traffic data KW - Traffic safety UR - https://trid.trb.org/view/894629 ER - TY - RPRT AN - 01135257 AU - Holestine, L C AU - Nelson-Taullie, L AU - Spell, L A AU - Wright, C AU - Zogby, J J AU - National Highway Traffic Safety Administration TI - Traffic Records Assessment: State of Montana, April 19-23, 2004 PY - 2004 SP - 74p AB - In early 2004 the Montana State Highway Traffic Safety Office (SHTSO) requested that NHTSA facilitate a traffic records assessment. NHTSA proceeded to assemble a team of traffic records professionals representing the various disciplines involved in a state traffic records system. Concurrently the SHTSO 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 EMS/Trauma data systems) conducted the assessment April 19 to 23, 2004. The scope of this traffic records assessment covered all of the data systems comprising a traffic records system. The purpose was to determine whether Montanas 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. One of the questions to be answered was, Does Montanas traffic records system support the Montana State Highway Traffic Safety Office in its leadership role for highway safety in the State of Montana. To its credit, the SHTSO is recognized as the primary source for safety data, and it does a commendable job of providing users with whatever it has available. Unfortunately, much of the data accessible to SHTSO is limited to crash records information; data from other systems is largely unavailable except in summary form. However, the SHTSO requires data from all of the data systems, individually and collectively, to prepare its annual Highway Safety Plan, to justify the expenditure of federal grant funds, to approve applications for projects, to respond to the publics need for answers to safety issues, to monitor the States safety trends, and to support new highway safety legislative measures. The team found that the State of Montana's traffic records data systems currently are not operating at a level of effectiveness necessary to fully support the States highway safety community in general and the State Highway Traffic Safety Office in particular. KW - Countermeasures KW - Crash records KW - Crash reports KW - Evaluation and assessment KW - Highway operations KW - Montana KW - Safety audits KW - Traffic data KW - Traffic safety UR - https://trid.trb.org/view/894633 ER - TY - RPRT AN - 01135232 AU - National Highway Traffic Safety Administration TI - General Estimates System Coding and Editing Manual, 2004 PY - 2004 SP - 503p 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/GES04.PDF UR - https://trid.trb.org/view/894533 ER - TY - RPRT AN - 01000753 AU - Arizona Department of Transportation TI - 2003 Motor Vehicle Crash Facts for the State of Arizona PY - 2004 SP - 64p AB - This publication is an annual statistical review of the motor vehicle crashes in the state of Arizona for calendar year 2003. The data are compiled from Arizona Traffic Accident Reports submitted to the Arizona Department of Transportation by state, county, city, tribal, and other law enforcement agencies. The following sections are included: (1) Highlights and Historical Trends; (2) Geographic Location; (3) Crash Descriptions; (4) Safety Devices; (5) Motor Vehicle and Driver Characteristics; (6) Alcohol-Related Crashes; (7) Pedestrian and Pedalcyclists; (8) Motorcycle Crashes; and (9) School Bus Crashes. KW - Arizona KW - Bicycle crashes KW - Crash characteristics KW - Crash data KW - Crash locations KW - Drivers KW - Drunk driving KW - Fatalities KW - Injuries KW - Motor vehicles KW - Motorcycle crashes KW - Occupant protection devices KW - Pedestrian-vehicle crashes KW - School buses KW - Statistics KW - Traffic crashes KW - Trend (Statistics) UR - http://www.azdot.gov/docs/mvd-services/2003-crash-facts.pdf UR - https://trid.trb.org/view/756361 ER - TY - RPRT AN - 00985780 AU - Belzowski, Bruce M AU - Flynn, Michael S AU - Edwards, M AU - Ban, L AU - Martin, G AU - University of Michigan Transportation Research Institute AU - IBM Global Services TI - SUPPLY CHAIN MANAGEMENT: NEW COMPETITIVE REALITIES IN THE AUTOMOTIVE VALUE CHAIN PY - 2004 SP - 30 p. AB - This study of the automotive industry was undertaken to measure the performance and importance of Supply Chain Management (SCM) activities, examine current benchmark SCM efforts and the barriers and facilitators to their implementation, and analyze two major SCM activities: manufacturer-supplier relations and global sourcing. The research uncovered three critical issues that will define the future of SCM, and to a large degree the future of the industry: (1) Differing manufacturer and supplier relationship models can potentially define which supply chains are more efficient and cost effective; (2) Globalization, from the dual perspective of developing a global manufacturing footprint and a global sourcing capability, will challenge even the most sophisticated and well financed companies; and (3) Complexity, ranging from company cultures and product designs to multiple sourcing and pricing paradigms, will create extremely difficult SCM requirements. Study conclusions are based on interviews with 29 executives from six major global vehicle manufacturers and 10 top tier global suppliers. KW - Automobile industry KW - Executives KW - Globalization KW - Industries KW - Interviewing KW - Manufacturer-supplier relations KW - Suppliers KW - Supply chain management UR - https://trid.trb.org/view/747937 ER - TY - RPRT AN - 00985779 AU - Sims, Maltreya Kathleen AU - Flynn, Michael S AU - Senter, Richard AU - Alkire, K F AU - Humphries, D E AU - Wujciak, M AU - Miller, E AU - University of Michigan Transportation Research Institute AU - Capgemini TI - ESTABLISHING PRODUCTION IN NORTH AMERICA: CHALLENGES FOR OVERSEAS ASSEMBLERS AND SUPPLIERS AND IMPLICATIONS FOR THE DOMESTIC AUTOMOTIVE INDUSTRY PY - 2004 SP - 42 p. AB - Two broad trends, consolidation and globalization, currently dominate the automotive industry's reorganization. Despite the ongoing, if slow, growth of the industry, the number of independent assemblers and suppliers is decreasing. In addition, assemblers and, to some extent, suppliers are establishing a manufacturing presence in nations beyond their home countries. Globalization is evident in the United States, where Japanese entrants and, more recently, European and Korean entrants have expanded the U.S. production base and market choices, making the U.S. market much more competitive. The research reported here examines the impact of these trends and investigates how new entrants approached the challenges they faced in establishing U.S. operations. The study uncovered a number of key findings concerning site selection, general organizational structure, human resources, value chain, and manufacturing. This report offers an in-depth analysis of the experiences and challenges faced by overseas assemblers and suppliers as they established operations in North America. KW - Assemblers KW - Automobile industry KW - Competition KW - Consolidations KW - Globalization KW - Manufacturing KW - Market development KW - North America KW - Production KW - Reorganization KW - Suppliers UR - https://trid.trb.org/view/747936 ER - TY - RPRT AN - 00982074 AU - Community Anti-Drug Coalition of America AU - National Highway Traffic Safety Administration TI - IMPAIRED DRIVING PREVENTION TOOLKIT PY - 2004 SP - 35 p. AB - This toolkit is a "Prevention Primer 101," providing basic facts on impaired driving; ways to evaluate the problem and/or successful initiatives in a community; concrete steps to help integrate this issue into a community's current activities; and resources for additional guidance. The contents are: The Sobering Facts; Does My Community Have An Impaired Driving Problem?; How Can My Coalition Help Stop Impaired Driving?; Impaired Driving Prevention Tools; Is It Working? Evaluating Your Program's Success; Want to Learn More?; and For Further Information. This toolkit is intended to give the user a solid foundation and to direct the user to sources that will help develop programs and activities that meet a community's specific priorities. KW - Community action programs KW - Countermeasures KW - Drugged drivers KW - Drunk drivers KW - Guidelines KW - Impaired drivers KW - Prevention UR - https://trid.trb.org/view/743228 ER - TY - RPRT AN - 00978371 AU - Department of Transportation AU - Federal Highway Administration AU - Federal Transit Administration AU - National Highway Traffic Safety Administration AU - Federal Motor Carrier Safety Administration TI - U.S. DEPARTMENT OF TRANSPORTATION ITS PROJECTS BOOK 2004, ONLINE EDITION PY - 2004 SP - 1000 p. AB - This document describes ITS projects, tests, and studies initiated through September 30, 2003, that partially or totally have been financed from Federal ITS funds. Projects identified as Other were earmarked activities originating during the period of ISTEA authorization. Projects identified as Deployment/Integration were initiated under TEA-21, and represent Congressionally-directed activities appropriated in the ITS Deployment Program. However, the Completed Projects sections, which are located at the end of each chapter, include projects that were actually finished as of September 30, 2003, plus those projects anticipated to be completed by the end of December 2003. The purpose of this report is not to account for all Federal funds made available for ITS activities, but rather to describe all major projects, tests, and studies for each ITS program area. On-going projects are presented in groupings by project type in each infrastructure category and subcategory or program area. The order of presentation, to the extent that current project activity allows, starts with research and development, followed by field operational tests, and concludes with deployments. The completed projects are displayed alphabetically without regard to type. Previous editions of this document catalogued ITS projects authorized under ISTEA. The 1999 edition addressed program direction during the transition year in which TEA-21 was enacted - 1998. That edition also addressed the restructuring of the ITS Program from the program areas established during the ISTEA era into the new organization reflecting Congressional direction in TEA-21, which emphasizes deployment and integration of ITS. The advent of TEA-21 catalyzed a restructuring of ITS Program activities into Intelligent Infrastructure categories and the Intelligent Vehicle Initiative. The current edition of this document continues to categorize both legacy projects, originating under ISTEA, and those begun since the enactment of TEA-21, according to this restructured program organization. The program reorientation reflects the evolution of emphasis to deployments whose outputs are infrastructure and/or vehicles. Metropolitan ITS Infrastructure inherits the research in Advanced Traffic Management Systems (ATMS) Advanced Public Transportation Systems (APTS) and Advanced Traveler Information Systems (ATIS). Rural ITS Infrastructure encompasses the activities of the Advanced Rural Transportation Systems (ARTS) Program that includes the application of technologies under development for Metropolitan and Commercial Vehicle Infrastructure that are adaptable to rural community needs. The Commercial Vehicle ITS Infrastructure continues to build on the research endeavors of the Commercial Vehicle Operations (CVO) Program, and is heavily focused on the deployment of Commercial Vehicle Information Systems and Networks (CVISN). The Intelligent Vehicle Initiative (IVI) is focused on facilitating the accelerated deployment of advanced driver assistance systems. KW - Advanced public transportation systems KW - Advanced rural transportation systems KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Commercial vehicle operations KW - Intelligent transportation systems KW - Intelligent Vehicle Initiative KW - Research UR - https://trid.trb.org/view/703624 ER - TY - RPRT AN - 00975898 AU - Davidse, R AU - van Driel, C AU - Goldenbeld, C AU - Institute for Road Safety Research, SWOV TI - THE EFFECT OF ALTERED ROAD MARKINGS ON SPEED AND LATERAL POSITION: A META-ANALYSIS PY - 2004 SP - 49 p. AB - This report presents the results of a meta-analysis of a number of small scale studies into the effects of changed road markings on the speed and lateral position of motor vehicles. Several kinds of alterations were studied, such as applying an edge line to a previously unmarked road or to a road that was already marked with a center line. First, the general effects of these different kinds of road markings were studied. Next, the study focused on those alterations that correspond to replacing the current road markings in the Netherlands by the markings proposed for the three sustainably safe road categories (through roads, distributor roads and access roads). As far as the general effects of altered road markings are concerned, the results of this meta-analysis showed that adding an edge line or a center line to a road that was previously unmarked leads to an increase in the speed driven and a shift of the lateral position towards the edge of the road. Both effects have been related to negative effects on road safety. The actual effects on road safety are, however, not known, since accident data were not included in the studies on which this meta-analysis was based. With respect to the alteration of road markings as part of the implementation of a sustainably safe traffic system, this meta-analysis shows that until now, very little research has been done on the effects of these alterations on road user behavior. The only sustainably safe road type for which enough data were available was the access road. The results of the experiments that have studied alterations in road markings that were relevant for this type of road, point in the direction of a small decrease (-2 km/hr) of the mean speed driven. KW - Access roads KW - Altered road markings KW - Behavior KW - Center lines KW - Drivers KW - Edge lines KW - Highway safety KW - Lateral placement KW - Meta-analysis KW - Netherlands KW - Road markings KW - Speed UR - http://www.swov.nl/rapport/R-2003-31.pdf UR - https://trid.trb.org/view/702690 ER - TY - RPRT AN - 00975899 AU - National Highway Traffic Safety Administration TI - TIRE SAFETY: EVERYTHING RIDES ON IT PY - 2004 SP - 12 p. AB - This booklet presents a comprehensive overview of tire safety, including information on the following topics: basic tire maintenance; Uniform Tire Quality Grading System; fundamental characteristics of tires; and tire safety tips. This information should be used to make tire safety a regular part of the vehicle maintenance routine. KW - Brochures KW - Highway safety KW - Maintenance KW - Repairing KW - Size KW - Tire balance KW - Tire pressure KW - Tire rotation KW - Tire treads KW - Tires KW - Uniform Tire Quality Grading System UR - http://www.nhtsa.dot.gov/cars/rules/TireSafety/ridesonit/tires_index.html UR - http://ntl.bts.gov/lib/30000/30100/30160/810900.pdf UR - https://trid.trb.org/view/702691 ER - TY - RPRT AN - 00975880 AU - Commandeur, J AU - Institute for Road Safety Research, SWOV TI - STATE OF THE ART WITH RESPECT TO IMPLEMENTATION OF DAYTIME RUNNING LIGHTS: STUDY IN THE FRAMEWORK OF A EUROPEAN COMMISSION PROJECT, WORK PACKAGE 1 PY - 2004 SP - 69 p. AB - The European Commission funded a project, designed to assess the effects of Daytime Running Lights (DRL) and possible strategies for implementing the mandatory use of DRL in the European Union (EU). This study is an inventory of the currently legislated requirements for the use of DRL in the EU and elsewhere, and how that legislation has been implemented in these countries. KW - Daytime running lamps KW - European Commission KW - European Union countries KW - Implementation KW - Inventory KW - Legislation KW - Strategic planning UR - http://www.swov.nl/rapport/R-2003-28.pdf UR - https://trid.trb.org/view/702661 ER - TY - RPRT AN - 00975879 AU - Commandeur, J AU - Mathijssen, R AU - Elvik, R AU - Janssen, W AU - Kallberg, V-P AU - Institute for Road Safety Research, SWOV TI - SCENARIOS FOR THE IMPLEMENTATION OF DAYTIME RUNNING LIGHTS IN THE EUROPEAN UNION: STUDY IN THE FRAMEWORK OF A EUROPEAN COMMISSION PROJECT, WORK PACKAGE 4 PY - 2004 SP - 25 p. AB - The European Commission funded a project, designed to assess the effects of Daytime Running Lights (DRL) and possible strategies for implementing the mandatory use of DRL in the European Union (EU). This study gives implementation scenarios for DRL in the EU, as well as further specific recommendations for implementation that would maximize the positive effects, while minimizing the negative effects. KW - Daytime running lamps KW - European Commission KW - European Union countries KW - Implementation KW - Recommendations KW - Strategic planning UR - http://www.swov.nl/rapport/R-2003-29.pdf UR - https://trid.trb.org/view/702660 ER - TY - RPRT AN - 00975861 AU - Federal Highway Administration TI - HAVE YOU HEARD THE RUMBLING ABOUT DROWSY DRIVERS? PY - 2004 SP - 4 p. AB - This pamphlet describes a drowsy driver's encounter with rumble strips. Shoulder rumble strips have proven to be very effective for warning drivers that they are about to drive off the road. The pamphlet also cautions drivers to stop trying to "drive through" their fatigue like they would drive through a rainstorm. Driving while drowsy can result in run-off-road events. Nationwide, run-off-road events account for more than one-third of all traffic fatalities. Safety tips are provided to help avoid drowsy driving. These tips are recommended by the National Sleep Foundation. KW - Brochures KW - Fatalities KW - Fatigue (Physiological condition) KW - Prevention KW - Ran off road crashes KW - Rumble strips UR - https://trid.trb.org/view/702642 ER - TY - RPRT AN - 00975863 AU - Tire Industry Safety Council TI - MOTORIST'S TIRE CARE AND SAFETY GUIDE: THINGS YOU NEED TO KNOW ABOUT AUTO AND LIGHT TRUCK TIRE CARE AND SAFETY PY - 2004 SP - 18 p. AB - This brochure provides information on the following aspects of tire care and safety: Inflation Pressure; Tire Inspection; Good Driving Habits; Vehicle Conditions Affecting Tires; The Sidewall Story; Replacement Tire Selection; Cold-Weather Driving; Service Assistance; and Storage Tips. KW - Brochures KW - Cold weather KW - Driving KW - Inspection KW - Repairing KW - Snow tires KW - Tire pressure KW - Tire rotation KW - Tire sidewalls KW - Tire storage KW - Tires UR - https://trid.trb.org/view/702644 ER - TY - CONF AN - 00974954 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Caird, J AU - Transportation Research Board TI - IN-VEHICLE INTELLIGENT TRANSPORTATION SYSTEMS: SAFETY AND MOBILITY OF OLDER DRIVERS SN - 0309077451 PY - 2004 IS - 27 SP - p. 236-255 AB - Restrictions to mobility from policy or age-related declines in driving capability limit the lifestyles of elderly people. Maintaining an independent and meaningful lifestyle that is supported by driving requires an array of policy, service, infrastructure, and technical solutions. In-vehicle intelligent transportation systems (ITS) applications are an obvious technical solution. If ITS products are to be beneficial, they must accommodate the capacities of older drivers and the safety needs of all drivers. Older drivers may benefit from the array of ITS technologies being developed if the technologies are designed using human factors principles and practices. In this paper, a brief introduction to in-vehicle ITS technologies precedes a review of the empirical research on the in-vehicle ITS applications that have included older drivers as a user group. Given that many ITS applications are in the early stages of development, issues of design guidelines, standards, and evaluation methods also are discussed. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged drivers KW - Evaluation KW - Guidelines KW - Human factors KW - Intelligent transportation systems KW - Mobility KW - Safety KW - Standards KW - Vehicle design UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702083 ER - TY - CONF AN - 00974950 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - OXLEY, J AU - Fildes, B N AU - Dewar, R E AU - Transportation Research Board TI - SAFETY OF OLDER PEDESTRIANS SN - 0309077451 PY - 2004 IS - 27 SP - p. 167-191 AB - Walking is vital to the mobility of older road users for not only essential daily tasks but also social contacts and exercise. It follows that safe pedestrian travel also is an important factor in maintaining mobility for older road users. There is an urgent need to provide pedestrian-friendly road environments that are safe, convenient, and comfortable. This paper addresses the many issues associated with the safety of older pedestrians in five major sections. The first section provides an overview of the recent trends in pedestrian crashes, the causal factors related to pedestrian crashes, the types of crashes in which older pedestrians are involved, and the injury outcomes. The second section reviews pedestrian travel and crashes, the use of motorized wheelchairs, the involvement of alcohol, and seasonal effects on pedestrian travel and crash experience. Third, an examination of the associations among behavioral risk factors, crashes, and aging is provided. This section reviews the known risk factors for older pedestrians, with a focus on age-related changes in functional abilities that may increase the risk of collision. The fourth section identifies several factors that affect pedestrian crashes, including land use and road design, vehicle design, intelligent transportation systems, education, and enforcement. The section also provides suggestions for countermeasure development. The fifth section draws some conclusions on how to improve older-pedestrian safety through research and implementation. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Abilities KW - Aged KW - Alcohol use KW - Behavior KW - Countermeasures KW - Crash causes KW - Crash types KW - Education KW - Highway design KW - Implementation KW - Injuries KW - Intelligent transportation systems KW - Land use KW - Law enforcement KW - Motorized wheelchairs KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Research KW - Risk analysis KW - Seasons KW - Trend (Statistics) KW - Vehicle design KW - Walking UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702079 ER - TY - CONF AN - 00974951 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Giuliano, G AU - Transportation Research Board TI - LAND USE AND TRAVEL PATTERNS AMONG THE ELDERLY SN - 0309077451 PY - 2004 IS - 27 SP - p. 192-210 AB - In addressing land use and travel patterns among the elderly, this paper presents the following: a) A brief summary of the literature on land use and travel patterns and some contextual description of larger urban development trends; b) Descriptive information on basic measures of travel by local and regional location characteristics; c) Results of total daily travel models as a function of selected land use characteristics; since public transit use is such an important aspect of land use policy discussions, results from various models of transit use are included; and d) The potential of land use policy to promote accessibility and reduce reliance on the private automobile. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Accessibility KW - Aged KW - Land use KW - Literature reviews KW - Policy KW - Public transit KW - Travel demand KW - Travel patterns KW - Urban development KW - Utilization UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702080 ER - TY - CONF AN - 00974959 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Trilling, D AU - Eberhard, J AU - Transportation Research Board TI - SAFE MOBILITY FOR A MATURING SOCIETY: A NATIONAL AGENDA: DRAFT, OCTOBER 18, 2002 SN - 0309077451 PY - 2004 IS - 27 SP - p. 313-318 AB - Out of a series of regional forums, focus groups, conferences, and stakeholder roundtables over the last several years, a vision of America's transportation system has evolved. It is summarized in the opening paragraph and set forth as a National Agenda to provide safe mobility for a maturing society. Its organizing principle is to enable safe driving as late in life as possible and to offer other convenient transportation options when walking and driving are not feasible. The National Agenda identifies the following seven areas where professionals need to make concerted efforts to manage safe transportation for our aging population: 1) Develop state and local safe-mobility action plans; 2) Promote safer, easier-to-use roadways; 3) Create safer, easier-to-use automobiles; 4) Improve older driver competency; 5) Promote better, easier-to-use public transportation services; 6) Better public information; and 7) Basic and social research needs. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Aged drivers KW - Driver competency KW - Highway design KW - Land use KW - Mobility KW - Pedestrian areas KW - Public information programs KW - Public transit KW - Research KW - Safety KW - Transportation planning KW - Vehicle safety UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702088 ER - TY - CONF AN - 00974948 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Schieber, F AU - Transportation Research Board TI - HIGHWAY RESEARCH TO ENHANCE SAFETY AND MOBILITY OF OLDER ROAD USERS SN - 0309077451 PY - 2004 IS - 27 SP - p. 125-154 AB - This paper presents a review of the literature dealing with the safety and mobility of older road users. It begins with comments on the 1988 Transportation Research Board Special Report 218, "Transportation in an Aging Society: Improving Mobility and Safety for Older Persons," a milestone in the history of transportation research. This review makes three assumptions: "old" was defined to include people age 65 or older; the criterion used to make judgments was the 85th percentile level of performance of a designated older sample or group; and older volunteers in most of the studies represented the 80% of older people living independently in a community and capable of successfully performing activities of daily living. A major development since the release of Special Report 218 was intelligent transportation systems (ITS) research and development. ITS technology offers not only the promise to assist older travelers but also the potential to increase their burden if the information-processing demands of in-vehicle interfaces are engineered without special regard for older people's emerging needs and changes in capacity. This review covers four areas: highway geometric design; traffic operations; traffic-control devices; and highway lighting. The review concludes with two lists, one containing suggestions for implementation and the other suggestions for research. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Aged drivers KW - Geometric design KW - Highway design KW - Highway operations KW - Intelligent transportation systems KW - Literature reviews KW - Mobility KW - Research KW - Safety KW - Street lighting KW - Traffic control devices UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702077 ER - TY - CONF AN - 00974955 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Milton, K AU - Transportation Research Board TI - IMPACT OF PUBLIC INFORMATION ON SAFE TRANSPORTATION OF OLDER PEOPLE SN - 0309077451 PY - 2004 IS - 27 SP - p. 259-272 AB - The pace of age-related debilitating change cannot be predicted for the individual, but for older drivers as a group many characteristics can be anticipated and responses developed. Disseminating the growing body of knowledge on the physical and cognitive problems that older drivers must face sooner or later to a poorly informed public is one function of an information and education program. Second, this program would distribute the specialized information and corrective strategies that can help older people stay safely on the road longer. Third, the program would alert older people to the possibility that one day they may have to move out of the driver's seat and into an alternative form of transportation. This difficult transition point can be reconciled more easily with advance thought and planning. Fourth, the program would address the interest groups that have a particular stake in the safety and mobility of seniors, such as families, friends, doctors, therapists, other caregivers, traffic police, automobile manufacturers, highway engineers, social service agents, and lawmakers. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged drivers KW - Education KW - Information dissemination KW - Mobility KW - Public information programs KW - Safety UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702084 ER - TY - CONF AN - 00974957 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Kerschner, H AU - Aizenberg, R AU - Transportation Research Board TI - FOCUS GROUP PARTICIPANTS REFLECT ON TRANSPORTATION SN - 0309077451 PY - 2004 IS - 27 SP - p. 293-301 AB - A series of focus groups was conducted to obtain first-hand accounts from seniors and lay caregivers about their experiences, concerns, and hopes. The project was a partnership effort among a group of national organizations and a variety of community and grassroots organizations that embraced the project and drew on local networks to recruit participants for the focus groups. The results are presented in the passionate voices of the participants themselves. At the conclusion of the focus groups, participants completed a written survey including a series of items asking about priority transportation actions that they believed would most benefit seniors. The choices were recommendations developed by transportation, aging, and health care authorities and practitioners who attended community forums. The actions fell within four areas: automobile and highway, driver assessment, pedestrian safety, and alternative transportation. After recording preferences on the survey instrument, participants were asked to vote during a postsurvey discussion. Although there was some variation in responses across the three target groups (transportation-rich seniors, transportation-deprived seniors, and concerned family and friends), surprising consistency emerged across groups and across states. Overall results are presented in this paper. One of the key findings related to what seniors and caregivers said that they need and want in transportation--the five A's of transportation: availability; accessibility; acceptability; affordability; and adaptability. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Acceptability KW - Accessibility KW - Adaptation (Psychology) KW - Affordability KW - Aged KW - Availability KW - Caregivers KW - Focus groups KW - Needs assessment KW - Transportation planning UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702086 ER - TY - CONF AN - 00974958 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Aizenberg, R AU - Transportation Research Board TI - RESEARCH, DEVELOPMENT, AND PROGRAM IMPLEMENTATION: CONFERENCE BREAKOUT SESSIONS SN - 0309077451 PY - 2004 IS - 27 SP - p. 302-312 AB - In 1998 the Transportation Research Board (TRB) agreed to review and follow up TRB Special Report 218: "Transportation in an Aging Society." A committee was formed to guide the overall process and, specifically, to develop and implement an international conference. The purposes of the conference were to review research-related and other activities completed since the release of Special Report 218 that dealt with older-people transportation issues, identify future research needs, and address the implementation of research findings. The conference was organized around a series of themes. Each of the theme areas was informed by one or more state-of-the-art reports, developed by experts in the area. To stimulate discussion among the participants, the program included 16 breakout sessions relating to the theme areas. This paper presents the results of the breakout sessions. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Conferences KW - Development KW - Implementation KW - Mobility KW - Research KW - Safety UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702087 ER - TY - CONF AN - 00974949 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Staplin, Loren AU - Transportation Research Board TI - HIGHWAY ENHANCEMENTS TO IMPROVE SAFETY AND MOBILITY OF OLDER ROAD USERS: PRACTICAL APPLICATIONS SN - 0309077451 PY - 2004 IS - 27 SP - p. 155-166 AB - As the number and proportion of older road users in the United States increases, there is a special urgency to improve their safety and mobility. This paper directs attention to the highway modifications that can make an immediate difference. The modifications suggested are only those that are considered to be possible from a cost standpoint. The priorities for application of the recommendations in this paper are: new construction; reconstruction of current facilities; regularly scheduled maintenance activities and spot treatments where crashes have occurred; and other demonstrated safety problem-solving or locally desired proactive approaches. The highway improvements in this paper represent a subset of the practices recommended in the Federal Highway Administration's "Highway Design Handbook for Older Drivers and Pedestrians." U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Aged drivers KW - Highway design KW - Highway safety KW - Improvements KW - Mobility UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702078 ER - TY - CONF AN - 00974956 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Cobb, R W AU - Coughlin, J F AU - Transportation Research Board TI - TRANSPORTATION POLICY FOR AN AGING SOCIETY: KEEPING OLDER AMERICANS ON THE MOVE SN - 0309077451 PY - 2004 IS - 27 SP - p. 275-289 AB - Research and anecdotal evidence have shown that people routinely view the ability to travel as synonymous with personal freedom and independence. For example, many older people see mobility as inextricably linked to personal image, dignity, and well-being. Other research has suggested that the ability to stay connected to friends and community is an important element to physical and mental health. Most adults equate mobility with the ability to drive; the loss of driving is seen as a handicap, which results in, at best, a change in lifestyle and, at worst, the end of life as they know it. One survey of older people at a health maintenance organization in Southern California identified losing the ability to drive as more frightening than even the loss of a spouse or the poor health of a child. Despite the importance of transportation to personal lives and society's capacity to ensure the productivity of one of its fastest-growing populations, over the last decade there has been little policy movement that would suggest serious progress in keeping an older America on the move. In this analysis, although transportation is critical to individuals and the community, there are many institutional and system barriers to policy innovation. This paper examines policy evolution and developments between 1988 and 2000, characterizes the political dynamics governing transportation policy for an aging society, and concludes with policy research recommendations that may provide new impetus and urgency to the issue. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Aged drivers KW - Mobility KW - Political factors KW - Recommendations KW - Research KW - Transportation policy UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702085 ER - TY - CONF AN - 00974952 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Pike, J AU - Transportation Research Board TI - REDUCING INJURIES AND FATALITIES TO OLDER DRIVERS: VEHICLE CONCEPTS SN - 0309077451 PY - 2004 IS - 27 SP - p. 213-226 AB - The purpose of this paper is to address the increasing older-driver fatality rate from the vehicle perspective. In other words, this paper is an overview of past, current, and future vehicle concepts and initiatives that may have the potential for mitigating both the frequency and the injury severity of older-driver crashes. Occupant protection concepts are grouped into three categories: crash avoidance, crashworthiness, and postcrash assistance. Discussion of these concepts is followed by a discussion on recent advances in occupant protection, including advances in safety belts, airbags, side impact protection, rear impact protection, and rollover protection. Comments on future restraint concepts concludes the discussion. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged drivers KW - Air bags KW - Crash avoidance systems KW - Crashworthiness KW - Fatalities KW - Future KW - Injuries KW - Occupant protection devices KW - Postcrash phase KW - Rear impact protection KW - Rollover crashes KW - Seat belts KW - Side crashes KW - Vehicle safety UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702081 ER - TY - CONF AN - 00974953 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Koppa, R AU - Transportation Research Board TI - AUTOMOTIVE ADAPTIVE EQUIPMENT AND VEHICLE MODIFICATIONS SN - 0309077451 PY - 2004 IS - 27 SP - p. 227-235 AB - Age is not intrinsically a disability, yet there are conditions correlated with or exacerbated by aging that can be addressed using appropriate assistive technology. This paper addresses disabilities associated with aging and the automotive adaptive equipment and vehicle modifications developed to compensate for these disabilities. Such equipment and modifications are always customized to an individual's disability. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged drivers KW - Automotive adaptive equipment KW - Vehicle design UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702082 ER - TY - CONF AN - 00974941 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - HAKAMIES-BLOMQVIST, L AU - Transportation Research Board TI - SAFETY OF OLDER PERSONS IN TRAFFIC SN - 0309077451 PY - 2004 IS - 27 SP - p. 22-35 AB - Older road users--vehicle drivers, occupants, pedestrians, and cyclists--clearly have a higher risk of serious injury and fatality in traffic, but the question of whether they also are at higher risk of crashes remains unresolved. Older persons' greater physical vulnerability leads to an overrepresentation of their crashes in databases based on injury outcome. Similarly, their risk estimates based on mileage driven are overestimated when compared with those of younger drivers with a higher yearly mileage. Older drivers' crash-type distribution reflects both their strengths and their weaknesses. Most of their crashes occur at intersections, and older drivers' crashes seldom involve speeding or risky overtaking. Attempts to relate crash risk to driver characteristics have successfully shown an increased risk related to certain illnesses such as dementia of the Alzheimer's type (DAT). In contrast, correlations between crash rates and measures of specific functional abilities in healthy older drivers typically have been low. As a consequence of their increasing participation in traffic, older drivers' share of traffic crashes undoubtedly will grow during the next few decades. However, future trends in crash rates may present a discontinuous development because of changes in the older driver population itself and in the physical and social operating environment. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Abilities KW - Aged drivers KW - Alzheimer's disease KW - Crash rates KW - Crash risk forecasting KW - Dementia KW - Fatalities KW - Future KW - Injuries KW - Trend (Statistics) UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702070 ER - TY - CONF AN - 00974943 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Owsley, C AU - Transportation Research Board TI - DRIVER CAPABILITIES SN - 0309077451 PY - 2004 IS - 27 SP - p. 44-55 AB - Safe driving relies on key skills involving visual, cognitive, and physical capabilities. Impairments in these functional capabilities can occur at any age but are more prevalent in the older population. A large body of research over the past decade has demonstrated that certain functional impairments in older drivers elevate crash risk and have a negative impact on driving performance. A clear understanding about how diminished capabilities contribute to crash risk in older drivers would greatly facilitate society's efforts to develop strategies for reducing crash rates in this population and to enhance driving mobility. Certain medical conditions also affect driving in older adults (a) by engendering functional problems and (b) through the side-effects of the medications used in treatment. The role of medical factors is addressed in another paper in these proceedings. This paper addresses the major advances over the past decade in understanding how diminished capabilities in the older population affect driver safety and performance, and how these advances point toward research priorities for the future. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged drivers KW - Cognition KW - Crash rates KW - Future KW - Mobility KW - Motor skills KW - Performance KW - Research KW - Safety KW - Vision UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702072 ER - TY - CONF AN - 00974945 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Staplin, Loren AU - Hunt, L AU - Transportation Research Board TI - DRIVER PROGRAMS SN - 0309077451 PY - 2004 IS - 27 SP - p. 69-94 AB - The approaching, unprecedented surge in the population of older Americans deserves thoughtful anticipation, with innovative programs that satisfy two apparently contradictory social imperatives. The continuing mobility of seniors in their 70s, 80s, and older must be assured. Emphasis must be placed on keeping older people driving as long as they safely can and providing safe, convenient, desirable, and dignified transportation alternatives when they cannot. At the same time, the increasing likelihood of decline in the various functional capabilities needed to drive safely--an undeniable consequence of normal aging plus a higher incidence of chronic and acute medical conditions--makes it a public health priority to identify and assess individuals who pose risks to themselves and others by continuing to drive. Progress in developing and integrating initiatives in these areas and promising future directions are discussed in this paper. The scope of this discussion includes the following principal components: Goals and techniques for the assessment of driver capabilities; Remediation of older drivers with known impairments and counseling of such people and their care-givers to help find the best transportation options available to meet their mobility needs; Current programs and promising directions for licensed older drivers; and Recognition that although older drivers do not present a greater risk to other road users than middle-aged drivers do, they are at greater risk to themselves because of their greater fragility; their activities may be limited by self-imposed restrictions, which they place on their driving as well. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Aged drivers KW - Attention KW - Counseling KW - Evaluation and assessment KW - Memory KW - Mobility KW - Motor skills KW - Public health KW - Remediation KW - Risk analysis KW - Safety KW - Vision UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702074 ER - TY - CONF AN - 00974939 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Transportation Research Board TI - TRANSPORTATION IN AN AGING SOCIETY: A DECADE OF EXPERIENCE. TECHNICAL PAPERS AND REPORTS FROM A CONFERENCE, NOVEMBER 7-9, 1999, BETHESDA, MARYLAND SN - 0309077451 PY - 2004 IS - 27 SP - 335 p. AB - The purpose of this conference was to review what has been accomplished in research and implementation since the publication of Transportation Research Board (TRB) Special Report 218, "Transportation in an Aging Society" (1988), and to identify future research and implementation needs for achieving safer mobility for older persons. The conference was organized around a series of background papers commissioned by the TRB Committee on Older Person Safety and Mobility. These papers were subjected to peer review before presentation at the conference. The conference included breakout sessions focusing on each of the background paper topics. Following the conference, paper authors revised their drafts based on comments heard at the conference and on comments from members of the conference committee. These revised papers, which were reviewed by the committee, form the contents of this report. The conference committee also concluded that four topics had not been adequately covered in the original set of topics. As a result, additional authors were commissioned to prepare papers on these topics, and the additional papers were reviewed and are included in this report. Two additional papers included are a summary and description of the most recent version of the "national agenda for older person mobility" and a summary of a series of focus groups with older persons and older-person caregivers which were held around the country. The 20 papers are organized according the following headings: Data and Characteristics of Older Drivers; Driver Programs; Mobility Solutions; Highway Design, Pedestrian Facilities, and Land Use; Vehicle Design and Intelligent Transportation Systems; Public Education and Information; Policy; and Conference and Postconference Reports. Appendices provide author contact information and a list of conference participants. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Aged drivers KW - Conferences KW - Driver improvement programs KW - Focus groups KW - Highway design KW - Intelligent transportation systems KW - Land use KW - Mobility KW - Pedestrian areas KW - Public information programs KW - Public transit KW - Safety KW - Transportation policy KW - Vehicle design UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702068 ER - TY - CONF AN - 00974946 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Suen, S L AU - Sen, L AU - Transportation Research Board TI - MOBILITY OPTIONS FOR SENIORS SN - 0309077451 PY - 2004 IS - 27 SP - p. 97-113 AB - Individuals' transition away from driving can be helped by mobility planning and counseling, enabling individuals to identify mobility requirements and try various alternatives before having to use them. Mobility alternatives to the private automobile initially are needed for trips that older drivers prefer to avoid--for example, nighttime driving, congested areas, and peak times. These options help seniors to maintain their dignity, independence, and choice for as long as possible. Patterns of land use, growth of services such as the Internet for shopping and social interaction, and direct delivery of goods will affect the acceptability and viability of transit alternatives. The trend of reduced number of journeys and length of journeys with aging mainly reflects a changing pattern of activities by emphasizing the difference between traveling and having the ability to travel. Seniors who remain active and mobile live longer, while seniors without alternatives may suffer from loneliness and depression. For policy makers and transportation providers, "gray power" is a force to be reckoned with. The seniors of tomorrow will be more affluent, more vocal, and increasingly used to claiming their rights. Because they likely will be more active than previous generations in their retirement, shopping, banking, and recreation trips will continue, and health-related trips are expected to increase. The number of older people is increasing, particularly the number of people age 80 or older. Transportation providers cannot afford to ignore this growing travel market segment. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Alternatives analysis KW - Counseling KW - Market segmented groups KW - Mobility KW - Planning KW - Policy making KW - Public transit KW - Transportation planning UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702075 ER - TY - CONF AN - 00974942 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Smiley, A AU - Transportation Research Board TI - ADAPTIVE STRATEGIES OF OLDER DRIVERS SN - 0309077451 PY - 2004 IS - 27 SP - p. 36-43 AB - The aging process affects the visual, auditory, and information-processing abilities, all of which in turn affect driving. The bulk of the literature on older drivers focuses on the negative changes in driver performance. Is there any hope for older drivers? Somewhat less attention has been given to what the driver does do. Here, there is more room for optimism about older drivers. Humans are by nature adaptive. Changes in physical, perceptual, and cognitive abilities are new conditions that everyone faces with time. Adaptive changes concern conscious and unconscious decisions made by older drivers in relation to driving and in response to conscious and unconscious awareness of declining functions and changing mobility needs. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Abilities KW - Adaptation (Psychology) KW - Aged drivers KW - Cognition KW - Hearing loss KW - Performance KW - Vision UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702071 ER - TY - CONF AN - 00974944 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - O'Neill, D AU - Dobbs, B M AU - Transportation Research Board TI - AGE-RELATED DISEASE, MOBILITY, AND DRIVING SN - 0309077451 PY - 2004 IS - 27 SP - p. 56-66 AB - The interface between public health and the mobility of older people has been neglected. The dialogue also has been dysfunctional because much of the literature has concentrated on safety at the expense of mobility. Not only is this an inversion of older people's priorities, but it also does not reflect their safety record. Developing a dialogue among the disciplines of transportation research, public health, geriatric medicine, traffic psychology, and the other disciplines involved will require time, open minds, and opportunities to work in concert. Topics addressed in this paper include: health professionals; disease and disability; and barriers to a positive health approach for age-related disease and mobility. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Aged drivers KW - Diseases and medical conditions KW - Geriatric medicine KW - Mobility KW - Public health KW - Research KW - Traffic psychology KW - Transportation UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702073 ER - TY - CONF AN - 00974940 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Rosenbloom, S AU - Transportation Research Board TI - MOBILITY OF THE ELDERLY: GOOD NEWS AND BAD NEWS SN - 0309077451 PY - 2004 IS - 27 SP - p. 3-21 AB - This paper has seven sections that accomplish the following purposes: (1) Evaluate older people's population trends and analyze the demographic differences; (2) Identify basic travel patterns and trends among the elderly, including the dramatic increase in automobility and travel over the last 10 years; (3) Consider differences in the travel patterns of those with and without a driver's license; (4) Focus on women's travel and the still growing gender disparities as people age; (5) Evaluate differences in travel patterns by race and ethnicity (differences not generally explained by income or residential location); (6) Summarize the "bad news"; and (7) Outline positive steps to ensure that the good news about aging outweighs the bad. In conclusion, it is stated that, to meet the needs of older people, a comprehensive strategy will need to be developed--one that encompasses all the substantive issues and links all the policy arenas that affect the travel patterns of older people. Such a strategy will include: effective driver evaluation and retraining programs, better-designed cars and improved signage and information systems on roads and highways, user-friendly public transport networks, choice of transportation alternatives, well-designed land use and housing choices, cost-effective delivery of private and public services, and coordinated delivery of human and social services. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Aged drivers KW - Demographics KW - Ethnic groups KW - Gender KW - Land use KW - Mobility KW - Mode choice KW - Population KW - Public service KW - Public transit KW - Race KW - Retraining KW - Social service KW - Strategic planning KW - Traffic signs KW - Travel patterns KW - Traveler information and communication systems KW - Trend (Statistics) KW - Vehicle design UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702069 ER - TY - CONF AN - 00974947 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Freund, K AU - Transportation Research Board TI - SURVIVING WITHOUT DRIVING: POLICY OPTIONS FOR SAFE AND SUSTAINABLE SENIOR MOBILITY SN - 0309077451 PY - 2004 IS - 27 SP - p. 114-121 AB - This paper provides a practical approach to transportation planning for an aging population. The needs of older citizens are predictable, so accommodating them is possible. Policies and actions that encourage private investment, volunteerism, and advanced information technology are the keys to the successful design, development, and implementation of an effective and efficient transportation system that meets the needs and desires of the aging population in the United States. With modes set aside and transportation reduced to fundamental components, two primary elements emerge: resources and logistics. Resources are the economic means, in any form and from any source, to fund a transportation process. Logistics refers to the arrangement and connection between and among the events in a transportation process. Two primary forces--technology and policy--act on the two primary elements. The three kinds of technology are mechanical, energy, and information. Policy, of course, guides all the above. The action of the twin forces of technology and policy on the primary elements of resources and logistics, within the context of consumer choice, produces transportation. All transportation may be understood in terms of these two primary elements and two primary forces within this context. Change any one of these four components of the transportation framework, or change consumer choice through marketing, and some or all of the other primary elements and forces change responsively. In combination, they form a useful heuristic device, a conceptual framework with which to understand both advancements and barriers in transportation, historically and predictively. U1 - Transportation in an Aging Society: A Decade of ExperienceNational Highway Traffic Safety AdministrationFederal Highway AdministrationFederal Transit AdministrationOffice of the Secretary of TransportationNational Institute on AgingNational Center for Injury Prevention and ControlEno Transportation FoundationAAA Foundation for Traffic SafetyBeverly FoundationTransportation Research BoardBethesda,Maryland,United States StartDate:19991107 EndDate:19991109 Sponsors:National Highway Traffic Safety Administration, Federal Highway Administration, Federal Transit Administration, Office of the Secretary of Transportation, National Institute on Aging, National Center for Injury Prevention and Control, Eno Transportation Foundation, AAA Foundation for Traffic Safety, Beverly Foundation, Transportation Research Board KW - Aged KW - Economics KW - Logistics KW - Mobility KW - Policy KW - Technology KW - Transportation planning KW - Transportation policy UR - http://onlinepubs.trb.org/onlinepubs/conf/reports/cp_27.pdf UR - https://trid.trb.org/view/702076 ER - TY - RPRT AN - 00975857 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-30 AND -31 PY - 2003/12/16 SP - 4 p. AB - These two safety recommendations, addressed to Mr. Robert M. Garrett, Executive Secretary, National Committee on Uniform Traffic Control Devices, address the use of all-red-flash railroad hold intervals at signalized highway-rail grade crossings and adherence to, as well as the ready availability of, applicable engineering guidance in designing traffic signals and other safety features at grade crossings. The National Transportation Safety Board recommends that the National Committee on Uniform Traffic Control Devices: Limit the use of highway traffic signals in the all-red-flash mode to situations in which they permit motorists to stop and proceed with caution (H-03-30); and Incorporate into chapter 1 of the "Manual on Uniform Traffic Control Devices," at the time of each update, a list of references, including Internet Web sites, for traffic and safety engineering design guidelines (H-03-31). KW - Flashing traffic signals KW - Guidelines KW - Guides to the literature KW - Highway safety KW - Manual on Uniform Traffic Control Devices KW - Railroad grade crossings KW - Recommendations KW - Traffic crashes KW - Websites (Information retrieval) UR - https://trid.trb.org/view/702637 ER - TY - RPRT AN - 00975854 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-28 PY - 2003/12/16 SP - 3 p. AB - This safety recommendation, addressed to the Honorable Stacey Murphy, Mayor, City of Burbank, addresses the need for additional safety features at the North San Fernando Boulevard-North Buena Vista Street grade crossing. It is recommended that the City of Burbank, California, install a raised median or other barrier system at the North San Fernando Boulevard-North Buena Vista Street grade crossing that extends from the crossing to the end of the double yellow centerlines south of the tracks. KW - Barriers (Roads) KW - Countermeasures KW - Highway safety KW - Railroad grade crossings KW - Raised medians KW - Recommendations KW - Traffic crashes UR - https://trid.trb.org/view/702634 ER - TY - RPRT AN - 00975856 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-30 PY - 2003/12/16 SP - 3 p. AB - This safety recommendation, addressed to Ms. Leila Osina, Executive Director, National Committee on Uniform Traffic Laws and Ordinances, addresses the use of all-red flash railroad hold internals at signalized highway-rail grade crossings. The Safety Board concluded that use of the all-red-flash mode for traffic signals at a railroad grade crossing has ambiguous meaning, can be confusing to motorists, and, as a result, creates unnecessary risks to life and property. It is recommended that the National Committee on Uniform Traffic Laws and Ordinances limit the use of highway traffic signals in the all-red-flash mode to situations in which they permit motorists to stop and proceed with caution. KW - Flashing traffic signals KW - Highway safety KW - Railroad grade crossings KW - Recommendations KW - Traffic crashes UR - https://trid.trb.org/view/702636 ER - TY - RPRT AN - 00975858 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-32 PY - 2003/12/16 SP - 3 p. AB - This safety recommendation, addressed to the Honorable Mary E. Peters, Administrator, Federal Highway Administration; Mr. John Horsley, Executive Director, American Association of State Highway and Transportation Officials; Mr. Thomas W. Brahms, Executive Director, Institute of Transportation Engineers; and Mr. Robert E. Skinner, Jr., Executive Director, Transportation Research Board, addresses the ready availability of applicable engineering guidance in designing traffic signals and other safety features at grade crossings. The National Transportation Safety Board concluded that current information and guidelines for designing safe highway-rail grade crossings and traffic signals are available but can be difficult to find and expensive to obtain. The Safety Board recommends that the Federal Highway Administration, the American Association of State Highway and Transportation Officials, the Institute of Transportation Engineers, and the Transportation Research Board improve the ease with which transportation and civil engineers can locate and obtain safety design guidelines and related information on Internet Web sites, as well as through other means, and make available to governmental entities a no-cost option for obtaining critical safety design guidelines. KW - Guidelines KW - Guides to information KW - Highway safety KW - Railroad grade crossings KW - Recommendations KW - Traffic crashes KW - Traffic signals KW - Websites (Information retrieval) UR - https://trid.trb.org/view/702638 ER - TY - RPRT AN - 00975855 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-29 PY - 2003/12/16 SP - 3 p. AB - This safety recommendation, addressed to Mr. Jeff P. Morales, Director, California Department of Transportation, addresses the use of all-red-flash railroad hold intervals at signalized highway-rail grade crossings. The Safety Board concluded that use of the all-red-flash mode for traffic signals at a railroad grade crossing has ambiguous meaning, can be confusing to motorists, and, as a result, creates unnecessary risks to life and property. It is recommended that the California Department of Transportation prohibit the all-red-flash option for traffic signal indications during the railroad hold interval at grade crossings. KW - Flashing traffic signals KW - Highway safety KW - Railroad grade crossings KW - Recommendations KW - Traffic crashes UR - https://trid.trb.org/view/702635 ER - TY - RPRT AN - 01374461 AU - Ranney, Thomas A AU - Harbluk, Joanne L AU - Smith, Larry AU - Huener, Kristen AU - Parmer, Ed AU - Barickman, Frank AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - The Effects of Voice Technology on Test Track Driving Performance: Implications for Driver Distraction PY - 2003/12//Final Report SP - 78p AB - The objectives of this research were: (1) to compare the distraction potential of voice-based versus visual/manual interfaces for selected transactions undertaken while driving, (2) to examine the effect of performing tasks of differing complexity on driving performance, and (3) to evaluate the potential of using eye-tracking technology to make inferences about changes in subjects’ allocation of attention while performing specified in-vehicle tasks while driving. Twenty-one subjects completed two sets of eight laps around a 7.5-mile test track during two four-hour sessions. They drove an instrumented vehicle while performing a combination of car following, peripheral target detection, and secondary (in-vehicle) tasks of varying complexity. Subjects performed one set of laps with each of two interfaces, voice-based and visual/manual. Secondary tasks comprised three categories including baseline tasks (radio tuning, phone dialing), simple tasks (message retrieval plus voice memo creation), and complex tasks (simple task components plus phone dialing and information retrieval from automated phone systems). Measures of driving performance, target detection, secondary task performance and eye movements were recorded. Analyses were conducted to determine whether the voice-based interface reduced the relative distraction potential for secondary tasks of varying complexity. Performing secondary tasks while driving resulted in significant decrements to vehicle control, target detection and car-following performance. The voice-based interface helped reduce the distracting effects of secondary tas k performance. Improvements were relatively minor and limited to vehicle control and visual performance measures. There was no effect on car-following measures, suggesting the voice interface had little effect on cognitive distraction. The results suggest that voice interfaces may not provide enough help to overcome the cognitive distraction associated with secondary tasks of increasing complexity, particularly in driving situations that require time-space judgments and tactical decision-making. KW - Attention KW - Car following KW - Distraction KW - Drivers KW - Eye movements KW - Instrumented vehicles KW - Secondary tasks KW - Target detection KW - Voice communication UR - https://trid.trb.org/view/1142055 ER - TY - RPRT AN - 01000755 AU - National Highway Traffic Safety Administration TI - Report to Congress: Anton's Law, Section 6 - Evaluation of Integrated Child Safety Systems PY - 2003/12 SP - 37p AB - Anton's Law, Public Law 107-318 (116 Stat. 2772), calls, in part, for evaluation of integrated child safety systems. Section 6 directs the Secretary of Transportation to evaluate built-in or integrated child restraints and booster seats in the following areas: (1) the safety of the child restraint and correctness of fit for the child; (2) the availability of testing data on the system and vehicle in which the child restraint will be used; (3) the compatibility of the child restraint with different makes and models of vehicles; (4) the cost-effectiveness of mass production of the child restraint for consumers; (5) the ease-of-use and relative availability of the child restraint to children riding in motor vehicles; and (6) the benefits of integrated seats for improving compliance with State child occupant restraint laws. Anton's Law also directs the Secretary to report to Congress on this evaluation no later than December 4, 2003 (12 months from the date of enactment). This report fulfills the reporting requirement. Briefly, the findings are as follows: (1) There are no existing integrated seats that can properly fit all heights and weights of children. It is assumed that integrated child restraints would be designed for children age 1-7, with internal harnesses for 1 to 3 year olds. There are also no rear-facing integrated seats, meaning that infants still need rear-facing add-on child restraints. (2) Analysis of Compliance and New Car Assessment Program (NCAP) data and a Children's Hospital of Philadelphia (CHOP) study indicate that integrated child restraints do not provide enhanced safety over add-on child restraint systems. (3) The agency knows of no compatibility problems for integrated child restraints, although there are some concerns regarding proper fit. The agency would expect a small benefit from integrated child restraints for compatibility if all vehicles were equipped with integrated child restraints. (4) The estimated incremental benefits of requiring one integrated child restraint per vehicle over the current situation would be up to 20 lives saved and 166 Abbreviated Injury Severity (AIS) 2-5 (Moderate-Critical) injuries reduced annually. The incremental cost would be $302 million annually, resulting in an incremental cost of about $20 million per equivalent life saved (discounted at 7%). (5) It is assumed that because integrated child seats are permanently installed in vehicles, they are easy to use. However, the National Highway Traffic Safety Administration has not done a rating on integrated child restraints based on their ease of use to confirm this assumption. In fiscal year 2004 the agency will examine the feasibility of developing criteria to rate integrated child seats and evaluate the criteria to determine if an ease of use rating program for integrated child seats would be beneficial to consumers. (6) Integrated child restraints have not been designed for rear-facing infants. Also, integrated child restraints are not designed for every seating position, and many families have three or more children in the 1-7 year old age group. Thus all children required by State laws to be in child restraints cannot use an integrated child restraint to meet the State law. They would need to be restrained by add-on child restraints. KW - Anton's Law KW - Availability KW - Child restraint systems KW - Compatibility KW - Compliance KW - Cost effectiveness KW - Design KW - Ease of use KW - Integrated child restraints KW - State laws KW - Testing KW - Vehicle safety UR - https://trid.trb.org/view/756424 ER - TY - RPRT AN - 00975964 AU - Battipaglia, K C AU - Griffith, A L AU - Huczek, J P AU - Janssens, M L AU - Miller, M A AU - Willson, K R AU - Southwest Research Institute AU - National Highway Traffic Safety Administration TI - COMPARISON OF FIRE PROPERTIES OF AUTOMOTIVE MATERIALS AND EVALUATION OF PERFORMANCE LEVELS PY - 2003/12 SP - v.p. AB - The primary objectives of this research were (1) to identify or develop a small-scale test methodology to rate automotive materials consistent with actual fire performance in vehicle burns and (2) to establish levels of performance for this test methodology that would significantly alter the fire outcome in terms of injury or survivability. The focus is on a front-end collision followed by an engine compartment fire (not a rear-end collision resulting in a ruptured fuel tank and an underbody pool fire). An extensive literature survey was conducted to identify candidate test apparatuses and determine appropriate test conditions. The Cone Calorimeter (ASTM E 1354) was identified as the most suitable test apparatus. Heat fluxes in the range of 10 to 60 kW/sq m were found to be representative of thermal exposure conditions in motor vehicle fires that originate in the engine compartment. The literature survey also included a detailed review of recent full-scale vehicle burns in support of the analysis to meet the second objective of the project. It was determined from this review that engine fires become a threat to occupants trapped in the passenger compartment when a critical size of approximately 400 kW is reached. The experimental part of the project involved testing exterior automotive parts (outside the passenger compartment). A simple model was developed to estimate fire growth in the engine compartment of a motor vehicle based on Cone Calorimeter data for the materials and components involved. Additional tests of materials with metallic coatings demonstrated that their use is a viable option to improve fire performance and delay fire growth in the engine compartment of a motor vehicle. Also discussed in this report are toxicity tests conducted in a parallel research program performed for the Motor Vehicle Fire Research Institute. KW - Automotive materials KW - Calorimeters KW - Engine compartments KW - Fire resistance KW - Gases KW - Laboratory tests KW - Literature reviews KW - Mathematical models KW - Metal coatings KW - Test procedures KW - Testing equipment KW - Toxicity UR - http://ntl.bts.gov/lib/24000/24800/24894/index.html UR - https://trid.trb.org/view/703678 ER - TY - RPRT AN - 00975865 AU - Kostyniuk, L P AU - Miller, L L AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - TRENDS IN MOTORCYCLE CRASHES IN MICHIGAN: 1997-2002 PY - 2003/12 SP - 68 p. AB - Michigan crash data from 1997 through 2002 were analyzed for trends and patterns in motorcycle crashes. Over the 6-year period, the number of motorcycles registered in Michigan increased by 45%; licensed motorcyclists increased by 8%; and motorcycle crashes increased by 20%. The largest increases in licensed motorcyclists were among those age 45-64. In 2002, there were 15.4 crashes per 1,000 registered motorcycles, a 18% decrease from 1997; and 5.9 crashes per 1,000 licensed motorcyclists, a 12% increase from 1997. The highest crash rate was among motorcyclists below age 19, and the lowest was among those over age 64. About 44% of crash-involved motorcyclists were not legally licensed to operate a motorcycle. The proportion of unlicensed motorcyclists among crash-involved motorcyclists varied by age, with the largest proportion among those below age 19. The number of fatal motorcycle crashes in which a driver had been drinking increased by 28% from 1997 through 2002, but the proportion of fatal crashes among had-been-drinking crashes decreased from 47% in 1997 to 29% in 2002. The number of crashes involving motorcyclists, age 45-64 who had been drinking increased by 71%. Helmet use among crash-involved motorcyclists increased from 94% in 1997 to 97% in 2002. The high proportion of unlicensed motorcyclists was identified as a problem that should be addressed by public information and special enforcement programs. KW - Age groups KW - Crash data KW - Crash rates KW - Driving without a license KW - Drunk driving KW - Fatalities KW - Michigan KW - Motorcycle crashes KW - Motorcycle helmets KW - Motorcyclists KW - Public information programs KW - Registrations KW - Traffic law enforcement KW - Trend (Statistics) KW - Utilization UR - https://trid.trb.org/view/702646 ER - TY - RPRT AN - 00975853 AU - Sundeen, M AU - National Conference of State Legislatures TI - CELL PHONES AND HIGHWAY SAFETY: 2003 STATE LEGISLATIVE UPDATE PY - 2003/12 SP - 21 p. AB - Although opinions differ over which distractions cause the most crashes, one activity has drawn the bulk of the attention from lawmakers across the United States: the use of the wireless phone while driving. Since 1999, every state has considered legislation related to driver use of wireless phones. During the 2003 session alone, legislatures in 42 states considered such measures. Seventeen states have passed laws regarding mobile phone use while driving, at least 17 states track mobile phone involvement in crashes, and legislatures in six states have approved studies to gather more information on the issue. 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. KW - Cellular telephones KW - Countries KW - Distraction KW - Driver education KW - Federal laws KW - Highway safety KW - Law enforcement KW - Legislation KW - Liability KW - Local government KW - State government KW - State laws KW - Traffic crashes UR - http://www.ncsl.org/print/transportation/cellphoneupdate12-03.pdf UR - https://trid.trb.org/view/702633 ER - TY - RPRT AN - 00970385 AU - National Highway Traffic Safety Administration TI - THE ECONOMIC BURDEN OF TRAFFIC CRASHES ON EMPLOYERS: COSTS BY STATE AND INDUSTRY AND BY ALCOHOL AND RESTRAINT USE PY - 2003/12 SP - 18 p. AB - Employers pay for injuries that occur both on and off the job. In 1998-2000, motor vehicle crashes annually killed more than 2100 people while they were working and injured 353,000. Over half of the injuries forced people to miss work. Overall, on-the-job crash injuries (fatal and non-fatal) amounted to about 6.5% of all crash injuries. Motor vehicle crash injuries on and off the job cost employers almost $60 billion annually in 1998-2000. One third of this cost resulted from off-the-job injuries to workers and their dependents. Motor vehicle crashes imposed a $16.3 billion health-related fringe benefit bill for employers. Employer health care (medical) cost of crash injuries was $7.7 billion. Another $8.6 billion was spent on sick leave and life and disability insurance for crash victims. Off-the-job crash injuries cost nearly $13 billion, accounting for 80% of the health-related fringe benefit costs of motor vehicle crashes. Off-the-job crash injuries comprised an even larger share of employer health care costs (92%). The annual employer cost of motor vehicle crashes in which at least one driver was alcohol-impaired is over $9 billion, including wage-risk premiums. Restraint non-use by on-the-job employees cost employers over $1 billion a year in fringe benefit costs. A larger $3.9 billion employer bill results from restraint non-use by employees and their benefit-eligible dependents while away from work. Employer costs of motor vehicle crash injuries vary widely by state and industry. These costs exceed $3.5 billion in each of the nation's two most populous states -- California and New York. Costs are highest in the agriculture, land transportation, heavy construction, and mining sectors. When comparing costs between states and industries, one should be aware that differences in injury severity, age or workforce, regional and local characteristics, and completeness of reporting play a significant role in the variance. Prevention is an important way to control health care costs arising from injuries. This report demonstrates that by increasing restraint use and reducing alcohol-impaired driving, the potential health care savings are large. Motor vehicle injury costs to employers are reported on a nationwide, state-by-state, and industry basis. The report updates the national estimates of employer costs of crashes presented in NHTSA's report "What Do Traffic Crashes Cost? Total Cost to Employers by State and Industry" (1996) and adds estimates of alcohol involvement and restraint non-use. KW - Costs KW - Drunk driving KW - Economic impacts KW - Employers KW - Fatalities KW - Health care KW - Industries KW - Injuries KW - Insurance KW - Medical costs KW - Prevention KW - Restraint systems KW - States KW - Traffic crashes UR - http://www.nhtsa.dot.gov/people/injury/airbags/EconomicBurden/index.html UR - https://trid.trb.org/view/696426 ER - TY - RPRT AN - 00968293 AU - National Highway Traffic Safety Administration TI - NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION INITIATIVES TO ADDRESS IMPAIRED DRIVING PY - 2003/12 SP - 39 p. AB - The mission of the National Highway Traffic Safety Administration (NHTSA) is to save lives. The agency develops, promotes and implements educational, engineering, and enforcement programs aimed at preventing fatalities, injuries and reducing the economic costs associated with motor vehicle use and highway travel. This report presents an in depth look at impaired driving: a significant highway safety issue that impacts directly on the success of NHTSA's mission. After discussing the safety problems caused by impaired drivers, the report details the agency's strategies for reducing driver impairment and, thereby, saving lives. KW - Fatalities KW - Highway safety KW - Impaired drivers KW - Injuries KW - Safety programs KW - Strategic planning KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration UR - http://www.nhtsa.dot.gov/people/injury/alcohol/IPTReport/FinalAlcoholIPT-03.pdf UR - https://trid.trb.org/view/679127 ER - TY - SER AN - 00975892 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STUDY LOOKS AT ENHANCED SANCTIONS FOR HIGH BAC OFFENDERS PY - 2003/11 IS - 288 SP - 2 p. AB - As of January 1, 2003, 31 states had implemented a "high" blood alcohol concentration (High-BAC) sanctioning system. The states vary in what they define as High-BAC, with limits between .15 and .20 BAC. The Preusser Research Group conducted a study to determine the impact of these High-BAC sanctions on (1) recidivism for High-BAC offenders, (2) alcohol-related fatalities, and (3) burdens on the prosecution, adjudication, and/or sanctioning systems. Minnesota was selected as the site for the study. This Traffic Tech briefly summarizes the study findings. KW - Adjudication KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Impact studies KW - Minnesota KW - Prosecution KW - Recidivism KW - Sanctions 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=a57e9134db1bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2003&overrideViewName=Report UR - https://trid.trb.org/view/704157 ER - TY - SER AN - 00975891 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - EVALUATION OF COMMUNITY PROGRAMS TO DETER UNDERAGE DRINKING AND DRIVING PY - 2003/11 IS - 287 SP - 2 p. AB - Mid-America Research Institute recently completed a study that examined the effectiveness of four community programs to deter underage drinking. All of the programs were modeled after a program in the Washington, D.C., area known as WRAP (Washington Regional Alcohol Program). The programs are: Safe and Sober Youth (SASY) in Chesterfield County, Virginia; Project Extra Mile (PEM) in Omaha, Nebraska; Salt Lake City Underage Drinking Prevention Project (SLCUDPP); and Travis County Underage Drinking Prevention Program (TCUDPP) in Travis County, Texas. This Traffic Tech briefly summarizes each program and their objectives. KW - Chesterfield County (Virginia) KW - Community action programs KW - Countermeasures KW - Drunk driving KW - Omaha (Nebraska) KW - Salt Lake City (Utah) KW - Teenage drivers KW - Travis County (Texas) UR - https://trid.trb.org/view/704156 ER - TY - SER AN - 00975893 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF SPEEDING AND UNSAFE DRIVING ATTITUDES AND BEHAVIOR: 2002 PY - 2003/11 IS - 289 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) first conducted a study on the driving age public's attitudes and behaviors about speeding and unsafe (or aggressive) driving in 1997. NHTSA conducted a second survey on this topic in 2002 to collect updated data on the nature and scope of the speeding and aggressive driving problems. Interviews were conducted with a nationally representative sample of drivers age 16 and over, to determine how the public perceives the seriousness of speeding and aggressive driving, and what countermeasures the public will accept to control these problems. This Traffic Tech briefly summarizes the survey findings. KW - Aggression KW - Attitudes KW - Behavior KW - Countermeasures KW - Drivers KW - High risk drivers KW - Interviewing KW - Public opinion KW - Risk taking KW - Speeding KW - Surveys KW - Traffic law enforcement UR - https://trid.trb.org/view/704158 ER - TY - RPRT AN - 00975862 AU - Eby, D W AU - Vivoda, J M AU - Spradlin, H K AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning AU - National Highway Traffic Safety Administration TI - DIRECT OBSERVATION OF SAFETY BELT USE IN MICHIGAN: FALL 2003 PY - 2003/11 SP - 62 p. AB - A direct observation survey of safety belt use in Michigan was conducted in the fall of 2003. In this study, 11,723 occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks) were surveyed between August 28 and September 10, 2003. Belt use was estimated for all commercial/noncommercial vehicle types combined (the statewide safety belt use rate) and separately for each vehicle type. Within and across each vehicle type, belt use by age, sex, road type, day of week, time of day, and seating position were calculated. Statewide belt use was 84.8%. This rate represents the highest level of statewide safety belt use ever observed in Michigan. A comparison with the highest safety belt use rate observed before the introduction of primary enforcement shows that the current rate reflects a 14.7 percentage point increase. Belt use was 86.8% for passenger cars, 85.4% for sport-utility vehicles, 86.3% for vans/minivans, and 77.8% for pickup trucks. For all vehicle types combined, belt use was higher for females than for males, and higher for drivers than for passengers. In general, belt use was high during the morning and evening rush hours. Belt use did not vary systematically by day of week. Belt use was lowest among 16-to-29 year olds, and highest among the 60-and-older age group. Survey results suggest that the implementation of primary enforcement safety belt use laws and the accompanying enforcement and public information and education efforts have been effective in maintaining and continuing to increase safety belt use in Michigan. KW - Age KW - Days KW - Gender KW - Michigan KW - Passenger vehicles KW - Periods of the day KW - Pickup trucks KW - Public information programs KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - State laws KW - Surveys KW - Traffic law enforcement KW - Traffic safety education KW - Types of roads KW - Utilization KW - Vans UR - https://trid.trb.org/view/702643 ER - TY - JOUR AN - 00975860 JO - Road Safety Research Report PB - Australian Transport Safety Bureau AU - Department for Transport, England TI - RESEARCH INTO UNLICENSED DRIVING - LITERATURE REVIEW PY - 2003/11 IS - 38 SP - 46 p. AB - This report contains a literature review of the relevant literature on unlicensed driving. Two main databases were used to identify relevant references on the subject of unlicensed driving: Criminal Justice Abstracts Database 1968-1998 and International Road Research Database. The references from these two databases were supplemented by other documents known to the research team and identified from various other sources. An unlicensed driver is defined as a driver who has driven while disqualified, without any license, or otherwise than in accordance with a provisional or full driving license. KW - Driving without a license KW - Literature reviews UR - http://www.dft.gov.uk/pgr/roadsafety/research/rsrr/theme2/researchintounlicenseddrivin.pdf UR - https://trid.trb.org/view/704150 ER - TY - RPRT AN - 00970396 AU - Morgan, C AU - National Highway Traffic Safety Administration TI - RESULTS OF THE SURVEY ON THE USE OF PASSENGER AIR BAG ON-OFF SWITCHES PY - 2003/11 SP - 58 p. AB - The National Highway Traffic Safety Administration conducted a survey to investigate how pickup truck drivers are using the passenger air bag on-off switches. The main two questions were how often the switches were turned off for child passengers and how often they were turned on for adult passengers. The survey was conducted from July to November 2000 in four States - California, Georgia, Michigan, and Texas. On the whole, the switches have been a necessary and a fairly successful interim measure that made it possible to offer life-saving air bags to adult passengers in pickup trucks without back seats, while allowing the opportunity to protect infants and children from the hazards of air bags when they must ride in the front seats of those vehicles. Nevertheless, the survey shows many of the air bags are being left on for children and turned off for adults. 48% of the air bags were left on when only child passengers 1-12 years old were in the front seat and 62% when a child and an adult passenger were in the front seat, potentially exposing these children to a deployment. There is also a problem when drivers ride with only adult passengers (age 13 and older). While 83% of the switches were on, as they should be, 17% were switched off. KW - Adults KW - Air bags KW - California KW - Children KW - Georgia KW - Michigan KW - On-off air bag switches KW - Pickup trucks KW - Surveys KW - Texas KW - Vehicle safety UR - http://www.nhtsa.dot.gov/cars/rules/regrev/Evaluate/809689/images/809%20689.pdf UR - https://trid.trb.org/view/696437 ER - TY - SER AN - 00985776 JO - Tech Brief PB - Federal Motor Carrier Safety Administration AU - Federal Motor Carrier Safety Administration TI - COMMERCIAL MOTOR VEHICLE DRIVER RETENTION AND SAFETY PY - 2003/10 SP - 4 p. AB - The trucking industry has experienced a shortage of qualified drivers. In recent years, the most significant factor contributing to this shortage is the result of job-hopping. Also known as "churning," high rates of turnover in the industry account for as much as 80% of the demand for commercial operators experienced by some carriers at any given time. In addition to industry costs due to recruitment and training of commercial drivers, the greatest impact of job-hopping may be in the area of safety. The purpose of the study, summarized in this Tech Brief, was to gain a better understanding of the extent to which truck crashes during long-haul, over-the-road operations can be linked to churning among commercial drivers, and to identify strategies with the greatest potential to improve driver retention and safety. This research found that a significant relationship exists between job change rate and crash involvement. There is evidence that drivers, whose employment history indicates that they have averaged more than two jobs with different carriers each year for a period of two years or more deserve special scrutiny during the hiring process to determine whether there are mitigating circumstances that have placed the individual in an increased-risk category. Another conclusion of the study is that additional phases of analysis, based on the present methodology, have the potential to yield even greater benefits by identifying specific factors that can explain the broad statistical relationship between job change rate and safety. KW - Commercial vehicle operations KW - Hiring policies KW - Job change rate KW - Personnel retention KW - Truck crashes KW - Truck drivers KW - Trucking safety KW - Turnover UR - http://ntl.bts.gov/lib/51000/51200/51289/driver-retention-safety.pdf UR - https://trid.trb.org/view/749561 ER - TY - SER AN - 00975886 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - IMPROVED DWI ENFORCEMENT PROGRAM INVOLVED IN A 25% DECLINE IN ALCOHOL-RELATED FATALITIES IN AUSTIN, TEXAS PY - 2003/10 IS - 282 SP - 2 p. AB - Mid-America Research Institute conducted a research study in Austin, Texas to examine one community's efforts to improve their Driving While Intoxicated (DWI) enforcement program. The program's goal was to streamline the arrest process and, ultimately, decrease alcohol-related fatalities. A key feature of Austin's program was the development of a full-time team of DWI specialists. These officers patrol the streets in two-person teams, looking for impaired drivers. They are also available to assist general patrol officers in processing DWI offenders. Austin's program includes enhanced training for officers in DWI enforcement and the assignment of liaison officers to work with the courts to track DWI cases. Austin also offers administrative license revocation hearings by telephone. This Traffic Tech provides statistics on Austin's DWI arrests, convictions, program impact on fatalities, and DWI processing time. KW - Arrests KW - Austin (Texas) KW - Convictions KW - Court operations KW - Driver licenses KW - Drunk driving KW - Fatalities KW - Law enforcement KW - Offender processing time KW - Police patrol KW - Revocation KW - Statistics KW - Training 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=b0866b2c7b2bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2003&overrideViewName=Report UR - https://trid.trb.org/view/704151 ER - TY - SER AN - 00975887 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STATE OF KNOWLEDGE ON DRUGS AND TRAFFIC SAFETY PY - 2003/10 IS - 283 SP - 2 p. AB - A literature review on the state of knowledge on drugs and traffic safety was conducted by Mid-America Research Institute. The review covers studies published since 1980 and includes more than 300 documents. This Traffic Tech summarizes some the findings from the report. The report describes the detection and measurement of drugs in drivers, experimental research, epidemiological research, and drug-crash countermeasures. The report focused on "controlled substances." Studies on narcotics, central nervous system (CNS) depressants, CNS stimulants, cannabis, antidepressants, and antihistamines were included. KW - Antidepressants KW - Antihistamines KW - Countermeasures KW - Depressants KW - Detection and identification KW - Drugged drivers KW - Drugs KW - Literature reviews KW - Marijuana KW - Narcotics KW - Research KW - Stimulants KW - Traffic crashes 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=94106b2c7b2bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2003&overrideViewName=Report UR - https://trid.trb.org/view/704152 ER - TY - SER AN - 00975890 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - HIGHWAY SAFETY ISSUES IN BLACK/AFRICAN-AMERICAN COMMUNITIES PY - 2003/10 IS - 286 SP - 2 p. AB - The National Highway Traffic Safety Administration sponsored a study to identify traffic safety issues in Black communities and to identify communication strategies that could be used to direct traffic safety messages to Black populations. This Traffic Tech summarizes information on the six selected study sites for focus groups that, in combination, provided a diverse but representative sample of economic, demographic, and social environments. It then describes the eleven traffic safety problems that were identified. KW - African Americans KW - Blacks KW - Focus groups KW - Highway safety KW - Problem identification KW - Strategic planning KW - Traffic safety KW - Traffic safety education 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=05edda1d732bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2003&overrideViewName=Report UR - https://trid.trb.org/view/704155 ER - TY - SER AN - 00975888 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - OPERATION OF INSPECTION STATIONS FOR CHILD RESTRAINT USE PY - 2003/10 IS - 284 SP - 2 p. AB - To help reduce misuse of child safety seats, highway safety organizations, public safety agencies, medical facilities, safety associations, auto dealerships, and other groups across the country offer safety seat check-up inspection or fitting stations. At these stations, technicians offer hands-on training about the proper use and installation of child restraints, and advise parents and caregivers as to what is age and size appropriate for their child passengers. There were more than 3,500 inspection stations as of November 2002, most initiated within the last five years. The National Highway Traffic Safety Administration sponsored a study to identify and describe the characteristics of model child safety seat inspection stations. The resulting report is organized to assist safety professionals in making better strategic and resource allocation decisions for implementation of these stations. This Traffic Tech summarizes information from the report on the seven selected study sites, including site characteristics and challenges, and information on establishing new inspection stations. KW - Child restraint systems KW - Decision making KW - Implementation KW - Inspection stations KW - Resource allocation KW - Strategic planning UR - http://www.nhtsa.dot.gov/people/injury/research/InspectionStations/images/Final%20ReportScreen.pdf UR - https://trid.trb.org/view/704153 ER - TY - SER AN - 00975889 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - EVALUATION OF THE REPEAL OF THE MOTORCYCLE HELMET LAWS IN KENTUCKY AND LOUISIANA PY - 2003/10 IS - 285 SP - 2 p. AB - In 1998, Kentucky repealed its universal motorcycle helmet law to require helmet use only by motorcycle operators and passengers under the age of 21, those who possess a motorcycle instruction permit and those who have had a motorcycle operator's license for less than one year. A provision requiring helmet use by motorcycle owners who did not have at least $10,000 of medical coverage was repealed effective July 2000. In 1999, Louisiana repealed its universal motorcycle helmet law to require helmet use only by motorcycle operators and passengers under the age of 18, and riders 18 and older who do not have medical insurance coverage of at least $10,000. These repeals produced similar effects. Observed helmet use dropped from nearly full compliance under the law to the 50% range without the law. The rate of motorcyclist fatalities per 10,000 registered motorcycles increased more than the national average--by 37% in Kentucky and 75% in Louisiana. Injuries per registered motorcycles increased in both states (17% and 21%), while the national injury rate per registered motorcycles decreased (-2.9%). This Traffic Tech presents other statistics from this study, including statistics on the crash types that classify fatal motorcycles crashes. KW - Compliance KW - Crash types KW - Fatalities KW - Injuries KW - Kentucky KW - Louisiana KW - Motorcycle helmets KW - Repeal KW - State laws KW - Statistics UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/TraffTech/index.htm UR - https://trid.trb.org/view/704154 ER - TY - RPRT AN - 00975852 AU - International Association of Traffic and Safety Sciences TI - WHITE PAPER ON TRAFFIC SAFETY IN JAPAN 2003. ABRIDGED EDITION PY - 2003/10 SP - 18 p. AB - This document provides a summary of the information contained in this year's White Paper on Traffic Safety in Japan, the 33rd since the first was issued in 1971. It contains the latest national statistics on transportation accidents, organized according to the categories of land transport (road and rail), maritime transport and air transport, and outlines traffic safety measures implemented in FY2002. KW - Air transportation crashes KW - Aviation safety KW - Highway safety KW - Japan KW - Maritime safety KW - Railroad crashes KW - Railroad safety KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - Water transportation crashes UR - https://trid.trb.org/view/702632 ER - TY - RPRT AN - 00970427 AU - Campbell, B N AU - Smith, J D AU - Najm, W G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - EXAMINATION OF CRASH CONTRIBUTING FACTORS USING NATIONAL CRASH DATABASES PY - 2003/10 SP - 138 p. AB - This report examines contributing factors to single vehicle off-roadway, rear-end, and lane change crashes involving light vehicles (passenger cars, sport utility vehicles, vans, and pickup trucks). The analysis is based on crash data obtained from the National Automotive Sampling System's 1997-2000 Crashworthiness Data System (CDS) and 2000 General Estimates System (GES). Research on crash contributing factors was divided into three phases: phase one provides a comparison of CDS and GES contributing factor distributions; phase two examines crash severity in relation to contributing factors; and phase three determines contributing factors based on pre-crash scenarios. This report classifies crash severity into severe and less severe crashes based on whether or not the vehicle involved in a crash was towed from the scene due to damage. Results from phase one indicate that contributing factor distributions for the CDS and GES matched fairly closely; however, discrepancies were found for inattention and speeding. Phase two results found that contributing factors were similar in the majority of crash types regardless of the severity of the crash; however, the relative frequency of alcohol/drugs and sleepy/drowsy were found to be influenced by crash severity for single vehicle off-roadway and rear-end crash types. Phase three results showed that the contributing factors were influenced more by the critical event than the vehicle movement prior to the critical event in precrash scenarios leading to single vehicle off-roadway crashes. KW - Attention lapses KW - Automobiles KW - Contributing factors (Accidents) KW - Crash severity KW - Crashworthiness Data System KW - Drowsiness KW - Drugged drivers KW - Drunk driving KW - General Estimates System KW - Lane changing KW - National Automotive Sampling System KW - Pickup trucks KW - Precrash phase KW - Ran off road crashes KW - Rear end crashes KW - Single vehicle crashes KW - Sleep deprivation KW - Speeding KW - Sport utility vehicles KW - Traffic crashes KW - Vans UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2003/HS809664.pdf UR - https://trid.trb.org/view/696467 ER - TY - RPRT AN - 00970399 AU - Singh, S AU - Perel, M AU - Rainbow Technology Incorporated AU - National Highway Traffic Safety Administration TI - DRIVERS' PERCEPTIONS OF HEADLIGHT GLARE FROM ONCOMING AND FOLLOWING VEHICLES PY - 2003/10 SP - 19 p. AB - Recently, U.S. drivers have been expressing concern over the discomfort and reduced visibility that they experience from headlight glare from other vehicles. Drivers have focused their concern on the relatively new high intensity discharge lights, high mounted lights, and various auxiliary lights. In order to better understand this glare problem, the National Highway Traffic Safety Administration collected data on drivers' perception of glare from a representative sample of U.S. drivers. The survey was conducted through Omnibus Survey of the Bureau of Transportation Statistics. The present study is based on the information (data) collected on two types of glare: glare from oncoming and following vehicles. The survey data were analyzed to find out how U.S. drivers perceive the two types of glare and if glare perception is associated with respondents' age and gender. Contingency analysis was conducted to establish these associations. The statistics showed that a sizeable number of respondents feel that glare was 'disturbing'. The percent frequency distributions were used to better understand the age and gender profiles of drivers who felt disturbed by the nighttime glare. It was found that the age group 35 to 44 had the highest percentage of night drivers as well as among those who felt glare 'disturbing'. In addition, female respondents of this age group were more of the opinion that the glare from oncoming and following vehicles was 'disturbing' as compared with other age groups of their own gender or even of the opposite gender. KW - Age groups KW - Auxiliary lights KW - Drivers KW - Following vehicles KW - Gender KW - Glare KW - Headlamps KW - High intensity discharge lights KW - High mounted lights KW - Oncoming vehicles KW - Perception KW - Surveys KW - Visibility UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/Rpts/2003/809-669.pdf UR - https://trid.trb.org/view/696440 ER - TY - RPRT AN - 00968251 AU - Ulmer, R G AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - EVALUATION OF THE REPEAL OF MOTORCYCLE HELMET LAWS IN KENTUCKY AND LOUISIANA PY - 2003/10 SP - 52 p. AB - The 1998 universal motorcycle helmet law repeal in Kentucky and the 1999 repeal in Louisiana produced similar effects. Observed helmet use dropped from nearly full compliance under the laws to the 50% range without the laws. Motorcyclist fatalities increased in the near term by sizeable amounts - by over 50% in Kentucky and by 100% in Louisiana. Injuries also increased substantially in both states. At the same time, the number of registered motorcycles increased (by 20%), and vehicle miles traveled increased by approximately 6% (based on national numbers). Thus, some of the increase in fatalities in Kentucky and Louisiana were probably due to increased exposure. In Kentucky, motorcyclists killed per 10,000 registered motorcycles averaged 6.4 in the two years just before the helmet law repeal and averaged 8.8 in the two years following its repeal, an increase of +37.5%. Persons injured per 10,000 registered motorcycles averaged 187 in the preceding two years and averaged 219 in the two years following its repeal, an increase of +17%. In Louisiana, the fatality rate averaged 4.5 in the two years prior to helmet law repeal and rose to 7.9 in the year following, an increase of +75%. The injury rate averaged 126 persons in the two years before the helmet law repeal and increased to 152 persons in the year following repeal of the universal motorcycle helmet law, an increase of +20.6%. For comparison purposes, the national fatality rate per 10,000 registered motorcycles increased 18% and injuries declined by 2.9%. The experience in Kentucky and Louisiana is similar to the experience in Arkansas and Texas, two other states that repealed universal laws recently (1997). This leaves little doubt that such repeals have demonstrable negative safety consequences. KW - Arkansas KW - Fatalities KW - Highway safety KW - Impacts KW - Injuries KW - Kentucky KW - Laws KW - Louisiana KW - Motorcycle crashes KW - Motorcycle helmets KW - Motorcycles KW - Motorcyclists KW - Registrations KW - Repeal KW - Texas KW - Traffic safety KW - Vehicle miles of travel UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/kentuky-la03/index.html UR - http://ntl.bts.gov/lib/26000/26000/26060/510-MotorcycleHelmetRepealStudy.pdf UR - https://trid.trb.org/view/679015 ER - TY - RPRT AN - 00967067 AU - Royal, D AU - The Gallup Organization AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF SPEEDING AND UNSAFE DRIVING ATTITUDES AND BEHAVIORS: 2002. VOLUME II - FINDINGS REPORT PY - 2003/10 SP - 89 p. AB - This report represents findings from a survey on speeding and unsafe driving attitudes and behaviors. The data come from a pair of studies undertaken by the National Highway Traffic Safety Administration (NHTSA) to better understand drivers' behaviors and attitudes regarding speeding, unsafe driving, distracted and drowsy driving. This report, Volume II: Findings Speeding and Unsafe Driving presents the data on American drivers' reported behaviors and attitudes surrounding speeding and other unsafe and aggressive driving behaviors. Volume I: Findings National Survey of Distracted and Drowsy Driving reports respondent's behaviors and attitudes on various topics related to distracted and drowsy driving, while Volume III: Methods Report describes the methods used to conduct the interviews and analyze the data, and also contains the questionnaires. The data come from two surveys each conducted among nationally representative samples of drivers during the Spring of 2002. Interviews were conducted with a total of 4,010 drivers in the U.S. The survey findings show that speeding is a pervasive behavior with most drivers driving over the posted speed within the past month. Drivers are most likely to speed on non-interstate multi-lane roads. Younger and male drivers are most likely to speed. Drivers seem to believe that they can drive about 7-8 MPH over the posted speed before they will be ticketed. While most drivers speed at least occasionally, most also feel the speed limits on different road types are "about right." However, about 20% feel the limits are too low on non-interstate multi-lane roads and 35% say the limits on multi-lane interstates are too low. Drivers see the average "ideal" speed limit for interstate highways at around 67 MPH, though half feel the limit should be 70 MPH or higher. Nearly four in ten drivers say they would still continue to drive over the posted speed limit if the limit on interstates was raised by 10 MPH. The majority of drivers (58%) feel that someone driving at least 10 MPH over the posted limit would be at least somewhat more likely than a driver at the limit to have a crash. Two-thirds (68%) of drivers feel that other drivers' speeding is a major threat to their own personal safety. While speeding behavior is pervasive, drivers report lower levels of other unsafe driving behaviors such as entering an intersection as the light turns from yellow to red (51% at least sometimes) and rolling stops at stop signs (42%). Fewer than one in ten drivers report other risky driving behaviors such as tailgating, making illegal U-turns, driving through stop signs without slowing, drunk driving, running red lights, and racing other vehicles. However, at least one in six drivers reports "normally" encountering tailgating, weaving in and out of traffic, and cars running red lights. Many drivers feel that enforcement of non-speeding unsafe behaviors is too lax, with half or more seeing too little enforcement of tailgating, weaving and running red lights. A majority of drivers feel that automated photo enforcement of unsafe drivers is a good idea. KW - Age KW - Aggression KW - Arterial highways KW - Attitudes KW - Behavior KW - Drivers KW - Driving KW - Drunk driving KW - Gender KW - Intersections KW - Interstate highways KW - Red interval (Traffic signal cycle) KW - Red light running KW - Rolling stops at stop signs KW - Safety KW - Speed limits KW - Speeding KW - Stop signs KW - Surveys KW - Tailgating KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety KW - Traffic violations KW - Yellow interval (Traffic signal cycle) UR - http://www.nhtsa.dot.gov/people/injury/drowsy_driving1/speed_volII_finding/SpeedVolumeIIFindingsFinal.pdf UR - https://trid.trb.org/view/678438 ER - TY - RPRT AN - 00964952 AU - Kahane, C J AU - National Highway Traffic Safety Administration TI - VEHICLE WEIGHT, FATALITY RISK AND CRASH COMPATIBILITY OF MODEL YEAR 1991-99 PASSENGER CARS AND LIGHT TRUCKS PY - 2003/10 SP - 334 p. AB - Logistic regressions calibrate crash fatality rates per billion miles for model year 1991-99 passenger cars, pickup trucks, sport utility vehicles (SUVs) and vans during calendar years 1995-2000 - by vehicle weight, vehicle type, driver age and gender, urban/rural, and other vehicle, driver and environmental factors - a cross-sectional analysis of the fatality rates of existing vehicles. These analyses suggest that, after controlling for driver age/gender, urban/rural, annual mileage, and other factors: (a) The association between vehicle weight and overall crash fatality rates in the heavier Model Year (MY) 1991-99 LTVs (light trucks and vans) was not significant; (b) In three other groups of MY 1991-99 vehicles - the lighter LTVs, the heavier cars, and especially the lighter cars - fatality rates increased as weights decreased; and (c) MY 1996-99 pickup trucks and SUVs had, on the average, higher fatality rates than MY 1996-99 passenger cars or minivans of comparable weight. Logistic regression analyses of fatalities per billion miles in two-vehicle collisions show that MY 1991-99 LTVs were more aggressive than MY 1991-99 cars when they struck other vehicles. The analyses show correlations between occupants' fatality risk in the struck car and the frontal height-of-force and rigidity of the striking LTV. KW - Age KW - Automobiles KW - Crashes KW - Drivers KW - Fatalities KW - Gender KW - Light trucks KW - Pickup trucks KW - Regression analysis KW - Risk assessment KW - Rural areas KW - Sport utility vehicles KW - Urban areas KW - Vans KW - Vehicle aggressiveness KW - Vehicle classification KW - Vehicle miles of travel KW - Vehicle weight UR - http://www.nhtsa.dot.gov/cars/rules/regrev/evaluate/pdf/809662.pdf UR - https://trid.trb.org/view/661597 ER - TY - RPRT AN - 00985821 AU - National Highway Traffic Safety Administration TI - AUTOMOTIVE FUEL ECONOMY PROGRAM: ANNUAL UPDATE, CALENDAR YEAR 2002 PY - 2003/09 SP - 29 p. AB - The Annual Update on the Automotive Fuel Economy Program summarizes the fuel economy performance of the vehicle fleet and the activities of the National Highway Traffic Safety Administration (NHTSA) during 2002. Included in this report is a section summarizing rulemaking activities during 2002. NHTSA's responsibilities in the fuel economy area include: (1) establishing and amending average fuel economy standards for manufacturers of passenger cars and light trucks, as necessary; (2) promulgating regulations concerning procedures, definitions, and reports necessary to support the fuel economy standards; (3) considering petitions for exemption from established fuel economy standards by low volume manufacturers (those producing fewer than 10,000 passenger cars annually worldwide) and establishing alternative standards for them; (4) enforcing fuel economy standards and regulations; and (5) responding to petitions concerning domestic production by foreign manufacturers, and other matters. Passenger car fuel economy standards were established by Congress for Model Year (MY) 1985 and thereafter at a level of 27.5 mpg. NHTSA is authorized to amend the standard above or below that level. The agency has established light truck standards each year, but Congress mandated through the DOT Appropriations Acts for fiscal years 1996 through 2001, no increase from the MY 1996 value of 20.7 mpg for MYs 1998 through 2003. The Congressional freeze on Corporate Average Fuel Economy (CAFE) standards was repealed in mid-December 2001. Given the short lead-time (CAFE standards must be set 18 months prior to the affected MY), in April 2002, the agency set the MY 2004 light truck standard at 20.7 mpg. KW - Annual reports KW - Automobiles KW - Automotive Fuel Economy Program KW - Corporate Average Fuel Economy (CAFE) KW - Exemption KW - Fuel consumption KW - Law enforcement KW - Light trucks KW - Regulations KW - Standards KW - U.S. National Highway Traffic Safety Administration KW - United States Congress UR - http://www.nhtsa.dot.gov/cars/rules/CAFE/updates.htm UR - https://trid.trb.org/view/747980 ER - TY - RPRT AN - 00961937 AU - Wang, C C AU - Kosinski, C J AU - Schwartzberg, J S AU - Shanklin, A V AU - American Medical Association AU - National Highway Traffic Safety Administration TI - PHYSICIAN'S GUIDE TO ASSESSING AND COUNSELING OLDER DRIVERS SN - 1579475582 PY - 2003/09 SP - 226 p. AB - As the number of older drivers rises, patients and their families will increasingly turn to physicians for guidance on safe driving. Physicians will have the challenge of balancing their patients' safety against their transportation needs. This guide is intended to help the physician answer the questions, "Is my patient safe to drive?" and "What can I do to help my patient drive more safely?" To these ends, the authors have reviewed the scientific literature and collaborated with clinicians and experts in this field to produce the following two physician tools: (1) An office-based assessment of medical fitness to drive. This assessment is outlined in the algorithm, Physician's Plan for Older Drivers' Safety (PPODS), found later in chapter 1 on page 19 (see Figure 1.1). (2) A reference list of medical conditions and medications that may impair driving, with specific recommendations for each one. This list can be found in Chapter 9. In addition to these tools, the authors also present the following resources: (1) Information to help the physician navigate the legal and ethical issues regarding patient driving safety and patient reporting. This information can be found in Chapter 7. (2) A state-by-state list of licensing criteria, license renewal criteria, reporting laws, and DMV contact information. This information can be found in Chapter 8. (3) Recommended Current Procedural Terminology (CPT) codes for assessment and counseling procedures. These codes can be found in Appendix A. (4) Handouts for patients and their family members. These handouts, which are found in Appendix B, include a self-assessment of driving safety, safe driving tips, suggested driving alternatives, and a resource sheet for concerned family members. KW - Aged drivers KW - Counseling KW - Diseases and medical conditions KW - Driving KW - Driving safety KW - Ethics KW - Evaluation KW - Families KW - Health KW - Information dissemination KW - Legal factors KW - Medication KW - Patients KW - Physical fitness KW - Physicians KW - Reports KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/olddrive/physician_guide/PhysiciansGuide.pdf UR - http://ntl.bts.gov/lib/26000/26000/26057/DOT-HS-809-647.pdf UR - https://trid.trb.org/view/660485 ER - TY - RPRT AN - 00975905 AU - National Highway Traffic Safety Administration TI - BE SMART. BIKE SAFE. BICYCLE SAFETY PARENT/TEACHER GUIDE T2 - SEGURIDAD PARA BICICLETAS, GUIA PARA PADRES Y MAESTROS PY - 2003/09 SP - 7 p. AB - The National Highway Traffic Safety Administration has put together this guide to provide parents, caregivers, teachers and students with important bicycle safety tips. The guide contains ten items. This is the Parent/Teacher Guide. KW - Bicycling KW - Guidelines KW - Parents KW - Safety KW - Teachers UR - https://trid.trb.org/view/702697 ER - TY - RPRT AN - 00975906 AU - National Highway Traffic Safety Administration TI - BE SMART. BIKE SAFE. BICYCLE SAFETY, A FUN ACTIVITY BOOK FOR CHILDREN AGES 4-7 T2 - SEGURIDAD PARA BICICLETAS, LIBRO DE ACTIVIDADES PARA NINOS DE 4-7 ANOS PY - 2003/09 SP - 10 p. AB - The National Highway Traffic Safety Administration has put together this guide to provide parents, caregivers, teachers and students with important bicycle safety tips. The guide contains ten items. This is the Fun Activity Book for Children Ages 4-7. KW - Bicycling KW - Children KW - Education KW - Guidelines KW - Safety UR - https://trid.trb.org/view/702698 ER - TY - RPRT AN - 00975911 AU - National Highway Traffic Safety Administration TI - BE SMART. BIKE SAFE. SAFETY CHECKLIST, BOOKMARK T2 - SEGURIDAD PARA BICICLETAS, VERIFICACION DE SEGURIDAD, MARCADOR DE LIBROS PY - 2003/09 SP - 1 p. AB - The National Highway Traffic Safety Administration has put together this guide to provide parents, caregivers, teachers and students with important bicycle safety tips. The guide contains ten items. This is the Safety Checklist in the form of a bookmark. KW - Bicycling KW - Children KW - Education KW - Guidelines KW - Safety UR - https://trid.trb.org/view/702701 ER - TY - RPRT AN - 00975908 AU - National Highway Traffic Safety Administration TI - BE SMART. BIKE SAFE. SAFETY FLASH CARDS T2 - SEGURIDAD PARA BICICLETAS, TARJETAS DE ADIVINANZAS PY - 2003/09 SP - v.p. AB - The National Highway Traffic Safety Administration has put together this guide to provide parents, caregivers, teachers and students with important bicycle safety tips. The guide contains ten items. This is a set of safety flash cards. KW - Bicycling KW - Children KW - Education KW - Guidelines KW - Safety UR - https://trid.trb.org/view/703675 ER - TY - RPRT AN - 00975912 AU - National Highway Traffic Safety Administration TI - BE SMART. BIKE SAFE. SAFETY CHECKLIST, BICYCLE TAG T2 - SEGURIDAD PARA BICICLETAS, VERIFICACION DE SEGURIDAD, ETIQUETA PARA LA BICICLETA PY - 2003/09 SP - 1 p. AB - The National Highway Traffic Safety Administration has put together this guide to provide parents, caregivers, teachers and students with important bicycle safety tips. The guide contains ten items. This is the Safety Checklist in the form of a bicycle tag. KW - Bicycling KW - Children KW - Education KW - Guidelines KW - Safety UR - https://trid.trb.org/view/702702 ER - TY - RPRT AN - 00975914 AU - National Highway Traffic Safety Administration TI - BE SMART. BIKE SAFE. ANSWER KEY SHEETS T2 - SEGURIDAD PARA BICICLETAS, HOJAS CON RESPUESTAS PY - 2003/09 SP - 2 p. AB - The National Highway Traffic Safety Administration has put together this guide to provide parents, caregivers, teachers and students with important bicycle safety tips. The guide contains ten items. This item contains the Answer Key Sheets for the Fun Activity Book for Children Ages 4-7 (HS-809 652) and the Fun Activity Book for Children Ages 8-11 (HS-809 653). KW - Bicycling KW - Children KW - Education KW - Guidelines KW - Safety UR - https://trid.trb.org/view/702704 ER - TY - RPRT AN - 00975909 AU - National Highway Traffic Safety Administration TI - BE SMART. BIKE SAFE. SAFETY BINGO T2 - SEGURIDAD PARA BICICLETAS, BINGO PY - 2003/09 SP - v.p. AB - The National Highway Traffic Safety Administration has put together this guide to provide parents, caregivers, teachers and students with important bicycle safety tips. The guide contains ten items. This is the Safety Bingo game cards and chips (cut outs). KW - Bicycling KW - Children KW - Education KW - Guidelines KW - Safety UR - https://trid.trb.org/view/703676 ER - TY - RPRT AN - 00975907 AU - National Highway Traffic Safety Administration TI - BE SMART. BIKE SAFE. BICYCLE SAFETY, A FUN ACTIVITY BOOK FOR CHILDREN AGES 8-11 T2 - SEGURIDAD PARA BICICLETAS, LIBRO DE ACTIVIDADES PARA NINOS DE 8-11 ANOS PY - 2003/09 SP - 10 p. AB - The National Highway Traffic Safety Administration has put together this guide to provide parents, caregivers, teachers and students with important bicycle safety tips. The guide contains ten items. This is the Fun Activity Book for Children Ages 8-11. KW - Bicycling KW - Children KW - Education KW - Guidelines KW - Safety UR - https://trid.trb.org/view/702699 ER - TY - RPRT AN - 00975910 AU - National Highway Traffic Safety Administration TI - BE SMART. BIKE SAFE. MEMORY CHIPS T2 - SEGURIDAD PARA BICICLETAS, JUEGO DE MEMORIA PY - 2003/09 SP - 1 p. AB - The National Highway Traffic Safety Administration has put together this guide to provide parents, caregivers, teachers and students with important bicycle safety tips. The guide contains ten items. This is a page of cut outs called Memory Chips. For example, one memory chip has a picture of a helmet and the words "Always wear your helmet." KW - Bicycling KW - Children KW - Education KW - Guidelines KW - Safety UR - https://trid.trb.org/view/702700 ER - TY - RPRT AN - 00975913 AU - National Highway Traffic Safety Administration TI - BE SMART. BIKE SAFE. BICYCLE SAFETY STICKERS T2 - SEGURIDAD PARA BICICLETAS, CALCOMANIAS DE SEGURIDAD PY - 2003/09 SP - 1 p. AB - The National Highway Traffic Safety Administration has put together this guide to provide parents, caregivers, teachers and students with important bicycle safety tips. The guide contains ten items. This is a page of Bicycle Safety Stickers. KW - Bicycling KW - Children KW - Education KW - Guidelines KW - Safety UR - https://trid.trb.org/view/702703 ER - TY - RPRT AN - 00975851 AU - Bingham, C R AU - Shope, J T AU - University of Michigan Transportation Research Institute AU - National Safety Council TI - AN EVALUATION OF THE ROAD READY TEENS VIDEO GAME: FINAL REPORT PY - 2003/09 SP - 62 p. AB - This study evaluated the effectiveness of the Road Ready Teens video game "Streetwise," in (1) raising teen awareness of key driving risks, (2) strengthening positive attitudes toward driving safety guidelines, and (3) emphasizing that the experience they get through practice-driving helps them become safe drivers. Twenty-four teens who were either within three months of beginning, or were currently taking but had not completed driver education, were evaluated before and after 50 minutes of playing Streetwise, and then participated in a focus group lasting one hour. Pre- and post-game comparisons indicated that playing Streetwise significantly increased perceptions of personal driving risk; however, intentions to avoid risky driving behaviors, attitudes toward driving guidelines, and acceptance of driving guidelines did not change significantly from pre- to post-test. Girls were more likely than boys to report increased awareness of driving risks, greater acceptance of driving guidelines, and clearer perceptions of personal driving risk. Prior driving experience, video game playing experience, risk-taking propensity, driving risk-taking, and living locale (i.e., rural vs. in-town) also related to game outcomes. Teens in the focus groups said the video game gave too little opportunity to make driving decisions and not enough vehicle control to practice safe driving. They recommended leaving more decisions up to the driver, such as choosing to use safety belts and turn signals; checking blind spots; choosing their own routes or following directions instead of following turn arrows; and controlling vehicle speed to follow posted speed limits. They also suggested adding life-like driving situations, such as realistic obstacles; oncoming traffic; opposing traffic at intersections; and executing left turns at intersections and navigating four-way stops with on-coming traffic. The teens also wanted realistic feedback about the consequences of their mistakes and choices, such as degree of injury, repair cost, damage from hitting obstacles, and consequences of their decisions about safety belt and turn signal use. They felt this type of information would help them learn safe driving skills and the benefits of safe driving habits. Overall, the teens enjoyed playing the video game and felt it was a good teaching tool for people their age. KW - Attitudes KW - Awareness KW - Before and after studies KW - Behavior KW - Decision making KW - Driver training KW - Focus groups KW - Highway safety KW - Learning KW - Risk taking KW - Teenage drivers KW - Video games UR - https://trid.trb.org/view/702631 ER - TY - RPRT AN - 00975859 AU - Reed, M P AU - Ebert, S M AU - University of Michigan Transportation Research Institute TI - DEVELOPMENT OF SURROGATE CHILD RESTRAINTS FOR TESTING OF OCCUPANT SENSING AND CLASSIFICATION SYSTEMS PY - 2003/09 SP - 41 p. AB - This report describes the design and development of a set of surrogate child restraints that are intended for use in developing and testing occupant sensing and classification systems. Detailed measurements were made of the geometry and mass characteristics of 34 commercial child restraints, including infant restraints, convertibles, combination restraints, and boosters. The restraints were installed in three test seats with appropriately sized crash dummies to obtain data on seat-surface pressure patterns and the position and orientation of the restraint with belt loading. The data were used to construct two surrogate child restraints with removable components. The convertible surrogate can simulate a rear-facing infant restraint with or without a base, a rear-facing convertible, or a forward-facing convertible. The booster surrogate can represent a high-back belt-positioning booster, a backless booster, or a forward-facing-only restraint with a five-point harness. The surrogates were designed to meet geometric and mass targets obtained by taking the mean values for analogous dimensions in each child restraint category. Data analyses showed that the dimensions and performance of the surrogates quantitatively represent the commercial restraints in each category. KW - Air bags KW - Child restraint systems KW - Occupant sensing and classification systems KW - Surrogate child restraints KW - Testing UR - https://trid.trb.org/view/702639 ER - TY - RPRT AN - 00968271 AU - United Tribes Technical College AU - National Highway Traffic Safety Administration TI - KEEP YOUR CHILD SAFE WHILE TRAVELING PY - 2003/09 SP - 8 p. AB - This pamphlet discusses child passenger safety. It describes the appropriate child restraint system to use for infants (birth to 20 pounds), toddlers (20-40 pounds) children (40-80 pounds) and children weighing over 80 pounds. It discusses and illustrates rear-facing child safety seats, forward-facing child safety seats and booster seats. It explains harness and locking clips, and lists 6 common mistakes in child passenger safety. KW - Booster seats KW - Child restraint systems KW - Children KW - Highway safety KW - Infants KW - Installation KW - Occupant protection devices KW - Passengers KW - Traffic safety KW - Weight UR - https://trid.trb.org/view/679061 ER - TY - RPRT AN - 00968272 AU - National Highway Traffic Safety Administration TI - CHILD PASSENGER SAFETY COURSES 2003-2004 PY - 2003/09 SP - 20 p. AB - This booklet describes child passenger safety (CPS) courses currently offered by the National Highway Traffic Safety Administration. The courses are directed to the following audiences: CPS advocates, technicians and instructors; law enforcement personnel; healthcare professionals; and childcare providers. For each entry, the booklet describes the program's intended audience, program focus, program length, content, instructional staff, participant materials, equipment, room requirements, recommended number of participants, and costs. KW - Child restraint systems KW - Children KW - Education and training KW - Highway safety KW - Occupant protection devices KW - Passengers KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration KW - Vehicle occupants UR - http://www.nhtsa.dot.gov/CPS/Training/CPSCourses/index.html UR - https://trid.trb.org/view/679063 ER - TY - RPRT AN - 00968267 AU - National Highway Traffic Safety Administration TI - CHILD SAFETY SEAT EASE-OF-USE RATINGS 2003 PY - 2003/09 SP - 23 p. AB - On the premise that a child safety seat that is easy to use will be more likely to be installed and used correctly, this booklet presents tips on using child restraint systems, along with ease-of-use ratings for the systems. The Table of Contents lists the following subject headings: 1. The safest seat is the back seat, 2. The four steps of safety, 3. Remember to register, 4. Installation check, 5. LATCH makes installation easier, 6. Need help?, 7. Five categories for ease-of-use, and 8. Ease-of-use ratings. KW - Booster seats KW - Child restraint systems KW - Children KW - Ease of use ratings KW - Highway safety KW - Installation KW - Lower Anchors and Tethers for Children (LATCH) KW - Passengers KW - Ratings KW - Registration KW - Traffic safety KW - Vehicle occupants UR - http://www.nhtsa.dot.gov/CPS/CSSRating/Brochure/Index.cfm UR - https://trid.trb.org/view/679049 ER - TY - RPRT AN - 00968270 AU - Jones, R K AU - Shinar, D AU - Walsh, J M AU - Mid-America Research Institute, Incorporated AU - National Highway Traffic Safety Administration TI - STATE OF KNOWLEDGE OF DRUG-IMPAIRED DRIVING PY - 2003/09 SP - 132 p. AB - This report examines the current state of knowledge of drug-impaired driving. The review covers a broad range of related research, including the detection and measurement of drugs in drivers, experimental research on the effect of drugs on the performance driving-related tasks, drug prevalence in various populations of drivers, drug-crash risk, and countermeasures for drug-impaired driving. The review covers scientific literature published since 1980. KW - Countermeasures KW - Crash risk forecasting KW - Driving KW - Drug control KW - Drug measurement KW - Drugged drivers KW - Epidemiology KW - Impacts KW - Impaired drivers KW - Research KW - Traffic crashes UR - http://www.nhtsa.dot.gov/people/injury/research/StateofKnwlegeDrugs/StateofKnwlegeDrugs/ UR - http://ntl.bts.gov/lib/26000/26000/26052/1023-StateofKnowledge.pdf UR - https://trid.trb.org/view/679058 ER - TY - RPRT AN - 00968239 AU - Kostyniuk, L P AU - Eby, D W AU - Miller, L L AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - CRASH TRENDS OF OLDER DRIVERS IN MICHIGAN: 1998-2002 PY - 2003/09 SP - 64 p. AB - Michigan crash data from 1998 to 2002 were analyzed for trends in motor-vehicle crashes that involved motorists and pedestrians age 65 and older. The number of crashes and crash rates were obtained for all older drivers and for older drivers by sex and by age. Injury severity, safety belt use, and hazardous actions in single and multi-vehicle crashes were examined. The results show that over the 5-year period the number of crashes involving older drivers decreased by 6%, fatal and serious injury crashes decreased by 23%, and crashes in which an older driver had been drinking decreased by 27%. The number of older persons fatally or severely injured in motor vehicle crashes decreased by 23%. The proportion of fatal and serious injury crashes and had-been-drinking crashes that involved older drivers did not change over the 5-year period and the trends were similar to the overall crash trends in Michigan, indicating stability in the crash patterns of older drivers. Safety belt use among older motorists, already very high in 1998, increased to 98% by 2002. Of the older drivers and passengers killed over the five year period, 34% were not using safety belts. The number of crash-involved older pedestrians decreased by 5% over the 5-year period, but their proportion among all crash-involved pedestrians remained at 2-3%. KW - Age KW - Aged drivers KW - Alcohol use KW - Behavior KW - Crash rates KW - Drivers KW - Drunk drivers KW - Fatalities KW - Gender KW - Injuries KW - Injury severity KW - Michigan KW - Multiple vehicle crashes KW - Pedestrians KW - Seat belts KW - Single vehicle crashes KW - Traffic crashes KW - Trend (Statistics) UR - https://trid.trb.org/view/678981 ER - TY - RPRT AN - 00968240 AU - Eby, D W AU - Vivoda, J M AU - Miller, L L AU - Spradlin, H K AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - A FUNCTIONAL EVALUATION OF THE ASSESSING COMMUNITY TRAFFIC SAFETY (ACTS) TOOL PY - 2003/09 SP - 27 p. AB - This report presents the results of a functional evaluation of the Assessing Community Traffic Safety (ACTS) tool. The tool is based on the concept that a community can assess its own traffic safety problems and resources and discover recommended programs using a single software tool combined with an active community coalition. In their evaluation of the ACTS components, the authors found that the software interface was acceptable, and they provided several suggestions for its improvement. They found the logic underlying ACTS to be reasonable. However, the functional implementation of this logic may mislead some communities regarding their assets and deficits. The survey data may not come from appropriate respondents and the coding of certain responses appeared to be inappropriate. The authors provide several suggestions for improving the community surveys. While the computation of scores based upon crash data is accurate and appropriate, the data used in the calculation are quite outdated, are not community specific, and only consider KA-level injuries. There seems to be a good balance between assets and deficits; that is, the listed assets are appropriate for the deficits. The authors suggest, however, other deficits that could be included. ACTS has some problems with the linkages between deficits, assets, and recommended programs. In many cases, the authors found that these links between programs and deficits were not appropriate. In other cases, the linked program did not match with the asset. Additionally, they found that there were biases and potential biases in ACTS. Primarily, these biases were most likely the result of errors in either coding of responses or computations. The authors conclude that the concept of ACTS could be extremely useful for communities interested in improving traffic safety and recommend that ACTS be extensively revised and further supported. KW - Community action programs KW - Evaluation and assessment KW - Safety programs KW - Software KW - Surveys KW - Traffic safety KW - User interfaces (Computer science) UR - https://trid.trb.org/view/678984 ER - TY - RPRT AN - 00968243 AU - Klinich, K D AU - Schneider, L W AU - University of Michigan Transportation Research Institute TI - BIOMECHANICS OF PEDESTRIAN INJURIES RELATED TO LOWER EXTREMITY INJURY ASSESSMENT TOOLS: A REVIEW OF THE LITERATURE AND ANALYSIS OF PEDESTRIAN CRASH DATABASE PY - 2003/09 SP - 92 p. AB - This report was prepared at the request of the Alliance for Automobile Manufacturers to analyze and assess currently proposed legform surrogates and associated test procedures. The report summarizes recent literature regarding lower extremity protection for pedestrians and includes analysis of lower extremity injury patterns in the Pedestrian Crash Data Study (PCDS) database. Additional analysis of overall injury patterns in the PCDS database as they relate to vehicle categories was also performed. The report has five main sections: injury patterns, biomechanical tests, legform surrogates and test procedures, testing issues, and observations and recommendations. KW - Analysis KW - Biophysics KW - Databases KW - Injuries KW - Injury characteristics KW - Legform surrogates KW - Literature reviews KW - Lower extremities KW - Pedestrian Crash Study Database KW - Pedestrians KW - Protection KW - Test procedures UR - https://trid.trb.org/view/678993 ER - TY - RPRT AN - 00967106 AU - Eby, D W AU - Vivoda, J M AU - Spradlin, H K AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - AN EVALUATION OF THE "CLICK IT OR TICKET: BUCKLE-UP OR PAY UP" MOBILIZATION CAMPAIGN PY - 2003/09 SP - 53 p. AB - The study reports the results of an evaluation of the "Click It or Ticket" (CIOT) mobilization campaign in Michigan centered around Memorial Day of 2003. The study consisted of four survey waves: two full statewide surveys (one conducted as a Baseline before the campaign and one conducted as a Post campaign measure) and two "mini" statewide surveys conducted to assess the media and media+enforcement components of the campaign while they were being implemented. All survey waves were conducted statewide on front-outboard occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks). Belt use was estimated for all commercial/noncommercial vehicle types combined (the statewide safety belt use rate) for each survey wave. Additional analyses were conducted on the two full statewide surveys (Baseline and Post) because of the larger sample sizes. Statewide safety belt use was approximately 80% prior to the mobilization campaign and this rate did not significantly change during the media portion of the campaign. During the media+enforcement period, however, safety belt use significantly increased to about 84% and this significant increase was maintained during the Post survey wave. Comparison of the statewide rates between the Baseline and Post surveys showed that safety belt use increased significantly after the mobilization campaign. In addition, the use rate for the Post survey was the highest ever found in Michigan. The study results suggest that: 1) Michigan should continue to participate in the national efforts to raise safety belt use; 2) safety belt enforcement zones were successful as implemented in Michigan and should be continued; and 3) the CIOT model as implemented in Michigan was successful. KW - Automobiles KW - Click It or Ticket KW - Commercial vehicles KW - Highway safety KW - Mass media KW - Michigan KW - Passenger vehicles KW - Pickup trucks KW - Safety campaigns KW - Seat belt use KW - Seat belts KW - Sport utility vehicles KW - Surveys KW - Traffic law enforcement KW - Traffic safety KW - Vans KW - Vehicle occupants UR - https://trid.trb.org/view/678481 ER - TY - RPRT AN - 00967096 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-23 PY - 2003/08/04 SP - 3 p. AB - This safety recommendation, addressed to Ms. Linda Lewis, President and Chief Executive Officer, American Association of Motor Vehicle Administrators recommends that the American Association of Motor Vehicle Administrators revise their Passenger Vehicles and Light Trucks Inspection Handbook to provide guidance on inspecting and failing tires for extensive weather checking or deterioration on examining tires to ensure that they have the proper load rating (H-03-23). KW - Deterioration by environmental action KW - Highway safety KW - Inspection KW - Light trucks KW - Loads KW - Passenger vehicles KW - Ratings KW - Recommendations KW - Tires KW - Traffic safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_23.pdf UR - https://trid.trb.org/view/678467 ER - TY - RPRT AN - 00967094 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-22 AND H-03-24 THROUGH H-03-27 PY - 2003/08/04 SP - 9 p. AB - These safety recommendations, addressed to Mr. William Clay Ford, Jr., President and Chief Executive Office, Ford Motor Company, and Mr. G. Richard Wagoner, Jr., President and Chief Executive Officer, General Motors Corporation recommend that Ford Motor Company and General Motors Corporation, (1) in cooperation with the American Driver and Traffic Safety Education Association, the National Safety Council, the American Automobile Association, and each other develop a training program that incorporates the skills required for safe operation of 12- and 15-passenger vans and addresses the consequences of unsafe operation, including, but not limited to, operating in a fully loaded condition, emergency braking, high-speed lane changes, tire blowouts, and tire pressure and maintenance (H-03-22); (2) voluntarily develop and install technologies to provide upper interior component protection within 12- and 15-passenger vans by model year 2006 (H-03-24); (3) voluntarily install lap/shoulder belts at all center seating positions in 12- and 15-passenger vans and make all lap/shoulder belts in outboard and center seating positions adjustable by model year 2006 (H-03-25); (4) Redesign the seat belts in their 12- and 15-passenger vans to ensure that the buckle and latch components remain readily accessible to occupants at all times by model year 2006 (H-03-26); (5) voluntarily redesign 12- and 15-passenger vans to minimize the extent to which survivable space is compromised in the event of a rollover accident by model year 2006 (H-03-27). KW - 12- and 15-passenger vans KW - Blowouts KW - Braking KW - Buckles (Fasteners) KW - Driver training KW - Emergencies KW - Ford Motor Company KW - General Motors Corporation KW - Highway safety KW - Lane changing KW - Loads KW - Maintenance KW - Recommendations KW - Rollover crashes KW - Seat belts KW - Seats KW - Speed KW - Technology KW - Tire pressure KW - Tires KW - Traffic safety KW - Vehicle compartments KW - Vehicle design KW - Vehicle padding KW - Vehicle safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_22_24_27.pdf UR - https://trid.trb.org/view/678465 ER - TY - RPRT AN - 00967095 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-22 PY - 2003/08/04 SP - 5 p. AB - This safety recommendation, addressed to Mr. J. Peter Kissinger, Foundation President and Chief Executive Officer, American Automobile Association Foundation for Traffic Safety, and Mr. Alan C. McMillen, President and Chief Executive Office, National Safety Council recommends that the American Automobile Association and the National Safety Council in cooperation with the National Highway Safety Administration, American Driver and Traffic Safety Education Association, General Motors Corporation, and Ford Motor Company, and each other, develop a training program that incorporates the skills required for safe operation of 12- and 15-passenger vans and addresses the consequences of unsafe operation, including, but not limited to, operating in a fully loaded condition, emergency braking, high-speed lane changes, tire blowouts, and tire pressure and maintenance (H-03-12). KW - 12- and 15-passenger vans KW - Abilities KW - Blowouts KW - Braking KW - Driver training KW - Emergencies KW - Highway safety KW - Lane changing KW - Loads KW - Maintenance KW - Recommendations KW - Speed KW - Tire pressure KW - Tires KW - Traffic safety UR - http://www.ntsb.gov/doclib/recletters/2003/H03_22.pdf UR - https://trid.trb.org/view/678466 ER - TY - RPRT AN - 00967091 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-19 PY - 2003/08/04 SP - 4 p. AB - This safety recommendation, addressed to the governors of 48 states and the Mayor of the District of Columbia recommends that the States and the District of Columbia establish a driver's license endorsement for 12- and 15-passenger vans that adopts the standards established by the American driver and Traffic Safety Education Association; to obtain the endorsement, drivers should have to complete a training program on the operation of 12- and 15-passenger vans and pass a written and skills test (H-03-19). KW - 12- and 15-passenger vans KW - Driver licenses KW - Driver licensing KW - Drivers KW - Driving KW - Highway safety KW - Recommendations KW - Testing KW - Traffic safety KW - Training KW - Vans UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_19.pdf UR - https://trid.trb.org/view/678462 ER - TY - RPRT AN - 00967093 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-21 PY - 2003/08/04 SP - 5 p. AB - This safety recommendation, addressed to Mr. Kal Kelliher, President, American Driver and Traffic Safety Education Association recommends that the American Driver and Traffic Safety Education Association, in cooperation with the National Highway Traffic Safety Administration, the American Automobile Association, General Motors Corporation and Ford Motor Company, develop a training program that incorporates the skills required for safe operation of 12- and 15-passenger vans and addresses the consequences of unsafe operation, including, but not limited to, operating in a fully loaded condition, emergency braking, high-speed lane changes, tire blowouts, and tire pressure and maintenance (H-03-21). KW - 12- and 15-passenger vans KW - Blowouts KW - Braking KW - Drivers KW - Driving KW - Emergencies KW - Highway safety KW - Lane changing KW - Loads KW - Maintenance KW - Recommendations KW - Speed KW - Tire pressure KW - Tires KW - Traffic safety KW - Training KW - Vans UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_21.pdf UR - https://trid.trb.org/view/678464 ER - TY - RPRT AN - 00967089 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-12 THROUGH H-03-17 PY - 2003/08/04 SP - 12 p. AB - These safety recommendations, addressed to the Honorable Jeffrey W. Runge, MD, Administrator, National Highway Traffic Safety Administration recommend that the National Highway Traffic Safety Administration (1) in cooperation with the Federal Motor Carrier Safety Administration, revise its definitions of buses and commercial motor vehicles to apply consistently to 12- and 15-passenger vans, taking into account the unique operating characteristics and multiple functions of these vans (H-03-12); (2) in cooperation with the American Driver and Traffic Safety Education Association, the National Safety Council, the American Automobile Association, General Motors Corporation, and Ford Motor Company, develop a training program that incorporates the skills required for safe operation of 12- and 15-passenger vans and addresses the consequences of unsafe operation, including, but not limited to, operating in a fully loaded condition, emergency braking, high-speed lane changes, tire blowouts, and tire pressure and maintenance (H-03-13); (3) include 12- and 15-passenger vans in Federal Motor Vehicle Safety Standard 201, Section 6, "Requirements for Upper Interior Component Protection" (H-03-14); (4) include 12- and 15-passenger vans in their upcoming rulemaking that will require lap/shoulder belts at all center seats (H-03-15); (5) include 12- and 15-passenger vans in Federal Motor Vehicle Safety Standard 216, "Roof Crush Resistance," to minimize the extent to which survivable space is compromised in the event of a rollover accident (H-03-16); and (6) in developing long-term performance requirements for tire pressure monitoring systems, adopt more stringent detection standards than 25 or 30 percent below manufacturer-recommended levels, since pressures at those levels can have an adverse effect on the handling of vehicles, such as 12- and 15-passenger vans (H-03-17). KW - 12- and 15-passenger vans KW - Blowouts KW - Braking KW - Buses KW - Commercial vehicles KW - Driving KW - Emergencies KW - Highway safety KW - Lane changing KW - Maintenance KW - Recommendations KW - Speed KW - Tire pressure KW - Tires KW - Traffic safety KW - Training KW - Vans UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_12_17.pdf UR - https://trid.trb.org/view/678460 ER - TY - RPRT AN - 00967090 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-18 PY - 2003/08/04 SP - 3 p. AB - This safety recommendation, addressed to Ms. Annette M. Sandberg, Acting Administrator, Federal Motor Carrier Safety Administration, recommends that the Motor Carrier Safety Administration in cooperation with the National Highway Traffic Safety Administration, revise its definitions of buses and commercial motor vehicles to apply consistently to 12- and 15-passenger vans, taking into account the unique operating characteristics and multiple functions of these vans (H-03-18). KW - 12- and 15-passenger vans KW - Buses KW - Commercial vehicles KW - Definitions KW - Highway safety KW - Recommendations KW - Traffic safety KW - Vans UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_18.pdf UR - https://trid.trb.org/view/678461 ER - TY - RPRT AN - 00967092 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-19 AND H-03-20 PY - 2003/08/04 SP - 6 p. AB - These safety recommendations, addressed to the Honorable Rick Perry, Governor, State of Texas recommend that the State of Texas (1) establish a driver's license endorsement for 12- and 15-passenger vans that adopts the standards established by the American driver and Traffic Safety Education Association; to obtain the endorsement, drivers should have to complete a training program on the operation of 12- and 15-passenger vans and pass a written and skills test (H-03-19); (2) require that all passenger vehicle inspections include (a) tire pressure measurement and correction of any inflation deficiencies detected and (b) identification and failure of those tires that exhibit extensive weather checking and deterioration or that are not properly load-rated (H-03-20). KW - 12- and 15-passenger vans KW - Deterioration KW - Driver licenses KW - Driver licensing KW - Drivers KW - Driving KW - Highway safety KW - Inspection KW - Loads KW - Measurement KW - Recommendations KW - Texas KW - Tire pressure KW - Traffic safety KW - Training KW - Vans KW - Weather UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_19_20.pdf UR - https://trid.trb.org/view/678463 ER - TY - RPRT AN - 00975875 AU - Blower, D AU - Matteson, A AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - PATTERNS OF MCMIS CRASH FILE UNDERREPORTING IN OHIO PY - 2003/08 SP - 19 p. AB - This is the second in a series of papers presenting the results of an evaluation of 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. The earlier study showed that reporting to the MCMIS Crash file was significantly incomplete. This document examines the sources of underreporting in more detail, at the state level. Ohio was selected for the evaluation. MCMIS Crash file records were matched to the Ohio Police Accident Report (PAR) file to determine the nature and extent of underreporting. It appears that officers are having difficulty applying the vehicle and crash severity criteria that define a MCMIS-eligible case, resulting in overreported and underreported cases. Trucks and buses operated by intrastate carriers are more likely to be overlooked, as are smaller rather than larger trucks. Local police departments, primarily in the largest cities, accounted for the majority of underreported cases. KW - Bus crashes KW - Crash data KW - Crash reports KW - Management information systems KW - Missing data KW - Motor carriers KW - Ohio KW - Police departments KW - States KW - Truck crashes KW - Underreporting UR - http://hdl.handle.net/2027.42/110944 UR - https://trid.trb.org/view/702656 ER - TY - RPRT AN - 00968269 AU - Wiliszowski, C W AU - Jones, R K AU - Mid-America Research Institute, Incorporated AU - National Highway Traffic Safety Administration TI - ENFORCEMENT OF THE AUSTIN POLICE DEPARTMENT DWI ENFORCEMENT UNIT PY - 2003/08 SP - 26 p. AB - This report summarizes a study of a program implemented by the Austin, Texas Police Department (APD) that was designed to solve problems encountered in performing enforcement and adjudication functions of the driving while intoxicated (DWI) enforcement system. This project assessed the impact of the program on the effectiveness of the system as a whole. The APD program elements included: creation of a new, full-time team of DWI specialists to enforce DWI laws and to assist other units of the department in processing DWI suspects; provided enhanced training of all officers in DWI enforcement; required rookie officers to accompany members of the specialist team to gain hands-on experience; assigned court liaison officers to ascertain exactly when officers are required in court; and allowed officers to participate in administrative license revocation hearings by telephone. Program analysis showed increases in the number of DWI arrests and in the DWI conviction rate. These improvements in system performance most likely were responsible for a 25% reduction in drivers in alcohol-related fatal crashes. Still, some of the attempted improvements were not realized. Overall DWI processing times did not decrease and DWI arrests for general patrol units did not increase. KW - Adjudication KW - Arrests KW - Austin (Texas) KW - Courts KW - Driver licenses KW - Drunk drivers KW - Drunk driving KW - Hearings KW - Law enforcement personnel KW - Laws KW - Police departments KW - Revocation KW - Telephone KW - Traffic conviction KW - Traffic law enforcement KW - Training UR - https://trid.trb.org/view/679055 ER - TY - RPRT AN - 00968247 AU - National Highway Traffic Safety Administration TI - SAFE DRIVING FOR OLDER ADULTS PY - 2003/08 SP - 5 p. AB - This brochure presents useful facts on safe driving for older drivers. It advises older drivers to consider the accuracy of their eyesight, to determine if they have control over their vehicles, to notice if they get nervous while driving, and to find out if loved ones are concerned about their driving. It also addresses driving with children, and how to make sure children are safe in vehicles driven by older drivers. KW - Aged drivers KW - Anxiety KW - Attitudes KW - Children KW - Families KW - Physical condition KW - Traffic safety KW - Vision UR - https://trid.trb.org/view/679003 ER - TY - RPRT AN - 00962837 AU - Wiliszowski, C H AU - Jones, R K AU - Lacey, J H AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - EXAMINING THE EFFECTIVENESS OF UTAH'S LAW ALLOWING FOR TELEPHONIC TESTIMONY AT ALR HEARINGS PY - 2003/07 SP - 92 p. AB - Difficulties associated with conducting administrative license hearings regarding Driving While Intoxicated (DWI) offenses have often resulted in sporadic or ineffective use of administrative license revocation/suspension (ARL/ALS) laws around the United States. This project studied a unique solution, allowing telephonic participation at administrative license hearings in Utah, as a remedy to the problem of law enforcement officers failing to appear at ALR hearings. Methods employed to obtain pertinent information included interviews, focus groups, data analysis from State level driver license record databases (1995-2001), and a survey of law enforcement officers conducted in conjunction with the Utah Department of Public Safety. The evaluation focused on any impact on the number of ALR hearings held, the number of telephonic ALR hearings, the number of hearings where one or more participants failed to appear, and the outcome of all ALR hearings. Major findings of this study include the following. After the initiation of telephonic hearings in Utah, there was a statistically significant reduction (20%, p=0.01) of ALR hearings that resulted in the return of driver licenses due to the absence of the arresting law enforcement officers from administrative license hearings. Although this reduction cannot be entirely attributed to the use of telephonic hearings because the reduction began before the telephone method was implemented, the use of telephonic ALR hearings is considered to be a factor in the continued reduced rate of "no action" findings due to the absence of law enforcement officers. Telephonic ALR hearing capabilities in Utah have not yet been fully implemented throughout the State; thus, further reductions could be seen. Many law enforcement officers surveyed in Utah were not aware of ALR hearing telephonic capabilities. Ongoing training relative to ALR proceedings is important for law enforcement and hearing officers. Usually due to increasingly strained resources, some law enforcement officials do not encourage officers to become proficient in administrative license hearing proceedings, or even to attend ALR hearings. All individuals in law enforcement must understand that time spent in an ALR hearing could reduce or eliminate the amount of time required of the arresting officers during judicial proceedings, if the defendant decides to plead guilty because of strong testimony by the arresting officers during the ALR hearing. But more importantly, the absence of the arresting officers at ALR hearings automatically reinstates driving privileges to the accused, forfeiting the chance to swiftly remove unsafe drivers from roadways. KW - Administrative procedures KW - Driver licenses KW - Drunk driving KW - Hearings KW - Law enforcement personnel KW - Police KW - Revocation KW - Suspensions KW - Telephone KW - Testimony KW - Utah UR - http://www.nhtsa.gov/people/injury/research/Utah_telephonic/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26068/DOT-HS-809-602.pdf UR - https://trid.trb.org/view/660865 ER - TY - RPRT AN - 00961950 AU - National Highway Traffic Safety Administration TI - INITIATIVES TO ADDRESS SAFETY BELT USE PY - 2003/07 SP - 20 p. AB - The mission of the National Highway Traffic Safety Administration (NHTSA) is to save lives, prevent injuries and reduce traffic-related health care and other economic costs. The agency develops, promotes and implements effective educational, engineering, and enforcement programs aimed at ending preventable tragedies and reducing the economic costs associated with motor vehicle use and highway travel. NHTSA is the national and international leader in collecting and analyzing motor vehicle crash data, and in developing countermeasures relevant to preventing and mitigating vehicle crashes, thereby reducing and preventing resulting fatalities and traumatic injury. This report presents an in-depth look at one of the most significant safety issues impacting highway safety and the success of NHTSA's mission - safety belt use. This document describes the safety problem represented by the failure to use safety belts and provides strategies the agency plans to pursue in increasing safety belt use, thereby saving lives. KW - Analysis KW - Costs KW - Countermeasures KW - Crash data KW - Data collection KW - Economic impacts KW - Fatalities KW - Health care KW - Highway safety KW - Injuries KW - Occupant protection devices KW - Prevention KW - Seat belt use KW - Seat belts KW - Strategic planning KW - Traffic crash victims KW - Traffic crashes KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration UR - http://www.nhtsa.dot.gov/people/injury/SafetyBelt/OPIPT_FinalRpt_07-17-03.pdf UR - https://trid.trb.org/view/660497 ER - TY - RPRT AN - 00968265 AU - National Highway Traffic Safety Administration TI - CHILD PASSENGER SAFETY TRAINING FOR SCHOOL BUSES. PARTICIPANT MANUAL PY - 2003/07 SP - v.p. AB - More and more school bus drivers find themselves transporting pre-school age children and infants. School districts are offering classes for pre-school children while some high schools offer programs for teen moms with infants. School buses are used for transporting both Head start students and pre-school age children to childcare. This means that all those who work in the school bus environment, school bus drivers, attendants, bus mechanics, monitors and educators, need to know about child safety restraints and how they work. However, for many school bus drivers transporting pre-school age children is a new responsibility and they don't know how to use child safety restraints correctly. Working jointly with the school bus community, the National Highway Traffic Safety Administration has developed this course to meet that need. This is the participant manual for the course. KW - Child restraint systems KW - Children KW - Curricula KW - Manuals KW - Preschool children KW - Safety KW - School bus drivers KW - School bus passengers KW - School buses KW - Traffic safety KW - Training UR - https://trid.trb.org/view/681613 ER - TY - RPRT AN - 00968266 AU - American Motorcyclist Association AU - National Highway Traffic Safety Administration TI - IT'S A FACT: ALCOHOL AFFECTS YOUR RIDING SKILLS PY - 2003/07 SP - 6 p. AB - This brochure addresses the target audience of motorcycle drivers. It presents facts on alcohol use and motorcycle safety, noting that drinking alcohol negatively impacts the motorcycle rider's judgment, coordination and balance. It discusses the risks of alcohol use and describes how quickly alcohol works. The brochure asks the motorcycle driver to pay attention and know how much he or she is drinking, and notes that the most responsible course of action is to find transportation other than motorcycle driving if one intends to be drinking alcohol. KW - Abilities KW - Alcohol use KW - Coordination (Physical condition) KW - Drunk drivers KW - Drunk driving KW - Judgment (Human characteristics) KW - Motorcycle driving KW - Motorcycle safety KW - Motorcycling KW - Motorcyclists KW - Traffic safety UR - https://trid.trb.org/view/679046 ER - TY - RPRT AN - 00968264 AU - National Highway Traffic Safety Administration TI - CHILD PASSENGER SAFETY TRAINING FOR SCHOOL BUSES. INSTRUCTOR GUIDE PY - 2003/07 SP - v.p. AB - More and more school bus drivers find themselves transporting pre-school age children and infants. School districts are offering classes for pre-school children while some high schools offer programs for teen moms with infants. School buses are used for transporting both Head start students and pre-school age children to childcare. This means that all those who work in the school bus environment, school bus drivers, attendants, bus mechanics, monitors and educators, need to know about child safety restraints and how they work. However, for many school bus drivers transporting pre-school age children is a new responsibility and they don't know how to use child safety restraints correctly. Working jointly with the school bus community, the National Highway Traffic Safety Administration has developed this course to meet that need. This is the instructor's guide for the course. KW - Child restraint systems KW - Children KW - Curricula KW - Preschool children KW - Safety KW - School bus drivers KW - School bus passengers KW - School buses KW - Traffic safety KW - Training UR - https://trid.trb.org/view/681611 ER - TY - RPRT AN - 00968260 AU - Maio, R AU - University of Michigan, Ann Arbor AU - National Highway Traffic Safety Administration TI - EMERGENCY MEDICAL SERVICES OUTCOMES EVALUATION PY - 2003/07 SP - 82 p. AB - The provision of prehospital (Emergency Medical Services (EMS)) care has come under increased scrutiny in recent years. Many have questioned the value of the range of EMS services currently provided. There is a persistent concern about the lack of proof of effectiveness related to most EMS care. Clinical effectiveness studies to address EMS outcomes research require the development of sophisticated case-severity and effectiveness measures. Outcomes research will allow future generations of Americans to have an EMS system that provides both quality and cost-effective EMS care. This report describes a project that has laid the foundation for these clinical effectiveness studies to take place. This project developed a "blueprint" or "set of tools" that EMS practitioners can use to evaluate the effectiveness of EMS, or prehospital, care. KW - Emergency medical services KW - Evaluation KW - Outcome (Medical treatment) KW - Research UR - http://ntl.bts.gov/lib/26000/26000/26067/DOT-HS-809-603.pdf UR - https://trid.trb.org/view/679037 ER - TY - RPRT AN - 00968262 AU - Jackson, V K AU - National Highway Traffic Safety Administration TI - UNDERSTANDING BIAS-BASED TRAFFIC LAW ENFORCEMENT PY - 2003/07 SP - 21 p. AB - Criminal profiling is not new to the law enforcement community. Criminal profiling is a legitimate investigative instrument; however, the practice of bias-based traffic law enforcement based solely on race, gender, religion, physical attribute or belief is not. The purpose of this manual is to present information on bias-based traffic law enforcement. This document contains an assortment of tools that can be used within a law enforcement department, including: 1. a definition of bias-based traffic law enforcement, 2. a short self-assessment to gauge the needs of law enforcement officers, 3. a traffic law enforcement section that addresses the traffic stop, effective management, law enforcement officers' rights, and best practices, and 4. techniques for effective community outreach programs, data collection, policies, and training resources to aid further research. It is important to eliminate the practice of bias-based traffic law enforcement. KW - Best practices KW - Bias (Psychology) KW - Civil rights KW - Communities KW - Criminal profiling KW - Data collection KW - Definitions KW - Gender KW - Law enforcement personnel KW - Management KW - Policy KW - Race KW - Religion KW - Self evaluation KW - Traffic law enforcement KW - Training UR - http://www.nhtsa.dot.gov/people/injury/enforce/biasbased03/ UR - https://trid.trb.org/view/679041 ER - TY - JOUR AN - 00967108 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Fukuba, H AU - Adachi, T AU - Yoshimoto, A AU - TAKAHASHI, H AU - Yoshioka, T AU - Society of Automotive Engineers of Japan TI - MEASUREMENT OF VEHICLE ATTITUDE WITH RTK-GPS FOR ANALYZING THE VEHICLE MOTION BEHAVIOR PY - 2003/07 VL - 24 IS - 3 SP - p. 313-320 AB - Elucidating the relation between the phenomena evaluated by the test drive subjectively and objective data is important in the development of the steering and handling performance of the vehicle. For this purpose, the authors have developed a system, which estimates the 6-DOF movement of a vehicle based on the vehicle angular velocities around its three axes and the positions through plural real-time kinematic-GPS (RTK-GPS) on the vehicle. The rotation axis of the body is defined based on the results estimated by the system, and the difference is observed in the rotation axis corresponding to the difference of subjective evaluation. KW - Axis KW - Global Positioning System KW - Kinematics KW - Measurement KW - Motion KW - Motor vehicles KW - Performance KW - Real time information KW - Rotation KW - Steering KW - Vehicle dynamics UR - https://trid.trb.org/view/684691 ER - TY - JOUR AN - 00967114 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Shinohara, K AU - Okazaki, J AU - Sakuma, H AU - Kumada, Y AU - MATSUMOTO, A AU - Society of Automotive Engineers of Japan TI - A CLINICAL SURVEY OF MOTOR VEHICLE CRASHES: WHAT MOST INFLUENCES THE SEVERITY OF PATIENT'S INJURIES? PY - 2003/07 VL - 24 IS - 3 SP - p. 357-358 AB - The clinical, medical data of car crashes is rarely reported in Japan. What most influences the severity of the car occupants' injuries? The use of a seat belt? Or the type of car they drive? Their seated position? The authors report those data from their emergency rooms. KW - Front seat occupants KW - Height KW - Impacts KW - Injury severity KW - Japan KW - Passenger vehicles KW - Rear seat occupants KW - Seat belts KW - Size KW - Traffic crash victims KW - Traffic crashes KW - Vehicles by motive power KW - Vehicles by speed KW - Vehicles by weight UR - https://trid.trb.org/view/684706 ER - TY - JOUR AN - 00967115 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Hosokawa, T AU - Shino, M AU - KAMATA, M AU - Society of Automotive Engineers of Japan TI - ENHANCING MANEUVERABILITY WITH DRIVING MANIPULATING DEVICES BASED ON OLDER DRIVER PHYSICAL CHARACTERISTICS PY - 2003/07 VL - 24 IS - 3 SP - p. 359-361 AB - Nowadays, the aged society has raised many problems such as traffic accidents caused by dangerous driving. This study examines driving manipulating devices considering older driver physical characteristics. The purpose of the study is to reduce driver's workload with the aim of enhancing maneuverability. The experiments are carried out to verify the effectiveness of the proposed manipulating devices utilizing a driving simulator. KW - Aged drivers KW - Driving KW - Driving simulators KW - Maneuverability KW - Manipulating devices KW - Physical condition KW - Traffic crashes KW - Traffic safety KW - Workload (Drivers) UR - https://trid.trb.org/view/684708 ER - TY - JOUR AN - 00967110 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Hiramatsu, M AU - OBARA, H AU - UMEZAKI, K AU - Society of Automotive Engineers of Japan TI - BROADSIDE COLLISION SCENARIOS FOR DIFFERENT TYPES OF PRE-CRASH DRIVING PATTERNS PY - 2003/07 VL - 24 IS - 3 SP - p. 327-334 AB - Accident probabilities in broadside collisions were calculated for various types of driving patterns using the accident share for different pre-crash patterns of primary parties, as determined from macro data, and the share of the actual driving patterns of non-right-of-way drivers, as determined from observations made at uncontrolled intersections. Drivers traveling straight ahead, a pattern that accounts for a high share of broadside collisions, showed a tendency to collide with right-of-way vehicles coming from the left in the daytime. Various conceivable causes were considered, and the most probable factors coinciding with those causes were extracted. KW - Behavior KW - Crash causes KW - Daytime crashes KW - Driving KW - Left turns KW - Precrash phase KW - Probability KW - Right of way (Traffic) KW - Side crashes KW - Through traffic KW - Traffic crashes KW - Unsignalized intersections UR - https://trid.trb.org/view/684696 ER - TY - JOUR AN - 00967113 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Mita, S AU - Norimatsu, Y AU - Itou, S AU - Kozuka, K AU - NAKANO, T AU - YAMAMOTO, S AU - Society of Automotive Engineers of Japan TI - DETECTION OF GAZE DIRECTION OF A DRIVER USING THE TIME-VARYING IMAGE PROCESSING PY - 2003/07 VL - 24 IS - 3 SP - p. 347-353 AB - To realize driving support systems friendly to drivers, it is important to detect the driver states (consciousness degradation, inattention, etc.). This paper describes the development of a technique to detect the gaze direction of a driver during driving by the time-varying image processing. In this method, the facial direction and the gaze direction can be detected separately. The verification experiments proved that the developed method is applicable for the detection of inattention. KW - Attention KW - Detectors KW - Driver support systems KW - Drivers KW - Driving KW - Gaze direction KW - Image processing KW - Intelligent transportation systems UR - https://trid.trb.org/view/684703 ER - TY - JOUR AN - 00967109 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Miyagishi, S AU - KAGEYAMA, I AU - Takama, K AU - Baba, M AU - Uchiyama, H AU - Society of Automotive Engineers of Japan TI - STUDY ON CONSTRUCTION OF A RIDER ROBOT FOR TWO-WHEELED VEHICLE PY - 2003/07 VL - 24 IS - 3 SP - p. 321-326 AB - In this study, the authors constructed a fully autonomous two-wheeled vehicle (the Rider Robot) which was used for evaluation of dynamics. As the first step of the study, they constructed the control algorithms and the control system. The control algorithms consist of the standing stability control which keeps the perpendicular motion, and the directional control which follows the target course. These algorithms were determined based on human rider's behavior. The system was constructed using some actuators and sensors. The results show that Rider Robot could follow the target course while keeping the standing stability. Consequently, there is considerable validity in these constructed algorithms and the system. KW - Actuators KW - Algorithms KW - Autonomous vehicle guidance KW - Control KW - Motion KW - Sensors KW - Stability (Mechanics) KW - Two wheeled vehicles UR - https://trid.trb.org/view/684694 ER - TY - RPRT AN - 00967107 AU - International Association of Traffic and Safety Sciences TI - STATISTICS 2002. ROADS ACCIDENTS JAPAN. ABRIDGED EDITION PY - 2003/07 SP - 64 p. AB - This statistical report, compiled under the supervision of the Traffic Bureau, National Police 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 2001 (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 data KW - Driver licenses KW - Expressways KW - Fatalities KW - Highway traffic KW - Highway traffic control KW - Injuries KW - Japan KW - Statistics KW - Traffic crashes KW - Traffic regulations KW - Traffic violations KW - Trend (Statistics) UR - https://trid.trb.org/view/678482 ER - TY - JOUR AN - 00967111 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Namamoto, K AU - Atsumi, B AU - Kodera, H AU - Kanamori, H AU - Society of Automotive Engineers of Japan TI - QUANTITATIVE ANALYSIS OF MUSCULAR STRESS DURING INGRESS/EGRESS OF THE VEHICLE PY - 2003/07 VL - 24 IS - 3 SP - p. 335-339 AB - Recently elderly users have been increasing in number, and the ease of ingress/egress of the vehicle becomes an important issues. In the paper, a method of evaluating the muscular stress during ingress/egress using several MVC (maximum-voluntary-contraction) was proposed. Further MVC for elderly people was measured as well as for young people, and the increasing ratio of muscular stress for elderly people was made clear as compared with young people. Thus the necessity of an assisting tool for elderly people was confirmed quantitatively. KW - Aged KW - Entering a vehicle KW - Exiting from a vehicle KW - Motor vehicles KW - Muscles KW - Physical fitness KW - Quantitative analysis KW - Stress (Physiology) KW - Vehicle occupants UR - https://trid.trb.org/view/684698 ER - TY - JOUR AN - 00967112 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Makiguchi, M AU - TOKUNAGA, H AU - Kanamori, H AU - Society of Automotive Engineers of Japan TI - A HUMAN FACTORS STUDY OF SWITCHES INSTALLED ON AUTOMOTIVE STEERING WHEEL PY - 2003/07 VL - 24 IS - 3 SP - p. 341-346 AB - Recently, as many controls are installed in the automotive cockpit, the driver's workload is increasing. Vehicles which have switches fitted to the steering wheel (STG SW) are becoming popular. In using STG SW, the human memory process is important in searching for a target control only by groping. In this paper, the ability of human memory was studied with variable factors. First, the ability was explained as a function of aging and number of objects to be memorized. This study showed that grouped, familiar and consistent objects can easily be memorized. It also showed that drivers could less easily recall them while driving. As a result, it was clarified that visual distraction time and operation time using STG SW was shorter than using switches on the instrument panel. KW - Aging (Biology) KW - Automobiles KW - Distraction KW - Drivers KW - Driving KW - Human factors KW - Instrument panels KW - Memory KW - Motor vehicle operations KW - Motor vehicles KW - Steering wheels KW - Switches KW - Time KW - Vehicle compartments UR - https://trid.trb.org/view/684701 ER - TY - RPRT AN - 00967102 AU - Belzowski, Bruce M AU - Flynn, Michael S AU - Sims, Maltreya Kathleen AU - Hebeler, P AU - McGlynn, J P AU - University of Michigan Transportation Research Institute AU - Oracle Corporation TI - DESTROYING BOUNDARIES: INTEGRATION AND COLLABORATION IN THE AUTOMOTIVE VALUE CHAIN PY - 2003/07 SP - 47 p. AB - The University of Michigan's Office for the Study of Automotive Transportation and Oracle Corporation, with the cooperation of the Original Equipment Supplier Association undertook a research study relating to the automotive supply chain. Results and conclusions of the study are as follows: To survive and prosper in the coming decade, all automotive suppliers, especially system integrators and large Tier 1 suppliers, must overcome several major challenges. These challenges are to - (1) organize their resources to support global manufacturers and system integrators; (2) deliver innovation, quality, and value to their customers with increased speed; and (3) operate profitably in the face of continuous competitive cost-reduction pressures. Suppliers can successfully meet these challenges only if they integrate their internal business processes and collaborate with both their customers and suppliers. KW - Automobile industry KW - Competition KW - Cooperation KW - Costs KW - Customers KW - Innovation KW - Organization KW - Profitability KW - Quality of work KW - Suppliers KW - Supply chain management KW - System integrators UR - https://trid.trb.org/view/678477 ER - TY - SER AN - 00967100 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - POSITIVE RESULTS WITH TELEPHONE TESTIMONY AT ADMINISTRATION LICENSE REVOCATION HEARINGS IN UTAH PY - 2003/07 IS - 281 SP - 2 p. AB - Administrative License Revocation (ALR) laws revoke driving privileges of drivers arrested at or above the illegal limit for blood alcohol concentration (BAC) at the time of the offense. The law enforcement officer takes the driver's license and typically provides the offender with a temporary license until the suspension is invoked. Research has shown ALR laws are effective in reducing alcohol-related fatalities. Although the benefits of an ALR law are numerous, in some jurisdictions there are also issues that make the process cumbersome and ineffective. For example, the ALR hearings may be rescheduled time and time again, with the officer expected to attend each time. Because of these problems, states often limit the use of these ALR laws, which results in some offenders escaping one of the strongest elements of their punishment. In 2000, Utah enacted a law to address one of these problems. Utah now allows participants in ALR hearings to participate by telephone. Officers, defense attorneys, even defendants can call into the hearing and testify without physically attending the hearing. Mid-America Research Institute examined Utah's telephone hearing process for the National Highway Traffic Safety Administration (NHTSA). The researchers talked with people involved in the process, examined six years' worth of hearing data, and reviewed the results of a survey conducted by the Utah Department of Public Safety. KW - Administrative procedures KW - Blood alcohol levels KW - Driver licenses KW - Laws KW - Revocation KW - Schedules KW - Surveys KW - Telephone KW - Testimony KW - Traffic safety KW - Utah 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=f2d8f970d03bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2003&overrideViewName=Report UR - https://trid.trb.org/view/684689 ER - TY - SER AN - 00967098 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF DISTRACTED AND DROWSY DRIVING PY - 2003/07 IS - 279 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) conducted its first national telephone survey focused on distracted and drowsy driving. The questionnaire was administered to a national probability sample of 4,010 drivers age 16 and older between February and April of 2002. The objectives were to improve the general knowledge of distracted and drowsy driving, to understand how serious the public considers these problems, and to determine what countermeasures they find acceptable to control distracted and drowsy driving. KW - Attitudes KW - Countermeasures KW - Distraction KW - Driving KW - Drowsiness KW - Questionnaires KW - Surveys 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=a7267075b33bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2003&overrideViewName=Report UR - https://trid.trb.org/view/684685 ER - TY - SER AN - 00967097 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - EXTENT OF DRIVING WHILE SUSPENDED FOR DWI PY - 2003/07 IS - 278 SP - 2 p. AB - Driver license suspensions are an effective countermeasure to reduce impaired driving. Many Driving While Intoxicated (DWI) offenders, however, continue to drive on a suspended license, though apparently less often, or more carefully, then when licensed. The National Highway Traffic Safety Administration (NHTSA) sponsored a study to observe whether drivers convicted of DWI actually continued to drive while their license was suspended. This study was the first time direct unobtrusive observations were made of suspended drivers. Focus groups gathered additional information about offenders' experiences of driving while on a suspended license. Preusser research group conducted the study in Milwaukee, Wisconsin and Bergen County New Jersey. The two sites have very different DWI laws. KW - Behavior KW - Driver licenses KW - Drivers KW - Driving KW - Drunk driving KW - Highway safety KW - Laws KW - New Jersey KW - Suspensions KW - Traffic safety KW - Traffic violators KW - Wisconsin 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=5b28b053596bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2003&overrideViewName=Report UR - https://trid.trb.org/view/684682 ER - TY - SER AN - 00967099 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF DRINKING AND DRIVING ATTITUDES AND BEHAVIORS, 2001 PY - 2003/07 IS - 280 SP - 2 p. AB - Since 1992, the National Highway Traffic Safety Administration (NHTSA) has conducted a nationally representative telephone survey every two years to measure the current status of attitudes, knowledge, and behavior of the general driving age public about drinking and driving. These surveys track the nature and scope of the drinking-driving problem (see TRAFFIC TECHS 89, 135, 192, 242). The Gallup Organization conducted interviews with a national sample of 6,002 persons age 16 or older in the United States between November 3 and December 23, 2001. The findings suggest that despite the public's continued concern about drinking and driving, progress in a number of key areas has slowed. KW - Alcohol use KW - Attitudes KW - Behavior KW - Driving KW - Drunk drivers KW - Knowledge KW - Surveys 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=345ef970d03bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2003&overrideViewName=Report UR - https://trid.trb.org/view/684687 ER - TY - RPRT AN - 00967101 AU - Matteson, A AU - Blower, D AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - TRUCKS INVOLVED IN FATAL ACCIDENTS FACTBOOK 2000 PY - 2003/07 SP - 106 p. AB - This document presents aggregate statistics on trucks involved in traffic accidents in 2000. The statistics are derived from the Trucks Involved in Fatal Accidents (TIFA) file, compiled by the University of Michigan Transportation Research Institute. The TIFA database provides coverage of all medium and heavy trucks recorded in the Fatality Analysis Reporting System (FARS) file. TIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the truck from the TIFA survey. KW - Crash data KW - Databases KW - Fatalities KW - Fatality Analysis Reporting System KW - Heavy duty trucks KW - Medium trucks KW - Statistics KW - Traffic crashes KW - Truck crashes KW - Trucks UR - https://trid.trb.org/view/678476 ER - TY - RPRT AN - 00967086 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-10 PY - 2003/06/13 SP - 4 p. AB - This safety recommendation, addressed to Mr. Kal Kelliher, President, American Driver and Traffic Safety Education Association, recommends that the American Driver and Traffic Safety Education Association develop, in conjunction with the National Highway Traffic Safety Administration, a module for driver education curriculums that emphasizes the risks of engaging in distracting behavior (H-03-10). KW - Behavior KW - Curricula KW - Distraction KW - Driver education KW - Drivers KW - Highway safety KW - Recommendations KW - Risk taking KW - Traffic safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_10.pdf UR - https://trid.trb.org/view/678457 ER - TY - RPRT AN - 00967085 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-09 PY - 2003/06/13 SP - 3 p. AB - This safety recommendation, addressed to the Honorable John E. Baldacci, Governor, State of Maine recommends that the State of Maine add driver distraction codes, including codes for interactive wireless communication device use, to their traffic accident investigation forms (H-03-09). KW - Cellular telephones KW - Crash investigation KW - Distraction KW - Drivers KW - Forms of business or industry KW - Highway safety KW - Maine KW - Recommendations KW - Traffic crashes KW - Traffic safety KW - Wireless communication systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_09.pdf UR - https://trid.trb.org/view/678456 ER - TY - RPRT AN - 00967087 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-11 PY - 2003/06/13 SP - 4 p. AB - This safety recommendation, addressed to Ms. Peggy Colon, President and Chief Executive Officer, The Advertising Council, Incorporated, recommends that The Advertising Council, Incorporated develop, in conjunction with the National Highway Traffic Safety Administration, a media campaign stressing the dangers associated with distracted driving (H-03-11). KW - Campaigns KW - Distraction KW - Driving KW - Hazards KW - Highway safety KW - Mass media KW - Recommendations KW - Traffic safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_11.pdf UR - https://trid.trb.org/view/678458 ER - TY - RPRT AN - 00967083 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-08 PY - 2003/06/13 SP - 6 p. AB - This safety recommendation, addressed to the governors of fifteen states, recommends that the 48 states that do not have legislation prohibiting holders of learner's permits and intermediate licenses from using interactive wireless communication devices enact legislation to prohibit holders of learner's permits and intermediate licenses from using interactive wireless communication devices while driving (H-03-08). KW - Cellular telephones KW - Distraction KW - Drivers KW - Graduated licensing KW - Hazards KW - Highway safety KW - Intermediate licenses KW - Legislation KW - Novices KW - Recommendations KW - States KW - Traffic safety KW - Wireless communication systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_08.pdf UR - https://trid.trb.org/view/678454 ER - TY - RPRT AN - 00967082 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-03 THROUGH H-03-07 PY - 2003/06/13 SP - 7 p. AB - These safety recommendations, addressed to the Honorable Jeffrey W. Runge, Administrator, National Highway Traffic Safety Administration recommend that the National Highway Traffic Safety Administration (1) develop, in conjunction with The Advertising Council, Incorporated, a media campaign stressing the dangers associated with distracted driving (H-03-03); (2) develop, in conjunction with the American Driver and Traffic Safety Education Association, a module for driver education curriculums that emphasizes the risks of engaging in distracting behavior (H-03-04); (3) determine the magnitude and impact of driver-controlled, in-vehicle distractions, including the use of interactive wireless communication devices, on highway safety and report their findings to the U.S. Congress and the States (H-03-05); (4) expand their current evaluation of electronic stability control systems and determine their potential for assisting drivers in maintaining control of passenger cars, light trucks, sport utility vehicles, and vans. Include in this evaluation an accident data analysis of electronic stability control-equipped vehicles in the U.S. fleet (H-03-06). (5) If the results of their evaluation of electronic stability control systems are favorable, initiate a phased-in electronic stability control mandate for passenger cars, light trucks, sport utility vehicles, and vans (H-03-07). KW - Advertising campaigns KW - Analysis KW - Cellular telephones KW - Crash data KW - Distraction KW - Driver education KW - Driving KW - Electronic stability control KW - Hazards KW - Highway safety KW - Light trucks KW - Mass media KW - Passenger vehicles KW - Recommendations KW - Risk taking KW - Sport utility vehicles KW - Stability (Mechanics) KW - Traffic safety KW - Vans KW - Wireless communication systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_03_07.pdf UR - https://trid.trb.org/view/678453 ER - TY - RPRT AN - 00975873 AU - KRISHNASWAMI, V AU - Blower, D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - FEASIBILITY OF HEAVY TRUCK OCCUPANT PROTECTION MEASURES PY - 2003/06 SP - 92 p. AB - This document presents the results of a study undertaken to explore the feasibility of improving the crash injury outcomes of large truck (GVWR > 10,000 lb) occupants through the use of suitable crash protection systems. Four main tasks were performed as part of this study: (i) A survey of the state of the art in truck occupant protection systems was compiled; (ii) Truck crash data from the U.S. road system was compiled and analyzed; (iii) Truck crash simulation models and occupant injury models were developed; (iv) The potential benefits of various occupant protection countermeasures were quantitatively analyzed. Analysis of crash data showed that while the majority of truck crashes involve collisions with smaller vehicles, the most serious injuries to truck occupants occur in collisions with either other trucks, or fixed roadside objects. About 744 fatalities and 29,000 non-fatal injuries are suffered by truck occupants annually. 633 fatalities were suffered by truck drivers and 410 of these or almost 2/3rds occurred in single vehicle crashes. Another 94 occurred in two vehicle truck-truck crashes. A truck crash model was developed using crash test and simulation data available in the literature. An occupant injury model was developed using the MADYMO software package. The results of the computations with and without safety belts was compared with the previously obtained results (from crash data) and the reduction in fatality rates showed good agreement thus providing confidence in the validity of the simulation. The improvement in effectiveness (over safety belt alone) of using both safety belts and airbags was computed again using the truck crash Peak Contact Velocity distribution. The calculations show an estimated reduction of 253 in K and A injuries with the use of both airbags and safety belts, which corresponds to approximately a further 6% (253 out of 4540 annual K and A injuries) reduction over the use of safety belts alone. KW - Air bags KW - Computer models KW - Fatalities KW - Heavy duty trucks KW - Injuries KW - MADYMO (Computer program) KW - Occupant protection devices KW - Seat belts KW - Simulation KW - Single vehicle crashes KW - Truck crashes UR - https://trid.trb.org/view/702654 ER - TY - RPRT AN - 00943492 AU - National Highway Traffic Safety Administration TI - INITIATIVES TO ADDRESS THE MITIGATION OF VEHICLE ROLLOVER PY - 2003/06 SP - 21 p. AB - This report presents an in-depth look at one of the most significant safety issues impacting highway safety and the success of the National Highway Traffic Safety Administration's (NHTSA's) mission--vehicle rollover. The document describes the safety problem represented by vehicle rollover and provides strategies the agency plans to pursue to reduce the likelihood of rollover crash events and to improve crashworthiness in such crashes, thereby saving lives and reducing serious injuries. The docket number of this report is NHTSA-2003-14622. NHTSA is offering the public the opportunity to comment on this document. KW - Crashworthiness KW - Rollover crashes KW - Vehicle design KW - Vehicle safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Vehicle%20Safety/Studies%20&%20Reports/Associated%20Files/IPTRolloverMitigationReport.pdf UR - https://trid.trb.org/view/643579 ER - TY - RPRT AN - 00943485 AU - National Highway Traffic Safety Administration TI - INITIATIVES TO ADDRESS VEHICLE COMPATIBILITY PY - 2003/06 SP - 26 p. AB - This report presents an in-depth look at one of the most significant safety issues impacting highway safety and the success of the National Highway Traffic Safety Administration's (NHTSA's) mission--vehicle compatibility. The document describes the safety problem represented by vehicle incompatibility and provides strategies the agency plans to pursue in improving vehicle compatibility, thereby saving lives. The docket number of this report is NHTSA-2003-14623. NHTSA is offering the public the opportunity to comment on this document. KW - Crashworthiness KW - Vehicle design KW - Vehicle safety UR - http://www.accidentreconstruction.com/docs/vehicleCompatibiltyJune2003.pdf UR - https://trid.trb.org/view/643569 ER - TY - RPRT AN - 00968261 AU - National Highway Traffic Safety Administration AU - National Criminal Justice Association TI - CRIMINAL JUSTICE SUMMIT ON IMPAIRED DRIVING PY - 2003/06 SP - 62 p. AB - This report outlines recommendations resulting from the Criminal Justice Summit on Impaired Driving, convened on November 21-22, 2002, by the National Highway Traffic Safety Administration (NHTSA) and the National Criminal Justice Association (NCJA), a Washington, D.C.-based, nonprofit organization representing the states and criminal justice community on crime control and public safety issues. The Summit was held to identify gaps, problems and challenges in the criminal justice system in the handling of impaired drivers and then to assess solutions and strategies for increasing effectiveness in the enforcement, prosecution and adjudication phases of impaired driving cases. KW - Adjudication KW - Conferences KW - Highway safety KW - Impaired drivers KW - Law enforcement KW - Law enforcement and criminal justice personnel KW - Prosecution KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/enforce/CrimJustSum-HTML/images/CrimJustSum.pdf UR - https://trid.trb.org/view/679039 ER - TY - RPRT AN - 00968259 AU - National Highway Traffic Safety Administration TI - DIGITAL ARTWORK FOR THE WHALE PROGRAM - "WE HAVE A LITTLE EMERGENCY" PY - 2003/06 SP - n.p. AB - This CD-ROM contains print files and pdf files for the We Have A Little Emergency (WHALE (trademark)) Kit. WHALE (trademark) is a child identification program that attaches emergency information to a child safety seat, giving emergency personnel vital information in the event the driver of the vehicle is incapacitated. This CD-ROM contains digital artwork for the kit. KW - Art KW - CD-ROM KW - Child identification KW - Child restraint systems KW - Children KW - Emergencies KW - Emergency medical technicians KW - Highway safety KW - Traffic crashes KW - Traffic safety KW - Vehicle occupant rescue KW - Vehicle occupants KW - We Have A Little Emergency (WHALE) UR - https://trid.trb.org/view/681608 ER - TY - RPRT AN - 00968252 AU - National Highway Traffic Safety Administration TI - NHTSA CRASH INJURY RESEARCH AND ENGINEERING NETWORK (CIREN) PROGRAM REPORT, 2002 PY - 2003/06 SP - 113 p. AB - The National Highway Traffic Safety Administration (NHTSA) has created the Crash Injury Research and Engineering Network (CIREN) program for the purpose of conducting multidisciplinary research on serious crash injuries. The mission of CIREN is to improve the prevention, treatment, and rehabilitation of motor vehicle crash injuries to reduce deaths, disabilities, and human and economic costs. The goal of NHTSA/CIREN research is to identify opportunities for improvement in the prevention and treatment of crash injuries. This is accomplished through coordinated efforts of medical and engineering researchers. This report provides a description of the NHTSA CIREN Network, each of the 10 CIREN centers, the research teams, and their work. The report summarizes the contributions to auto safety produced by NHTSA CIREN center researchers. KW - Biophysics KW - Crash injury research KW - Crash Injury Research and Engineering Network KW - Crash investigation KW - Emergency medical services KW - Injuries KW - Medical treatment KW - Multidisciplinary teams KW - Prevention UR - https://trid.trb.org/view/679017 ER - TY - RPRT AN - 00968248 AU - National Highway Traffic Safety Administration TI - GUIDE TO IMPLEMENTING THE WHALE PROGRAM - "WE HAVE A LITTLE EMERGENCY" PY - 2003/06 SP - 82 p. AB - WHALE (trademark) is a child identification program that attaches emergency information to a child safety seat, giving emergency personnel vital information in the event the driver of the vehicle is incapacitated. It includes two components: 1) the "Guide to Implementing the WHALE Program", and 2) the WHALE (trademark) kit. Each WHALE (trademark) kit includes: an identification card, a plastic identification card holder, and 4 stickers to be attached to the sides of the child safety seat and the lower rear corner of the vehicle's windows. This guide contains an instruction manual, sample kit, and master copies of artwork on CD-ROM. KW - Child identification KW - Child restraint systems KW - Children KW - Emergencies KW - Information systems KW - Traffic safety KW - Vehicle occupants KW - We Have A Little Emergency (WHALE) UR - https://trid.trb.org/view/679006 ER - TY - RPRT AN - 00968249 AU - National Highway Traffic Safety Administration TI - A CHILD SAFETY SEAT OCCUPANT IDENTIFICATION PROGRAM PY - 2003/06 SP - 6 p. AB - This brochure gives a brief description of the WHALE (trademark) program, which is a child identification program that attaches emergency information to a child safety seat, giving emergency personnel vital information in the event the driver of the vehicle is incapacitated. It is helpful to rescue personnel at the scene of a traffic accident in which one of the vehicle occupants is a child. KW - Brochures KW - Child identification KW - Child restraint systems KW - Children KW - Emergencies KW - Emergency medical services KW - Information systems KW - Traffic crash victims KW - Traffic crashes KW - Traffic safety KW - Vehicle occupant rescue KW - Vehicle occupants KW - We Have A Little Emergency (WHALE) UR - https://trid.trb.org/view/679009 ER - TY - RPRT AN - 00967104 AU - Bentley, J J AU - Kurrus, R AU - BEUSE, N AU - Equals Three Communications, Incorporated AU - National Highway Traffic Safety Administration TI - QUALITATIVE RESEARCH REGARDING ATTITUDES TOWARDS FOUR TECHNOLOGIES AIMED AT INCREASING SAFETY BELT USE PY - 2003/06 SP - 76 p. AB - Qualitative research was performed to obtain drivers' reactions to four concepts of technologies aimed at increasing safety belt use. Two were devices that used chimes and flashing symbols on the dashboard to remind drivers to buckle up. The others were interlock devices - one that prevented the stereo from operating unless the driver was buckled up, the other that prevented the vehicle from being put into gear unless the driver was wearing a safety belt. The research focused primarily on part-time safety belt users (20% of the population) but also included, to a lesser degree, hardcore non-users (5% of the driving population), and full-time users (75% of the driving population). KW - Attitudes KW - Drivers KW - Gear shifting KW - Seat belt interlock devices KW - Seat belt reminders KW - Seat belts KW - Stereo systems (Automobiles) KW - Technology KW - Traffic safety KW - Warning signals UR - https://trid.trb.org/view/678479 ER - TY - RPRT AN - 00967088 AU - Kostyniuk, L P AU - Miller, L L AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - FATAL AND SERIOUS-INJURY TRAFFIC CRASH TRENDS IN MICHIGAN: 1997-2001 PY - 2003/06 SP - 115 p. AB - Michigan vehicle crashes from 1997-2001 that resulted in fatalities or serious injuries (KA crashes) were analyzed for patterns and trends. Counts, rates, and distributions by time, location, age, and sex of involved drivers were obtained for all KA crashes and those in which the driver "had been drinking." Trends in levels of blood alcohol concentration (BAC) of fatal-crash-involved drivers were obtained from Fatality Analysis Reporting System (FARS) data, and safety belt use of KA-crash-involved vehicle occupants was examined. The results show a decrease in counts and rates of involvement in KA crashes and "had been drinking" KA crashes. However, the proportion of "had been drinking" crashes remained at 12% of all KA crashes. Drivers under age 24 continue to have the highest rates for KA crashes, and male drivers age 18-24 have the highest rates of "had been drinking" KA crashes. Of drivers who were tested for BAC levels, 30% had positive BAC levels, 28% were at or above 0.08 g/dl, 26% were at or above 0.10 g/dl, and 19% were at or above 0.15 g/dl. Safety belt use for KA-crash-involved vehicle occupants was lowest for the 18-24 age group. Child seat and safety belt use for KA-crash-involved children under age 5 decreased slightly between 1997 and 2001. KW - Age KW - Alcohol use KW - Blood alcohol levels KW - Child restraint systems KW - Children KW - Crash locations KW - Crash rates KW - Drunk drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Gender KW - Injuries KW - Injury severity KW - Michigan KW - Seat belts KW - Time KW - Traffic crash victims KW - Traffic crashes KW - Trend (Statistics) UR - https://trid.trb.org/view/678459 ER - TY - RPRT AN - 00962874 AU - Royal, D AU - Gallup Organization AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF DRINKING AND DRIVING, ATTITUDES AND BEHAVIOR: 2001. VOLUME I: SUMMARY REPORT PY - 2003/06 SP - 25 p. AB - This report represents the sixth in a series of biennial national surveys undertaken by the National Highway Traffic Safety Administration (NHTSA) starting in 1991, and reports data from this sixth administration as well as those of the first five administrations (1991, 1993, 1995, 1997 and 1999). The objective of these recurrent studies is to measure both current status and trends regarding the public's attitudes, knowledge, and self-reported behavior related to drinking and driving. These data are used in supporting future NHTSA initiatives, identifying areas where improvements have been made, and identifying those areas needing further attention. This report, Volume I: Summary Report, presents a top line summary of respondents' behaviors and attitudes on various topics related to drinking and driving including reported frequency of drinking and driving, prevention and intervention, riding with impaired drivers, designated drivers, perceptions of penalties, and knowledge of and acceptance of Blood Alcohol Concentration (BAC) levels. Volume II: 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 III: Findings Report provides a more detailed analysis for the topics presented in Volume I as well as other topics. The findings for the 2001 survey administration indicate that despite the public's continued concern about drinking and driving, progress in a number of key areas has slowed. Nearly eight in ten (77%) respondents said that drinking and driving by others is a major threat to their personal safety. This is a significant decline since 1999 (80%). In 1995, 20% of drivers reported driving within two hours of drinking in the past year. This proportion rose to 23% in 1999 and remained the same in 2001. The proportion of persons who put themselves at risk by riding with a potentially impaired driver declined between 1993 and 1995, and remains near the 1995 level of 12%. Perceptions of the certainty of being stopped for violating drinking and driving laws declined between 1995 and 1997 (from 33% saying such a stop is unlikely to 40% in 1997), but have remained at or near 40% since 1997. Support for increased use of sobriety checkpoints increased slightly since 1993 from 62% to 66% in 1997, but have declined back to 1993 levels again in 2001 (62%). While there was an increase in the proportion of persons who know the BAC limit in their state between 1995 (20%) and 1997 (29%), this level has remained consistent since 1997. On the other hand, some gains were made. Drinker-drivers made between an estimated 809 million and 1 billion driving trips within two hours of consuming alcohol (about 906 million) within the past year. This represents a significant decrease from the 1.3 billion trips measured in 1993. Support for zero tolerance for persons of any age to drive after consuming any alcohol continues to rise, from 43% in 1991, to 45% in 1995, to 48% in 2001. Also, support for a legal limit of .08 has increased from the 1997 base of 56% to 70% in 2001. KW - Attitudes KW - Behavior KW - Drunk driving KW - Knowledge KW - Surveys KW - Trend (Statistics) UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/DD2001v1.pdf UR - http://ntl.bts.gov/lib/26000/26000/26058/254-NatSurvDandDVol1.pdf UR - https://trid.trb.org/view/660902 ER - TY - RPRT AN - 00962875 AU - Royal, D AU - Gallup Organization AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF DRINKING AND DRIVING, ATTITUDES AND BEHAVIOR: 2001. VOLUME II: METHODS REPORT PY - 2003/06 SP - 56 p. AB - This report represents the sixth in a series of biennial national surveys undertaken by the National Highway Traffic Safety Administration (NHTSA) starting in 1991, and reports data from this sixth administration as well as those of the first five administrations (1991, 1993, 1995, 1997 and 1999). The objective of these recurrent studies is to measure both current status and trends regarding the public's attitudes, knowledge, and self-reported behavior related to drinking and driving. These data are used in supporting future NHTSA initiatives, identifying areas where improvements have been made, and identifying those areas needing further attention. This report, Volume II: 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 respondents' behaviors and attitudes on various topics related to drinking and driving including reported frequency of drinking and driving, prevention and intervention, riding with impaired drivers, designated drivers, perceptions of penalties, and knowledge of and acceptance of Blood Alcohol Concentration (BAC) levels. Volume III: Findings Report provides a more detailed analysis for these and other topics. The findings for the 2001 survey administration indicate that despite the public's continued concern about drinking and driving, progress in a number of key areas has slowed. Nearly eight in ten (77%) respondents said that drinking and driving by others is a major threat to their personal safety. This is a significant decline since 1999 (80%). In 1995, 20% of drivers reported driving within two hours of drinking in the past year. This proportion rose to 23% in 1999 and remained the same in 2001. The proportion of persons who put themselves at risk by riding with a potentially impaired driver declined between 1993 and 1995, and remains near the 1995 level of 12%. Perceptions of the certainty of being stopped for violating drinking and driving laws declined between 1995 and 1997 (from 33% saying such a stop is unlikely to 40% in 1997), but have remained at or near 40% since 1997. Support for increased use of sobriety checkpoints increased slightly since 1993 from 62% to 66% in 1997, but have declined back to 1993 levels again in 2001 (62%). While there was an increase in the proportion of persons who know the BAC limit in their state between 1995 (20%) and 1997 (29%), this level has remained consistent since 1997. On the other hand, some gains were made. Drinker-drivers made between an estimated 809 million and 1 billion driving trips within two hours of consuming alcohol (about 906 million) within the past year. This represents a significant decrease from the 1.3 billion trips measured in 1993. Support for zero tolerance for persons of any age to drive after consuming any alcohol continues to rise, from 43% in 1991, to 45% in 1995, to 48% in 2001. Also, support for a legal limit of .08 has increased from the 1997 base of 56% to 68% in 1999, to 70% in 2001. KW - Attitudes KW - Behavior KW - Drunk driving KW - Knowledge KW - Surveys KW - Trend (Statistics) UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/DD2001v2.pdf UR - http://ntl.bts.gov/lib/26000/26000/26059/254-NatSurvDandDVol2.pdf UR - https://trid.trb.org/view/660903 ER - TY - RPRT AN - 00960147 AU - National Highway Traffic Safety Administration TI - SAFETY BELTS AND HISPANICS - 2003 REPORT PY - 2003/06 SP - 4 p. AB - The Hispanic population in the United States has increased by nearly 60% since 1990. As this population continues to grow, the low safety belt use rate by Hispanics is emerging as a significant public health issue. This fact sheet provides information on the following: Hispanics are at risk; Safety belt use saves lives and dollars; Child safety seats/booster seats help protect children; Strong laws can make a difference; Differential enforcement; and Hispanic organizations show strong support for safety belt laws. KW - Booster seats KW - Child restraint systems KW - Costs KW - Fatalities KW - Hispanics KW - Injuries KW - Law enforcement KW - Laws KW - Risk assessment KW - Seat belts UR - http://www.nhtsa.dot.gov/people/injury/airbags/seatbeltshispanic2003/SafetyBeltSp.pdf UR - https://trid.trb.org/view/659889 ER - TY - RPRT AN - 01007189 AU - Michigan Department of Transportation TI - Michigan Transportation Facts & Figures - 2001 PY - 2003/05/28 SP - 105p AB - The 2001 Michigan Transportation Facts & Figures is presented as an Internet-only document. The contents are as follows: ACCOMPLISHMENTS - statewide accomplishments, additional program accomplishments, and environmental accomplishments; LOOKING AHEAD - five year road and bridge program, and trunkline pavement condition forecast; AVIATION - Michigan aviation activity, aircraft operations, itinerant/local operations, public vs. private ownership, public airport locations, private airport locations, activity by airport category and group, passenger activity, and total scheduled passengers; HIGHWAYS - highway facts; travel information centers; roadside motorist facilities; population estimates by county for 2025; population change by number (1990-2000); population change by percentage (1990-2000); highway, road and street mileage; roadway travel volumes; vehicle registrations; fuel usage (Michigan); fuel usage (U.S.); Michigan's international border crossings; Michigan's state highway system; 2000 trunkline mileage and AVMT by MDOT region; trunkline commercial annual vehicle miles traveled (AVMT) by region; 2000 freeway/non-freeway route mileage and AVMT by MDOT region; 2000 freeway/non-freeway route mileage and condition by MDOT region; trunkline surface condition; trunkline surface condition by funding category; bridge condition; traffic crash trends; traffic fatality rate; truck-related crashes and fatalities; tort liability: open case load; state payments for tort litigation; truck weight limits; all season route mileage vs. seasonal route mileage; and rehabilitation of state highways; MARINE - Michigan's commercial ports, commodities shipped at Michigan ports, waterborne commerce at cargo ports, historical waterborne commerce, ferry service, and St. Mary's river ferry system; PUBLIC TRANSPORTATION - intercity bus service; intercity bus route system, local public transit service, intercity rail passenger system, intercity rail ridership, rail ridership by route, carpool parking lot program, statewide ridesharing and vanpooling programs, and ridesharing offices; RAILROADS - Michigan railroad mileage, state-owned rail mileage, and annual railroad information; and FINANCE - MDOT's road and bridge program for 2002, state funding for local roads, Michigan motor fuel pump prices, fuel efficiency, state gasoline tax rates, gasoline and diesel tax rates by state, Michigan Transportation Fund (MTF), MTF: distribution to counties, MTF: distribution to cities and villages, MFT: county supplemental snow removal, MTF: city supplemental snow removal, federally-funded contract awards for Disadvantaged Business Enterprises, annual price trends for federal aid highway construction, federal funds for state highways, state revenue for highways and bridges, expenditures for state highways and bridges, transportation enhancement activities, revenues and expenditures for other funds, Transportation Economic Development Fund (TEDF) distribution of revenue, federal revenue for public transportation, state revenue for public transportation, public transportation expenditures, federal revenue for aviation, state revenue for aviation, and aviation expenditures. KW - Aircraft operations KW - Airports KW - Aviation KW - Bridge condition KW - Carpools KW - Commodities KW - Expenditures KW - Fatalities KW - Federal aid KW - Ferry service KW - Finance KW - Fuel consumption KW - Fuel taxes KW - Fund allocations KW - Highway maintenance KW - Highway travel KW - Highways KW - Intercity bus lines KW - International borders KW - Michigan KW - Pavement conditions KW - Ports KW - Public transit KW - Rail transit KW - Railroads KW - Registrations KW - Rehabilitation (Maintenance) KW - Revenues KW - Ridesharing KW - Size and weight regulations KW - State highways KW - Tort liability KW - Traffic crashes KW - Transportation operations KW - Transportation planning KW - Truck crashes KW - Vanpools KW - Vehicle miles of travel KW - Water transportation KW - Waterborne commerce UR - http://www.michigan.gov/printerFriendly/0,1687,7-151-9622_11045_12717---,00.html UR - https://trid.trb.org/view/763020 ER - TY - RPRT AN - 01095865 AU - American Prosecutors Research Institute TI - Admissibility of Horizontal Gaze Nystagmus Evidence: Targeting Hardcore Impaired Drivers PY - 2003/05//Special Topics Series SP - 34p AB - The Horizontal Gaze Nystagmus (HGN) Test is the best standardized field sobriety test for apprehending drivers with a blood alcohol level between .08% and .12%. It cannot be practiced or physically controlled, making it a good test to use for multiple offenders. This booklet is a guide to HGN admissibility with articles from a variety of experts in the area. These articles describe the HGN test, including its history and development, and examine its admissibility in court. KW - Alcohol tests KW - Drunk drivers KW - Horizontal gaze nystagmus KW - Prosecution KW - Repeat offenders UR - https://trid.trb.org/view/855713 ER - TY - JOUR AN - 00987217 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - LOO, M AU - STINTON, T AU - PRIDDLE, B AU - SEYER, K AU - WONG, H L AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - COMBINING THE FINITE ELEMENT MODELS OF THE FORD FALCON AND SUBARU LEGACY TO IMPROVE VEHICLE COMPATIBILITY PY - 2003/05 SP - ? p. AB - This paper firstly describes how the finite element models of the Ford BA Falcon and the Subaru Legacy were combined so that a parametric study varying design features of each vehicle could be conducted to determine their effect on compatibility. The Ford Falcon is a front engine, longitudinal 6-cylinder, rear wheel drive sedan. The Subaru Legacy is a front engine, horizontally opposed, all wheel drive sedan. The two vehicles are not in the same mass and size category. The paper then reports on how the compatibility of the two vehicles, in an offset frontal crash, is affected when the following design features are changed: ride height; stiffness of main longitudinals; stiffness of upper load path; stiffness of lower subframe; stiffness of passenger compartment; strength of vertical connections between load paths; strength of lateral connections between load paths; and changes to improve the structural interaction between the two vehicles. For the covering abstract see ITRD E825082. KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Dimension KW - Finite element method KW - Finite element method KW - Size KW - Sport utility vehicle KW - Sport utility vehicles UR - https://trid.trb.org/view/750659 ER - TY - JOUR AN - 00987219 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MONCLUS-GONZALEZ, J AU - MARZOUGUI, D AU - BAHOUTH, G AU - ESKANDARIAN, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - AN INVESTIGATION OF SIDE IMPACT TEST METHODOLOGIES FOR CHILD RESTRAINT SYSTEMS USING FINITE ELEMENT SIMULATIONS PY - 2003/05 SP - 15 p. AB - A finite element (FE) model of a convertible forward-facing child restraint system (CRS), presented previously was combined with a Hybrid III 3-year-old dummy model and an ECE44R test bench model. The combination will replicate the last ISO proposal for side impact tests of CRS in order to analyze the influence of the longitudinal acceleration pulse seen during FMVSS 214 tests. This influence is shown to be limited, as long as the dummy is confined within the CRS shell. In agreement with previous crash investigations, the simulated intruding door in the ISO proposal is responsible for a large share of the loads acting on the child dummy. The validation of the virtual model and limitations of the child dummy FE model are discussed. Simulation results are compared with an actual frontal test using the same CRS model. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Car door KW - Child KW - Children KW - Conference KW - Conferences KW - Door (Car) KW - Doors (Vehicles) KW - Dummies KW - Finite element method KW - Finite element method KW - Impact test (veh) KW - Impact tests KW - Load KW - Loads KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/750661 ER - TY - JOUR AN - 00987224 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - BERG, A AU - EGELHAAF, M AU - EBNER, H-T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ESTIMATION OF BENEFITS RESULTING FROM IMPACTOR-TESTING FOR PEDESTRIAN PROTECTION PY - 2003/05 SP - 13 p. AB - The safety of vulnerable road users is an important objective of European transportation policy and the automotive industry. The aim is to continue the successful reduction in the number of pedestrians killed and injured in road accidents over recent decades. It is hoped to achieve a reduction in the number of fatalities by 30% and of seriously injured pedestrians by 17% by 2010 across Europe. Different approaches are being discussed to achieve this aim. Besides better road safety instruction, adapted traffic-route planning and improvements to rescue-services, it is imperative that the car itself becomes a focus of attention. While the EEVC prefers a component testing procedure, the automotive industry expects higher potentials in a consequent further development of active systems. For the covering abstract see ITRD E825082. KW - Accident rate KW - Conference KW - Conferences KW - Crash rates KW - Decrease KW - Decreases KW - Europe KW - Europe KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Pedestrian KW - Pedestrians KW - Policy KW - Policy KW - Prevention KW - Prevention UR - https://trid.trb.org/view/750666 ER - TY - JOUR AN - 00987226 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - KIN, K AU - SEKINE, H AU - YANO, O AU - SUGISHITA, H AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF A TECHNOLOGY TO PREVENT DEVIATION FROM AN INTENDED LANE WHILE TURNING USING VEHICLE DYNAMICS CONTROL PY - 2003/05 SP - 6 p. AB - Active safety technology will become increasingly important in preventing collisions in the future. The possibility of accidents occurring due to instability in vehicle dynamics leading to deviation from the lane is particularly high when a vehicle enters a corner too fast or is on an icy or snow-covered road, or makes a sudden manoeuvre to avoid collision with an obstacle during a turn. A method of minimizing deviation through optimal control of moment and velocity and then utilizing four-wheel slip control based on estimates of vehicle dynamics is described. First, this project studied a system to control deviation from the intended course by providing accurate, real time estimates and control of four-wheel tire gripping forces based on estimates of vehicle dynamics parameters and the road friction coefficient. The method of the vehicle dynamics control utilized in this system was VSA (Vehicle Stability Assist). Next, the project studied a method of providing comprehensive control. This method utilizes information from the vehicle's navigation system to quantitatively predict the form of a corner before the vehicle enters it. This data is then utilized in combination with VSA to further minimize deviation from the lane. These two systems were fitted in a test vehicle and tested on snow-covered road surfaces. The results of these tests clearly demonstrate that this system reduces the incidence of deviation from the lane and will therefore be effective in reducing the number of accidents. For the covering abstract see ITRD E825082. KW - Accident prevention KW - Bend (road) KW - Conference KW - Conferences KW - Driver assistance system KW - Driver support systems KW - Driving KW - Four wheel drive KW - Four wheel drive KW - Highway curves KW - Intelligent transport system KW - Intelligent transportation systems KW - Motor vehicle navigational aids KW - Prevention KW - Safety KW - Snow KW - Snow KW - Stability KW - Stability (Mechanics) KW - Vehicle KW - Vehicle handling KW - Vehicles UR - https://trid.trb.org/view/750668 ER - TY - JOUR AN - 00987249 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SADEGHI, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - UNIVERSAL COACH SAFETY BELT PY - 2003/05 SP - 9 p. AB - Bus and coach seats with 3-point seat belts, when properly designed, implemented and used, are safer than any current available seat and restraint option. However, they imply cost and weight penalties and can also be 'too rigid' for unbelted passenger sitting behind. A universal coach safety seat has been developed and tested that meets the following requirements: (a) The seat carries a 3-point belt that adequately restrains two 50th percentile dummies under the most extreme condition of UN-ECE Regulation 80 (R80), also when the seat simultaneously restrains unbelted or lap-belted 50th percentile dummies seated behind. (b) The R80 specified injury criteria of the unbelted or lap-belted dummies seated behind the test seat are met under condition (a) and also when the test seat is empty. (c) The technical requirement (a) and (b) were met using conventional materials (low cost steel, plywood, foam and standard belts) and production methods, resulting in a twin seat of 36.3kg. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Bus KW - Buses KW - Coach KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats UR - https://trid.trb.org/view/750691 ER - TY - JOUR AN - 00987251 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Tingvall, C AU - KRAFFT, M C AU - LIE, A AU - Kullgren, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - THE ROLE OF IMPACT VELOCITY AND CHANGE OF VELOCITY IN SIDE IMPACTS PY - 2003/05 SP - 9 p. AB - The main injury mechanism in nearside impacts is normally linked to the relative impact velocity of a bullet vehicle or an object. The change of velocity of the target vehicle has been considered to have a minor role, at least for a nearside occupant. It has, however, been complicated to distinguish between impact velocity and change of velocity in real life accident analysis. In the present study, the aim was to analyse real life side impacts to isolate the roles of impact velocity and change of velocity in relation to injury risk. The analysis method used was matched pairs used in a modified way, where different combinations of vehicles of varying mass ratios were studied according to relative injury risks to the driver. The data set used for the analysis was crashes in Victoria, Australia. The results show, that while impact velocity is of major importance for the risk of injury, change of velocity also plays a major role in nearside impacts. In far side impacts, impact velocity is of minor importance compared to change of velocity. In reality, it must be stressed that they are highly correlated. The result of the study, if validated further, has implications for crash test configurations and validation of side impact safety design. One outcome might be that cars of different masses should be tested at different speeds, or that movable barriers should be varied in mass and speed depending on the mass of the target vehicle. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Crash severity KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injury severity KW - Risk KW - Risk assessment KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - Speed KW - Speed UR - https://trid.trb.org/view/750693 ER - TY - JOUR AN - 00987258 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - KREISS, J-P AU - ZOBEL, R AU - BUSCH, S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ESSENTIAL COMPONENTS OF A STATISTICALLY VALID CRASHWORTHINESS RATING PY - 2003/05 SP - 11 p. AB - The paper mainly deals with methodological foundations of crashworthiness rating procedures based on real world accident material. Most rating methods, especially those for car-to-car crashes, are based on so-called contingency tables containing the injury outcomes for the drivers of the subject and the opponent car. Some light is shed on the assumptions usually made and it is argued that data material, which contains information on the injury severity, is much better suited for rating procedures. Additionally the paper demonstrates for characteristic real data examples that there exist essential factors, which influence rating results in a non-negligible way. Finally, the strong relationship between accident severity and injury outcome is investigated. All theoretical results are underpinned by real accident data taken from the Hanover and Dresden data collected within the German In Depth Accident Study (GIDAS). For the covering abstract see ITRD E825082. KW - Classification KW - Classification KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Deformation KW - Deformation KW - Germany KW - Germany KW - Injury severity KW - Severity (accid, injury) KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750700 ER - TY - JOUR AN - 00987260 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - IWAI, N AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - COMPUTATIONAL SIMULATION FOR HEAD IMPACT ON VEHICLE HOODS USING THE PRECISE FINITE ELEMENT MODEL PY - 2003/05 SP - 6 p. AB - This paper describes head impact studies on hoods of vehicles using headform impactors and engine compartment finite element (FE) models. A commercial FE code PAM-CRASH was used to conduct the computational simulation. Head injury criteria (HIC), which is obtained by post-processing the computed acceleration history, is used in this prediction method. Several numerical examples are demonstrated where close agreement between the test and the calculated values of the acceleration history is obtained. Additionally, the numerical scattering analysis is implemented to clarify the importance of each parameter. For the covering abstract see ITRD E825082. KW - Bonnet (car) KW - Conference KW - Conferences KW - Finite element method KW - Finite element method KW - Forecast KW - Forecasting KW - Head KW - Head KW - Hoods KW - Test method KW - Test procedures UR - https://trid.trb.org/view/750702 ER - TY - JOUR AN - 00987283 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Belingardi, G AU - GASTALDIN, D AU - MARTELLA, P AU - PERONI, L AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - MULTIBODY ANALYSIS OF M3 BUS ROLLOVER: STRUCTURAL BEHAVIOUR AND PASSENGER INJURY RISK PY - 2003/05 SP - 12 p. AB - In this work the multibody (MB) approach has been used to study the structural behaviour of a M3 bus in a rollover accident, to evaluate the structure resistance and passenger injury risks. This research is part of the ECBOS project (Enhanced Coach and Bus Occupant Safety), granted by the European Union. The interest was focused on the effect of a rollover accident over the structure and the passengers. For what concerns the rollover of a bus, in Europe the regulation for safety approval is the ECE Regulation 66. This regulation prescribes a test to be chosen from four kinds: a complete bus rollover test, a bay section rollover test, a pendulum test and a numerical simulation of a rollover. The choice between these tests is completely up to the coach manufacturer. It is important to underline that in all these tests the presence of passengers is not considered. The effect of the mass of the occupants over the superstructure and the injury risk for passengers in a rollover accident was evaluated considering different configurations. Only a bay section has been modelled: in a rollover event, with rotation axis parallel to the longitudinal bus axis, the behaviour of the bay section is well representative of the whole structure. To generate the virtual model of the bay section, the plastic hinge concept has been adopted by using generalized spring elements to represent the constitutive characteristics of localized plastic deformations. The program chosen to carry out the simulations is MADYMO, a MB-FE software developed by TNO, which has a complete library of virtual dummies. The numerical analysis has given prominence to the inadequacy of the actual European regulation (ECE66), concerning passive safety. The mass increment due to presence of the passengers affects significantly the deformation of the superstructure and the absence of any prescription of restraint systems does not protect the passengers against very serious or fatal injuries. For the covering abstract see ITRD E825082. KW - Body (car) KW - Bus KW - Buses KW - Computers KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Digital computer KW - Eu KW - European Union KW - Fatalities KW - Fatality KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Legislation KW - Legislation KW - Motor vehicle bodies KW - Number KW - Numbers KW - Overturning KW - Overturning (veh) KW - Risk KW - Risk assessment KW - Software KW - Software KW - Vehicle occupant KW - Vehicle occupants KW - Weight KW - Weight UR - https://trid.trb.org/view/750725 ER - TY - JOUR AN - 00987285 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - BOGGESS, B M AU - Wong, Jianhui AU - MARK, S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF PLASTIC COMPONENTS FOR PEDESTRIAN HEAD INJURY RISK REDUCTION PY - 2003/05 SP - 8 p. AB - During the development of vehicles for pedestrian protection, plastic components are often regarded as minor contributors to the impact stiffness. Laboratory testing with and without these plastic components led to the hypothesis that they significantly increase this stiffness and subsequently the injury risk measured by the pedestrian headform impactor. This paper will focus on the contribution of the plastic cowl top to impact stiffness. Preliminary testing for specific impact locations found that more than 50% of the head injury criteria (HIC) and 35% of the average stiffness was attributed to the cowl top. Based on these findings, finite element analysis (FEA) was used to assess the potential effects cowl top stiffness reductions may have in terms of injury risk assessment. Further FEA was performed to assess various design changes, including thickness and shape, on the injury risk assessment. The analysis of cowl top changes led to a HIC reduction of 45% for the case focused on in this paper. The results of this study support the hypothesis that plastic components add significant stiffness to the impact, however with FEA supported design efforts, these components may be modified to minimize their influence. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Dummies KW - Head KW - Head KW - Injuries KW - Injury KW - Pedestrian KW - Pedestrians KW - Plastic material KW - Plastics KW - Prevention KW - Prevention KW - Risk assessment KW - Risk assessment KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/750727 ER - TY - JOUR AN - 00987292 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ELIAS, J C AU - SULLIVAN, L K AU - MCCRAY, L B AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - LARGE SCHOOL BUS SAFETY RESTRAINT EVALUATION - PHASE II PY - 2003/05 SP - 11 p. AB - This paper details the National Highway Traffic Safety Administration's (NHTSA) continuing research and testing activities on large school bus safety restraints. This paper will discuss relative performance of compartmentalization, lap belt restraints and lap/shoulder belt restraints, as well as the effects of seat back height and seat spacing on the performance of these safety restraint strategies. Results of NHTSA's frontal sled testing efforts with an inflatable airbag belt system are reviewed. The agency's efforts on researching side impact protection are also briefly discussed. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Bus KW - Buses KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Journey to school KW - Manual safety belts KW - Prevention KW - Prevention KW - Safety belt KW - School trips KW - Seat (veh) KW - Seat belts KW - Seats KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/750734 ER - TY - JOUR AN - 00987294 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - KEBSCHULL, B AU - ISHII, K AU - ERNST, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ROLLOVER RESISTANCE TEST PROCEDURE INVOLVING MAXIMUM ROLL MOMENTUM PY - 2003/05 SP - 9 p. AB - A procedure that was developed by Honda R&D to measure and evaluate vehicle rollover resistance is described and compared to the NHTSA Roll Rate Feedback Fishhook Test. The Honda procedure, known as the AVC Reverse Steer Test, incorporates the use of an automatic vehicle controller (AVC) for precise and repeatable steering inputs and to allow the use of sensor feedback in the control algorithm. The procedure is intended to induce "worst-case" dynamic roll response for each vehicle, by using the vehicle's roll momentum. A distinguishing feature of the AVC Reverse Steer Test is the algorithm used to determine when the steering reversal is to occur. The reversal occurs at a time corresponding to the second local maximum value of roll rate, following the initial steering input. It was found that this algorithm provided a reversal timing that induced worst-case roll response for a variety of vehicles. For the covering abstract see ITRD E825082. KW - Calculation KW - Calculation KW - Conference KW - Conferences KW - Control KW - Control KW - Driving KW - Method KW - Methodology KW - Overturning KW - Overturning (veh) KW - Steering KW - Steering (process) KW - Test method KW - Test procedures KW - Vehicle handling UR - https://trid.trb.org/view/750736 ER - TY - JOUR AN - 00987317 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SULTAN, B AU - McDonald, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ASSESSING THE SAFETY BENEFIT OF AUTOMATIC COLLISION AVOIDANCE SYSTEMS (DURING EMERGENCY BRAKING SITUATIONS) PY - 2003/05 SP - 13 p. AB - Automatic Collision Avoidance Systems (ACAS) aims to help drivers to avoid accidents by alerting them to a potential collision and initiating braking. This paper assesses the safety effects of ACAS by examining driver response during emergency braking situations. A series of emergency braking tests were undertaken on a test track. Six subjects (each with at least five years driving experience) were asked to follow a special 'dummy' vehicle and drive the TRG instrumented vehicle. The dummy vehicle, a light weight trailer unit designed to withstand impacts safely, was then subjected to brake to a stop from three speed levels (60, 45 and 30 mph) with decelerations which varied between 0.65g and 0.95g. The TRG instrumented vehicle enabled detailed information to be collected on driver responses such as relative speed, spacing distance, pedal movement, speed and deceleration levels. The data analysis has showed that drivers are likely to initiate their braking before the time to collision (TTC) reaches 4 seconds. Consequently, an autonomous ACAS with a 4 seconds TTC threshold would not give warning that could help drivers reducing their response time. Moreover, headway was found to be the main safety factor that ensures drivers would avoid collision. For the covering abstract see ITRD E825082. KW - Adaptive cruise control KW - Behavior KW - Behaviour KW - Braking KW - Braking KW - Conference KW - Conferences KW - Crash avoidance systems KW - Driver KW - Drivers KW - Emergencies KW - Emergency KW - Headway KW - Headways KW - Intelligent transport system KW - Intelligent transportation systems KW - Test track KW - Test tracks UR - https://trid.trb.org/view/750759 ER - TY - JOUR AN - 00987319 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - HAUTMANN, E AU - Scherer, R AU - Akiyama, A AU - Page, M AU - Xu, L AU - KOSTYNIUK, G AU - SAKURAI, M AU - BORTENSCHLAGER, K AU - HARIGAE, T AU - TYLKO, S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - UPDATED BIOFIDELITY RATING OF THE REVISED WORLDSID PROTOTYPE DUMMY PY - 2003/05 SP - 25 p. AB - Aiming to obtain a new, advanced, globally harmonised mid-sized male side impact dummy the WorldSID (Worldwide Side Impact Dummy) has been developed under the auspices of the International Organisation for Standardisation (ISO) working group on anthropomorphic test devices: ISO/TC22/SC12/WG5. From 2001 to mid-2002, the first prototype of the WorldSID was subjected to an extensive worldwide evaluation programme at research institutes, government agencies and industry test laboratories around the world. The initial testing resulted in the highest ISO biofidelity rating for any mid-sized male side impact dummy to date along with some suggestions for further biofidelity refinements. These identified refinements have been developed and incorporated into a revised version of the WorldSID prototype dummy, which has been subjected to another series of worldwide evaluation tests in order to assess the resulting biofidelity rating according to the requirements of ISO Technical Report 9790. This paper presents and discusses the design modifications implemented in the revised WorldSID prototype dummy and its superior performance during the second round of biofidelity testing. The biofidelity rating of the WorldSID according to ISO TR 9790 and its response repeatability in the biomechanical tests will be addressed and compared with existing mid-sized male side impact dummies. The revised WorldSID prototype has exceeded the overall and individual body region biofidelity ratings of the first prototype. The revised prototype biofidelity rating is anticipated to be 7.3 with minor modifications to the dummy head. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Head KW - Head KW - Improvement KW - Improvements KW - Prototype KW - Prototypes KW - Side crashes KW - Side impact KW - Standardization KW - Standardization UR - https://trid.trb.org/view/750761 ER - TY - JOUR AN - 00987324 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - RAGLAND, C L AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - EVALUATION OF CRASH TYPES ASSOCIATED WITH TEST PROTOCOLS PY - 2003/05 SP - 9 p. AB - National Automotive Sampling System (NASS) data are analyzed to determine the benefits that would likely result from imposed testing requirements using various frontal crash test protocols. These accident data were categorized by test type according to a set of narrowly defined real-world collision orientations. The crash test protocols were chosen based on commonly conducted international crash testing. The three test protocols considered were the offset deformable barrier (ODB), moving deformable barrier (MDB), and fixed rigid barrier (FRB). The ODB was established as a European Union (EU) test requiring a 40% overlap into a deformable, but fixed barrier. This test is best characterized by low accelerations, long duration crash pulses, and moderately high intrusions for the subject vehicles. National Highway Traffic Safety Administration (NHTSA) research has been developing the MDB test that consists of a moving cart with a deformable face impacting the front of a stationary vehicle at an oblique angle with a partial overlap. This test is characterized by short duration crash pulses, high accelerations, and high intrusions for subject vehicles. The final test protocol evaluated was the FRB test that has been used extensively, particularly in the U.S., because of Federal Motor Vehicle Safety Standard No. 208 and New Car Assessment Program (NCAP). This test type is best characterized by short duration crash pulses, high accelerations, and relatively low intrusions for the subject vehicles. Accident data are analyzed by test protocol to establish the base population of injury-causing crashes that most likely would be addressed by each test. It should be pointed out that, depending on the individual crash test requirements, a given crash test protocol might address some of the same injuries from the other crash types. This analysis provides a rough estimate of the most likely population best addressed by each test protocol. In this analysis, total injury counts, as well as injuries by body region, are examined by crash test protocol. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Offset impact test KW - Test method KW - Test procedures UR - https://trid.trb.org/view/750766 ER - TY - JOUR AN - 00987326 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - O'REILLY, P AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - STATUS REPORT OF IHRA COMPATIBILITY AND FRONTAL IMPACT WORKING GROUP PY - 2003/05 SP - 15 p. AB - The compatibility work of this International Harmonised Research Activity (IHRA) area has focussed on research with the aim of improving occupant protection by developing internationally agreed test procedures designed to improve the compatibility of car structures in front to front, and front to side, impact. A secondary aim was to consider protection in impacts with pedestrians, heavy goods vehicles and other obstacles. Compatibility is a complex issue, but offers an important step towards the better protection of car occupants. Group members continue to work on active research programmes, which have enhanced understanding. This report gives an overview of the broad thrust and approaches of the work and associated research. Progress has been made towards the prospects for improved frontal evaluation procedures, although side remains a complex area. Potential test procedures are being considered and the current position is discussed. The key prerequisite is better structural interaction to facilitate strength matching to maintain passenger compartment integrity. Compatibility also requires other aspects, such as deceleration characteristics, to be considered. Although the complex nature of compatibility was recognised when work began, and there is significant remaining work, the prospects are that a worthwhile step forward is achievable. For the covering abstract see ITRD E825082. KW - Body (car) KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Frontal crashes KW - Head on collision KW - Motor vehicle bodies KW - Side crashes KW - Side impact KW - Standardization KW - Standardization KW - Strength (mater) KW - Strength of materials KW - Test method KW - Test procedures KW - Vehicle KW - Vehicle occupant KW - Vehicle occupants KW - Vehicles UR - https://trid.trb.org/view/750768 ER - TY - JOUR AN - 00987349 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Matsui, Y AU - SASAKI, A AU - WITTEK, A AU - Takabayashi, M AU - JIMBO, H AU - Tanahashi, M AU - NIIMURA, K AU - OZAWA, Y AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF JAMA-JARI PEDESTRIAN CHILD AND ADULT HEAD-FORM IMPACTORS PY - 2003/05 SP - 9 p. AB - Head injuries are the most common cause of pedestrian deaths in car-pedestrian accidents. To reduce the severity of such injuries, the International Organization for Standardization (ISO) has proposed subsystem tests in which child and adult head-form impactors are impacted upon a car bonnet top. The ISO designated the mass of the child head-form impactor as 3.5 kg (i.e., the average mass of a 6-year-old child's head), and that of an adult as 4.5 kg. However, such head-form impactors have not been developed so far. Therefore, in the present study the development of new child and adult head-form impactors according to the requirements of the ISO subsystem test procedures is reported. The technical specifications, including the location of the centre of gravity, the location of the seismic mass of accelerometers, the moment of inertia, and first natural frequency of the impactors, were summarized. Then, the results of biofidelity certification tests of the skin of these newly developed impactors were investigated. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Bonnet (car) KW - Child KW - Children KW - Conference KW - Conferences KW - Dummies KW - Head KW - Head KW - Hoods KW - Skin KW - Skin KW - Standardization KW - Standardization KW - Weight KW - Weight UR - https://trid.trb.org/view/750791 ER - TY - JOUR AN - 00987351 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - LEMMEN, P AU - VAN DER ZWEEP, C AU - LENEMAN, F AU - ALTAMORE, P AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - NUMERICAL FLEET OPTIMIZATION STUDIES FOR IMPROVED COMPATIBILITY PY - 2003/05 SP - 10 p. AB - The objective of this paper is to show the potential of the multi-body vehicle models for crashworthiness optimization of a fleet. To this end a fleet study on offset frontal impacts was performed in which sensitivities of relevant accident and design parameters were investigated by means of parameter sweeps over these parameters. The accident parameters included vehicle type, safety belt usage and occupant size. The design parameters relate to the front-end geometry of the two smaller vehicles and the front-end stiffness of all vehicles. A total set of 2500 scenarios was simulated. Analysis of results was done on the basis of measures for the overall injury risk and on the basis of separate injury values for different body regions. For the separate injury values clear trends are observed with respect to variations in design variables. For overall injury risk measures these trends are not so clear due to contradicting influences of the design variables on separate injuries. This complicates usage of the overall injury measures. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Crash severity KW - Design KW - Design (overall design) KW - Front KW - Front KW - Frontal crashes KW - Hazards KW - Head on collision KW - Impact test (veh) KW - Injuries KW - Injury KW - Injury severity KW - Manual safety belts KW - Offset impact test KW - Risk KW - Risk assessment KW - Safety belt KW - Seat belts KW - Severity (accid, injury) KW - Stiffness KW - Stiffness KW - Use KW - Use KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750793 ER - TY - JOUR AN - 00987353 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ARNDT, N AU - Grzebieta, R AU - Zou, R AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - VALIDATING LOWER LIMB INJURY MECHANISMS IN SIDE IMPACT CRASHES PY - 2003/05 SP - 14 p. AB - Lower extremity (LE) injuries sustained in side impact car crashes are debilitating due to the loss of weight bearing function and long rehabilitation times. In Australia such injuries rank third in terms of harm after the head and thorax. Moreover, it is estimated around 20% of the total annual motor vehicle trauma treatment costs are devoted to rehabilitation of such injuries. Regulatory design rules protecting the knee, lower leg and ankle/foot in side-impact crashes do not exist. However, in order to adopt sensible mitigation strategies and appropriate design rules, it is essential to identify and validate injury mechanisms. While considerable work has been carried out identifying lower limb injuries occurring in frontal crashes, little work has been carried out regarding side-impacts. Three injury mechanisms, identified from a real-world side-impact case-study analysis carried out at Monash University, were proposed at a Melbourne crashworthiness conference in 2002. MADYMO computer models simulating near- and far-side occupants in three typical crash scenarios were constructed. Occupant kinematics and force outputs from the models were compared with the injuries and hence the mechanisms identified in the study. Results from the simulations were compared to published, known injury tolerances and are presented in this paper. Injury countermeasures for these three side-impact configurations are also discussed. For the covering abstract see ITRD E825082. KW - Australia KW - Australia KW - Conference KW - Conferences KW - Crash severity KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Injuries KW - Injury KW - Injury severity KW - Leg KW - Leg (human) KW - Prevention KW - Prevention KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750795 ER - TY - JOUR AN - 00987358 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - PAINE, M AU - MACBETH, A AU - HENDERSON, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - THE DANGER TO YOUNG PEDESTRIANS FROM REVERSING MOTOR VEHICLES PY - 2003/05 SP - 11 p. AB - There is increasing concern about accidents involving young children being run over by slow moving vehicles, particularly in private driveways. The Motor Accidents Authority of New South Wales coordinated and funded the initial investigations into this problem. Measurement of the rearward field of view for a range of popular passenger vehicles revealed most had a very poor view of objects the size of toddlers behind the vehicle. This was the case with conventional sedans as well as sport utility vehicles that are generally over-represented in this type of accident. Two vehicle-related countermeasures were examined: proximity sensors that warn the driver when an object is behind the vehicle and visual aids such as video cameras. Theoretical analysis shows that, in order to be able to stop in time, the reversing speed in kilometres per hour should be no more than twice the detection distance in metres. Proximity sensors that are designed as a parking aid have a typical detection distance of 1.5m and so the maximum reversing speed is 3km/h. This is likely to be too slow for typical driveway situations but, with simple technology, longer detection distances are likely to be associated with too many false alarms. Initial results suggest a combination of proximity sensors and video camera would provide the best assistance to the driver although the technology is improving rapidly and other solutions are possible. A method of assessing and rating the rearward field of view of vehicles has been developed by the Insurance Australia Group and the results for popular vehicles in Australia are presented. For the covering abstract see ITRD E825082. KW - Accident prevention KW - Backing (Driving) KW - Camera KW - Child KW - Children KW - Conference KW - Conferences KW - Driver assistance system KW - Driver support systems KW - Driving KW - Hazards KW - Motor vehicle navigational aids KW - Prevention KW - Rear KW - Rear KW - Reversing (veh) KW - Risk KW - Risk assessment KW - Safety KW - Sensor KW - Sensors KW - Speed KW - Speed KW - Technology KW - Technology KW - Test KW - Tests KW - Vehicle KW - Vehicle rear end KW - Vehicles KW - Video cameras KW - Visibility KW - Visibility UR - https://trid.trb.org/view/750800 ER - TY - JOUR AN - 00987360 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - VAN ROOIJ, L AU - Bhalla, K AU - MEISSNER, M AU - Ivarsson, J AU - Crandall, J AU - LONGHITANO, D AU - TAKAHASHI, Y AU - DOKKO, Y AU - KIKUCHI, Y AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PEDESTRIAN CRASH RECONSTRUCTION USING MULTI-BODY MODELING WITH GEOMETRICALLY DETAILED, VALIDATED VEHICLE MODELS AND ADVANCED PEDESTRIAN INJURY CRITERIA PY - 2003/05 SP - 19 p. AB - This paper develops a method for studying pedestrian to car impacts through detailed multi-body modelling of various pedestrian anthropometries and vehicle types. The pedestrian models constitute a multi-body representation of the global joint kinematics and inertia for five representative body sizes. Advanced injury criteria are defined for the pedestrian lower extremities, knee, thorax and head. The vehicle model of a small family car is defined by a facet element mesh for the front-end and windshield of the car. The contact stiffness is variable over the location on the vehicle mesh and has been validated against experimental results and FE simulations of the EEVC impactor tests. The underlying structures of the hood are defined as rigid ellipsoids. The developed model is applied to the reconstruction of two PCDS cases with a small family car. Injury risk data was collected from the simulation model and compared to the injury outcome for the pedestrians involved in these two cases. Results of this study show that the detailed model can distinguish the injury severity for various body parts at impact locations on the vehicle. For the covering abstract see ITRD E825082. KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Front KW - Front KW - Hazards KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Knee KW - Knee (human) KW - Mathematical model KW - Mathematical models KW - Pedestrian KW - Pedestrians KW - Risk KW - Risk assessment KW - Severity (accid, injury) KW - Simulation KW - Simulation KW - Thorax KW - Thorax KW - Windscreen (veh) KW - Windshields UR - https://trid.trb.org/view/750802 ER - TY - JOUR AN - 00987383 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - GIAVOTTO, V AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - EJECTION THROUGH SIDE WINDOWS: RELEVANCE AND COUNTERMEASURES PY - 2003/05 SP - 13 p. AB - A research was carried out on the relevance and the risk of ejection in road accidents, in three regions of Northern Italy, during a period of 12 months. The results show that ejection is a significant cause of death. In particular some fatalities occurred in collisions with safety barriers. To investigate this occurrence, four full scale tests and a number of sled tests have been performed, on collisions with high containment barriers (H3). It was found that, in standard impact tests on high containment barriers, partial ejection of the head through the side windows occurs systematically. This represents a high risk, when the car is sliding along the barrier at high speed. In the collision with an approved safety barrier, a vehicle should contain safely inside the head of occupants. The tests show also that stratified glass may be an effective countermeasure, even in the most severe cases. For the covering abstract see ITRD E825082. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Ejection KW - Ejection KW - Guardrails KW - Hazards KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Prevention KW - Prevention KW - Risk KW - Risk assessment KW - Safety fence KW - Safety glass KW - Safety glass KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750825 ER - TY - JOUR AN - 00987385 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - AGA, M AU - OKADA, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ANALYSIS OF VEHICLE STABILITY CONTROL (VSC)'S EFFECTIVENESS FROM ACCIDENT DATA PY - 2003/05 SP - 7 p. AB - VSC (Vehicle Stability Control) is one of the representative systems developed to help prevent skidding and unstable behaviour before they lead to an accident. The effectiveness of VSC in reducing accidents in Japan was studied. From analysis of the statistics of traffic accidents, it is estimated that the accident rate (accidents per vehicles in use per year) of vehicles with VSC showed approximately a 35% reduction for single car accidents and a 30% reduction for head-on collisions with other automobiles. For more severe accidents, this result would improve to approximately 50% and 40% reductions. The casualty rate (casualties per vehicles in use per year) of vehicles with VSC showed approximately a 35% reduction for both types of accidents. Analysis showed that VSC may reduce more accidents in higher speed ranges where vehicle dynamics play a greater part. However, it is important to say that VSC cannot prevent all accidents or compensate for all driver errors. VSC is not a substitute for safe driving practices, common sense, and the exercise of good judgment by drivers. For the covering abstract see ITRD E825082. KW - Accident prevention KW - Conference KW - Conferences KW - Driver assistance system KW - Driver support systems KW - Driving KW - Frontal crashes KW - Head on collision KW - Intelligent transport system KW - Intelligent transportation systems KW - Motor vehicle navigational aids KW - Prevention KW - Safety KW - Speed KW - Speed KW - Stability KW - Stability (Mechanics) KW - Vehicle handling UR - https://trid.trb.org/view/750827 ER - TY - JOUR AN - 00987392 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ISHIDA, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF ASV IN JAPAN-ASV PROMOTION PROJECT, PHASE 3 PY - 2003/05 SP - 6 p. AB - Japan has been promoting the development and spread of Advanced Safety Vehicles (ASVs), which feature a high level of intelligence and remarkably improved safety thanks to electronic and other new technologies that have been rapidly developing in recent years. The ASV Promotion Project, Third Phase, has been in place since 2001 for the further development and spread of ASV technologies. As one of the activities of spread of ASV technologies, the safety guideline of driver assistant systems was defined as 'Concept of Driver Assistance' on the basis of the ASV design principles. ASV technologies help improve safety, yet there is a new risk of accidents. For example, the driver may rely too much on the technology and neglect to pay attention to safety, thus possibly becoming an unsafe driver. Therefore, it is very important to make an effort to define common understandings among Japan, the USA and Europe. For the covering abstract see ITRD E825082. KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Driver KW - Driver assistance system KW - Driver support systems KW - Drivers KW - Intelligent transport system KW - Intelligent transportation systems KW - Motor vehicle navigational aids KW - Safety KW - Safety KW - Standardization KW - Standardization KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750834 ER - TY - JOUR AN - 00987394 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - YOUN, Y AU - KIM, G AU - YONG, G AU - KWON, I AU - Lee, Jong Jae AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - IMPACTS OF RECENT KOREAN NCAP PROGRAMS IN AUTOMOTIVE SAFETY PY - 2003/05 SP - 11 p. AB - In 1999, the Korean government established the Korean New Car Assessment Program after 3 years research works. KNCAP test protocol and evaluation methods are similar to USA NCAP. At the beginning of the year, small numbers of new domestic vehicles were introduced in the market, the KNCAP committee selected test vehicles by category of cars. The test results directly affected both consumers and manufacturers due to comparisons of vehicles in the same class. In the first year only 3 compact size vehicles were tested. But year-by-year the test volume was increased. Up to now 24 vehicles have been tested. During the programs, significant improvements in occupant safety devices and adoption of advanced safety devices such as driver's seat airbag systems, pretensioned seat belts and load-limiters in belts were observed. Over the period of the KNCAP tests, driver's injury values improved up to 32% in the compact and sub-mid size class cars. Passenger's injury values improved by 7.3% in terms of combined head and chest injury probabilities. Currently, KNCAP evaluates new cars only with a full frontal barrier test and braking test. However, this year a European side impact test with 55kph impact speed will be included. In the near future, KNCAP will be expanded to offset barrier test, pedestrian test and child restraint system test. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Crash severity KW - Hazards KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Manual safety belts KW - Republic of korea KW - Risk KW - Risk assessment KW - Safety belt KW - Seat belts KW - Severity (accid, injury) KW - South Korea KW - Thorax KW - Thorax UR - https://trid.trb.org/view/750836 ER - TY - JOUR AN - 00987213 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - AUSTIN, R A AU - FAIGIN, B M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - EFFECT OF VEHICLE AND CRASH FACTORS ON OLDER OCCUPANT INJURY PY - 2003/05 SP - 13 p. AB - The 2000 United States Census counted 35 million residents aged 65 years old or older. Projections indicate that this number will increase to 63 million by 2025. This increase is important for those concerned about vehicle safety because older drivers and passengers are vulnerable road users. Much of the previous research concentrates on the role of the aging process on crash involvement among older drivers, but these lines of questioning overlook the fact that vehicle and crash factors may be a significant part of why older occupants suffer higher injury and fatality rates. This paper demonstrates the role that vehicle and crash factors play in explaining differences in injuries across age groups. Important vehicle and crash characteristics include the number of vehicles involved, the body type of the occupant's vehicle as well as body type of the other vehicle in two vehicle crashes, the initial point of impact, and the total change in velocity experienced by the occupants. The types of vehicles driven by the coming older generation, together with higher average speeds and the recent shifts in vehicle mix on the road, are cause for even greater concern for the protection of older occupants. The results demonstrate that variation in the types of crashes and vehicles across age groups is important for explaining injuries. Examination of these factors provides information for consideration of possible regulatory changes needed to protect older drivers and passengers. The results also may be informative to automotive manufacturers who are considering modifications to accommodate older occupants. For the covering abstract see ITRD E825082. KW - Aged KW - Body (car) KW - Conference KW - Conferences KW - Crash severity KW - Design KW - Design (overall design) KW - Fatalities KW - Fatality KW - Injuries KW - Injury KW - Injury severity KW - Motor vehicle bodies KW - Old people KW - Severity (accid, injury) KW - Speed KW - Speed KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750655 ER - TY - JOUR AN - 00987215 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Mizuno, K AU - TATEISHI, K AU - Arai, Y AU - NISHIMOTO, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - RESEARCH ON VEHICLE COMPATIBILITY IN JAPAN PY - 2003/05 SP - 12 p. AB - Test procedures to assess vehicle compatibility were investigated based on a series of crash tests. This paper summarizes the research reported by Japan to the IHRA Compatibility Working Group. Based on full frontal impact tests, the force distributions to evaluate homogeneity were examined by a crash test of a large car as well as JNCAP tests. The AHOF has a correlation with longitudinal member heights and vehicle mass. A PDB test was carried out using a large car, and the deformation of the barrier was a good indicator for structural interactions. The shear connections of the front structures could be evaluated compared with ODB and full frontal tests. The results of three overload tests were examined. The maximum force and end of crash force in overload tests has a correlation with those in car-to-car crash tests, which indicated the effectiveness of this test method. For the covering abstract see ITRD E825082. KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Dimension KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Japan KW - Japan KW - Size KW - Test method KW - Test procedures UR - https://trid.trb.org/view/750657 ER - TY - JOUR AN - 00987228 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - DEGUCHI, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - MODELING OF A MOTORCYCLE FOR COLLISION SIMULATION PY - 2003/05 SP - 7 p. AB - ISO13232, which defines test and analysis procedures for research evaluation of rider crash protective devices fitted to motorcycles, recommends 200 configurations of simulation calculations. Considering the diversity of configurations, the multi-body dynamics based software "MADYMO" (MAthematical Dynamic MOdel) rather than FEM based software was adopted in the present study as a basic simulation tool. In this research, a prototype test vehicle was selected as the motorcycle model, and a prototype airbag system was used as an example of a protective device. To determine the impact characteristics of the motorcycle front structure and the contact characteristics between the motorcycle and the rider dummy, several component tests were performed. Prescribed motion simulations and a barrier test simulation were also carried out to validate the motorcycle model. As a result, this model was found to show good performance in simulating the motorcycle to dummy contact and the motorcycle to barrier impact. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Calculation KW - Calculation KW - Conference KW - Conferences KW - Impact test (veh) KW - Impact tests KW - Motorcycle KW - Motorcycles KW - Prototype KW - Prototypes KW - Simulation KW - Simulation UR - https://trid.trb.org/view/750670 ER - TY - JOUR AN - 00987230 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - OTTE, D AU - KRETTEK, C AU - BRUNNER, H AU - ZWIPP, H AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - SCIENTIFIC APPROACH AND METHODOLOGY OF A NEW IN-DEPTH INVESTIGATION STUDY IN GERMANY CALLED GIDAS PY - 2003/05 SP - 10 p. AB - The value of on scene in-depth accident research studies has been recognized internationally and many countries worldwide have such teams. Since such detailed information is essential for improving the safety of cars, a strong collaboration with automakers developed. This resulted in Germany in a joint project between FAT (Automotive Industry Research Association) and BASt started on July 1999, called "GIDAS" (German in depth investigation accident study). The paper describes the methodology of this project with statistically orientated procedure of data sampling. The paper will describe the process of accident sampling using a random sampling plan, weighting factors and time selection windows for getting a representative sample. All kind of traffic accidents with injury outcomes were investigated in Hanover and Dresden. The team consists of technicians and medical staff. A specific photography interactive digital system is used for true to scale plans of the accident scenery. Crash information is determined from traces on the scene and the deformation pattern is determined for the assessment of energy speed absorption EES. Different calculations are used by the experts. Calculation methods for scientific purposes of the in-depth investigation teams are also explained. The benefit of such comprehensive in-depth-investigation will be shown for an example of multiple collisions of cars by correlation of technical parameters with injury outcome on the characteristics of injury pattern. For the covering abstract see ITRD E825082. KW - Calculation KW - Calculation KW - Conference KW - Conferences KW - Crash investigation KW - Crash severity KW - Crashes KW - Germany KW - Germany KW - Improvement KW - Improvements KW - Injury severity KW - Method KW - Methodology KW - Multiple collision KW - Multiple vehicle crashes KW - On the scene crash investigation KW - On the spot accident investigation KW - Photography KW - Photography KW - Research project KW - Research projects KW - Severity (accid, injury) KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750672 ER - TY - JOUR AN - 00987245 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Kobayashi, S AU - KITAGAWA, Y AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF A FINITE ELEMENT MODEL OF THE HUMAN NECK FOR WHIPLASH SIMULATION PY - 2003/05 SP - 10 p. AB - A finite element model of the human neck that consists of the vertebral bodies, internal discs, ligaments and muscles has been developed in this study. Not only representing the precise geometry of the human body parts, this study also focused on the muscular response during impacts. A spring-dashpot model has been introduced to activate muscle elements in the head-neck-thorax complex. The evaluation process of the model was divided into two steps. In the first step, the head responses of the neck model were examined while the input was given to the T1 motion and some other connecting points. The complete upper body motion was simulated in the second step by modelling a seat system mounted on a sled. The simulation results showed good agreement with the experimental data and suggested that the model well simulates the head and neck kinematics and responses. For the covering abstract see ITRD E825082. KW - Cervical vertebrae KW - Conference KW - Conferences KW - Finite element method KW - Finite element method KW - Head KW - Head KW - Injuries KW - Injury KW - Simulation KW - Simulation KW - Vertebrae UR - https://trid.trb.org/view/750687 ER - TY - JOUR AN - 00987247 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ANDERSON, J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - HGV CAB STRENGTH PY - 2003/05 SP - 7 p. AB - Currently in Europe there is no required legislation concerning the strength of HGV cabs in order to protect the occupants during a crash. Although some regulations and standards exist these have not been developed in a comprehensive manner to address typical real world accidents. Through a three year project, that included accident investigation, computer simulations and cab testing, a new standard has been proposed for improving HGV cab strength. A pendulum impact test addresses the frontal impact accident types and a quasi-static oblique roof crush test addresses the rollover accidents. Each test used a 95th percentile Hybrid III dummy to define the occupant residual space. The proposed standard will potentially form the basis of future European legislation regarding HGV cab safety. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Legislation KW - Legislation KW - Lorry KW - Overturning KW - Overturning (veh) KW - Roof (veh) KW - Specification (standard) KW - Standards KW - Strength (mater) KW - Strength of materials KW - Trucks KW - Vehicle roofs UR - https://trid.trb.org/view/750689 ER - TY - JOUR AN - 00987262 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Saito, M AU - GOMI, T AU - TAGUCHI, Y AU - YOSHIMOTO, T AU - SUGIMOTO, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - INNOVATIVE BODY STRUCTURE FOR THE SELF-PROTECTION OF A SMALL CAR IN A FRONTAL VEHICLE-TO-VEHICLE CRASH PY - 2003/05 SP - 8 p. AB - Preservation of passenger compartment space during a frontal vehicle-to-vehicle collision is extremely significant for the self-protection of small cars. It is well known that crash speed, mass, stiffness and geometric interaction all have an influence on the intrusion of the passenger compartment in a frontal impact between vehicles. This paper reports on a new enhanced body structure to reduce passenger compartment intrusion in a crash between large and small cars. The test discussed in this report set the crash speed of both cars at 50kph, the mass of the large car at almost twice that of the small car, and the small car overlap at 50%. The proposed innovative body structure for the front end of small cars achieved a previously unavailable level of efficiency of energy absorption and was able to maintain cabin integrity. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Automobiles KW - Body (car) KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Dimension KW - Energy KW - Energy KW - Motor vehicle bodies KW - Size KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/750704 ER - TY - JOUR AN - 00987264 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - GELAU, C AU - JAHN, G AU - KREMS, J F AU - UNO, H AU - KIRCHER, A AU - Ostlund, J AU - NILSSON, L AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - STATE-OF-THE-ART OF THE SNRA/JARI/BAST JOINT RESEARCH ON DRIVER WORKLOAD MEASUREMENT WITHIN THE FRAMEWORK OF IHRA-ITS PY - 2003/05 SP - 9 p. AB - The Swedish National Road Administration (SNRA), the Japanese Automobile Research Institute (JARI) and the Federal Highway Research Institute (BASt) are co-operating in the International Harmonized Research Activities on Intelligent Transportation Systems (IHRA-ITS). The overall objective of this collaborative study was to contribute to the definition and validation of a "battery of tools" which enables a prediction and an assessment of changes in driver workload due to the use of in-vehicle information systems (IVIS) while driving. In this sense "validation" means to produce empirical evidence from which it can be concluded that these methods reliably discriminate between IVIS which differ in terms of relevant features of the HMI-design. Additionally these methods should also be sensitive to the task demands imposed on the driver by the traffic situation and their interactions with HMI-design. To achieve these goals experimental validation studies (on-road and in the simulator) were performed in Sweden, Germany and Japan. As a common element these studies focused on the secondary task methodology as an approach to the study of driver workload. In a joint German-Swedish on-road study the Peripheral Detection Task (PDT) was assessed with respect to its sensitivity to the complexity of traffic situations and effects of different types of navigation systems. Results show that the PDT performance of both the German and the Swedish subjects reflects the task demands of the traffic situations better than those of the IVIS. However, alternative explanations are possible which will be examined by further analyses. Results of this study are supplemented by the Japanese study where informational demands induced by various traffic situations were analysed by using a simple arithmetic task as a secondary task. Results of this study show that relatively large task demands can be expected even from simple traffic situations. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Driver KW - Driver assistance system KW - Driver information KW - Driver information systems KW - Driver support systems KW - Drivers KW - Intelligent transport system KW - Intelligent transportation systems KW - Interface KW - Interfaces KW - Interior (veh) KW - Motor vehicle navigational aids KW - Simulation KW - Simulation KW - Standardization KW - Standardization KW - Stress (psychol) KW - Stress (Psychology) KW - Test method KW - Test procedures KW - Traffic KW - Traffic KW - Vehicle compartments KW - Vehicle interiors UR - https://trid.trb.org/view/750706 ER - TY - JOUR AN - 00987279 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Gupta, S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DESIGNING THE FRONT FRAME RAIL FOR INCREASED ENERGY ABSORPTION IN A FRONT OFFSET CAE ANALYSIS PY - 2003/05 SP - 5 p. AB - This paper follows the process of development of a front frame rail sub-assembly design structure to improve energy absorption in a front offset impact. Static crush analysis using LS-DYNA was conducted for this evaluation. The front section of the white body was crushed to determine the initial performance of the frame rail in the area located near the lower dashboard and front floor. The mode of the frame rail deformation in an impact was determined to be the cause of the weak performance of the initial structure. The critical parts of the frame rail were studied and several design ideas were proposed. A final structure evolved after evaluating multiple designs using CAE analyses. The new design structure improved the mode of deformation of the frame rail reducing the lower dashboard intrusion while absorbing more energy and was considered to be acceptable for improved offset performance of the vehicle. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Body (car) KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Energy KW - Energy KW - Frontal crashes KW - Head on collision KW - Motor vehicle bodies KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750721 ER - TY - JOUR AN - 00987281 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - LINDER, A AU - AVERY, M AU - KRAFFT, M AU - Kullgren, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - CHANGE OF VELOCITY AND PULSE CHARACTERISTICS IN REAR IMPACTS: REAL WORLD AND VEHICLES TESTS DATA PY - 2003/05 SP - 9 p. AB - Impact severity in collisions that can cause soft tissue neck injuries are most commonly specified in terms of change of velocity. However, it has been shown from real-world collisions that mean acceleration influences the risk of these injuries. For a given change of velocity this means an increased risk for shorter duration of the crash pulse. Furthermore, dummy response in crash tests has shown to vary depending on the duration of the crash pulse for a given change of velocity. The range of duration for change of velocities suggested for sled tests that evaluate the protection of the seat from soft tissue neck injuries are still to be established. The aim of this study was to quantify the variation of duration of the crash pulse for vehicles impacted from the rear at change of velocities suggested in test methods that evaluate the protection from soft tissue neck injuries. Crash pulses from the same vehicle models from different generations in real-world collisions producing a similar change of velocity were also analysed. The results from the crash tests show that similar changes of velocity can be generated with various durations of crash pulses for a given change of velocity in rear impacts. The results from real-world collisions showed that a similar change of velocity was generated with various durations and shapes of crash pulses for the same vehicle model. For the covering abstract see ITRD E825082. KW - Acceleration KW - Acceleration (Mechanics) KW - Cervical vertebrae KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Rear end collision KW - Rear end crashes KW - Speed KW - Speed KW - Test method KW - Test procedures KW - Vertebrae UR - https://trid.trb.org/view/750723 ER - TY - JOUR AN - 00987296 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - WANG, J T AU - BROWNE, A L AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - AN EXTENDABLE AND RETRACTABLE KNEE BOLSTER PY - 2003/05 SP - 12 p. AB - Knee bolsters are integral parts of the occupant protection system for frontal impact in modern passenger vehicles. The knee bolster is the lower portion of the instrument panel of a passenger vehicle. It is generally made of padded structures, which structures are capable of absorbing the impact energy imposed by the knees during a frontal impact. An active knee bolster called the extendable and retractable (E/R) knee bolster is presented. The E/R knee bolster is intended to automatically extend in situations in which there is a high risk of frontal impact to help prepare the vehicle for crash and retract when the risk subsides. Its key enabling technologies, implementation options and intended benefits are discussed in detail. A prototype vehicle is presented to demonstrate the unique styling, designs and utilities enabled by the E/R knee bolster. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Active safety system KW - Active safety systems KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Energy KW - Energy KW - Frontal crashes KW - Head on collision KW - Knee KW - Knee (human) KW - Prototype KW - Prototypes UR - https://trid.trb.org/view/750738 ER - TY - JOUR AN - 00987298 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Yonezawa, H AU - MINDA, H AU - HARIGAE, T AU - SAKURAI, M AU - NISHIMOTO, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - INVESTIGATION OF NEW SIDE IMPACT TEST PROCEDURES IN JAPAN PY - 2003/05 SP - 9 p. AB - In recent years there has been a strong shift away from traditional sedans to multipurpose vehicles, such as vans and minivans. This trend is centered in North America, but has also become conspicuous in Japan and Europe. Considering the current situation, including the issue mentioned above, a review of the test procedures in the current regulations has become a matter of some urgency. Based on a common awareness in Japan, Europe, and America, the IHRA is actively promoting research on side impact test procedures. Research is also moving forward on important issues including types of crash dummies and their positions in the vehicle. In order to take an active part in the research promoted by the IHRA, Japan is also conducting investigations into these issues. Japanese studies have included surveys of specifications for vehicles on the market in recent years, investigations of the front-end stiffness of these vehicles, analyses of traffic accidents, and other studies, especially analyses of collision effects that lead to injuries. To do this, full-scale side impact tests have been conducted under various conditions, and factors affecting the vehicle deformation and dummy responses have been examined. These results were reported in part at the 17th ESV Conference held in Amsterdam 2001. This report describes full-scale side impact tests in which a multipurpose vehicle, which has a different front shape and stiffness than conventional sedan-type cars, is the striking vehicle. The amount of deformation of the vehicle body and dummy responses were compared and adjusted in terms of results with the present test procedures. Tests were also conducted with rear seat dummies (SID-IIs), and suggestions for the test conditions in future side impact test procedures are made from a wide range of viewpoints. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Delivery vehicle KW - Delivery vehicles KW - Front KW - Front KW - Impact test (veh) KW - Impact tests KW - Japan KW - Japan KW - Side crashes KW - Side impact KW - Specification (standard) KW - Standards KW - Stiffness KW - Stiffness KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750740 ER - TY - JOUR AN - 00987313 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MITSUISHI, H AU - Sukegawa, Y AU - OKANO, S AU - NAGASE, H AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - FRONTAL COLLISION SAFETY OF BUS PASSENGERS IN JAPAN PY - 2003/05 SP - 7 p. AB - Recently, the crash-safety measures against the bus crew and the passengers came to be requested by the rise of demands for the crash-safety performances of automobiles. In Japan, the guideline for the bus crash test was worked out in 1999. Bus crash safety in the situation where seat belt wearing is not obligatory for bus passengers was investigated. Sled tests of which the test parameters were seat belt, seat interval, and posture were undertaken. For the first row passenger three point seat belt effectiveness and for other passengers two point seat belt effectiveness were studied. In this report, the test results were considered in relation to international harmonization, and current research activities are described. For the covering abstract see ITRD E825082. KW - Bus KW - Buses KW - Conference KW - Conferences KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Japan KW - Japan KW - Manual safety belts KW - Safety belt KW - Seat belts KW - Standardization KW - Standardization KW - Test KW - Tests UR - https://trid.trb.org/view/750755 ER - TY - JOUR AN - 00987315 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - BERG, A AU - KREHL, M AU - BEHLING, R AU - HELBIG, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ROLLOVER CRASHES - REAL WORLD STUDIES, TESTS AND SAFETY SYSTEMS PY - 2003/05 SP - 11 p. AB - The improvements of car safety have focussed from frontal to side protection during the nineties. Currently rollover protection is one of the ongoing next steps. Existing and modified hardware like seat belts with pretensioners and side airbags are able to protect car occupants in rollover crashes as well. Enhanced safety hardware products and strategies are in production and under further development. Full-scale rollover crash tests provide basic information about the function of sensors and algorithms to trigger the relevant protection devices. After optimising these devices full-scale tests show the behaviour and possibilities to tune the protection performance parallel and in addition to numerical simulations. Several rollover test procedures are established and in use. The official FMVSS-208 rollover is supplemented by some other rollover tests like cork screw, embankment, curb trip and sandpit rollover. The aim is to test the behaviour of the protection system and its components in critical roll and no-roll situations, from some technical points of view and in correlation to relevant real world accident scenarios. This article gives an overview of real world accident scenarios and shows statistics based on literature reviews, federal statistics and DEKRA's accident research. Rollover tests conducted by DEKRA and other test facilities by order of OEM's and suppliers are shown. Purposes, advantages and disadvantages of the tests are discussed. Additional information from AUTOLIV about rollover protection hardware and trigger strategies complete this discourse. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Impact test (veh) KW - Impact tests KW - Manual safety belts KW - Overturning KW - Overturning (veh) KW - Safety belt KW - Seat belts KW - Test method KW - Test procedures UR - https://trid.trb.org/view/750757 ER - TY - JOUR AN - 00987328 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Kullgren, A AU - KRAFFT, M AU - Tingvall, C AU - LIE, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - COMBINING CRASH RECORDER AND PAIRED COMPARISON TECHNIQUE: INJURY RISK FUNCTIONS IN FRONTAL AND REAR IMPACTS WITH SPECIAL REFERENCE TO NECK INJURIES PY - 2003/05 SP - 8 p. AB - Knowledge from real-world crashes is important in the design of a crashworthy road transportation system. Such design must be based on the human injury tolerance limits. Links between impact severity and injury outcome are important and could be used in order to achieve such tolerance limits. Traditionally impact severity has been calculated with retrospective reconstruction technique, although recently, injury risk functions have been presented where impact severity has been measured with crash pulse recorders. The aims of this paper were to present injury risk functions, with special reference to neck injuries, calculated with crash recorder and paired comparison technique, and to propose a way of combining the two methods. By combining comprehensive statistical material with in depth crash recorder information, injury risk functions for injuries to different body regions were established. Risk functions for AIS1 neck injuries both in frontal and rear-end impacts have also been established. It was found that the data from the crash pulse recorder generated risk functions could be used to validate and calibrate risk functions based on the matched-paired technique. Moreover, it was found that the shape of the injury risk curves differed significantly for injuries to different body regions. It was also found that the neck injury risk differed significantly for head-on and rear-end impacts. It is concluded that adding new techniques to the existing techniques based on reconstruction can further refine generating risk functions. The injury risks found are important for the understanding of injury tolerance limits for injuries to different body regions, but also for the understanding of injury mechanisms for different injury types. For the covering abstract see ITRD E825082. KW - Cervical vertebrae KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Data acquisition KW - Data collection KW - Forecast KW - Forecasting KW - Hazards KW - Injuries KW - Injury KW - Injury severity KW - Risk KW - Risk assessment KW - Severity (accid, injury) KW - Vertebrae UR - https://trid.trb.org/view/750770 ER - TY - JOUR AN - 00987330 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - CHAMPION, H R AU - AUGENSTEIN, J S AU - BLATT, A J AU - CUSHING, B AU - DIGGES, K H AU - Hunt, R C AU - LOMBARDO, L V AU - SIEGEL, J H AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - REDUCING HIGHWAY DEATHS AND DISABILITIES WITH AUTOMATIC WIRELESS TRANSMISSION OF SERIOUS INJURY PROBABILITY RATINGS FROM VEHICLES IN CRASHES TO EMS PY - 2003/05 SP - 15 p. AB - The National Highway Traffic Safety Administration (NHTSA) developed software called URGENCY for use with Automatic Crash Notification (ACN) technologies to improve triage, transport, and treatment decision-making. The aim is to identify, instantly and automatically, the approximately 250,000 crashed vehicles with serious injuries occurring each year from the 28 million crashed vehicles with minor or no injuries. For the covering abstract see ITRD E825082. KW - 8645Software KW - Automatic vehicle identification KW - Automatic vehicle identification KW - Classification KW - Classification KW - Collision KW - Computers KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Decision making KW - Decision process KW - Digital computer KW - Emergencies KW - Emergency KW - Incident detection KW - Incident detection KW - Injury severity KW - Severity (accid, injury) KW - Software KW - United States KW - Usa UR - https://trid.trb.org/view/750772 ER - TY - JOUR AN - 00987332 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - CHAWLA, A AU - MUKHERJEE, S AU - Mohan, D AU - Bose, D AU - RAWAT, P AU - SAKURAI, M AU - NAKATANI, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - FE SIMULATIONS OF MOTORCYCLE-CAR FRONTAL CRASHES, VALIDATION AND OBSERVATIONS PY - 2003/05 SP - 10 p. AB - The ISO 13232 document recommends a set of 3 frontal impact test configurations between the motorcycle (MC) and the car (also known as the opposing vehicle, or OV). This paper reports Finite Element (FE) based simulations of the above-mentioned frontal impacts for the OV and their detailed analysis. The simulations have been carried out in PAMCRASH. The kinetics of the crash simulation have been matched with the Full Scale Test (FST) conducted at the Japan Automobile Research Institute (JARI). The simulations indicate the sensitivity of the different parameters in the various MC - OV impact configurations. For the covering abstract see ITRD E825082. KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Motorcycle KW - Motorcycles KW - Simulation KW - Simulation UR - https://trid.trb.org/view/750774 ER - TY - JOUR AN - 00987345 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Bhalla, K AU - Bose, D AU - MADELEY, N J AU - KERRIGAN, J AU - Crandall, J AU - LONGHITANO, D AU - TAKAHASHI, Y AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - EVALUATION OF THE RESPONSE OF MECHANICAL PEDESTRIAN KNEE JOINT IMPACTORS IN BENDING AND SHEAR LOADING PY - 2003/05 SP - 12 p. AB - The knee joint is especially susceptible to injury in the pedestrian impact loading environment. However, the mechanical response, injury mechanisms and injury thresholds for lateral impact loading of the knee joint remain poorly understood. This paper reviews real world crash data and PMHS tests and identifies knee joint injuries commonly seen in pedestrian crashes. This is compared with results from knee joint shearing and bending tests reported in the biomechanics literature. It is shown that lateral knee joint shearing is unlikely to occur in real world pedestrian crashes. Next, the ability of mechanical knee joint impactors, commonly used in vehicle countermeasure development, to replicate PMHS tests is studied by performing quasi-static and dynamic lateral bending and shearing tests on the TRL legform and the POLAR II knee joint. The test boundary conditions chosen are similar to those used in PMHS knee joint tests performed at the University of Virginia. Results show that both mechanical impactors are stiffer than PMHS knees in bending, although the relative difference is smaller with the POLAR II knee. In shear loading, the PMHS knee is capable of much higher shear displacement than that permitted by the TRL impactor. While the POLAR II knee permits larger shear displacement, the loads required to produce these displacements are much higher. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Dummies KW - Injuries KW - Injury KW - Knee KW - Knee (human) KW - Load KW - Loads KW - Pedestrian KW - Pedestrians KW - Side KW - Side KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/750787 ER - TY - JOUR AN - 00987347 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - TAKIZAWA, S AU - SUGIMOTO, T AU - Suzuki, H AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A STUDY OF COMPATIBILITY TEST PROCDURE IN FRONTAL IMPACT PY - 2003/05 SP - 13 p. AB - The purpose of this study is to examine compatibility test procedures proposed in the IHRA Vehicle Compatibility Working Group. Various crash tests were conducted with different vehicle weights and stiffness in our previous study, and each of the compatibility problems, namely mass, stiffness and geometric incompatibility were identified in these tests. In order to improve the compatibility, it is necessary to evaluate and control relevant vehicle characteristics of compatibility in test procedures. According to the IHRA study, relevant aspects for compatibility in frontal impact include: good structural interaction; frontal stiffness matching; maintaining passenger compartment integrity; and control of the deceleration time histories of impacting cars. Possible candidate test procedures to evaluate four items are outlined. A full width Load Cell Barrier test in which the load cell data was analyzed to evaluate structural interaction of vehicles, and some geometric indices such as Average Height Of Force, interaction area, and stiffness indices were carried out. It was found from the analysis that several candidate metrics could be identified given their high correlation with laboratory vehicle-to-vehicle crash tests. An MDB (moving deformable barrier)-to-vehicle test, which allows the mass ratio to be taken directly into account, was undertaken. Potentially it can generate a realistic delta V and vehicle acceleration pulse. It has been recognized that the MDB could be used as a representative of an actual vehicle, and it provides more flexibility in compatibility test procedures. MDB-to-vehicle tests were conducted to confirm the reproducibility of vehicle-to-vehicle tests; the test results and analysis are reported in this paper. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Stiffness KW - Stiffness KW - Test method KW - Test procedures KW - Weight KW - Weight UR - https://trid.trb.org/view/750789 ER - TY - JOUR AN - 00987362 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - COXON, C AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ANCAP FUTURE TECHNICAL DIRECTIONS PY - 2003/05 SP - 8 p. AB - ANCAP has reviewed international crash test programs to see how to upgrade the occupant safety information, within the available budget for procuring, testing and assessing new vehicles. A summary of present world NCAP consumer information is presented. ANCAP's future strategy during the next decade will require decisions on which of the present NCAP harmonised crash tests continue to be used. Reasons for change are discussed in order to reduce injury to vehicle occupants in serious crashes. Differences in the roles of crash avoidance and occupant protection in contributions to vehicle crashes have not been addressed in present ANCAP information packs. Information in a simple format that includes pre-crash items that may prevent the crash in addition to the occupant injury received in a crash has been identified as worthwhile to consumers who are looking for a safe new vehicle. A method to add pre-crash information to ANCAP assessments is suggested, together with the type of equipment effective in pre-crash safety. Unfortunately, there is limited available research on effectiveness of pre-crash equipment. Preliminary methods that could make this information available to consumers in a simple format are presented. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Crash severity KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Prevention KW - Prevention KW - Severity (accid, injury) KW - Standardization KW - Standardization KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750804 ER - TY - JOUR AN - 00987364 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - CHARLTON, J L AU - Fildes, B AU - OLSSON, T AU - TRUEDSSON, N AU - SMITH, S AU - KOBUS, J AU - KELLY, P AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - EVALUATION OF CHILD RESTRAINTS FOR HOLDEN COMMODORES PY - 2003/05 SP - 5 p. AB - A two-stage study was conducted to identify a suitable child restraint (CRS) to fit a Holden Commodore vehicle. Seven CRS were evaluated: 1 infant capsule (rear-facing), 3 dedicated forward-facing restraints and 3 convertibles (rear-facing mode for infants and forward-facing mode for children). Stage 1 testing involved an evaluation of goodness-of-fit and quality of installation. Stage 2 testing involved dynamic sled tests (frontal and side-impact) using the 5 best performers from Stage 1. Amongst the rear-facing restraints, the capsule performed better than all convertibles, showing least reduction of front seat space and greatest lateral stability under a 200N force. Of the restraints tested in forward-facing mode, one dedicated forward-facing restraint was found to be superior. The sled tests showed differences in dummies' forward head excursion, forward and lateral stability of CRS, and side-impact head protection. Overall, although the findings suggested a good level of protection, several areas for design improvement were highlighted including methods of fixing the restraint to the vehicle and the size of the side wings. For the covering abstract see ITRD E825082. KW - Child KW - Children KW - Conference KW - Conferences KW - Couplers KW - Coupling KW - Design KW - Design (overall design) KW - Frontal crashes KW - Head KW - Head KW - Head on collision KW - Infant KW - Infants KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Side crashes KW - Side impact KW - Stability KW - Stability (Mechanics) KW - Test KW - Tests UR - https://trid.trb.org/view/750806 ER - TY - JOUR AN - 00987379 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MITSUISHI, H AU - Tamura, Y AU - SUZUKI, J AU - OSHINO, K AU - WATANABE, S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - STUDY ON FUEL LEAKAGE MEASUREMENT SYSTEM OF FUEL CELL VEHICLES PY - 2003/05 SP - 6 p. AB - Recently, the fuel cell vehicles (FCV) are actively developed in the world. JARI has been done and examined the basic data for FCV standardization as the entrustment of NEDO (New Energy and Industrial Technology Development Organization) from 2000. The safety evaluation methods of fuel leakage at the normal usage condition and the collision condition were examined, so that FCV use the compressed hydrogen gas as the fuel source. The crash test was performed using the moving barrier as simulated FCV to examine the fuel leakage measuring method, as one of the safety evaluation methods of FCV. The fuel leakage detection was examined using the flow meter measurement method, as one of the fuel leakage measurement methods. The result showed that the sample fuel cell stack is not scattered, and that in the measurement with the flow meter, the gas leakage was undetectable. For the covering abstract see ITRD E825082. KW - Alternate fuels KW - Battery KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Emission KW - Evaluation (assessment) KW - Evaluation and assessment KW - Fuel KW - Fuel cells KW - Fuels KW - Gas KW - Gases KW - Hydrogen KW - Hydrogen KW - Pollutants KW - Renewable energy KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750821 ER - TY - JOUR AN - 00987381 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SWANSON, J AU - ROCKWELL, T AU - BEUSE, N AU - SUMMERS, L AU - SUMMERS, S AU - PARK, B AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - EVALUATION OF STIFFNESS MEASURES FROM THE U.S. NEW CAR ASSESSMENT PROGRAM PY - 2003/05 SP - 13 p. AB - Stiffness has been used to characterize a vehicle's crash behavior, and how it acts with collision partners and roadside structures. It also plays an important role in restraint design. This paper utilized crash test data from the 1982 to 2001 frontal U.S. New Car Assessment Program to evaluate three methods for computing vehicle stiffness. Test parameters, such as load cell force, dynamic displacement and measured crush, were used to compare stiffness trends in the passenger car fleet. Each method predicted a steady increase in passenger car stiffness. Force-deflection profiles were averaged and examined historically for each passenger car class. Results were compared against light trucks, vans and sport utility vehicles (LTVs) to maintain fleet perspective. The initial stiffness method was then used to quantify stiffness of each passenger car and LTV class. Within some vehicle classes, there was a wide range of initial stiffness measures for a given test weight. For the covering abstract see ITRD E825082. KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Delivery vehicle KW - Delivery vehicles KW - Stiffness KW - Stiffness KW - Weight KW - Weight UR - https://trid.trb.org/view/750823 ER - TY - JOUR AN - 00987396 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Kent, R AU - PATRIE, J AU - POTEAU, F AU - MATSUOKA, F AU - MULLEN, C AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF AN AGE-DEPENDENT THORACIC INJURY CRITERION FOR FRONTAL IMPACT RESTRAINT LOADING PY - 2003/05 SP - 12 p. AB - Data from 93 human cadaver tests (age range 17-86 years, mean 60.2, S.D. 13.3) were used to develop thoracic injury risk functions for frontal loading. The set of potential predictors included the maximum chest deflection, the age of the cadaver at death, the cadaver's gender, and the loading condition on the anterior thorax: blunt hub (41 tests), seat belt (26 tests), air bag (12 tests), and combined belt-and-bag (14 tests). Predicted outcomes were the probability of any rib fractures (onset of injury) and the probability of greater than six rib fractures (severe injury). Linear logistic regression models were used with the outcome modeled as a binary response (injury, no injury). It is shown that the injury risk function is not dependent on the loading condition (e.g., the 50% risk of injury does not change when the loading condition changes), but that the injury risk function is strongly dependent on the age of the cadaver at death. A significant injury risk model with good ability to discriminate injury from non-injury tests (p < 0.0001, Chi-square = 21.49, area under ROC = 0.867, Kruskal's Gamma = 0.732) is presented using only maximum chest deflection and cadaver age as predictors of injury risk. The 50% risk of any rib fractures is found to occur at 35% chest deflection for a 30-year-old, but at 13% deflection for a 70-year-old. The 50% risk of severe injury is shown to occur at 33% chest deflection for a 70-year-old, but at 43% for a 30-year-old. For the covering abstract see ITRD E825082. KW - Age KW - Age KW - Cadaver KW - Cadavers KW - Conference KW - Conferences KW - Crash severity KW - Fracture (bone) KW - Fractures (Anatomy) KW - Hazards KW - Injuries KW - Injury KW - Injury severity KW - Load KW - Loads KW - Risk KW - Risk assessment KW - Severity (accid, injury) KW - Thorax KW - Thorax KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750838 ER - TY - JOUR AN - 00987398 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - JAWAD, S A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PROTECTING SMALL CARS AND MITIGATING SEVERE CRASHES - SMART STRUCTURE SOLUTION PY - 2003/05 SP - 7 p. AB - Designers of frontal car structures are faced with conflicting requirements of the full, offset, severe and moderate crashes. These conflicts impose a trade-off between stiff structure to reduce intrusion and softer structures to prevent violating the G-limit of the passenger compartment. Requirements for smart structures to adapt to various crash conditions have been demonstrated. This research seeks to extend the deformation properties of the frontal structure by introducing 'hydraulic smart structures' within the front part of the main longitudinal members. This allows the smart structure to increase its energy absorption capacity, change its deformation properties and adapt to varying collision conditions. It is shown that smart structures are capable of reducing the aggressivity of large vehicles towards small cars. It is also shown that smart structures provide further protection to the occupants in more severe crashes. A smart vehicle involved in head-on collision with standard passive vehicle produces significantly lower intrusions than that of the partner passive vehicle. Smart structures proved superior to the traditional passive structures by absorbing more energy for the same crush zone distance, speed sensitive and controllable structure. For the covering abstract see ITRD E825082. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Dimension KW - Front KW - Front KW - Injuries KW - Injury KW - Prevention KW - Prevention KW - Size KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750840 ER - TY - JOUR AN - 00987221 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - LONGHITANO, D C AU - TURLEY, J E AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - THE UPPER-BODY RESPONSE OF THOR IN FRONTAL BARRIER TESTS PY - 2003/05 SP - 13 p. AB - The THOR ATD is being developed as part of the NHTSA's advanced dummy development program. This test device is considered to have improved biofidelity when compared to the Hybrid III and is being considered for future inclusion in federal regulations. In this study five barrier crash tests were conducted in order to assess THOR's performance relative to the Hybrid III. Full THOR, Hybrid III with THOR-Lx, and standard Hybrid III ATD configurations were used in flat rigid barrier and offset deformable barrier test modes. Comparison of data from these tests shows similar values for head injury and chest acceleration, but the data traces for these injury values have different characteristics. The differences in the injury curves are the result of kinematic response differences attributable to the anthropometry and spinal compliance of the ATD's. This shows that using an ATD with a more biofidelic response than the Hybrid III may alter the kinematic response of the simulated occupant and its interaction with the occupant restraint system. Further, it is shown that addition of the THOR-Lx lower extremity to the Hybrid III does not substantially affect the head and torso response. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Dummies KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Improvement KW - Improvements KW - Injuries KW - Injury KW - Offset impact test KW - Thorax KW - Thorax UR - https://trid.trb.org/view/750663 ER - TY - JOUR AN - 00987222 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - WOODS, W AU - Sherwood, C AU - Ivarsson, J AU - Crandall, J AU - ORZECHOWSKI, K AU - EICHELBERGER, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A REVIEW OF PEDIATRIC PEDESTRIAN INJURIES AT A LEVEL 1 TRAUMA CENTER PY - 2003/05 SP - 6 p. AB - Understanding the etiology of pediatric pedestrian motor vehicle injuries requires a complete understanding of the distribution of these injuries by severity, body region, and age. A review is presented of injuries to all pediatric pedestrian crash victims that survived to presentation to a pediatric level one trauma center (Children's National Medical Center, Washington, D.C., USA). The data is a retrospective review of the pediatric trauma registry. The data consists of 4,887 injuries in 1,629 patients (ages 0 to 18 years). The overall injury distributions confirmed the findings of earlier studies showing the head and lower limbs to be the most vulnerable body regions. For the head, the rate of soft tissue injuries and severe injuries decreased with increasing age of the pedestrian. For the lower limb, a transition between femur and tibia/fibula injuries occurred as the child matured. This data should help prioritize areas of focus in developing vehicle countermeasures for the pediatric pedestrian population. The aim of the present study is twofold; to categorize the distribution of injuries encountered by pediatric pedestrians hit by motor vehicles and to gain understanding of how pedestrian-motor vehicle injury patterns change throughout childhood. An improved understanding of how these injury patterns vary across age groups should facilitate the development of vehicle countermeasures for both pediatric as well as adult pedestrian safety. For the covering abstract see ITRD E825082. KW - Age KW - Age KW - Child KW - Children KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Design KW - Design (overall design) KW - Head KW - Head KW - Improvement KW - Improvements KW - Injuries KW - Injury KW - Injury severity KW - Leg KW - Leg (human) KW - Pedestrian KW - Pedestrians KW - Severity (accid, injury) KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750664 ER - TY - JOUR AN - 00987239 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - PAINE, M AU - GRIFFITHS, M AU - Brown, J AU - CASE, M AU - JOHNSTONE, O AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PROTECTING CHILDREN IN CAR CRASHES: THE AUSTRALIAN EXPERIENCE PY - 2003/05 SP - 10 p. AB - Developments in child restraints are currently being discussed and debated in Europe and the USA, amongst other countries. Lessons can be learned from earlier experience in other markets, such as Australia. When earlier real world experience is taken into account, there is the opportunity to ensure that the same costly mistakes are not repeated in new developments. Further, this can assist faster harmonisation in regulation and/or consumer rating systems. Australian research on child restraints started in the late 1960s through organisations such as the Traffic Accident Research Unit of New South Wales (TARU). This early work recognised the benefits of children being restrained in the rear seat and "riding down" the crash with the vehicle. Australian Standard AS E46 for child restraints was issued in 1970. It required at least three points of attachment between the child restraint system (CRS) and the vehicle. Most CRS utilised either three special attachment straps or a combination of an adult seat belt and a top tether to achieve this requirement. This was aided, in 1976, by an Australian Design Rule (then ADR34) that required standardised top tether anchorage points to be provided on the parcel shelf of all sedans. Australia has therefore had more than 25 years of experience with top tethers on CRS. The performance of CRS in real world crashes has been closely monitored, including a number of in-depth studies, in Australia and has been complemented by laboratory research using sleds, crash barriers and computer modelling. In the light of this experience the Australian Standard has evolved to eliminate shortcomings. Unfortunately, in the early stages, Australian children have died or been seriously injured during the development of the Australian Standard. Recent studies of real world crashes in Australia have shown that CRS provide exceptional protection to children, including quite young children who are restrained in forward facing child seats. Initial concerns about the vulnerability of such young occupants to neck injury have not been substantiated in real world crashes reported in Australia. No serious neck injuries, in the absence of head contact, have been reported amongst children correctly restrained in forward facing child seats, even in very severe frontal impacts. Despite the favourable Australian experience the restraint of young children in forward facing child seats sometimes remains a controversial issue internationally. This paper therefore addresses the issue in some detail. For the covering abstract see ITRD E825082. KW - Australia KW - Australia KW - Child KW - Children KW - Conference KW - Conferences KW - Crash severity KW - Frontal crashes KW - Head on collision KW - History KW - History KW - Injury severity KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Severity (accid, injury) KW - Standardization KW - Standardization UR - https://trid.trb.org/view/750681 ER - TY - JOUR AN - 00987240 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - HASEGAWA, J AU - SHIOMI, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A STUDY OF WHIPLASH INJURY OCCURRENCE MECHANISMS USING HUMAN FINITE ELEMENT MODEL PY - 2003/05 SP - 10 p. AB - Approximately 20% of car-to-car accidents in the U.S. are believed to be rear-end collisions, and approximately 10% of the whiplash injuries resulting from rear-end impacts require longer term therapy. Whiplash injuries involve a very wide range of symptoms, such as surgical symptoms, neurological symptoms, audiological symptoms, otorhinolaryngological symptoms, sense-of-balance symptoms, teeth-occlusion symptoms, etc. Whiplash injuries have such subtle characteristics that patients themselves complain of various symptoms in addition to these diverse symptoms, even in the absence of objective medical evidence. An AM 50-percentile finite-element model of the whole human body, called THUMS (Total HUman Model for Safety), was developed to study the mechanisms of human-body injury during a collision. In this research, the same model was utilized to study the mechanisms of injury to the cervical vertebrae region from whiplash during a collision. A cervical spine model that newly incorporates spinal cord, nerve roots, cerebrospinal fluid (CSF), spinal dura mater, etc., was then verified using cadaver test data. Its validity was examined on the basis of various hypotheses studied to date: the myalgia hypothesis, the theory of nerve-root pressure caused by compression of the spinal cord and nerve roots, the theory of facet joint impingement, the theory of the shear deformation of facet joints and ligaments, etc. Also, whiplash symptoms resulting from the leakage of CSF (i.e. low intracranial pressure syndrome), which recently has attracted attention in Japan, also are evaluated with respect to the existence of spinal dura mater spinalis injury. For the covering abstract see ITRD E825082. KW - Biomechanics KW - Biophysics KW - Brain KW - Brain KW - Cadaver KW - Cadavers KW - Cervical vertebrae KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Finite element method KW - Finite element method KW - Injuries KW - Injury KW - Japan KW - Japan KW - United States KW - Usa KW - Vertebrae UR - https://trid.trb.org/view/750682 ER - TY - JOUR AN - 00987253 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Schmitt, K-U AU - Muser, M AU - HEGGENDORN, M AU - NIEDERER, P AU - WALZ, F AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - SEAT COMPONENT TO PREVENT WHIPLASH INJURY PY - 2003/05 SP - 6 p. AB - A new seat slide was developed to prevent whiplash injury. The behaviour of the seat during low-speed rear-end impacts is improved. All functions as well as the behaviour of the seat in other impact conditions remain unchanged. The system consists of a damping mechanism which is triggered by a sensor. A certain vehicle acceleration followed by an impact force extended by the occupant on the seat back is needed to activate the system. Unintended activation is prevented. Once the system is activated, the seat is allowed to move backwards in a purely translational manner while the motion is damped. A distance of approx. 40 mm can effectively reduce the occupant neck loading. Sled test experiments were performed to analyse the behaviour of the new system. The tests were conducted to mimic rear-end collisions with a delta-v of 16 km/h. A BioRID dummy was used as a human surrogate. The results indicate the beneficial influence of the damping seat slide on the occupant kinematics. In particular the so-called S-shape deformation of the neck assessed by the neck injury criterion NICmax is reduced. Comparing a standard car seat with and without the damping seat slide, it was shown that the NICmax is reduced by approx. 40%. Hence it was shown that besides the head restraint and the recliner that are used in other whiplash protection systems, also the seat slide has the potential to prevent whiplash injury. For the covering abstract see ITRD E825082. KW - Active safety system KW - Active safety systems KW - Cervical vertebrae KW - Conference KW - Conferences KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Prevention KW - Prevention KW - Rear end collision KW - Rear end crashes KW - Seat (veh) KW - Seats KW - Sensor KW - Sensors KW - Vertebrae UR - https://trid.trb.org/view/750695 ER - TY - JOUR AN - 00987254 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SVENSON, A L AU - KRISHNASWAMI, V AU - Blower, D AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - AN ANALYSIS OF HEAVY TRUCK OCCUPANT PROTECTION MEASURES PY - 2003/05 SP - 15 p. AB - Analysis of truck crash data shows that the majority of truck occupant fatalities occur as a result of rollover or frontal collisions. A large proportion results from single-vehicle crashes and about one third of fatal crashes involve ejection of the truck driver from the cab. Stronger cab structures to provide adequate occupant survival space, the use of stronger doors and side inflatable tubular structures to prevent ejection, more forgiving interior surfaces, air bags, and seat belts are all possible means of reducing occupant injury. This paper provides a status report on a current effort to mitigate crash injury to large truck occupants. It presents a detailed survey of the current state-of-the-art in occupant protection countermeasures and their effectiveness, an analysis of U.S. truck crash data with an overview of occupant injury modes, and concludes with a description of a current effort intended to quantitatively estimate the benefits of implementing these countermeasures for the U.S. road system. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Fatalities KW - Fatality KW - Injuries KW - Injury KW - Lorry KW - Prevention KW - Prevention KW - State of the art report KW - State of the art reports KW - Trucks KW - United States KW - Usa KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750696 ER - TY - JOUR AN - 00987271 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - THOMAS, P AU - MORRIS, A AU - OTTE, D AU - BREEN, J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - REAL-WORLD ACCIDENT DATA - COORDINATED METHODOLOGIES FOR DATA COLLECTION TO IMPROVE VEHICLE AND ROAD SAFETY PY - 2003/05 SP - 10 p. AB - Real-world accident data is used as part of the process by which vehicles and roads are made safer. Typically data is used to identify priorities in injury prevention and to support the development of test procedures. However the provision, nature and integration of accident data with safety policy is in many cases unsystematic and not fully capable of meeting the requirements of it. This paper examines the existing structures that utilise accident data to improve safety, and compares the existing systems in the US, UK, and EU. It is considered that: Safety policy needs to take full account of real-world issues with all groups dealing with safety policy need to have a close connection to a strong accident data resource; Data collection needs to be an integrated part of the problem identification-solution generation (technical development of standards)-monitoring solution effectiveness cycle; Data systems must be designed to meet the specific objectives of the main casualty groups; Different levels of data are needed to provide a complete resource including national data, longitudinal studies and focused studies; The levels of detail in the data gathered must match the detail in the research questions being addressed; New technologies, such as event data recorders, have the potential to improve the detail of in-depth data but there are obstacles from lack of standardisation and privacy regulations. For the covering abstract see ITRD E825082. KW - Accident KW - Accident prevention KW - Conference KW - Conferences KW - Crashes KW - Data acquisition KW - Data collection KW - Database KW - Databases KW - Eu KW - European Union KW - Policy KW - Policy KW - Prevention KW - Safety KW - Statistics KW - Statistics KW - United kingdom KW - United Kingdom KW - United States KW - Usa UR - https://trid.trb.org/view/750713 ER - TY - JOUR AN - 00987272 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Saeki , H AU - Maki, T AU - MIYASAKA, H AU - UEDA, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A FUNDAMENTAL STUDY OF FRONTAL OBLIQUE OFFSET IMPACTS PY - 2003/05 SP - 9 p. AB - Vehicle crashworthiness in frontal collisions is often evaluated using a procedure that simulates a full frontal crash between two vehicles. In the real world, however, many of the accidents regarded as frontal collisions are oblique offset impacts. Such impacts may differ from full frontal collisions in terms of vehicle body deformation and occupant behaviour, owing to differences in the position and direction of the input crash energy. The distribution of occupant injuries in real-world accidents tends to vary depending on the impact angle. Accordingly, researching occupant protection measures based on a good understanding oblique offset impacts is a useful approach to help enhance vehicle safety performance further. In this work, vehicle body deformation and dummy behaviour were analyzed in frontal oblique offset impacts, involving car-to-car crashes of ordinary medium-size passenger vehicles, and in FEM simulations. A fundamental research study was then made of the results to identify the characteristics of frontal oblique offset impacts. The collision test results revealed that cabin deformation tended to increase when crash energy was applied at an oblique angle. It was observed that the struck vehicle also moved sideways, causing the force of inertia to act on the dummy. As a result, the dummy's upper torso translated sideways and ankle inversion/eversion occurred. In the FEM simulations, it was seen that the front side member of the struck vehicle sustained less axial deformation and that the engine compartment absorbed less energy than in the full frontal collision, resulting in the cabin structure needing to absorb larger proportions of the crash energy. FEM simulations showed that providing a subframe to connect the front side members and the floor panel increases the energy-absorbing capacity of the engine compartment. Additionally, MADYMO (Mathematical Dynamic Model) simulations showed that side-impact airbags on the struck side reduce the lateral translation of the near side dummy's upper torso. These simulations also showed that applying a control load that acts on the thighs and lower legs in the lateral direction reduces ankle inversion/eversion. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Dummies KW - Energy KW - Energy KW - Impact test (veh) KW - Leg KW - Leg (human) KW - Offset impact test KW - Side KW - Side KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750714 ER - TY - JOUR AN - 00987289 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MARTIN, P G AU - EPPINGER, R H AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - INJURY SURVIVABILITY PY - 2003/05 SP - 11 p. AB - A procedure is presented to estimate the risk to life that multiple injuries pose to crash victims. It continues Eppinger's original work first presented at the 1981 ESV conference. At its core, the procedure uses only the two most serious injuries - denoted as the primary injury and the secondary injury - to characterize a victim's entire injury record. Nine years of data from the Crashworthiness Data System (CDS) containing injury records for over 50,000 crash victims - including over 3500 fatalities - are analyzed. For each victim, the top two injuries are defined by using a data-driven approach based on actual CDS outcomes as opposed to relying solely on the Abbreviated Injury Scale, a heuristic ranking system developed by a panel of experts. Results show that for a given primary injury, the risk to life varies profoundly depending upon the secondary injury. Victim age has a substantial effect, too. When deviance statistics are considered, the new procedure predicts fatalities better than other injury scales (including the Injury Severity Score). Ultimately, this two-injury procedure promotes better estimates of safety benefits by directly quantifying and specifying fatality-related injuries in the CDS data. For the covering abstract see ITRD E825082. KW - Age KW - Age KW - Classification KW - Classification KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Database KW - Databases KW - Fatalities KW - Fatality KW - Hazards KW - Injuries KW - Injury KW - Injury severity KW - Risk KW - Risk assessment KW - Severity (accid, injury) UR - https://trid.trb.org/view/750731 ER - TY - JOUR AN - 00987290 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SUMMERS, S M AU - HOLLOWELL, W T AU - PRASAD, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - NHTSA'S RESEARCH PROGRAM FOR VEHICLE COMPATIBILITY PY - 2003/05 SP - 9 p. AB - This paper presents an overview of NHTSA's vehicle compatibility research activities. NHTSA is monitoring the changing vehicle mix in the USA fleet, analyzing crash statistics, and evaluating the possible effects that these changes may have on vehicle crashes in the USA and thus on occupant safety. NHTSA is conducting full scale crash testing to develop a better understanding of vehicle compatibility and to identify test methods to assess vehicle compatibility. All of this research is being conducted with the close cooperation of the International Harmonized Research Activities compatibility research group. For the covering abstract see ITRD E825082. KW - Accident KW - Body (car) KW - Conference KW - Conferences KW - Crashes KW - Dimension KW - Motor vehicle bodies KW - Safety KW - Safety KW - Size KW - Standardization KW - Standardization KW - Statistics KW - Statistics KW - Test method KW - Test procedures KW - United States KW - Usa KW - Vehicle KW - Vehicle occupant KW - Vehicle occupants KW - Vehicles UR - https://trid.trb.org/view/750732 ER - TY - JOUR AN - 00987303 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - WILLKE, D T AU - SUMMERS, S AU - DUFFY, J S AU - LOUDEN, A E AU - ELIAS, J C AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - STATUS OF NHTSA'S EJECTION MITIGATION RESEARCH PROGRAM PY - 2003/05 SP - 13 p. AB - One of the most important problems in rollover safety is ejection mitigation. A few years ago, advanced side glazing systems appeared to be the only reasonable method for passively providing ejection mitigation. More recently, automobile manufacturers announced plans to provide ejection mitigation in some of their vehicles through the use of inflatable devices. These devices are modified versions of the inflatable head protection devices that are currently available in many vehicles. Both inflatable devices and advanced glazing systems are being examined in NHTSA's current ejection mitigation research program. A dynamic rollover fixture (DRF) was developed as a research tool to produce full-dummy ejections more repeatably and at less cost than full-scale testing. The DRF is being used to evaluate the effectiveness of inflatable devices, advanced glazings, and combinations of these systems in reducing occupant ejections. Also, impactor tests were previously developed to measure the retention and head injury causing potential of advanced glazing systems. These test procedures are being examined to determine if they are suitable for evaluating inflatable devices and combination systems. This paper discusses the status of the agency's current ejection mitigation research program. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Ejection KW - Ejection KW - Head KW - Head KW - Injuries KW - Injury KW - Overturning KW - Overturning (veh) KW - Prevention KW - Prevention KW - Safety glass KW - Safety glass KW - Vehicle occupant KW - Vehicle occupants KW - Windscreen (veh) KW - Windshields UR - https://trid.trb.org/view/750745 ER - TY - JOUR AN - 00987304 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Willinger, R AU - Bourdet, N AU - FISCHER, R AU - LE GALL, F AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - NEW METHOD FOR BIOFIDELITY EVALUATION OF DUMMY NECK PY - 2003/05 SP - 10 p. AB - Modal analysis technique is used in order to characterize the human head-neck system in vivo. The extracted modal characteristics consist of a first natural frequency at 1.5 Hz associated to neck extension and a second mode at 6 Hz associated with head translation or neck retraction. By recording experimentally the apparent mass of dummies head-neck system under the same experimental condition as the volunteer subjects, it was possible to compare the human and the dummies frequency response functions and to evaluate their biofidelity. The evaluation methodology based on validation parameters extracted in the frequency domain is firstly tested on frontal and side impact dummies, Hybrid III and Eurosid. It was pointed out through their first natural frequency at around 6 Hz that these dummies present much too high rigidity for the extension mode and no retraction mode at all at higher frequencies. Frequency response analysis in terms of apparent mass was then performed on three rear impact dummies, the Hybrid III + TRID-neck, the BioRID II and RID2 v0.0. TRID showed a slightly improved extension behaviour with a first natural frequency at 4.5 Hz, but not yet a retraction mode. Further improvements were detected with the proposed methodology for BioRID II and RID2 v0.0 which presented very similar behaviours characterized by a more flexible neck extension (first natural frequency around 2.5-3 Hz against 1.4 Hz in vivo) and the introduction of the retraction mode. This second mode however is set at a second natural frequency of 10 Hz for both dummies against 6 Hz recorded in vivo, illustrating a much too rigid head retraction motion. Beside dummy evaluation this study also gives new insight into injury mechanisms given that a given natural frequency can be related to a specific neck deformation. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Injuries KW - Injury KW - Vertebrae UR - https://trid.trb.org/view/750746 ER - TY - JOUR AN - 00987307 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - DE VRIES, YWR AU - MARGARITIS, D AU - MOOI, H G AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - MOPED AND MOFA ACCIDENTS IN THE NETHERLANDS FROM 1999-2001: ACCIDENT AND INJURY CAUSATION PY - 2003/05 SP - 9 p. AB - Accidents with mopeds and mofas in the Netherlands are analysed. The moped and mofa accidents were collected from 1999-2001 in the police regions Rotterdam-Rijnmond and The Hague in the Netherlands. This took part in the framework of a European Motorcycle in-depth study (MAIDS), funded by ACEM (the representing body of European motorcycle manufacturers) and the EU. For MAIDS, five European countries collected in total 1000 motorcycle and moped/mofa accidents, as well as a control group of another 1000 motorcycles and mopeds/mofas. For this study a total of 113 moped and 21 mofa accidents (all Dutch), of which the rider was injured, were analysed. Standard statistical analysis techniques including regression techniques were used to find the over and under represented factors in technical aspects and human factors with respect to the control group. Also specific items like motor power enhancement, no drivers license requirements, young unexperienced riders and the specific status of mopeds in traffic may lead to more accidents than necessary. Accident and injury causation and differences in occurrences are outlined. Important factors in moped and mofa accidents are discussed in detail. Recommendations are given for primary and secondary safety enhancements. In this paper the data collection method, analysis methods, analysis results, discussion and conclusions are presented. For the covering abstract see ITRD E825082. KW - Accident rate KW - Cause KW - Causes KW - Conference KW - Conferences KW - Crash rates KW - Europe KW - Europe KW - Injuries KW - Injury KW - Motorcycle KW - Motorcycles KW - Motorcyclist KW - Motorcyclists KW - Prevention KW - Prevention KW - Recently qualified driver KW - Recently qualified drivers UR - https://trid.trb.org/view/750749 ER - TY - JOUR AN - 00987321 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - JERINSKY, M B AU - HOLLOWELL, W T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - NHTSA'S REVIEW OF HIGH-RESOLUTION LOAD CELLWALLS' ROLE IN DESIGNING FOR COMPATIBILITY PY - 2003/05 SP - 15 p. AB - With the increasing ratio of light trucks to automobiles in the U.S. fleet over the last decade, vehicle compatibility has come into question. A number of tests and performance criteria are under development worldwide to quantify a vehicle's structural design in frontal impacts. These tests and criteria record the force exerted by a vehicle structure onto a high-resolution rigid wall to determine the height from ground of the average force as well as its gradient across the load cells. This paper presents NHTSA's computer simulation research of these vehicle performance tests as they pertain to vehicle compatibility. A number of frontal impact scenarios of a light truck impacting various load cell walls with and without a deformable face are simulated. Changes are made to the vehicle's structure, and the effects to the evaluation criteria are presented. For the covering abstract see ITRD E825082. KW - Automobiles KW - Body (car) KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Delivery vehicle KW - Delivery vehicles KW - Design KW - Design (overall design) KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Load KW - Loads KW - Motor vehicle bodies KW - Simulation KW - Simulation KW - United States KW - Usa UR - https://trid.trb.org/view/750763 ER - TY - JOUR AN - 00987322 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MATOLCSY, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PROTECTION OF BUS DRIVERS IN FRONTAL COLLISIONS PY - 2003/05 SP - 9 p. AB - The bus driver is a key person in an accident, since he/she is skilled, he knows what to do, he can operate the systems in the bus, and he can help the passengers. However the fatality/injury risk of bus drivers is 10- to 100-fold higher than that of the passengers. Currently there is no international regulation providing any protection for the bus drivers in case of frontal collisions. Based on the technical analysis of real bus head on impacts this paper tries to collect the major issues which may help to develop international regulations in this subject. These are: the major accident types endangering the driver compartment (DC); the possible standard accidents which could be the basis of an approval test; the survival space for the driver and other requirements; the use of static or dynamic tests; impact loads (force, energy); and possible approval test methods. The paper refers to a practical solution, which can help to protect the driver using the principle of the safety platform. A rigid (in its plane) platform is used in the DC with a soft, deformable connection to the frame of the DC. The driver seat and the steering column are fixed to this platform. On the effect of the horizontal impact load the safety platform is pushed back in the DC together with the driver seat and steering column to provide the required survival space for the driver. For the covering abstract see ITRD E825082. KW - Body (car) KW - Bus KW - Buses KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Driver KW - Drivers KW - Fatalities KW - Fatality KW - Frontal crashes KW - Hazards KW - Head on collision KW - Improvement KW - Improvements KW - Injuries KW - Injury KW - Motor vehicle bodies KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Test method KW - Test procedures UR - https://trid.trb.org/view/750764 ER - TY - JOUR AN - 00987339 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - BEDEWI, P G AU - GODRICK, D A AU - DIGGES, K H AU - BAHOUTH, G T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - AN INVESTIGATION OF OCCUPANT INJURY IN ROLLOVERS: NASS-CDS ANALYSIS OF INJURY SEVERITY AND SOURCE BY ROLLOVER ATTRIBUTES PY - 2003/05 SP - 15 p. AB - This paper investigates the circumstances surrounding vehicle rollover and the injuries resulting from this type of vehicle crash mode. Data was extracted from the NASS CDS database for the years 1997-2000. Crash events with at least one occupant and with at least one injury of AIS 3 or higher were studied, and all injuries with an AIS value of 3 or more were examined. The frequency of rollover events was examined by vehicle type, model year, occupant position, number of quarter turns, direction of roll, roll initiation source, roll location relative to the roadway, and extent of roof intrusion. Rollover exposed occupants were examined by distribution of MAIS, safety belt usage, extent of ejection, and proximity to the roll direction. Occupant injuries were examined by safety belt usage, body region injured, injuring contact/source, and extent of roof intrusion. Most data has been distributed by vehicle type. Results indicate head injuries (including face and brain) account for 45% of all AIS 3+ injuries. Head injuries associated with roof contact were the most frequent injury-source combination for all vehicle types. For all AIS 3+ injuries, 57% occur at roof deformations greater than the allowable limit of the FMVSS 216 standard. For head injuries associated with the roof, 81% occur when this deformation limit is exceeded. The highest opportunity area for mitigating injuries to belted and unbelted occupants was to the head and neck. The highest opportunity area for mitigating injuries by contact/source for belted occupants is associated with the roof and interior surfaces. For unbelted occupants, exterior contacts are the predominate injury source. For the covering abstract see ITRD E825082. KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crash severity KW - Database KW - Databases KW - Deformation KW - Deformation KW - Head KW - Head KW - Injuries KW - Injury KW - Injury severity KW - Interior (veh) KW - Manual safety belts KW - Overturning KW - Overturning (veh) KW - Roof (veh) KW - Safety belt KW - Seat belts KW - Severity (accid, injury) KW - Specification (standard) KW - Standards KW - Use KW - Use KW - Vehicle compartments KW - Vehicle interiors KW - Vehicle roofs KW - Vertebrae UR - https://trid.trb.org/view/750781 ER - TY - JOUR AN - 00987340 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Menon, Rajiv A AU - Arbogast, K B AU - COOPER, J AU - Ridella, S A AU - Murad, Mahadi Abd AU - BARNES, R AU - Kallan, M J AU - Winston, F K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DIFFERENCES IN AIR BAG PERFORMANCE WITH CHILDREN IN VARIOUS RESTRAINT CONFIGURATIONS AND VEHICLE TYPES PY - 2003/05 SP - 15 p. AB - Previous studies have identified a fatality risk for children exposed to air bags, particularly in the presence of non-restraint or inadequate restraint of the child and pre-impact braking, conditions that place the child out-of-position. Consequently, many manufacturers are opting to suppress the air bag when an out-of-position child, particularly one who is unrestrained, is detected. This study provides current estimates of injury risk for children exposed to airbags based on the large experience of children in crashes from the Partners for Child Passenger Safety (PCPS) project; describes the most common scenarios for these injuries; and attempts to replicate and extend the field data through sled testing and simulations. This study was conducted to enhance the scientific base on which decisions to suppress airbags can be made on restrained children. The results of this study suggest that more investigation must be conducted before air bag suppression for restrained children is chosen as the option for future air bags. Surveillance data suggest that restrained children are not at as high a fatality risk as previously reported for predominantly unrestrained children and that injuries that restrained children exposed to airbags receive are mostly not life-threatening. However, the performance of air bags for children varies widely among vehicle types. Of particular concern are sport utility vehicles (SUV) and passenger vans: children in the front seat of these vehicles and not exposed to an air bag were at a very low risk of injury but children in similar severity crashes in these vehicles who were exposed to airbags were at a considerable increased risk of injury. In addition, consideration should be given to the evaluation of the risk of upper extremity fractures, as this is one of the most common injuries for children exposed to airbags. Dynamic sled tests (29kph pulse) were conducted in both a mid-sized car and sport utility vehicle buck. Results were extended using validated MADYMO models. Both sled testing and simulation results suggest a possible beneficial role of the air bag for certain crash scenarios involving children. Implications of the data for current child dummy design and airbag suppression considerations will be discussed. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Arm KW - Arm (human) KW - Automobiles KW - Car KW - Child KW - Children KW - Conference KW - Conferences KW - Delivery vehicle KW - Delivery vehicles KW - Fatalities KW - Fatality KW - Front KW - Front KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Risk KW - Risk assessment KW - Seat (veh) KW - Seats KW - Simulation KW - Simulation KW - Sport utility vehicle KW - Sport utility vehicles UR - https://trid.trb.org/view/750782 ER - TY - JOUR AN - 00987354 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - BOSTROM, O AU - Haland, Y AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - BENEFITS OF A 3+2 POINT BELT SYSTEM AND AN INBOARD TORSO SIDE SUPPORT IN FRONTAL, FAR-SIDE AND ROLLOVER CRASHES PY - 2003/05 SP - 15 p. AB - 3-point belted occupants are still being injured in numerous crashes. In frontal collisions this is partly explained by the range of hard tissue tolerance amongst car occupants. In side collisions occupants on the far side of the intrusion are mainly restrained by the lap part of the 3-point belt, with an associated high risk of sustaining a severe head injury. During a rollover crash the 3-point belt cannot fully prevent harmful head impacts. In this study an additional 2-point belt (single handed optional operation) is combined with an inboard torso side support. The idea is simply to distribute the belt load on more anatomical structures (bones) as well as constituting a non-injurious inboard and upward restraint. The inboard side support prevents a direct loading by the 2-point belt to the cervical spine in far-side collisions. It also supports the torso when the 2-point belt is not buckled. To prove if this design measure is advantageous, frontal, far side and rollover tests were performed. Current standard crash test dummies lack appropriate biofidelity when assessing sophisticated enhancements of standard safety restraints. Therefore the Thor dummy with a set of modifications from the BioSID were used in the tests. The results showed a considerable reduction of chest deflection in the frontal crash tests, head horizontal motion in the far side tests and head upward motion in the rollover tests. To conclude, an additional 2-point belt, in conjunction with, a 3-point belt and inboard torso side support offer a considerably increased protection in various crash situations without any negative consequences. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Dummies KW - Frontal crashes KW - Hazards KW - Head KW - Head KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Load KW - Loads KW - Manual safety belts KW - Overturning KW - Overturning (veh) KW - Passive restraint systems KW - Passive safety system KW - Prevention KW - Prevention KW - Risk KW - Risk assessment KW - Safety belt KW - Seat belts KW - Side crashes KW - Side impact KW - Thorax KW - Thorax UR - https://trid.trb.org/view/750796 ER - TY - JOUR AN - 00987357 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - IENG, S-S AU - Gruyer, D AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - MERGING LATERAL CAMERAS INFORMATION WITH PROPRIOCEPTIVE SENSORS IN VEHICLE LOCATION GIVES CENTIMETRIC PRECISION PY - 2003/05 SP - 10 p. AB - This study deals with lane markings detection and vehicle location. It is shown that computer vision can improve the accuracy of the determination of the vehicle position in a map by GPS and proprioceptive sensors. An efficient method for locating vehicle by cameras, proprioceptive sensors and GPS has been developed and demonstrated in an outdoor experimental track in real time. The system is designed for a well structured road with lane markings. It merges proprioceptive measurement, GPS location and images analysis information with use of a non linear dynamic model (Kalman Filter). The performance of the system is shown in the experimental track with a processing frequency of 15 Hertz and the error of location of plus or minus 5cm. For the covering abstract see ITRD E825082. KW - Carriageway marking KW - Conference KW - Conferences KW - Global positioning system KW - Global Positioning System KW - Image processing KW - Image processing KW - Intelligent transport system KW - Intelligent transportation systems KW - Road markings KW - Traffic lane KW - Traffic lanes KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750799 ER - TY - JOUR AN - 00987371 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ANSELM, D AU - LANGWIEDER, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - NEW ACCIDENT RESEARCH SYSTEM OF GERMAN INSURERS AND HIGHLIGHTS OF THE MAIN TOPICS PY - 2003/05 SP - 5 p. AB - Every year, the police in Germany record around 2.35 million road traffic accidents, which are then processed by the relevant statistics offices. In the same period, around 4.5 million damage claims related to road traffic accidents are reported to insurance companies. This discrepancy clearly demonstrates that there are a number of different ways of interpreting the real situation with regard to accidents. It is thus essential that general accident data provided by police and insurance companies is supplemented by in-depth data for more specific research. This is why the accident research unit of the German Insurance Industry (GDV) set up an Institute for Vehicle Safety (IFM) where traffic accidents are investigated in depth, in accordance with statistical methodology. Accidents are analyzed on the basis of expert reports regarding car damage, in case accident reconstruction, police reports and injury descriptions of physicians/hospitals and are entered in specially designed databases. In contrast to former accident material, the GDV databases provide direct access to accidents involving specific car makes/models, and the accident material is updated every year with information on new car models. With an average of 200 data fields, the total number of accident details which can be examined here is significantly higher than that available from the statistical databases and enables a targeted examination of key issues. Four areas of research will be reported as examples: heavy goods vehicles, car airbags, motorcycle accidents and cervical spine injuries. For the covering abstract see ITRD E825082. KW - Accident KW - Conference KW - Conferences KW - Crash reconstruction KW - Crashes KW - Database KW - Databases KW - Germany KW - Germany KW - Insurance KW - Insurance KW - Reconstruction (accid) KW - Statistics KW - Statistics UR - https://trid.trb.org/view/750813 ER - TY - JOUR AN - 00987372 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - VARAT, M S AU - HUSHER, S E AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - CRASH PULSE MODELLING FOR VEHICLE SAFETY RESEARCH PY - 2003/05 SP - 9 p. AB - Computer simulation, component testing, and sled tests often require the generation of suitable, derived acceleration time histories to define a collision event. These time histories have shape, amplitude, and duration characteristics. Suitable, derived acceleration time histories should be based on a particular vehicle's response in a staged full scale crash test. A staged crash test includes instrumentation in order to measure acceleration time histories, force time histories and other engineering parameters. Analytical techniques are developed to derive acceleration time histories at different collision severities based on the measured acceleration time history in a particular crash test. For the covering abstract see ITRD E825082. KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Impact test (veh) KW - Impact tests KW - Injury severity KW - Severity (accid, injury) KW - Simulation KW - Simulation UR - https://trid.trb.org/view/750814 ER - TY - JOUR AN - 00987389 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - TOKORO, S AU - KURODA, K AU - NAGAO, T AU - KAWASAKI, T AU - Yamamoto, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PRE-CRASH SENSOR FOR PRE-CRASH SAFETY PY - 2003/05 SP - 6 p. AB - Improvement of vehicle safety performance is one of the targets of ITS development. A pre-crash safety system has been developed that utilizes ITS technologies. The Pre-crash Safety system reduces collision injury by estimating TTC (time-to-collision) to pre-emptively activate safety devices, which consist of Pre-crash Seatbelt system and Pre-crash Brake Assist system. The key technology of these systems is a Pre-crash Sensor to detect obstacles and estimate TTC. The Pre-crash Sensor uses millimeter-wave radar to detect preceding vehicles, oncoming vehicles, roadside objects, etc. on the road ahead. Furthermore, by using a phased array system as a vehicle radar for the first time, a compact electronically scanned millimeter-wave radar with high recognition performance has been achieved. With respect to the obstacle determination algorithm, a crash determination algorithm has been newly developed, taking into account estimation of the direction of advance of the vehicle, in addition to the distance, relative speed and direction of the object. For the covering abstract see ITRD E825082. KW - Adaptive cruise control KW - Braking KW - Braking KW - Calculation KW - Calculation KW - Conference KW - Conferences KW - Crash avoidance systems KW - Intelligent transport system KW - Intelligent transportation systems KW - Manual safety belts KW - Method KW - Methodology KW - Radar KW - Radar KW - Safety belt KW - Seat belts KW - Sensor KW - Sensors UR - https://trid.trb.org/view/750831 ER - TY - JOUR AN - 00987390 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFPROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Yasuki, T AU - OKAMOTO, A AU - OKAMOTO, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ACHIEVING DESIGN TARGET THROUGH STOCHASTIC ANALYSIS PY - 2003/05 SP - 5 p. AB - This paper describes numerical techniques for minimizing both average and nominal variation of HIC(d) (head injury criterion (d)) calculated by FMVSS201 FE analysis, while a traditional deterministic FE analysis with nominal input data can minimize only the nominal HIC(d). Importance of controlling the nominal variation of HIC(d) for achieving design target by impact simulations is discussed. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Finite element method KW - Finite element method KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Simulation KW - Simulation UR - https://trid.trb.org/view/750832 ER - TY - JOUR AN - 00987218 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - FENAUX, E AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PROPOSITION OF A METHOD TO EVALUATE ACTIVE SAFETY HANDLING QUALITIES PY - 2003/05 SP - 7 p. AB - Primary safety is briefly defined using an accident model. The difficulties to evaluate the efficiency of active safety devices using only accidents statistics are recalled and a method based on accident causation statistics is proposed. It is explained how main accident scenarios are used to define handling test procedures. Examples are given, some of them are adaptations of ISO test procedures with specific initial conditions. It is then explained why during emergency situations the vehicle should be stable and should not scare the driver. A method to derive metrics to evaluate objectively these former qualities is shown. The improvement introduced by specific safety devices can be measured and the qualities of a car considered as a system as well. Some ideas to improve this method in the future (new tests procedures and/or new metrics) are listed. For the covering abstract see ITRD E825082. KW - Accident KW - Cause KW - Causes KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Improvement KW - Improvements KW - Safety KW - Safety KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750660 ER - TY - JOUR AN - 00987225 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - WANG, J T AU - ZHOU, Q AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A SEAT BELT BUCKLE PRETENSIONER AND LOAD-LIMITER COMBO DEVICE PY - 2003/05 SP - 7 p. AB - Pretensioners and load-limiters are two well-known safety devices for seat belt systems of motor vehicles. The pretensioner is used to rapidly remove belt slack in the very early stage of a crash event. On the other hand, the load-limiter is used in the later stage of a crash event to regulate the maximum seat belt force acting on the occupant and to control the occupant forward excursion. In this paper, a linear pretensioner and load-limiter combo device is presented, which possesses the advantages of both pretensioner and load-limiter but without the corresponding packaging, mass and cost disadvantages. In this two-in-one design, the webbing displacement induced by the operation of a linear pretensioner is reused for load-limiting purposes. A mechanics model is developed to analytically estimate the load-limiting force and to understand relations among system variables and performance. Using this model, the equation of load-limiting force was derived. A prototype device was designed, built and tested to verify the validity of the model. While the linear pretensioner and load-limiter combo device is integrated into the seat belt buckle, it is also suitable to be integrated into the shoulder belt height adjuster due to its linear construction. Since the device is only the size of a buckle pretensioner, it eliminates the packaging, mass and cost associated with an additional load-limiter. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Load KW - Loads KW - Manual safety belts KW - Pretensioning KW - Pretensioning KW - Prevention KW - Prevention KW - Prototype KW - Prototypes KW - Safety belt KW - Seat belts UR - https://trid.trb.org/view/750667 ER - TY - JOUR AN - 00987232 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ALIX, R AU - Glaser, S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ACCURACY IN OBSTACLE LOCALIZATION USING VISION PY - 2003/05 SP - 8 p. AB - The goal of our research is to design perception devices dedicated to improving driving safety. This device is intended to be part of new driving assistance systems aiming at increasing road safety. Many safety systems which are emerging nowadays in vehicles use "distance to obstacle" information obtained from telemeters such as radars, laser scanners or ultrasounds. These systems achieve great precision in locating objects relative to the sensors, but are not able to provide their localisation compared to the road or the lane. This is the reason why some systems are using passive sensors like video integrated inside vehicles. A device founded partially on computer vision would compensate for this deficiency. But the localisation computed by vision needs to be analysed in term of precision. This paper explores differences in localisation accuracy between systems involving only one camera (monocular vision) and systems involving two cameras (stereo vision). A complete study of the errors found in an in-depth reconstruction are shown. For the covering abstract see ITRD E825082. KW - Camera KW - Computers KW - Conference KW - Conferences KW - Digital computer KW - Driver assistance system KW - Driver support systems KW - Equipment KW - Equipment KW - Error KW - Errors KW - Intelligent transport system KW - Intelligent transportation systems KW - Laser KW - Lasers KW - Motor vehicle navigational aids KW - Radar KW - Radar KW - Sensor KW - Sensors KW - Software KW - Software KW - Video cameras KW - Vision KW - Vision UR - https://trid.trb.org/view/750674 ER - TY - JOUR AN - 00987236 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - BERG, A AU - RUCKER, P AU - GROER, M AU - NIEWOHNER, W AU - SFERCO, R AU - FAY, P AU - SCHRIEVER, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - SAFETY OF LIGHT COMMERCIAL VEHICLES IN THE LIGHT OF THE RESULTS OF ACCIDENT ANALYSES AND TESTING PY - 2003/05 SP - 15 p. AB - Light goods vehicles are becoming more important in the European vehicle fleet. There is a growing public interest in the safety of delivery vans as they become increasingly regarded as the workplace of the drivers. To date, little attention has been given to the accident involvement and to the safety performance of such vehicles both from the research and the regulatory point of view. Official statistics give an overview of the growth of the number of these vehicles and their accident involvement. More detailed accident analyses using in-depth studies are presented from analysis of cases collected by DEKRA and the Ford light truck accident study. These analyses have highlighted particular items of interest such as crash configurations, injury severity, restraint use and compatibility. The occupant safety of current delivery vans is described by the results of crash tests and brake tests carried out by DEKRA. Crash tests were carried out at a full frontal impact at 48 km/h (according to FMVSS 208/301). In another test, the vehicle was crashed at 56 km/h with 40% overlap (according to ECE-R 94). The responses from occupant dummies show low injury risk and reasonable structural behaviour. Brake tests according to ECE Regulation 13 show that the brake performance of current delivery vans is nearly the same as for cars. The authors highlight some areas of future consideration for improving the operational safety of light goods vehicles. For the covering abstract see ITRD E825082. KW - Accident rate KW - Conference KW - Conferences KW - Crash rates KW - Delivery vehicle KW - Delivery vehicles KW - Design KW - Design (overall design) KW - Driver KW - Drivers KW - Frontal crashes KW - Hazards KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Improvement KW - Improvements KW - Injuries KW - Injury KW - Risk KW - Risk assessment KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750678 ER - TY - JOUR AN - 00987243 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - TANAKA, M AU - YOSHIDA, H AU - TSUTSUMI, S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A NEW SEAT SYSTEM DEVELOPED BY K-D NECK MODEL TO REDUCE WHIPLASH INJURIES PY - 2003/05 SP - 10 p. AB - Recently various researchers have attempted to clarify the mechanism of whiplash injuries, but the mechanism is not yet wholly understood. This is because researching tests are difficult to reproduce actual rear-end automobile accidents. First of all, a new biomechanical cervical model named "K-D neck model" was developed to reproduce human neck movements at low-speed rear-end collisions. Shear displacements in the plane of the inter-vertebral disks were observed. Secondly, in order to verify the biomechanical fidelity of the K-D neck model, numerical analyses using finite element models with both active and passive muscle elements were conducted to compare among each lateral head displacement of the cadaver, the volunteer and the K-D neck model. To reduce whiplash injuries, the new head restraint system equipped on a car seat was developed. The head restraint swings forward after low-speed rear-end collisions. Using sled tests, the lateral and longitudinal cervical movements of the neck were measured in every 1 millisecond, and it was observed that the faster support of the dummy head was effective to reduce both lateral and longitudinal displacements between each cervical vertebra. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Conference KW - Conferences KW - Dummies KW - Finite element method KW - Finite element method KW - Head restraint KW - Headrests KW - Injuries KW - Injury KW - Motion KW - Movement KW - Rear end collision KW - Rear end crashes KW - Vertebrae UR - https://trid.trb.org/view/750685 ER - TY - JOUR AN - 00987250 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - TAKAHASHI, Y AU - KIKUCHI, Y AU - MORI, F AU - KONOSU, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ADVANCED FE LOWER LIMB MODEL FOR PEDESTRIANS PY - 2003/05 SP - 14 p. AB - The goal of this study was to develop a finite element (FE) lower limb model that can be used for direct and accurate injury prediction. Three dimensional geometry of the lower limb bones and knee ligaments was determined from MRI scans of a human volunteer for an accurate geometry reconstruction. In order to address various loading conditions in car-pedestrian accidents, the dynamic response of the bone models was validated against the dynamic 3-point bending tests with different loading points conducted in a recent study. Material parameters for knee ligaments were determined from the latest tensile tests performed at high loading rates that may be generated in real accidents. In order to validate the dynamic response of the knee joint alone, a recently performed experiment using only the knee portion of the human subject was used. The results of these model validations showed that the model developed in this study was capable of accurately predicting the dynamic response of the lower limb bones in various loading conditions, and the dynamic shearing and bending response of the knee joint alone. It was also found that bone fracture in the 3-point bending tests and damage to knee ligaments in the shearing and bending tests can be reproduced using this model. For the covering abstract see ITRD E825082. KW - Automobiles KW - Biomechanics KW - Biophysics KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Finite element method KW - Finite element method KW - Fracture (bone) KW - Fractures (Anatomy) KW - Knee KW - Knee (human) KW - Leg KW - Leg (human) KW - Load KW - Loads KW - Pedestrian KW - Pedestrians KW - Simulation KW - Simulation UR - https://trid.trb.org/view/750692 ER - TY - JOUR AN - 00987257 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - AUGENSTEIN, J AU - DIGGES, K AU - STEPS, J AU - Higuchi, K AU - ATO, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - CRASH ATTRIBUTES THAT INFLUENCE AORTIC INJURIES IN NEAR-SIDE CRASHES PY - 2003/05 SP - 6 p. AB - NASS, CIREN and WLIRC cases are examined to determine the factors that influence aortic tear. In addition to a qualitative evaluation of cases, regression analysis is performed to determine which factors are predictive of aortic tear. Occupant factors such as age, restraint status and seat location are considered along with crash characteristics such as intrusion, delta-v, crush, damage location, and striking vehicle class. Age, delta-v and intrusion have been confirmed predictors of aortic tear. In addition, damage to the struck vehicle, beginning forward of the A-pillar, is a statistically significant predictor. Occupants in non-catastrophic crashes with damage patterns that include the front two-thirds of the vehicle are more than twice as likely to sustain aortic tear as occupants in vehicles that do not exhibit that damage pattern. This is significant as it can be used as an on-scene indicator of a possible aortic injury, allowing for better triage. For the covering abstract see ITRD E825082. KW - Age KW - Age KW - Cardiovascular system KW - Circulation (blood) KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Evaluation (assessment) KW - Evaluation and assessment KW - Forecast KW - Forecasting KW - Hazards KW - Heart KW - Heart KW - Risk KW - Risk assessment KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750699 ER - TY - JOUR AN - 00987261 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Lee, I AU - AINAKA, K AU - SAIKI, J AU - YUBUCHI, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PARAMETER OPTIMIZATION FOR VEHICLE TO VEHICLE CRASH COMPATIBILITY USING FINITE ELEMENT METHODS PY - 2003/05 SP - 13 p. AB - Today, many auto makers and national researchers are interested in the compatibility of standard vehicle crash testing to that of real accident conditions. Current standard tests assume like vehicle to vehicle crash events to address the injury or fatality risk to vehicle occupants. Researchers that investigate vehicle to vehicle crash tests struggle to understand the relationship between aggressivity and injury measurements compared to those of accident investigation data like FARS and NASS GES. Such tests, however, can be simulated with finite element methods to re-enact real accident conditions to predict detailed vehicle measurements in order to make structural improvements. In order to understand the nature of compatibility and to facilitate structural improvements, robust parametric studies and structural optimization methodologies can be employed to manage the complex, coupled design parameters and geometric changes. In the past, assembling, executing, managing and interpreting the results has prevented this level of parametric study. StudyWizard, developed by Altair Engineering, is a software technology specifically designed to automate and extract meaningful design information from parametric analytical studies. Using StudyWizard, this paper will demonstrate a strong relationship between aggressivity and injury revealed by FARS data set for an oblique offset vehicle to vehicle crash. For this paper, a full-sized sedan compatibility study is performed for impacts with a light truck and van. The aggressivity characteristics, vehicle mass, stiffness and stackup are discussed and compatibility improvements examined. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Fatalities KW - Fatality KW - Finite element method KW - Finite element method KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Risk KW - Risk assessment KW - Simulation KW - Simulation KW - Vehicle KW - Vehicle occupant KW - Vehicle occupants KW - Vehicles UR - https://trid.trb.org/view/750703 ER - TY - JOUR AN - 00987268 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - TOTH, G R AU - RADJA, G A AU - THIRIEZ, K K AU - CARRA, J S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - LARGE TRUCK CRASH CAUSATION STUDY IN THE UNITED STATES PY - 2003/05 SP - 15 p. AB - The United States Department of Transportation has been conducting a major study on the causes of large truck crashes. An unprecedented database containing highly detailed data (over 1,000 data elements) on 1,000 serious large truck crashes is being created. When completed, it will be the most comprehensive database on large truck crashes in existence. The database will be made widely available to researchers around the world. This paper will describe the many pieces of information in the database and the countless uses of the data. Specific examples will be discussed that illustrate the richness, depth, quality, and the variety of the data. The paper will also discuss the methods being used to capture and describe the contributing factors and the events that led up to each crash, as well as illustrate the added value of collecting data on-scene, immediately after the crash. For the covering abstract see ITRD E825082. KW - Collision KW - Conference KW - Conferences KW - Crash investigation KW - Crashes KW - Database KW - Databases KW - Lorry KW - On the scene crash investigation KW - On the spot accident investigation KW - Trucks KW - United States KW - Usa UR - https://trid.trb.org/view/750710 ER - TY - JOUR AN - 00987275 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ISHIKAWA, T AU - KORE, H AU - FURUMOTO, A AU - KURODA, S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - EVALUATION OF PEDESTRIAN PROTECTION STRUCTURES USING IMPACTORS AND FULL-SCALE DUMMY TESTS PY - 2003/05 SP - 12 p. AB - Pedestrian protection technology has drawn considerable affection. Three sub-system tests have been proposed by EEVC/WG17 to evaluate car front aggressiveness: legform to bumper test; upper legform to bonnet leading edge test; and headform to bonnet top test. In addition, a pedestrian full-scale dummy has been developed to evaluate the kinematics of a pedestrian. However, the differences between the sub-system tests and the full-scale dummy test have not been clarified yet. The object of this study is to clarify the differences by comparing the results of sub-system tests and full scale dummy tests on the same impact condition in a compact car. A typical compact car was selected and several kinds of car front specifications were implemented. A series of tests with combination of two impact speeds, 25 and 40km/h and several car front specifications was conducted using three impactors proposed by EEVC/WG17 and a full-scale dummy. A POLAR dummy developed by Honda R&D Co., Ltd. and GESAC was used. The kinematics were compared by video analysis. The head accelerations, the accelerations and loads of femur, leg and others were compared by electronic measurements. It is clarified how the results of sub-system tests and full-scale dummy tests have been influenced by the difference of impact speed and car front specifications. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Automobiles KW - Biomechanics KW - Biophysics KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Dimension KW - Dummies KW - Injuries KW - Injury KW - Pedestrian KW - Pedestrians KW - Size KW - Speed KW - Speed KW - Test method KW - Test procedures UR - https://trid.trb.org/view/750717 ER - TY - JOUR AN - 00987286 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - KIRK, A AU - GRANT, R AU - BIRD, R AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PASSENGER CASUALTIES IN NON-COLLISION INCIDENTS ON BUSES AND COACHES IN GREAT BRITAIN PY - 2003/05 SP - 10 p. AB - Of all the killed or seriously injured (KSI) passengers on buses or coaches in Great Britain, a surprisingly high proportion, 64.3%, are injured in non-collision incidents. A KSI casualty distribution of this sub-sample identifies that 74.2% of the casualties are female and a large proportion, 58.0%, are elderly casualties 60 years of age or over. When these falls occur the design of the interior can present an injury risk. In recent years bus design has changed as a result of new regulations to allow a wider population to use buses, especially with the introduction of low floor access. These features promote easier boarding and alighting and allow less mobile members of the population to make use of bus travel. Unfortunately this accessibility to travel may also increase the likelihood of these more vulnerable people receiving injuries on buses. This study uses British national road accident data, commonly called STATS 1', to investigate bus and coach accidents. Overall 49.0% of KSI casualties are both not seated and the vehicle does not have an impact. It is found that when a casualty is not seated there is an 8.3% likelihood of sustaining a KSI injury, compared to figures of 4.1% for seated passengers and 5.8% overall. Interestingly there are more casualties when alighting the vehicle than when boarding, with a shift towards a higher proportion of serious injuries. 93.9% of all casualties occur on roads with a 30 mph (48 kph) speed limit and 3.9% on 40 mph (64 kph) roads. There are almost three times as many female than male KSI passengers. Causes are given as slips, trips and falls on the vehicle, slips, trips and falls when alighting, and rapid acceleration, deceleration or braking manoeuvres. Injury often results when passengers collide with fixtures in the bus such as grab rails and ticket machines. Emergency braking is cited as a common problem. The consequences of changes in bus design to make them more accessible to disabled people on accident risk are discussed. For the covering abstract see ITRD E825082. KW - Acceleration KW - Acceleration (Mechanics) KW - Accessibility KW - Accessibility KW - Accident KW - Aged KW - Braking KW - Braking KW - Bus KW - Buses KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Disabled person KW - Fatalities KW - Fatality KW - Females KW - Injuries KW - Injury KW - Old people KW - Persons with disabilities KW - Vehicle occupant KW - Vehicle occupants KW - Woman UR - https://trid.trb.org/view/750728 ER - TY - JOUR AN - 00987293 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SALA, D M AU - WANG, J T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - CONTINUOUSLY PREDICTING CRASH SEVERITY PY - 2003/05 SP - 8 p. AB - A preliminary version of a frontal impact crash sensing algorithm capable of continuously predicting the severity of a crash in real time is described. This kind of algorithm could be used to control an airbag system with a variable output inflator, which supplies a variable amount of gas into the airbag on demand. The algorithm consists of two parts linked in series. The first part categorizes the class of an event. The second part predicts the severity of the crash using a function of the occupant free flight displacement and time. Linear regression and neural network analyses were performed separately to determine the coefficients for the severity function of each crash mode. The algorithm was implemented in Simulink and validated with test data. While both analyses achieved reasonably good correlation between the severity of each event and its corresponding severity function, the neural network analysis generally provided a better correlation. For the covering abstract see ITRD E825082. KW - Calculation KW - Calculation KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Forecast KW - Forecasting KW - Injury severity KW - Method KW - Methodology KW - Severity (accid, injury) UR - https://trid.trb.org/view/750735 ER - TY - JOUR AN - 00987300 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - NEAL, M O AU - KIM, H-S AU - WANG, J T AU - FUJIMURA, T AU - NAGAI, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF LS-DYNA FE MODELS FOR SIMULATING EEVC PEDESTRIAN IMPACT PY - 2003/05 SP - 11 p. AB - Finite element models of adult head, child head, upper leg, and leg pedestrian impactors in LS-DYNA were developed and certified. The upper leg and leg impactor models were developed based on the descriptions in the Working Group 17 (WG17) Report of the European Enhanced Vehicle-Safety Committee (EEVC). The head impactors were developed based on the descriptions in the Working Group 10 (WG10) Report of the EEVC. Simulations of the certification tests described in the WG10 (head impactors) and WG17 (leg impactors) reports were performed. The results of these simulations for the head impactors compared well with the results from actual certification test results and fell within the acceptable range for certification. Results from the upper leg certification test simulation did not compare as well with the actual test results but were still within the acceptable range for certification. Test results for the leg impactor were not available for comparison, but the simulation results of the dynamic certification test fell within the allowable limits for certification. Several additional impact simulations were performed for the adult and child head impactors and compared to tests. The additional tests included a wide range of impact velocities, and were used to calibrate the material behavior in the head impactor models so that the impactor models show similar energy absorbing characteristics when compared to the actual head impactors. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Adult KW - Adults KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Dummies KW - Energy KW - Energy KW - Finite element method KW - Finite element method KW - Head KW - Head KW - Leg KW - Leg (human) KW - Simulation KW - Simulation KW - Speed KW - Speed UR - https://trid.trb.org/view/750742 ER - TY - JOUR AN - 00987311 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - WOOD, R L AU - DUMBUYA, A D AU - Zhao, Jinhua AU - Hill, J AU - THOMAS, P D AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - SIMULATION OF DRIVER, VEHICLE AND ENVIRONMENTAL ASPECTS OF CRASH INITIATION, A NEW METHOD TO IMPROVE INTEGRATED SAFETY EFFECTIVENESS PY - 2003/05 SP - 8 p. AB - New technologies are becoming available to reduce the frequency of crashes. They may be vehicle based or road based and will involve a variety of levels of information provision to drivers and increasing levels of control over the vehicle. Vehicle systems under development include intelligent speed control, lane keeping, adaptive cruise control, night vision, driver drowsiness detection while road based systems include information services and signalling. Systems development is made on the basis of technological factors, experimental studies and human factors approaches. While improved safety is a prime objective of a number of these systems, there are currently few methods available to systematically assess the in-depth application of the technologies in specific accident situations. The paper reports on a new methodology for vehicle and traffic simulation that reproduces the drivers' and vehicles' actions in the period leading to a crash. Autonomous driver agents are used to simulate the observations, behaviour and decision making of the driver while vehicle dynamics modules and road modules place the driver within the traffic and road context. To enable virtual drivers to emulate some of the unpredictable behaviour of their human counterparts, each driver agent has the capability to perceive their environment, make decisions based on what they 'see' and take appropriate actions. So far, several aspects of the model have been validated against experimentally derived data. The model has been used to simulate the pre-crash events leading to cases examined within the UK On-the-Spot Accident study. Case studies are presented and other applications of the simulation methodology relating to driving simulators, virtual road design and other transport applications will also be discussed. The oral presentation will include video run throughs of real-world scenarios and their simulations. For the covering abstract see ITRD E825082. KW - Accident prevention KW - Adaptive control KW - Adaptive cruise control KW - Autonomous intelligent cruise control KW - Conference KW - Conferences KW - Crash investigation KW - Decision making KW - Decision process KW - Driver KW - Driver assistance system KW - Driver information KW - Driver information systems KW - Driver support systems KW - Drivers KW - Driving KW - Intelligent transport system KW - Intelligent transportation systems KW - Longitudinal control KW - Motor vehicle navigational aids KW - On the scene crash investigation KW - On the spot accident investigation KW - Prevention KW - Safety KW - Simulation KW - Simulation KW - Speed control KW - Speed limiter KW - Speed limits KW - Vehicle handling UR - https://trid.trb.org/view/750753 ER - TY - JOUR AN - 00987318 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - FENNEL, H AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - SAFETY SYSTEMS TO REDUCE THE ROLLOVER RISK OF VEHICLES - AN INTEGRATED APPROACH FOR PASSENGER CARS PY - 2003/05 SP - 12 p. AB - During recent years vehicle rollovers have become a major issue to the public, the U.S. Government and related organizations (NHTSA). Investigations were conducted by several organizations to analyze the reasons for vehicle rollovers and the measures to reduce the rollover risk. One major outcome of the studies was that vehicles with a small track width and a high centre of gravity were especially prone to rollover accidents. As a consequence a "star rating" was defined to give the end consumer a guideline in judging the rollover risk for specific vehicles. The paper focuses on modern active and passive Safety Control Systems that are able to avoid critical rollover situations and to protect the occupants of the vehicle. In the first part of the paper, the current technologies are described: active safety systems, passive protection measures, systems which are able to lower the center of gravity, and tire pressure monitoring devices. In addition, an overview of future technologies is presented: lane keeping devices, lane departure warning systems and tire status detection systems. Today, most systems are used stand-alone. From integration and networking of the systems, new functions and synergies are considered possible. These opportunities will be covered at the end of the paper. For the covering abstract see ITRD E825082. KW - Active safety system KW - Active safety systems KW - Cause KW - Causes KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Driver assistance system KW - Driver information KW - Driver information systems KW - Driver support systems KW - Hazards KW - Intelligent transport system KW - Intelligent transportation systems KW - Motor vehicle navigational aids KW - Overturning KW - Overturning (veh) KW - Passive restraint systems KW - Passive safety system KW - Risk KW - Risk assessment KW - Vehicle KW - Vehicles KW - Width KW - Width UR - https://trid.trb.org/view/750760 ER - TY - JOUR AN - 00987325 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MARK, S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - EFFECT OF FRONTAL CRASH PULSE VARIATIONS ON OCCUPANT INJURIES PY - 2003/05 SP - 7 p. AB - The purpose of this investigation was to develop a better understanding of the effect of crash pulse magnitude and shape on occupant injuries. To this end, several idealized frontal crash pulses were used in an occupant simulation, from which the corresponding injury criteria were calculated. The idealized pulses ranged from simple step pulses to two stage pulses that are more comparable to actual vehicle accelerations. Finally, the effect of 5-10 ms duration spikes in different portions of a typical crash pulse was evaluated. From the results of these simulations, several conclusions were drawn. For the constant acceleration level pulses, the lower magnitude, longer duration pulses resulted in lower injury criteria. However, most crash pulses do not have a single constant acceleration level. For the two stage acceleration pulses, it was found that the injury criteria were reduced as the magnitude of the first stage of the pulse was increased and the level of the second stage was decreased, while holding the total crush space constant. Finally, it was determined that a 5-10 ms spike in the accelerations would significantly affect the injury criteria, regardless of the time at which these spikes occurred. The dummy injury criteria calculated in the simulation for these different pulses were compared. For the covering abstract see ITRD E825082. KW - Acceleration KW - Acceleration (Mechanics) KW - Conference KW - Conferences KW - Crash severity KW - Frontal crashes KW - Head on collision KW - Injuries KW - Injury KW - Injury severity KW - Severity (accid, injury) KW - Simulation KW - Simulation UR - https://trid.trb.org/view/750767 ER - TY - JOUR AN - 00987336 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MALTESE, M R AU - PRASAD, A AU - BEUSE, N AU - HOLLOWELL, W T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - VEHICLE PERFORMANCE IN FULL-FRONTAL CRASH TESTS WITH SMALL FEMALE AND MID-SIZED MALE OCCUPANTS PY - 2003/05 SP - 15 p. AB - Thirty-four model year 2001 vehicles were tested in full frontal rigid barrier impacts at 40, 48 and 56 kmph with either belted or unbelted 5th percentile female, or belted 50th percentile Male, Hybrid III occupants. The conclusions are as follows: Head contact with the windshield and header were observed in the unbelted 50th percentile male tests, indicating that the air bag alone was not sufficient to restrain the mid-sized male occupant. Head contacts with interior hard points infrequently resulted in head injury criteria (HIC) and/or Nij (neck injury criteria) exceeding their respective injury assessment reference values. Increasing the test speed did not necessarily lead to an increase in HIC or Nij measurements, for the 5th percentile female occupant. Abdomen-to-steering wheel contact was observed in this test series, however dummy abdomen instrumentation limitations precluded injury assessment. For the covering abstract see ITRD E825082. KW - Abdomen KW - Abdomen KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crash severity KW - Dummies KW - Frontal crashes KW - Head KW - Head KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Severity (accid, injury) KW - Speed KW - Speed KW - Vertebrae UR - https://trid.trb.org/view/750778 ER - TY - JOUR AN - 00987343 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - KOCH, H AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - RIDER ACCEPTANCE OF ADVANCED SAFETY TECHNOLOGY. A BASIC REQUIREMENT FOR IMPROVED SAFETY. CONCEPT, EXPERIENCE AND RESULTS OF A MULTIMEDIA COMMUNICATION CAMPAIGN ON ANTILOCK MOTORCYCLE BRAKES PY - 2003/05 SP - 4 p. AB - Although antilock brakes (ABS) for the prevention of accidents are even more important for motorcycles than for cars and contrary to the fact that they have been offered in Germany since 1988, only five percent of motorcycles are equipped with them. Motorcycle manufacturers (excluding BMW and HONDA) do not offer ABS brakes. They argue that this is due to the lack of acceptance by the customers. Motorcyclists do not request ABS brakes since they generally overestimate their riding skills. In Germany, most magazines had presented ABS brakes for years in a negative way. A publicity campaign using a website was initiated in 2001 to change attitudes, especially of motorcyclists. The campaign succeeded in completely changing the attitude of the motorcycle press towards antilock brakes. In a representative inquiry which was done by the Hagstotz Marktforschung, 75% of the interviewed motorcyclists agreed with the statement: "A new motorcycle needs ABS". In the future the motorcycle industry should anticipate that other innovative safety technologies may need a participating and active communication campaign in order to be accepted by motorcyclists. For the covering abstract see ITRD E825082. KW - Anti locking device KW - Antilock brake systems KW - Attitude (psychol) KW - Attitudes KW - Brake KW - Brakes KW - Conference KW - Conferences KW - Motorcycle KW - Motorcycles KW - Motorcyclist KW - Motorcyclists KW - Publicity KW - Publicity KW - Safety KW - Safety KW - Technology KW - Technology UR - https://trid.trb.org/view/750785 ER - TY - JOUR AN - 00987350 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - YVES, D AU - VINCENT, S AU - VICTOR, D AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - HEAVY TRUCKS ROLLOVER SIMULATION PY - 2003/05 SP - 9 p. AB - The possibility of simulating the lift-up of tires on cornering maneuvers on various vehicles with rollover propensities was investigated. This simulation was validated for different speeds and different payloads and center of gravity heights. In Europe, roundabouts are replacing traditional crossings, giving an important reduction of fatalities; although few cases of heavy vehicle rollover have been recorded, in spite of low velocity, due to the geometric features. This study is a contribution to the comprehension of this kind of accident. For ground test validation, a heavy truck of 10-tons payload was chosen, and instrumented with different sensors, and for safety reasons, equipped with stabilizers. The dynamic parameters of the input vehicle file of the simulating model were adjusted on basis of elementary longitudinal and transversal ground tests. The model used is a French society SERACD package called PROSPER V4, which gave accurate predictions, even in strong inputs. Two different trajectories were chosen: a circle and a roundabout trajectory rebuilt on the test track. Test parameters were different speeds and load cases, with changing center of gravity height. Measurements, digital video and GPS-trajectory were CD-recorded: from these data, the location of the beginning of wheel lift-up was precisely determined. This information was compared to the simulation. This is considered to be the main validation criterion. The next steps in the study will include other rollover-prone vehicles. The package will be then used as a tool to define safety load conditions and to determine rollover stability limits which would be communicated to drivers. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Driver information KW - Driver information systems KW - Load KW - Loads KW - Lorry KW - Overturning KW - Overturning (veh) KW - Roundabout KW - Roundabouts KW - Simulation KW - Simulation KW - Stability KW - Stability (Mechanics) KW - Tires KW - Trucks KW - Tyre KW - Wheel KW - Wheels UR - https://trid.trb.org/view/750792 ER - TY - JOUR AN - 00987361 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MCINTOSH, L AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - AUSTRALIAN NCAP FUTURE STRATEGY PY - 2003/05 SP - 8 p. AB - ANCAP has precipitated significant advancements in Australian and New Zealand occupant protection over the 10-year life. However, the number of serious and fatal injuries still occurring indicates that further improvements can be made in vehicle performance and assessment within an overall framework of improving road infrastructure and driving standards. ANCAP remains a small program in world terms and benefits greatly from harmonization with EuroNCAP. A strategic review was carried out in 2002 to determine a further 10 year vision for the program taking into account current market data, current and future funding and benefits of harmonization. Being small also allows greater agility and ANCAP has identified a number of enhanced and new performance assessments that will ensure a continued and appropriate focus on injury reduction and ensure the relevance of information provided to the Australian and New Zealand consumer. This paper sets out the relative merits of the proposals and the agreed forward strategy for maintaining ANCAP relevance over the next decade. The new direction includes replacement of the current side impact test with a pole side impact test, addition of an active safety assessment program and to seek additional funding. For the covering abstract see ITRD E825082. KW - Australia KW - Australia KW - Conference KW - Conferences KW - Impact test (veh) KW - Impact tests KW - Improvement KW - Improvements KW - Injuries KW - Injury KW - New zealand KW - New Zealand KW - Prevention KW - Prevention KW - Side crashes KW - Side impact KW - Standardization KW - Standardization KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750803 ER - TY - JOUR AN - 00987368 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - GABLER, H C AU - Hampton, C AU - ROSTON, T A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ESTIMATING CRASH SEVERITY: CAN EVENT DATA RECORDERS REPLACE CRASH RECONSTRUCTION? PY - 2003/05 SP - 12 p. AB - The primary description of crash severity in most crash databases is vehicle delta-V. Delta-V has been traditionally estimated through crash reconstruction techniques using computer codes, e.g. Crash3 and WinSmash. Unfortunately, delta-V is notoriously difficult to estimate in many types of collisions including sideswipes, collisions with narrow objects, angled side impacts, and rollovers. Indeed, approximately 50% of all delta-V estimates in the National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) 2000 are reported as unknown. The Event Data Recorders (EDRs), now being installed as standard equipment by several automakers, have the potential to provide an independent measurement of crash severity, which avoids many of the difficulties of crash reconstruction techniques. This paper evaluates the feasibility of replacing delta-V estimates from crash reconstruction with the delta-V computed from EDRs. The analysis is based on 225 NASS/CDS cases from 1999-2001, which have corresponding EDR datasets. The potential of extracting manual seat belt use from EDRs is also discussed and compared with the corresponding results from NASS/CDS gathered by crash investigators. Although EDRs are expected to greatly enhance the investigation of a crash, it should be noted however that current EDRs are not perfect. The paper discusses the limitations of current EDR technology and the need for enhancement of future Event Data Recorders. For the covering abstract see ITRD E825082. KW - Collision KW - Conference KW - Conferences KW - Crash reconstruction KW - Crash severity KW - Crashes KW - Data acquisition KW - Data collection KW - Injury severity KW - Manual safety belts KW - Reconstruction (accid) KW - Safety belt KW - Seat belts KW - Severity (accid, injury) KW - Use KW - Use UR - https://trid.trb.org/view/750810 ER - TY - JOUR AN - 00987375 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Pintar, F A AU - OLSHANKI, J AU - Yoganandan, N AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - VEHICLE INCOMPATIBILITY AFFECTS OCCUPANT EXTRICATION AFTER MOTOR VEHICLE CRASHES PY - 2003/05 SP - 4 p. AB - Improvements in occupant extrication techniques are required due to enhanced safety features in modern vehicles. The research questions were focused on what force directions and what vehicle types were most highly associated with an extricated occupant. Two national databases, FARS and CIREN, were queried. Principal direction of force for the occupant vehicle and vehicle weight were used as delineating variables. From FARS data, the percentage of extricated occupants increased between 1993 and 2000. Left-sided crashes account for the highest percentage of occupants requiring extrication (18.8%) compared to occupants in rear crashes (lowest at 8.6%). Occupants in vehicles less than 2500 pounds were most often extricated (19.1%) compared to vehicles greater than 3500 pounds (lowest at 11.3%). From the CIREN database, for left-sided crashes, occupants required extrication 33.0% of the time when involved in truck-into-car crashes whereas car-into-car crash victims were extricated only 27.3% of the time. These results imply an increased risk for extrication need for those occupants struck by a vehicle that is mismatched. For the covering abstract see ITRD E825082. KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Emergencies KW - Emergency KW - Injury severity KW - Lorry KW - Severity (accid, injury) KW - Trucks KW - Vehicle occupant KW - Vehicle occupants KW - Weight KW - Weight UR - https://trid.trb.org/view/750817 ER - TY - JOUR AN - 00987386 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - KITAHAMA, K AU - AGA, M AU - YONEKAWA, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF ESTIMATION METHOD OF VEHICLE'S EMERGENCY HANDLING PY - 2003/05 SP - 6 p. AB - First, for evaluating vehicle emergency handling performance in real world, several course patterns of closed-loop test (task performance test) similar to occurring patterns of real accidents were set, and vehicles maximum entering velocity of each course was measured. Second, the velocity was normalised by each vehicle's basic dimensions (mass, height of center of gravity, tread etc.), to enable the comparison of tire and suspension performance. Finally an estimation method of the results of the closed-loop tests was produced, using a vehicle's design parameters, which include basic dimensions, suspension and tire. It is considered that this estimation method can reduce the time for developing cars. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Driving KW - Emergencies KW - Emergency KW - Speed KW - Speed KW - Suspension (veh) KW - Suspension systems KW - Test method KW - Test procedures KW - Tires KW - Tyre KW - Vehicle KW - Vehicle handling KW - Vehicles UR - https://trid.trb.org/view/750828 ER - TY - JOUR AN - 00987393 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - CHAWLA, A AU - MUKHERJEE, S AU - Mohan, D AU - Singh, J AU - RIZVI, N AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - CRASH SIMULATIONS OF THREE WHEELED SCOOTER TAXI (TST) PY - 2003/05 SP - 14 p. AB - This paper reports the rigid body based simulations for frontal impact of three-wheeled scooter taxi (TST) with a rigid barrier and those of a TST with a pedestrian in different spatial configurations. The simulations have been carried out in MADYMO. The paper describes the development of the TST model, assesses the scale of injuries to the driver, occupant and pedestrian during the occurrence of these impacts and analyses the crashworthiness of TST. It is observed that even with small changes in the TST there is significant improvement in the injury indices. It is considered that there is a considerable scope of improvement of the crashworthiness of the TST. For the covering abstract see ITRD E825082. KW - Body (car) KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Hazards KW - Injuries KW - Injury KW - Motor vehicle bodies KW - Motorcycle KW - Motorcycles KW - Risk KW - Risk assessment KW - Simulation KW - Simulation KW - Taxi KW - Taxicabs UR - https://trid.trb.org/view/750835 ER - TY - JOUR AN - 00987400 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ISOMURA, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - THE SAFETY IMPACT OF SUBSTITUTING MANUAL OPERATION OF IN-VEHICLE TASKS WITH VOICE CONTROL PY - 2003/05 SP - 6 p. AB - In respect of manual control car navigation system, control safety of in-vehicle devices is assured by restricting the driver's complex operations such as setting or revising destination by operating cursor switch while driving. Voice control, a method of reducing driver's distraction is investigated and researched by testing under different driving and control conditions to determine the influence of the loads. For the covering abstract see ITRD E825082. KW - Audible warning devices KW - Aural signal KW - Conference KW - Conferences KW - Control KW - Control KW - Driver KW - Drivers KW - Intelligent transport system KW - Intelligent transportation systems KW - Route guidance KW - Route guidance KW - Signals KW - Stress (psychol) KW - Stress (Psychology) KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750842 ER - TY - JOUR AN - 00987233 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MIKI, Y AU - YOSHITSUGU, H AU - ITO, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DRIVER'S LOAD OF VOICE INTERACTION SYSTEM IN VEHICLES PY - 2003/05 SP - 6 p. AB - On-board voice interaction systems such as voice activation system or text-to-speech (TTS) system enable drivers to operate devices or to obtain the desired information without relying on their visual processes. Although these systems are thought to reduce the driver's workload, few papers published have quantified any reduction. This paper describes the tests that were carried out to determine its potential influence on drivers' mental distraction. Tests were conducted with a driving simulator and with an actual vehicle. Subjects were given various on-board device tasks to operate while driving. Their eye motion, response time to the illumination of the LED installed in a vehicle and vehicle behaviour data were recorded when the tasks were performed. The results obtained for all of the indices show that the mental distraction level when listening to a TTS reading of information is comparable to that of listening to the car radio and the workload of the voice activation system is significantly lower than that of a traditional manual operation system. For the covering abstract see ITRD E825082. KW - Audible warning devices KW - Aural signal KW - Conference KW - Conferences KW - Driver assistance system KW - Driver information KW - Driver information systems KW - Driver support systems KW - Eye movement KW - Eye movements KW - Intelligent transport system KW - Intelligent transportation systems KW - Interface KW - Interfaces KW - Interior (veh) KW - Motor vehicle navigational aids KW - Signals KW - Stress (psychol) KW - Stress (Psychology) KW - Vehicle compartments KW - Vehicle interiors UR - https://trid.trb.org/view/750675 ER - TY - JOUR AN - 00987235 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - LANGWIEDER, K AU - Fildes, B AU - ERNVALL, T AU - CAMERON, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - SARAC - SAFETY RATING BASED ON REAL-WORLD CRASHES FOR SUPPLEMENTATION OF NEW CAR ASSESSMENT PROGRAMS PY - 2003/05 SP - 12 p. AB - New car crash testing programmes encourage car manufacturers, by the way of consumer choice, to improve the occupant protection of new car models. It is also possible to produce an assessment of relative car occupant protection on the basis of real world accidents. NCAPs and safety ratings based on real-world accidents are complementary. Whereas crash test programmes attempt to simulate the most likely crash types and are carried out in controlled laboratory conditions, assessments based upon real world accident data reflect all accident circumstances. Neither approach guarantees a perfect rating system but both have the potential to produce consistent consumer information about the relative safety of cars. Therefore, the European Project "Quality Criteria for the Safety Assessment of Cars based on Real World Crashes" was established, with three major objectives: description of existing rating methods and identification of problem areas; inter-relationship between retrospective (accident-based ratings) and prospective barrier-test rating systems; consideration of vehicle compatibility and aggressivity ratings. The activities of this Safety Rating Advisory Committee (SARAC) which is directly aligned to the European Commission DG TREN were coordinated by the Committee of the European Insurers and founded by project members from 10 countries including Europe, United States of America, Australia and Japan. The comparison of EuroNCAP rating with SARAC real-world accident experience showed good correlation. The use of regression procedures offered new possibilities to describe aggressivity parameters of cars based on real accidents. Further results of the first SARAC phase and an outlook over the second project phase will be presented. Future investigations will include in-depth comparison of existing rating systems with the aim to develop a comprehensive retrospective rating procedure. Consideration of active safety systems and possibilities of analysing/monitoring the injury outcome in car/pedestrian crashes are focal objectives in SARAC 2. A specialised database containing real world crash data of vehicle models which have been tested in NCAP crash tests will be established. For the covering abstract see ITRD E825082. KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Data acquisition KW - Data collection KW - Impact test (veh) KW - Impact tests KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750677 ER - TY - JOUR AN - 00987242 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - PRAXL, N AU - SCHOENPFLUG, M AU - ADAMEC, J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - SIMULATION OF OCCUPANT KINEMATICS IN VEHICLE ROLLOVER - DUMMY MODEL VERSUS HUMAN MODEL PY - 2003/05 SP - 8 p. AB - Two different rollover crash scenarios were simulated with the software Madymo. The vehicle kinematics in the numerical simulation were prescribed by the use of sensor signals of real crash tests. The Madymo 50% Hybrid III dummy model as well as the Madymo human model was applied to these simulations and the model kinematics were analysed and compared. Differences in the kinematics of human and dummy occupant models in rollover crash simulation are presented and discussed with respect to car safety issues. Questions concerning the application and validation of human models in vehicle rollover are considered and investigations to improve occupant model performance in rollover simulations are described. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Improvement KW - Improvements KW - Overturning KW - Overturning (veh) KW - Safety KW - Safety KW - Sensor KW - Sensors KW - Simulation KW - Simulation KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750684 ER - TY - JOUR AN - 00987244 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - HIROTA, M AU - NAKAJIMA, Y AU - Saito, M AU - UCHIYAMA, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - HUMAN BODY DETECTION TECHNOLOGY BY THERMOELECTRIC INFRARED IMAGING SENSOR PY - 2003/05 SP - 10 p. AB - This paper describes a newly developed thermoelectric infrared imaging sensor, having a 48 x 32 element thermoelectric focal plane array (FPA), and two experimental vehicle systems. One is a blind spot pedestrian warning system that employs four infrared imaging sensors. This system helps alert the driver to the presence of a pedestrian in a blind spot by detecting the infrared radiation emitted from the person's body. The system can also prevent the vehicle from moving in the direction of the pedestrian. The other is a rear view camera system with an infrared detection function. This system consists of a visible camera and infrared sensors, and it helps alert the driver to the presence of a pedestrian in a rear blind spot. The FPA is basically fabricated with a conventional IC process and has the potential for low cost. For the covering abstract see ITRD E825082. KW - Camera KW - Conference KW - Conferences KW - Driver KW - Driver assistance system KW - Driver support systems KW - Drivers KW - Infrared KW - Infrared radiation KW - Intelligent transport system KW - Intelligent transportation systems KW - Motor vehicle navigational aids KW - Pedestrian KW - Pedestrians KW - Rear KW - Rear KW - Sensor KW - Sensors KW - Vehicle rear end KW - Video cameras KW - Warning KW - Warning systems UR - https://trid.trb.org/view/750686 ER - TY - JOUR AN - 00987267 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SAUNDERS III, J W AU - MOLINO, L N AU - KUPPA, S AU - MCKOY, F L AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PERFORMANCE OF SEATING SYSTEMS IN A FMVSS NO. 301 REAR IMPACT CRASH TEST PY - 2003/05 SP - 10 p. AB - Seating systems are designed for occupant comfort as well as for affording occupant protection in various crash modes. FMVSS No. 207 specifies seat performance criteria, of which, one requires that a seat back withstand a minimum of 373 Nm moment measured about the seating reference point. The sufficiency of this requirement has been a source of significant debate. Some researchers believe that the potential hazards from a seat back collapsing in a rear impact include: the inability to control the vehicle in the event of a second impact, ejection of the occupant from the seat and injury to the rear seat occupant when struck by the front seat. In spite of the greater strength of current production seats than FMVSS No. 207 requirements, there are still anecdotal cases of front and rear occupant injuries and fatalities due to seat back collapse. NHTSA has in the past stated that improving seating system performance may be more complex than simply increasing the strength of the seat (57 FR 54958). Seat back force-deflection characteristics and energy management along with occupant interaction with the seat upholstery, head restraint and belt restraints may all play critical roles in mitigation of injuries in rear impacts. This paper examines the performance of original equipment manufacturer (OEM) seat systems in a series of FMVSS No. 301 crash tests of 2002 model year vehicles by using the instrumented 50th percentile male Hybrid III dummy. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Dummies KW - Fatalities KW - Fatality KW - Front KW - Front KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Rear KW - Rear KW - Rear end collision KW - Rear end crashes KW - Risk KW - Risk assessment KW - Seat (veh) KW - Seats KW - Strength (mater) KW - Strength of materials KW - Vehicle occupant KW - Vehicle occupants KW - Vehicle rear end UR - https://trid.trb.org/view/750709 ER - TY - JOUR AN - 00987269 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - THIRIEZ, K AU - BONDY, N AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - NHTSA'S TIRE PRESSURE SPECIAL STUDY, FEBRUARY 2001 PY - 2003/05 SP - 12 p. AB - In 2000, Congress passed the Transportation Recall Enhancement, Accountability, and Documentation (TREAD) Act. Section 13 of this act directed the U.S. Department of Transportation to complete a rulemaking within one year. This rulemaking requires implementation of a warning system in new motor vehicles (to be phased-in beginning with model year 2003) to indicate to the operator when a tire is significantly under-inflated. In support of rulemaking activities mandated by Section 13 of the TREAD Act, the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration has completed an intensive data collection effort on the state of America's tires. The Tire Pressure Special Study (TPSS) was designed to assess to what extent passenger vehicle operators are aware of the recommended tire pressures for their vehicles, the frequency and the means they use to measure their tire pressure, and how significantly the actual measured tire pressure differed from the manufacturer's recommended tire pressure. Measurements were taken and interviews were conducted to compile a rich database of over 11,000 passenger vehicles (44,000 tires). This paper discusses the methodology of the TPSS as well as the extent of under-inflation found in the field and the attitudes and maintenance habits of drivers, the vehicle placard and the requirement of an onboard tire pressure monitoring system. The stringent requirement for enactment of the rule requiring tire pressure monitoring systems required that data on the frequency and pervasiveness of under-inflation be collected and provided in a short time period. To minimize the survey start-up and to provide a trained cadre of data collectors, field data collection was conducted through the infrastructure of the National Automotive Sampling System (NASS) Crashworthiness Data System (CDS). The NASS CDS is a nationally representative sample of all police-reported motor vehicle traffic crashes that occur in the United States in which at least one passenger vehicle was towed from the crash scene due to damage from the crash. For the covering abstract see ITRD E825082. KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Data acquisition KW - Data collection KW - Driver information KW - Driver information systems KW - Interior (veh) KW - Pressure KW - Pressure KW - Surveillance KW - Surveillance KW - Tires KW - Tyre KW - United States KW - Usa KW - Vehicle compartments KW - Vehicle interiors KW - Vehicle maintenance KW - Vehicle maintenance KW - Warning KW - Warning systems UR - https://trid.trb.org/view/750711 ER - TY - JOUR AN - 00987274 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - HIRAMATSU, H AU - OBARA, H AU - UENO, H AU - UMEZAKI, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - BROADSIDE COLLISION SCENARIOS AT UNCONTROLLED INTERSECTIONS PY - 2003/05 SP - 8 p. AB - The purpose of this research is to clarify the principal causes of broadside accidents at unsignalized intersections from various pre-crash driving patterns. Driving patterns showing a high incidence of accidents and high accident probabilities were identified by analyzing accident statistics, accident case data, and direct observational data collected at unsignalized intersections. In addition, it was found that primary parties travelling straight ahead tended to collide more often with secondary parties coming from the left side in Japan. This observation was studied from various perspectives, and the most probable causal factor was identified. These analyses have yielded information that is expected to be effective in considering measures for preventing these types of accidents. Peripheral vision is thought to influence broadside accidents at intersections where there is good visibility. The purpose of this research is to make clear the principal causes of broadside accidents that occur under various pre-crash driving patterns. Comprehensive analyses were made of police-reported accident data, accident case data compiled by the Institute for Traffic Accident Research and Data Analysis (ITARDA), and data collected by direct observation surveys at actual unsignalized intersections. A thorough examination was made of what types of pre-crash driving patterns occurred frequently, what types of driving patterns had high accident probabilities based on the use of statistical tools, and under what sort of scenarios accidents occurred. This paper presents the results of these analyses. For the covering abstract see ITRD E825082. KW - Accident KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Crashes KW - Data acquisition KW - Data collection KW - Driving KW - Driving (veh) KW - Intersections KW - Japan KW - Japan KW - Junction KW - Side crashes KW - Side impact KW - Statistics KW - Statistics KW - Vision KW - Vision UR - https://trid.trb.org/view/750716 ER - TY - JOUR AN - 00987276 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - KUEHN, M AU - FROEMING, R AU - SCHINDLER, V AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - AN ADVANCED TESTING PROCEDURE FOR THE PEDESTRIAN-CAR-COLLISION PY - 2003/05 SP - 11 p. AB - Pedestrian safety is one of the most discussed topics in vehicle safety right now. There are concerns regarding the realistic implementation of real world accident issues into the EEVC WG17 component testing procedure. The European car industry presented a modified component test in relation to the self commitment. The key advantages of the current test procedure are easy handling and high reproducibility. They are contrasted by a number of specific problems which the current component test can not address. For example it can not reproduce the effect of the shape of the car front on the kinematics of a colliding pedestrian. The contact points of a pedestrian on a car front are car-specific. Therefore no predetermined test zones should be used. For the determination of these car-specific test-zones numerical simulations may be used. The presented approach for a test procedure combines numerical simulations and component tests into a hybrid-test; it is able to solve most of the mentioned disadvantages of a conventional component test without complicating it unduly. The numerical simulation allows to define the car-specific parameters of the pedestrian-car-collision in terms of localization of the contact, impact angle and velocity of the relevant pedestrian body parts. These parameters are in a second step used as input for the experimental component test. This hybrid-test reproduces real world pedestrian-car-collisions much better. It can be applied to all current and future car concepts (sport utility vehicle, minivans, crossover concepts etc.) very easily. This method can also be used in the early stages of car development, to improve the preconditions for pedestrian safety. This results in better cost effectiveness. The key ideas of the hybrid-test will be presented in the paper: Starting with a description of the pedestrian-car collision a suitable numerical model was created. Multibody dummies are used to collide with passenger cars under a variety of conditions (size of the pedestrian, relative location of car and pedestrian, relative speed). The TNO-pedestrian model has been chosen. The procedure has been applied to two very distinct car models. As a result a statistical pattern describing the impact of pedestrians in a collision is generated for the two selected cars. It is shown that the results are considerably at variance to the testing conditions according to EEVCWG17. For the covering abstract see ITRD E825082. KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Automobiles KW - Biomechanics KW - Biophysics KW - Car KW - Conference KW - Conferences KW - Crashes KW - Dummies KW - Front KW - Front KW - Pedestrian KW - Pedestrians KW - Simulation KW - Simulation KW - Test method KW - Test procedures UR - https://trid.trb.org/view/750718 ER - TY - JOUR AN - 00987299 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - EJIMA, S AU - WITTEK, A AU - ONO, K AU - Yamazaki, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - MODIFICATION AND VALIDATION OF HUMAN NECK MODEL UNDER DIRECT HEAD LOADING PY - 2003/05 SP - 8 p. AB - In the present study, the effects of cervical spine initial alignment, muscle activity, and the selected properties of trachea, vena cava and inactivated muscles on the responses of a finite element model of a cervical spine (H-Model by the ESI Group) under direct head loading were investigated. The modelling results were compared with those of volunteers. The present results suggest the following: Properties of inactivated muscles, vena cava and trachea greatly affect the general head motion; Maximum isometric force plays an important role in resisting neck extension; and Reflex time determining the start of generation of active muscle force considerably affects the angular displacement of cervical vertebrae. Based on these findings, the modifications of the cervical spine H-Model were introduced. The modified model well represented the head-C7 motion, although it underestimated the head-atlas extension. For the covering abstract see ITRD E825082. KW - Cervical vertebrae KW - Conference KW - Conferences KW - Finite element method KW - Finite element method KW - Head KW - Head KW - Injuries KW - Injury KW - Load KW - Loads KW - Simulation KW - Simulation KW - Vertebrae UR - https://trid.trb.org/view/750741 ER - TY - JOUR AN - 00987301 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - KASSAAGI, M AU - BRISSART, G AU - POPIEUL, J-C AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A STUDY ON DRIVER BEHAVIOR DURING BRAKING ON OPEN ROAD PY - 2003/05 SP - 11 p. AB - Thanks to new advances in automotive technology, active safety systems such as emergency brake assist are designed to avoid accidents or reduce their severity. The triggering of such systems is often based on drivers' behaviour. Their efficiency depends on the experimental or real data representativeness, and on the triggering criteria definition. According to the literature, few experiments have been carried out with "normal" drivers in "natural" or emergency situations in order to search for variables correlated to the intention and the needs of drivers. These data are necessary to define a "borderline" between emergency and natural driving to ensure that the system will be activated only if drivers need it. An experiment was conducted on open road. A hundred volunteers drove approximately 100 km. Traffic parameters and subjects' actions on the car's controls were recorded and synchronized with the video recordings. 14000 braking actions were analyzed. The results are useful for the design of active safety systems. For example, in some "natural" brakings, a fast accelerator pedal release, close to emergency situation actions, is relatively frequent on the road. A few of these actions are effectively linked to potentially dangerous situations. Taking into account other parameters, such as car's speed, distance to precedent car or drivers driving style, may increase the emergency braking recognition. For the covering abstract see ITRD E825082. KW - Active safety system KW - Active safety systems KW - Adaptive cruise control KW - Behavior KW - Behaviour KW - Braking KW - Braking KW - Conference KW - Conferences KW - Crash avoidance systems KW - Driver KW - Drivers KW - Emergencies KW - Emergency KW - Intelligent transport system KW - Intelligent transportation systems UR - https://trid.trb.org/view/750743 ER - TY - JOUR AN - 00987308 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - THOMAS, P AU - FRAMPTON, R AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - CRASH TESTING FOR REAL-WORLD SAFETY - WHAT ARE THE PRIORITIES FOR CASUALTY REDUCTION? PY - 2003/05 SP - 8 p. AB - The introduction of European legislative and consumer crash testing requirements in the late 1990s has resulted in marked changes in the design of vehicle structures and restraint systems. Crash tested vehicles in the range of New Car Assessment Programmes typically show reduced injury assessment values from the dummies and lower levels of intrusion, particularly in frontal impacts. This paper examines real-world accident data to evaluate the changes that have taken place in car performance and the circumstances of injury in order to evaluate what new priorities there are in car occupant protection. Comparisons are made between older cars, built between 1991 and 1996 and newer cars, built up to 2000. The rate of fatal driver injury in newer cars is 24% lower than for the older cars. More car occupants now die in side impacts than in frontal impacts; 27% of these are seated on the far side of the vehicle. The numbers of fatalities in collisions with roadside objects virtually equals those killed in car to car impacts. The collision severities of fatal frontal impacts have not increased. Rear seat-belt use is low amongst fatally or seriously injured rear-seat passengers. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Europe KW - Europe KW - Fatalities KW - Fatality KW - Frontal crashes KW - Hazards KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Legislation KW - Legislation KW - Manual safety belts KW - Prevention KW - Prevention KW - Ran off road crashes KW - Rear KW - Rear KW - Risk KW - Risk assessment KW - Run off the road (accid) KW - Safety belt KW - Seat belts KW - Use KW - Use KW - Vehicle KW - Vehicle occupant KW - Vehicle occupants KW - Vehicle rear end KW - Vehicles UR - https://trid.trb.org/view/750750 ER - TY - JOUR AN - 00987310 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - GOTO, M AU - UCHIMURA, T AU - HISAJIMA, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - RESPONSE CHARACTERISTICS OF VARIOUS SIDE IMPACT DUMMIES PY - 2003/05 SP - 8 p. AB - Different side impact dummies and procedures are currently used for the US and Europe/Japan. To harmonize the side impact dummy, WorldSID development was initiated under ISO in 1997. Also, ES-2, an improved version of Eurosid-1, was introduced after SID-IIs, the small side impact dummy. Side impact dummies are designed and developed based on the ISO TR9790 requirement to provide good biofidelity rating. Even using the same ISO requirement, the existing dummies have different designs and different performances. Understanding the response characteristics of dummies is important for vehicle development. In this study, response characteristics are studied under the various impact conditions for available side impact dummies. Comparisons between the different dummies in same conditions were made to understand different characteristics of each side impact dummy. Full vehicle tests and sled tests are conducted and results are evaluated using the Design of Experiment method. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Side crashes KW - Side impact KW - Standardization KW - Standardization UR - https://trid.trb.org/view/750752 ER - TY - JOUR AN - 00987333 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SCHOENEBURG, R AU - BAUMANN, K-H AU - JUSTEN, R AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PRE-SAFE - THE NEXT STEP IN THE ENHANCEMENT OF VEHICLE SAFETY PY - 2003/05 SP - 8 p. AB - In times when the potential for further optimizing passive safety become ever smaller, new ways for improving vehicle safety must be found. Accident analyses shows that the pre-crash phase provides room for substantial improvement, calling for reversible systems that exploit this available time before the accident for the benefit of the occupants. Preventive occupant protection is realized for the first time with PRE-SAFE, initiating the next phase in the enhancement of vehicle safety. PRE-SAFE is embedded in Mercedes-Benz's integrated safety concept, and combines active and passive safety systems. Announced in theory at the ESV 2001, PRESAFE has now seen its first series application in the 2003 S-Class model, and initial field experience has been gathered. Taking nature's reflex as a role model, the vehicle reacts to critical driving conditions identified by the sensors of the Electronic Stability Program (ESP) and the Brake Assist (BAS) that may lead to an accident. Reversible belt-pretensioners for occupant fixation, passenger seat positioning and sunroof closure are activated. However, these are merely first steps in this new and evolving safety technology. Further PRE-SAFE applications might be introduced in the future. Individual safety and environment sensing will mark the next major steps. For the covering abstract see ITRD E825082. KW - Active safety system KW - Active safety systems KW - Adaptive control KW - Adaptive cruise control KW - Autonomous intelligent cruise control KW - Conference KW - Conferences KW - Control KW - Control KW - Driver assistance system KW - Driver support systems KW - Injuries KW - Injury KW - Intelligent transport system KW - Intelligent transportation systems KW - Longitudinal control KW - Manual safety belts KW - Motor vehicle navigational aids KW - Passive restraint systems KW - Passive safety system KW - Pretensioning KW - Pretensioning KW - Prevention KW - Prevention KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Stability KW - Stability (Mechanics) KW - Vehicle occupant KW - Vehicle occupants KW - Windows (Vehicles) KW - Windscreen (veh) UR - https://trid.trb.org/view/750775 ER - TY - JOUR AN - 00987335 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - BARBAT, S AU - Li, Xiaopeng AU - PRZYBYLO, P AU - Prasad, P AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - VEHICLE-TO-VEHICLE FULL FRONTAL CRASH OPTIMIZATION USING A CAE-BASED METHODOLOGY PY - 2003/05 SP - 10 p. AB - This paper describes a CAE-based methodology used to identify major factors influencing vehicle structural performance and crash energy management in full-frontal vehicle-to-vehicle collisions. Finite element models of an "average" SUV and an "average" full-size passenger vehicle were used in this study. The determining factors of vehicle compatibility in multi-vehicle collisions are relative mass, relative stiffness and relative geometry. Four parameters of the average SUV, mass, fore rail length, fore rail thickness, and fore rail height were selected as design variables. A uniformly spaced Optimal Latin Hypercube sampling technique was employed to probe the design space of these variables using thirteen simulation runs. Dash intrusions in the passenger vehicle and the absorbed collision energy in both vehicles were selected as response variables. Polynomial response surfaces were constructed, based on the simulation results, and found to fit the results well (R2 = 0.98 for dash intrusion and R2 = 0.85 for absorbed energy). As a result, prediction equations for maximum dash intrusion and absorbed collision energy as a function of the vehicle design variables were obtained. Results indicated that aligning front-end structures (specifically fore rail heights between impacted vehicles) in vehicle-to-vehicle full-frontal collisions has greater effect on reducing dash intrusions and managing crash energy than mass and variables associated with stiffness. An optimal design solution could also be determined with the appropriate introduction of constraint conditions. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Computer aided design KW - Computer aided design KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Energy KW - Energy KW - Finite element method KW - Finite element method KW - Frontal crashes KW - Head on collision KW - Sport utility vehicle KW - Sport utility vehicles UR - https://trid.trb.org/view/750777 ER - TY - JOUR AN - 00987342 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - DIGGES, K H AU - STEPHENSON, R R AU - BEDEWI, P G AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - FIRE SAFETY PERFORMANCE OF MOTOR VEHICLES IN CRASHES PY - 2003/05 SP - 14 p. AB - The research reported in this paper is a follow-on to a five year research program conducted by General Motors. Research projects that have been initiated include the following: (1) statistical analysis of field data; (2) assessment of state-of-the-art in fuel safety technology; (3) test and evaluation of fuel tanks exposed to fire and impact; and (4) development of recommended practices for the fire safety of 42-volt electrical systems. Analysis of FARS data indicates that the fire rate in cars has dropped by 43.7% and LTVs (pick-ups, vans and SUVs) by 59.7% since 1979. In 2000, the fire rate for passenger cars was 5.14 fires/million vehicle years, compared to 6.39 for light trucks. For 1997-2000 the NASS/CDS contains 228 cases with fires. In these cases, frontal crashes accounted for 51.3% followed by rollovers (24.1%) and side impacts (18.4%). Rear impacts accounted for the smallest fraction - 6.1%. The most frequent origin for the fire was the engine compartment, accounting for 64.5%. The fuel tank accounted for 11.4%. There were a relatively large number of unknown sources - 17.1%. The most frequent object impacted before the fire occurred was another vehicle (41.2%). However, a variety of roadside objects made up 48.7%. Narrow objects such as poles and trees contributed more than 25%. Plastic tanks of three different shapes were evaluated to fire and impact testing as required by ECE R34, Annex 5 and US CFR 393.67 (e)(1). The ECE R34 fire test appeared to produce repeatable results and all tanks demonstrated the capability to withstand the test. All tanks passed the ECE R34 impact test. The US CFR 393.67 (e)(1) requires the tank half full of fluid to withstand a 30 ft. drop test. All new tanks passed the test. However, two of three tanks that had been in service for three years failed the test. Research is now underway to identify state-of-the-art technologies in present day motor vehicles. Other research is oriented to developing test methods to assure the fire safety of materials used in vehicles with 42-volt electrical systems. The results of this research will be made public as it progresses. For the covering abstract see ITRD E825082. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Fire KW - Fires KW - Frontal crashes KW - Fuel tank KW - Fuel tanks KW - Hazards KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Overturning KW - Overturning (veh) KW - Plastic material KW - Plastics KW - Ran off road crashes KW - Rear end collision KW - Rear end crashes KW - Risk KW - Risk assessment KW - Run off the road (accid) KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750784 ER - TY - JOUR AN - 00987344 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - PRASAD, A AU - Maltese, M AU - LOUDEN, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - INJURY RISKS FROM ADVANCED AIR BAGS IN FRONTAL STATIC OUT-OF-POSITION TESTS PY - 2003/05 SP - 6 p. AB - In March of 1997, the National Highway Traffic Safety Administration (NHTSA) published a final rule amending the Federal Motor Vehicle Safety Standard No. 208 (FMVSS 208) Occupant Protection requirements to allow manufacturers to de-power their air bags. The agency subsequently issued a notice of proposed rulemaking (NPRM) on advanced air bags in September 1998 and a supplemental NPRM (SNPRM) in November 1999. The final rule was issued in May 2000 amending the occupant protection standard to have the manufacturers design the air bags to protect small stature adults and young children in frontal crashes and to reduce the risk of serious air bag induced injury, particularly for small women and children. In June of 2001, the NHTSA published in the Federal Register a request for comments on a plan to monitor the performance of advanced air bags and to develop data for potential future air bag rulemaking. An ongoing research program was created to look at the air bags by following the new procedures in FMVSS No. 208. This paper looks at the findings of the out-of-position (OOP) air bag testing involving the 6-year old and 5th percentile female dummies for the model year 2001 vehicles. For the covering abstract see ITRD E825082. KW - Adult KW - Adults KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Conference KW - Conferences KW - Dimension KW - Dummies KW - Injuries KW - Injury KW - Legislation KW - Legislation KW - Prevention KW - Prevention KW - Size KW - Test KW - Tests UR - https://trid.trb.org/view/750786 ER - TY - JOUR AN - 00987367 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - FORKENBROCK, G J AU - GARROTT, W R AU - BOYD, P AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - AN OVERVIEW OF NHTSA'S RECENT LIGHT VEHICLE DYNAMIC ROLLOVER PROPENSITY RESEARCH AND CONSUMER INFORMATION PROGRAM PY - 2003/05 SP - 14 p. AB - Thirty years ago, the National Highway Traffic Safety Administration (NHTSA) began studying the use of dynamic maneuvers to evaluate light vehicle rollover resistance. At that time, it was concluded the maneuvers being studied had such major problems, particularly in the area of objectivity and repeatability, that they could not be used by the Government to effectively rate rollover resistance. Today, following much effort, this is no longer the case. Using a small group of popular sport utility vehicles, NHTSA evaluated a comprehensive suite of eight maneuvers used to measure light vehicle dynamic rollover propensity. The objectivity and repeatability, performability, discriminatory capability, and appearance of reality of each maneuver were assessed. These criteria have allowed NHTSA to identify what it now considered to be the best rollover resistance maneuvers. This paper contains a brief assessment of three of the eight rollover resistance maneuvers evaluated during Phase IV of NHTSA's Light Vehicle Rollover Research Program. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Driving KW - Driving (veh) KW - Impact test (veh) KW - Impact tests KW - Overturning KW - Overturning (veh) KW - Prevention KW - Prevention KW - Sport utility vehicle KW - Sport utility vehicles KW - Vehicle handling UR - https://trid.trb.org/view/750809 ER - TY - JOUR AN - 00987369 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Rudd, Rodney AU - SHAW, G AU - Crandall, J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - FIFTH PERCENTILE FEMALE HYBRID III AND THOR-FLX PERFORMANCE IN SLED TESTS WITH TOEPAN INTRUSION PY - 2003/05 SP - 15 p. AB - The 5th percentile (American) female version of the newly-developed Thor-Lx dummy lower extremity, denoted Thor-FLx, was fitted to a 5th percentile female Hybrid III dummy for a series of frontal sled tests with toepan intrusion. The objectives of the study were to compare the Thor-FLx response with that of the Hybrid III/Denton leg, evaluate the effects, if any, on upper-body responses, and evaluate the repeatability and durability of the new leg design. The 56 km/h tests replicated a 40% offset deformable barrier test producing 16 cm of toepan intrusion with peak toepan accelerations of 80 g's. Tests were performed with a standard three-point belt, depowered driver's airbag and a simulated knee bolster. Identical test configurations were used for tests with Thor-FLx limbs and Hybrid III/Denton limbs attached to the same above-knee Hybrid III dummy. Important Thor-FLx design aspects found to influence the response include the tibia axial compliance, ankle joint-stops, Achilles tendon, and anterior tibia shape. An evaluation of test severity based on each designs' injury criteria produced similar outcomes, with both leg types exceeding injury thresholds. There were no significant differences in any of the upper body responses, and incorporation of the new Thor-FLx did not compromise upper body response repeatability. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Females KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Test method KW - Test procedures KW - Woman UR - https://trid.trb.org/view/750811 ER - TY - JOUR AN - 00987374 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Suzuki, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A STUDY ON THE ONSET TIMING OF COLLISION AVOIDANCE ASSISTANCE SYSTEM FOR MINIMIZING OVER-RELIANCE ON THE SYSTEM PY - 2003/05 SP - 9 p. AB - Drivers' braking behaviour was analysed to minimize overdependence on the system in the design of the Forward Collision Avoidance Assistance System. There are various factors that influence overdependence on the system. The braking algorithm was focused on to minimize interference between driver operation and system actuation in this study. It was proven that all subjects initiated the braking operation in advance of system actuation when the system was actuated at a time to collision of 1.7s or less and when the car approached a stationary obstacle at 60km/h. It is proposed that time to collision is an effective state variable for analyzing the dependence level on the system, and that a time to collision setting of less than 1.7s is optimal for the onset timing to minimize over-dependence on the system. For the covering abstract see ITRD E825082. KW - Adaptive cruise control KW - Braking KW - Braking KW - Calculation KW - Calculation KW - Conference KW - Conferences KW - Crash avoidance systems KW - Method KW - Methodology KW - Time KW - Time KW - Use KW - Use UR - https://trid.trb.org/view/750816 ER - TY - JOUR AN - 00987376 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - LENARD, J AU - FRAMPTON, R AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - TWO-IMPACT CRASHES - IMPLICATIONS FOR OCCUPANT PROTECTION TECHNOLOGIES PY - 2003/05 SP - 4 p. AB - The widespread and increasing use of deployable devices for improved occupant protection has created new opportunities to design vehicles for multiple impact accidents. It is therefore of topical interest to understand how often multiple impacts occur; which order and combination of impacts (front, side, rear) are most frequent; whether the first, second or subsequent impact is most severe; whether occupants are injured on the first, second or subsequent impacts. In-depth accident files from the UK Co-operative Crash Injury Study 1992-2001 were reviewed, focussing on restrained occupants with MAIS 3+ injury severity where the vehicle received (exactly) two impacts in the course of the accident. The accident data shows that the first impact is the most severe in about 75% of these cases and indicates that injuries are very highly associated with the more severe impact. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Injuries KW - Injury KW - Injury severity KW - Multiple collision KW - Multiple vehicle crashes KW - Severity (accid, injury) KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750818 ER - TY - JOUR AN - 00987378 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - FUJII, S AU - FUKUSHIMA, M AU - ABE, A AU - OGAWA, S AU - FUJITA, H AU - SUNAKAWA, T AU - Tanaka, Y AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - VEHICLE FRONT STRUCTURE IN CONSIDERATION OF COMPATIBILITY PY - 2003/05 SP - 9 p. AB - A structure which effectively improves compatibility in a vehicle-to-vehicle frontal impact has been considered focusing on sub-frame structure that disperses applied force with multiple load paths. Evolved sub-frame structure has been studied by CAE with RADIOSS to search the possibility to reduce aggressivity and to improve self-protection at the same time. Vehicle models used for this compatibility study were a large saloon car with sub-frame and a small family car without sub-frame. The large saloon car had three different front structures: original, forward-extended sub-frame, and original with 25%-stiffness reduced structures. The types of collision contained four different crash modes in a combination of lateral overlap rate difference and side member height difference. With these three different structures in four different crash modes, crash simulations were conducted to evaluate aggressivity and self-protection based on front structure and compartment deformations, energy absorption amount, and Average Height of Force (AHOF). As a result, it was found that the front structure with forward-extended sub-frame improved both aggressivity and self-protection by preventing override effect through structural interaction enhancement. For the covering abstract see ITRD E825082. KW - Automobiles KW - Body (car) KW - Car KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dimension KW - Front KW - Front KW - Frontal crashes KW - Head on collision KW - Motor vehicle bodies KW - Simulation KW - Simulation KW - Size UR - https://trid.trb.org/view/750820 ER - TY - JOUR AN - 00987401 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - LALANDE, S AU - LEGAULT, F AU - PEDDER, J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - RELATIVE DEGRADATION OF SAFETY TO CHILDREN WHEN AUTOMOTIVE RESTRAINT SYSTEMS ARE MISUSED PY - 2003/05 SP - 13 p. AB - This paper describes the results of a series of 44 dynamic sled tests simulating a 48 km/h frontal impact. Three convertible child restraints installed in the forward-facing mode were tested. The first used a 5-point harness system, the second a T-shield configuration, and the third an overhead shield system. The type of misuse was varied for each test and included the amount of shoulder harness slack and/or twisting, seat belt and tether strap slack, seat belt routing, shoulder harness location, shoulder harness slot height, and chest clip use. An instrumented child anthropometric test dummy was installed in the restraints. The results of the misuse testing showed that the most important degradation of safety resulted from pulling the test dummy's arms through the shoulder harness. The second most important degradation of safety resulted from adding 3 inches of slack to the shoulder harness, to the tether strap and to the seat belt. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Conference KW - Conferences KW - Dummies KW - Error KW - Errors KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Use KW - Use UR - https://trid.trb.org/view/750843 ER - TY - JOUR AN - 00987403 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - LANGWIEDER, K AU - HUMMEL, T AU - FINKBEINER, F AU - ROSELT, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - THE SIGNIFICANCE OF ISOFIX IN REDUCING MISUSE - ANALYSIS OF POTENTIAL ON THE BASIS OF FIELD OBSERVATIONS AND SLED TESTS PY - 2003/05 SP - 13 p. AB - An observation study carried out in 2000 (n = 430 children in vehicles) by the Institute for Vehicle Safety (IFM) revealed that two thirds of children are not properly secured in vehicles, even when child restraint systems (CRS) are employed, i.e. "misuse " can be observed. "Misuse" refers in this context to instances where children are secured incorrectly in the CRS and where child seats are not installed properly in the vehicle. At 96%, the proportion of children secured in vehicles in Germany is high, but parents still experience problems when fitting and using child seats. In particular, this concerns protection systems which require that the child seat is fitted separately using the adult seat belt in addition to the child actually being secured in the seat. Incorrect installation was observed in 60% of cases where the seat had to be secured separately in the vehicle. The fact that the three-point seat belt is intended to provide an optimum fit for adults as well as the design of the child seats appear to cause problems when it comes to securing a CRS. ISOFIX, a protection system that is independent of the adult seat belt, allows the child seat to be fitted securely, simply and always correctly in the vehicle. The most recent results of fitting tests at the Institute for Vehicle Safety have shown that, in comparison with the conventional method using the adult seat belt, fitting errors can be significantly reduced with ISOFIX. In practice, this means that a much higher level of protection can be expected due to the avoidance of errors in installation, since tests carried out in this context have demonstrated that misuse of child protections systems, such as the seat not being secured tightly enough, can increase load values for the child by up to 40%. In addition to two rigid ISOFIX low anchorages, an anti-rotation device, i.e. top tether or support leg, is planned for future ISOFIX seats in Europe. For the covering abstract see ITRD E825082. KW - Child KW - Children KW - Conference KW - Conferences KW - Couplers KW - Coupling KW - Design KW - Design (overall design) KW - Error KW - Errors KW - Hazards KW - Improvement KW - Improvements KW - Load KW - Loads KW - Manual safety belts KW - Prevention KW - Prevention KW - Risk KW - Risk assessment KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Use KW - Use UR - https://trid.trb.org/view/750845 ER - TY - JOUR AN - 00987212 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - KIRK, A AU - MORRIS, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - SIDE AIRBAG DEPLOYMENTS IN THE UK - INITIAL CASE REVIEWS PY - 2003/05 SP - 10 p. AB - As in-vehicle safety technology becomes more prevalent, the corresponding fitment of side airbags in the United Kingdom is now more commonplace. This study adds to the body of knowledge on real world impacts by presenting initial cases of deployment from the UK, including examples where there is some suggestion that side airbag deployment may have contributed to injury outcomes. With the introduction of new restraint devices into the vehicle fleet, manufacturers and engineers are not only eager to quantify their benefit and injury mitigation effectiveness but to also consider the performance and application in the real world. Whilst there are presently insufficient numbers of cases to fully evaluate injury benefit in side impacts, individual case evaluations can provide an initial assessment of side airbag field performance. In this study, data from 47 crashes in which the side airbag deployed were available for analysis. Of these, 19 occupants sustained a MAIS Y 2 injury. Case reviews have identified 2 occupants where serious (AIS 3) thoracic injuries may have occurred through interaction with the deploying side airbag and a further case involving upper extremity fracture (AIS 3) was also thought to have been associated with side airbag deployment. In these 3 cases, crash severity and compartmental deformation were not considered to be extensive. However in the majority of cases, side airbag deployment did not cause injury to the occupant and a general overview of these cases is given. This work utilises the most recent data from the UK Co-operative Crash Injury Study (CCIS) for an initial investigation of side airbag deployments. Where possible comparison of individual cases is made with the experimental work. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Arm KW - Arm (human) KW - Conference KW - Conferences KW - Crash severity KW - Evaluation (assessment) KW - Evaluation and assessment KW - Injuries KW - Injury KW - Injury severity KW - Severity (accid, injury) KW - Side KW - Side KW - Thorax KW - Thorax KW - United kingdom KW - United Kingdom KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750654 ER - TY - JOUR AN - 00987214 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Labayrade, R AU - AUBERT, D AU - IENG, S S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ONBOARD ROAD OBSTACLES DETECTION IN NIGHT CONDITION USING BINOCULAR CCD CAMERAS PY - 2003/05 SP - 8 p. AB - This paper presents a CCD based stereovision algorithm (called the "v-disparity" algorithm) for onboard road obstacles detection (pedestrians, vehicles, motorbikes, etc.) in night condition. The algorithm is explained, and then evaluated towards different obstacles. The theoretical good properties of the "v-disparity" algorithm - accuracy, robustness, computational speed - are experimentally confirmed. Experiments show that obstacles are detected in a precise manner with high confidence values, at frame rate (25 Hz) using no special hardware. For the covering abstract see ITRD E825082. KW - Calculation KW - Calculation KW - Camera KW - Conference KW - Conferences KW - Driving KW - Driving (veh) KW - Equipment KW - Equipment KW - Interior (veh) KW - Method KW - Methodology KW - Motorcycle KW - Motorcycles KW - Night KW - Night KW - Pedestrian KW - Pedestrians KW - Vehicle KW - Vehicle compartments KW - Vehicle interiors KW - Vehicles KW - Video cameras KW - Visibility KW - Visibility UR - https://trid.trb.org/view/750656 ER - TY - JOUR AN - 00987229 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Rupp, J D AU - Reed, M P AU - Madura, N H AU - Schneider, L W AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - COMPARISON OF KNEE/FEMUR FORCE-DEFLECTION RESPONSE OF THE THOR, HYBRID III AND HUMAN CADAVER TO DYNAMIC FRONTAL IMPACT KNEE LOADING PY - 2003/05 SP - 9 p. AB - As part of a program to develop improved knee thigh-hip injury criteria, the dynamic force-deflection responses of twenty knee/femur complexes from eleven unembalmed cadavers were measured under knee loading directed along the length of the femur. An interface that was molded to the shape of each cadaver's knee was used to distribute applied loads across the patella and femoral condyles. A fixed femoral head boundary condition was used to minimize inertial effects, allowing the skeletal stiffness of the knee/femur complex to be characterized. Average knee/femur stiffness is 0.37 kN/mm. This value primarily represents the stiffness of the femur because the molded-knee interface minimizes the contribution of knee compliance to the whole knee/femur stiffness. Corridors developed from the cadaver knee/femur force-deflection responses were used to evaluate the response of the knee/femur complex of the Hybrid III and THOR. Prior to about 2 mm of deflection, the Hybrid III is 2.4-fold stiffer than the upper bound of the cadaver response corridor and the THOR is 1.9-fold stiffer. After 2 mm of deflection, the Hybrid III knee/femur complex response is approximately sixteen times stiffer than the upper bound of the cadaver corridor, while the THOR knee/femur response is approximately three times stiffer. For the covering abstract see ITRD E825082. KW - Accident KW - Cadaver KW - Cadavers KW - Conference KW - Conferences KW - Crashes KW - Deflection KW - Deflection KW - Knee KW - Knee (human) KW - Leg KW - Leg (human) KW - Load KW - Loads KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/750671 ER - TY - JOUR AN - 00987231 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Maki, T AU - ASAI, T AU - KAJZER, J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF FUTURE PEDESTRIAN PROTECTION TECHNOLOGIES PY - 2003/05 SP - 12 p. AB - Because many pedestrians suffer fatal head injuries in traffic accidents in Japan, methods of evaluating pedestrian head protection are being investigated along with various technologies for improving the energy-absorbing characteristics of the vehicle body. One approach to improve energy-absorption is to expand available energy-absorbing space. However, this approach has a considerable influence on vehicle design, which is directly related to fuel economy. Accordingly, future technologies for increasing energy-absorbing space through the use of devices or for reducing the head impact velocity itself are also considered important. This paper describes two future pedestrian protection technologies that have less effect on vehicle design. One is a "rear-rising hood" that increases the energy-absorbing space at the time of a vehicle-pedestrian collision. The other is an "airbag system for controlling pedestrian collision kinematics" that can help reduce the head impact velocity against the vehicle by helping to control the kinematics of a pedestrian following a collision with a vehicle. The "rear-rising hood" is designed to raise the rear part of the hood upon estimating or detecting an imminent collision between a pedestrian's head and the vehicle. It uses an electric motor to drive an actuator that raises the rear part of the hood by 100 mm and can also lower the hood again. In collision tests conducted with a pedestrian dummy and an experimental vehicle fitted with the system, it was found that head injury values were reduced by 50% under certain controlled conditions. The "airbag system for controlling pedestrian collision kinematics" features an airbag mounted at the front of the vehicle to control the collision kinematics of a pedestrian. This system can help serve to control the collision kinematics of a pedestrian's lumbar region such that it moves upward over the hood leading edge instead of rotating around the hood edge. In collision stead tests conducted with an experimental vehicle fitted with this system, it was found that the impact velocity of the pedestrian dummy's head against the vehicle was reduced by 50% under certain controlled conditions. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Air bag (restraint system) KW - Air bags KW - Biomechanics KW - Biophysics KW - Bonnet (car) KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Energy KW - Energy KW - Head KW - Head KW - Hoods KW - Injuries KW - Injury KW - Pedestrian KW - Pedestrians KW - Prevention KW - Prevention UR - https://trid.trb.org/view/750673 ER - TY - JOUR AN - 00987246 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - CAPPON, H AU - van Ratingen, M AU - Wismans, J AU - HELL, W AU - LANG, D AU - SVENSSON, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - WHIPLASH INJURIES, NOT ONLY A PROBLEM IN REAR-END IMPACT PY - 2003/05 SP - 9 p. AB - Even though the risk of whiplash injury is the highest in rear-end impact, there is an increased focus on frontal and frontal-oblique impact during recent years. The amount of injuries in these directions may be larger than in rear-end impact. Therefore, a European project was initiated to investigate causes and countermeasures in this area, as was previously done for rear-end impact. Accident studies showed that the number of whiplash cases was generally higher in frontal impact compared to rear-end. In all impact directions, the injury risk for female occupants was about twice the risk of male occupants. Given these results, there is a need for occupant protection against whiplash in frontal impact as well. Since there is no omni-directional whiplash dummy on the market, one of the aims was also to develop such a device. As a start several existing dummies, like THOR, Hybrid III, BioRID and RID2 were evaluated for this purpose. So far none of these dummies seemed fit to handle all the directions wished. The first start of more detailed development was to obtain typical human responses with human volunteers and post mortem human subjects. These tests will then be used for the whiplash dummy evaluation. Future work will concentrate on dummy development and evaluation, test methods and evaluation of seats available on the European market and the definition of seat parameters, which could reduce whiplash injury risk. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Cadaver KW - Cadavers KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crash severity KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Females KW - Frontal crashes KW - Hazards KW - Head on collision KW - Human beings KW - Injuries KW - Injury KW - Injury severity KW - Man KW - Risk KW - Risk assessment KW - Seat (veh) KW - Seats KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - Vehicle occupant KW - Vehicle occupants KW - Vertebrae KW - Woman UR - https://trid.trb.org/view/750688 ER - TY - JOUR AN - 00987248 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ANDERSON, J AU - SADEGHI, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - INFLUENCE OF PASSENGERS DURING COACH ROLLOVER PY - 2003/05 SP - 10 p. AB - UN-ECE Regulation 66 provides rollover safety for coach passengers by ensuring an adequate residual space remains during a standard rollover test. At present the energy requirement of the coach superstructure depends directly upon the unladen mass of the vehicle, with the passenger mass assumed to be self-arresting. However, all modern coaches possess either 2- or 3- point seatbelts and if used by the passengers, the extra mass coupled to the coach structure increases the amount of energy to be absorbed during the rollover test. Within the EC and Department for Transport (UK) funded ECBOS (Enhanced Coach and Bus Occupant Safety) project, bay section rollover testing and validated computer simulations were performed in order to quantify the influence of the passenger mass on the structural deformation during rollover. This work found that the percentage mass of the occupant that is effectively coupled to the coach structure during rollover was 71% for lap-belts, 93% for 3-point belts and 18% for unrestrained. These results will now be used for possible modernisation and updating of Regulation 66. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Buses KW - Coach KW - Conference KW - Conferences KW - Energy KW - Energy KW - Impact test (veh) KW - Impact tests KW - Manual safety belts KW - Overturning KW - Overturning (veh) KW - Safety belt KW - Seat belts KW - Simulation KW - Simulation KW - Specification (standard) KW - Standards KW - Use KW - Use KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750690 ER - TY - JOUR AN - 00987263 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ONO, Y AU - HOSONO, T AU - KIMURA, Y AU - TAKATORI, O AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - CHILD RESTRAINT SYSTEM ASSESSMENT PROGRAM IN JAPAN PY - 2003/05 SP - 11 p. AB - This paper attempts to summarize Japan's child restraint system (CRS) assessment program, which was initiated in 2001. The CRS assessment program was launched to assess the performance of universal CRSs in response to the rising numbers of killed or injured child car passengers in recent years as well as in response to the introduction of a regulation in April 2000 that mandates the use of CRSs for children under six years old. The assessment comprised frontal collision and usability tests (evaluation of ease of use). The frontal collision tests were carried out using the body of a production car, which was mounted on a sled. The test speed was 55 km/h, the same as used in Japan's New Car Assessment Program (JNCAP). The usability test assessed the design and foolproof features of the CRSs. The assessment covered CRSs for infants (up to 10 kg) and toddlers (9 kg to 18 kg). The CRSs for infants were examined for backward-facing and/or bed. All toddler CRSs tested were forward-facing. The evaluation items for the frontal collision tests were decided in reference to Japanese, United States and European safety standards. Since it is important to check whether weaker parts of toddlers are at risk of injury by pressure from restraints such as harnesses or padding, the adoption of electric pressure sensors to measure abdominal pressure was considered. For the covering abstract see ITRD E825082. KW - Abdomen KW - Abdomen KW - Child KW - Children KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Infant KW - Infants KW - Japan KW - Japan KW - Manual safety belts KW - Pressure KW - Pressure KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Sensor KW - Sensors UR - https://trid.trb.org/view/750705 ER - TY - JOUR AN - 00987265 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - AKIYAMA, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ANALYSIS OF LARGE TRUCK ACCIDENTS IN JAPAN PY - 2003/05 SP - 9 p. AB - The particularities of accidents involving large trucks (GVW of 8 tons or larger) in Japan and the future direction of applicable safety measures will be examined herein. ITARDA carries out microscopic investigation of approximately 300 accidents per year, thereby providing even more detailed data on accidents. The present study, in which the particularities of accidents involving large trucks are analyzed in terms of the relationship with their causes, is based on the traffic statistics for the year 2000 presented by ITARDA. Large trucks referred to here are deemed to be ones whose gross vehicle weight (GVW) is eight tons or more, fatalities as ones where death occurred within 24 hours of the accident, and injuries include both serious and minor ones. Accidents attributable primarily to large trucks are ones where errors on the part of large trucks take up the greater part, i.e., are caused by large trucks. Accidents attributable secondarily to large trucks are ones where errors by large trucks take up a smaller part, i.e., in which large trucks are involved. For the covering abstract see ITRD E825082. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Error KW - Errors KW - Fatalities KW - Fatality KW - Human factor KW - Human factors KW - Injuries KW - Injury KW - Japan KW - Japan KW - Lorry KW - Trucks UR - https://trid.trb.org/view/750707 ER - TY - JOUR AN - 00987278 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - HUIJSKENS, C G AU - VROMAN, R AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - CHILD SAFETY: WHO'S MOVE IS IT? PY - 2003/05 SP - 6 p. AB - Today's approval of Child Restraint Systems (CRS) according to ECE Regulation 44-03 does not take into account the latest state-of-the-art knowledge concerning child vehicle occupant safety. For instance, while the present fleet of passenger cars has an average deceleration pulse of 35g in a frontal impact, the peak deceleration achieved in the dynamic sled test for a CRS approval is considerably less severe at approximately 20g. New product innovations like ISOFix have taken too much time to get an industry-wide agreement and new assessment methods and tools such as the 'side impact procedure with Q-dummies' are after 8 years of research still not implemented. The protection offered to child occupants in a passenger car accident could greatly benefit from a better co-operation between child restraint and car manufacturers and quicker implementation of new knowledge. Recognising this potential, the European consumer and government organisations wish for car manufacturers to be more responsible for the safely transport of children. These organisations are developing alternative test procedures that may overrule ECE R.44 in practise. This overview paper presents the European trends on child safety today and aims to give more background to the forces that are into play. In particular, it will focus on the following aspects with regard to the child vehicle occupant safety: The influence of consumer (EuroNCAP) and government (EEVC) organisations, new research projects (CHILD), assessment methods and proposed rating techniques (NCAPS); CRS safety regulations and standards (harmonisation) are discussed. Reviewing the facts about child safety today, it is no longer justifiable to approve an interchangeable CRS, based on a single pulse sled test, as an universal safety product for all types of passenger cars, because the loading of child restraint systems is completely different in a passenger car test (Euro NCAP) than in a standard sled test (ECE Regulation 44). For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Automobiles KW - Car KW - Child KW - Children KW - Conference KW - Conferences KW - Dummies KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Load KW - Loads KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Test method KW - Test procedures KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750720 ER - TY - JOUR AN - 00987280 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - HUIJSKENS, C G AU - SCHROOTEN, M AU - DE COO, P AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - FRONTAL OCCUPANT SAFETY SIMULATIONS FOR COACH AND BUS PASSENGERS PY - 2003/05 SP - 8 p. AB - In the EU each year approximately 20000 coaches of over 5000 kg are involved in accidents that result in personal injuries. Each year more than 30000 persons are seriously injured in these accidents, and over 150 occupants of buses and coaches suffer fatal injuries. In contrast to other accident data, no tendency for a significant reduction can be found. Only three EC Regulations (Appendix A) currently influence the structural and seat design for buses and coaches. The general objective of the EC RTD project "Enhanced Coach and Bus Occupant Safety" is to generate new knowledge that will allow further minimization of the incidence and cost of injuries caused by bus and coach accidents. One of the main tasks in this project is to make a detailed study of the occupant behaviour by performing MADYMO simulations, so that the injury causes in frontal impact can be determined. A detailed bus and occupant model are used to investigate the following items: the effect of different types of restraint systems, 2-point and 3-point seat belts; the interaction between several restraint systems and different sizes of adult occupants, and, as a special case, of children in (school) buses; recommendations for improving ECE/R.80. These investigations have led to a virtual interior assessment with multiple coach occupants, including optimization of seat design parameters. Simulation models like this can play an important role in identifying the benefit of new designs by application of new test methods and regulations. For the covering abstract see ITRD E825082. KW - Accident rate KW - Adult KW - Adults KW - Behavior KW - Behaviour KW - Biomechanics KW - Biophysics KW - Bus KW - Buses KW - Child KW - Children KW - Coach KW - Conference KW - Conferences KW - Crash rates KW - Design KW - Design (overall design) KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Simulation KW - Simulation KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750722 ER - TY - JOUR AN - 00987282 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ZOBEL, R AU - SCHWARZ, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - IMPROVEMENT OF COMPATIBILITY OF PASSENGER VEHICLES - NEXT FEASIBLE STEPS PY - 2003/05 SP - 6 p. AB - To investigate compatibility in a single case, it is possible to crash two vehicles against each other and evaluate the injury values and deformations in both vehicles. In the real accident world, infinite vehicle combinations are possible. This shows that it is difficult to gain compatibility evaluations by vehicle-to-vehicle crashes. Rather it is necessary to define a meaningful vehicle-to-barrier test. As already shown in previous publications, the first priority is to ensure sufficient survival space for the occupants. The current frontal offset test requirements use a deformable barrier face. Due to the limited energy absorption capability of the barrier face, the increase in energy absorption on collision is higher for heavier vehicles than for lighter vehicles. When two vehicles collide and if their closing velocity is less than their doubled design speed, then there is sufficient deformation energy available for this particular crash. This holds regardless of the mass ratio of the two vehicles. To avoid higher intrusions than in the barrier crash, it is necessary to have a compartment force sufficiently higher than the front end force level of the opponent car. Usually this is more challenging for the lighter car than for the heavier car. A mass-ratio of 1.6 seems to be a reasonable limit for compatible car-to-car collisions. There are several test procedures with potential to further investigate the compatibility issue, each having advantages and disadvantages: Full width rigid wall test including load cell wall (US NCAP); Full width deformable wall test including load cell wall (suggested by TRL with double honeycomb layer); Offset deformable barrier test including load cell wall; Progressive deformable barrier (PDB) including load cell wall; Progressive deformable barrier with a mass dependant impact speed; and Offset progressive deformable moving barrier. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Energy KW - Energy KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Head on collision KW - Speed KW - Speed KW - Test method KW - Test procedures UR - https://trid.trb.org/view/750724 ER - TY - JOUR AN - 00987295 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - DOKKO, Y AU - Anderson, R AU - MANAVIS, J AU - BLUMBURGS, P AU - MCLEAN, J AU - ZHANG, L AU - Yang, K H AU - King, A I AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - VALIDATION OF THE HUMAN HEAD FE MODEL AGAINST PEDESTRIAN ACCIDENT AND ITS TENTATIVE APPLICATION TO THE EXAMINATION OF THE EXISTING TOLERANCE CURVE PY - 2003/05 SP - 13 p. AB - The existing head injury criterion (HIC) is based on translational accelerations of the center of gravity of the head, while the importance of the rotational motion has been discussed over decades. Although most previous studies to establish injury criteria have depended on cadaver, human volunteer or animal experiments, ever-progressing computing techniques both in software and hardware are making such studies possible using virtual experiments by FE simulation. In reality, however, such simulation models must be fully validated against a real human body before they can be used for such studies, and these validations depend on the tests using animal and human material. In this paper, another approach to validate a human head FE model is introduced. Two cases of pedestrian accidents were selected from the accident database of the Road Accident Research Unit of the University of Adelaide and were reconstructed using a combination of physical testing and a FE model of the pedestrian/vehicle collision. The results of the FE model of the head were compared with the neuropathology of the actual victims to see if such an index as maximum principal strain was a correlate of the location and severity of injury. After a comparison between the results of the model and the neuropathology was made, a tentative application of the model was tried. A parametric study on translational acceleration and duration time was performed and the relationship between the simulated brain conditions and the existing head tolerance curve (WSUTC) were discussed. Finally, additional simulations where pure rotational motions were applied to the model showed the likelihood of injuries from these motions alone. From this, the need for a criterion that considers both translational and rotational motions was suggested. For the covering abstract see ITRD E825082. KW - Accident KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Finite element method KW - Finite element method KW - Forecast KW - Forecasting KW - Head KW - Head KW - Injuries KW - Injury KW - Injury severity KW - Pedestrian KW - Pedestrians KW - Severity (accid, injury) KW - Simulation KW - Simulation UR - https://trid.trb.org/view/750737 ER - TY - JOUR AN - 00987297 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SUZUKI, N AU - DEGUCHI, H AU - NAKAHAMA, R AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A STUDY FOR FAST ANALYSIS METHOD OF VEHICLE STRUCTURE FOR OFFSET CRASH PY - 2003/05 SP - 5 p. AB - A fast analysis method of vehicle body structure for offset crash test was investigated from the various parameters such as section properties, vehicle mass and crushable length in the engine compartment. A practical useful relationship between these parameters and the vehicle crashworthiness was determined. This method was very effective to implement a better new structure from the initial design stage before initiation of FEM simulation and to decrease iteration cycles by FEM simulation. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Body (car) KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Energy KW - Energy KW - Finite element method KW - Finite element method KW - Front KW - Front KW - Impact test (veh) KW - Motor vehicle bodies KW - Offset impact test KW - Simulation KW - Simulation KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750739 ER - TY - JOUR AN - 00987312 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MORRIS, A AU - THOMAS, P AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PENDANT - PAN-EUROPEAN CO-ORDINATED ACCIDENT AND INJURY DATABASES PY - 2003/05 SP - 7 p. AB - Annually within the European Union, there are over 40,000 road accident fatalities and 1.6 million other casualties and the majority of these are either the occupants of cars or are in collision with a car. The European Commission now has competency for vehicle-based injury countermeasures through the Whole Vehicle Type Approval system. As a result of this, the Commission has recently recognised that casualty reduction strategies must be based on a full understanding of the real-world accident data in conditions broadly representative of the European Union and that vehicle safety countermeasure effectiveness must be properly evaluated. To this effect, a new study known as PENDANT (short for Pan-European Co-ordinated Accident and Injury Databases) commenced in January 2003. This study is developing a co-ordinated set of targeted, in-depth crash data resources to support European Union vehicle and road safety policy. Over the course of the next three years, around 1100 investigations of crashes involving injured car occupants will be conducted in eight EU countries to a common protocol. The data will be further enhanced by the linking of hospital and police information to provide additional data on the trends and injury patterns of over 60,000 road users of all types. This paper describes the methodology and purposes of the study and expected impact within the European Union. It is expected that the end result of the study will be a co-ordinated system to inform European vehicle safety policy in a systematic integrated manner. Furthermore, the results of the data analyses will provide new directions to develop injury countermeasures and regulations. For the covering abstract see ITRD E825082. KW - Accident KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Database KW - Databases KW - Eu KW - European Union KW - Fatalities KW - Fatality KW - Injuries KW - Injury KW - Injury severity KW - Prevention KW - Prevention KW - Severity (accid, injury) KW - Statistics KW - Statistics KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750754 ER - TY - JOUR AN - 00987314 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MARTIN, J-L AU - DERRIEN, Y AU - Laumon, B AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ESTIMATING RELATIVE DRIVER FATALITY AND INJURY RISK ACCORDING TO SOME CHARACTERISTICS OF CARS AND DRIVERS USING MATCHED-PAIR MULTIVARIATE ANALYSIS PY - 2003/05 SP - 9 p. AB - Characteristics of cars, such as mass and age, play a significant role in crash severity, but their effect are difficult to quantify because of the great number of factors altering the outcome of a real world accident. In order to focus on the crashworthiness of cars, risk factors of severity suffered by the drivers involved in two-car accidents recorded by the police in 1996-2000 in France were examined. From them, three matched case control studies were undertaken where both drivers have different severity levels: killed or injured vs. uninjured; severely injured vs. slightly injured; and killed vs. injured. Odds-Ratios are estimated by conditional logistic regression. The risk of being injured decreases with the weight of the car, coming to six times lower when driving a 1200 kg or more car compared to a 800 kg or less car. The risk of being killed rather than injured increases with the age of the car, reaching the highest value when comparing cars manufactured before 1990 with more recent ones. As expected, highest risks of death or injury are shown for side-impacted cars, seat belt wearing is confirmed as being very protective and drivers of vehicles with frontal airbag are less frequently injured. The risk of being injured or killed increases with the age of the driver, and is higher for women. These characteristics of drivers are associated with both their way of driving and their capacity to withstand an impact, and it was then necessary to adjust estimates on that basis. Results showed that recent cars provide better protection, but confirm that the compatibility of cars with each other according to their weight is an important issue. It also corroborates the necessity of adaptive safety devices which take the characteristics of a car occupant into account. For the covering abstract see ITRD E825082. KW - Age KW - Age KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Crash severity KW - Driver KW - Drivers KW - Fatalities KW - Fatality KW - Females KW - Hazards KW - Injuries KW - Injury KW - Injury severity KW - Manual safety belts KW - Risk KW - Risk assessment KW - Safety belt KW - Seat belts KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - Weight KW - Weight KW - Woman UR - https://trid.trb.org/view/750756 ER - TY - JOUR AN - 00987329 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Kodaka, K AU - OTABE, M AU - URAI, Y AU - KOIKE, H AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - REAR-END COLLISION AVOIDANCE ASSIST SYSTEM PY - 2003/05 SP - 7 p. AB - Rear-end collisions occur at higher frequency in Japan. The causes of rear-end collisions were therefore investigated. Accident statistics were used to conduct a statistical traffic accident analysis. Simulation was then used to perform an accident analysis on the basis of those studies. The results suggested that many of these accidents were caused by momentary inattention during daily driving. Research was therefore carried out to determine what kind of collision avoidance assist system would be effective for use at such times. The researched system used warning and brake control. The warning timing was set so that it would not interfere with the driver nor lose its impact as a warning. The result was creation of a system capable of contributing to the reduction of rear-end collisions. For the covering abstract see ITRD E825082. KW - Adaptive cruise control KW - Alertness KW - Attention KW - Braking KW - Braking KW - Conference KW - Conferences KW - Crash avoidance systems KW - Driver KW - Drivers KW - Intelligent transport system KW - Intelligent transportation systems KW - Rear end collision KW - Rear end crashes KW - Warning KW - Warning systems UR - https://trid.trb.org/view/750771 ER - TY - JOUR AN - 00987331 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MCCULLOUGH, C A AU - WU, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - APPLICATIONS OF THE CRASH INJURY RESEARCH AND ENGINEERING NETWORK (CIREN) DATABASE PY - 2003/05 SP - 8 p. AB - The Crash Injury Research and Engineering Network (CIREN) is a multi-center collaborative research program that focuses on in-depth studies of serious motor vehicle crashes. Researchers collect and analyze data in order to improve vehicle design, and the treatment and rehabilitation of crash victims resulting in a reduction of injuries, deaths, disabilities, and human and economic costs. This paper will examine the data that are available in CIREN and show how the enhanced level of injury information can be used to complement the data currently found in other data collection systems that are used to identify injury trends in certain types of crashes. CIREN is also the name of a research tool being developed, updated, enhanced, and maintained by the Volpe National Transportation Systems Center (Volpe) in Cambridge, Massachusetts, to help researchers collect and review injury data. Variables for CIREN crash reconstruction data are an extension of the National Automotive Sampling System (NASS) Oracle data model. Variables for the medical injury data are based on a variety of sources, including the National Trauma Registry, the Orthopedic Trauma Association, and the Uniform Pre-Hospital EMS Data Elements. CIREN has established a number of outreach and education information dissemination programs at their respective centers. This paper will also show how this information is used to train and educate first responders to be more aware of crash circumstances that can be relayed to emergency room personnel to assist them in identifying and treating injuries that may not be apparent. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Crash severity KW - Data acquisition KW - Data collection KW - Design KW - Design (overall design) KW - Emergencies KW - Emergency KW - Fatalities KW - Fatality KW - Incident detection KW - Incident detection KW - Injuries KW - Injury KW - Injury severity KW - Medication KW - Medication KW - Prevention KW - Prevention KW - Severity (accid, injury) KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750773 ER - TY - JOUR AN - 00987346 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ARNDT, S M AU - STEVENS, D C AU - ARNDT, M W AU - METZ, L D AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - THE IMPORTANCE OF DYNAMIC TESTING IN DETERMINING THE YAW STABILITY OF VEHICLES PY - 2003/05 SP - 7 p. AB - The fundamental understeer/oversteer signature of a vehicle has historically been evaluated through steady state circular skid pad testing done according to one of the four methodologies outlined in SAE J266. These tests evaluate a vehicle's fundamental handling behavior but are insufficient to fully establish its yaw stability and control characteristics and performance envelope. Transient testing of the vehicle is also necessary because vehicles are not operated under steady state conditions. This becomes of greatest importance in an emergency situation where a driver must respond quickly. For good handling and control, it is necessary for a vehicle to understeer in circular skid pad testing. Additionally, the vehicle must not become yaw-unstable in a J-turn. In the present work, full-scale handling tests were conducted on a 15-passenger van configured in a variety of loading and design conditions. The test results showed substantial differences in vehicle performance when comparing steady state tests (constant radius tests per SAE J266) and transient tests (J-turns). The tests revealed some undesirable handling characteristics during the transient maneuvers that were not uncovered by steady state tests alone. Design changes were tested and found to substantially improve the dynamic handling characteristics of the vehicle. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Driving KW - Emergencies KW - Emergency KW - Skidding KW - Skidding KW - Steering KW - Steering (process) KW - Test method KW - Test procedures KW - Vehicle KW - Vehicle handling KW - Vehicles KW - Yaw KW - Yaw KW - Yawing (veh) UR - https://trid.trb.org/view/750788 ER - TY - JOUR AN - 00987348 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - JIANG, T AU - Grzebieta, R H AU - Rechnitzer, G AU - Richardson, S AU - ZHAO, X L AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - REVIEW OF CAR FRONTAL STIFFNESS EQUATIONS FOR ESTIMATING VEHICLE IMPACT VELOCITIES PY - 2003/05 SP - 11 p. AB - This paper reviews different force versus crush empirical equations for cars used in accident reconstruction over the past three decades. These equations are compared to numerous data obtained from various sources. A strategy for selecting the most appropriate equations to use for determining the frontal stiffness characteristics of a car for accident reconstruction, simulation modeling, and design purposes is also proposed. Estimates of error bands for a particular strategy chosen, given available crash test data, are also provided. For the covering abstract see ITRD E825082. KW - Automobiles KW - Calculation KW - Calculation KW - Car KW - Conference KW - Conferences KW - Crash reconstruction KW - Front KW - Front KW - Mathematical model KW - Mathematical models KW - Reconstruction (accid) KW - Simulation KW - Simulation KW - Speed KW - Speed KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/750790 ER - TY - JOUR AN - 00987363 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - FRANKLYN, M AU - Fildes, B AU - DWARAMPUDI, R AU - ZHANG, L AU - Yang, K AU - SPARKE, L AU - EPPINGER, R AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ANALYSIS OF COMPUTER MODELS FOR HEAD INJURY INVESTIGATION PY - 2003/05 SP - 15 p. AB - Motor vehicle crashes are the most common cause of serious head injury. Over the past decade, improvements to seat belts and frontal airbags have reduced the incidence and severity of injuries sustained in frontal crashes, but are less effective in side impact crashes. Prior studies have shown that both excessive linear and rotational accelerations are the cause of head injury. Although the Head Injury Criteria (HIC) has been beneficial as an indicator of head injury risk, it only considers linear acceleration only. With the rapid increase in computational power, advanced models of the head/brain complex have been developed in order to gain a better understanding of head injury biomechanics. While these models have been verified against laboratory experimental data, there is a lack of suitable real-world data available for validation. Hence, the objective of the current study is to use real-world data to predict injury outcomes using computer models of the head, and to validate the model results against the actual injuries sustained in two real-world crashes. Two computer models of the head were used: The Wayne State University Head Injury Model (WSUHIM) and the NHTSA Simulated Injury Monitor (SIMon). The HIC was also calculated for comparision. The use of computer models of the brain provide a useful tool for the prediction of brain injury in motor vehicle crashes and may be able to replace criteria such as the HIC in the future. For the covering abstract see ITRD E825082. KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Crash severity KW - Forecast KW - Forecasting KW - Head KW - Head KW - Injuries KW - Injury KW - Injury severity KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - Simulation KW - Simulation UR - https://trid.trb.org/view/750805 ER - TY - JOUR AN - 00987365 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - RABBIOLO, G AU - DI DOMENICO, L AU - NUSHOLTZ, G S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - FUNDAMENTAL RELATION BETWEEN FIRE TIME AND IMPACT SEVERITY ESTIMATION UNCERTAINTY PY - 2003/05 SP - 8 p. AB - The concept of information flow applied to crash sensing in airbag systems was further developed. An asymptotic formula for the amount of information available to an airbag module is obtained. This formula is applied to study the information flow in a linear spring-mass model and it gives a simple and insightful relationship between the fire time of an airbag and the accuracy of the estimation of the initial impact velocity. This relationship is in the form of an "uncertainty principle" describing the balance between the amount of time needed for the airbag sensor to estimate the severity of an impact and the uncertainty of the estimation itself. An application of the result, based on actual crash data, is presented to illustrate the analytical result. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Data acquisition KW - Data collection KW - Design KW - Design (overall design) KW - Sensor KW - Sensors UR - https://trid.trb.org/view/750807 ER - TY - JOUR AN - 00987380 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - McLaughlin, S B AU - HANKEY, J M AU - Green, C A AU - Kiefer, R J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DRIVER PERFORMANCE EVALUATION OF TWO REAR PARKING AIDS PY - 2003/05 SP - 9 p. AB - Four levels of parking aids were tested using 32 participants in two age groups with equal numbers of men and women. Levels of parking aid were: no aid, ultrasonic rear park assist (URPA) with an auditory/visual distance to an object interface, a video view to the rear, and a combination of URPA with video view. Using a sport-utility vehicle, eighteen participants between 45 years and 55 years, and 14 participants 60 years and older performed five parking tasks: entering and exiting a parallel space, entering and exiting a perpendicular space, and backing to a trailer hitch. Participants reported higher scores of parking quality and judging distance to other objects with the video system than without. Objective measures including time to park, final position and angle in parking space showed differences based on parking aid system (URPA versus video). Age groups and replication number also showed differences. Total eye glance times to different areas of the vehicle showed differences based on parking aid system. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Driver assistance system KW - Driver support systems KW - Driving KW - Driving (veh) KW - Intelligent transport system KW - Intelligent transportation systems KW - Motor vehicle navigational aids KW - Parking KW - Parking KW - Test KW - Tests UR - https://trid.trb.org/view/750822 ER - TY - JOUR AN - 00987382 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - POHL, J AU - EKMARK, J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A LANE KEEPING ASSIST SYSTEM FOR PASSENGER CARS - DESIGN ASPECTS OF THE USER INTERFACE PY - 2003/05 SP - 8 p. AB - Many road departure accidents are caused by the drivers' lack of attention. This is in many cases due to distraction, drowsiness or intoxication. The Lane Keeping Aid System (LKAS) described in the paper intends to be used as an active safety system, thus aiming at decreasing the amount of unwanted lane departures. The challenge in the development of such kinds of functions lies in the determination of dangerous situations and the design of appropriate warning/intervention strategies. The system is intended to go unnoticed with the driver and intervenes only in instances where the driver mismanages steering control. Unlike systems which issue an audible sound, the type of warning is a tactile feedback via the steering wheel. The torque is designed in a way that it communicates to the driver the appropriate steering wheel angle required in order to return in lane. In this paper, both the underlying ideas for such a lane departure warning system and test track measurements are presented and discussed. For the covering abstract see ITRD E825082. KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Driver KW - Driver assistance system KW - Driver support systems KW - Drivers KW - Driving KW - Driving (veh) KW - Intelligent transport system KW - Intelligent transportation systems KW - Motor vehicle navigational aids KW - Steering wheel KW - Steering wheels KW - Tactile KW - Tactile perception KW - Traffic lane KW - Traffic lanes KW - Warning KW - Warning systems UR - https://trid.trb.org/view/750824 ER - TY - JOUR AN - 00987395 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Muser, M AU - HELL, W AU - Schmitt, K-U AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - HOW INJURY CRITERIA CORRELATE WITH THE INJURY RISK - A STUDY ANALYSING DIFFERENT PARAMETERS WITH RESPECT TO WHIPLASH INJURY PY - 2003/05 SP - 7 p. AB - This study analyses the significance of different injury criteria by comparing results obtained in sled test experiments to real world accident data. Standard rear-end sled test conditions (sled velocity 16km/h, 6g trapezoidal pulse) and recent car seats were used in the tests. A BioRID and a RID 2 dummy were utilised. Various parameters including the head and neck acceleration, neck bending moments, the shear forces as well as the head-to-head restraint distance were derived from the tests. The neck injury criteria NICmax, Nkm and the rebound velocity were calculated. In a next step, the results from the sled tests were compared with the risk of neck injury as determined from an accident data base. This data base contains several thousand files collected by a major German insurance company and records technical aspects as well as medical outcome (e.g. duration of symptoms). Thus, it was possible to specifically assign the neck injury risk to a certain seat tested in the sled tests. Finally, the correlation of the injury risk with several of the parameters obtained from the sled tests is presented. It was observed that for the BioRID, the Nea component of the Nkm correlated best. Although for the NICmax a trend of increasing values for increasing injury risk was observed, the effect was less pronounced than for Nea. Using the RID 2, it was shown that the parameters analysed correlate in a similar fashion, but on different absolute levels. Consequently, it is recommended not to rely on a single criterion but to analyse different criteria in order to assess the protection potential of car seats in rear-end collisions. For the covering abstract see ITRD E825082. KW - Cervical vertebrae KW - Conference KW - Conferences KW - Database KW - Databases KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Risk KW - Risk assessment KW - Seat (veh) KW - Seats KW - Vertebrae UR - https://trid.trb.org/view/750837 ER - TY - JOUR AN - 00987397 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MCLUNDIE, W M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - SIMULATION OF 2-WHEELED RIDER TO CAR ACCIDENT SCENARIOS, USING AN ADAPTED LS-DYNA PEDESTRIAN HUMANOID PY - 2003/05 SP - 9 p. AB - To provide a foundation for understanding 2-wheeled accidents in greater detail, a pedestrian finite element humanoid model developed by Ford is being adapted to examine 2-wheeled rider to car crash scenarios. The paper will describe the systematic approach to construction and correlation of the total system, and areas of interest that are worthy of further investigation. Bicycles and powered two-wheelers are mixing with increasing numbers of cars and trucks in the emerging markets of the world. The paper shows the statistical relevance of 2-wheelers in global transport terms. Additionally, if you include the possibility of more people taking to two wheels in the West (due to issues such as congestion charging), the potential for a large increase in the already significant numbers of rider casualties needs to be recognised by all those involved in road transportation safety. This paper will discuss the current situation in terms of available accident statistics for 2-wheelers and the societal trends that point to the need for more research in this area. For the covering abstract see ITRD E825082. KW - Accident rate KW - Anthropometric dummy KW - Anthropometry KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crash rates KW - Crashes KW - Cyclist KW - Cyclists KW - Dummies KW - Hazards KW - Motorcyclist KW - Motorcyclists KW - Pedestrian KW - Pedestrians KW - Risk KW - Risk assessment KW - Statistics KW - Statistics UR - https://trid.trb.org/view/750839 ER - TY - JOUR AN - 00987399 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Duma, S M AU - Jernigan, M Virginia AU - Stitzel, J D AU - HERRING, I P AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - EYE INJURY INCIDENCE AND MECHANISMS IN FRONTAL AUTOMOBILE CRASHES PY - 2003/05 SP - 12 p. AB - The purpose of this study was to determine the incidence of eye injuries resulting from frontal automobile crashes and discuss the relevant injury mechanisms. In order to determine eye injury incidence, cases in NASS were selected from the years 1993-9 that include drivers and front seat occupants only, while excluding ejected occupants and rollovers. In addition, only frontal impacts were considered, which are defined as having a primary direction of force of 11, 12, or 1 o'clock. The analysis included 10,770,828 front seat occupants from 22,236 cases for 1993-9. An analysis of the cases indicates that 3.1% of occupants exposed to an airbag deployment sustained an eye injury, compared to 2.0% of those occupants not exposed to an airbag deployment. Moreover, there was a significant increase in the risk of corneal abrasion for occupants exposed to an airbag deployment (p=0.03). Although the risk of eye injuries increases with airbag exposure, this study illustrates that airbags reduce the incidence of orbital fractures. To analyze this, a new four-level eye injury severity scale was developed that quantifies injuries based on recovery time, need for surgery, and possible loss of sight. A new finite element model of the eye was created using the LS-Dyna dynamic solver and was utilized to examine eye injury mechanisms. The model has the cornea and sclera defined as Lagrangian membrane elements and the liquid aquous humor and vitereous defined and Eulerian fluids. The model was validated using a range of impacting objects at velocities ranging from 12 m/s to 55 m/s. This model is the first model capable of correctly simulating the large deformation mechanics of blunt ocular trauma. Using the model, it was observed that highly localized strains in the cornea and ciliary body were most closely related to the severe injuries identified in the case studies. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Analog model KW - Analog simulation KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Crash severity KW - Eye KW - Finite element method KW - Finite element method KW - Frontal crashes KW - Hazards KW - Head on collision KW - Injuries KW - Injury KW - Injury severity KW - Risk KW - Risk assessment KW - Severity (accid, injury) KW - Simulation KW - Simulation KW - Speed KW - Speed KW - Vision UR - https://trid.trb.org/view/750841 ER - TY - JOUR AN - 00987216 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - YAMAMOTO, S AU - SAITO, A AU - NAGASAKA, K AU - Sugimoto, Shinta AU - Mizuno, K AU - TANAKA, E AU - KABAYAMA, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - THE STRAIN-RATE DEPENDENCE OF MECHANICAL PROPERTIES OF RABBIT KNEE LIGAMENTS PY - 2003/05 SP - 9 p. AB - This study is concerned with the mechanical properties of knee joint ligaments, which are frequently injured in car-to-pedestrian collisions. Because of the lack of knowledge of the dynamic properties of these ligaments, there are some difficulties in finite element simulations of a car-to-pedestrian accident. Tensile tests were conducted on the rabbit medial collateral ligament (MCL) and anterior cruciate ligament (ACL) to evaluate the strain-rate dependence of their mechanical properties. The failure stress of the MCL increased with the strain rate. The avulsion load of the MCL tibial insertion was lower than the failure load of the MCL in all conditions tested. Three types of failure patterns were observed in the femur-ACL-tibia complex. The tangent modulus and the maximum stress of the ACL complex increased with the strain rate. The strain-rate dependence of the mechanical properties of knee ligaments was evaluated quantitatively. The results are expected to be useful for discussion of the injury criteria for the (human) knee joint and its protection. For the covering abstract see ITRD E825082. KW - Accident KW - Automobiles KW - Biomechanics KW - Biophysics KW - Car KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Injuries KW - Injury KW - Knee KW - Knee (human) KW - Pedestrian KW - Pedestrians UR - https://trid.trb.org/view/750658 ER - TY - JOUR AN - 00987227 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - LANGWEIDER, K AU - GWEHENBERGER, J AU - HUMMEL, T AU - BENDE, J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - BENEFIT POTENTIAL OF ESP IN REAL ACCIDENT SITUATIONS INVOLVING CARS AND TRUCKS PY - 2003/05 SP - 9 p. AB - The Electronic Stability Program, or ESP, for passenger cars, leads to a stabilization of the vehicle in adverse circumstances on the road or during evasive manoeuvers by means of a selective intervention in the braking system and the resulting regulation of the yawing moment. This is of particular importance during evasive manoeuvers, when counter-steering and when accelerating or decelerating during cornering. Furthermore, stability control systems such as this are about to be released on to the market for commercial vehicles. In conjunction with additional roll-over prevention systems, this represents real potential in the avoidance of accidents, in particular rollover and jack-knifing. In this context, the Institute for Vehicle Safety Munich (IFM) investigated the benefit potential of ESP in real accident situations by means of a detailed analysis of several accident databases. On the one hand, they determined the maximum possible benefits and on the other hand they analyzed and categorized individual accidents where ESP could exert a positive influence. Loss of control could be observed in approx. 25 to 30% of all car accidents involving personal injury. In the case of trucks, up to 9% of serious accidents could have been positively influenced or even prevented using an ESP. Finally, limitations of these modern technical systems will be outlined and possible future problems such as poor maintenance will be discussed. For the covering abstract see ITRD E825082. KW - Accident prevention KW - Conference KW - Conferences KW - Control KW - Control KW - Driver assistance system KW - Driver support systems KW - Driving KW - Intelligent transport system KW - Intelligent transportation systems KW - Jack knifing KW - Jackknifing KW - Lorry KW - Motor vehicle navigational aids KW - Overturning KW - Overturning (veh) KW - Prevention KW - Safety KW - Stability KW - Stability (Mechanics) KW - Trucks KW - Vehicle KW - Vehicle handling KW - Vehicles UR - https://trid.trb.org/view/750669 ER - TY - JOUR AN - 00987234 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - DAKIN, G J AU - ARBELAEZ, R A AU - NOLAN, J M AU - ZUBY, D S AU - LUND, A K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - INSURANCE INSTITUTE FOR HIGHWAY SAFETY SIDE IMPACT CRASHWORTHINESS EVALUATION PROGRAM: IMPACT CONFIGURATION AND RATIONALE PY - 2003/05 SP - 12 p. AB - The Insurance Institute for Highway Safety (IIHS) has begun a new side impact crashworthiness evaluation program using tests that represent impacts from large pickup trucks or sport utility vehicles. Such vehicles are increasingly common in the North American fleet and often are the striking vehicles in side impacts with serious injuries. Earlier reports document the research underpinning the design of the new IIHS moving deformable barrier (MDB) and the selection of the SID-IIs dummy for the driver and left rear passenger positions. In this report, research is discussed in which alternative mass (1,500 or 1,900 kg), impact speed (48.3 or 50.0 km/h), and approach angle (crabbed or perpendicular) of the MDB were investigated. Impact speed affected dummy injury measures and kinematics more than mass or approach angle. Based on these results, the impact configuration for the side impact program specifies a 1,500 kg MDB, a perpendicular impact into the side of a stationary vehicle, and a test speed of 50.0 km/h. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Delivery vehicle KW - Delivery vehicles KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Side crashes KW - Side impact KW - Speed KW - Speed KW - Sport utility vehicle KW - Sport utility vehicles UR - https://trid.trb.org/view/750676 ER - TY - JOUR AN - 00987241 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - IYOTA, T AU - ISHIKAWA, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - THE EFFECT OF OCCUPANT PROTECTION BY CONTROLLING AIRBAG AND SEATBELT PY - 2003/05 SP - 10 p. AB - Recent research revealed that greater proportion of heavier male occupants and lighter female occupants sustain serious injuries in frontal crash. The cause is thought that the frontal occupant restraint systems are designed to minimize the injury risk for 50th percentile occupant only, and its characteristics are not adjustable. In this study, vent hole area of the airbag and load limiter force of the seat belt were controlled according to occupant sizes, and the effect of occupant protection for different occupant sizes were evaluated. MADYMO 3D was used in this analysis, and evaluation was performed not only in the 5th, 50th and 95th percentile occupant size dummies, but also in the various physiques occupant size dummies. The various physiques occupant size dummies were created using the physique scaling application of MADYMO. As a result, all sizes of occupant dummies, from 5th to 95th percentile occupant dummies were evaluated, and injury severity of those occupant dummies is described. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Crash severity KW - Dimension KW - Dummies KW - Frontal crashes KW - Head on collision KW - Injury severity KW - Manual safety belts KW - Safety belt KW - Seat belts KW - Severity (accid, injury) KW - Simulation KW - Simulation KW - Size KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750683 ER - TY - JOUR AN - 00987252 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - RICHARDSON, S A AU - Rechnitzer, G AU - Grzebieta, R H AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A METHODOLOGY FOR ESTIMATING VEHICLE ROLLOVER PROPENSITY THAT COMBINES STABILITY FACTOR AND HANDLING METRICS PY - 2003/05 SP - 12 p. AB - Although vehicle rollovers represent a low percentage of all vehicle crashes, rollovers are disproportionably represented in terms of vehicle occupant injuries and fatalities. The National Highway Transport Safety Administration (NHTSA) has been consistently exploring the issues relating to rollover. NHTSA have implemented a star rating system to inform consumers of the rollover propensity of vehicles as part of the New Car Assessment Program. The NHTSA propensity rating is based on the Stability Factor (SF). Recent work by Monash University Accident Research Centre (MUARC) for the Victorian Police Force resulted in a range of a vehicle functional performance criteria being developed and utilised. A specific criterion relating to vehicle handling and SF was proposed. There is sufficient evidence to support the contention that SF and the rate of "real world rollovers" are linked. It is considered that the 'apparent noise' (scatter) within the SF data is due to vehicle handling. This paper proposes a methodology that allows the combination of the SF and handling characteristic to be measured for a specific vehicle and enables the probability of rollover per single vehicle crash to be estimated. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Crash severity KW - Driving KW - Forecast KW - Forecasting KW - Impact test (veh) KW - Impact tests KW - Injury severity KW - Overturning KW - Overturning (veh) KW - Severity (accid, injury) KW - Stability KW - Stability (Mechanics) KW - Vehicle handling UR - https://trid.trb.org/view/750694 ER - TY - JOUR AN - 00987259 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - TAKAGI, H AU - MARUYAMA, A AU - DIX, J AU - KAWAGUCHI, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - MADYMO MODELLING METHOD OF ROLLOVER EVENT AND OCCUPANT BEHAVIOR IN EACH ROLLOVER INITIATION TYPE PY - 2003/05 SP - 8 p. AB - The purpose of this research was to understand the differences between vehicle and occupant kinematics for the various forms of rollovers. In particular the occupant kinematics in the initial phase of the rollover was studied, which is critical in determining the restraint system activation timing. Six rollover tests were conducted consisting of six initiation types; FMVSS 208, SAE J857, corkscrew, curb trip, soil trip, and ditch rollover. From this test data MADYMO models were constructed of the vehicle and occupant. The test data included the influence of gravity, therefore, a method to adjust for the influence of gravity was developed for the MADYMO models. The vehicle model was validated using curb trip and SAE J857 tests. The compensation procedure for the influence of gravity was also confirmed. Once the vehicle model was validated using the two test modes, each of the other test modes were simulated and the dummy head behaviour was compared to the actual test data. From the simulation results and the actual test data the differences in the occupant kinematics for each of the rollover initiation types was compared. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Dummies KW - Gravity KW - Gravity KW - Head KW - Head KW - Overturning KW - Overturning (veh) KW - Passive restraint systems KW - Passive safety system KW - Simulation KW - Simulation KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750701 ER - TY - JOUR AN - 00987266 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - ONO, Y AU - KIMURA, Y AU - Mizuno, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - WHAT WE LEARNED FROM JNCAP AND OUR PROPOSALS PY - 2003/05 SP - 9 p. AB - This paper provides the results of JNCAP analyses and ongoing and future programs. The JNCAP presently conducts brake, full frontal and offset frontal impact, side impact and child seat safety performance tests. The overall evaluation based on three crash tests after 2001 has resulted in significant improvements in crashworthiness. This is mainly due to the improvement of the scores in offset frontal impact tests. The frontal impact test results show that cars are modified to have greater passenger compartment strength without changing the front stiffness. After side impact tests were implemented in 2000, the scores have improved every year. In side impact tests, the scores of injury criteria in particular were nearly perfect in 2002. Research is under way conducted on pedestrian protection tests and child restraint abdominal injuries. The effects of the introduction of offset impact tests were examined since they test different features of crashworthiness. Side impact tests were also analyzed based on the car deformation and door intrusion velocities. Current JNCAP research projects and future programs are summarized. For the covering abstract see ITRD E825082. KW - Abdomen KW - Abdomen KW - Car door KW - Child KW - Children KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Door (Car) KW - Doors (Vehicles) KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Japan KW - Japan KW - Manual safety belts KW - Offset impact test KW - Pedestrian KW - Pedestrians KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Side crashes KW - Side impact KW - Stiffness KW - Stiffness KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750708 ER - TY - JOUR AN - 00987277 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SEYER, K A AU - NEWLAND, C A AU - TERRELL, M B AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - AUSTRALIAN RESEARCH TO SUPPORT THE IHRA VEHICLE COMPATIBILITY WORKING GROUP PY - 2003/05 SP - 19 p. AB - Frontal crashes cause the majority of serious injury and fatalities on the roads. It is now accepted that one of the main goals in improving vehicle compatibility is to design vehicles to maximise structural interaction of vehicles with different geometry, mass and stiffness. A compatibility test procedure must be able to assess the shear connections of the vehicle front structure as well as provide for correct energy management between dissimilar crash partners so as to guarantee passenger compartment integrity, which is particularly important in the smaller vehicle. This paper details the research conducted by the Australian Department of Transport and Regional Services to examine the feasibility of a constant energy compatibility test using the Renault Progressive Deformable Barrier (PDB). This work has been provided to the IHRA Vehicle Compatibility Working Group to consider in its deliberations to develop a vehicle compatibility test. For the covering abstract see ITRD E825082. KW - Body (car) KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dimension KW - Frontal crashes KW - Head on collision KW - Motor vehicle bodies KW - Size KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750719 ER - TY - JOUR AN - 00987284 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Yang, Jinglin AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - EFFECTS OF VEHICLE FRONT DESIGN PARAMETERS ON PEDESTRIAN HEAD-BRAIN INJURY PROTECTION PY - 2003/05 SP - 8 p. AB - The objective of the present work is to determine the effect of the vehicle front design on pedestrian head impact responses and injury related parameters based on accident reconstructions and simulation analyses of car-pedestrian impacts. The accident reconstructions were carried out using selected accident data from an in-depth study with head/brain injuries documented in accident and medical report. The correlations of the output parameters from reconstructions with the injuries described in medical and accident report were analyzed. The influences of vehicle front structures to pedestrian head-brain injuries were investigated by using computer simulations at varying impact speeds up to 60 km/h. The different sizes of models were used to represent the adult and child pedestrians, including 6- and 9-year-old children and 5th, 50th, 95th percentile adults. The shapes of the vehicles were investigated and categorized by compact and large passenger cars, mini-van. The safer vehicle front design for pedestrian protection was analyzed and discussed with focus on the head impact velocity, head impact angle, location and timing of head impact for both adult and child pedestrians. For the covering abstract see ITRD E825082. KW - Adult KW - Adults KW - Automobiles KW - Car KW - Child KW - Children KW - Conference KW - Conferences KW - Crash severity KW - Delivery vehicle KW - Delivery vehicles KW - Design KW - Design (overall design) KW - Front KW - Front KW - Injuries KW - Injury KW - Injury severity KW - Pedestrian KW - Pedestrians KW - Severity (accid, injury) KW - Simulation KW - Simulation UR - https://trid.trb.org/view/750726 ER - TY - JOUR AN - 00987291 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MARTIN, P G AU - BURGETT, A L AU - SRINIVASAN, G AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - CHARACTERIZATION OF A SINGLE-VEHICLE ROAD DEPARTURE AVOIDANCE MANEUVER PY - 2003/05 SP - 12 p. AB - This paper demonstrates how a driver's performance in a single-vehicle road departure avoidance maneuver may be characterized using mathematical expressions. Nine single-valued covariates are needed to fulfil the expressions: five to describe the pre-maneuver vehicle state (speed, heading angle, edge distance, road curvature, and curve entry distance) and four to describe the driver response (brake application time, deceleration level, steering input time, and steering angle). A procedure to find the best set of covariate values is demonstrated using a trial from a series of test track experiments in which subjects maneuvered along a Jersey barrier. The procedure provides a high level of conformity between the actual vehicle path with respect to the barrier and the path derived from the nine covariates. Thus, the entire avoidance maneuver may be faithfully described by a set of mathematical expressions. Subsequently, each of the thousand-plus test track trials is characterized by a single, ninecovariate data record (instead of several time-histories made up of thousands of records, one for each time point). Ultimately, such a reduction in data benefits the development of an in-vehicle crash warning system. By structuring the avoidance maneuvers in a record level dataset, warning system alternatives may be investigated directly by applying traditional statistical analyses on a large collection of records. The paper discusses extensions of the method to the theoretical possibility of continuously estimating the nine parameters in real time as part of a collision avoidance driver assistance system. For the covering abstract see ITRD E825082. KW - Adaptive cruise control KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Crash avoidance systems KW - Driver KW - Driver assistance system KW - Driver support systems KW - Drivers KW - Driving KW - Intelligent transport system KW - Intelligent transportation systems KW - Interior (veh) KW - Mathematical model KW - Mathematical models KW - Motor vehicle navigational aids KW - Steering KW - Steering (process) KW - Test track KW - Test tracks KW - Vehicle compartments KW - Vehicle handling KW - Vehicle interiors UR - https://trid.trb.org/view/750733 ER - TY - JOUR AN - 00987302 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - BERG, A AU - KREHL, M AU - RIEBECK, L AU - BREITLING, U AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PASSIVE SAFETY OF TRUCKS IN FRONTAL AND REAR-END COLLISIONS WITH CARS PY - 2003/05 SP - 10 p. AB - The regulation ECE-R 93 defines the rigid front underride guard as a minimum requirement for commercial vehicles to prevent cars from underriding in frontal crashes. It is evident that the benefit of such protective devices can be substantially improved by an energy-absorbing design. In fact it leads to lower loads for the driver and passenger in the case of a frontal accident between a car and a commercial vehicle. The measured dummy loads should indicate "green manikins" corresponding to EURO NCAP frontal rating test at a closing velocity of 64 kph. Against this background, the effect of the energy-absorbing front underride guard of a MAN TG-A series was analyzed with two full scale tests. In both tests a Volkswagen Golf IV impacted with 70% frontal overlap at a speed of 42 to 43 kph against the truck driving at a speed of 21 kph. While absorbing energy, the front underride protection of the MAN and the front structure of the Golf performed well. The compartment of the Golf remained intact without any severe intrusions. As expected the dummy responses in the MAN were extremely low. The dummy responses for the Golf occupants did not exceed their corresponding biomechanical limits. These results show the protection benefit of an energy-absorbing front underride guard (which is in production now) for impacts on medium-sized state-of-the-art cars. The presentation gives additional information for real world accidents regarding truck/car impacts, accident reconstruction, historical development of front and rear underride guards for heavy trucks and a future prospects preview. In the near future an energy absorbing rear underride protection will be on focus. Numerical simulations of such a protection device show the possible benefit on a significant higher level than for the front underride guard. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Energy KW - Energy KW - Front KW - Front KW - Lorry KW - Rear KW - Rear KW - Trucks KW - Underride override crashes KW - Underride prevention KW - Vehicle rear end UR - https://trid.trb.org/view/750744 ER - TY - JOUR AN - 00987309 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - WERKMEISTER, K AU - BORCHERS, N AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A BALANCED ACTIVE AND PASSIVE SAFETY CONCEPT FOR NEW VEHICLE GENERATIONS PY - 2003/05 SP - 10 p. AB - For most of the current vehicles on the road, safety has been developed with the predominant focus of offering the best crash protection to occupants possible. With a soon to be introduced vehicle, a new philosophy has been applied. Additional options have increased performance of electronic devices. Concepts have been developed in which safety measures are applied throughout all relevant phases of the vehicle in traffic. With future vehicles it is the intention of BMW to enhance safety in all relevant phases in a well-balanced way for drivers, passengers as well as other participants in real world traffic. Examples of relevant phases are: cruising and dynamic driving, critical situations and pre-crash phases, occupant protection in case of an accident and finally the post-crash phase. For the covering abstract see ITRD E825082. KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Safety KW - Safety KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750751 ER - TY - JOUR AN - 00987316 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - KONOSU, A AU - Tanahashi, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF A BIOFIDELIC PEDESTRIAN LEGFORM IMPACTOR - INTRODUCTION OF JAMA-JARI LEGFORM IMPACTOR VER. 2002 PY - 2003/05 SP - 7 p. AB - The Japan Automobile Manufacturers Association, Inc., (JAMA) and the Japan Automobile Research Institute (JARI) are collaborating to develop a biofidelic pedestrian legform impactor because it is considered that the current major pedestrian legform impactor, the TRL legform impactor, lacks biofidelity. JAMA and JARI have been developing a biofidelic legform impactor since 2000. This report introduces the JAMA-JARI legform impactor ver. 2002. This version has two major improvements: it properly simulates human bone flexibility and human knee joint characteristics. The above improvements are quite important for ensuring biofidelity of the legform impactor. This report introduces the latest JAMA-JARI developed legform impactor and shows its validation test results. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Bone KW - Bones KW - Conference KW - Conferences KW - Development KW - Development KW - Dummies KW - Knee KW - Knee (human) KW - Leg KW - Leg (human) UR - https://trid.trb.org/view/750758 ER - TY - JOUR AN - 00987327 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MCCULLOUGH, C A AU - HENNESSEY, B AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - NHTSA'S VEHICLE PARAMETER DATABASE AND NHTSA'S CRASH TEST DATABASE PY - 2003/05 SP - 5 p. AB - This paper describes the contents, development, and use of the National Highway Traffic Safety Administration's (NHTSA) Vehicle Parameter and Crash Test databases in crash analysis and injury determination. The information can also be used as a source for vehicle computer model/simulation programs or in the development of crash avoidance measures. The analyses of damage sustained by vehicles in crashes is based on post-crash information and is somewhat limiting since pre-crash measurements are not usually known or readily available. The Vehicle Parameter Database consists of over 110 key vehicle dimensions and specifications on over 10,000 vehicles between model years 1980 to 2003. This database can be cross referenced to NHTSA's Vehicle Crash Test Database which contains both static post crash measurements and dynamic sensor time history data from over 4,000 tests for model years 1965 to 2003. This database contains information on vehicle deceleration and deformation characteristics, and dummy response, in several crash modes. The ability to compare pre-crash and post crash basic vehicle measurement characteristics could provide a greater insight into analyzing vehicle damage, degree of intrusion, level of deformation, and injury severity/source. For the covering abstract see ITRD E825082. KW - Accident prevention KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Database KW - Databases KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Impact test (veh) KW - Impact tests KW - Injury severity KW - Prevention KW - Safety KW - Severity (accid, injury) KW - Simulation KW - Simulation KW - Statistics KW - Statistics KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/750769 ER - TY - JOUR AN - 00987334 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - VERMA, M K AU - LAVELLE, J P AU - LANGE, R C AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - PERSPECTIVES ON VEHICLE CRASH COMPATIBILITY AND RELATIONSHIP TO OTHER SAFETY CRITERIA PY - 2003/05 SP - 7 p. AB - A study of accident data for vehicle-to-vehicle collisions shows that for injuries of AIS equal to or greater than 3, significant portions of vehicles' front structures are involved in the crash, both in frontal and in side impacts. Analysis presented here also shows that most of the LTV-to-car crashes are side impacts and that these side impacts account for 57 percent of the total harm associated with LTV-to-car crashes. These frontal and side impacts between LTVs and cars are further divided by the location and the direction of impact. It has been shown earlier that the use of fixed barriers as test devices for crashworthiness is likely to lead to front structures of larger vehicles being designed for higher force levels than the front structures of smaller vehicles, the overall effect being decreased crash compatibility between vehicles. The effect of the side impact barrier, used for compliance with dynamic FMVSS 214, as shown by updated data, is again observed to be improved compatibility between vehicles of different sizes. For the covering abstract see ITRD E825082. KW - Automobiles KW - Body (car) KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Delivery vehicle KW - Delivery vehicles KW - Dimension KW - Front KW - Front KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Motor vehicle bodies KW - Side crashes KW - Side impact KW - Size UR - https://trid.trb.org/view/750776 ER - TY - JOUR AN - 00987341 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SHAMS, T AU - HUANG, T J AU - RANGARAJAN, N AU - HAFFNER, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DESIGN REQUIREMENTS FOR A FIFTH PERCENTILE FEMALE VERSION OF THE THOR ATD PY - 2003/05 SP - 16 p. AB - Requirements have been developed for the design of a fifth percentile female version of the NHTSA THOR male dummy. These include the necessary anthropometric requirements and appropriate scaling of dynamic responses of the 50th percentile male THOR frontal crash dummy. The biomechanical requirements include scaled versions of responses for the head, neck, chest and knee. They also include a set of new scaled requirements for the face, kinematic response of the neck in frontal and lateral flexion, impact to the abdomen, responses of the ankle in dorsiflexion/plantarflexion and inversion/eversion, and response of the tibia to dynamic axial heel impact. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dimension KW - Dummies KW - Females KW - Size KW - Woman UR - https://trid.trb.org/view/750783 ER - TY - JOUR AN - 00987352 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Fildes, B AU - BOSTROM, O AU - Haland, Y AU - SPARKE, L AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - COUNTERMEASURES TO ADDRESS FARSIDE CRASHES: FIRST RESULTS PY - 2003/05 SP - 6 p. AB - This study set out to compare a number of countermeasure options to restrain drivers in far-side crashes using the modified BioSID crash test dummy. The findings showed that 3-point belts alone were not sufficient for far-side occupant protection. Attaching double (buckle and belt) pretensioners to the standard 3-point belt also failed to improve protection substantially. The cross-belt configuration did improve protection but not as much as the inclusion of an additional side support. However, even the best restraint combination employed here would probably not provide optimal protection for two occupants. Further research is warranted to improve far-side occupant kinematics and far-side restraint systems. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Manual safety belts KW - Pretensioning KW - Pretensioning KW - Safety belt KW - Seat belts KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/750794 ER - TY - JOUR AN - 00987359 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - AUGENSTEIN, J AU - PERDECK, E AU - STRATTON, J AU - DIGGES, K AU - BAHOUTH, G AU - BORCHERS, N AU - BAUR, P AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - METHODOLOGY FOR THE DEVELOPMENT AND VALIDATION OF INJURY PREDICTING ALGORITHMS PY - 2003/05 SP - 13 p. AB - Current Automatic Collision Notification Systems (ACN) utilize deltaV as a simple predictor of injury likelihood. When considered independently, this single variable provides a general indication of injury potential, yet it lacks specificity to adequately distinguish between injured and uninjured occupants in many cases. However, when additional crash attributes are considered in conjunction with deltaV, the accuracy of injury predictions greatly improves. The following paper presents two crash models of varied complexity and compares their predictive ability with predictions based on deltaV alone. Within this paper, regression models are presented which relate occupant, vehicle and impact characteristics to two different injury outcome variables. These are Maximum Abbreviated Injury Scale Level (MAIS) and occupant Injury Severity Score (ISS). The accuracy of proposed models is evaluated using National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) and Crash Injury Research and Engineering Network (CIREN) case data. Cumulatively, the positive prediction rate of models identifying the likelihood of MAIS3 and higher injuries is 74.2%. Regression models which predict ISS on a continuous scale correctly identify injured occupants with a sensitivity of 86.1%. The predictive accuracy of each model presented is compared with deltaV alone to support the need for additional model variables for use in future ACN systems. For the covering abstract see ITRD E825082. KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Forecast KW - Forecasting KW - Incident detection KW - Incident detection KW - Injuries KW - Injury KW - Injury severity KW - Mathematical model KW - Mathematical models KW - Severity (accid, injury) UR - https://trid.trb.org/view/750801 ER - TY - JOUR AN - 00987366 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - VAN HOOF, J AU - Puppini, R AU - BALDAUF, H AU - OAKLEY, C AU - Kayvantash, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ADVISER: A SOFTWARE TOOL FOR EVALUATION AND RATING OF NUMERICAL MODELS IN CRASH SAFETY ANALYSES PY - 2003/05 SP - 7 p. AB - Increasingly stringent international passenger safety norms and the need to reduce vehicle bodyweight for environmental and protection requirements demand efficient and innovative design methods. Computer simulation, or virtual testing, allows an integrated evaluation of these aspects in the early design stages and thereby reduces costs for prototyping and time-to-market. This paper deals with the application of virtual testing in vehicle passive safety design to: (1) reduce injury numbers by enhancing passive safety for a wide range of conditions, and (2) reduce the duration and costs of the vehicle design by improving the efficiency of the design process. A software tool, called ADVISER, was developed to facilitate the use of virtual testing in automotive safety design and regulations. ADVISER contains the following modules: (1) procedures and guidelines to standardise and rate numerical models and simulations; (2) stochastic modelling to account for the experimentally observed scatter in simulations; and (3) a validated virtual test procedure to extend the range of protection beyond current regulations to real life crash conditions. All steps needed for acceptance of this virtual test procedure in regulations or in a consumer test method will be taken into account. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Evaluation (assessment) KW - Evaluation and assessment KW - Injuries KW - Injury KW - Prevention KW - Prevention KW - Simulation KW - Simulation KW - Software KW - Software KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles KW - Weight KW - Weight UR - https://trid.trb.org/view/750808 ER - TY - JOUR AN - 00987377 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Shi, Yibing AU - Wu, J AU - NUSHOLTZ, G S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - OPTIMAL FRONTAL VEHICLE CRASH PULSES - A NUMERICAL METHOD FOR DESIGN PY - 2003/05 SP - 15 p. AB - In a frontal vehicle crash, for a given crash velocity and given maximum vehicle crush, with a known restraint characteristic, what is the vehicle pulse, subject to lower and upper bound constraints, that produces the lowest peak occupant deceleration? A solution procedure using numerical optimization is proposed. The pulse is discretized in the vehicle crush domain. The optimization search is facilitated by a specially developed algorithm that is a hybrid of the sequential quadratic programming (SQP) algorithm for nonlinear constrained optimization and the genetic algorithm (GA). Optimization examples are shown with linear and nonlinear occupant restraints. Numerical results from the examples indicate that when the number of pulse discretization segments is less than five, the solution method is effective in providing pulse improvements for practical problems. A discussion on the theoretical and practical aspects of optimal pulses is also given. For the covering abstract see ITRD E825082. KW - Biomechanics KW - Biophysics KW - Calculation KW - Calculation KW - Conference KW - Conferences KW - Frontal crashes KW - Hazards KW - Head on collision KW - Injuries KW - Injury KW - Method KW - Methodology KW - Risk KW - Risk assessment KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750819 ER - TY - JOUR AN - 00987384 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SZCZEPANIAK, C AU - SZOSLAND, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ENHANCED SAFETY OF HEAVY VEHICLES BY USE OF AUTOMATIC CONTROL PY - 2003/05 SP - 5 p. AB - Automatic control of vehicle motion systems may have a great influence on enhanced safety. The purpose of this analysis is to present the possibility of improving vehicle performance by using automatic devices fitted to a vehicle. This paper presents the results of investigations of intelligent control of the braking, steering, suspension and power transmission systems of a vehicle, which is equipped with an antilocking braking device, traction control one, active suspension and four wheel drive. The dynamics of the vehicle were analysed under different road conditions. The solution of equations describing mathematical models is described. The equations were validated by the comparison of the results of calculation with these ones obtained from road tests. The algorithms of the control of all devices are proposed and realised by means of the fuzzy logic method. It outlines the process used to create fuzzy sets and the rules that define the fuzzy controller. The results of the simulation outline enhancement of the vehicle performance while using electronic control systems. For the covering abstract see ITRD E825082. KW - Adaptive cruise control KW - Autonomous intelligent cruise control KW - Conference KW - Conferences KW - Driver assistance system KW - Driver support systems KW - Fuzzy logic KW - Fuzzy logic KW - Intelligent transport system KW - Intelligent transportation systems KW - Mathematical model KW - Mathematical models KW - Motor vehicle navigational aids UR - https://trid.trb.org/view/750826 ER - TY - JOUR AN - 00987391 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - TAKAHASHI, H AU - IYODA, M AU - AGA, M AU - SEKIZUKA, M AU - KOZURU, Y AU - ISHIMOTO, S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF ROLLOVER CURTAIN SHIELD AIRBAG SYSTEM PY - 2003/05 SP - 5 p. AB - Many rollover accidents involving sport utility vehicles (SUVs) have been reported in the USA. More than half of the occupants killed in rollover accidents are totally or partially ejected from the vehicle. This finding has led us to develop a rollover curtain shield airbag system. This system is made up of curtain shield airbags to help reduce the possibility of ejection of occupants wearing seat belts within the compartment at the time of rollover and a rollover sensor. This article is an outline of the curtain shield airbags and the rollover sensor. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Ejection KW - Ejection KW - Overturning KW - Overturning (veh) KW - Sensor KW - Sensors KW - Sport utility vehicle KW - Sport utility vehicles KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750833 ER - TY - JOUR AN - 00987402 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - DELANNOY, P AU - FAURE, J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - COMPATIBILITY ASSESSMENT PROPOSAL CLOSE FROM REAL LIFE ACCIDENT PY - 2003/05 SP - 9 p. AB - Accident studies show that incompatibility has become the main cause of fatal injury in car to car accidents. There is a general agreement today that improving compatibility is one of the most effective ways to reduce the number of road accident victims. Therefore, car design must take into account other road users without decreasing the self protection level supplied by all new passenger cars. In addition to these safety considerations, the front unit structural design has to account for an increasing number of constraints: improvement of real world performance in safety, fulfilling current and future regulations, reducing utilisation costs and so on. Furthermore, European fleet is changing in mass and in size, as is the world fleet, and new fashion vehicles differ from previous ones. This paper deals with the development of a more comprehensive approach in order to take into account safety requirements coming from real life accidents and the work done previously on understanding the physics of compatibility. The aim of this paper is to propose a better assessment procedure and a new test methodology in a standard approach for improving compatibility. For the covering abstract see ITRD E825082. KW - Body (car) KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Evaluation (assessment) KW - Evaluation and assessment KW - Front KW - Front KW - Frontal crashes KW - Head on collision KW - Motor vehicle bodies KW - Test method KW - Test procedures UR - https://trid.trb.org/view/750844 ER - TY - JOUR AN - 00987220 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MONCLUS-GONZALEZ, J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - SPANISH CRS USE AND EFFECTIVENESS SURVEY RESULTS PY - 2003/05 SP - 15 p. AB - The main findings of a recent survey conducted in Spain (totalling 1011 questionnaires) analyzing within the crash environment in rural areas the use and effectiveness of Child Restraint Systems (CRS) are described in this paper. A total of 15 items of information were included in the questionnaire covering information about the crash, vehicle and road type, principal direction of force, seating position, injury outcome (severity and injured body region), injury source and airbag interaction, other occupants' morbidity and CRS use. The survey showed that almost one out of four crashes was a rollover and that head-on collisions are still the most frequent crash mode (44 percent). Overall CRS use rate in the sample was very low, around 37%, meaning that non-use of child restraints is still a major issue for concern in Spain. Only 21% of the children were uninjured while 59% suffered from minor injuries. The survey includes seven cases with airbag interaction, whose particularities are discussed in some detail, though neither major concerns nor new findings are raised with this regard. For the covering abstract see ITRD E825082. KW - Child KW - Children KW - Conference KW - Conferences KW - Crash severity KW - Frontal crashes KW - Head on collision KW - Injuries KW - Injury KW - Injury severity KW - Interview KW - Manual safety belts KW - Overturning KW - Overturning (veh) KW - Questionnaires KW - Rural area KW - Rural areas KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Severity (accid, injury) KW - Spain KW - Spain KW - Statistics KW - Statistics KW - Use KW - Use UR - https://trid.trb.org/view/750662 ER - TY - JOUR AN - 00987223 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - NAKAI, T AU - Suzuki, K AU - TOBARI, T AU - TAKAHASHI, H AU - SUZUKI, N AU - NAKAHAMA, R AU - TAKIZAWA, Y AU - YABE, H AU - Takahashi, K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - AIRBAG DEPLOYMENT AND OCULAR INJURIES OF OCCUPANTS PY - 2003/05 SP - 6 p. AB - The relationship between ocular injuries and airbag deployment is studied experimentally in airbag deployment tests using pig eyes in vitro and newly developed load cells mounted on a fixed plate. Experiments conducted under various conditions reveal relationships between impact pressures on corneal surfaces and ocular injury rates. The ocular injury rate is determined by microscopic observation as the density of corneal endothelial cell loss. The relationship between impact pressure and injury rate is discussed statistically. No serious injuries to corneal endothelial cells occurred during the experiments within the framework of our test conditions. Injury and impact pressure has not been shown clearly. The present study investigates the relationship between corneal endothelium injury and impact pressure caused by airbag deployment. The airbag folding pattern is also examined in order to determine the influence of folding pattern on impact pressure. For the covering abstract see ITRD E825082. KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Eye KW - Injuries KW - Injury KW - Injury severity KW - Severity (accid, injury) KW - Vision UR - https://trid.trb.org/view/750665 ER - TY - JOUR AN - 00987237 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - TOBATA, H AU - TAKAGI, H AU - PAL, C AU - FUKUDA, S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF PRE-CRASH ACTIVE SEATBELT SYSTEM FOR REAL-WORLD SAFETY PY - 2003/05 SP - 7 p. AB - In this paper, potential benefits of a brake operated pre-crash active seatbelt system are analyzed with experimental verifications and numerical simulations. The system is activated at the time of emergency braking operation. The statistical data from real world accidents (Japan) as well as driving simulator analysis show that drivers interact with the brake to avoid crash in about 50% of the total number of accidents. This indicates that an inevitable crash can be detected before the actual time of crash by observing the emergency braking operation activated by the driver. Experimental results show that restriction of occupant's forward movement is achieved by activating the system while braking. Numerical simulation results show that the reduction of chest injury parameters is expected due to restriction of occupant's forward movement. It is also confirmed that higher initial tension of the seat belt reduced both chest deceleration and displacement. For the covering abstract see ITRD E825082. KW - Active safety system KW - Active safety systems KW - Braking KW - Braking KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Incident detection KW - Incident detection KW - Injuries KW - Injury KW - Manual safety belts KW - Motion KW - Movement KW - Prevention KW - Prevention KW - Safety belt KW - Seat belts KW - Simulation KW - Simulation KW - Thorax KW - Thorax KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750679 ER - TY - JOUR AN - 00987238 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - HURNALL, J AU - DRAHEIM, A AU - CASE, M AU - DEL BEATO, J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - A REVIEW OF 'B'-PILLAR AND FRONT SEAT BELT LOADS MEASURED IN ANCAP OFFSET FRONTAL CRASH TESTS PY - 2003/05 SP - 8 p. AB - The ANCAP (Australian New Car Assessment Program) have been conducting offset frontal crash tests into a deformable barrier since 1995. During this time the results of the ANCAP tests have shown significant improvements in occupant protection measured via reduction in dummy injury measurements, i.e. HIC, chest 'g', etc. Occupant protection has improved with manufacturers designing structures to minimise the occupant space intrusion with the aim to have the crash energy absorbed by deformation of the frontal vehicle structure. Also new restraint technology has been included along with the vehicle structure designed to optimise the restraint technology. This paper will review crash tests measurements to evaluate if changes in vehicle structures and restraint technology have changed the loads in either the occupant compartment or on the front seat belts. ANCAP measure the 'B' pillar accelerations and also the front seat occupant seat belt loads. The maximum accelerations and time recorded for the right (driver) hand side 'B' pillar was used to represent the loads on the passenger compartment. The seat belt loads that are used in the paper are the maximum loads on both the sash and lap sections of the driver's three point seat belts. The analysis showed that while the dummy injury measurements have reduced there has not been a corresponding reduction in either 'B' pillar accelerations or seat belt loads. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Australia KW - Australia KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Energy KW - Energy KW - Front KW - Front KW - Impact test (veh) KW - Impact tests KW - Load KW - Loads KW - Manual safety belts KW - Offset impact test KW - Safety belt KW - Seat belts KW - Vehicle KW - Vehicle occupant KW - Vehicle occupants KW - Vehicles UR - https://trid.trb.org/view/750680 ER - TY - JOUR AN - 00987255 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - KLEINBERGER, M AU - VOO, L AU - MERKLE, A AU - BEVAN, M AU - CHANG, S-S AU - MCKOY, F AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - THE ROLE OF SEATBACK AND HEAD RESTRAINT DESIGN PARAMETERS ON REAR IMPACT OCCUPANT DYNAMICS PY - 2003/05 SP - 15 p. AB - Although typically classified as AIS 1, whiplash injuries continue to represent a substantial societal problem with associated costs estimated at over $5 billion annually in the US. The primary objective of this study was to determine the effects of seatback and head restraint design parameters on occupant response in rear impact. Rear impact sled tests were conducted using the Hybrid III mid-sized male (50M) dummy seated in a modified production seat, which allowed for the adjustment of recliner stiffness, seatback cushion stiffness, and head restraint height. Instrumentation provided measurements of neck forces and moments, head motion relative to the torso, seatback rotation, and head contact. An on-board digital video camera recorded dummy kinematics. Results from this study indicate that the risk of whiplash injury is not simply related to head restraint position, but is dependent on a combination of factors related to both head restraint and seatback design. For the covering abstract see ITRD E825082. KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Manual safety belts KW - Rear end collision KW - Rear end crashes KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Stiffness KW - Stiffness KW - Vertebrae UR - https://trid.trb.org/view/750697 ER - TY - JOUR AN - 00987256 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - DIGGES, K AU - FOURNIER, E AU - KEOWN, M AU - KOT, J AU - SHEWCHENKO, N AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - RESEARCH TO EVALUATE SAFETY TECHNOLOGIES FOR VULNERABLE FUEL TANKS PY - 2003/05 SP - 13 p. AB - In 1993, the US Department of Transportation ordered a recall of approximately 5,000,000 GM pickup trucks equipped with sidesaddle fuel tanks due to their alleged vulnerability in severe side crashes. The fuel tanks on these pickups were located under the cab and bed outside the frame rails. The recall was subsequently rescinded in favour of an administrative settlement. Prior to the settlement, NHTSA conducted a research program that included more than twenty crash tests. NHTSA defined a crash configuration that the pickups with sidesaddle tanks failed but competitive models of trucks passed. The test involved an 80 km/h (50 mph) side impact by a Chevrolet Caprice, in a breaking attitude, aligned so that it impacted the fuel tank at an angle of 30 degrees. In 1999, a follow-on project was undertaken by the Automotive Safety Research Institute (ASRI) to evaluate alternative tank systems to the sidesaddle design. The alternatives investigated included the following: providing a cage for tank protection, incorporating a fuel bladder, changing tank materials, and relocation of the tank. In conjunction with these design alternatives a number of other technologies were investigated, such as shielding of fuel lines, check valves, self-sealing break away fuel line couplings, and fire suppressant panels. Eighteen full-scale crash tests were conducted to evaluate the various technologies. The best test results were obtained by two strategies that moved the tank to less vulnerable locations. Tests of strategies that attempted to maintain the tank in its sidesaddle location were not successful. Break-away couplings in the fuel lines, a flapper valve in the filler tube and shielding of vulnerable fuel lines were tested under conditions that demonstrated their efficacy. Other technologies showed promise but were not fully developed and tested. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Delivery vehicle KW - Delivery vehicles KW - Design KW - Design (overall design) KW - Fuel tank KW - Fuel tanks KW - Hazards KW - Risk KW - Risk assessment KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/750698 ER - TY - JOUR AN - 00987270 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - THIRIEZ, K K AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - EVALUATION OF INDIRECT TIRE PRESSURE MONITORING SYSTEMS USING DATA FROM NCSA'S TIRE PRESSURE SPECIAL STUDY PY - 2003/05 SP - 8 p. AB - In 2000, Congress passed the Transportation Recall Enhancement, Accountability, and Documentation (TREAD) Act. Section 13 of this Act directed the United States Department of Transportation to complete a rulemaking within one year. This rulemaking requires implementation of a warning system in new motor vehicles to indicate to the operator when a tire is significantly under-inflated. In support of rulemaking activities mandated by Section 13 of the TREAD Act, the National Highway Traffic Safety Administration's National Center for Statistics and Analysis conducted the Tire Pressure Special Study (TPSS). The TPSS was designed to assess to what extent passenger vehicle operators are aware of the recommended tire pressures for their vehicles, the frequency and the means they use to measure their tire pressure, and how significantly the actual measured tire pressure deviated from the manufacturer's recommended tire pressure. There are two types of Tire Pressure Monitoring Systems (TPMS), direct and indirect. Direct systems operate with a tire pressure sensor in each tire cavity while indirect systems monitor under-inflation by comparing characteristics of tires, e.g. comparing wheel speeds using the anti-lock braking system (ABS). This paper discusses how the data from the TPSS were used to simulate the effectiveness of an indirect tire pressure monitoring system. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Driver information KW - Driver information systems KW - Intelligent transport system KW - Intelligent transportation systems KW - Legislation KW - Legislation KW - Pressure KW - Pressure KW - Surveillance KW - Surveillance KW - Tires KW - Tyre KW - Vehicle maintenance KW - Vehicle maintenance KW - Warning KW - Warning systems UR - https://trid.trb.org/view/750712 ER - TY - JOUR AN - 00987273 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - IKENO, H AU - OKADA, M AU - SUZUKI, N AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - SIDE IMPACT SLED TEST METHOD FOR INVESTIGATION TO REDUCE INJURY INDEX PY - 2003/05 SP - 6 p. AB - This paper describes a very simple sled test method to simulate the thoracic behaviour of dummy in the side impact test situation of SUV representative impacting a passenger car side. In this sled test, the door inner panel which was deformed in the full scale test was rigidly set on the sled, and impacted the dummy. Even if the sled moved in normal V-T profile used in HYGE sled facility, the dummy responses were correlated with full vehicle tests in order to study occupant protection practically. This test method could be applied for both SID2s and Eurosid dummies. In addition to the real sled tests, FE simulation was also used to analyze the influences of various factors. In conclusion, it was found that the sled test with deformed door was a useful and efficient method to study for occupant protection. With this test method and FEM, it was found that one of the ways which may reduce injury index of SID2s is to disperse the impacting force by side airbag or door trim. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Car door KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Door (Car) KW - Doors (Vehicles) KW - Dummies KW - Impact test (veh) KW - Injuries KW - Injury KW - Offset impact test KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Thorax KW - Thorax UR - https://trid.trb.org/view/750715 ER - TY - JOUR AN - 00987287 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - MURIANKA, J L AU - PARSONS, M S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - SPECIAL CRASH INVESTIGATIONS OF RESTRAINED CHILD OCCUPANTS PY - 2003/05 SP - 11 p. AB - This paper presents preliminary anecdotal crash information specific to child occupants involved in 27 on-going special crash investigations cases in various stages of analysis, compiled to date. These investigations encompass collecting, documenting and analyzing all evidence necessary to reconstruct the events before, during and after the crash. None of the restrained child occupant cases are in final form; therefore only limited information is available at this time. However, initial data collection involving a sampling of these 27 cases includes comparison examples of the following: both specific and general findings linking injury levels to crash severity, configuration of restrained and unrestrained child passengers, type of child restraint used, how the restraint was used and installed in the vehicle, and resultant injuries to the child occupants. For the covering abstract see ITRD E825082. KW - Child KW - Children KW - Conference KW - Conferences KW - Crash reconstruction KW - Crash severity KW - Data acquisition KW - Data collection KW - Injuries KW - Injury KW - Injury severity KW - Manual safety belts KW - Reconstruction (accid) KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Severity (accid, injury) KW - Use KW - Use UR - https://trid.trb.org/view/750729 ER - TY - JOUR AN - 00987288 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - BURGETT, A L AU - MILLER, R J AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - USING PARAMETER OPTIMIZATION TO CHARACTERIZE DRIVER'S PERFORMANCE IN REAR END DRIVING SCENARIOS PY - 2003/05 SP - 21 p. AB - This paper describes a means of analyzing a driver's performance with driving data taken from test tracks and driving simulators for vehicles encountering rear-end driving conflicts. Measures of time-to-collision and estimated closest approach appear to allow better comparison between driving conflicts and a driver's responses to conflicts under different conditions. Similar methods may be applied to field operational test data for evaluation of driver characteristics and safety measures. For the covering abstract see ITRD E825082. KW - Accident prevention KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Driving simulators KW - Near midair crashes KW - Near miss KW - Prevention KW - Rear end collision KW - Rear end crashes KW - Safety KW - Simulator (driving) KW - Test track KW - Test tracks UR - https://trid.trb.org/view/750730 ER - TY - JOUR AN - 00987305 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Kullgren, A AU - ERIKSSON, L AU - BOSTROM, O AU - KRAFFT, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - VALIDATION OF NECK INJURY CRITERIA USING RECONSTRUCTED REAL-LIFE REAR-END CRASHES WITH RECORDED CRASH PULSES PY - 2003/05 SP - 13 p. AB - To date no AIS1 neck injury mechanism has been established, thus no neck injury criterion has been validated against such mechanism. Validation methods not related to an injury mechanism may be used. The aim of this paper was to validate different proposed neck injury criteria with reconstructed real-life crashes with recorded crash pulses and with known injury outcomes. A car fleet of more than 40,000 cars fitted with crash pulse recorders have been monitored in Sweden since 1996. All crashes with these cars, irrespective of repair cost and injury outcome, have been reported. With the inclusion criteria of the three most represented car models, single rear-end crashes with a recorded crash pulse, and front seat occupants with no previous long-term AIS1 neck injury, 79 crashes with 110 front seat occupants remained to be analysed in this study. Madymo models of a BioRID II dummy in the three different car seats were exposed to the recorded crash pulses. The dummy readings were correlated to the real-life injury outcome, divided into duration of AIS1 neck injury symptoms. Effectiveness to predict neck injury was assessed for the criteria NIC, Nkm, NDC and lower neck moment, aimed at predicting AIS1 neck injury. Also risk curves were assessed for the effective criteria as well as for impact severity. It was found that NICmax and Nkm are applicable to predict risk of AIS1 neck injury when using a BioRID dummy. It is suggested that both BioRID NICmax and Nkm should be considered in rear-impact test evaluation. Furthermore, lower neck moment was found to be less applicable. Using the BioRID dummy NDC was also found less applicable. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Classification KW - Classification KW - Conference KW - Conferences KW - Crash severity KW - Dummies KW - Forecast KW - Forecasting KW - Injuries KW - Injury KW - Injury severity KW - Rear end collision KW - Rear end crashes KW - Severity (accid, injury) KW - Vertebrae UR - https://trid.trb.org/view/750747 ER - TY - JOUR AN - 00987306 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - GRANT, R AU - WELSH, R AU - KIRK, A AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - INVESTIGATION OF THE PROTECTION OF CHILDREN IN MINIBUSES AND COACHES PY - 2003/05 SP - 12 p. AB - The draft European Directive on the use of seatbelts requires passengers of minibuses and coaches to use the safety systems (seatbelts) provided. As the wording stands, this requirement applies to children over 3 years, but the need for additional protection is not clear. This need has long been recognised in cars where the requirements for protection vary according to the size of child and the characteristics of both the vehicle and the crash. However, this knowledge base does not adequately address what means of protection children need in minibuses, buses and coaches. Research has been commissioned by the UK Department for Transport to determine the requirements for seatbelts and restraint systems in minibuses and coaches in relation to children. Information is being gathered about exposure, accidents, operational issues of use, practicality and liability and the fit of existing seatbelt systems for different age groups of children and particularly those under 3 years. For the covering abstract see ITRD E825082. KW - Bus KW - Buses KW - Child KW - Children KW - Coach KW - Conference KW - Conferences KW - Infant KW - Infants KW - Manual safety belts KW - Minibus KW - Minibuses KW - Safety belt KW - Seat belts UR - https://trid.trb.org/view/750748 ER - TY - JOUR AN - 00987320 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - LERNER, E B AU - BLATT, A AU - FLANIGAN, M AU - PIRSON, H AU - JEHLE, D AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - POTENTIAL EFFECTS OF AUTOMATIC CRASH NOTIFICATION (ACN) ON AIR MEDICAL SERVICES: TRAUMA SCENE TRANSPORT UTILIZATION PATTERNS PY - 2003/05 SP - 10 p. AB - The availability of automatic crash notification (ACN) systems is increasing. First generation systems that are available today provide crash notification and vehicle location in the event of a frontal crash in which airbag deployment occurs. Advanced systems will soon be available that are capable of detecting a variety of crashes and reporting the character and severity of the crash. An as yet uninvestigated area concerns how ACN provided information can be used effectively by the emergency medical services system. Of particular interest is the potential synergy between advanced ACN systems and more effective utilization of helicopter emergency medical services (HEMS) for trauma scene transports. This paper reports on the patterns of ground ambulance and HEMS trauma scene transports for patients injured in motor vehicle crashes that occurred in Erie County, New York. These data were used to determine if observed transport patterns were consistent with areas previously identified as the most time efficient for trauma patient transport by HEMS. Additional analyses were conducted to determine the potential effect of ACN data on the definition and refinement of areas identified as the most time efficient for HEMS transport. In particular, the transport data timelines were examined to identify the effect on total pre-hospital time of putting the helicopter on standby based on the more timely crash notification and severity information provided by advanced CAN systems. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Automatic KW - Automatic control KW - Automation KW - Conference KW - Conferences KW - Crash severity KW - Emergencies KW - Emergency KW - Frontal crashes KW - Head on collision KW - Incident detection KW - Incident detection KW - Injury severity KW - Intelligent transport system KW - Intelligent transportation systems KW - Severity (accid, injury) KW - United States KW - Usa KW - Use KW - Use UR - https://trid.trb.org/view/750762 ER - TY - JOUR AN - 00987323 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - KOWSIKA, M AU - Shi, Yibing AU - Nusholtz, G AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - ES-2 DUMMY: LUMPED SPRING-MASS MODEL AND PARAMETRIC EVALUATION OF RESPONSE PY - 2003/05 SP - 15 p. AB - System identification techniques are used to generate a lumped spring-mass model of the EuroSID-2 (ES-2) dummy. Sled tests which subject the ES-2 dummy to a variety of loading conditions are used for model building and validation purposes. The model is used to conduct parametric studies to characterize the influence of impact velocity, pelvis offset, padding thickness and padding force deformation behaviour on the dummy response. For constant velocity impacts at 8 m/s, results indicate that the peak acceleration response of the rib, spine, pelvis and TTI as well as peak rib compression are reduced considerably by energy absorbing padding. In the environment evaluated, optimum response for a 75 mm thick pad is observed at a padding strength of 0.15 MPa. Impacting the pelvis region prior to the thoracic region can produce a reduction in peak rib compression. For the covering abstract see ITRD E825082. KW - Absorption KW - Absorption KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Crash severity KW - Dummies KW - Energy KW - Energy KW - Hip KW - Hip (human) KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Passive restraint systems KW - Passive safety system KW - Severity (accid, injury) KW - Speed KW - Speed KW - Spinal column KW - Spinal column KW - Thorax KW - Thorax UR - https://trid.trb.org/view/750765 ER - TY - JOUR AN - 00987337 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Van Auken, R M AU - Zellner, J W AU - KEBSCHULL, S A AU - WILEY, K D AU - Smith, T AU - SHEWCHENKO, N AU - ROGERS, N M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF NECK INJURY ASSESSMENT CRITERIA FOR THE ISO 13232 MOTORCYCLIST ANTHROPOMETRIC TEST DUMMY WITH THE REVISED NECK PY - 2003/05 SP - 15 p. AB - The Motorcyclist Anthropometric Test Dummy (MATD) and injury risk/benefit analysis methods standardized under International Standard ISO 13232 allow the relative injury benefits and risks of rider protective devices fitted to motorcycles to be assessed, for a specific set of injury types. Research involving the feasibility of airbags fitted to motorcycles intensified the need to upgrade the crash test dummy neck injury assessment methods. This involved the development of an improved dummy neck with multi-directional biofidelity and injury assessment capabilities and corresponding probabilistic four axis neck injury criteria. The neck injury criteria were developed by fitting the distributions of neck injury severities observed in on-scene in-depth investigations of 568 real-world motorcycle crashes, including the direction of neck motion indicated by special detailed neck dissections in 67 fatal cases, to the distributions of upper neck forces and moments measured in calibrated computer simulations of the MATD with the improved neck in the 568 crashes. The result is a probabilistic injury criterion that can estimate the probability of neck injury, based on four axis upper neck forces and moments measured with the new MATD neck. The model has a high level of overall agreement with neck injury severity levels and directions observed in real world crashes. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crash severity KW - Design KW - Design (overall design) KW - Dummies KW - Forecast KW - Forecasting KW - Hazards KW - Injuries KW - Injury KW - Injury severity KW - Motorcycle KW - Motorcycles KW - Risk KW - Risk assessment KW - Severity (accid, injury) KW - Simulation KW - Simulation KW - Vertebrae UR - https://trid.trb.org/view/750779 ER - TY - JOUR AN - 00987338 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - WITHNALL, C AU - SHEWCHENKO, N AU - WILEY, K D AU - ROGERS, N M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - AN IMPROVED DUMMY NECK FOR THE ISO 13232 MOTORCYCLE ANTHROPOMETRIC TEST DUMMY PY - 2003/05 SP - 10 p. AB - A new test dummy neck with improved biofidelity was developed specifically for motorcycle crash testing and is specified in the first revision of ISO 13232. This new neck has been approved to replace the modified Hybrid III neck originally specified for the Motorcyclist Anthropometric Test Device (MATD). The new neck was designed, with the aid of mathematical modeling, to address the unique posture and multi-directional biofidelity requirements of the MATD. It incorporates materials and features that are new to dummy neck design. It can be adjusted for a wide range of inclined torso angles that are associated with the large variety of motorcyclist riding postures. Biomechanical performance data for the new neck are presented that demonstrate characteristics in good agreement with various volunteer and cadaver test data. Additionally, an extensive series of high-energy tests have been conducted to evaluate the new design's reliability and repeatability. For the covering abstract see ITRD E825082. KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cadaver KW - Cadavers KW - Cervical vertebrae KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Motorcycle KW - Motorcycles KW - Vertebrae UR - https://trid.trb.org/view/750780 ER - TY - JOUR AN - 00987355 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - HIRAYAMA, S AU - OBAYASHI, K AU - Okabe, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - COMPATIBILITY FOR FRONTAL IMPACT COLLISIONS BETWEEN HEAVY AND LIGHT CARS PY - 2003/05 SP - 6 p. AB - Recently, frontal impact compatibility has been discussed internationally and various procedures to assess compatibility and various measures to improve compatibility have been proposed. Considering the above, car to car tests between a heavy car and a light car were conducted to clarify the effect of homogenizing the front structure on compatibility. The correlation between the results of the barrier impact tests, the procedures to assess compatibility, the car to car test results, and the requirements for the assessment procedure are discussed. For the covering abstract see ITRD E825082. KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Dimension KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Size UR - https://trid.trb.org/view/750797 ER - TY - JOUR AN - 00987356 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - SAKAGUCHI, Y AU - OKUWA, M AU - TAKIGUCHI, K AU - AKAMATSU, M AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - MEASURING AND MODELLING OF DRIVER FOR DETECTING UNUSUAL BEHAVIOR FOR DRIVING ASSISTANCE PY - 2003/05 SP - 7 p. AB - It is important to develop the driving assistance system that conforms to the individual driver's characteristics so that the driving assistance technology is widely accepted. Timing and ways of assistance should fit in individual characteristics of unusual driving behavior. In order to measure usual driving behavior, test vehicles were developed with an on-board driving recorder and various types of sensors. Several driving parameters (e.g. the driver's operational measures, the vehicle state measures, the traffic condition measures) were recorded. The equipped test vehicles were given to 67 paid volunteer drivers to use for two months in a commuting situation. The field operational test was conducted a total of about 1800 driving trips. The measured operation behavior was collected on a database. In order to develop a new driving assist method for the stopping maneuver, the driving behavior for usual driving was modelled using a Bayesian network. A deviation from the usual operation behavior (i.e. unusual behavior) can be estimated using this model. The unusual behavior can be regarded inappropriate behavior and thus can be applied to a cue for the driving assist such as a warning presentation. For the covering abstract see ITRD E825082. KW - Attitude (psychol) KW - Attitudes KW - Behavior KW - Behaviour KW - Braking KW - Braking KW - Conference KW - Conferences KW - Driver KW - Driver assistance system KW - Driver support systems KW - Drivers KW - Driving KW - Driving (veh) KW - Intelligent transport system KW - Intelligent transportation systems KW - Motor vehicle navigational aids KW - Sensor KW - Sensors KW - Surveillance KW - Surveillance KW - Technology KW - Technology KW - Warning KW - Warning systems UR - https://trid.trb.org/view/750798 ER - TY - JOUR AN - 00987370 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - Samaha, R R AU - ELLIOTT, D S AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - NHTSA SIDE IMPACT RESEARCH: MOTIVATION FOR UPGRADED TEST PROCEDURES PY - 2003/05 SP - 17 p. AB - This paper presents the results of a study on crash conditions and occupant characteristics in side impacts to support the development of advanced side impact test procedures. The US vehicle fleet has been changing in recent years with a growing population of light trucks and vans, and the rapid introduction of side impact inflatable restraints for both thoracic and head protection. The study utilizes the US NASS/CDS, and FARS and GES (1990-2001) to characterize the current and projected US side crash environment in order to identify opportunities to improve side impact protection for the modern US fleet. For the covering abstract see ITRD E825082. KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Delivery vehicle KW - Delivery vehicles KW - Head KW - Head KW - Injuries KW - Injury KW - Prevention KW - Prevention KW - Side crashes KW - Side impact KW - Thorax KW - Thorax KW - United States KW - Usa UR - https://trid.trb.org/view/750812 ER - TY - JOUR AN - 00987373 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - NISHIMOTO, T AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - INTRODUCTION OF THE REGULATION OF PEDESTRIAN HEAD PROTECTION IN JAPAN PY - 2003/05 SP - 9 p. AB - Pedestrian fatalities account for about 30% of all traffic accident fatalities in Japan. As head injuries in particular often lead to death or serious injury, it is important to reduce their severity, and so a new regulation for head protection is currently being drawn up. The regulation is based on the results of discussions by IHRA, and applies to passenger vehicles and trucks built on a passenger car chassis weighing 2500 kg or less. The test procedure involves a sub-system test that uses two head form impactors, an adult head form and a child head form. The test area is zoned for both adult and child heads impacting against the bonnet top, and the regulation requires both adult and child head injuries to be reduced to the required level. All new models of applicable vehicles introduced after 2005 will have to comply with the new regulation. After 2010, all new applicable vehicles will have to comply. Vehicles that have difficulty meeting the regulation requirements, such as low-bonnet-height vehicles and certain types of trucks, will have a two-year grace period in which to comply. This report explains the regulation in detail. For the covering abstract see ITRD E825082. KW - Adult KW - Adults KW - Anthropometric dummy KW - Anthropometry KW - Bonnet (car) KW - Child KW - Children KW - Conference KW - Conferences KW - Dummies KW - Head KW - Head KW - Hoods KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Japan KW - Japan KW - Legislation KW - Legislation UR - https://trid.trb.org/view/750815 ER - TY - JOUR AN - 00987387 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - IWATA, Y AU - TOYOFUKU, K AU - HAGISATO, Y AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF NIGHT VIEW SYSTEM PY - 2003/05 SP - 6 p. AB - The development of a night view system to assist a driver's vision during night driving is described. This system can capture an image beyond the range of low beam headlights with a near-infrared camera and display a monochrome virtual image onto the wind shield in front of the driver. To avoid startling the driver of an oncoming vehicle, this system projects a near-infrared ray, which is hardly visible to the human eye. Because a virtual image is displayed on the windshield, it was possible to optimise the position, size and brightness of the head-up display (HUD) to enhance a driver's view during night driving. A switch is provided to turn the system on and off and to control the HUD's brightness. This system can be effective without impairing typical night driving. For the covering abstract see ITRD E825082. KW - Conference KW - Conferences KW - Driver assistance system KW - Driver support systems KW - Equipment KW - Equipment KW - Information display systems KW - Infrared KW - Infrared radiation KW - Intelligent transport system KW - Intelligent transportation systems KW - Motor vehicle navigational aids KW - Night KW - Night KW - Vision KW - Vision KW - Visual display KW - Visual display KW - Visual display units (Computers) UR - https://trid.trb.org/view/750829 ER - TY - JOUR AN - 00987388 JO - PROCEEDINGS OF 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD NAGOYA, JAPAN, 19-22 MAY 2003 PB - National Highway Traffic Safety Administration AU - FUJITA, K AU - FUJINAMI, H AU - MORIIZUMI, K AU - ENOMOTO, T AU - KACHU, R AU - KATO, H AU - National Highway Traffic Safety Administration AU - MINISTRY OF ECONOMY, TRADE AND INDUSTRY OF JAPAN TI - DEVELOPMENT OF PRE-CRASH SAFETY SYSTEM PY - 2003/05 SP - 5 p. AB - A large number of means for active safety and passive safety have been studied for road traffic safety, and various safety systems have been commercialized. It has now become important to link active safety with passive safety to enhance overall safety. Therefore, a pre-crash safety system has been developed that helps to reduce crash injuries by determining the likelihood of a crash in advance, and activating active safety systems and passive safety systems at an earlier stage. This paper describes the configuration, functions, and effects of this pre-crash safety system. The newly developed system consists of a pre-crash sensor, a pre-crash seat belt, and pre-crash brake assist. The pre-crash sensor is composed of a millimeter-wave radar that detects forward obstacles and a pre-crash safety computer that helps to determine in advance whether a crash is unavoidable, based on location, speed and course of an obstacle. The pre-crash seat belt, which employs a mechanism to retract the seat belt by a motor, helps to reduce crash injuries through earlier restraint of front occupants. The pre-crash brake assist helps to reduce the crash speed by quickly generating a large brake force in response to the driver's brake pedal operation even when sudden braking is not being performed. For the covering abstract see ITRD E825082. KW - Adaptive cruise control KW - Braking KW - Braking KW - Conference KW - Conferences KW - Crash avoidance systems KW - Driver assistance system KW - Driver support systems KW - Front KW - Front KW - Injuries KW - Injury KW - Intelligent transport system KW - Intelligent transportation systems KW - Manual safety belts KW - Motor vehicle navigational aids KW - Prevention KW - Prevention KW - Safety belt KW - Seat belts KW - Sensor KW - Sensors KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/750830 ER - TY - RPRT AN - 00968566 AU - General Motors Corporation AU - Delphi Delco Electronics Systems AU - National Highway Traffic Safety Administration TI - AUTOMOTIVE COLLISION AVOIDANCE SYSTEM FIELD OPERATIONAL TEST: THIRD ANNUAL REPORT PY - 2003/05 SP - 113 p. AB - In June of 1999, the National Highway Traffic Safety Administration entered into a cooperative research agreement with General Motors to advance the state-of-the-art of rear-end collision warning technology and conduct a field operational test of a fleet of passenger vehicles outfitted with a prototype rear-end collision warning system and adaptive cruise control. The goal of the research program was to demonstrate the state-of-the-art of rear-end collision warning systems and measure system performance and effectiveness using lay drivers driving on public roads in the United States. The five-year program consists of a 2 1/2 year development phase during which refinement of component technologies will continue and be integrated into a prototype test vehicle. In the three-year period of the second program phase, a fleet of ten vehicles will be constructed and outfitted with rear-end collision warning and adaptive cruise control systems and given to volunteer drivers to drive over a period of several weeks. Data collected from on-board vehicle instrumentation will be analyzed and used to estimate potential safety benefits and obtain information on the driving experiences of the volunteer drivers and their acceptance of this next-generation safety technology. The operational test will last approximately one year. This document reports on the activities and results from the end of the first program year of Phase II of this research project. KW - Acceptance KW - Autonomous intelligent cruise control KW - Crash avoidance systems KW - Data collection KW - Field tests KW - Human factors KW - Performance KW - Prototypes KW - Rear end crashes KW - State of the art KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2003/HS809600.pdf UR - https://trid.trb.org/view/679586 ER - TY - JOUR AN - 00968268 JO - Research Note PB - National Center for Statistics and Analysis AU - Wang, J-S AU - Blincoe, L AU - National Center for Statistics and Analysis TI - BELT USE REGRESSION MODEL - 2003 UPDATE PY - 2003/05 SP - 12 p. AB - This research note describes modifications to the National Highway Traffic Safety Administration's (NHTSA's) BELT USE regression model. BELT USE is a second-degree polynomial model that was created in 1994. Basically, this model uses the national observed belt use rate to predict lives-saved by safety belts. This note describes changes made to the model in 2001 and 2003. The most current version of the model (2003) incorporated the impact of air bags and uses updated effectiveness rates. KW - Air bags KW - Forecasting KW - Mathematical models KW - Polynomials KW - Regression analysis KW - Seat belts KW - Traffic safety KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/809639.pdf UR - https://trid.trb.org/view/686803 ER - TY - RPRT AN - 00968258 AU - General Motors Corporation AU - Delphi Delco Electronics Systems AU - National Highway Traffic Safety Administration TI - AUTOMOTIVE COLLISION AVOIDANCE SYSTEM FIELD OPERATIONAL TEST THIRD ANNUAL REPORT PY - 2003/05 SP - 108 p. AB - In June of 1999, the National Highway Traffic Safety Administration entered into a cooperative research agreement with General Motors to advance the state-of-the-art of rear-end collision warning technology and conduct a field operational test of a fleet of passenger vehicles outfitted with a prototype rear-end collision warning system and adaptive cruise control. The goal of the research program was to demonstrate the state-of-the-art of rear-end collision warning systems and measure system performance and effectiveness using lay drivers driving on public roads in the United States. The five-year program consists of a 2 1/2 year development phase during which refinement of component technologies will continue and be integrated into a prototype test vehicle. In the three-year period of the second program phase, a fleet of ten vehicles will be constructed and outfitted with rear-end collision warning and adaptive cruise control systems and given to volunteer drivers to drive over a period of several weeks. Data collected from on-board vehicle instrumentation will be analyzed and used to estimate potential safety benefits, obtain information on the driving experiences of the volunteer drivers and their acceptance of this next-generation safety technology. The operational test will last approximately one year. This document reports on the activities and results from the end of the first program year of Phase II of this research project. KW - Adaptive control KW - Automobiles KW - Crash avoidance systems KW - Cruise control KW - Data collection KW - Field tests KW - General Motors Corporation KW - Highway safety KW - Human factors KW - Instrumented vehicles KW - Operations KW - Prototype tests KW - Rear end crashes KW - Research KW - Test vehicles KW - Traffic crashes KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration KW - United States KW - Warning systems UR - https://trid.trb.org/view/679034 ER - TY - RPRT AN - 00968256 AU - National Highway Traffic Safety Administration TI - WORKING WITH HOSPITALS TO BUILD SAFE COMMUNITIES PY - 2003/05 SP - 7 p. AB - Local Safe Communities coalitions should consider inviting hospitals in their area to join the coalition. Hospitals are frequently the hub of a major health care system, as well as large employers in their communities. Hospital expertise and resources can help coalitions set up and operate local injury prevention programs. Coalitions can help hospitals fulfill their community service mission. This folio is designed to help coalitions recruit their local hospitals. KW - Coalitions KW - Communities KW - Community action programs KW - Hospitals KW - Injuries KW - Prevention KW - Safe Communities KW - Safety KW - Safety programs UR - https://trid.trb.org/view/679029 ER - TY - RPRT AN - 00968254 AU - National Highway Traffic Safety Administration TI - HOW SAFE COMMUNITIES CAN ASSIST MILITARY MISSION READINESS PY - 2003/05 SP - 6 p. AB - The safety of military members on the roadways when on duty is vital to mission readiness. Improving highway safety and preventing deaths and injuries is one sure way to contribute to mission readiness. The Safe Communities approach to injury prevention offers military installations a proven way to harness resources and improve safety. The goals of this folio are to: (1) inform military personnel how Safe Communities works, and (2) explain how military personnel can form coalitions and become involved in their local communities. KW - Coalitions KW - Communities KW - Community action programs KW - Fatalities KW - Highway safety KW - Injuries KW - Military facilities KW - Military personnel KW - Prevention KW - Safe Communities KW - Safety programs UR - https://trid.trb.org/view/679023 ER - TY - RPRT AN - 00968253 AU - National Highway Traffic Safety Administration TI - HOW SAFE COMMUNITIES CAN HELP HOSPITALS REDUCE THE MOTOR VEHICLE INJURY BURDEN PY - 2003/05 SP - 6 p. AB - Preventable injuries pose a large health threat to America's communities. Given their expertise and community standing, hospitals are uniquely positioned to meet the prevention challenge. The Safe Communities model offers a proven success strategy for hospitals willing to lead in reducing injuries. The approach and how hospitals can form coalitions in their own communities are described in this folio. KW - Coalitions KW - Communities KW - Community action programs KW - Hospitals KW - Injuries KW - Prevention KW - Safe Communities KW - Safety programs KW - Traffic crashes UR - https://trid.trb.org/view/679020 ER - TY - RPRT AN - 00968255 AU - National Highway Traffic Safety Administration TI - WORKING WITH THE MILITARY TO BUILD SAFE COMMUNITIES PY - 2003/05 SP - 11 p. AB - It is vital to include the military in a Safe Communities coalition. Military installations (all property the military has responsibility for) are integral community members. In many communities across the United States, the military is a large local employer. The uniformed and civilian employees of the military and their dependents make up a key part of the local population. This folio describes how Safe Communities coalitions can attract their local military installations to join their injury prevention efforts. KW - Communities KW - Community action programs KW - Employees KW - Employers KW - Injuries KW - Military facilities KW - Prevention KW - Safe Communities KW - Safety programs KW - United States UR - https://trid.trb.org/view/679026 ER - TY - RPRT AN - 00968241 AU - Eby, D W AU - Kostyniuk, L P AU - University of Michigan Transportation Research Institute AU - Delphi Delco Electronics Systems TI - DRIVER DISTRACTION AND CRASHES: AN ASSESSMENT OF CRASH DATABASES AND REVIEW OF THE LITERATURE PY - 2003/05 SP - 44 p. AB - A distracted driver has delayed recognition of information necessary for safe driving because an event in the vehicle or outside of the vehicle has attracted the driver's attention. A distracted driver may be less able to respond appropriately to changing road and traffic conditions leading to an increased likelihood of crash. Development of technology to reduce distraction-related crashes is proceeding, including the development of a workload/distraction management system in the SAfety VEhicle(s) using adaptive Interface Technology (SAVE-IT) program. In order to determine the potential benefits of systems such as SAVE-IT, it is necessary to understand the crash scenarios in which driver distraction is a likely contributor. This report has two purposes. The first is to review and assess available crash databases to determine which variables are available, feasible, and appropriate for determining distraction-related crash scenarios. The second purpose is to investigate a variety of other distraction-related scenarios in crash databases and those that may not appear in crash records directly, but, nonetheless, are likely to be related to distraction-related crashes. The crash databases reviewed are: the National Automotive Sampling System General Estimates System; The National Automotive Sampling System Crashworthiness Data System; the Fatality Analysis Reporting System; the Highway Safety Information System; and regional geographic information system databases. The report examines five crash scenarios to determine the relative frequency of distraction-related crashes by crash scenario: single vehicle run off the road; rear-end; intersection/crossing path; lane-change/merge; and head-on. This review also covers a number of distracted-driving scenarios both outside and inside the vehicle including: exterior incidents; looking at scenery; passenger interactions; adjusting entertainment systems; listening to music; cellular phone use; use of route-guidance systems; eating/drinking; adjusting vehicle controls; objects moving in the vehicle; and smoking. Also presented is a framework for rank-ordering the relative contribution of these scenarios to distraction-related crash risk. KW - Attention lapses KW - Behavior KW - Cellular telephones KW - Crash analysis KW - Crash causes KW - Crash data KW - Crashworthiness Data System KW - Databases KW - Distraction KW - Drivers KW - Fatality Analysis Reporting System KW - Frontal crashes KW - General Estimates System KW - Highway Safety Information System KW - Intersections KW - Lane changing KW - National Automotive Sampling System KW - Ran off road crashes KW - Rear end crashes KW - Risk assessment KW - Traffic crashes UR - https://trid.trb.org/view/678987 ER - TY - RPRT AN - 00967081 AU - Rumar, K AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor TI - FUNCTIONAL REQUIREMENTS FOR DAYTIME RUNNING LIGHTS PY - 2003/05 SP - 62 p. AB - Late detection is the basic mechanism responsible for daytime collisions. One goal of this report is to review evidence concerning the effectiveness of daytime running lights (DRLs) to increase vehicle conspicuity, and thereby facilitate vehicle detection and reduce the number of daytime collisions (including collisions between cars and unprotected road users). Another goal is to recommend lighting characteristics of dedicated DRLs. The available accident studies indicate that DRLs are effective in reducing the number of daytime collisions. Furthermore, this reduction is larger for pedestrians and cyclists than for motor vehicles. Evidence indicates that the minimum intensity of DRLs should be about 400 cd. Although increased intensity of DRLs results in increased effectiveness, it also results in increased glare. Consequently, an upper limit on the intensity of DRLs is justified. Arguments are presented that for the relevant levels of ambient illumination (1,500 - 40,000 lux), the maximum intensity for dedicated DRLs should be about 1,500 cd. The report also discusses recommended DRL light distributions, non-dedicated DRL alternatives, and the use of rear lamps with DRLs. KW - Cyclists KW - Daytime crashes KW - Daytime running lamps KW - Glare KW - Highway safety KW - Luminous intensity KW - Pedestrian-vehicle crashes KW - Recommendations KW - Traffic crashes KW - Traffic safety KW - Vehicles KW - Visibility UR - https://trid.trb.org/view/678452 ER - TY - RPRT AN - 00960151 AU - Staplin, Loren AU - Lococo, K H AU - Gish, K W AU - Decina, L E AU - Scientex Corporation AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - MODEL DRIVER SCREENING AND EVALUATION PROGRAM, FINAL TECHNICAL REPORT. VOLUME I: PROJECT SUMMARY AND MODEL PROGRAM RECOMMENDATIONS PY - 2003/05 SP - 48 p. AB - This research project studied the feasibility as well as the scientific validity and utility of performing functional capacity screening with older drivers. A Model Program was described encompassing procedures to detect functionally impaired drivers who pose an elevated risk to themselves and others; to support remediation of functional limitations if possible; to provide mobility counseling to inform and connect individuals with local alternative transportation options; and to educate the public and professionals about the link between functional decline and driving safety - all within a larger context of helping to preserve and extend the mobility of older persons. Early in this project, a questionnaire was developed and distributed to Driver License Administrators in the U.S. and Canada to broadly determine cost and time parameters, while identifying legal, ethical, or policy implications that could influence implementation of Model Program activities. Subsequently, a battery of functional tests was developed and pilot tested in Motor Vehicle Administration sites and in the community. A database of scores on functional ability measures, driving habits information, and crash and violation history was created for over 2,500 drivers in three samples drawn from license renewal, medical referral, and residential community populations. Cost estimates for functional capacity screening and related Model Program activities were developed for research and production settings. A 477-page "Safe Mobility for Older People Notebook" (DOT HS-808 853) was developed to support program initiatives promoting the safe mobility of older persons across all States and Provinces, including an "Annotated Research Compendium of Driver Assessment Techniques for Age-Related Functional Impairments." A set of guidelines for motor vehicle administrators was also produced to update the 1992 publication of the same title by the National Highway Traffic Safety Administration and the American Association of Motor Vehicle Administrators. This volume, Volume I, contains the project summary and Model Program recommendations. KW - Administrative personnel KW - Age-related functional impairment KW - Aged drivers KW - Canada KW - Costs KW - Counseling KW - Driver licensing KW - Education KW - Functional capacity screening KW - Highway safety KW - Mobility KW - Questionnaires KW - Recommendations KW - Risk assessment KW - Surveys KW - United States UR - http://www.nhtsa.dot.gov/people/injury/olddrive/modeldriver/volume_i.htm UR - http://ntl.bts.gov/lib/26000/26000/26050/DOT-HS-809-582.pdf UR - https://trid.trb.org/view/659893 ER - TY - RPRT AN - 00960153 AU - Staplin, Loren AU - Lococo, K H AU - Scientex Corporation AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - MODEL DRIVER SCREENING AND EVALUATION PROGRAM, FINAL TECHNICAL REPORT. VOLUME III: GUIDELINES FOR MOTOR VEHICLE ADMINISTRATORS PY - 2003/05 SP - 77 p. AB - These guidelines present an update of report number DOT HS-807 853 published in August 1992. They reflect current understanding of the relationship between functional capabilities and driving impairment gained through review of existing medical review programs, and the experience of jurisdictions in implementing pilot screening and evaluation activities. The results of the Maryland Pilot Older Driver Study are relied upon most extensively in the identification of procedures that can be recommended as most valid and feasible for implementation by jurisdictional (State and Provincial) driver licensing agencies. Practical, technical, and administrative issues associated with the development and implementation of a screening program for the detection of functionally-impaired drivers are addressed in these guidelines. A summary of the research syntheses and empirical findings that support these guidelines may be found in Volumes 1 and 2 of the Final Technical Report for NHTSA contract number DTNH22-96-C-05140, "Model Driver Screening and Evaluation Program." Additional supporting documentation is provided in the "Safe Mobility for Older People Notebook," report number DOT HS-808 853, published in April 1999. KW - Administrative procedures KW - Age-related functional impairment KW - Aged drivers KW - Driver licensing KW - Functional capacity screening KW - Guidelines KW - Pilot studies UR - http://www.nhtsa.dot.gov/people/injury/olddrive/modeldriver/guidelines.htm UR - https://trid.trb.org/view/659895 ER - TY - RPRT AN - 00960152 AU - Staplin, Loren AU - Lococo, K H AU - Gish, K W AU - Decina, L E AU - Scientex Corporation AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - MODEL DRIVER SCREENING AND EVALUATION PROGRAM, FINAL TECHNICAL REPORT. VOLUME II: MARYLAND PILOT OLDER DRIVER STUDY PY - 2003/05 SP - 133 p. AB - This research project studied the feasibility as well as the scientific validity and utility of performing functional capacity screening with older drivers. A Model Program was described encompassing procedures to detect functionally impaired drivers who pose an elevated risk to themselves and others; to support remediation of functional limitations if possible; to provide mobility counseling to inform and connect individuals with local alternative transportation options; and to educate the public and professionals about the link between functional decline and driving safety - all within a larger context of helping to preserve and extend the mobility of older persons. Early in this project, a questionnaire was developed and distributed to Driver License Administrators in the U.S. and Canada to broadly determine cost and time parameters, while identifying legal, ethical, or policy implications that could influence implementation of Model Program activities. Subsequently, a battery of functional tests was developed and pilot tested in Motor Vehicle Administration sites and in the community. A database of scores on functional ability measures, driving habits information, and crash and violation history was created for over 2,500 drivers in three samples drawn from license renewal, medical referral, and residential community populations. Cost estimates for functional capacity screening and related Model Program activities were developed for research and production settings. A 477-page "Safe Mobility for Older People Notebook" (DOT HS-808 853) was developed to support program initiatives promoting the safe mobility of older persons across all States and Provinces, including an "Annotated Research Compendium of Driver Assessment Techniques for Age-Related Functional Impairments." A set of guidelines for motor vehicle administrators was also produced to update the 1992 publication of the same title by the National Highway Traffic Safety Administration and the American Association of Motor Vehicle Administrators. This volume, Volume II, contains the Maryland Pilot Older Driver Study. KW - Administrative personnel KW - Age-related functional impairment KW - Aged drivers KW - Canada KW - Costs KW - Counseling KW - Driver licensing KW - Education KW - Functional capacity screening KW - Highway safety KW - Maryland KW - Mobility KW - Pilot studies KW - Questionnaires KW - Risk assessment KW - Surveys KW - United States UR - http://www.nhtsa.dot.gov/people/injury/olddrive/modeldriver/volume_ii.htm UR - http://ntl.bts.gov/lib/26000/26000/26069/DOT-HS-809-581_002.pdf UR - https://trid.trb.org/view/659894 ER - TY - CONF AN - 00943473 AU - National Highway Traffic Safety Administration AU - Ministry of Economy, Trade and Industry, Japan AU - Ministry of Land, Infrastructure and Transport, Japan TI - PROCEEDINGS - 18TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, NAGOYA, JAPAN, MAY 19-22, 2003 PY - 2003/05 SP - v.p. AB - The Enhanced Safety of Vehicles (ESV) Program originated more than 30 years ago under the North Atlantic Treaty Organization (NATO) Committee on the Challenges of Modern Society, and was implemented through bilateral agreements between the governments of the United States, France, the Federal Republic of Germany, Italy, the United Kingdom, Japan, and Sweden. The participating nations agreed to develop experimental safety vehicles to advance the state-of-the-art technology in automotive engineering and to meet periodically to exchange information on their progress. Since its inception the number of international partners has grown to include the governments of Canada, Australia, The Netherlands, Hungary, Poland, and two international organizations--the European Enhanced Vehicle-safety Committee, and the European Commission. A representative from each country and organization serves as a Government Focal Point in support of the Conference. The research papers and status reports contained on this CD-ROM are unedited. These documents feature research efforts underway worldwide in the reduction of motor vehicle related injuries and fatalities. U1 - 18th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety Administration; Ministry of Economy, Trade and Industry, Japan; and Ministry of Land, Infrastructure and Transport, Japan.Nagoya, Japan StartDate:20030519 EndDate:20030522 Sponsors:National Highway Traffic Safety Administration; Ministry of Economy, Trade and Industry, Japan; and Ministry of Land, Infrastructure and Transport, Japan. KW - Australia KW - Automotive engineering KW - Canada KW - CD-ROM KW - Conferences KW - European Commission KW - European Enhanced Vehicle-Safety Committee KW - Experimental vehicles KW - Fatalities KW - France KW - Germany KW - Hungary KW - Injuries KW - International KW - Italy KW - Japan KW - Netherlands KW - Poland KW - Research KW - Sweden KW - Technological innovations KW - United Kingdom KW - United States KW - Vehicle safety UR - https://trid.trb.org/view/644209 ER - TY - JOUR AN - 00943451 JO - Consumer Reports PB - Consumers Union of U.S., Incorporated AU - Consumers Union of United States, Incorporated TI - CHILD CAR SEATS PY - 2003/05 VL - 68 IS - 5 SP - p. 46-49 AB - Tests of 14 infant or convertible car seats and 11 booster seats priced from $20 to $230 show that a surprising number have design flaws or are difficult to make fit securely. Among the findings are the following: On impact, some seats in the rear-facing, infant mode reclined excessively, which could cause injury; As required by federal law, all car seats except booster seats come equipped with Lower Anchors and Tethers for Children (LATCH), a supposedly simple fastening system, yet the LATCH connectors on several of the models tested made proper installation difficult at best; Seven car seats performed somewhat better when fastened with the vehicle safety belts rather than with the LATCH devices; Two seats sustained structural damage in crash tests; On three models, harness belts are so cumbersome to adjust that you have to remove the child from the car seat and the car seat from the car to do so; and Shoulder-belt guides on some toddler/booster seats can interfere with the necessary retraction of the belt during sudden stops or in a crash. Additional information is provided in this article, along with the Consumer Reports ratings of the 25 tested child car seats. An insert with this article provides car-seat safety tips. KW - Booster seats KW - Child restraint systems KW - Defects KW - Impact tests KW - Installation KW - Lower Anchors and Tethers for Children (LATCH) KW - Ratings KW - Testing UR - https://trid.trb.org/view/645955 ER - TY - RPRT AN - 00968257 AU - Wierwille, W W AU - Lee, S E AU - DeHart, M C AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - ENHANCED REAR LIGHTING AND SIGNALING SYSTEMS TASK 2 REPORT: TESTING AND OPTIMIZATION OF HIGH-LEVEL AND STOPPED/SLOWLY-MOVING VEHICLE REAR SIGNALING SYSTEMS PY - 2003/04/07 SP - 154 p. AB - Rear-end crashes account for approximately 25% of all crashes and result in a substantial number of injuries and fatalities each year. The goal of this research effort is to develop and test a small number of enhanced rear-lighting concepts that have the potential to reduce the number of rear-end collisions, including crashes with stopped or slowly-moving vehicles. This document reports on Task 2 of the research effort, which consisted of two experiments to design and optimize systems with regard to four dependent measures (Attention-Getting Rating, Discomfort-Glare Rating, Horizontal Peripheral Detection Angle, and Diagonal Peripheral Detection Angle) while also taking system complexity into account. In Experiment 1, 12 subjects evaluated 17 configurations. These configurations included variants of the Task 1 recommendations as well as baseline systems, including several highly attention-getting devices. Experiment 1 was conducted using white lights and clear lenses to provide a consistent comparison across all configurations. The results showed that the Traffic Clearing Light (TCL), a lamp with a motorized reflector moving in and "M-sweep" pattern, was the top candidate for a high-level signal (e.g., for imminent crash warning), while a pair of centrally located alternating halogen lamps would be optimal for a stopped/slowly moving vehicle signal. Experiment 2 also used a mixed factors design with 12 subjects to evaluate four configurations, (the TCL, along with three variations of the alternating halogen lamp pair) and three lens tints (clear, amber, and red). The results showed that the TCL was superior to the alternating pair configurations in attention-getting and peripheral detection and would thus be best used as the high-level signal with tinted lenses in either red or amber. The results also suggested that the high-output halogen alternating pair with dispersive lenses represents the best available configuration for the stopped/slowly-moving vehicle signal with tinted lenses in either red or amber. The final system recommendation is for an additional three-lamp bar to be mounted somewhere below the central high mounted signal lamp (CHMSL). The center lamp would be the high-level signal and would consist of the TCL with a nondispersive red lens. The outside signal pair would be the stopped/slowly moving vehicle signal and would consist of the high-output halogen alternating pair with dispersive amber lenses. The recommended final system is fully described in terms of functional requirements and system specifications. The report also contains an appendix describing the algorithms to be used for the activation of each signal type. These two elements combine to completely specify a promising rear signaling system to the point of readiness for further development and field or fleet testing. KW - Algorithms KW - Attention KW - Attention value KW - Brake lamps KW - Crash avoidance systems KW - Glare KW - High mounted brake lamps KW - Highway safety KW - Human subject testing KW - Peripheral vision KW - Rear end crashes KW - Rear lighting KW - Signaling KW - Traffic crashes KW - Traffic safety KW - Vehicle lighting systems KW - Warning signals UR - https://trid.trb.org/view/679031 ER - TY - RPRT AN - 01390264 AU - Royal, D AU - United States. National Highway Traffic Safety Administration (NSTSA) TI - National survey of distracted and drowsy driving attitudes and behaviors: 2002: volume 1: findings report PY - 2003/04 SP - 61p KW - Accident cause KW - Accident proneness KW - Accident proneness KW - Attention KW - Attention KW - Behavior KW - Cellular telephones KW - Crash causes KW - Driver behaviour KW - Driver performance KW - Driver performance KW - Drivers KW - Fatigue (Physiological condition) KW - Highway safety KW - Human factors KW - Human factors KW - Human fatigue KW - Mobile phone KW - Risk taking KW - Risk taking KW - Road safety UR - https://trid.trb.org/view/1158030 ER - TY - RPRT AN - 00965923 AU - daSilva, M P AU - Smith, J D AU - Najm, W G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - ANALYSIS OF PEDESTRIAN CRASHES PY - 2003/04 SP - 96 p. AB - This report analyzes the problem of pedestrian crashes in the United States to support the development and assessment of effective pedestrian crash avoidance systems as part of the U.S. Department of Transportation's Intelligent Vehicle Initiative. In 1998, about 70,000 pedestrian crashes, or 1.1% of all police-reported crashes, occurred in the United States, resulting in 5,294 fatal crashes, or 14.3% of all fatal motor vehicle crashes that year. This report identifies prevalent pre-crash scenarios, describes their physical setting, and provides statistics on driver/pedestrian age and pedestrian injury severity per scenario based on GES and FARS data from 1995 through 1998. The analysis of crash contributing factors for 10 specific scenarios revealed that a high percentage of drivers reported vision obscurity in pre-crash scenarios where the pedestrian darted onto the roadway. Alcohol involvement was particularly high for drivers in scenarios where the pedestrian was walking along the roadway at a non-junction. Conversely, a high percentage of drunken pedestrians were reported in scenarios where a pedestrian was struck either crossing or walking along the roadway. Almost 60% of pedestrian crashes in which the pedestrian was walking along the roadway at a nonjunction occurred at nighttime. Younger pedestrians, especially those aged from 5 to 9 years old, were the most susceptible to vehicle-pedestrian crashes, accounting for nearly 14% of all pedestrians involved. Pedestrian injuries tended to be more severe away from junctions due to higher speeds involved. KW - Age KW - Alcohol use KW - Crash analysis KW - Crash data KW - Crash locations KW - Drunk drivers KW - Fatalities KW - Injuries KW - Injury severity KW - Intelligent Vehicle Initiative KW - Nighttime crashes KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Precrash phase KW - Speed KW - Statistics KW - Traffic crashes KW - United States KW - Visibility KW - Walking UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2003/DOTHS809585.pdf UR - https://trid.trb.org/view/678125 ER - TY - RPRT AN - 00960014 AU - National Highway Traffic Safety Administration AU - Federal Motor Carrier Safety Administration AU - Federal Highway Administration AU - National Association of Governors' Highway Safety Representatives TI - MODEL MINIMUM UNIFORM CRASH CRITERIA (MMUCC) GUIDELINE. SECOND EDITION PY - 2003/04 SP - 174 p. AB - The purpose of the Model Minimum Uniform Crash Criteria (MMUCC) is to provide a data set for describing crashes of motor vehicles 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 guideline was originally recommended as a voluntary guideline in 1998. The review and update of the MMUCC Guideline, 1st Edition (1998) has been structured to obtain maximum input from all sectors of the highway safety community. Over a 12-month period during 2001-2002, feedback was obtained from meetings, via the Web, email, phone, mail, etc., before producing the MMUCC Guideline, 2nd Edition (2003). The 113 data elements contained in the MMUCC Guideline, 1st Edition were revised in response to emerging issues and other highway safety needs. The second edition of the MMUCC Guideline contains 111 data elements. The second edition recommends that states implement all 111 data elements. To reduce the data collection burden, MMUCC recommends that law enforcement at the scene should collect 77 of the 111 data elements. From crash scene information, 10 data elements can be derived while the remaining 24 data elements, related to the person and roadway involved, should be obtained after linkage to driver history, injury and roadway inventory data. No changes will be made to the MMUCC Guideline, 2nd Edition for five years. During this period, each of the data elements and their attributes will be monitored to determine their usefulness and reliability. The MMUCC Guideline, 2nd Edition is organized as follows: Executive Summary; Introduction; Summary of Changes to the MMUCC Guideline, 1st Edition (1998); Model Minimum Uniform Crash Criteria; Glossary: Acronyms and MMUCC Terminology; and Reference Appendices. KW - Crash data KW - Data collection KW - Glossaries KW - Highway safety KW - Model Minimum Uniform Crash Criteria KW - On the scene crash investigation KW - Standardization KW - States UR - https://trid.trb.org/view/659795 ER - TY - RPRT AN - 00943472 AU - Singh, S AU - Rainbow Technology Incorporated AU - National Center for Statistics and Analysis TI - SAMPLING ISSUES IN REAR-END PRE-CRASH DATA COLLECTION PY - 2003/04 SP - 27 p. AB - A common type of crash that occurs on the roadways is the rear-end crash. Every year a large number of drivers are involved in such crashes. In order to develop effective crash countermeasures, it is important to have a better understanding of the driving behavior and performance of a driver prior to a rear-end crash. For that purpose, experiments need to be conducted in which the drivers can be observed in "naturalistic" settings and data can be collected on the driver-related parameters. This study discusses some of the sampling issues involved in the process of data collection in the above context. Contingency analysis is conducted to suggest criteria for stratifying the target population. A probabilistic approach is used for allocating the sample over the strata thus formed. An estimate of the number of vehicles needed to observe a specific number of rear-end crashes is obtained. This estimation problem is treated as the "discrete waiting-time" problem. Additionally, binomial probability distribution is used to estimate the number of drivers who would be involved in rear-end crashes as a result of deploying a certain number of vehicles. This estimate can be used to assess the potential of a given sample for acquiring the desired amount of information. When compared with some of the other methods of allocation (equal and proportional), the sample allocation criterion proposed in this study suggested much smaller sample size. Due to the random nature of rear-end crashes, the number of vehicles actually required for observing a certain number of rear-end crashes is likely to be large, while a smaller number may be deployable due to budgetary restrictions or other operational constraints. The sampling strategies are proposed for resolving the issues that may arise in such situations. The approach adopted in this study is fairly general and can be used to resolve the sampling issues in similar setups. Two databases, the General Estimates System (GES) and the Fatality Analysis Reporting System (FARS), compiled by the National Highway Traffic Safety Administration (NHTSA), have been used in this study. KW - Data collection KW - Distributions (Statistics) KW - Fatality Analysis Reporting System KW - General Estimates System KW - Precrash phase KW - Probability KW - Rear end crashes KW - Statistical sampling UR - http://www-nrd.nhtsa.dot.gov/Pubs/809-541.pdf UR - https://trid.trb.org/view/643555 ER - TY - RPRT AN - 00943463 AU - National Highway Traffic Safety Administration TI - BUCKLE UP AMERICA: THE NATIONAL INITIATIVE FOR INCREASING SAFETY BELT USE. FIFTH REPORT TO CONGRESS AND THIRD REPORT TO THE PRESIDENT PY - 2003/04 SP - 59 p. AB - This Fifth Report to Congress and Third Report to the President documents the activities of the "Buckle Up America" campaign from January 1, 2000, through December 31, 2001. The report is submitted in response to Executive Order 13043 and the House and Senate Appropriations Committees' directive to the Secretary of Transportation and the Administrator of the National Highway Traffic Safety Administration (NHTSA) to keep the President and the Committees apprised of the activities of the "Buckle Up America" campaign. The national goals of the campaign are to increase the national safety belt use rate to 78% by the end of 2003 and to reduce the number of child occupant (from birth to age 4) fatalities by 25% by the end of 2005 (using 653 fatalities in 1996 as a baseline). Child occupant fatalities continued to decline in 2000 and 2001. The national safety belt use rate in 2001 was 73%, the highest ever recorded in America's history. It is estimated that safety belt use saved more than 23,000 lives in 2000 and 2001. Also during 2000 and 2001, the "Buckle Up America" campaign expanded its outreach even further to individuals and organizations that truly represent a vast cross section of Americans. The campaign's four point plan is to enact strong legislation; maintain active, high-visibility law enforcement; build public-private partnerships; and conduct well-coordinated, effective public education. KW - Adults KW - Buckle Up America Campaign KW - Child restraint systems KW - Children KW - Education KW - Fatalities KW - Law enforcement KW - Legislation KW - Public private partnerships KW - Safety campaigns KW - Seat belts KW - Trend (Statistics) KW - Utilization UR - https://trid.trb.org/view/643546 ER - TY - RPRT AN - 00941357 AU - Royal, D AU - Gallup Organization AU - National Highway Traffic Safety Administration TI - VOLUME I: FINDINGS -- NATIONAL SURVEY OF DISTRACTED AND DROWSY DRIVING ATTITUDES AND BEHAVIORS: 2002 PY - 2003/04 SP - 68 p. AB - This report represents the findings on distracted driving (including cell phone use) and drowsy driving. The data come from a pair of studies undertaken by the National Highway Traffic Safety Administration (NHTSA) to better understand drivers' behaviors and attitudes regarding speeding, unsafe driving, distracted and drowsy driving. This volume reports respondents' behaviors and attitudes on various topics related to distracted and drowsy driving. Volume II presents the data on speeding and unsafe driving, while Volume III describes the methods used to conduct the interviews and analyze the data, and also contains the questionnaires. The data will be used to help identify the extent to which potentially distracting behaviors are undertaken by drivers and to understand the characteristics of those engaging in these behaviors so that programs can be developed to reduce these behaviors where they have been shown to be dangerous. The data come from two surveys each conducted among nationally representative samples of drivers during the Spring of 2002. Interviews were conducted with a total of 4,010 drivers in the U.S. The survey findings show that most drivers at least occasionally engage in behaviors that draw some of their attention away from their driving task. The most common of these behaviors include general activities of talking with other passengers (81%), changing radio stations or CDs (66%), and eating or drinking while driving (49%). While it is estimated that more than a billion driving trips are made weekly by drivers engaging in each of these behaviors, fewer than one in four drivers perceive these particular activities as distracting or as making driving much more dangerous. About one in four drivers uses a cell phone while driving for either inbound (26%) or outbound calls (25%), while a similar proportion deals with children in a back seat (24%). Close to one-half of drivers perceive these behaviors to make driving much more dangerous, although drivers who use cell phones are only half as less likely as nonusers to feel cell phone use is dangerous. Regarding drowsy driving, over a third (37%) of drivers report having nodded off or falling asleep at least once since they began driving. Eight percent have done so in the past six months. Nearly half of drivers who nodded off report doing so between 9:00PM and 6:00AM. About one quarter (26%) of drivers have been involved in a crash in the past five years. About 3.5% of drivers attribute a crash they've had in the past 5 years to their being distracted (including 0.8% looking for something outside of their vehicle and 0.7% dealing with children), 0.7% attribute a crash they've had to drowsy driving, while 0.1% of drivers attribute a crash they've had to their cell phone use. KW - Attitudes KW - Automobile driving KW - Behavior KW - Cellular telephones KW - Distraction KW - Drivers KW - Drowsiness KW - Falling asleep at the wheel KW - Fatigue (Physiological condition) KW - Surveys KW - Traffic crashes UR - http://www.nhtsa.dot.gov/people/injury/drowsy_driving1/distracted03/DISTRACTEDFINALFINDINGS%20REPORT.pdf UR - http://www.nhtsa.dot.gov/people/injury/drowsy_driving1/survey-distractive03/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26055/4194-DandDVol1.pdf UR - https://trid.trb.org/view/642633 ER - TY - RPRT AN - 01516341 AU - Anderson, Jon AU - Green, Kevin AU - Lopez-Bernal, Kristina E AU - Mantilla, Jose G AU - Marville, Robert AU - Papazian, Jennifer AU - Pickrell, Don H AU - Valihura, Paul AU - Wayson, Roger AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - National Highway Traffic Safety Administration Corporate Average Fuel Economy (CAFE) Standards. Final Environmental Assessment PY - 2003/03/31 SP - 101p AB - The National Highway Traffic Safety Administration (NHTSA) must set Corporate Average Fuel Economy (CAFE) Standards for light trucks. This was authorized by the Energy Policy and Conservation Act, which added Title V: Improving Automotive Fuel Efficiency to the Motor Vehicle Information and Cost Saving Act (now codified at 49 U.S.C. Chapter 329). NHTSA is statutorily required to set CAFE standards at the "maximum feasible level" based on four criteria: technological feasibility, economic practicability, the effect of government motor vehicle standards on fuel economy and the need of the United States to conserve energy. With the lifting of the Congressional freeze on CAFE standards in December 2001, NHTSA is proposing new CAFE standards for model year 2005-2007 light trucks. To satisfy the requirements of the National Environmental Policy Act (NEPA), NHTSA, with the assistance of the Volpe National Transportation Systems Center prepared a Draft Environmental Assessment, assessing the potential environmental impacts associated with the proposed action. This Final Environmental Assessment provides responses to comments received on the Draft and includes refinements to the analytical methodology and assumptions. KW - Corporate Average Fuel Economy (CAFE) KW - Environmental impacts KW - Fuel consumption KW - Light trucks KW - Standards KW - United States UR - http://ntl.bts.gov/lib/48000/48700/48758/FinalAnvironmentAss-NHTSA-2002-11419.pdf UR - https://trid.trb.org/view/1290294 ER - TY - RPRT AN - 00975874 AU - Blower, D AU - Matteson, A AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - EVALUATION OF THE MOTOR CARRIER MANAGEMENT INFORMATION SYSTEM CRASH FILE, PHASE ONE PY - 2003/03 SP - 24 p. AB - This document is the first in a series of papers presenting the results of an evaluation of the Motor Carrier Management Information System (MCMIS) Crash file undertaken by the Center for National Truck Statistics at the University of Michigan Transportation Research Institute. The MCMIS Crash file was developed by the Federal Motor Carrier Safety Administration (FMCSA) to allow for research on motor carrier safety problems, and to potentially provide a census of all trucks and buses involved in a traffic crash. The Crash file contains state-supplied data from police crash reports involving drivers and vehicles of all motor carriers operating in the U.S. It now includes a standard set of data elements that the states are required to supply on all trucks and buses involved in traffic crashes that meet a specific severity threshold. The purpose of this evaluation is to understand the strengths and weaknesses of the MCMIS Crash file, to identify problems with the data, and to propose solutions. This first phase examines the overall level of reporting of MCMIS data by the states, and evaluates the extent of missing data. Results from the 1994-2000 period show that about 42 of the 50 states and the District of Columbia are making efforts at full reporting of the required cases. However, for trucks the overall reporting level of fatal and nonfatal involvements is quite low at 63% of those expected, and for buses the rate is only 44% of expected. There has been continuous improvement in reporting trucks involved in fatal crashes, but less improvement for fatal bus involvements. There is a relative overreporting of injury crash involvements, but underreporting of towaway crashes. Missing data rates are reasonable for variables that provide simple descriptive information about the accident scene, but unacceptably high for details about the vehicle and driver. KW - Bus crashes KW - Crash data KW - Crash reports KW - Fatalities KW - Injuries KW - Management information systems KW - Missing data KW - Motor carriers KW - Overreporting KW - States KW - Truck crashes KW - Underreporting UR - https://trid.trb.org/view/702655 ER - TY - RPRT AN - 00968564 AU - Sen, B AU - Smith, J D AU - Najm, W G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - ANALYSIS OF LANE CHANGE CRASHES PY - 2003/03 SP - 49 p. AB - This report defines the problem of lane change crashes in the United States (U.S.) based on data from the 1999 National Automotive Sampling System/General Estimates System (GES) crash database of the National Highway Traffic Safety Administration. The results from this analysis provide a basis for related future research in the U.S. Department of Transportation's Intelligent Vehicle Initiative. Lane change crashes are defined in this report as two-vehicle crashes that occur when one vehicle encroaches into the path of another vehicle initially on a parallel path with the first vehicle and traveling in the same direction. Such encroachment results from various vehicle maneuvers including typical lane change, merge, pass, drift, turn, and leave or enter a parking position. Approximately 539,000 two-vehicle lane change crashes occurred in the U.S. in 1999. The analysis of pre-crash scenarios identified the seven most common scenarios that accounted for about 88% of all two-vehicle lane change crashes. Ten percent of "typical lane change" crashes involved large trucks changing lanes and light vehicles going straight; about 5% of these crashes involved the reverse combination. Similarly, trucks were turning and light vehicles were going straight in 10% of the "turning at junction" crashes; the reverse combination was reported in only 1% of these crashes. The highest involvement of trucks was observed in the "merging" scenario, accounting for 42% of these crashes. Finally, the physical setting of the seven scenarios was described in terms of the number of travel lanes per direction of travel, crash relation to junction, posted speed limit, roadway alignment, and roadway profile. The report also examines possible contributing factors using available GES variables. KW - Contributing factors KW - General Estimates System KW - Intelligent Vehicle Initiative KW - Lane changing KW - Light vehicles KW - Merging traffic KW - National Automotive Sampling System KW - Parking KW - Passing KW - Traffic crashes KW - Trucks KW - Turning traffic KW - United States UR - http://ntl.bts.gov/lib/34000/34700/34722/DOT-VNTSC-NHTSA-02-03.pdf UR - https://trid.trb.org/view/679579 ER - TY - JOUR AN - 00943481 JO - Research Note PB - National Center for Statistics and Analysis AU - Starnes, M AU - National Center for Statistics and Analysis TI - THE RELATIONSHIP BETWEEN DRIVER AND CHILD PASSENGER RESTRAINT USE AMONG FATALLY INJURED CHILD PASSENGERS AGE 0-15 PY - 2003/03 SP - 4 p. AB - This research note examines restraint use patterns among vehicle occupants involved in crashes where a child was fatally injured. The data used were from the Fatality Analysis Reporting System (FARS) for the period 1991-2001. This time period included five years before and after 1996, the year in which the National Highway Traffic Safety Administration instituted the Buckle Up America campaign. Results show that children are more likely to be restrained when their driver is restrained, and children are more likely to be unrestrained as they become older. KW - Child restraint systems KW - Children KW - Correlation analysis KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Seat belts KW - Utilization UR - http://www-nrd.nhtsa.dot.gov/Pubs/809-558.PDF UR - https://trid.trb.org/view/645959 ER - TY - JOUR AN - 00943482 JO - Research Note PB - National Center for Statistics and Analysis AU - Starnes, M AU - National Center for Statistics and Analysis TI - THE RELATIONSHIP BETWEEN DRIVER AND CHILD PASSENGER RESTRAINT USE AMONG INFANTS AND TODDLERS PY - 2003/03 SP - 4 p. AB - The National Highway Traffic Safety Administration's National Center for Statistics and Analysis analyzed data from the Fatality Analysis Reporting System (FARS) to investigate the association between the restraint use of child passengers involved in a crash and their drivers. In addition, National Occupant Protection Use Survey (NOPUS) data were examined regarding general restraint use patterns of children and their drivers. This research note discusses the results found when the child was an infant or toddler (age 0 to 4 years old). A strong positive correlation between the restraint use of young children and the driver was found. KW - Child restraint systems KW - Correlation analysis KW - Drivers KW - Fatality Analysis Reporting System KW - Infants KW - National Occupant Protection Use Survey KW - Seat belts KW - Utilization UR - http://www-nrd.nhtsa.dot.gov/Pubs/809-559.PDF UR - https://trid.trb.org/view/645960 ER - TY - JOUR AN - 00943480 JO - Research Note PB - National Center for Statistics and Analysis AU - Glassbrenner, D AU - National Center for Statistics and Analysis TI - SAFETY BELT USE IN 2002 - DEMOGRAPHIC CHARACTERISTICS PY - 2003/03 SP - 7 p. AB - The National Occupant Protection Use Survey (NOPUS) is conducted periodically by the National Center for Statistics and Analysis in the National Highway Traffic Safety Administration. The data in this research note were collected between June 3, 2002 and June 22, 2002, during which approximately 38,000 drivers and 12,000 passengers were observed at 1,141 randomly selected road sites. Among the survey results are the following: Safety belt use among African Americans rose to 77%, a sizable 8-point gain over their use two years ago. More than a quarter of Blacks who were not using belts in 2000 used them in 2002. The belt gender gap appears to be narrowing - males registered a 5-point gain, which reduced the gap from 10 to 7 points. Males now use belts 72% of the time, while females use them 79% of the time. Belt use has increased dramatically among older children, with 82% of 8-15 year-olds now using belts. Belt use has increased in rural areas. KW - African Americans KW - Children KW - Demographics KW - Gender KW - National Occupant Protection Use Survey KW - Rural areas KW - Seat belts KW - Utilization UR - http://www-nrd.nhtsa.dot.gov/Pubs/809-557.pdf UR - https://trid.trb.org/view/645958 ER - TY - RPRT AN - 00943471 AU - Singh, S AU - Rainbow Technology Incorporated AU - National Center for Statistics and Analysis TI - DRIVER ATTRIBUTES AND REAR-END CRASH INVOLVEMENT PROPENSITY PY - 2003/03 SP - 25 p. AB - Rear-end crashes are one of the frequently occurring types of crashes. It is becoming increasingly apparent that in order to develop effective rear-end crash countermeasures, it is important to understand the driving behavior and performance of a driver prior to a rear-end crash. The study compiled in this report is one of the attempts in this direction. The driver attributes age and sex were considered as two of several factors that might be contributing to crash involvement of drivers and possibly associated with the role that a driver would assume in a rear-end crash. Due to the random nature of rear-end crashes and unpredictability of age and sex of the driver who would be involved in such a crash, statistical treatment of the data was considered as the most reasonable means of drawing conclusions regarding the occurrence of these crashes and the involvement of drivers therein. Two databases, the General Estimates System (GES) and the Fatality Analysis Reporting System (FARS), compiled by the National Highway Traffic Safety Administration (NHTSA), were used for the statistical analysis that supports the results presented in this study. The frequency distributions based on driver's age and sex gave a fairly good idea about the crash involvement profile of drivers, thereby providing directions for further analysis. The statistic, Crash Involvement Propensity Index, proposed in this research, was used to compare the crash involvement propensity of drivers belonging to different age groups. This enabled identification of the age group that is likely to be most vulnerable to crashes. Narrowing the study to rear-end crashes, the contingency analysis was used to establish an association between driver's age and his/her role (striking/struck) as well as between driver's sex and his/her role in a rear-end crash. In fact, statistical evidence of a strong association between age of the driver and the type of rear-end crash (striking/struck) in which he/she is involved was provided. Similarly, it was statistically inferred that there is a strong association between sex of the young driver and his/her role in a rear-end crash. The joint, marginal, and conditional probability distributions brought out differences in the tendencies of drivers in assuming striking or struck role in rear-end crashes. The conclusions of this study can provide useful guidelines for future data collection and further studies aimed at developing crash countermeasures. KW - Age KW - Behavior KW - Distributions (Statistics) KW - Drivers KW - Fatality Analysis Reporting System KW - Frequency distributions KW - Gender KW - General Estimates System KW - Rear end crashes KW - Statistical analysis UR - http://www-nrd.nhtsa.dot.gov/Pubs/809-540.PDF UR - https://trid.trb.org/view/643554 ER - TY - RPRT AN - 00943459 AU - Boucher, D AU - Road Safety and Motor Vehicle Regulation Directorate TI - OCCURRENCE OF LIGHT-DUTY VEHICLE ROLLOVERS IN TRAID (1993 TO 1997) PY - 2003/03 SP - 28 p. AB - In Canada, data on motor vehicle collisions are contained in the TRaffic Accident Information Database (TRAID). The database is a census of all collisions reported in Canada. This Technical Memorandum documents the analyses that were performed with TRAID data supplemented with available vehicle registration data; analyses spanned the 5-year period of 1993 to 1997. In particular, it was desirable to determine the number of collisions involving rollover and the associated number of casualties, as well as determine whether Light Trucks and Vans (LTVs) were more prone than an automobile to be involved in a rollover and the factors contributing to this type of crash. LTVs include pickup trucks, sport utility vehicles, minivans and full size vans. The results of this study show approximately 25,000 collisions involving a light duty vehicle (LDV) rollover per year in Canada; these collisions result in the death of approximately 500 persons and in non-fatal injury to another 15,000 to 17,000 persons. LDVs include automobiles and LTVs. The majority of collisions involving an LDV rollover are single vehicle collisions. It was found that, in proportion to the number of single vehicle crashes, LTVs rolled over 54% more often than automobiles; in addition, single vehicle crashes resulted in a fatal rollover 43% more often for LTVs than for automobiles. It was also found that a smaller number of vehicle occupants are being killed or injured in an LTV than in an automobile in any given rollover (16.4 occupants killed and 629 occupants injured per thousand reported LTV rollovers versus 18.2 occupants killed and 731 occupants injured per thousand reported automobile rollovers). The data showed that vehicle rollover resulted in 2.1 occupants killed and 85 occupants injured per thousand single automobile collisions, whereas 2.9 occupants were killed and 113 others injured per thousand single LTV collisions. Alcohol consumption, speeding, and slippery road surface are reported more often in rollover collisions than in non-rollover collisions for both automobiles and LTVs. The majority of rollovers occur on roads where the posted speed limit is 70 to 90 km/h and on undivided roads. Further statistics are presented in this Technical Memorandum. KW - Automobiles KW - Canada KW - Contributing factors KW - Drunk driving KW - Fatalities KW - Icy roads KW - Injuries KW - Light vehicles KW - Pickup trucks KW - Rollover crashes KW - Single vehicle crashes KW - Speed limits KW - Speeding KW - Sport utility vehicles KW - Undivided highways KW - Vans UR - https://trid.trb.org/view/643542 ER - TY - RPRT AN - 00943462 AU - Miller, T R AU - Lawrence, B A AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - MOTOR VEHICLE INSURANCE IN THE UNITED STATES: A 1998-1999 SNAPSHOT WITH EMPHASIS ON MOTORCYCLE COVERAGE PY - 2003/03 SP - 28 p. AB - Motor vehicle insurance information is critical to understanding highway crash costs and who pays them. To address this need, unpublished data were obtained from six insurers that specialize in motorcycle insurance, along with parallel data from the nation's five largest motor vehicle insurers. Both insured motorcycles and other private passenger vehicles experienced $35.50 in crash-related claims per thousand miles traveled in 1998-1999. Motorcycles, however, typically insure against fewer risks than autos. If they were as broadly insured as autos, their claims costs per mile would have been almost 1.6 times average auto claims costs. Average property damage losses per claim were 65% larger for motorcycles than for other private passenger vehicles. Compared to other private passenger vehicles, motorcycles also had worse loss experience on theft, vandalism, and other non-crash risks. Per thousand miles traveled, insurance coverage cost $87 for a motorcycle but just $61 for other private passenger vehicles. In aggregate, pricing for motorcycle coverage was commensurate with loss experience. Liability coverage, however, might have been overpriced and property damage coverage underpriced. Profits on motorcycle liability coverage offset losses on property damage coverage. Among insured motorcycles with coverage details known for 1999, 14% had 750-1000 cc engines, 43% had larger engines, and 43% had smaller ones. The number of claims per policy, claim severity, losses per policy, and premiums all rose with engine size. Among motorcycles with large engines, sportbikes had especially bad loss records, experiencing losses per policy 1.5 to 2 times those of other motorcycles with large engines. This project yielded data that will enhance future National Highway Traffic Safety Administration (NHTSA) crash costing. These data are much different than those NHTSA collected in 1988. Increasing computerization and an improved data collection strategy make them more detailed, on point, and precise. KW - Costs KW - Insurance KW - Insurance claims KW - Liability insurance KW - Loss and damage claims KW - Motorcycle engine size KW - Motorcycles KW - Private passenger vehicles KW - Property damage KW - Theft KW - United States KW - Vandalism UR - http://www.nhtsa.gov/people/injury/pedbimot/motorcycle/motorcycleinsurance03/Motorcycle%20Insurance%20Web/Images/MotorVehicleInsurance.pdf UR - https://trid.trb.org/view/643545 ER - TY - RPRT AN - 00943454 AU - Matteson, A AU - Blower, D AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - TRUCKS INVOLVED IN FATAL ACCIDENTS CODEBOOK 2000 (VERSION MARCH 17, 2003) PY - 2003/03 SP - 130 p. AB - This report provides one-way frequencies for all the vehicles in the University of Michigan Transportation Research Institute's (UMTRI's) file of Trucks Involved in Fatal Accidents (TIFA), 2000. The 2000 TIFA file is a census of all medium and heavy trucks involved in a fatal accident in the United States. The TIFA database provides coverage of all medium and heavy trucks recorded in the Fatality Analysis Reporting System (FARS) file. TIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the truck from the TIFA survey. KW - Data files KW - Fatalities KW - Fatality Analysis Reporting System KW - Heavy duty trucks KW - Medium trucks KW - Statistics KW - Tables (Data) KW - Truck crashes KW - Trucks Involved in Fatal Accidents KW - Vehicle occupants UR - https://trid.trb.org/view/643537 ER - TY - JOUR AN - 00943452 JO - READER'S DIGEST PB - READER'S DIGEST ASSOCIATION LTD AU - Karp, H AU - Reader's Digest Association, Incorporated TI - HIDDEN DANGERS IN YOUR CAR PY - 2003/03 VL - 162 IS - 971 SP - 5 p. AB - This article talks about the dangers of unrestrained cargo, pets, or passengers in motor vehicles. Examples are given where during an accident people in the front seat have been killed by unrestrained passengers in the rear seat, and where children have died or been seriously injured after being struck by unrestrained objects in the vehicle. The hidden danger is found in the collision inside the vehicle that follows the outside collision. KW - Fatalities KW - Injuries KW - Pets KW - Traffic crashes KW - Unrestrained cargo KW - Unrestrained passengers UR - https://trid.trb.org/view/645956 ER - TY - RPRT AN - 00964843 AU - Najm, W G AU - Sen, B AU - Smith, J D AU - Campbell, B N AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - ANALYSIS OF LIGHT VEHICLE CRASHES AND PRE-CRASH SCENARIOS BASED ON THE 2000 GENERAL ESTIMATES SYSTEM PY - 2003/02 SP - 80 p. AB - This report analyzes the problem of light vehicle crashes in the United States to support the development and assessment of effective crash avoidance systems as part of the U.S. Department of Transportation's Intelligent Vehicle Initiative. The analysis was conducted using data from the 2000 National Automotive Sampling/General Estimates System crash database of the National Highway Traffic Safety Administration. Light vehicle (passenger cars, sport utility vehicles, vans, and pickup trucks) crashes are analyzed in terms of their major crash types, physical setting, and concomitant pre-crash scenarios. In 2000, light vehicle crashes accounted for 6,133,000 or 96% of all police-reported (PR) crashes on U.S. roadways. About 96% of all PR crashes belong to nine known major crash types: rear-end, crossing paths, off-roadway, lane change, opposite direction, pedestrian, pedalcyclist, animal, and backing. The examination of the physical setting of major crash types shows that about 40% of all PR light vehicle crashes happened away from junctions, 25% of all PR light vehicle crashes were reported to occur at intersections, and 20% of the crashes were related to intersections. The 9 major crash types consist mainly of 55 specific and dominant pre-crash scenarios. These scenarios yielded a top 11 list of major pre-crash scenarios, which represent a new crash taxonomy that covers 4,275,000 (70%) of all PR light vehicle crashes. KW - Automobiles KW - Crash locations KW - Crash types KW - General Estimates System KW - Intelligent Vehicle Initiative KW - Light vehicles KW - National Automotive Sampling System KW - Pickup trucks KW - Precrash phase KW - Sport utility vehicles KW - Traffic crashes KW - United States KW - Vans UR - http://ntl.bts.gov/lib/34000/34700/34723/DOT-VNTSC-NHTSA-02-04.pdf UR - https://trid.trb.org/view/661554 ER - TY - RPRT AN - 00943479 AU - National Highway Traffic Safety Administration TI - STEPPING OUT: MATURE ADULTS: BE HEALTHY, WALK SAFELY PY - 2003/02 SP - 24 p. AB - This booklet provides information on how to maintain your safety while walking - whether you are walking for exercise or to run errands. It provides: a quick refresher on the health benefits of walking; resources for getting started and planning what level of activity is best for you; ideas for incorporating walking into your everyday schedule and staying motivated to continue walking; tips for staying safe at intersections, in parking lots, in non-sidewalk areas, and in bad weather; and suggestions for making your community a safer place to walk. But first, it gives you some helpful hints and reasons for starting and maintaining a walking program. KW - Benefits KW - Health KW - Motivation KW - Pedestrian safety KW - Planning KW - Traffic safety KW - Walking UR - https://trid.trb.org/view/643562 ER - TY - RPRT AN - 00943476 AU - National Highway Traffic Safety Administration TI - BUYING A SAFER CAR 2003: VALUABLE INFORMATION ON: CRASH TESTS, SAFETY FEATURES AND BUYING TIPS PY - 2003/02 SP - 61 p. AB - The National Highway Traffic Safety Administration conducts crash tests of new vehicles to determine the extent to which drivers and passengers might be protected from injury during frontal and side crashes. The results of these tests, along with safety features information for year 2003 vehicles are contained in the charts in the back of this pamphlet. Some of the safety features described are crash-test ratings, rollover resistance ratings, weight, safety belts, child seat attachment systems, front air bags, side air bags, head injury protection and head air bags, rollover air bags, head restraints, antilock brake systems, traction control, all-wheel drive, electronic stability control, tire pressure monitoring system, automatic-dimming rearview mirrors, daytime running lights, automatic crash notification, additional cost and safety considerations, performing a safety check, and getting the latest information from the Department of Transportation web site and hotline. KW - Air bags KW - Antilock brake systems KW - Automatic crash notification KW - Automobiles KW - Brochures KW - Child restraint systems KW - Costs KW - Crashworthiness KW - Daytime running lamps KW - Electronic stability control KW - Four wheel drive KW - Headrests KW - Impact tests KW - Light trucks KW - Purchasing KW - Rearview mirrors KW - Rollover crashes KW - Safety hotline KW - Seat belts KW - Side air bags KW - Sport utility vehicles KW - Tire pressure KW - Traction control KW - Vans KW - Vehicle safety KW - Vehicle weight KW - Websites (Information retrieval) UR - http://www.safercar.gov/BASC2003/ UR - https://trid.trb.org/view/643558 ER - TY - RPRT AN - 00943475 AU - National Highway Traffic Safety Administration TI - BUYING A SAFER CAR FOR CHILD PASSENGERS 2003 PY - 2003/02 SP - 40 p. 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. It also includes safety tips, guidelines from the Federal government, plus a "Family Car Checklist" to take along when shopping for a car. KW - Automobiles KW - Brochures KW - Children KW - Consumers KW - Guidelines KW - Purchasing KW - Vehicle design KW - Vehicle safety UR - https://trid.trb.org/view/643557 ER - TY - RPRT AN - 00943460 AU - Lawrence, B A AU - Max, W AU - Miller, T R AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - COSTS OF INJURIES RESULTING FROM MOTORCYCLE CRASHES: A LITERATURE REVIEW PY - 2003/02 SP - 106 p. AB - Analysts reviewed 25 motorcycle safety studies, mostly from the 1990s, on the costs of injuries resulting from motorcycle crashes. Most of the studies employed data from a state, locality, or medical institution, and seven linked data from multiple sources - e.g., police crash reports and hospital records - with varying degrees of success. Other studies drew data from multiple sources in computing aggregate estimates of crash costs. Most of the studies focused on either the benefits of wearing helmets or the impact of state helmet laws. These consistently found that helmet use reduced the fatality rate, the probability and severity of head injuries, the cost of medical treatment, the length of hospital stay, the necessity for special medical treatments, and the probability of long-term disability. A number of studies examined the question of who pays for medical costs. Only slightly more than half of motorcycle crash victims have private health insurance coverage. For uninsured patients, a majority of medical costs are paid by the government. A few studies examined the frequency of alcohol use by motorcycle crash victims. They found high rates of alcohol use and intoxication, particularly among unhelmeted crash victims. While the literature has widely explored acute medical costs, research is sparse in the areas of long-term medical and work-loss costs, which are potentially much greater. More research is needed on these subjects to provide a more comprehensive picture of the full cost of motorcycle crash injuries. KW - Costs KW - Drunk driving KW - Government liability KW - Injuries KW - Injury severity KW - Insurance KW - Literature reviews KW - Long term costs KW - Medical costs KW - Medical treatment KW - Motorcycle crashes KW - Motorcycle helmets UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/Motorcycle_HTML/index.html UR - https://trid.trb.org/view/643543 ER - TY - RPRT AN - 00943453 AU - Eby, D W AU - Vivoda, J M AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning AU - National Highway Traffic Safety Administration TI - AN EVALUATION OF THE "CLICK IT OR TICKET" THANKSGIVING MOBILIZATION CAMPAIGN PY - 2003/02 SP - 50 p. AB - Two direct observation survey waves of safety belt use in Michigan were conducted around Thanksgiving of 2002. Between November 2 and 10, 2002, a baseline "mini" statewide survey wave was conducted on 5,130 motor vehicle occupants traveling in four vehicle types (passenger cars, sport utility vehicles, vans/minivans, and pickup trucks). This mini survey consisted of a subsample of the annual full statewide survey of safety belt use in Michigan. Between December 2 and 16, 2002, a full statewide survey wave was conducted on 12,690 occupants during a media and enforcement campaign. A subsample of sites from the full survey was also extracted to match those sites observed during the mini survey. Belt use was estimated for all commercial/noncommercial vehicle types combined (the statewide safety belt use rate) for each survey wave, and for the extracted data. Statewide belt use was 80.9% during the mini survey, 80.5% for the full statewide survey, and 81.7% for the full survey extraction. These rates were not statistically different from one another. Safety belt use rates by stratum were also reported. Within each stratum, belt use did not significantly change between survey waves. Finally, belt use rates were calculated by seating position. Driver safety belt use was slightly higher than belt use by passengers for both the baseline and full survey, but about the same for the full survey extraction. Within each seating position, belt use did not change between the survey waves. Survey results suggest that the Thanksgiving mobilization did not significantly increase safety belt use in Michigan. KW - Campaigns KW - Drivers KW - Mass media KW - Michigan KW - Passenger vehicles KW - Passengers KW - Pickup trucks KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - Surveys KW - Traffic law enforcement KW - Utilization KW - Vans UR - https://trid.trb.org/view/643536 ER - TY - RPRT AN - 00943450 AU - Vivoda, J M AU - Eby, D W AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning AU - National Highway Traffic Safety Administration TI - DIRECT OBSERVATION OF SAFETY BELT USE IN MICHIGAN: DECEMBER 2002 PY - 2003/02 SP - 58 p. AB - A direct observation survey of safety belt use in Michigan was conducted. In this study, 12,690 occupants traveling in four vehicle types (passenger cars, sport utility vehicles, vans/minivans, and pickup trucks) were surveyed between December 2 and 16, 2002. Belt use was estimated for all commercial/noncommercial vehicle types combined (the statewide safety belt use rate) and separately for each vehicle type. Within and across each vehicle type, belt use rates by age, sex, road type, day of week, time of day, and seating position were calculated. Statewide belt use was 80.5%. When compared with the rate observed in September, 2002, the current rate shows that safety belt use in Michigan has remained about the same. A comparison with the highest rate observed before the introduction of standard enforcement shows that the current rate reflects a 10.4 percentage point increase. Belt use was 82.5% for passenger cars, 82.6% for sport utility vehicles, 80.8% for vans/minivans, and 72.3% for pickup trucks. For all vehicle types combined, belt use was higher for females than for males, and higher for drivers than for passengers. In general, belt use was highest during the morning rush hour. Belt use did not vary systematically by day of week. Belt use was lowest among 16-to-29 year olds, followed closely by those in the 30-to-59 year old age group, and highest among the 60-and-older age group. Survey results suggest that the implementation of standard enforcement safety belt use laws and the accompanying enforcement and public information and education efforts have been effective in increasing and maintaining safety belt use in Michigan. KW - Age KW - Days KW - Gender KW - Highway classification KW - Michigan KW - Passenger vehicles KW - Periods of the day KW - Pickup trucks KW - Public information programs KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - State laws KW - Surveys KW - Traffic law enforcement KW - Traffic safety education KW - Utilization KW - Vans UR - https://trid.trb.org/view/643531 ER - TY - RPRT AN - 00943449 AU - Devonshire, J M AU - Sayer, J R AU - University of Michigan Transportation Research Institute TI - THE EFFECTS OF INFRARED-REFLECTIVE TREATMENT ON THERMAL COMFORT DURING TRANSIENT CONDITIONS PY - 2003/02 SP - 32 p. AB - Four otherwise identical sedans had an infrared-reflective (IRR) film applied to differing sections of the vehicles' glazing. An experiment was performed using two independent variables: air conditioning output (two different settings) and IRR film placement (windshield and front side windows, windshield only, front side windows only, and no IRR film applied). Dependent variables included subjective assessments of thermal comfort as well as objective measures of skin temperature and cabin air temperature. Presence of the film significantly decreased skin temperature and cabin air temperature. Not surprisingly, the magnitude of this effect was larger in those conditions where larger surface areas of film were applied. Presence of the film was also associated with a significant increase in subjective assessments of thermal comfort, an increase that appeared to be at least partly independent of the air temperature inside the vehicle. That is, for any given air temperature subjective ratings of thermal comfort were better in those conditions in which the IRR film was applied. The data from this study support the conclusion that IRR treatment can reduce the time required to reach comfort during vehicle cool-down. Further research should examine the relationship between subjective ratings of thermal comfort and the reduction in radiant heat that is associated with IRR treatment. KW - Air conditioning systems KW - Automobiles KW - Automotive glazing KW - Comfort KW - Films (Coatings) KW - Infrared reflective film KW - Side windows KW - Temperature KW - Windshields UR - https://trid.trb.org/view/643530 ER - TY - RPRT AN - 00939715 AU - National Highway Traffic Safety Administration TI - COMPARISON OF DIFFERENCES IN INSURANCE COSTS FOR PASSENGER CARS, STATION WAGONS/PASSENGER VANS, PICKUPS, AND UTILITY VEHICLES ON THE BASIS OF DAMAGE SUSCEPTIBILITY - FEBRUARY 2003 PY - 2003/02 SP - 18 p. AB - This booklet, published annually, compares differences in insurance costs for different makes and models of passenger cars, station wagons/passenger vans, pickups, and utility vehicles on the basis of damage susceptibility. It does not indicate a vehicle's relative safety, however. The information was taken from data compiled by the Highway Loss Data Institute (HLDI) in its December 2002 Insurance Collision Report, and reflects the collision loss experience of passenger cars, utility vehicles, light trucks, and vans sold in the United States in terms of the average loss payment per insured vehicle year for model years 2000-2002. KW - Automobiles KW - Damage susceptibility KW - Insurance rates KW - Light trucks KW - Loss and damage KW - Payment KW - Pickup trucks KW - Station wagons KW - United States KW - Utility vehicles KW - Vans UR - https://trid.trb.org/view/731168 ER - TY - RPRT AN - 00939328 AU - Becker, L R AU - McKnight, A S AU - Nelkin, V S AU - Piper, D L AU - Park Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - DRINKING, RIDING, AND PREVENTION: A FOCUS GROUP STUDY PY - 2003/02 SP - v.p. AB - Motorcyclist fatalities accounted for 7 percent of the total traffic fatalities in 2000; yet, motorcycles represent less than 2 percent of all registered vehicles and only 0.4 percent of all vehicle miles traveled. Motorcyclist crash fatalities had been decreasing in the mid-to-late 1990s, until 1998 and 1999 when fatalities increased dramatically. More riders older than 40 years were dying as a result of these crashes and high BAC levels were involved. To identify effective prevention and intervention approaches, 20 motorcycle focus groups-16 Rider Groups and 4 Leadership Groups-were held in five cities or regions across the United States. The findings of these groups indicate that (1) riders often discourage their peers from riding after drinking, but a culturally reinforced respect for rider freedom and individual responsibility set boundaries for peer actions; (2) rider concern for the safety and security of the motorcycle nearly always overshadows concern for individual safety and contributes to drinking and riding; and (3) motorcycle impoundment and court-ordered payment of costs for vehicle storage, alcohol treatment programs, and other costs are considered persuasive countermeasures. The results suggest that future drinking-and-riding prevention efforts should incorporate peer approaches and social norms modeling. Crisis Intervention Techniques may be valuable in preventing already impaired riders from operating their motorcycles. KW - Alcohol use KW - Alcoholism treatment programs KW - Drunk drivers KW - Fatalities KW - Focus groups KW - Intervention KW - Motorcycle crashes KW - Motorcycle driving KW - Motorcycle impoundment KW - Motorcycling KW - Motorcyclists KW - Payment KW - Peer groups KW - Prevention KW - Sanctions KW - Social norms KW - United States UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/DrinkRidePrevent/index.htm UR - https://trid.trb.org/view/731747 ER - TY - RPRT AN - 01390145 AU - United States. National Highway Traffic Safety Administration (NHTSA) AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - State Data System crash data report 1990-1999 PY - 2003/01 SP - 1 CD-ROM KW - Accident severity KW - Accident statistics KW - Age KW - Age KW - Alcohol KW - Alcohols KW - Bus KW - Buses KW - Crash rates KW - Crash severity KW - Data analysis KW - Data analysis KW - Demographics KW - Demography KW - Driver KW - Drivers KW - Fatalities KW - Fatality KW - Heavy vehicle KW - Heavy vehicles KW - Highway safety KW - Injuries KW - Injury KW - Motorcycle KW - Motorcycles KW - Overturning KW - Overturning KW - Passenger KW - Passengers KW - Pedestrian KW - Pedestrians KW - Road safety KW - Speeding KW - Speeding KW - Statistics KW - Traffic accident KW - Traffic crashes KW - Usa KW - Vehicle characteristics KW - Vehicle type UR - https://trid.trb.org/view/1157911 ER - TY - RPRT AN - 00974104 AU - National Highway Traffic Safety Administration TI - MOTORCYCLE SAFETY PROGRAM PY - 2003/01 SP - 24 p. AB - Motorcycle crash-related fatalities have been increasing since 1997, while injuries have been increasing since 1999. More than 100,000 motorcyclists have died in traffic crashes since the enactment of the Highway Safety Act and the National Traffic and Motor Vehicle Safety Act of 1966. In 2001, 3,181 motorcyclists were killed, an increase of over 50% between 1997 and 2001. Many motorcycle deaths could be prevented if motorcyclists would take responsibility for ensuring they have done everything possible to make the ride safe, such as taking operator training, wearing protective gear, and riding sober. This report examines recent trends in motorcycle safety; the National Highway Traffic Safety Administration's (NHTSA's) knowledge base; and NHTSA's motorcycle safety program. Three aspects of NHTSA's motorcycle safety program are examined: (A) Crash prevention, (B) Injury mitigation, and (C) Emergency response. KW - Databases KW - Emergency response KW - Fatalities KW - Injuries KW - Injury mitigation KW - Motorcycle crashes KW - Prevention KW - Safety programs KW - Trend (Statistics) UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/motorcycle03/McycleSafetyProgram.pdf UR - https://trid.trb.org/view/697882 ER - TY - RPRT AN - 00965879 AU - Dewey-Kollen, J AU - Prom, J K AU - Project Planners, Incorporated AU - National Highway Traffic Safety Administration TI - OPERATION OF INSPECTION STATIONS FOR CHILD RESTRAINT USE PY - 2003/01 SP - 214 p. AB - Inspection stations are locations where parents and caregivers can go to receive one-on-one tutorial instruction on the proper use and installation of child restraints. The objective of this project was to identify and describe the characteristics of model child safety seat inspection stations so that safety professionals can make better strategic and resource allocation decisions for implementation of inspection stations. Seven geographically diverse child passenger safety inspection station programs with a cross section of types of sponsors were selected as study sites. The sponsoring agencies included a law enforcement agency, fire department, automobile dealership, community organization, retail child specialty store, and a medical facility. The seventh study site was a program that administered a network of inspection stations on behalf of a State Highway Safety Office. Careful planning and consideration of many issues is critical for a manageable and successful child safety seat inspection station program. Observations of the study sites and recommendations by site staff resulted in core recommendations for those considering initiating such a program. These recommendations include: determining the need for the service; evaluating financial, personnel, equipment, and other resources available from both the sponsoring agency and from the community; securing the firm commitment of agency administrators; identifying short term and long term funding options; allowing adequate training and start-up time; and seeking funding support from community groups. Challenges identified by the study sites include: identifying and training certified Child Passenger Safety Technicians; locating appropriate sites for inspections; developing operating schedules; addressing potential liability issues; securing on-going funding sources; conducting promotional outreach; and developing an evaluation/review system for station services. KW - Child restraint systems KW - Equipment KW - Evaluation KW - Financing KW - Fitting stations (Child restraint systems) KW - Inspection stations (Child restraint systems) KW - Installation KW - Liability KW - Location KW - Needs assessment KW - Parents KW - Personnel KW - Promotion KW - Resource allocation KW - Schedules KW - Traffic safety KW - Training KW - Tutorial instruction UR - http://www.nhtsa.dot.gov/people/injury/research/InspectionStations/images/Final%20ReportScreen.pdf UR - https://trid.trb.org/view/678106 ER - TY - RPRT AN - 00943470 AU - National Highway Traffic Safety Administration TI - FATALITY ANALYSIS REPORTING SYSTEM, GENERAL ESTIMATES SYSTEM, 2001 DATA SUMMARY PY - 2003/01 SP - 28 p. AB - This pocket-size booklet contains selected data from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) for the year 2001. The 2001 FARS data file used for the statistics in this report was created in June 2002. The 2001 GES file used for the statistics in this report was completed in July 2002. KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injuries KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/643553 ER - TY - JOUR AN - 00943477 JO - Research Note PB - National Center for Statistics and Analysis AU - Shankar, U G AU - National Center for Statistics and Analysis TI - MOTORCYCLIST FATALITIES IN 2001 PY - 2003/01 SP - 6 p. AB - The National Highway Traffic Safety Administration's National Center for Statistics and Analysis released a comprehensive analysis of motorcycle crashes titled, "Recent Trends in Fatal Motorcycle Crashes" (HS-809 271) in July 2001 and a research note "Motorcyclist Fatalities in 2000" (HS-809 387) in December 2001. The report examined trends and rates of motorcycle riders (motorcyclists) killed in motor vehicle crashes during the ten year period 1990-1999 and the research note compared the trends and rates in the report with the 2000 data. This research note compares recently released results from the 2001 Fatality Analysis Reporting System (FARS) to the trends and rates in the earlier report and research note. KW - Fatalities KW - Fatality Analysis Reporting System KW - Motorcycle crashes KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/809-548.pdf UR - https://trid.trb.org/view/645957 ER - TY - JOUR AN - 00943444 JO - FBI Law Enforcement Bulletin PB - Federal Bureau of Investigation AU - Greene, J W AU - Federal Bureau of Investigation TI - BATTLING DUI: A COMPARATIVE ANALYSIS OF CHECKPOINTS AND SATURATION PATROLS PY - 2003/01 VL - 72 IS - 1 SP - p. 1-6 AB - Law enforcement has two basic methods of dealing with the driving under the influence (DUI) problem: sobriety checkpoints and saturation patrols. When trying to determine which method offers the best use of law enforcement's limited resources, the choice depends upon many issues, such as funding, resource allocations, and targeted areas. This article examines the DUI problem, explains the use of sobriety checkpoints and saturation patrols, and looks at DUI statistics. It also examines other factors, such as public awareness and education, the role of the media in combating DUI, and stricter laws and sanctions. The article concludes by pointing out that DUI is everyone's problem and that by working in collaboration with one another, the public, the law enforcement community, and the judicial system can help prevent the needless loss of life that results from drunk driving. KW - Awareness KW - Drunk driving KW - Education KW - Law enforcement KW - Laws KW - Mass media KW - Sanctions KW - Saturation patrols KW - Sobriety checkpoints KW - Statistics UR - https://trid.trb.org/view/645954 ER - TY - RPRT AN - 00943410 AU - Kiefer, R J AU - Cassar, M T AU - Flannagan, C A AU - LeBlanc, D J AU - Palmer, M D AU - Deering, R K AU - Shulman, M A AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - FORWARD COLLISION WARNING REQUIREMENTS PROJECT: REFINING THE CAMP CRASH ALERT TIMING APPROACH BY EXAMINING "LAST-SECOND" BRAKING AND LANE CHANGE MANEUVERS UNDER VARIOUS KINEMATIC CONDITIONS PY - 2003/01 SP - 104 p. AB - This final report describes a follow-on study to the previous Crash Avoidance Metrics Partnership (CAMP) human factors work addressing Forward Collision Warning (FCW) timing requirements. This research extends this work by gathering not only "last-second" braking maneuver data, but also data from "last-second" steering (or lane-change) maneuvers. Drivers performed last-second braking and steering maneuvers under instructions for "normal" or "hard" intensity responses under a wide variety of vehicle-to-vehicle kinematic scenarios. This strategy of varying instruction during these last-second maneuvers was taken so that drivers' perceptions of "normal" and "non-normal" kinematics situations (or envelopes) could be properly identified and modeled for crash alert timing purposes. In addition, unlike the previous CAMP work that only examined lead vehicle stationary and lead vehicle braking scenarios, the current study also included scenarios where the lead vehicle was moving at a slower but constant speed prior to the last-second maneuver. Results provided validation of the Required Deceleration Model developed in the prior CAMP FCW project. In addition, a new model was developed, referred to as the "3-Tiered Inverse Time-To-Collision Model". This promising model assumes the driver deceleration response (in response to the crash alert) is based on an inverse Time-To-Collision threshold that decreases linearly with speed. One advantage of this model is that it requires only coarse (rather than accurate) knowledge of lead vehicle deceleration levels. KW - Braking KW - Crash avoidance systems KW - Deceleration KW - Human factors in crashes KW - Kinematics KW - Lane changing KW - Rear end crashes KW - Steering KW - Time-to-collision UR - https://trid.trb.org/view/643485 ER - TY - RPRT AN - 01135209 AU - National Highway Traffic Safety Administration TI - General Estimates System Coding and Editing Manual, 2003 PY - 2003 SP - 498p 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/GES03.PDF UR - https://trid.trb.org/view/894532 ER - TY - RPRT AN - 01135186 AU - Anderson, A AU - Chezem, L L AU - Hatch, C E AU - Lillis, R P AU - Rhoads, S AU - National Highway Traffic Safety Administration TI - Impaired Driving Assessment: State of Wisconsin, March 31-April 4, 2003 PY - 2003 SP - 66p AB - In 2001, 42,116 persons were killed, and an additional 3.0 million persons were injured in motor vehicle crashes in the United States. Motor vehicle injuries are the leading cause of death for individuals from ages 5 through 27. Motor vehicle crashes are the principal cause of on-the-job fatalities, and are the leading cause of unintentional death in the United States. Alcohol was involved in approximately 41 percent (17,448) of the total number of traffic fatalities and responsible for in excess of three hundred thousand injuries in 2001. The economic cost of motor vehicle crashes each year is more than $150 billion. NHTSAs goal is to reduce the number of alcohol-related motor vehicle crashes and resultingfatalities and injuries. In its on-going pursuit of achieving this goal, NHTSA continues its program of providing Technical Assistance Teams to states. This approach allows the states to use highway safety funds to support the teams evaluation of existing and proposed alcohol and drug-impaired driver control efforts. NHTSA acts as a facilitator, assembling a multi-disciplinary team of national experts who have demonstrated their competence in impaired driving program evaluation and development. The team conducts a comprehensive review of the States impaired driving program identifyingstrengths, areas in which the program can be improved, and provides recommendations to enhance the program. KW - Alcohol use KW - Crash injuries KW - Drunk driving KW - Fatalities KW - Impaired drivers KW - Traffic crashes KW - Traffic safety KW - Transportation planning KW - Wisconsin UR - https://trid.trb.org/view/894619 ER - TY - RPRT AN - 00970428 AU - Zimmerman, R AU - DeJong, W AU - Education Development Center, Incorporated AU - Department of Education AU - National Highway Traffic Safety Administration TI - SAFE LANES ON CAMPUS: A GUIDE FOR PREVENTING IMPAIRED DRIVING AND UNDERAGE DRINKING PY - 2003 SP - 66 p. AB - This guide describes a variety of prevention strategies that campus and community prevention coalitions can consider as they develop a strategic plan for combating underage drinking and driving under the influence (DUI), with a particular emphasis on creating environmental change. This analysis is grounded in a summary of the research literature published in 2002 by the National Institute on Alcohol Abuse and Alcoholism, "A Call to Action: Changing the Culture of Drinking at U.S. Colleges." With this guide, prevention planners can develop and implement strategies appropriate to their campus and community, based on an assessment of the environmental factors that encourage alcohol problems among local students and on the scientific evidence of what works. Part 1 of the guide, Scope of the Problem, gives a review of the scope of the problem, including recent estimates of the number of alcohol-related deaths and injuries among college students each year. Part 2, Environmental Management--Proven Prevention Practices, describes a classification or typology of campus and community interventions, which can be used to structure a review of current policies and programs and to organize subsequent strategic planning. Part 3, Prevention in Action, provides descriptions of policies and programs currently being used throughout the United States to prevent underage drinking and DUI among college students. Part 4, Strategic Planning and Evaluation, begins with an overview of campus and community coalitions, which are the best vehicle for developing effective environmental management strategies. Next, this section outlines the basic elements of strategic planning and evaluation that campus and community coalitions should follow. Part 5, Resources, provides contact information for programs cited in the guide, as well as a list of publications and organizations that might be helpful sources of information. KW - Alcohol abuse KW - Campuses KW - Coalitions KW - College students KW - Countermeasures KW - Drunk driving KW - Fatalities KW - Guidelines KW - Guides to information KW - Injuries KW - Intervention KW - Policy KW - Prevention KW - Safety programs KW - Strategic planning KW - Traffic safety KW - Underage drinking UR - http://www.higheredcenter.org/pubs/safelanes/ UR - https://trid.trb.org/view/696468 ER - TY - RPRT AN - 00968263 AU - National Highway Traffic Safety Administration TI - CHILD PASSENGER PROTECTION EDUCATION GRANTS: REPORT TO CONGRESS 2003 PY - 2003 SP - 35 p. AB - In 1998 the U.S. Congress addressed the safety of child passengers as part of the Transportation Equity Act for the 21st Century (TEA 21) (Public Law 105-178), which provided significant funding for grants to States for occupant projection programs. In addition to funds that could be used for all aspects of occupant protection, including child passenger protection, TEA 21 also provided funds that were specifically targeted to education about child passenger safety. Subsection 2003(b) of TEA 21 authorized $7.5 million in each of fiscal years 2000 and 2001 for a program of grants to the States to promote child passenger protection education and training. This report describes the programs that were carried out under the grants received by the States. KW - Child restraint systems KW - Children KW - Education and training KW - Financing KW - Grant aid KW - Highway safety KW - Motor vehicles KW - Occupant protection devices KW - Passengers KW - States KW - Traffic safety KW - Transportation Equity Act for the 21st Century KW - Vehicle occupants UR - https://trid.trb.org/view/679044 ER - TY - RPRT AN - 00968245 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY MATERIALS CATALOG 2003 PY - 2003 SP - 53 p. AB - The materials listed in this Traffic Safety Materials Catalog are available from the Traffic Safety Programs Resource Center, of the National Highway Traffic Safety Administration. Each entry provides an item number (order number), a description or annotation, the year an item was published, the format, and the target audience for which an item is directed. Materials are available for various age groups and audiences, and range in complexity from technical to general awareness. Title, format, and audience indexes are provided at the end of the catalog to make selection and audiences easier. Formats include audiovisuals, handouts, reports, manuals, posters, and others. Safety topics addressed in the catalog include the following: aggressive driving, air bags, bicycle safety, driver education and licensing, drowsy driving, 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. KW - Adolescents KW - Aged KW - Aggression KW - Air bags KW - Bicycles KW - Catalogs KW - Children KW - Driver education KW - Driver licensing KW - Drowsiness KW - Emergency medical services KW - Impaired drivers KW - Law enforcement KW - Motorcycles KW - Pedestrian safety KW - Research KW - Safety KW - Safety programs KW - School buses KW - Seat belts KW - Technology KW - Traffic safety KW - Vehicle safety UR - https://trid.trb.org/view/678999 ER - TY - RPRT AN - 00968244 AU - Arizona Department of Transportation TI - 2002 MOTOR VEHICLE CRASH FACTS FOR ARIZONA PY - 2003 SP - 69 p. AB - This publication is a statistical review of the motor vehicle crashes in the state of Arizona for calendar year 2002. The data are compiled from Arizona Traffic Accident Reports submitted to the Arizona Department of Transportation by state, county, city, tribal, and other law enforcement agencies. The following sections are included: (1) Highlights and Historical Trends; (2) Geographic Location; (3) Crash Descriptions; (4) Safety Devices; (5) Motor Vehicle and Driver Characteristics; (6) Alcohol-Related Crashes; (7) Pedestrian and Pedalcyclists; (8) Motorcycle Crashes; and (9) School Bus Crashes. KW - Arizona KW - Bicycle crashes KW - Crash characteristics KW - Crash data KW - Crash locations KW - Drivers KW - Drunk driving KW - Fatalities KW - Injuries KW - Motor vehicles KW - Motorcycle crashes KW - Occupant protection devices KW - Pedestrian-vehicle crashes KW - School buses KW - Statistics KW - Traffic crashes KW - Trend (Statistics) UR - http://www.azdot.gov/docs/mvd-services/2002-crash-facts.pdf UR - https://trid.trb.org/view/678996 ER - TY - RPRT AN - 00960491 AU - Research and Innovative Technology Administration AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - 2001 NHTS USER'S GUIDE PY - 2003 SP - v.p. AB - This user's guide provides details of the 2001 National Household Travel Survey (NHTS). It provides information to assist transportation planners and others who need comprehensive data on travel and transportation patterns in the United States. The 2001 NHTS updates information gathered in prior Nationwide Personal Transportation Surveys (NPTS) conducted in 1969, 1977, 1983, 1990, and 1995 and the American Travel Survey (ATS), conducted in 1995. Survey content and interviews are presented, along with survey procedures and methodology, survey response rates, weight calculations, description of data files, and a chapter on using the data. The guide also contains 13 appendices, for additional detailed information. KW - Methodology KW - National Household Travel Survey KW - Procedures KW - Transportation planning KW - Travel behavior KW - Travel patterns KW - Travel surveys UR - http://nhts.ornl.gov/2001/usersguide/UsersGuide.pdf UR - https://trid.trb.org/view/661707 ER - TY - RPRT AN - 00944303 AU - Massae, Elizabeth N AU - Forkenbrock, Garrick J AU - Vehicle Research and Test Center (U.S.) AU - National Highway Traffic Safety Administration TI - VRTC CRASH AVOIDANCE RESEARCH : LIGHT VEHICLE ANTILOCK BRAKE SYSTEMS (ABS) RESEARCH PY - 2003 AB - In general, ABS (antilock brake systems) appear to be very promising safety devices when evaluated on a test track. Under many pavement conditions, ABS allows the driver to stop a vehicle more rapidly while maintaining steering control, even during extreme panic braking. Therefore, NHTSA wishes to, as rapidly as possible, determine why the real world performance for existing, production ABS is not producing the anticipated effectiveness that has been suggested under test track conditions KW - Antilock brake systems KW - Technology assessment UR - https://trid.trb.org/view/644240 ER - TY - RPRT AN - 00942303 AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - NATIONAL SURVEY OF PEDESTRIAN AND BICYCLIST ATTITUDES AND BEHAVIORS - HIGHLIGHTS REPORT PY - 2003 SP - 12 p. AB - This report presents highlights of the 2002 National Survey of Pedestrian and Bicyclist Attitudes and Behaviors, 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 national survey is the first of its kind designed specifically to benchmark bicycle and pedestrian trips, behaviors, and attitudes. The survey findings will serve as a foundation to improve the environment and infrastructure to support these two transportation modes. The survey asked questions, for both bicyclists and pedestrians, on the following topics: (1) Frequency of bicycling and walking; (2) Trip information including: origin, destination, length of trip time, trip distance, land use of origin/destination, trip purpose, facility use, and topography; (3) Reasons for not biking and/or walking; (4) Perceptions of safety; (5) Safety practices; (6) Facilities availability (e.g., sidewalk or path); (7) Community design; (8) Safe routes to school; and (9) Sociodemographics. The survey was fielded during the period of June 11 to August 20, 2002. Survey respondents were asked to provide information about their overall bicycling and walking behaviors during the past 30 days with a focus on individual trips taken on the most recent day they bicycled or walked during that period. Specific trip data (including trip origin and destination, purpose, time, distance, etc.) were collected for up to six walking and six bicycling trips on the most recent day traveled. These data cannot be used to project year-round bicycling or walking behaviors, but offer a solid reflection of biking and walking activity for the summer of 2002. NHTSA and BTS are publishing a series of reports based on the survey data. This report highlights major findings from the survey. KW - Attitudes KW - Behavior KW - Bicycle commuting KW - Bicycle facilities KW - Bicycle lanes KW - Bicycling KW - Communities KW - Cyclists KW - Demographics KW - Design KW - Distance KW - Land use KW - Motivation KW - Origin and destination KW - Pedestrian safety KW - Pedestrians KW - Routes KW - Safety KW - Schools KW - Sidewalks KW - Surveys KW - Topography KW - Trip length KW - Trip purpose KW - Walking UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/subject_areas/omnibus_surveys/targeted_survey/2002_national_survey_of_pedestrian_and_bicyclist_attitudes_and_behaviors/survey_highlights/index.html UR - http://ntl.bts.gov/lib/22000/22700/22757/FinalBikePedSurveyHighlightsReport_v2 UR - http://ntl.bts.gov/lib/22000/22700/22757/FinalBikePedSurveyHighlightsReport_v2.pdf UR - https://trid.trb.org/view/643061 ER - TY - RPRT AN - 00941683 AU - Royal, Dawn AU - Gallup Organization AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF SPEEDING, UNSAFE, DISTRACTED AND DROWSY DRIVING ATTITUDES AND BEHAVIOR, 2002. VOLUME III, METHODS PY - 2003 SP - 88 p. AB - This report represents the findings on distracted driving (including cell phone use) and drowsy driving. The data come from a pair of studies undertaken by National Highway Traffic Safety Administration (NHTSA) to better understand drivers behaviors and attitudes regarding speeding, unsafe driving, distracted and drowsy driving. This report Volume III:Methods Report describes the methods used to conduct the interviews and analyze the data, and also contains the questionnaires. Volume I: Findings National Survey of Distracted and Drowsy Driving reports respondents behaviors and attitudes on various topics related to distracted and drowsy driving. Volume II: Findings Speeding and Unsafe Driving presents the data on those topics. The data will be used to help identify the extent to which potentially distracting behaviors are undertaken by drivers and to understand the characteristics of those engaging in these behaviors so that programs can be developed to reduce these behaviors where they have been shown to be dangerous. The data come from two surveys each conducted among nationally representative samples of drivers during the Spring of 2002. Interviews were conducted with a total of 4,010 drivers in the U.S. KW - Cellular radio KW - Driver information systems KW - Driving KW - Human factors KW - Safety UR - http://www.nhtsa.dot.gov/people/injury/drowsy_driving1/distracted03/VolumeIII03/DD%20Volume%20III%20032803/Default.htm UR - http://ntl.bts.gov/lib/13000/13200/13210/4194-DandDVol3.pdf UR - https://trid.trb.org/view/642794 ER - TY - RPRT AN - 00943437 AU - Carmody, C J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-33 PY - 2002/12/19 SP - 5 p. AB - This safety recommendation, addressed to Annette M. Sandberg, Acting Administrator, Federal Motor Carrier Safety Administration (FMCSA), recommends that the FMCSA develop, in cooperation with the United Motorcoach Association and the American Bus Association, a booklet that educates motorcoach drivers on the different types of retarders and on their use during low-friction-coefficient road conditions. This information should then be distributed to motorcoach carriers and other interested parties. KW - Bus drivers KW - Driving KW - Education KW - Icy roads KW - Motor carriers KW - Recommendations KW - Truck drivers KW - U.S. Federal Motor Carrier Safety Administration KW - Vehicle retarders UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_33.pdf UR - https://trid.trb.org/view/643517 ER - TY - RPRT AN - 00943439 AU - Carmody, C J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-35 PY - 2002/12/19 SP - 5 p. AB - This safety recommendation, addressed to Daniel Senese, Executive Director, Institute of Electrical and Electronics Engineers, and S.M. Shahed, President, Society of Automotive Engineers, recommends that the Institute of Electrical and Electronics Engineers and the Society of Automotive Engineers work together, as part of their initiative to establish on-board vehicle recorder standards, to develop standards for brake and transmission electronic control units that require those units to store a full history of electronic fault codes that are time stamped using a recognized clock synchronized with other on-board event data recording devices. KW - Brakes KW - Buses KW - Data recorders KW - Electronic control KW - Electronic control units KW - Electronic fault codes KW - Institute of Electrical and Electronics Engineers KW - Motor carriers KW - Onboard vehicle recorders KW - Recommendations KW - Society of Automotive Engineers KW - Standards KW - Transmissions UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_35.pdf UR - https://trid.trb.org/view/643519 ER - TY - RPRT AN - 00943438 AU - Carmody, C J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-34 PY - 2002/12/19 SP - 5 p. AB - This safety recommendation, addressed to Victor S. Parra, Chief Executive Officer, United Motorcoach Association, and Peter Pantuso, President and Chief Executive Officer, American Bus Association, recommends that the American Bus Association and the United Motorcoach Association work with the Federal Motor Carrier Safety Administration to develop a booklet that educates motorcoach drivers on the different types of retarders and on their use during low-friction-coefficient road conditions. This information should then be distributed to motorcoach carriers and other interested parties. KW - American Bus Association KW - Bus drivers KW - Driving KW - Education KW - Icy roads KW - Motor carriers KW - Recommendations KW - United Motorcoach Association KW - Vehicle retarders UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_34.pdf UR - https://trid.trb.org/view/643518 ER - TY - JOUR AN - 00943436 JO - Issue Brief for Congress PB - Congressional Research Service AU - Bamberger, R AU - Congressional Research Service TI - AUTOMOBILE AND LIGHT TRUCK FUEL ECONOMY: THE CAFE STANDARDS. UPDATED DECEMBER 2, 2002 PY - 2002/12/02 SP - 18 p. AB - This Issue Brief summarizes recent congressional activity concerning corporate average fuel economy (CAFE) standards. The current standard is 27.5 mpg for passenger automobiles and 20.7 mpg for light trucks, a classification that also includes sport utility vehicles (SUVs). Congress included language in the FY1996-FY2001 DOT Appropriations prohibiting the use of appropriated funds for any rulemaking on CAFE, effectively freezing the standards. However, the Senate conferees to the FY2001 appropriations insisted upon a study of CAFE by the National Academy of Sciences. That study, released on July 30, 2001, concluded that it was possible to achieve a more than 40% improvement in light truck and SUV fuel economy over a 10-15 year period at costs that would be recoverable over the lifetime of ownership. There were sharp differences in the House and Senate CAFE proposals during 2001 and 2002. The 107th Congress adjourned without taking final action on CAFE proposals. In late November 2002, it was reported that the Administration was reviewing a NHTSA proposal to boost the CAFE of light-duty trucks by 1.5 mpg by 2007. Depending upon the disposition of this proposal, CAFE might, or might not, be included in any new energy legislation introduced in the 108th Congress. KW - Automobiles KW - Corporate Average Fuel Economy (CAFE) KW - Fuel consumption KW - Legislation KW - Light trucks KW - Sport utility vehicles KW - Standards KW - United States Congress UR - https://trid.trb.org/view/645952 ER - TY - RPRT AN - 01013262 AU - Savage, Melissa A AU - Kawanabe, Irene T AU - Mejeur, Jeanne AU - Goehring, Janet B AU - Reed, James B AU - National Conference of State Legislatures AU - National Highway Traffic Safety Administration TI - Protecting Children: A Guide to Child Traffic Safety Laws PY - 2002/12 SP - 84p AB - This book provides state legislators and other interested parties with general information and policy options concerning children and traffic safety. Each chapter provides background information about a specific policy issue. A separate section in each chapter describes state laws on each policy topic. Chapter one discusses child occupant protection issues, including child safety seats, air bags and pickup trucks, in addition to current state laws and programs. Chapter two addresses pedestrian issues facing children, including bicycle helmet laws and walking to school safely. Chapter three details state and federal laws regarding school buses. Chapter four discusses alcohol-related child endangerment issues. Chapter five provides information related to teen drivers, including graduated licensing laws and other tools designed to keep teen drivers safe. Appendices provide additional information, resources and state-by-state information about laws. KW - Air bags KW - Alcohol use KW - Bicycle helmets KW - Child restraint systems KW - Children KW - Drunk drivers KW - Federal laws KW - Graduated licensing KW - Laws KW - Occupant protection devices KW - Pedestrians KW - Pickup trucks KW - Policy KW - Safety programs KW - School buses KW - Schools KW - State laws KW - Teenage drivers KW - Traffic safety KW - United States KW - Walking UR - http://www.nhtsa.dot.gov/people/injury/enforce/protecting-children/protecting%20children.pdf UR - https://trid.trb.org/view/767928 ER - TY - RPRT AN - 00943469 AU - Neale, V L AU - Klauer, S G AU - Knipling, R R AU - Dingus, T A AU - Holbrook, G T AU - Petersen, A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - THE 100 CAR NATURALISTIC DRIVING STUDY, PHASE I - EXPERIMENTAL DESIGN PY - 2002/12 SP - 134 p. AB - In developing crash countermeasures and the associated supporting models of driver behavior and performance, particularly those associated with response to threat or imminent crash situations, it is becoming increasingly apparent that data collection in a "naturalistic" setting is a preferred approach for obtaining necessary human factors data. Given the variability and complexity of driver behavior and performance, the random and rare nature of crashes, and the lack of adequate pre-crash data in today's crash record, it is especially important to collect real-world data that includes the crash experience and crash-relevant incidents in sufficient detail and depth. This elucidates the conditions and driver behaviors that precipitate crashes, and supports the development and refinement of crash countermeasures. 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 I. Project sponsors are the National Highway Traffic Safety Administration and the Virginia Department of Transportation. KW - Behavior KW - Countermeasures KW - Data collection KW - Drivers KW - Human factors in crashes KW - Performance KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2002/100CarPhase1Report.pdf UR - https://trid.trb.org/view/643552 ER - TY - RPRT AN - 00943468 AU - Deering, R K AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - ANNUAL REPORT OF THE CRASH AVOIDANCE METRICS PARTNERSHIP, APRIL 2001 - MARCH 2002 PY - 2002/12 SP - 20 p. 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 the safety research objectives of the Department's Intelligent Vehicle Initiative. This report describes the progress made in the first year of this three-year cooperative research program. Progress in three projects is described in the report: Forward Crash Warning Requirements, Driver workload Metrics, and Enhanced Digital Maps for Safety. The first project found that last-second steering occurred later than last-second braking in test track studies, thus raising concerns that using braking data alone to design a driver warning algorithm may lead to excessive nuisance alarms. The second project completed a literature review, analysis of potential metrics, and a draft experimental test design. The third project completed an identification of safety applications enabled or enhanced by advanced digital maps and determined application attribute requirements. KW - Algorithms KW - Annual reports KW - Crash avoidance systems KW - Digital maps KW - Drivers KW - Ford Motor Company KW - General Motors Corporation KW - Implementation KW - Intelligent vehicles KW - Partnerships KW - Research KW - Traffic safety KW - Warning systems KW - Workload UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2002/CAMPS.pdf UR - https://trid.trb.org/view/643551 ER - TY - JOUR AN - 00943442 JO - Publication of: Taverner Research Company PB - Taverner Research Company AU - Fildes, B N AU - FITZHARRIS, M AU - Koppel, S AU - Vulcan, A P AU - Monash University AU - Australian Transport Safety Bureau TI - BENEFITS OF SEAT BELT REMINDER SYSTEMS SN - 0642255032 PY - 2002/12 SP - 53 p. AB - This study set out to examine whether a more aggressive seat belt reminder would be cost-beneficial for Australia. While seat belt wearing rates have been observed around 95% in the front seat, non-wearing rates in casualty crashes are as high as 33% among persons killed and 19% among seriously injured occupants. Benefits were computed for three device options (simple, simple-2 and complex) and three introduction scenarios (driver-only, front seat occupants and all occupants). Four levels of effectiveness were assumed, from 10% to 40%, depending on the type of device fitted. Unit benefits were computed for 4%, 5% and 7% discount rates, and for fleet life periods of 15 and 25 years. Costs were derived from data provided by industry experts. The findings from this study show that Benefit-Cost Ratios ranged from 5.3:1 at best (simple device for the driver only) to 1.5:1 for front seat occupants, depending on the type of device fitted, its assumed effectiveness, the discount rate, and the fleet life figure applied. It is not clear if a simple device (consistent flashing light and warning tone) would suffice given the high level of seat belt wearing rates that currently exist in Australia, and hence a more aggressive unit that embarrasses non-wearers may be required. KW - Australia KW - Benefit cost analysis KW - Drivers KW - Front seat occupants KW - Seat belt reminder systems KW - Seat belts KW - Vehicle occupants KW - Warning devices UR - https://trid.trb.org/view/645953 ER - TY - RPRT AN - 00938450 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 2001: A COMPILATION OF MOTOR VEHICLE CRASH DATA FROM THE FATALITY ANALYSIS REPORTING SYSTEM AND THE GENERAL ESTIMATES SYSTEM PY - 2002/12 SP - 221 p. 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 2001) and GES (1988 through 2001). The remaining chapters present data only from 2001. 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 - Glossaries 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 - Trend (Statistics) KW - United States KW - Vehicles UR - https://trid.trb.org/view/730671 ER - TY - RPRT AN - 00936805 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-29 PY - 2002/11/01 SP - 5 p. AB - This safety recommendation, addressed to Mr. William Clay Ford, Jr., Chairman and Chief Executive Officer, Ford Motor Company and Mr. G. Richard Wagoner, Jr., President and Chief Executive Officer, General Motors Corporation, recommends that the manufacturers of 15-passenger vans evaluate, in conjunction with National Highway Traffic Safety Administration, and test as appropriate, the potential of technological systems, particularly electronic stability control systems, to assist drivers in maintaining control of 15-passenger vans (H-02-29). KW - 15-passenger vans KW - Drivers KW - Electronic control KW - Evaluation KW - Recommendations KW - Stability (Mechanics) KW - Technology KW - Testing KW - Traffic safety KW - Vans UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_29.pdf UR - https://trid.trb.org/view/730064 ER - TY - RPRT AN - 00936804 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-26 THROUGH H-02-28 PY - 2002/11/01 SP - 5 p. AB - This safety recommendation, addressed to the Honorable Jeffrey W. Runge, Administrator, National Highway Traffic Safety Administration recommends that the National Highway Traffic Safety Administration: (1) Include 15-passenger vans in the National Highway Traffic Safety Administration dynamic testing program. The dynamic testing should test the performance of the 15-passenger vans under various load conditions (H-02-26). (2) Extend the National Car Assessment Program (NCAP) rollover resistance program to 15-passenger vans, especially for various load conditions, and use the dynamic testing results of 15-passenger vans, as described in Safety Recommendation H-02-26, to supplement the static measures of stability in the NCAP rollover resistance program (H-02-27); (3) Evaluate, in conjunction with the manufacturers of 15-passenger vans, and test as appropriate, the potential of technological systems, particularly electronic stability control systems, to assist drivers in maintaining control of 15-passenger vans (H-02-28). KW - 15-passenger vans KW - Control KW - Drivers KW - Dynamic tests KW - Electronic control KW - Evaluation KW - Loads KW - National Car Assessment Program KW - Recommendations KW - Rollover crashes KW - Stability (Mechanics) KW - Technology KW - Tests KW - Traffic safety KW - Vans UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_26_28.pdf UR - https://trid.trb.org/view/730063 ER - TY - RPRT AN - 00975864 AU - Sivak, M AU - Schoettle, B AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - LOW-BEAM HEADLAMP ILLUMINATION AT VERY HIGH ANGLES PY - 2002/11 SP - 22 p. AB - Information about headlamp illumination at high angles is important for assessing visibility of overhead retroreflective traffic signs at near distances and veiling luminance caused by scatter in inclement weather such as fog. This study was designed to provide photometric information for very high angles for a sample of U.S. low beams of recent vintage. The sample included 24 pairs of left and right lamps for 1999 and 2000 model year vehicles. The lamps were photometered in 0.2 deg steps from 10 deg up to 90 deg up, and from 60 deg left to 60 deg right. The report documents both the median and maximum luminous intensities at each test point. KW - Angle of incidence KW - Fog KW - Low beamed headlamps KW - Luminous intensity KW - Overhead traffic signs KW - Photometry KW - Retroreflectivity KW - Visibility UR - https://trid.trb.org/view/702645 ER - TY - RPRT AN - 00975871 AU - Blower, D AU - Campbell, K L AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - THE LARGE TRUCK CRASH CAUSATION STUDY PY - 2002/11 SP - 23 p. AB - This paper presents the approach and methodology of the Large Truck Crash Causation Study (LTCCS), undertaken jointly by the Federal Motor Carrier Safety Administration and the National Highway Traffic Safety Administration. The LTCCS is a study of a nationally representative sample of serious and fatal heavy truck crashes occurring between 2001 and 2003. The data collected provide a detailed description of the physical events of the crash, along with an unprecedented amount of information about the vehicles, drivers, truck operators, and environment. The LTCCS was designed to include all elements in a traffic crash--vehicle, driver, and environment. In addition, extensive information is collected about the operator of each truck involved, including details about driver compensation, vehicle maintenance, and carrier operations. Rather than crash experts assigning causes to each crash, the LTCCS approach is based on statistical associations in the aggregate data. The crash assessment data provide information on what physically happened in the crash, including prior movements of each vehicle, the critical event in the crash, and the reason for the critical event. "Causes" can be determined through the analysis of this information, by identifying associations between vehicle, driver, and environmental characteristics, and particular crash types or modes of involvement. The approach of the LTCCS is consistent with the probabilistic nature of traffic crashes. Analysis of the data proceeds by searching for associations between the various descriptive variables and involvements in particular types of crashes. The broad range of actors included permits a wide range of hypotheses to be tested. KW - Crash causes KW - Crash data KW - Drivers KW - Environment KW - Methodology KW - Motor carriers KW - Statistical analysis KW - Truck crashes KW - Vehicles UR - https://trid.trb.org/view/702652 ER - TY - RPRT AN - 00975872 AU - KRISHNASWAMI, V AU - Blower, D AU - Schneider, L AU - Putcha, D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - HEAVY TRUCK AGGRESSIVITY REDUCTION: STATISTICS, ANALYSIS, AND COUNTERMEASURES PY - 2002/11 SP - 141 p. AB - This document presents a study that (i) analyzed the causes of heavy truck aggressivity, (ii) evaluated their relative importance in terms of frequency and injury outcomes to occupants of light vehicles in crashes with trucks, (iii) derived detailed models relating collision factors to injury outcomes, and (iv) proposed and evaluated truck structural countermeasures for mitigating light vehicle injury in crashes with trucks. Two-vehicle truck/light vehicle crashes account for 65% of all truck crash involvements and 60% of fatal truck involvements. Crashes involving the truck's front have the highest probability of a fatal or incapacitating injury. Collisions with the truck's side account for about the same number of deaths or injuries but have a lower probability of injury. Injury counts and probabilities are also present for other crash configurations. Collision and injury models were derived to predict occupant injury outcomes from fundamental collision variables: mass, velocity, direction of travel, structural properties of colliding vehicles, and available restraint systems. Simulation results showed that reducing peak vehicle deceleration resulted in lower injury risk for most injury measures. Prevention of frontal underride, energy-absorbing truck structures, and deflection were evaluated as countermeasures. Reduction of up to 27%-37% in fatality counts is possible by preventing underride. Crushable structures of 2.6 m would produce almost 25% reduction in fatalities. Deflection could reduce fatality from 46% to 72%, though these results only account for the impact with a truck, not any secondary collisions with other vehicles or roadside structures. KW - Countermeasures KW - Crushable structures KW - Deceleration KW - Deflection KW - Direction of travel KW - Energy absorbing materials KW - Fatalities KW - Heavy duty trucks KW - Injuries KW - Light vehicles KW - Mass KW - Mathematical models KW - Prevention KW - Restraint systems KW - Safety KW - Truck crashes KW - Underride override crashes KW - Vehicle aggressiveness KW - Vehicle design KW - Velocity UR - https://trid.trb.org/view/702653 ER - TY - RPRT AN - 00968561 AU - daSilva, M P AU - Campbell, B N AU - Smith, J D AU - Najm, W G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - ANALYSIS OF PEDALCYCLIST CRASHES PY - 2002/11 SP - 68 p. AB - This report analyzes the problem of pedalcyclist crashes in the United States to support the development and assessment of effective pedalcyclist crash avoidance systems as part of the U.S. Department of Transportation's Intelligent Vehicle Initiative. This study describes pre-crash scenarios most prevalent in pedalcyclist crashes by identifying vehicle maneuvers and pedalcyclist action combinations. This analysis is based on data from the 1995-1998 National Automotive Sampling System/General Estimates System and Fatality Analysis Reporting System databases. In 1998, about 58,000 pedalcyclist crashes, or 0.9% of all police-reported crashes, occurred in the United States, resulting in 760 fatal crashes, or 2.1% of all fatal motor vehicle crashes that year. Pedalcyclist crashes were broken down into 8 pre-crash scenarios. Most pedalcyclist-involved crashes occurred on straight non-hillcrest roadways and on the roadway. Almost 75% of the crashes occurred on roadways with speed limits between 25 mph and 35 mph. Nearly 12% of the drivers and over 50% of the pedalcyclists were under 20 years old. 72% of the pedalcyclist crash population fell into the 5-29 year old age range. KW - Age KW - Bicycle crashes KW - Crash rates KW - Cyclists KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Intelligent Vehicle Initiative KW - National Automotive Sampling System KW - Precrash phase KW - Speed limits UR - https://trid.trb.org/view/679569 ER - TY - RPRT AN - 00943465 AU - RANNEY, T A AU - Heydinger, G AU - Watson, G AU - Salaani, K AU - Mazzae, E N AU - Grygier, P AU - National Highway Traffic Safety Administration TI - INVESTIGATION OF DRIVER REACTIONS TO TREAD SEPARATION SCENARIOS IN NATIONAL ADVANCED DRIVING SIMULATOR (NADS) PY - 2002/11 SP - 114 p. AB - A study was conducted to investigate drivers' reactions to tread separation scenarios using the National Advanced Driving Simulator (NADS). The objectives were to evaluate the effects of vehicle understeer gradient, prior knowledge of an impending tire failure, instructions on how to respond to a tire failure, driver age, and failed tire location on drivers' responses and the likelihood of control loss following simulated tread separation on one of the rear tires of a simulated sport utility vehicle (SUV) traveling at high speed. 108 subjects experienced two tire failures while driving on a straight divided highway at approximately 75 mph with light surrounding traffic. Subjects were divided equally into three age groups (18-25, 35-45, 55-65) and gender was balanced. Drivers were assigned to one of three understeer conditions. Understeer conditions were referred to as Vehicle 1 (understeer gradient of approximately 4.7 deg/g), Vehicle 2 (3.4 deg/g), and Vehicle 3 (2.4 deg/g). Following left rear tire detread, the understeer gradients resulting from a right turn changed to 1.10, 0.09, and -1.17 deg/g, respectively. The first tire failure was unexpected. The second tire failure was expected, with half of the subjects being given specific instructions on how to respond to a tire failure and the other half were told only that one or more tire failures would likely occur. Decreasing vehicle understeer was strongly associated with the likelihood of control loss following both the unexpected and expected tire failures. Knowledge of the imminent tread separation reduced the overall probability of control loss from 55% to 20% and had a significant effect on how quickly drivers responded as well as on the nature of their initial responses (i.e., steering or braking). Driver age was marginally associated with increased likelihood of vehicle control loss, but only on unexpected trials. Vehicle speed at the time of first steering input also contributed to the probability of control loss. Neither the location of the tire that failed (left rear vs. right rear) nor the specific instructions about how best to respond to the tread separation influenced the probability of control loss. Differences associated with vehicle understeer conditions observed in the present study were large and consistent, independent of driver expectations and across driver age groups. It is thus fair to conclude that in the event of a complete rear-tire detread, the increased difficulty in vehicle handling and the associated increased likelihood of loss of vehicle control with decreasing vehicle understeer generalize to real-world driving. KW - Age groups KW - Driver reaction KW - Driving simulators KW - Failure KW - Gender KW - High speed ground transportation KW - Loss of control KW - National Advanced Driving Simulator KW - Sport utility vehicles KW - Tire treads KW - Tread separation KW - Understeer UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/VRTC/ca/capubs/nadstreadsepreport_final_300dpi.pdf UR - https://trid.trb.org/view/643548 ER - TY - RPRT AN - 00943434 AU - Sayer, J R AU - Mefford, M L AU - NAKATA, Y AU - University of Michigan Transportation Research Institute TI - HYDROPHOBIC TREATMENT OF GLASS HEADLAMP LENSES AND THE EFFECT ON LIGHT OUTPUT PY - 2002/11 SP - 18 p. AB - This study examined the effect that hydrophobic treatment of glass headlamp lenses has on light output when headlamps are exposed to contaminants under naturalistic driving conditions. The hypothesis, a priori, was that the water-repelling nature of a glass surface after hydrophobic treatment would aid in minimizing the adhesion, or promote the removal, of contaminants on the lens, thereby leaving light output less affected. Additional variables of interest included the presence of precipitation, the side of the vehicle the headlamp was on, and whether the headlamp was illuminated during the exposure. The study examined vehicles with glass lenses installed as intended by the vehicle manufacturer. The vehicles were driven on a 155-km route under conditions of active precipitation or no precipitation, and with or without the headlamps on. Subsequent to each drive, measurements of light output were made at eight key test points in the headlamp beam pattern. The headlamps were then cleaned and measured again. In this way, each headlamp served as its own control. The results indicate that hydrophobic treatment of glass headlamp lenses did not affect light output. However, the presence of precipitation did result in decreased light output below the horizontal cutoff of the beam pattern and increased light output above the horizontal cutoff. This result was especially evident above the horizontal cutoff when the headlamps had been illuminated. The side of the vehicle the headlamp was on did not affect light output. KW - Contaminants KW - Headlamps KW - Hydrophobic properties KW - Lenses (Optics) KW - Luminance KW - Rain UR - https://trid.trb.org/view/643513 ER - TY - RPRT AN - 00936812 AU - Sivak, M AU - Schoettle, B AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - LIGHTING, SIGNALING, AND REARVIEW MIRORS FOR LARGE TRUCKS: A REVIEW OF HUMAN FACTORS CONSIDERATIONS PY - 2002/11 SP - 28 p. AB - This report deals with human factors considerations in the design of truck lighting, signaling, and rearview mirrors. First, the relevant differences between cars and trucks in terms of the vehicles and the operating environments are described. Next, the potential functional implications of these differences are discussed. That is followed by brief descriptions of potential countermeasures to the problems. Finally, research topics that address the problems and the potential countermeasures are outlined. KW - Automobiles KW - Design KW - Headlamps KW - Heavy duty trucks KW - Human factors KW - Lighting KW - Rearview mirrors KW - Research KW - Signaling KW - Traffic safety UR - https://trid.trb.org/view/730071 ER - TY - RPRT AN - 01050442 AU - Walz, Marie C AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Evaluation of Child Safety Seat Registration PY - 2002/10//NHTSA Technical Report SP - 153p AB - Beginning March 1993, Federal Motor Vehicle Safety Standard 213 required manufacturers to provide a postage-paid registration form with each new child safety seat sold, with the goal of increasing consumer response to child seat recalls. Before March 1993, registration was voluntary for manufacturers. It is estimated that registration increased from 3 percent prior to 1993, to an average 27 percent over the years 1996 through 2000. Based on data from 1990 through 2000, the repair rate for recalled child seats also increased, from 13.8 percent before the registration requirement to 21.5 percent once the requirement was in effect. The cost to consumers for child seat registration and notification is approximately 43 cents per seat sold in the United States. KW - Child restraint systems KW - Children KW - Consumers KW - Costs KW - Evaluation KW - Federal Motor Vehicle Safety Standards KW - FMVSS 213 KW - Highway safety KW - Industries KW - Recall campaigns KW - Registration KW - Traffic safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Vehicle%20Safety/Studies%20&%20Reports/Associated%20Files/809518.pdf UR - https://trid.trb.org/view/809523 ER - TY - RPRT AN - 00968250 AU - National Highway Traffic Safety Administration TI - PIER: PREVENTING INJURY. PUBLIC INFORMATION, EDUCATION, AND RELATIONS FOR EMS INJURY PREVENTION MODULES PY - 2002/10 SP - 226 p. AB - The Pier Injury Prevention Modules are designed to introduce the EMS provider to the knowledge and skills that will help him establish and practice Primary Injury Prevention (PIP). They will also provide real-world tools to help the EMS provider plan and implement a PIP practice. The five modules presented in this document address the following: 1. Injury Prevention Basics, 2. Personal Injury Prevention for Prehospital Professionals, 3. EMS as Role Model and Teacher, 4. Data Collection and Risk Assessment, and 5. Strategies for Implementing Effective Safety Coalitions. KW - Curricula KW - Data collection KW - Emergency medical services KW - Emergency medical technicians KW - Injuries KW - Prevention KW - Risk assessment KW - Strategic planning KW - Training UR - https://trid.trb.org/view/679012 ER - TY - RPRT AN - 00943474 AU - National Highway Traffic Safety Administration TI - IMPROVING THE SAFETY OF CHILD RESTRAINTS - BOOSTER SEAT STUDY. REPORT TO CONGRESS PY - 2002/10 SP - 60 p. AB - Enacted on November 1, 2000, the Transportation Recall Enhancement, Accountability, and Documentation (TREAD) Act contains provisions on improving the performance of child restraints. In Section 14(h), "Improving the Safety of Child Restraints B Booster Seat Study," the TREAD Act mandates that the Secretary of Transportation initiate and complete a study, "taking into account the views of the public, on the use and effectiveness of automobile booster seats for children; compiling information on the advantages and disadvantages of using booster seats; and determining the benefits, if any, to children from use of boosters with lap/shoulder belts compared to children using lap/shoulder belts alone." This report provides background information regarding the review and progress of child safety in automobile crashes in the United States, a summary of the National Highway Traffic Safety Administration's (NHTSA's) activities in promoting child safety, a summary of NHTSA's regulatory actions, and a review of the public perception on the use and effectiveness of booster seats based on various surveys. Additionally, a summary of survey results in which parents, caregivers, and/or children were participants and other applicable findings are also presented. KW - Awareness KW - Booster seats KW - Child restraint systems KW - Children KW - Fatalities KW - Injuries KW - Regulations KW - Safety education KW - Surveys KW - TREAD Act KW - U.S. National Highway Traffic Safety Administration KW - United States KW - Utilization UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crashworthiness/Booster%20Seat%20Study%20Report%20to%20Congress.pdf UR - https://trid.trb.org/view/643556 ER - TY - RPRT AN - 00943464 AU - National Highway Traffic Safety Administration TI - INCREASING BOOSTER SEAT USE FOR 4- TO 8-YEARS OLD CHILDREN PY - 2002/10 SP - 32 p. AB - Traffic crashes are the leading cause of death for children of every age from 5 to 14. This fact can be linked in part to the nonuse or improper use of child safety seats. The National Highway Traffic Safety Administration's (NHTSA's) 4 STEPS FOR KIDS program promotes the correct use of child safety seats at different stages in a child's development. This publication focuses on the third stage--booster seats. Children are usually ready for booster seats when they are about 4 years old and weigh approximately 40 pounds. They should continue to use booster seats until they are at least 8 years old, unless they are 4 ft 9 in. tall. On November 1, 2000, Congress enacted the Transportation Recall Enhancement, Accountability, and Documentation (TREAD) Act, Public Law 106-414, which contains provisions on improving the performance of child restraints. Under Section 14(i), "Improving the Safety of Child Restraints - Booster Seat Education Program," the TREAD Act mandates that the "Secretary of Transportation within 1 year after the date of the enactment of this Act develop [a] 5 year strategic plan to reduce deaths and injuries caused by failure to use the appropriate booster seat in the 4 to 8 year old age group by 25 percent." NHTSA, as the designated agency of the U.S. Department of Transportation, has developed a plan in response to this requirement. The plan is presented in this publication. It is divided into the following five sections: Reformulating the TREAD Objective; The Challenge of Getting Children Placed in Booster Seats; A Strategic Approach Built on the Successes of the Buckle Up America Campaign; Work in Progress; and A National Movement for Change--Implementing the Strategic Approach. KW - Awareness KW - Booster seats KW - Buckle Up America Campaign KW - Child restraint systems KW - Education KW - Law enforcement KW - Laws KW - Strategic planning KW - TREAD Act KW - Utilization UR - https://trid.trb.org/view/643547 ER - TY - RPRT AN - 00943440 AU - Vivoda, J M AU - Eby, D W AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning AU - National Highway Traffic Safety Administration TI - SAFETY BELT USE IN WAYNE COUNTY COMMUNITIES: FALL 2002 PY - 2002/10 SP - 55 p. AB - Results of a direct observation survey of safety belt use in a six community area of Wayne County, Michigan, conducted in the fall of 2002, are reported here. The six communities included in the survey area were: Brownstown Township, Dearborn, Detroit, Livonia, Romulus, and Taylor. In this study, 2,913 occupants traveling in four vehicle types (passenger cars, sport utility vehicles, vans/minivans, and pickup trucks) were surveyed during September, 2002. Belt use was estimated for all commercial/noncommercial vehicle types combined and separately for each vehicle type. Belt use by seating position, sex, time of day, and age was also calculated. Overall belt use was 72.9%. Belt use was 74.4% for passenger cars, 76.0% for sport utility vehicles, 77.3% for vans/minivans, and 60.7% for pickup trucks. Overall belt use was higher for females than for males, and higher for drivers than for passengers. Belt use was low for 16-to-29-year olds, and increased with age. These findings enable us to examine and measure safety belt use trends in the six communities, and assess the effects of Public Information and Education programs. KW - Age KW - Automobiles KW - Drivers KW - Education KW - Gender KW - Passengers KW - Periods of the day KW - Pickup trucks KW - Public information programs KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - Surveys KW - Trend (Statistics) KW - Utilization KW - Vans KW - Wayne County (Michigan) UR - https://trid.trb.org/view/643520 ER - TY - RPRT AN - 00943441 AU - International Association of Traffic and Safety Sciences TI - WHITE PAPER ON TRAFFIC SAFETY IN JAPAN 2002. ABRIDGED EDITION PY - 2002/10 SP - 19 p. AB - This document provides a summary of the information contained in this year's White Paper on Traffic Safety in Japan, the 32nd since the first was issued in 1971. It contains the latest national statistics on transportation accidents, organized according to the categories of land transport (road and rail), maritime transport and air transport, and outlines traffic safety measures implemented in FY2001. KW - Air transportation crashes KW - Aviation safety KW - Highway safety KW - Japan KW - Maritime safety KW - Railroad crashes KW - Railroad safety KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - Water transportation crashes UR - https://trid.trb.org/view/643521 ER - TY - RPRT AN - 00943433 AU - Vivoda, J M AU - Eby, D W AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning AU - National Highway Traffic Safety Administration TI - DIRECT OBSERVATION OF SAFETY BELT USE IN MICHIGAN: FALL 2002 PY - 2002/10 SP - 62 p. AB - A direct observation survey of safety belt use in Michigan was conducted in the fall of 2002. In this study, 14,160 occupants traveling in four vehicle types (passenger cars, sport utility vehicles, vans/minivans, and pickup trucks) were surveyed between August 29 and September 12, 2002. Belt use was estimated for all commercial/noncommercial vehicle types combined (the statewide safety belt use rate) and separately for each vehicle type. Within and across each vehicle type, belt use by age, sex, road type, day of week, time of day, and seating position were calculated. Statewide belt use was 82.9%. When compared with last year's rate, the current rate shows that safety belt use in Michigan has remained about the same. However, a comparison with the statewide survey conducted in June, 2002, reveals that belt use has slightly increased over the last three months. A comparison with the highest rate observed before the introduction of standard enforcement shows that the current rate reflects a 12.8 percentage point increase. Belt use was 85.1% for passenger cars, 85.5% for sport utility vehicles, 83.1% for vans/minivans, and 74.4% for pickup trucks. For all vehicle types combined, belt use was higher for females than for males, and higher for drivers than for passengers. In general, belt use was high during the morning rush hour. Belt use did not vary systematically by day of week. Belt use was lowest among 16-to-29 year olds, and highest among the 60-and-older age group. Survey results suggest that the implementation of standard enforcement safety belt use laws and the accompanying enforcement and public information and education efforts have been effective in increasing and maintaining safety belt use in Michigan. KW - Age KW - Days KW - Gender KW - Highway classification KW - Michigan KW - Passenger vehicles KW - Periods of the day KW - Pickup trucks KW - Public information programs KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - State laws KW - Surveys KW - Traffic law enforcement KW - Traffic safety education KW - Utilization KW - Vans UR - https://trid.trb.org/view/643512 ER - TY - RPRT AN - 00936827 AU - Garrison, H G AU - Gough, S B AU - Swanson, M S AU - Cunningham, PRG AU - East Carolina University, Greenville AU - National Highway Traffic Safety Administration TI - THE REACT PROJECT: RURAL ENHANCEMENT ON ACCESS AND CARE FOR TRAUMA PY - 2002/10 SP - 167 p. AB - Preventable mortality refers to deaths that could have been prevented medically under different circumstances. Typically, rural areas have a higher preventable mortality rate than urban regions. This may be due to a number of factors, such as the time elapsed from the emergency call to the arrival of the ambulance at the scene of the incident, the time for the ambulance to reach the trauma center, insufficient experience with certain trauma procedures due to infrequent occurrences, and inadequate training for emergency medical services personnel in rural areas. This project evaluated the impact of a continuous quality improvement system, aimed at pre-hospital and hospital emergency providers of trauma care in rural areas, on the overall preventable mortality rate in rural eastern North Carolina. This program significantly contributed to the decrease in preventable deaths and inappropriate care in northeastern rural North Carolina. KW - Ambulances KW - Emergency medical services KW - Emergency medical technicians KW - Fatalities KW - Hospital emergency rooms KW - Medical personnel KW - Medical services KW - Medical treatment KW - North Carolina KW - Prevention KW - Procedures KW - Quality of service KW - Rural areas KW - Rural Enhancement on Access and Care for Trauma (REACT) KW - Time KW - Traffic crashes KW - Training UR - http://www.nhtsa.dot.gov/PEOPLE/INJURY/research/react/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26061/DOT-HS-809-521.pdf UR - https://trid.trb.org/view/730086 ER -