TY - RPRT AN - 00936811 AU - Eby, D W AU - Kostyniuk, L P AU - Sudharsan, K AU - Vivoda, J M AU - Spradlin, H K AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - THE EFFECTS OF PAID MEDIA AND ENFORCEMENT ON SAFETY BELT USE IN MICHIGAN PY - 2002/10 SP - 60 p. AB - The purpose of this study was to evaluate the effectiveness of a media/enforcement program designed to increase safety belt use. The program included a paid media campaign using advertisements on broadcast television, cable television, radio, and outdoor bulletins and posters. Concurrent with the media campaign, Michigan also implemented increased police enforcement of the safety belt use law. The study utilized an experimental region, where all media and enforcement activities took place, and a control region, in which no media or enforcement were implemented specifically as part of the program. Study measures were acquired from three waves of a direct observation survey of safety belt use, with each wave conducted concurrently in each region. The direct observation study was supplemented by a telephone-survey conducted by a National Highway Traffic Safety Administration- (NHTSA-) sponsored research firm during each of the waves in each region. The direct observation survey results showed that safety belt use did not significantly increase in either region immediately after the program. The media/enforcement program did not seem to have a differential effect on safety belt use in the experimental region. One reason for this lack of effect may have been that the media/enforcement campaign had far-reaching effects in Michigan. Even though no specific program activities were scheduled to appear in the counties comprising the control region, the experimental/control study-design the authors utilized was compromised. Without the ability to compare safety belt use in the experimental region to use in a region without any program activities, the authors have no way of determining the differential effects of the program on the background of other statewide factors that influence safety belt use. KW - Advertising campaigns KW - Impacts KW - Laws KW - Mass media KW - Michigan KW - Payment KW - Public information programs KW - Radio KW - Safety campaigns KW - Seat belts KW - Surveys KW - Television KW - Traffic law enforcement KW - Traffic safety UR - https://trid.trb.org/view/730070 ER - TY - JOUR AN - 00936803 JO - Telematics Update Magazine PB - Maggy Grove AU - Lenatti, C AU - Maggy Grove TI - CAN CELL PHONES REALLY BE BLAMED FOR CONTRIBUTING TO ACCIDENTS ON THE ROAD? PY - 2002/10 SP - p. 16-18 AB - This article discusses the impact on traffic safety of cell phone use while driving. It reports on studies investigating this topic; relates data on driver distraction with both hand held cell phones and hand free cell phones; notes that driver attention is diverted to a potentially more pleasing task (than driving) when the driver is engaged in a conversation on the phone while driving; and suggests that hands free cell phone use while driving is not risk free. More studies are being conducted all the time and more data about the safety of cell phone use while driving should be available soon. KW - Attention KW - Cellular telephones KW - Crash causes KW - Distraction KW - Drivers KW - Driving KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/732538 ER - TY - RPRT AN - 00943466 AU - Brunson, S J AU - Kyle, E M AU - Phamdo, N C AU - Preziotti, G R AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration TI - ALERT ALGORITHM DEVELOPMENT PROGRAM: NHTSA REAR-END COLLISION ALERT ALGORITHM PY - 2002/09/30 SP - 70 p. AB - As part of its ongoing research activities supporting the development, testing and evaluation of collision warning systems, the National Highway Traffic Safety Administration (NHTSA) developed an experimentally-based rear-end collision warning algorithm and sponsored analysis of the algorithm using test data collected during an intelligent cruise control field operational test. In October of 1999, NHTSA sponsored a joint research effort with the Johns Hopkins University Applied Physics Laboratory to refine the algorithm previously developed by NHTSA and translate it into structured C code capable of running in the real-time processor environment of a prototype vehicle-based system. This report describes the theory of operation of the NHTSA algorithm and its theoretical performance under a defined set of typical rear-end collision scenarios. Test data from a series of controlled test track studies are discussed and an estimate of the number of rear-end collisions that could be avoided using the NHTSA algorithm is also presented in the report. KW - Algorithms KW - Autonomous intelligent cruise control KW - Crash avoidance systems KW - Field tests KW - Intelligent transportation systems KW - Performance KW - Rear end crashes KW - Test tracks KW - Theory UR - https://trid.trb.org/view/643549 ER - TY - RPRT AN - 00969909 AU - Cordy, S AU - Raines, K AU - Singletary, J AU - Tillery-Larkin, R AU - Cordy and Company, Incorporated AU - National Highway Traffic Safety Administration TI - HIGHWAY SAFETY IN BLACK/AFRICAN-AMERICAN COMMUNITIES: ISSUES AND STRATEGIES PY - 2002/09/17 SP - v.p. AB - As traffic safety needs and problems differ across populations, so are the strategies required to address them. Efforts to improve traffic safety in the Black community have been handicapped, however, by a lack of information on communication strategies that would be helpful in determining and shaping effective interventions. The purpose of this study was to identify traffic safety needs of Black communities within the United States and to determine effective means of directing traffic safety messages to these populations. Based on the research, specific guidelines for conducting interventions targeted to the Black community were produced. Information was collected from officials and representatives from local agencies and organizations through one-on-one discussions and with focus groups with members of the general public in six targeted locations across the United States. The six study sites were Berkeley County, SC; Cook County, IL; Jackson County, MO; Middlesex County, NJ; Oktibbeha County, MS; and Prince George's County, MD. Representatives from agencies and organizations identified the improper or nonuse of child safety seats as a major problem. Focus group participants ranked drinking and driving as the top or one of the top three problems. Aggressive/reckless driving and speeding were also given high priority by focus groups participants. When promoting traffic safety programs to Black populations, research participants recommended positive, realistic messages that portray truthful, ordinary Black people in believable situations. Families were identified as the most positive influences. Churches and schools were recognized as the most trusted and effective venues for reaching the Black community with traffic safety messages. KW - African Americans KW - Aggression KW - Blacks KW - Child restraint systems KW - Drunk driving KW - Focus groups KW - Guidelines KW - Highway safety KW - Intervention KW - Interviewing KW - Messages (Communications) KW - Reckless drivers KW - Speeding KW - Strategic planning KW - Traffic safety KW - United States UR - http://www.nhtsa.dot.gov/people/injury/research/BLAfAmerCommissues/pages/toc.html UR - http://ntl.bts.gov/lib/30000/30100/30155/809649.pdf UR - https://trid.trb.org/view/681667 ER - TY - RPRT AN - 00936791 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-15 THROUGH H-02-18 PY - 2002/09/13 SP - 6 p. AB - This safety recommendation, addressed to the Honorable Joseph M. Clapp, Administrator, Federal Motor Carrier Safety Administration, recommends that the Federal Motor Carrier Safety Administration: (1) revise 49 Code of Federal Regulations 396.13, Driver Inspection, to require minimum pretrip inspection procedures for determining brake adjustment (H-02-15); (2) require that vehicle inspections of a motor carrier's fleet be conducted during compliance reviews (H-02-16); (3) during compliance reviews, rate companies as unsatisfactory in the vehicle factor category if the mechanics and drivers responsible for maintaining brake systems are not qualified brake inspectors (H-02-17); and (4) revise 49 Code of Federal Regulations 396.25, Qualifications of Brake Inspectors, to require certification after testing as a prerequisite for qualification and specify, at a minimum, formal training in brake maintenance and inspection (H-02-18). KW - Brakes KW - Businesses KW - Certification KW - Compliance KW - Drivers KW - Federal government KW - Inspection KW - Inspectors KW - Maintenance KW - Motor carriers KW - Qualifications KW - Ratings KW - Recommendations KW - Regulations KW - Reviews KW - Traffic safety KW - Training KW - Truck drivers UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_15_18.pdf UR - https://trid.trb.org/view/730048 ER - TY - RPRT AN - 00936793 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-20 PY - 2002/09/13 SP - 3 p. AB - This safety recommendation, addressed to Mr. Stephen Campbell, Executive Director, Commercial Vehicle Safety Alliance, recommends that the Commercial Vehicle Safety Alliance include spring brake caging port dust covers as an inspection item during Motor Carrier Safety Assistance Program roadside inspections (H-02-20). KW - Brake components KW - Brakes KW - Inspection KW - Motor Carrier Safety Assistance Program KW - Motor carriers KW - Recommendations KW - Roadside KW - Spring brake caging port dust covers KW - Traffic safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_20.pdf UR - https://trid.trb.org/view/730050 ER - TY - RPRT AN - 00936794 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-21 PY - 2002/09/13 SP - 4 p. AB - This safety recommendation, addressed to Mr. James M. Shannon, President and Chief Executive Officer, National Fire Protection Association recommends that the National Fire Protection Association amend National Fire Protection Association Standard 58, Storage and Handling of Liquefied Petroleum Gas, to require that (1) propane fuel systems installed in school buses be protected and (2) propane fuel systems meet the equivalent to Federal Motor Vehicle Safety Standard 301 crash protection standards (H-02-21). KW - Federal Motor Vehicle Safety Standards KW - Fuel systems KW - Handling and storage KW - Liquefied petroleum gas KW - Propane KW - Protection KW - Recommendations KW - School buses KW - Standards KW - Traffic crashes KW - Traffic safety KW - Vehicle safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_21.pdf UR - https://trid.trb.org/view/730051 ER - TY - RPRT AN - 00936792 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-19 PY - 2002/09/13 SP - 4 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 obtain the authority, as necessary, and include propane fuel system integrity standards for aftermarket installations in the Federal Motor Vehicle Safety Standards (H-02-19). KW - After market KW - Federal Motor Vehicle Safety Standards KW - Fuel systems KW - Installation KW - Integrity KW - Propane KW - Recommendations KW - Standards KW - Traffic safety KW - Vehicle safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_19.pdf UR - https://trid.trb.org/view/730049 ER - TY - RPRT AN - 00936795 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-22 PY - 2002/09/13 SP - 4 p. AB - This safety recommendation, addressed to spring brake manufacturers recommends that spring brake manufacturers develop a spring brake that allows inspectors or mechanics to view components safely to determine whether the spring brake is broken (H-02-22). KW - Brake components KW - Brakes KW - Inspectors KW - Mechanics (Persons) KW - Recommendations KW - Spring brakes KW - Springs (Vehicles) KW - Traffic safety KW - Vehicle safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_22.pdf UR - https://trid.trb.org/view/730052 ER - TY - RPRT AN - 00943435 AU - National Transportation Safety Board TI - SAFETY REPORT: TRANSPORTATION SAFETY DATABASES PY - 2002/09/11 SP - 78 p. AB - The National Transportation Safety Board relies on many external databases when performing accident investigations, safety studies, and special investigations. Most of these databases are sponsored and operated by the modal administrations of the U.S. Department of Transportation (DOT). The Board's ability to study important safety issues is often affected by poor data quality. The Board studied transportation safety databases to evaluate data quality issues and to encourage improvements in this area. The effort had four specific objectives: (a) highlight the value and potential uses of transportation safety data; (b) describe some accident and incident databases commonly used by the Board; (c) summarize past Board recommendations involving transportation data; and (d) evaluate Bureau of Transportation Statistics (BTS) efforts to establish data quality standards, identify information gaps, and ensure compatibility among the safety data systems maintained by the DOT. The Safety Board's past recommendations indicate that exposure data are not adequately detailed to support the analysis of risk factors for transportation accidents, reducing the ability of the Federal government to understand safety problems and target safety resources. BTS efforts to identify information gaps and to establish data quality standards are an important first step toward improving data quality. As a result of this finding, the Board issued a recommendation to the BTS to develop a long-term program to improve the collection of data describing exposure to transportation risk in the United States. KW - Compatibility KW - Crash exposure KW - Data quality KW - Databases KW - Improvements KW - Information gaps KW - Recommendations KW - Risk analysis KW - Standards KW - Transportation safety KW - U.S. Bureau of Transportation Statistics KW - United States UR - http://www.ntsb.gov/safety/safety-studies/Documents/SR0202.pdf UR - https://trid.trb.org/view/643514 ER - TY - RPRT AN - 00967105 AU - Karamihas, S M AU - Gillespie, T D AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - SMOOTHNESS CRITERIA FOR WIM SCALE APPROACHES PY - 2002/09 SP - 81 p. AB - This document reports on the development 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 of Testing and Materials (ASTM). WIM scale error was related to pavement profile characteristics using a large simulation study of the response of virtual trucks over measured profiles. A distribution error was compiled over the truck population for steer axle, tandem axle, and total vehicle weight at each site. The error distributions were summarized by their 95th percentile absolute error levels. The error levels assigned to each site were then used as a correlation standard for the proposed roughness indices and for the selection of corresponding threshold values. Instead of a single index, two versions of the Butterworth filter were selected for use in the specifications. One addresses "Short Range" roughness and the other "Long Range" roughness. The Short and Long Range WIM error indices were then statistically related to WIM scale error to set the threshold values. KW - Axles KW - Dynamic loads KW - Errors KW - Longitudinal profile KW - Pavement performance KW - Pavements KW - Roughness KW - Simulation KW - Smoothness KW - Surface course (Pavements) KW - Trucks KW - Vehicles KW - Weigh in motion scales KW - Weight UR - https://trid.trb.org/view/678480 ER - TY - RPRT AN - 00933774 AU - McCartt, A T AU - Geary, L L AU - Nissen, W J AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - OBSERVATIONAL STUDY OF THE EXTENT OF DRIVING WHILE SUSPENDED FOR ALCOHOL-IMPAIRED DRIVING PY - 2002/09 SP - 66 p. AB - A study was undertaken to determine the proportion of first-time alcohol-impaired driving offenders who drive while suspended and the circumstances and motivations for driving. Systematic, unobtrusive observations were conducted by surveillance professionals from Pinkerton Investigative Services, Inc., of first-time offenders in Milwaukee, Wisconsin and Bergen County, New Jersey. Observations included two 4-hour periods during suspension (one weekday morning, one Friday/Saturday evening) and two 4-hour periods after license reinstatement (matched by day of week and time of day). In all, 1,000 hours of observational data were gathered for 93 subjects (57 in Milwaukee and 36 in Bergen County). Milwaukee subjects had more problematic driving histories and were significantly more likely to drive while suspended. Of subjects observed traveling in some way while suspended, 88% of Milwaukee subjects drove, compared to 36% of Bergen County subjects. Only 5% of Milwaukee subjects had their license reinstated, compared to 78% of Bergen County subjects. Bergen County subjects were significantly more likely to drive after reinstatement than during their suspension, suggesting that the suspension had an impact on the subjects' driving patterns. Focus groups, conducted at both sites, indicated that the license suspension represented a much greater hardship for New Jersey offenders than for Milwaukee offenders. New Jersey laws are much stronger, and Bergen County offenders had a much higher perceived risk of apprehension and punishment for driving while suspended. KW - Bergen County (New Jersey) KW - Driving while suspended KW - Drunk drivers KW - Field studies KW - First time offenders KW - Focus groups KW - Milwaukee (Wisconsin) KW - Motivation KW - Perceived risk KW - State laws KW - Suspensions UR - http://www.nhtsa.dot.gov/people/injury/research/observation_study/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26079/DOT-HS-809-491.pdf UR - https://trid.trb.org/view/724872 ER - TY - RPRT AN - 00943467 AU - THIRIEZ, K AU - Radja, G AU - Toth, G AU - National Center for Statistics and Analysis AU - Federal Motor Carrier Safety Administration TI - LARGE TRUCK CRASH CAUSATION STUDY - INTERIM REPORT PY - 2002/09 SP - 63 p. AB - This interim report has been prepared to introduce and describe the Large Truck Crash Causation Study (LTCCS). This report discusses the background, study design, field methodology, and early data tallies for the study of large truck crashes. Description of existing data collection infrastructure is discussed to provide an understanding as to why and how this special project was conceived and designed. Preliminary tallies of the LTCCS data are presented to give an overview of the types of crashes being investigated, as well as to give an idea of future potential analyses. However, no national estimates of proportions, relationships, or risks should be inferred from them. The LTCCS is a three-year data collection project conducted by the National Highway Traffic Safety Administration (NHTSA) and the Federal Motor Carrier Safety Administration (FMCSA) of the United States Department of Transportation (DOT). The NHTSA is charged with the responsibility of reducing the personal and property losses resulting from motor vehicle crashes. The goal of FMCSA is to reduce the number of commercial truck and bus crashes. Many sources of information are needed to permit researchers to adequately measure the characteristics of the highway safety environment. NHTSA's National Center for Statistics and Analysis (NCSA) operates a system of crash research teams that provide detailed nationally representative statistics on motor vehicle crashes and a database for evaluation of standards and countermeasures design. KW - Commercial vehicles KW - Crash causes KW - Data collection KW - Heavy duty trucks KW - Large Truck Crash Causation Study KW - Motor carriers KW - Tractor trailer combinations KW - Truck crashes KW - U.S. Federal Motor Carrier Safety Administration KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/643550 ER - TY - RPRT AN - 00943446 AU - Eby, D W AU - Kostyniuk, L P AU - Spradlin, H AU - Sudharsan, K AU - ZAKRAJSEK, J S AU - Miller, L L AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - AN EVALUATION OF MICHIGAN'S REPEAT ALCOHOL OFFENDER LAWS PY - 2002/09 SP - 191 p. AB - The University of Michigan Transportation Research Institute was selected to evaluate the impact and effectiveness of Michigan's repeat alcohol offender package of laws by investigating 14 research objectives. These objectives ranged from determining the effects of the laws on crashes and crash-related injury to determining the effectiveness of sanctioning on drunk driving recidivism to assessing the opinions of prosecuting attorneys in Michigan. The study found about a 30% decrease in the rate of crashes involving drivers currently under license suspension/revocation. This decrease in crashes resulted in about a 37% decrease in injury rates and a 13% decrease in fatality rates from crashes involving drivers currently under suspension/revocation. The study also found that there was about a 39% decrease in crashes involving people with two or more previous alcohol-related convictions, while there was only a 1% decrease in crashes involving people with one previous alcohol-related conviction. The analysis of injuries revealed more than a 40% postlaw decrease in injuries resulting from crashes involving drivers with two-or-more previous alcohol-related convictions. Comparison between the prelaw and postlaw years showed that the number of two-plus offenders decreased by about 5%; the number of three-plus offenders decreased by about 18%. Comparison between prelaw and postlaw years revealed that the rate of Driving While License Suspended (DWLS) recidivism increased by 2%. Thus, the laws did not seem to have the intended effect of reducing DWLS recidivism. The new repeat offender sanctions were found to be applied quite infrequently, but ignition interlocks had the lowest rate of future recidivism. Plea bargaining to a lesser alcohol offense was found to be quite frequent, but did not affect repeat offender status. Prosecuting attorneys, in general, did not report increases in workload and thought that the repeat offender laws make it easier to prosecute drunk driving cases. Several other findings are presented. KW - Alcohol ignition interlock devices KW - Driving without a license KW - Drunk drivers KW - Michigan KW - Prosecution KW - Recidivism KW - Repeat offenders KW - Revocation KW - Sanctions KW - State laws KW - Suspensions UR - https://trid.trb.org/view/643527 ER - TY - RPRT AN - 00943445 AU - Eby, D W AU - Kostyniuk, L P AU - Spradlin, H AU - Sudharsan, K AU - ZAKRAJSEK, J S AU - Miller, L L AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - AN EVALUATION OF MICHIGAN'S REPEAT ALCOHOL OFFENDER LAWS: EXECUTIVE SUMMARY PY - 2002/09 SP - 7 p. AB - Encouraged by the positive effects of its 1992 drunk and impaired driving laws on first-time drunk-driving offenders, the Michigan legislature turned its attention to reducing the incidence of repeat drunk driving and driving with a suspended or revoked license. On October 16, 1998 the Michigan legislature passed a package of 20 bills to address these problems. These laws, implemented on October 1, 1999, were designed to aid law enforcement in separating multiple offenders from their vehicles, to strengthen legal consequences for repeat alcohol offenders, and to provide uniform licensing actions and treatments. The University of Michigan Transportation Research Institute was selected to evaluate the impact and effectiveness of Michigan's repeat alcohol offender package of laws. This executive summary of the final report summarizes the project results and conclusions. KW - Driving without a license KW - Drunk drivers KW - Michigan KW - Repeat offenders KW - Revocation KW - State laws KW - Suspensions UR - https://trid.trb.org/view/643526 ER - TY - RPRT AN - 00941275 AU - National Highway Traffic Safety Administration TI - AUTOMOTIVE FUEL ECONOMY PROGRAM: ANNUAL UPDATE, CALENDAR YEAR 2001 PY - 2002/09 SP - 30 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 2001. Included in this report is a section summarizing rulemaking activities during 2001. 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 mph for MYs 1998 through 2003. KW - Annual reports KW - Automobiles KW - Automotive Fuel Economy Program KW - Exemption KW - Fuel conservation 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.gov/cars/rules/CAFE/FuelEconUpdates/2001/FuelEconFY2001.pdf UR - https://trid.trb.org/view/642568 ER - TY - RPRT AN - 00936823 AU - Solomon, M G AU - Ulmer, R G AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - EVALUATION OF CLICK IT OR TICKET MODEL PROGRAMS PY - 2002/09 SP - 60 p. AB - Click It or Ticket (CIOT) is an intense, short duration, seat belt enforcement program which relies heavily on paid media to reach all motorists. Ten states that implemented CIOT during May 2002 were compared with four states that conducted belt use enforcement but with limited specific paid advertisement placement and four states that conducted enforcement but without specific paid advertisement placement. Belt use increased 8.6 percentage points averaged across the ten CIOT states; 2.7 percentage points across the four limited paid advertisement placement states; versus 0.5 percentage points across the four states using no specific paid advertisement placement. Phone and paper and pencil surveys verified that more drivers in the CIOT states were aware of the heightened enforcement than in the limited or so specific paid advertisement placement states. Belt use enforcement which is highly publicized through paid media can achieve a substantial increase in a state's overall belt rate. KW - Advertising campaigns KW - Click It or Ticket KW - Evaluation KW - Mass media KW - Public information programs KW - Safety campaigns KW - Safety programs KW - Seat belts KW - Traffic law enforcement KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/airbags/clickit_ticket/clickitcomposite/clickit_composite.pdf UR - http://ntl.bts.gov/lib/26000/26000/26078/clickit_composite.pdf UR - https://trid.trb.org/view/730082 ER - TY - RPRT AN - 00936825 AU - National Highway Traffic Safety Administration TI - SHOULD PREGNANT WOMEN WEAR SEAT BELTS? PY - 2002/09 SP - 6 p. AB - This pamphlet answers expectant mothers' common questions about traffic safety. The questions posed and answered include; (1) I'm pregnant. Should I wear a seat belt? (Yes), (2) What if the car or truck has air bags? (still wear the seat belt), (3) What's the right way to wear my seat belt (lap belt below the belly), (4) Should I turn off the air bag? (No), (5) Should I adjust my seat? (Yes). In addition, a figure is displayed wearing a seat belt the proper way; and the four steps for child protection (rear facing child safety seat (infant), front facing safety seat (toddler), booster seat (children ages 4-8), seat belts (older children)) are presented. KW - Air bags KW - Booster seats KW - Child restraint systems KW - Children KW - Pregnant women KW - Seat belts KW - Seats KW - Traffic safety UR - https://trid.trb.org/view/730084 ER - TY - RPRT AN - 00936826 AU - National Highway Traffic Safety Administration TI - FACTS ABOUT: DRINKING AND DRIVING AND... HISPANICS PY - 2002/09 SP - 4 p. AB - In 2001, 275000 persons were injured and 17,448 persons died in alcohol-related motor vehicle crashes in the United States. Moreover, drinking and driving pose an even greater danger for Hispanics in the Unite States, especially for newly arrived immigrants, who may be unaware of the U.S. traffic safety laws. Hispanics, whose median age is 26, now number 35.3 million residents and account for 12.5% of all 281 million people in the United States, according to the 2000 Census. The Hispanic population is expected to reach 59 million by 2030 and 81 million by 2050. Tragically, the Hispanic population growth is reflected in an increasing proportion of Hispanic deaths and serious injuries resulting from car crashes. Subject headings for this fact sheet include the following: Risk to the Hispanic Population; Alcohol-Related Crashes Threaten Hispanic Life; Alcohol-Related Crashes and the Cost to Society; Behaviors and Beliefs; Law Enforcement; and Minority Organizations Mobilize to Show Strong Support for Hispanic Americans. KW - Attitudes KW - Behavior KW - Costs KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Hispanics KW - Injuries KW - Minorities KW - Organizations KW - Risk assessment KW - Statistics KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety UR - https://trid.trb.org/view/730085 ER - TY - RPRT AN - 00936822 AU - National Highway Traffic Safety Administration TI - SAFE ROUTES TO SCHOOL PY - 2002/09 SP - 89 p. AB - In August 2000, the Marin County Bicycle Coalition and Walk Boston, with funding from the National Highway Traffic Safety Administration (NHTSA), began to develop a national model Safe Routes to School program. To demonstrate the benefits of the Safe Routes to School program, the Marin County Bicycle Coalition recruited nine pilot schools in four locations. Each school received guidance, forms, newsletters, and other promotional materials. A transportation engineer was hired to assist in developing plans to increase safety on routes to school. Every school held periodic Walk and Bike to School Days and participated in the Frequent Rider Miles contest which rewarded children who came to school walking, biking, by carpool, or by bus. At the end of the pilot program there was a 57% increase in the number of children walking and biking to school and a 29% decrease in the number of children arriving by car (those not in a carpool). This toolkit resulted from the experiences of the Marin County pilot program and from other Safe Routes to School programs in the United States, in the Canadian province of British Columbia, and in the United Kingdom. KW - Bicycling KW - Boston Metropolitan Area KW - British Columbia KW - Carpools KW - Community action programs KW - Marin County (California) KW - Routes KW - Safety KW - Safety education KW - School buses KW - School children KW - Schools KW - Transportation engineering KW - United Kingdom KW - United States KW - Walking UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/bike/Safe-Routes-2002/ UR - https://trid.trb.org/view/730081 ER - TY - RPRT AN - 00936824 AU - National Highway Traffic Safety Administration TI - A PARENT'S GUIDE TO BUYING AND USING BOOSTER SEATS PY - 2002/09 SP - 6 p. AB - This pamphlet presents information on booster seats for parents. Some topics covered include: when do you use a booster seat; why we use booster seats; types of booster seats in use; and safety tips for booster seats. The front cover notes that most children age 4 - 8 need booster seats; and there are figures and drawings inside to illustrate the proper use of the booster seats. KW - Booster seats KW - Child restraint systems KW - Children KW - Guidelines KW - Parents KW - Traffic safety UR - https://trid.trb.org/view/730083 ER - TY - RPRT AN - 00936817 AU - National Highway Traffic Safety Administration TI - ON THE ROAD AND AT RISK - AN APPEAL TO AFRICAN-AMERICAN PARENTS, GRANDPARENTS AND CAREGIVERS PY - 2002/09 SP - 6 p. AB - This pamphlet, directed to caregivers, parents and grandparents of African-Americans, emphasizes seat belt and child restraint use for the African American community. It discusses the prevalence of traffic accidents, the tendency for African-Americans to not use seat belts, and stresses the importance of seat belt and child safety seat use. KW - African Americans KW - Child restraint systems KW - Parents KW - Seat belts KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/730076 ER - TY - RPRT AN - 00936813 AU - Winkler, C AU - Sullivan, J AU - Bogard, S AU - Goodsell, R AU - Hagan, M AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - FIELD OPERATIONAL TEST OF THE FREIGHTLINER/MERITOR WABCO ROLL STABILITY ADVISOR AND CONTROL AT PRAXAIR PY - 2002/09 SP - 360 p. AB - This document reports on the conduct and findings of a naturalistic field operational test (FOT) of the Freightliner/Meritor WABCO Roll Stability Advisor and Control (RA&C). The broad intent of RA&C is to reduce the risk of rollover by improving driver performance through in-cab advisory messages and, when deemed necessary, by slowing the vehicle through direct control of the engine throttle and retarder. The primary goal of the FOT was to evaluate the effectiveness of the system, especially as it relates to modifying driver performance in turns to reduce the risk of rollover. The test fleet consisted of six tractor semi-trailer combinations hauling liquid nitrogen in the Great Lakes region. The test ran from November of 2000 through November 2001. Some 10,000 hours and 772,000 km of driving were monitored resulting in 25 giga-bytes of data from the vehicles. Twenty-three drivers participated; fourteen remained in the study through its entirety and became the subjects of the statistical analysis. The drivers operated without RA&C during the first half of the study and with RA&C the second half. Evaluations of the influence of RA&C were done for each driver and then pooled. The primary means of evaluation was a multifactor analysis that accounted for other influential factors such as weather, lighting (day/night), loading condition, and turn direction and severity. These factors were all found to have a main effect on turning performance. Results on the influence of RA&C were mixed. No main effect of the presence of RA&C was found, but an encouraging patterns of statistically-significant interactive influences was observed that suggests lower risk of rollover with RA&C. Also, individual advisories were found to have a relatively short term, but statistically significant influence on performance reducing risk of rollover. The range of performance between individual drivers was found to be larger than the influence of any other factor examined. The report describes the RA&C system tested, the experimental design, the instrumentation and data acquisition system, and the structure and content of the resulting database. The analyses of the data are presented in the form of descriptions of the exposure of the fleet, the overall lateral behavior of the fleet and of individual drivers, the performance of RA&C, and the evaluation of RA&C and other factors on turning performance. Findings are reviewed and recommendations given. KW - Behavior KW - Control KW - Daylight KW - Driver information systems KW - Drivers KW - Electronic stability control KW - Field tests KW - Left turns KW - Loads KW - Motor vehicles KW - Night KW - Performance KW - Right turns KW - Rollover crashes KW - Stability (Mechanics) KW - Throttles KW - Tractor trailer combinations KW - Traffic safety KW - Vehicle safety KW - Weather UR - https://trid.trb.org/view/730072 ER - TY - RPRT AN - 00936820 AU - National Highway Traffic Safety Administration TI - PLAY IT SAFE - TRAFFIC SAFETY FUN BOOK PY - 2002/09 SP - 17 p. AB - This activity and game book for school children provides information - in a child friendly format - about seat belts, child safety seats and pedestrian, bicycle and school bus safety. KW - Bicycling KW - Child restraint systems KW - Pedestrian safety KW - School buses KW - School children KW - Seat belts KW - Traffic safety UR - https://trid.trb.org/view/730079 ER - TY - RPRT AN - 00936810 AU - Putcha, D AU - Blower, D AU - Masters, R AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - BUSES INVOLVED IN FATAL ACCIDENTS CODEBOOK 1999 (VERSION SEPTEMBER 25, 2002) PY - 2002/09 SP - 117 p. AB - This report provides one-way frequencies for all vehicles in the University of Michigan Transportation Institute's (UMTRI's) file of Buses Involved in Fatal Accidents (BIFA), 1999. The 1999 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 authorities KW - United States KW - Vehicle occupants UR - https://trid.trb.org/view/730069 ER - TY - SER AN - 00936790 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - CHILDREN ARE NOT ALWAYS IN THE BEST RESTRAINT SYSTEM TO PROTECT THEM FROM INJURY PY - 2002/09 IS - 277 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, knowledge, and reported behavior in the area of occupant protection. The 2000 survey consisted of two questionnaires, each given to a randomly selected sample of about 6,000 persons age 16 and older (with oversamples of persons ages 16-39). Interviewing ran from November 8, 2000 through January 21, 2001. Volume 5 of the survey presents the findings about child occupant protection. This Traffic Tech summarizes that volume. KW - Attitudes KW - Behavior KW - Child restraint systems KW - Children KW - Crash injuries KW - Injuries KW - Knowledge KW - Occupant protection devices KW - Surveys KW - Telephone KW - Traffic crash victims KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/732536 ER - TY - CONF AN - 00932671 JO - Injury Prevention PB - BMJ Publishing Group AU - Mayhew, D R AU - Simpson, H M AU - BMJ Publishing Group TI - THE SAFETY VALUE OF DRIVER EDUCATION AND TRAINING (WITH DISCUSSION) PY - 2002/09 VL - 8 SP - p. 3-8 AB - Empirical evidence was reviewed and summarized to determine the extent of safety value of formal driver education and training programs. Improvements in program delivery and content that may produce safety benefits are suggested. Discussion is included. U1 - Reducing Young Driver Crash Risk. Proceedings of an Expert Conference on Young DriversNational Institute of Child Health and Human Development; National Highway Traffic Safety Administration; National Center for Injury Prevention and Control (CDC)Airlie Conference Center, Warrenton, Virginia StartDate:20020327 EndDate:20020329 Sponsors:National Institute of Child Health and Human Development; National Highway Traffic Safety Administration; National Center for Injury Prevention and Control (CDC) KW - Accident prone drivers KW - Automobile driving KW - Driver education KW - Driver experience KW - Driver improvement programs KW - Empirical methods KW - Highway transportation KW - Recently qualified drivers KW - Traffic safety education KW - Young adults UR - https://trid.trb.org/view/727118 ER - TY - CONF AN - 00932673 JO - Injury Prevention PB - BMJ Publishing Group AU - ARNETT, J J AU - BMJ Publishing Group TI - DEVELOPMENTAL SOURCES OF CRASH RISK IN YOUNG DRIVERS (WITH DISCUSSION) PY - 2002/09 VL - 8 SP - p. 17-23 AB - The aim of this paper was to outline various sources of crash risk among young drivers that are developmental factors. A distinction is first made between adolescence (10-18 years) and emerging adulthood (18-25 years). Next, various developmental sources of risk in adolescence are described, including the power of friends, the optimistic bias, and adolescent emotionality. The reasons for especially high crash rates among young males are also discussed, with an emphasis on how American ideas of manhood promote driving risks. Lastly, a cross-national comparison between adolescents in the U.S. and Denmark shows how developmental risks interact with driving policies. It is concluded that crash rates of adolescents relative to emerging adults, and of emerging adults relative to older drivers, can be explained in part by developmental factors. U1 - Reducing Young Driver Crash Risk. Proceedings of an Expert Conference on Young DriversNational Institute of Child Health and Human Development; National Highway Traffic Safety Administration; National Center for Injury Prevention and Control (CDC)Airlie Conference Center, Warrenton, Virginia StartDate:20020327 EndDate:20020329 Sponsors:National Institute of Child Health and Human Development; National Highway Traffic Safety Administration; National Center for Injury Prevention and Control (CDC) KW - Adolescents KW - Automobile driving KW - Crash risk forecasting KW - Denmark KW - Developmental factors KW - Highway transportation KW - Recently qualified drivers KW - Teenage drivers KW - United States KW - Young adults UR - https://trid.trb.org/view/727120 ER - TY - CONF AN - 00932675 JO - Injury Prevention PB - BMJ Publishing Group AU - McKnight, A J AU - Peck, R C AU - BMJ Publishing Group TI - GRADUATED DRIVER LICENSING: WHAT WORKS? (WITH DISCUSSION) PY - 2002/09 VL - 8 SP - p. 32-38 AB - This aim of this paper is to assess the contribution of various elements of graduated driver licensing (GDL) to reduction in the crash rates of young novice drivers. An extensive review of the literature was conducted to synthesize research findings on crash reduction. Increasing the length of the learner period and the amount of practice required was found to reduce the crash risk, partly through improved performance and partly by delaying licensure. Intervening early with traffic violators and making full licensure dependent on a clean driving record provide both general and specific deterrents to unsafe driving. Restrictions on night driving and carrying passengers are effective in reducing the increased risk of these situations. The benefits of multistage instruction and testing as well as the use of visible tags to identify novices have not yet been adequately evaluated. While GDL has proven a generally effective means of reducing the crash risk of novice drivers, further controlled research is needed to assess the benefits of its individual components. U1 - Reducing Young Driver Crash Risk. Proceedings of an Expert Conference on Young DriversNational Institute of Child Health and Human Development; National Highway Traffic Safety Administration; National Center for Injury Prevention and Control (CDC)Airlie Conference Center, Warrenton, Virginia StartDate:20020327 EndDate:20020329 Sponsors:National Institute of Child Health and Human Development; National Highway Traffic Safety Administration; National Center for Injury Prevention and Control (CDC) KW - Accident prone drivers KW - Automobile driving KW - Crash rates KW - Graduated licensing KW - Highway transportation KW - Novices KW - Recently qualified drivers KW - Teenage drivers KW - Traffic safety KW - Young adults UR - http://ip.bmjjournals.com/cgi/reprint/8/suppl_2/ii32.pdf UR - https://trid.trb.org/view/727122 ER - TY - CONF AN - 00932672 JO - Injury Prevention PB - BMJ Publishing Group AU - Williams, A F AU - Ferguson, S A AU - BMJ Publishing Group TI - RATIONALE FOR GRADUATED LICENSING AND THE RISKS IT SHOULD ADDRESS (WITH DISCUSSION) PY - 2002/09 VL - 8 SP - p. 9-16 AB - In order to better define the basic rational for graduated driver licensing (GDL), this paper reviews relevant research evidence that describes the conditions under which risk is known to be increased for young drivers. Potential changes in licensing laws that best address these known risk factors are described. It was found that certain situations contribute to even greater crash risk, most notably nighttime driving and driving with passengers in the peer group. The underlying premise for GDL is that while crash risk of young drivers is heightened under all situations, some situations are more or less risky than others. If experience can be gained initially under lower risk conditions, in the learning stage and when first licensed, crash risk is reduced. U1 - Reducing Young Driver Crash Risk. Proceedings of an Expert Conference on Young DriversNational Institute of Child Health and Human Development; National Highway Traffic Safety Administration; National Center for Injury Prevention and Control (CDC)Airlie Conference Center, Warrenton, Virginia StartDate:20020327 EndDate:20020329 Sponsors:National Institute of Child Health and Human Development; National Highway Traffic Safety Administration; National Center for Injury Prevention and Control (CDC) KW - Automobile driving KW - Crash risk forecasting KW - Driver licensing KW - Graduated licensing KW - Highway transportation KW - Human factors in crashes KW - Recently qualified drivers KW - Teenage drivers UR - https://trid.trb.org/view/727119 ER - TY - CONF AN - 00932674 JO - Injury Prevention PB - BMJ Publishing Group AU - Simons-Morton, B G AU - Hartos, J L AU - Leaf, W A AU - BMJ Publishing Group TI - PROMOTING PARENTAL MANAGEMENT OF TEEN DRIVING PY - 2002/09 VL - 8 SP - p. 24-31 AB - This article discusses the effectiveness of parenting as a key protective factor against teen driving risk, and focuses on the Checkpoint Program as an aid in promoting parental management of teen driving through the use of staged persuasive communications. Parent-teen dyads were recruited when teens received learner's permits and interviewed by telephone at baseline, licensure, and 3 months post-licensure. After baseline, families were randomized to an intervention group receiving persuasive communications or to the comparison group that received general information about driving safety. Both parents and teens in the intervention group reported significantly greater limits on teen driving at licensure and 3 months post-licensure. In multivariate analyses, intervention and baseline driving expectations had significant effects on driving limits at licensure. Intervention and driving limits established at licensure were associated with 3-month driving limits. The findings indicate that exposure to the Checkpoint Program increased parental limits on teen driving. U1 - Reducing Young Driver Crash Risk. Proceedings of an Expert Conference on Young DriversNational Institute of Child Health and Human Development; National Highway Traffic Safety Administration; National Center for Injury Prevention and Control (CDC)Airlie Conference Center, Warrenton, Virginia StartDate:20020327 EndDate:20020329 Sponsors:National Institute of Child Health and Human Development; National Highway Traffic Safety Administration; National Center for Injury Prevention and Control (CDC) KW - Accident prone drivers KW - Automobile driving KW - Communication KW - Crash risk forecasting KW - Driver improvement programs KW - Driver licensing KW - Highway transportation KW - Parents KW - Teenage drivers KW - Young adults UR - https://trid.trb.org/view/727121 ER - TY - CONF AN - 00932670 JO - Injury Prevention PB - BMJ Publishing Group AU - Simons-Morton, B G AU - BMJ Publishing Group TI - REDUCING YOUNG DRIVER CRASH RISK PY - 2002/09 VL - 8 SP - p. 1-2 AB - Given the dominance of private motor vehicles as the primary mode of transportation in the U.S., and the country's long romance with cars and roads, it is not surprising that obtaining a driver's license is an important milestone in the lives of most teenagers. However, driving is a dangerous activity, even for experienced drivers, and particularly so for young, inexperienced ones. This article provides an overview of a Young Driver Expert Conference, supported by a number of U.S. federal agencies, the purpose of which was to provide a forum for in-depth discussions about teenage driving and how best to reduce the risk of motor vehicle crashes among young, novice drivers. U1 - Reducing Young Driver Crash Risk. Proceedings of an Expert Conference on Young DriversNational Institute of Child Health and Human Development; National Highway Traffic Safety Administration; National Center for Injury Prevention and Control (CDC)Airlie Conference Center, Warrenton, Virginia StartDate:20020327 EndDate:20020329 Sponsors:National Institute of Child Health and Human Development; National Highway Traffic Safety Administration; National Center for Injury Prevention and Control (CDC) KW - Automobile driving KW - Crash risk forecasting KW - Driver experience KW - Highway safety KW - Highway transportation KW - Human factors in crashes KW - Teenage drivers KW - Traffic crashes KW - Traffic safety KW - Young adults UR - https://trid.trb.org/view/727117 ER - TY - RPRT AN - 00932049 AU - Najm, W AU - Koopmann, J AU - Boyle, L AU - Smith, D AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - DEVELOPMENT OF TEST SCENARIOS FOR OFF-ROADWAY CRASH COUNTERMEASURES BASED ON CRASH STATISTICS PY - 2002/09 SP - 82 p. AB - This report presents the results from an analysis of off-roadway crashes and proposes a set of crash-imminent scenarios to objectively test countermeasure systems for light vehicles (passenger cars, sport utility vehicles, vans, and pickup trucks) based on crash statistics. This analysis was conducted in support of the roadway departure research area of the U.S. Department of Transportation's Intelligent Vehicle Initiative. The first harmful event in target off-roadway crashes occurs off the roadway after a vehicle departs the road due to loss of control or crossing the edge of the roadway. Approximately 992,000 such crashes occurred in the U.S. in 1998 based on the National Automotive Sampling System (NASS) General Estimates System (GES) crash database -- 93% of these crashes involved light vehicles. These crashes were grouped into six pre-crash scenarios based on vehicle movements and critical events and were described in terms of their physical settings, contributing factors, and post-roadway departure events. Based on 1998 GES statistics, 85% of these off-roadway crashes occurred on non-freeways, 66% in rural areas, 82% away from junctions, 59% on two lanes of travel, and 61% below 55 mph speed limit. Speeding was cited as a contributing factor to the cause of the crash in 24% of these crashes, whereas alcohol was reported in 19% of these crashes. Moreover, inclement weather conditions or driver inattention/distraction might have contributed to about 44% of these crashes. After leaving the roadway, vehicles struck other parked vehicles (21%) and signposts (14%); some form of injury resulted in about 37% of off-roadway crashes. Finally, eight test scenarios were proposed and described in terms of roadway type, junction, number of lanes, curvature, shoulder, travel speed, and environmental conditions. KW - Attention lapses KW - Automobiles KW - Countermeasures KW - Crash locations KW - Drunk driving KW - General Estimates System KW - Highway classification KW - Injuries KW - Intelligent Vehicle Initiative KW - National Automotive Sampling System KW - Pickup trucks KW - Ran off road crashes KW - Speeding KW - Sport utility vehicles KW - Statistics KW - Test scenarios KW - Vans KW - Weather conditions UR - http://ntl.bts.gov/lib/19000/19800/19811/PB2003100498.pdf UR - https://trid.trb.org/view/724299 ER - TY - RPRT AN - 00935895 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-08 PY - 2002/08/08 SP - 5 p. AB - This National Transportation Safety Board safety recommendation addressed to the Honorable Joseph M. Clapp, Administrator, Federal Motor Carrier Safety Administration recommends that the Federal Motor Carrier Safety Administration amend Code of Federal Regulations 383.51 (e), "Disqualification for railroad-highway grade crossing violation," to include a violation for drivers of low-clearance or slow-moving vehicles who fail to make arrangements with the railroad for safe passage, when required (H-02-08). KW - Railroad grade crossings KW - Railroad safety KW - Recommendations KW - Slow moving vehicles KW - Traffic safety KW - Traffic violations KW - Truck drivers KW - U.S. National Transportation Safety Board UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_08.pdf UR - https://trid.trb.org/view/725575 ER - TY - RPRT AN - 00935896 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-09 THROUGH H-02-11 PY - 2002/08/08 SP - 6 p. AB - This National Transportation Safety Board safety recommendation addressed to Mr. John Horsley, Executive Director, American Association of State Highway and Transportation Officials recommends that American Association of State Highway and Transportation Officials encourage the states: (1) once the Uniform Vehicle Code, Section 11-703 has been revised to (a) adopt the revised Uniform Vehicle Code, Section 11-703, (b) include vehicle ground clearance as part of the permitting process, (c) require permitted slow-moving vehicles and those permitted vehicles that do not meet the ground-clearance provisions of the Uniform Vehicle Code to conduct route surveys (H-02-09); (2) once the Uniform Vehicle Code, Section 11-703 has been adopted, to include the text of the revised State statute on the face of permits (H-02-10); and (3) to conduct initial and recurrent training for state employees in the permit offices and state employees involved in commercial vehicle enforcement regarding the railroad notification requirements (H-02-11). KW - Commercial vehicles KW - Employees KW - Ground clearance (Vehicles) KW - Motor vehicles KW - Notification KW - Permits KW - Railroad safety KW - Recommendations KW - Routes KW - Slow moving vehicles KW - States KW - Surveys KW - Traffic law enforcement KW - Traffic safety KW - Training KW - U.S. National Transportation Safety Board KW - Uniform Vehicle Code UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_09_11.pdf UR - https://trid.trb.org/view/725576 ER - TY - RPRT AN - 00935897 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-12 PY - 2002/08/08 SP - 4 p. AB - This National Transportation Safety Board safety recommendation addressed to all class I and regional railroads recommends that all class I and regional railroads provide easily accessed contact and notification information for use by vehicle operators requiring railroad assistance to ensure safety at grade crossings (H-02-12). KW - Class I railroads KW - Commercial vehicles KW - Information dissemination KW - Notification KW - Operators (Persons) KW - Railroad grade crossings KW - Railroad safety KW - Recommendations KW - Regional railroads KW - Traffic safety KW - Truck drivers KW - U.S. National Transportation Safety Board KW - Vehicle operations UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_12.pdf UR - https://trid.trb.org/view/725577 ER - TY - RPRT AN - 00935898 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-13 AND H-02-14 PY - 2002/08/08 SP - 4 p. AB - This National Transportation Safety Board safety recommendation addressed to Mr. James C. Welsh, President and General Manager, Kissimmee Utility Authority (KUA) recommends that Kissimmee Utility Authority: (1) require that the CSX Transportation, Inc., railroad is notified in advance of accepting delivery by any low-clearance or slow-moving vehicles (H-02-13); and (2) install low-clearance highway-rail grade crossing signs (W 10-5s) at the KUA Power Road Crossing (H-02-14). KW - Delivery vehicles KW - Ground clearance (Vehicles) KW - Notification KW - Railroad grade crossings KW - Railroad safety KW - Recommendations KW - Signs KW - Slow moving vehicles KW - Traffic safety KW - U.S. National Transportation Safety Board UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_13_14.pdf UR - https://trid.trb.org/view/725578 ER - TY - RPRT AN - 00935894 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-07 PY - 2002/08/08 SP - 4 p. AB - This National Transportation Safety Board safety recommendation addressed to the Honorable Mary E. Peters, Administrator, Federal Highway Administration and Ms. Leila Osina, Executive Director, National Committee on Uniform Traffic Laws and Ordinances recommends that the Federal Highway Administration and the National Committee on Uniform Traffic Laws and Ordinances revise Uniform Vehicle Code, Section 11-703, to define which vehicles, under what circumstances, need to notify the railroad before crossing a highway-rail grade crossing (H-02-07). KW - Motor vehicles KW - Railroad grade crossings KW - Railroad safety KW - Traffic safety KW - U.S. National Transportation Safety Board KW - Uniform Vehicle Code UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_07.pdf UR - https://trid.trb.org/view/725574 ER - TY - RPRT AN - 00935926 AU - National Highway Traffic Safety Administration TI - THE SIMPLE FACTS ABOUT LATCH PY - 2002/08 SP - 1 p. AB - This 8 x 11 inch sheet describes a new system that makes child safety seat installation easier, without using seat belts. The system is called LATCH - Low Anchors and Tethers for Children. LATCH is required on most child safety seats and vehicles manufactured after September 1, 2002. It is not required on booster seats, car beds and vests. KW - Child restraint systems KW - Children KW - Highway safety KW - Installation KW - Lower Anchors and Tethers for Children (LATCH) KW - Occupant protection devices KW - Traffic safety UR - https://trid.trb.org/view/725604 ER - TY - RPRT AN - 00935925 AU - National Highway Traffic Safety Administration TI - THE SIMPLE FACTS ABOUT LATCH (LOWER ANCHORS AND TETHERS FOR CHILDREN) PY - 2002/08 SP - 1 p. AB - This pamphlet sized sheet describes a new system that makes child safety seat installation easier, without using seat belts. The system is called LATCH - Low Anchors and Tethers for Children. LATCH is required on most child safety seats and vehicles manufactured after September 1, 2002. It is not required on booster seats, car beds and vests. KW - Child restraint systems KW - Children KW - Highway safety KW - Installation KW - Lower Anchors and Tethers for Children (LATCH) KW - Occupant protection devices KW - Traffic safety UR - https://trid.trb.org/view/725603 ER - TY - RPRT AN - 00935927 AU - National Highway Traffic Safety Administration TI - LATCH MAKES CHILD SAFETY SEAT INSTALLATION AS EASY AS 1,2,3 PY - 2002/08 SP - 1 p. AB - This sheet describes a new system that makes child safety seat installation easier, without using seat belts. The system is called LATCH - Low Anchors and Tethers for Children. LATCH is required on most child safety seats and vehicles manufactured after September 1, 2002. It is not required on booster seats, car beds and vests. The sheet describes how LATCH works and how it is installed. It also addresses actions to take if a child safety seat is not LATCH-equipped; and if a vehicle is not LATCH-equipped. KW - Child restraint systems KW - Children KW - Highway safety KW - Installation KW - Lower Anchors and Tethers for Children (LATCH) KW - Motor vehicles KW - Occupant protection devices KW - Traffic safety UR - https://trid.trb.org/view/725605 ER - TY - RPRT AN - 00967103 AU - Joksch, H C AU - University of Michigan Transportation Research Institute AU - Volpe National Transportation Systems Center TI - COMBINING FARS AND GES DATA TO ESTIMATE AIR BAG EFFECTIVENESS PY - 2002/08 SP - 210 p. AB - To estimate fatality risks in crashes involving cars, Fatality Analysis Reporting System (FARS) and General Estimate System (GES) files for the years 1991-1999 were combined. For the analyses, crashes were selected by type for a large part of the U.S. Mathematical models expressing the drive fatality risks in cars without air bags as functions of driver age and sex, car weight, and speed limit were developed for single car crashes and collisions between cars. These models were applied to crashes involving cars with air bags, and the difference between the modeled risk and the actual deaths used to estimate air bag effect. It was found that air bags reduced the driver fatality risk by 33% in single-car, non-rollover crashes, and by 42% in collisions between two cars. Reductions were also found in side impacts. These estimates depend critically on the assumption that presence of an air bag does not increase reporting of non-fatal crashes involving cars with them. KW - Age KW - Air bags KW - Automobiles KW - Databases KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Gender KW - General Estimates System KW - Mathematical models KW - Multiple vehicle crashes KW - Risk analysis KW - Single vehicle crashes KW - Speed limits KW - Traffic crashes KW - United States KW - Weight UR - https://trid.trb.org/view/678478 ER - TY - RPRT AN - 00936821 AU - National Highway Traffic Safety Administration TI - BUCKLE UP AMERICA INITIATIVES PY - 2002/08 SP - 23 p. AB - In an effort to promote traffic safety program development within local law enforcement agencies, the National Highway Traffic Safety Administration (NHTSA) and the International Association of Chiefs of Police's (ICAP) State Association of Chiefs of Police (SACOP) implemented a demonstration grant program. The program awarded grants to five SACOPs who then funded programs to benefit local law enforcement agencies in their state with emphasis on small to medium police departments. The SACOP grantees highlighted in this report - Missouri, Connecticut, New Mexico, Michigan, and New England - were each awarded a $50,000 cooperative agreement to work with smaller law enforcement agencies in their states to conduct high visibility seat belt enforcement, training, and public education programs. KW - Connecticut KW - Grant aid KW - Michigan KW - Missouri KW - New England KW - New Mexico KW - Police KW - Police departments KW - Safety campaigns KW - Safety education KW - Seat belts KW - State Association of Chiefs of Police KW - Traffic law enforcement KW - Traffic safety KW - Training UR - https://trid.trb.org/view/730080 ER - TY - SER AN - 00936789 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - THOSE INJURED IN A CRASH ARE TWICE AS LIKELY TO BE HOSPITALIZED IF NOT WEARING THEIR SEAT BELTS PY - 2002/08 IS - 276 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, knowledge, and reported behavior about seat belts, child safety seats, air bags, crash injury experience, and emergency medical services. The 2000 survey consisted of two questionnaires, each given to a randomly selected sample of about 6,000 persons age 16 and older (with oversamples of persons ages 16-39). Interviewing ran from November 8, 2000 through January 21, 2001. Volume 4 presents the findings about crash injury and emergency medical services. This Traffic Tech summarizes that volume. Subject headings listed in this summary include: Motor Vehicle Crash Injuries, Concerns About Stopping at a Crash Scene, Cell Phones, and Emergency Medical Services. KW - Air bags KW - Attitudes KW - Behavior KW - Cellular telephones KW - Child restraint systems KW - Crash injuries KW - Emergency medical services KW - Hospitals KW - Injuries KW - Knowledge KW - Seat belts KW - Stopping to help at scene of traffic accident KW - Surveys KW - Telephone KW - Traffic crash victims KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/732535 ER - TY - RPRT AN - 00936814 AU - McCartt, A T AU - Shabanova, V I AU - Preusser Research Group, Incorporated TI - TEENAGE SEAT BELT USE: WHITE PAPER PY - 2002/07/08 SP - 29 p. AB - In the year 2000 in the U.S., 4,698 teenagers 16-19 years died as the result of a motor vehicle crash; this included 2,686 drivers, 1,751 passengers, and 261 pedestrians, motorcyclists, or bicyclists. Teenage drivers have a higher crash risk than any other group in the U.S. Seat belts are known to mitigate the severity of injuries in the event of a crash. Yet, observational studies have found that seat belt use among teenagers is lower than among older age groups and that use among teenage passengers is lower than among teenage drivers. This paper examines teenage seat belt use rates in the U.S., including the factors associated with use and the differences in use rates across the 50 states. The information on seat belt use among teenagers is based on data extracted from the Fatality Analysis Reporting System (FARS). The analyses examined seat belt use among passenger vehicle occupants who were fatally injured in crashes occurring from 1995-2000. The primary focus is teenage drivers 16-19 years of age. KW - Adolescents KW - Cyclists KW - Fatalities KW - Fatality Analysis Reporting System KW - Injuries KW - Motorcyclists KW - Passengers KW - Pedestrians KW - Seat belts KW - Teenage drivers KW - Traffic crashes KW - Traffic safety KW - United States UR - https://trid.trb.org/view/730073 ER - TY - RPRT AN - 00936797 AU - International Association of Traffic and Safety Sciences TI - STATISTICS 2001. ROAD ACCIDENTS IN JAPAN. ABRIDGED EDITION PY - 2002/07 SP - 63 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 - 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/730054 ER - TY - RPRT AN - 00935920 AU - National Highway Traffic Safety Administration TI - NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION TRAFFIC RECORDS RESOURCES PY - 2002/07 SP - 6 p. AB - The National Highway Traffic Safety Administration (NHTSA), through its Traffic Records and Driver Licensing (TRDL) Section, provides a wide range of technical information, data, and guidance to those who are responsible for the collection, management and use of highway safety records and data. A number of resources are now (or soon will be) available on an expanded TRDL web site. These resources include: Expanded TRDL web site; State Crash Report Forms; Inventory of State Traffic Records Systems; Safety Data Resource Center; Traffic Records System Guidelines; Technical Advisory team; and Traffic Records Training Courses. This pamphlet briefly describes the resources listed. KW - Administration KW - Forms of business or industry KW - Guidelines KW - Inventory KW - Records management KW - Reports KW - Technical assistance KW - Traffic data KW - Traffic safety KW - Training programs KW - U.S. National Highway Traffic Safety Administration KW - Websites (Information retrieval) UR - https://trid.trb.org/view/725598 ER - TY - RPRT AN - 00935922 AU - National Highway Traffic Safety Administration AU - American College of Emergency Physicians TI - ALCOHOL SCREENING AND BRIEF INTERVENTION IN THE MEDICAL SETTING PY - 2002/07 SP - 11 p. AB - This packet of materials is intended for emergency room physicians, to help them screen for and educate patients with possible alcohol abuse problems. It contains a poster depicting a glass of beer and car keys, a worksheet, a description of a brief intervention, a very short paper about alcohol screening and brief intervention, and a quick reference card on screening for alcohol problems. KW - Alcohol screening KW - Alcohol use KW - Drunk drivers KW - Hospital emergency rooms KW - Intervention KW - Medical treatment KW - Physicians KW - Traffic safety UR - https://trid.trb.org/view/725600 ER - TY - RPRT AN - 00935901 AU - Blower, D AU - Campbell, K L AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - INCIDENCE OF REAR UNDERRIDE IN FATAL TRUCK CRASHES 1997-1998 PY - 2002/07 SP - 26 p. AB - For the 1997 and 1998 data years, the University of Michigan Transportation Research Institute's (UMTRI's) Center for National Truck statistics collected data on rear underride as part of its Trucks Involved in Fatal Accidents survey. The purpose of the survey was to evaluate the incidence of underride in these fatal crashes. Supplemental data were collected on each rear-end crash involvement. Data collected included whether the truck had a rear underride guard, whether the striking vehicle underrode the truck, and how much underride occurred. A total of 853 fatal crash involvements occurred in 1997-1998 in which a nontruck vehicle struck a truck in the rear. Underride was reported in 518 of the 853 rear-end crashes. Among 276 straight trucks struck in the rear, there was no underride in 78 involvements, some underride in 152 involvements and underride could not be determined in 46. Among 541 tractors with one or more trailers struck in the rear, no underride occurred in 124 involvements, some underride occurred in 357 involvements, and underride could not be determined in 60 involvements. There were 979 fatalities in these rear-end crashes; 900 of the fatalities occurred in the striking vehicle. Of the striking vehicle fatalities, 211 occurred with no underride, 565 when some underride was recorded and 124 when underride could not be determined. KW - Automobiles KW - Crash data KW - Fatalities KW - Heavy duty trucks KW - Medium trucks KW - Rear end crashes KW - Statistics KW - Surveys KW - Tractor trailer combinations KW - Traffic crashes KW - Truck crashes KW - Trucks KW - Trucks Involved in Fatal Accidents KW - Underride guards KW - Underride override crashes UR - http://ntl.bts.gov/lib/19000/19700/19708/PB2003100003.pdf UR - https://trid.trb.org/view/725581 ER - TY - SER AN - 00935881 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - IDENTIFYING AND REFERRING IMPAIRED DRIVERS AT EMERGENCY DEPARTMENTS PY - 2002/07 IS - 275 SP - 2 p. AB - In 2000, 40% of vehicle fatalities were alcohol-related in the United States. Physicians, particularly trauma physicians working in emergency departments (ED) and trauma centers, are in an excellent position to intervene with patients at high risk for crash injury due to their alcohol use. Even when patients are admitted to the ED for reasons other than a motor vehicle crash, many have alcohol abuse or dependence problems. Their time in the ED presents an opportunity when they can be screened for the need for further evaluation and possible treatment. The Carolinas Healthcare System conducted a study for the National Highway Traffic Safety Administration to determine whether using an ED screening tool would result in more patients pursuing treatment for their alcohol abuse problems. This Traffic Tech summarizes the results of the study. KW - Alcohol abuse KW - Alcohol use KW - Drunk drivers KW - Hospital emergency rooms KW - Impaired drivers KW - Injuries KW - Physicians 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=44c0b053596bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2002&overrideViewName=Report UR - https://trid.trb.org/view/729788 ER - TY - RPRT AN - 00943461 AU - National Highway Traffic Safety Administration TI - MOTORCYCLE TRAFFIC ENFORCEMENT: A GUIDE FOR LAW ENFORCEMENT AGENCIES CONSIDERING IMPLEMENTING A MOTORCYCLE PATROL UNIT PY - 2002/07 SP - 18 p. AB - This publication provides practical information to assist law enforcement agencies in implementing a motorcycle patrol unit. The information is based on the policies, practices, and experiences of officials involved in operating and implementing motorcycle patrol units. The Guide offers insight into the implementation and maintenance of an effective motorcycle patrol unit. KW - Guidelines KW - Implementation KW - Motorcycle patrol units KW - Policy KW - State of the practice KW - Traffic law enforcement UR - http://www.nhtsa.gov/people/injury/pedbimot/motorcycle/motorcycle_traffic03/index.htm UR - https://trid.trb.org/view/643544 ER - TY - RPRT AN - 00936818 AU - National Highway Traffic Safety Administration AU - Pennsylvania Liquor Control Board TI - PARTNERS IN PREVENTION: STATE ALCOHOL AGENCIES' APPROACH TO UNDERAGE DRINKING PREVENTION PY - 2002/07 SP - 82 p. AB - As regulatory bodies, Alcohol Beverage Control (ABC) agencies have the potential to be particularly effective prevention partners in reducing underage access to alcohol as well as high risk drinking by college students. The right laws and regulations can minimize opportunities for young people to use alcohol and maximize the opportunities for effective enforcement and prevention. Today, ABCs are engaged in a variety of programs to carry out these mandates. This document used a model community approach to demonstrate the role that an Alcohol Beverage Control agency can play in assisting community and university collaborative efforts to reduce dangerous and underage drinking. The Town of Bloomsburg and Bloomsburg University, located in north-central Pennsylvania, were chosen to be the pilot community for this project. KW - Alcohol use KW - Alcoholic beverages KW - Bloomsburg (Pennsylvania) KW - College students KW - Communities KW - Control KW - Drunk drivers KW - Drunk driving KW - Laws KW - Legal drinking age KW - Partnerships KW - Prevention KW - Regulations KW - States KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety UR - https://trid.trb.org/view/730077 ER - TY - RPRT AN - 00936809 AU - Blower, D AU - Matteson, A AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - LARGE TRUCKS IN FARS AND IN TIFA, 1999 PY - 2002/07 SP - 33 p. AB - The Federal Motor Carrier Safety Administration (FMCSA) has undertaken a wide variety of programs to improve the safety of truck operations and reduce the toll from traffic accidents. FMCSA is the primary sponsor of the Trucks Involved in Fatal Accidents (TIFA) survey, conducted annually by the Center for National Truck Statistics (CNTS) at the University of Michigan Transportation Research Institute (UMTRI). The TIFA survey is based on the Fatality Analysis Reporting System (FARS) file, which is compiled by the National Highway Traffic Safety Administration (NHTSA). The TIFA file is not intended to replace the FARS file but to supplement and enhance the FARS file by improving the identification of trucks in the file and supplying a more detailed description of the physical configuration of trucks involved in a fatal crash. There are important differences between the set of cases identified in FARS as large trucks and the population of trucks in the TIFA file. The TIFA file identifies about 300 more trucks as involved in a fatal accident than does the FARS file. Among other consequences, TIFA identifies about 5,700 fatalities annually, about 6% more than FARS. The purpose of this report is to document and discuss some of the differences between truck cases as identified in the FARS file and the cases in UMTRI's TIFA file. There are significant differences in the counts of trucks in each file, as well as some differences in details describing the vehicles. In addition, this report will illustrate some of the detail about the configuration and usage of trucks involved in fatal accidents that the TIFA data collection protocol can provide. KW - Crash data KW - Data collection 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 - Trucking safety KW - Trucks KW - Trucks Involved in Fatal Accidents UR - https://trid.trb.org/view/730068 ER - TY - RPRT AN - 00936796 AU - Vivoda, J M AU - Eby, D W AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - DIRECT OBSERVATION OF SAFETY BELT USE IN MICHIGAN: SPRING 2002 PY - 2002/07 SP - 64 p. AB - A direct observation survey of safety belt use in Michigan was conducted in the spring of 2002. In this study, 15,106 occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks) were surveyed between May 23 and June 5, 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 80.0%. 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 highest rate observed before the introduction of standard enforcement reveals that the current rate reflects a 9.9% percentage point increase. Belt use was 82.8% for passenger cars, 83.1% for sport-utility vehicles, 80.5% for vans/minivans, and 69.3% 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 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 4-to-15 and 60-and-older age groups. Survey results suggest that the implementation of standard enforcement safety belt use laws and the accompanying enforcement and public information efforts have been very effective in increasing safety belt use in Michigan. KW - Age KW - Days KW - Drivers KW - Evening KW - Front seat occupants KW - Gender KW - Michigan KW - Morning KW - Passenger vehicles KW - Passengers KW - Peak hour traffic KW - Periods of the day KW - Pickup trucks KW - Public information programs KW - Rear seat occupants KW - Restraint systems KW - Safety campaigns KW - Seat belts KW - Sport utility vehicles KW - Surveys KW - Traffic law enforcement KW - Types of roads KW - Vans UR - https://trid.trb.org/view/730053 ER - TY - RPRT AN - 00935903 AU - Ohio Department of Public Safety TI - OHIO TRAFFIC CRASH FACTS 2001 PY - 2002/06/05 SP - 139 p. AB - This document lists traffic accident statistics for the state of Ohio, for the year 2001, in the form of tables. The table of contents lists the following chapter headings: 1. General Statistics, 2. Crash Statistics, 3. Death and Injury Statistics, 4. Driver Statistics, 5. Unit Statistics, 6. Alcohol Statistics, 7. County Statistics, 8. City Statistics. KW - Alcohol use KW - Cities KW - Counties KW - Crash data KW - Drivers KW - Drunk drivers KW - Fatalities KW - Injuries KW - Ohio KW - Statistics KW - Tables (Data) KW - Traffic crashes KW - Vehicles UR - https://trid.trb.org/view/725583 ER - TY - RPRT AN - 00975885 AU - Joksch, H C AU - University of Michigan Transportation Research Institute AU - Research and Special Programs Administration TI - AGGRESSIVITY VERSUS CRASH TEST PARAMETERS OF LIGHT TRUCKS AND VANS PY - 2002/06 SP - 223 p. AB - A study was conducted of how the fatality risk for a car driver in collisions between cars and light trucks or vans depended on certain characteristics of light trucks. The fatality risk was measured by the ratio of killed drivers to involved drivers. Information on killed drivers was taken from the Fatality Analysis Reporting System (FARS) and on involved drivers from the General Estimates System (GES). Because of incomplete information, cases from the Northeast and California could not be used. The fatality risk is influenced by vehicle weight, driver age, driver sex, speed limit, and other factors. Because these factors could confound the findings, mathematical models to adjust for their influence were developed. Without such adjustments, the fatality risk to a car driver in a collision with a sport utility vehicle (SUV) was 3.3 times as high as in a collision with a car; 2.6 times as high as in a collision with a pickup truck; and 2.3 times as high as in a collision with a van. After adjusting, these ratios were 1.6, 1.4, and 1.4, respectively. How these ratios depend on a vehicle design characteristic, using the height of the center of gravity from the ground and the forces the light truck exerted on the barrier in crash tests, was examined. Specifically, the average height of the force, the peak force, and the static and dynamic stiffness were measured in the test. Overall, the risk increased with the average height of the force, but it could not be determined whether this was a continuous increase, or whether exceeding a threshold was necessary. Stiffness showed a weaker, increasing relation with the risk, whereas peak power showed conflicting patterns. If the front of a light truck struck the left side of the car, the driver fatality risk always increased with the average height of the force; there were no apparent relations with other factors. In front-front collisions, no consistent pattern relating risk and characteristics of the light truck appeared. KW - Adjustment factors KW - Automobiles KW - Crashes KW - Fatalities KW - Fatality Analysis Reporting System KW - Force KW - General Estimates System KW - Height KW - Impact tests KW - Light trucks KW - Mathematical models KW - Pickup trucks KW - Risk assessment KW - Sport utility vehicles KW - Stiffness KW - Vans KW - Vehicle aggressiveness KW - Vehicle characteristics UR - https://trid.trb.org/view/702666 ER - TY - RPRT AN - 00968242 AU - Fancher, P AU - Bareket, Z AU - Peng, H AU - Lee, K T AU - ASSAF, C AU - Ervin, R AU - University of Michigan Transportation Research Institute TI - RESEARCH ON DESIRABLE ADAPTIVE CRUISE CONTROL BEHAVIOR IN TRAFFIC STREAMS PY - 2002/06 SP - 55 p. AB - This document reports on methods for characterizing the longitudinal performance of vehicles equipped with adaptive cruise control (ACC) systems. The current partners in the program are Nissan Motor Company, Limited, Bayerische Motoren Werke AG, DaimlerChrysler AG, University of Michigan Transportation Research Institute (UMTRI). The objectives for the work are to: (1) identify ACC-system characteristics that influence traffic flow, (2) evaluate the performance of ACC systems in strings of vehicles, and (3) develop a basis for further research, possibly leading to industry procedures applicable to ACC products. Based upon these objectives, UMTRI in cooperation with the manufacturers has: tested three vehicles (one supplied by each manufacturer) in pertinent leader-follower situations, performed system-identification methods to derive the characteristics of these ACC systems, simulated and analyzed the performance of representative ACC systems, and modeled and simulated traffic flow as influenced by various proportions of manually-driven and ACC-driven vehicles. The following items are described in this report: (1) special test methods developed for measuring the characteristics of ACC-equipped vehicles, (2) system-identification procedures used to evaluate the pertinent characteristics of ACC-systems, and (3) models used to represent manual (non-ACC) driving and procedures used to examine traffic flow. The results and findings of the work support the following conclusions: (1) The test and analysis procedures developed here are suitable for characterizing ACC systems. (2) The characteristics of ACC systems may have large influences on string behavior and traffic flow. (3) The characterization and microscopic modeling of manual (non-ACC) driving is crucial in determining the influences of ACC systems on traffic flow -- both in free flowing conditions and in flows involving high-density situations. KW - Adaptive control KW - Cruise control KW - Driving simulators KW - Evaluation KW - Headways KW - Highway traffic control KW - Microscopic traffic flow KW - Performance KW - Research KW - Traffic flow KW - Traffic models KW - Vehicle tests UR - https://trid.trb.org/view/678990 ER - TY - RPRT AN - 00935921 AU - National Highway Traffic Safety Administration TI - FARS ANALYTIC REFERENCE GUIDE 1975 TO 2002 PY - 2002/06 SP - 346 p. AB - The Fatality Analysis Reporting System (FARS) is a collection of files documenting all qualifying fatal crashes since 1975 that occurred within the 50 states, the District of Columbia, and Puerto Rico. To be included in this census of crashes a crash had to involve a motor vehicle traveling on a trafficway customarily open to the public, and must have resulted in the death of a person (occupant of a vehicle or a nonmotorist) within 30 days of the crash. The purpose of this document is to provide an analytic reference to individuals who wish to conduct crash and vehicle research using the FARS data. There are a total of seven sections within this reference guide, namely the preface/instructions, list of variables, accident file, vehicle file, person file, compact disk comments, and references. KW - Analytical reference KW - Coding systems KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - Manuals KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/725599 ER - TY - RPRT AN - 00935918 AU - National Highway Traffic Safety Administration AU - Department of Justice AU - American Probation and Parole Association TI - AN IMPLEMENTATION GUIDE FOR JUVENILE HOLDOVER PROGRAMS. EXECUTIVE SUMMARY PY - 2002/06 SP - 10 p. AB - This is the executive summary for a document that describes juvenile holdover programs. These programs were once used by law enforcement officers, social workers and probation officers who were deciding what to do with a juvenile in need of a safe, and perhaps secure place to wait until a parent could be located or while the system mobilized to respond to the needs of a child or youth. Sleeping on office floors or riding for hours in the back seat of a squad car were some previous juvenile holdover programs. Currently, communities have developed a variety of different responses to meet the need for a short-term, temporary holding program for juveniles that can be called upon when the need arises. Both zero tolerance laws, and laws establishing a minimum drinking age at 21 make it likely that youth will sometimes be apprehended for violating these laws. Juvenile holdover programs can provide temporary placement for these youth while awaiting further action. The summary lists the following chapter headings for the document: 1. Overview of Juvenile Holdover Programs, 2. Beginning the Planning Process, 3. Strategic Planning; Developing a Program Framework, 4. Legal Issues, 5. Defining a Target Population and Establishing an Admission Process, 6. Program Design and Operations, 7. Site and Facility Issues, 8. Staffing and Staff Training, 9. Assuring Your Success, and 10. Celebrating Your Success. KW - Adolescents KW - Children KW - Communities KW - Design KW - Juvenile holdover programs KW - Laws KW - Legal drinking age KW - Legal factors KW - Operations KW - Personnel KW - Protection KW - Safety and security KW - Strategic planning KW - Traffic violators KW - Training KW - Zero tolerance UR - https://trid.trb.org/view/725596 ER - TY - RPRT AN - 00935905 AU - National Highway Traffic Safety Administration TI - ARE YOU USING IT RIGHT? PY - 2002/06 SP - 22 p. AB - This booklet displays numerous photographs, which, along with accompanying text, show the correct way and many incorrect ways of restraining infants and children in a passenger vehicle. It shows different restraint systems (child safety seats, booster seats, seat belts, forward facing seats and rear facing seats), and children of all different ages. It discusses compatibility issues (seats and cars), warning labels, latches and things to remember. In addition, it supplies a table of general child seat use information that lists age/weight, seat type/seat position, and usage tips. KW - Age KW - Booster seats KW - Child restraint systems KW - Children KW - Infants KW - Instructions KW - Seat belts KW - Traffic safety KW - Weight UR - https://trid.trb.org/view/725585 ER - TY - RPRT AN - 00935899 AU - Eby, D W AU - Kostyniuk, L P AU - Molnar, L J AU - Joksch, H AU - Vivoda, J M AU - Miller, L L AU - University of Michigan Transportation Research Institute AU - Michigan Department of State TI - THE EFFECTS OF STANDARD SAFETY BELT ENFORCEMENT ON POLICE HARASSMENT: YEAR 2 ANNUAL REPORT. EXECUTIVE SUMMARY PY - 2002/06 SP - 14 p. AB - This report presents first-year results of a multi-year project designed to assess the effects of standard safety belt enforcement on police safety-belt-related harassment. Six sets of questions aimed at gaining an understanding of the effects of standard enforcement were investigated. Results of the study include: (1) the introduction of standard enforcement did not change the number of safety-belt-related harassment complaints from citizens; 2) the number of safety belt citations increased by about 9% after standard enforcement, while child restraint citations decreased slightly; 3) the citation conviction-rate increased after standard enforcement; 4) statewide over-representation of safety belt citations was clearly present for males and those under 30 years of age, but did not change after standard enforcement; 5) statewide citation over-representation by race was found prior to standard enforcement but not after; 6) little difference in the statewide citation over-representation patterns was found when only citations that resulted in convictions were considered; and 7) perceptions of harassment were not common among the population of people receiving safety belt citations, but Black/African Americans in this population were more likely to report safety-belt-related harassment by race even though close to one-half received citations from Black/African American officers. The general conclusion from the study is that the implementation of standard enforcement was not followed by police safety-belt-related harassment. As further data is collected over the next two years, more solid conclusions will be drawn. KW - African Americans KW - Age KW - Blacks KW - Child restraint systems KW - Children KW - Gender KW - Harassment KW - Laws KW - Males KW - Michigan KW - Police KW - Police motorist contacts KW - Primary laws KW - Race KW - Seat belt use laws KW - Seat belts KW - Standard enforcement KW - Traffic citations KW - Traffic conviction KW - Traffic law enforcement KW - Young adults UR - http://deepblue.lib.umich.edu/bitstream/2027.42/1495/2/95903.0001.001.pdf UR - https://trid.trb.org/view/725579 ER - TY - RPRT AN - 00935900 AU - Eby, D W AU - Kostyniuk, L P AU - Molnar, L J AU - Joksch, H AU - Vivoda, J M AU - Miller, L L AU - University of Michigan Transportation Research Institute AU - Michigan Department of State TI - THE EFFECTS OF STANDARD SAFETY BELT ENFORCEMENT ON POLICE HARASSMENT: YEAR 2 ANNUAL REPORT PY - 2002/06 SP - 142 p. AB - This report presents first-year results of a multi-year project designed to assess the effects of standard safety belt enforcement on police safety-belt-related harassment. Six sets of questions aimed at gaining an understanding of the effects of standard enforcement were investigated. Results of the study include: (1) the introduction of standard enforcement did not change the number of safety-belt-related harassment complaints from citizens; 2) the number of safety belt citations increased by about 9% after standard enforcement, while child restraint citations decreased slightly; 3) the citation conviction-rate increased after standard enforcement; 4) statewide over-representation of safety belt citations was clearly present for males and those under 30 years of age, but did not change after standard enforcement; 5) statewide citation over-representation by race was found prior to standard enforcement but not after; 6) little difference in the statewide citation over-representation patterns was found when only citations that resulted in convictions were considered; and 7) perceptions of harassment were not common among the population of people receiving safety belt citations, but Black/African Americans in this population were more likely to report safety-belt-related harassment by race even though close to one-half received citations from Black/African American officers. The general conclusion from the study is that the implementation of standard enforcement was not followed by police safety-belt-related harassment. As further data is collected over the next two years, more solid conclusions will be drawn. KW - African Americans KW - Age KW - Annual reports KW - Attitudes KW - Blacks KW - Child restraint systems KW - Children KW - Gender KW - Harassment KW - Laws KW - Males KW - Michigan KW - Police KW - Police motorist contacts KW - Primary laws KW - Race KW - Seat belt use laws KW - Seat belts KW - Standard enforcement KW - States KW - Traffic citations KW - Traffic conviction KW - Traffic law enforcement KW - Traffic safety KW - Young adults UR - http://deepblue.lib.umich.edu/bitstream/2027.42/1494/2/95901.0001.001.pdf UR - https://trid.trb.org/view/725580 ER - TY - RPRT AN - 00935883 AU - Rumar, K AU - University of Michigan Transportation Research Institute TI - NIGHT VISION ENHANCEMENT SYSTEMS: WHAT SHOULD THEY DO AND WHAT MORE DO WE NEED TO KNOW? PY - 2002/06 SP - 53 p. AB - Night vision enhancement systems (NVES), which use infrared (IR) cameras, are designed to supplement the visibility provided by standard headlamps. There are two main NVES systems: active, near infrared (NIR) systems, which require an IR source but give a complete picture of the scene in front of the driver; and passive, far infrared (FIR) systems, which do not need an IR source but only enhance relatively warm objects (such as people and animals). There are three main display alternatives: a contact analog display with the camera view superimposed on the direct view of the road by means of a head-up display (HUD), a separate HUD on the top of the dashboard, and a head-down display (HDD) in the dashboard. This report analyzes what a NVES should do to improve night visibility based on night crash statistics, driver vision and visibility conditions in night driving, driver tasks and behavior, technological approaches, costs, and regulations. Potential problems with using NVES are also discussed. Finally, issues requiring future research are presented. The six main questions that need to be answered concerning NVES are: What kind of information should be presented? To whom should the information be presented? Which technological approach should be used? When should the information be presented? How should the information be presented? Where should the information be presented? KW - Behavior KW - Costs KW - Crash data KW - Drivers KW - Driving KW - Far infrared KW - Headlamps KW - Information display systems KW - Infrared photography KW - Instrument panels KW - Near infrared KW - Night visibility KW - Night vision KW - Night vision devices KW - Nighttime crashes KW - Regulations KW - Statistics KW - Technology KW - Traffic crashes UR - https://trid.trb.org/view/725562 ER - TY - RPRT AN - 00935884 AU - Sivak, M AU - Flannagan, M J AU - Schoettle, B AU - NAKATA, Y AU - University of Michigan Transportation Research Institute TI - PERFORMANCE OF THE FIRST GENERATION OF HID HEADLAMPS IN THE U.S. PY - 2002/06 SP - 27 p. AB - This analytical study compared the median beam pattern of a sample of 19 high-intensity discharge (HID) low beams manufactured for model year 2000 vehicles sold in the U.S. with a market-weighted median beam pattern of tungsten-halogen lamps for vehicles of the same model year. The results indicate that the HID lamps tended to provide wider beam patterns than did the tungsten-halogen lamps, which, in turn, should improve the visibility of pedestrians on curves and may make the lane-maintenance task less demanding. On right curves, there was an increase in glare illumination towards oncoming drivers, while on left curves there was a decrease in glare illumination. On straight roads, the HID lamps produced more illumination for pedestrians and road delineation on the left side of the road. This was also the case for the right side of the road, but only for the projector HID lamps; the nonprojector HID lamps produced less illumination at the relevant locations than did the tungsten-halogen lamps. Finally, on straight roads HID lamps produced less glare for oncoming drivers than did the tungsten-halogen lamps. The results for traffic-sign illumination varied with the location of the sign. HID lamps produce more light than do tungsten-halogen lamps. Consequently, they hold great promise for improving the nighttime safety of driving by improving the low-beam light distribution. The present analysis indicates that this promise has already been partially met in the first generation of HID lamps on vehicles in the U.S. KW - Driving KW - Glare KW - Halogens KW - Headlamps KW - High intensity discharge KW - Highway curves KW - Low beamed headlamps KW - Night KW - Night visibility KW - Passing KW - Pedestrians KW - Road delineation KW - Traffic lanes KW - Traffic safety KW - Traffic signs KW - Tungsten KW - United States KW - Visibility UR - https://trid.trb.org/view/725563 ER - TY - SER AN - 00935880 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STATES WITH OPEN CONTAINER LAWS HAVE FEWER ALCOHOL-INVOLVED VEHICLE CRASHES PY - 2002/06 IS - 274 SP - 2 p. AB - Section 154 of the Transportation Equity Act for the 21st Century (TEA-21) Restoration Act was established to reduce alcohol-impaired driving, a serious national public safety problem. It requires that states must enact and enforce a law that prohibits the possession of any open alcoholic beverage container, and the consumption of any alcoholic beverage, in the passenger area of any motor vehicle located on a public highway, or right-of-way of a public highway. If a state fails to enact and enforce a conforming Open Container law, a percentage of a state's federal-aid highway construction funds will be transferred to the state's alcohol-impaired driving countermeasures, the enforcement of drinking and driving laws, or for hazard elimination activities. The National Highway Traffic Safety Administration (NHTSA) sponsored an evaluation of Open Container laws. This Traffic Tech summarizes the results of the evaluation. KW - Alcohol use KW - Alcoholic beverages KW - Construction KW - Countermeasures KW - Drunk drivers KW - Drunk driving KW - Federal aid KW - Financing KW - Hazards KW - Highways KW - Impaired drivers KW - Laws KW - Motor vehicles KW - Open container laws KW - Passenger compartments KW - Public land KW - Restoration Act KW - Right of way (Land) KW - States KW - Traffic crashes KW - Traffic law enforcement KW - Transportation Equity Act for the 21st Century 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=284a61750b6bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2002&overrideViewName=Report UR - https://trid.trb.org/view/729787 ER - TY - RPRT AN - 00928025 AU - Stevano, J A AU - Rainbow Technology Incorporated AU - National Highway Traffic Safety Administration TI - AIR PUMPS AT U.S. GAS STATIONS: AN INVESTIGATION INTO FACTORS ASSOCIATED WITH GAUGE ACCURACY PY - 2002/06 SP - 36 p. AB - This technical report examines the accuracy of gas station air pump gauges from two angles: variables which have an explanatory relationship with gauge accuracy are identified and both the direction and magnitude of this relationship are quantified; and the question of whether there is any relationship between the accuracy of gas station air pump gauges and the prevalence of tire under-inflation in the vehicle population is investigated. Consistent with the TREAD Act's specification of tire under-inflation as being the most serious problem, the aspect of gauge accuracy that is examined is whether or not gauges over-report the true pressure by 4 psi or more. Gauge accuracy was found to be explained to a statistically significant degree by region (Midwest, Northeast, West and South), volume of traffic and pump fees. In addition, statistically significant interaction effects were identified between region and traffic, between pump fees and traffic, and between traffic and station gauges in the West. The relationship between tire pressure over-reporting by station gauges and tire under-inflation among vehicles was evaluated by comparing motorists who normally check their tires using a gauge vs. motorists who do not. The South is the only region of the country where the former group showed (as one would expect) a statistically significant advantage with respect to the fraction of vehicles having all 4 tires under-inflated by 4 psi or more. Since the South has by far the smallest percentage of stations having gauges which over-report by 4 psi or more, therefore, over-reporting among station gauges appears to be related to tire under-inflation. KW - Accuracy KW - Air pressure KW - Air pumps KW - Fees KW - Midwestern States KW - Northeastern United States KW - Pressure gages KW - Service stations KW - Southern States KW - Tire pressure KW - Tires KW - Traffic volume KW - United States KW - Western States UR - http://www-nrd.nhtsa.dot.gov/Pubs/809-454.PDF UR - https://trid.trb.org/view/718738 ER - TY - RPRT AN - 00936819 AU - Block, A W AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2000 MOTOR VEHICLE OCCUPANT SAFETY SURVEY, VOLUME 5: CHILD SAFETY SEAT REPORT PY - 2002/06 SP - 146 p. AB - The 2000 Motor Vehicle Occupant Safety Survey was the fourth in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by Schulman, Ronca and Bucuvalas, Incorporated, a national survey research organization. The survey used two questionnaires, each administered to a randomly selected national sample of about 6,000 persons age 16 or older. Interviewing began November 8, 2000 and ended January 21, 2001. This report presents the survey findings pertaining to child restraint use. Telephone surveys provide self-reported information, which can differ from information collected through direct observation. Detailed information on the survey methodology, as well as copies of the questionnaires, are contained in a separate NHTSA report ("2000 Motor Vehicle Occupant Safety Survey. Volume 1: Methodology Report"). Among drivers who lived with children age 12 or younger, most indicated that the youngest child typically rode in the back seat. Parents/caregivers of children under the age of 9 usually said the (referent) child either used a child car seat all the time (53%) or never (40%). If the child never used a car seat, it usually was because the child had graduated to seat belt use. However, 34% of the never users who wore seat belts instead had the shoulder belt cut across their face or neck on most trips, 26% usually put the shoulder belt behind their back, and 21% put the shoulder belt under their arm. Discontinuation of car seat use (including booster seats) by most children occurred at age 4 or 5. Although booster seats are recommended for most children ages 4 through 8, the survey found only 14% of children in that age range using them and another 14% using front facing child safety seats. While most parents/caregivers (84%) had heard of booster seats, 23% of these had concerns about their safety. KW - Booster seats KW - Child restraint systems KW - Children KW - Rear seat occupants KW - Seat belts KW - Surveys KW - Traffic safety KW - Vehicle occupants UR - http://ntl.bts.gov/lib/26000/26000/26062/DOT-HS-809-465.pdf UR - https://trid.trb.org/view/730078 ER - TY - JOUR AN - 00936802 JO - Publication of: University of Adelaide PB - University of Adelaide AU - Ponte, G AU - Anderson, RWG AU - McLean, A J AU - Streeter, L AU - Tiller, R AU - Hill, S AU - University of Adelaide AU - Tiller and Tiller TI - DEVELOPMENT AND TESTING OF PRODUCTION PROTOTYPES OF A PROTECTIVE HEADBAND FOR CAR OCCUPANTS SN - 0642255989 PY - 2002/06 SP - 26 p. AB - This report details the results of tests made on a headband designed to protect car occupants in a crash. The tests were performed in a manner such that the headband's effectiveness could be compared with the requirements of the United States Federal Motor Vehicle Safety Standard 201. That standard requires a certain level of head protection for the occupants of the vehicle from the upper interior of the car. The standard stipulates that a free motion headform be fired against the interior components of the car at a speed of up to 24 km/h. The requirement is that a modified value of the Head Injury Criterion, HIC(d), be less than 1000. In these tests a free motion headform was launched at a beam that simulated a structure of a car's interior. The stiffness of the beam was varied, and the headform was fired, first, without any protection, and second, with prototype headbands make of either 70 g/l expanded polypropylene (EPP) or 50 g/l EPP. By comparing the impacts in these configurations the authors found that the headband absorbed significant amounts of energy, reduced peak loads and kept the impact within acceptably safety limits as measured by the Head Injury Criterion. This study showed that the headband similar to that tested would offer significant head protection in frontal impacts. This could offer safety advantages to occupants of older vehicles who otherwise would not benefit from recent advances in occupant protection and also to occupants of more recent vehicles who might be seeking supplementary safety devices. KW - Development KW - Energy absorption KW - Federal Motor Vehicle Safety Standards KW - Head KW - Head injuries KW - Headband KW - Impact tests KW - Injuries KW - Polypropylene KW - Production KW - Protection KW - Prototypes KW - Testing KW - Traffic crashes KW - Vehicle occupants UR - https://trid.trb.org/view/732537 ER - TY - RPRT AN - 00935869 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-05 PY - 2002/05/24 SP - 3 p. AB - This safety recommendation, addressed to Mr. J. Bruce Saltsman, Sr., Commissioner, Tennessee Department of Transportation, recommends that the Tennessee Department of Transportation conduct preconstruction conferences with all parties involved in a work zone project. As a result of such conferences, a written traffic control plan or project plan agreed to by all parties that defines the lines of authority and how traffic control and enforcement will be performed for all types of work zone configurations to be utilized will be produced (H-02-05). KW - Conferences KW - Line of authority KW - Planning KW - Recommendations KW - Tennessee KW - Traffic law enforcement KW - Traffic safety KW - U.S. National Transportation Safety Board KW - Work zone traffic control KW - Work zones KW - Written plan UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_05.pdf UR - https://trid.trb.org/view/725545 ER - TY - RPRT AN - 00935870 AU - National Transportation Safety Board TI - NATIONAL TRAFFIC SAFETY BOARD SAFETY RECOMMENDATION, H-02-06 PY - 2002/05/24 SP - 4 p. AB - This safety recommendation, addressed to Mr. Thomas N. Faust, Executive Director, National Sheriffs' Association; Mr. William B. Berger, President, International Association of Chiefs of Police; and Mr. John Horsely, Executive Director, American Association of State Highway and Transportation Officials recommends that the National Sheriffs' Association, the International Association of Chiefs of Police, and the American Association of State Highway and Transportation Officials work with the Federal Highway Administration to develop a model training program for law enforcement personnel that addresses highway work zone safety. At a minimum, the training program should incorporate material from Part VI of the Manual on Uniform Traffic Control Devices and information concerning procedures and terminology typically used by highway engineers in establishing and evaluating work zone operations (H-02-06). KW - Highway engineers KW - Highways KW - Law enforcement personnel KW - Manual on Uniform Traffic Control Devices KW - Procedures KW - Recommendations KW - Traffic safety KW - Training programs KW - U.S. National Transportation Safety Board KW - Work zone safety KW - Work zones UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_06.pdf UR - https://trid.trb.org/view/725546 ER - TY - RPRT AN - 00935867 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-02 AND H-02-03 PY - 2002/05/24 SP - 4 p. AB - This safety recommendation, addressed to Honorable Mary E. Peters, Administrator, Federal Highway Administration, recommends that the Federal Highway Administration (1) review and revise the Manual on Uniform Traffic Control Devices to provide guidance on coordination with law enforcement personnel used in traffic control strategies at highway work zones (H-02-02); and (2) in cooperation and consultation with the National Highway Traffic Safety Administration, the International Association of Chiefs of Police, the National Sheriffs' Association, and the American Association of State Highway and Transportation Officials, develop a model training program for law enforcement personnel that addresses traffic control strategies at highway work zones and encourage the States to adopt it. At a minimum, the training program should incorporate material from Part VI of the Manual on Uniform Traffic Control Devices and information concerning procedures and terminology typically used by highway engineers in establishing and evaluating work zone operations (H-02-03). KW - Highway engineers KW - Highways KW - Law enforcement personnel KW - Manual on Uniform Traffic Control Devices KW - Procedures KW - Recommendations KW - States KW - Strategic planning KW - Traffic law enforcement KW - Traffic safety KW - Training KW - U.S. National Transportation Safety Board KW - Work zone safety KW - Work zone traffic control UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_02_03.pdf UR - https://trid.trb.org/view/725543 ER - TY - RPRT AN - 00935868 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-04 PY - 2002/05/24 SP - 3 p. AB - This safety recommendation, addressed to Honorable Jeffrey W. Runge, Administrator, National Highway Traffic Safety Administration, recommends that the National Highway Traffic Safety Administration work with the Federal Highway Administration to develop a model training program for law enforcement personnel that addresses traffic control strategies at highway work zones. At a minimum, the training program should incorporate material from Part VI of the Manual on Uniform Traffic Control Devices and information concerning procedures and terminology typically used by highway engineers in establishing and evaluating work zone operations (H-02-04). KW - Highway engineers KW - Highways KW - Law enforcement personnel KW - Manual on Uniform Traffic Control Devices KW - Procedures KW - Recommendations KW - Strategic planning KW - Traffic safety KW - Training KW - U.S. National Transportation Safety Board KW - Work zone safety KW - Work zone traffic control UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_04.pdf UR - https://trid.trb.org/view/725544 ER - TY - RPRT AN - 00935936 AU - National Highway Traffic Safety Administration TI - HOW WEARING SEAT BELTS CAN HELP YOU SAVE MONEY, TIME AND... YOUR LIFE PY - 2002/05 SP - 6 p. AB - This pamphlet displays graphics and text describing the reasons that wearing seat belts makes sense economically and for safety reasons. It shows the correct and incorrect ways to wear seat belts, notes that air bags are intended to work with seat belts, and discusses the laws of physics and how seat belts keep vehicle occupants safe. KW - Air bags KW - Highway safety KW - Life span KW - Money KW - Occupant protection devices KW - Physics KW - Savings KW - Seat belts KW - Time KW - Traffic safety UR - https://trid.trb.org/view/725609 ER - TY - RPRT AN - 00935919 AU - National Highway Traffic Safety Administration TI - HOW WEARING SEAT BELTS CAN HELP YOU SAVE MONEY, TIME AND... YOUR LIFE PY - 2002/05 SP - 6 p. AB - This pamphlet displays graphics and text describing the reasons that wearing seat belts makes sense economically and for safety reasons. It shows the correct and incorrect ways to wear seat belts, notes that air bags are intended to work with seat belts, and discusses the laws of physics and how seat belts keep vehicle occupants safe. KW - Air bags KW - Highway safety KW - Life span KW - Money KW - Occupant protection devices KW - Physics KW - Savings KW - Seat belts KW - Time KW - Traffic safety UR - https://trid.trb.org/view/725597 ER - TY - RPRT AN - 00935917 AU - Moser, A N AU - Bosarge, B B AU - Salvatore, J R AU - National Sheriffs' Association TI - IMPAIRED DRIVERS: VOLUME ONE - PROBLEMS, PREVENTION PROGRAMS, AND PENALTIES; VOLUME TWO - INCARCERATION, COMMUNITY CORRECTIONS AND ALTERNATIVE SENTENCING PROGRAMS; VOLUME 3 - DEVELOPING A COMPREHENSIVE COMMUNITY SANCTIONING POLICY; VOLUME 4 - REFERENCES AND RESOURCES PY - 2002/05 SP - 810 p. AB - During a 24-month period the National Sheriff's Association (NSA) developed a series of publications (this four volume effort) focusing on the types of programming best suited for removing impaired drivers from the nation's highways. The objective of this grant project was to produce a state-of-the-art publication to help communities learn what works, how to prevent impaired drivers from getting behind the wheel, what community corrections alternatives for incarceration are available for the treatment of impaired drivers, what jail or prison treatment and rehabilitation programs work, judicial programs, legislative issues and programs which are effective for juvenile impaired drivers. KW - Alternative sentencing KW - Communities KW - Correctional facilities KW - Countermeasures KW - Drugged drivers KW - Drunk drivers KW - Impaired drivers KW - Jails KW - Jurisprudence and judicial processes KW - Legislation KW - Penalties KW - Prevention KW - Prisons KW - Rehabilitation (Human beings) KW - Sanctions KW - Teenage drivers KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/725595 ER - TY - RPRT AN - 00935908 AU - National Highway Traffic Safety Administration TI - IN-SERVICE SAFETY SERIES: SCHOOL BUS DRIVER - TRANSPORTING STUDENTS WITH SPECIAL NEEDS PY - 2002/05 SP - 82 p. AB - This book focuses on the transportation of the student with special needs and the equipment that these students may require. This module is intended as an in-service refresher training course for drivers and transportation personnel of students with special needs. The module can also be used as awareness training for all school bus drivers and personnel who may at some point be required to transport students with special needs. KW - Bus drivers KW - Curricula KW - Equipment KW - Mental illness KW - Persons with disabilities KW - School children KW - Training UR - https://trid.trb.org/view/725587 ER - TY - RPRT AN - 00935907 AU - National Highway Traffic Safety Administration TI - IN-SERVICE SAFETY SERIES: SCHOOL BUS DRIVER - DRIVING UNDER ADVERSE WEATHER CONDITIONS PY - 2002/05 SP - 93 p. AB - The school bus driver must drive in all kinds of weather. Therefore the school bus driver must be able to respond to adverse weather conditions, whether expected or unexpected. This module will focus on weather conditions that present a driving challenge. This module is intended as an in-service refresher training course for school bus drivers. KW - Curricula KW - Ice KW - Rain KW - School bus drivers KW - School children KW - Snow KW - Traffic safety KW - Traffic safety education KW - Training KW - Weather conditions UR - https://trid.trb.org/view/725586 ER - TY - RPRT AN - 00929191 AU - General Motors Corporation AU - Delphi Delco Electronics Systems AU - National Highway Traffic Safety Administration TI - AUTOMOTIVE COLLISION AVOIDANCE SYSTEM FIELD OPERATIONAL TEST: PHASE I INTERIM REPORT PY - 2002/05 SP - 303 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 through the end of Phase I of this research project. KW - Crash avoidance systems KW - Development KW - Field tests KW - Prototypes KW - Rear end crashes KW - State of the art UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2002/ACAS-Interim-2002-05.pdf UR - https://trid.trb.org/view/719093 ER - TY - RPRT AN - 00929192 AU - General Motors Corporation AU - Delphi Delco Electronics Systems AU - National Highway Traffic Safety Administration TI - AUTOMOTIVE COLLISION AVOIDANCE SYSTEM FIELD OPERATIONAL TEST: WARNING CUE IMPLEMENTATION SUMMARY REPORT PY - 2002/05 SP - 64 p. AB - This report documents the human factors work conducted from January to June 2001 to design and evaluate the driver-vehicle-interface (DVI) for the Automotive Collision Avoidance System Field Operational Test (ACAS FOT) program. The objective was to develop an interface that most effectively supports the human interaction with the Forward Collision Warning (FCW) and Adaptive Cruise Control (ACC) systems. The DVI visual display sequences were developed for projection onto a full-color head-up display (HUD). Unlike previous generation HUDs, the new design was reconfigurable, facilitating the display of multiple-stage multicolor icon sequences for communicating the FCW alert level. Whereas the CAMP (1999) FCW project had focused only on single-stage monochromatic alerts largely because of implementation practicalities, the flexibility of the new HUD platform allowed a deeper analysis of how the output of the forward collision warning algorithm should be displayed to the driver. Two experiments were designed to examine the effectiveness of a range of multiple-stage alert candidates compared with a single-stage alert. Experiment 1 (Performance evaluation) employed a driving simulator to evaluate the impact of the display candidates on the brake reaction time (BRT) of drivers to an unexpected lead-vehicle braking event. The data revealed that some multiple-stage candidates facilitated earlier BRTs compared with the single-stage alert. This was evident of the display sequences that exhibited a looming quality (expanding visual image representing imminent collision), but not observed for the displays that did not. Experiment 2 (Preference evaluation) was designed to investigate the driver acceptance of the display candidates. Twelve drivers experienced four display candidates in the driving simulator and answered questions regarding their preferences and the annoyance induced by the displays. Although only twelve participants took part in the experiment, age appeared to have an influence on driver's responses. Whereas younger drivers appeared to prefer simpler (fewer stage) displays, middle and older drivers appeared to prefer more complex displays. Based on the combined data from the two experiments, the looming display was selected as the most promising candidate. KW - Acceptance KW - Age KW - Braking performance KW - Consumer preferences KW - Crash avoidance systems KW - Design KW - Driver vehicle interfaces KW - Driving simulators KW - Field tests KW - Head up displays KW - Human factors KW - Performance tests KW - Reaction time KW - Rear end crashes UR - http://ntl.bts.gov/lib/24000/24300/24378/13674.pdf UR - https://trid.trb.org/view/719094 ER - TY - RPRT AN - 00925985 AU - Blincoe, L J AU - Seay, A G AU - Zaloshnja, E AU - Miller, T R AU - Romano, E O AU - Luchter, S AU - Spicer, R S AU - National Highway Traffic Safety Administration TI - THE ECONOMIC IMPACT OF MOTOR VEHICLE CRASHES, 2000 PY - 2002/05 SP - 94 p. AB - This report presents the results of an analysis of motor vehicle crash costs in the United State in the year 2000. The total economic cost of motor vehicle crashes in 2000 was $230.6 billion. This represents the present value of lifetime costs for 41,821 fatalities, 5.3 million non-fatal injuries, and 28 million damaged vehicles, in both police-reported and unreported crashes. Lost market productivity accounted for $61 billion of this total, while property damage accounted for nearly as much - $59 billion. Medical expenses totaled $32.6 billion and travel delay accounted for $25.6 billion. Each fatality resulted in an average discounted lifetime cost of $977,000. Public revenues paid for roughly 9% of all motor vehicle crash costs, costing tax payers $21 billion in 2000, the equivalent of over $200 in added taxes for every household in the U.S. Alcohol-involved crashes accounted for $51.1 billion or 22% of all economic costs, and 75% of these costs occurred in crashes where a driver or non-occupant had a blood alcohol concentration (BAC) of .10 or greater. In roughly 80% of these cases, alcohol was the cause of the crash. Crashes in which police indicate that at least one driver was exceeding the legal speed limit or driving too fast for conditions cost $40.4 billion in 2000. Safety belt use prevented 11,900 fatalities, 325,000 serious injuries, and $50 billion in injury related costs in 2000, but the failure of a substantial portion of the driving population to buckle up caused 9,200 unnecessary fatalities, 143,000 serious injuries, and cost society $26 billion in easily preventable injury related costs. KW - Costs KW - Drunk driving KW - Economic impacts KW - Fatalities KW - Injuries KW - Intoxication KW - Property damage KW - Seat belts KW - Speeding KW - Traffic crashes KW - United States UR - http://ntl.bts.gov/lib/19000/19500/19523/PB2002107617.pdf UR - https://trid.trb.org/view/718150 ER - TY - RPRT AN - 00927988 AU - Hinch, J AU - McCray, L AU - PRASAD, A AU - Sullivan, L AU - Willke, D AU - Hott, C AU - Elias, J AU - National Highway Traffic Safety Administration TI - SCHOOL BUS SAFETY: CRASHWORTHINESS RESEARCH. REPORT TO CONGRESS PY - 2002/04 SP - 59 p. AB - While school bus transportation is one of the safest forms of transportation in the United States, it is vitally important to constantly reassess existing safety measures. Therefore, Congress requested that the Department of Transportation investigate the safety value of installing safety belts on our nation's school buses. An analysis of test data by the National Highway Traffic Safety Administration (NHTSA) has concluded that lap belts appear to have little, if any, benefit in reducing serious-to-fatal injuries in severe frontal cashes. On the contrary, lap belts could increase the incidence of serious neck injuries and possibly abdominal injury among young passengers in severe frontal crashes. Any increased risks associated with the use of lap belts in small school buses are more than offset by preventing ejections. The use of the combination lap/shoulder belts could provide some benefit, unless misused. Lap/shoulder belts can be misused and NHTSA's testing showed that serious neck injury and perhaps abdominal injury could result when lap/shoulder belts are misused. Other considerations, such as increased capital costs, reduced seating capacities, and other unintended consequences associated with lap/shoulder belts could result in more children seeking alternative means of traveling to and from school. Given that school buses are the safest way to and from school, even the smallest reduction in the number of bus riders could result in more children being killed or injured when using alternative forms of transportation. Over the past 11 years, school buses have annually averaged about 26,000 crashes resulting in 10 deaths - 25% were drivers; 75% were passengers. Frontal crashes account for about two passenger deaths each year. NHTSA is continuing its research program, focusing on side impact protection, working with university-based researchers to further study school bus crashworthiness. KW - Benefits KW - Crashworthiness KW - Ejection KW - Fatalities KW - Frontal crashes KW - Injuries KW - Misuse KW - Occupant protection devices KW - School buses KW - Seat belts KW - Side crashes UR - http://ntl.bts.gov/lib/19000/19600/19660/PB2002108637.pdf UR - https://trid.trb.org/view/718720 ER - TY - RPRT AN - 00935916 AU - National Highway Traffic Safety Administration TI - PRELIMINARY REPORT: THE INCIDENCE RATE OF ODOMETER FRAUD PY - 2002/04 SP - 86 p. AB - Odometer fraud is the illegal practice of rolling back odometers to make it appear that vehicles have lower mileage than they actually do. This has historically been considered a significant problem for the American consumer. This report consists of three components: (1) estimation of the incidence rate of odometer fraud and economic loss due to its inflation of the purchase price of passenger vehicles, (2) a survey of the states' efforts to combat odometer fraud, and (3) an assessment of the federal efforts to investigate and deter odometer fraud. KW - Economics KW - Federal government KW - Fraud KW - Inflation KW - Losses KW - Motor vehicles KW - Odometers KW - Prices KW - Purchasing KW - States KW - Surveys KW - Vehicle miles of travel UR - https://trid.trb.org/view/725594 ER - TY - RPRT AN - 00935915 AU - National Highway Traffic Safety Administration TI - SUMMARY OF VEHICLE OCCUPANT PROTECTION LAWS, CURRENT AS OF JANUARY 1, 2002. FIFTH EDITION PY - 2002/04 SP - 191 p. AB - This publication reports the status of State statutes that are concerned with vehicle occupant protection (except off highway vehicles). Such laws include requiring the use of (1) safety belts, (2) child passenger restraint devices and (3) motorcycle or bicycle helmets. Also included are laws that prohibit riding in the bed of a pick-up truck. Except as noted, the status of the State laws reported is January 1, 2002. 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 State and then by specific legal topics. The State by State Analysis includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. The State by State Analysis can be used to facilitate the comparison of State laws in the subject areas. 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 - Highway law KW - Highway safety KW - Legal documents KW - Motorcycle helmets KW - Occupant protection devices KW - Pickup trucks KW - Seat belts KW - State laws KW - Traffic safety KW - Uniform Vehicle Code UR - http://ntl.bts.gov/lib/19000/19400/19486/PB2002107324.pdf UR - https://trid.trb.org/view/725593 ER - TY - RPRT AN - 00935911 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY LEGISLATIVE ONLINE DATABASE PY - 2002/04 SP - 6 p. AB - This pamphlet describes a web-based database of traffic safety legislation in the United States and Territories that will allow users to track a bill from introduction until passage or defeat. The database was developed by the National Highway Traffic Safety Administration in conjunction with the National Conference of State Legislatures. The database contains status reports on specific state legislation topics such as alcohol, occupant protection, school bus safety, bicycle safety, commercial driver issues, red light running, and many, many other safety issues. KW - Alcohol use KW - Bicycling KW - Commercial drivers KW - Databases KW - Laws and legislation KW - Occupant protection devices KW - Red light running KW - School buses KW - Traffic safety KW - Websites (Information retrieval) UR - https://trid.trb.org/view/725590 ER - TY - RPRT AN - 00935913 AU - National Highway Traffic Safety Administration TI - DIGEST OF STATE ALCOHOL-HIGHWAY SAFETY RELATED LEGISLATION, CURRENT AS OF JANUARY 1, 2002, TWENTIETH EDITION PY - 2002/04 SP - v.p. AB - This Digest reports the status of State laws that are concerned with drunk driving offenses and alcoholic beverage control. Unless otherwise indicated, the status of the laws reported is January 1, 2002. The Digest is divided into three areas: (1) Introduction; (2) High Interest Legislation; 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. Appendix A, using the State Law Summary's format, gives the Uniform Vehicle Code's provisions on implied consent, drunk driving, vehicle homicide and driving while license is either suspended or revoked. Likewise, Appendix B, using this same format, gives the provisions of the Millennium DUI Prevention Act. KW - Alcoholic beverages KW - Driver licenses KW - Drunk driving KW - Highway safety KW - Implied consent laws KW - Legal documents KW - Millennium DUI Prevention Act KW - Revocation KW - State laws KW - Suspensions KW - Uniform Vehicle Code KW - Vehicular homicide UR - https://trid.trb.org/view/725771 ER - TY - RPRT AN - 00935912 AU - Stuster, J AU - Burns, M AU - Fiorentino, D AU - Anacapa Sciences, Incorporated AU - National Highway Traffic Safety Administration TI - OPEN CONTAINER LAWS AND ALCOHOL INVOLVED CRASHES: SOME PRELIMINARY DATA PY - 2002/04 SP - 18 p. AB - This report presents the results of a study conducted for the National Highway Traffic Safety Administration (NHTSA) to assess the highway safety effects of laws that prohibit open containers of alcoholic beverages to be located in the passenger compartment of motor vehicles operated on public roadways. These laws are commonly referred to as "Open Container Laws." The Transportation Equity Act for the 21st century (TEA-21), H.R. 2400, P.L. 105-178, was passed by the Senate and the House of representatives on 22 may 1998, signed into law on 9 June 1998, and amended by a technical corrections bill, entitled the TEA-21 Restoration Act, P.L. 105-206, on 22 July 1998. The TEA-21 Restoration Act established a program to encourage states to enact and enforce open container laws that conform to a Federal Standard. States without conforming Open Container laws are subject to a transfer of highway construction funds. Four states passed legislation in 1999 in response to the TEA-21 Restoration Act (Iowa, Maine, Rhode Island, and South Dakota). Analyses indicated that three of the four states appeared to decline in their proportions of alcohol-involved fatal crashes during the first six months after enforcement of the conforming laws; however, the declines were not statistically significant. In addition to the before and after analyses, crash data (from 1999) were compared among states that have had fully-conforming laws since the enactment of the TEA-21 Restoration Act on July 22, 1998; states that enacted fully-conforming laws as of October 1, 2000, the date on which the first transfer of funds took effect; states that had partially-conforming laws as of October 1, 2000; and, states that had no Open Container laws at all, as of October 1, 2000. This analysis showed that states without Open Container Laws experienced significantly greater proportions of alcohol-involved fatal crashes than states with partially-conforming or fully-conforming laws. Also, it was noted that survey data show support for Open Container laws by a substantial majority of the general public, even in states without such laws. KW - Alcohol use KW - Alcoholic beverages KW - Construction KW - Crash data KW - Drunk drivers KW - Fatalities KW - Financing KW - Highway safety KW - Highways KW - Impacts KW - Laws and legislation KW - Motor vehicles KW - Open container laws KW - Passenger compartments KW - States KW - TEA-21 Restoration Act KW - Traffic crashes KW - Traffic safety KW - Transportation Equity Act for the 21st Century UR - http://ntl.bts.gov/lib/19000/19400/19473/PB2002107295.pdf UR - http://ntl.bts.gov/lib/26000/26000/26066/DOT-HS-809-426.pdf UR - https://trid.trb.org/view/725591 ER - TY - RPRT AN - 00935914 AU - National Highway Traffic Safety Administration TI - SUMMARY OF STATE SPEED LAWS, CURRENT AS OF JANUARY 1, 2002. SIXTH EDITION PY - 2002/04 SP - 310 p. AB - This Summary reports only the status of State statutes (or regulations) that are concerned with either speed limit or speed related violations. Local laws are not reported. Unless otherwise indicated, the status of the State laws (or regulations) reported is January 1, 2002. The Summary is divided into three areas: (1) Introduction; (2) Summary Tables; and (3) a State by State Analysis. The State by State Analysis is organized by State and then by specific legal topics. The State by State Analysis includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. The State by State Analysis can be used to facilitate the comparison of State laws in the subject areas. The Appendix, using the State by State Analysis' format, gives the Uniform Vehicle Code's provisions on speed limit and speed related offenses. KW - Analysis KW - Highway safety KW - Legal documents KW - Regulations KW - Speed laws KW - Speed limits KW - State laws KW - Traffic safety KW - Uniform Vehicle Code UR - https://trid.trb.org/view/725592 ER - TY - JOUR AN - 00935890 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - VEHICLE AND LICENSE PLATE SANCTIONS PY - 2002/04 SP - 4 p. AB - Revoking or suspending a motorist's operator's license is a common penalty for many traffic infractions, especially those related to impaired driving. Unfortunately, many offenders continue to drive. It is not unusual for drivers with a suspended license to receive additional traffic citations or be involved in crashes during periods of license suspension. As a way of reducing this problem, many states have passed laws that directly affect the offender's vehicle or license plates as a sanction for the impaired driving offense or for driving with a suspended license. In addition, some states now permit the vehicles of drivers convicted of certain impaired driving offenses to be impounded, immobilized (with a club or boot), or forfeited and sold. Other states allow the license plates to be removed and impounded. Still others allow for the use of specially marked license plates, or allow for the installment of alcohol ignition interlock devices. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; Legislative Status; Recommendations for Strengthening and Increasing the Use of Vehicle and Vehicle Plate Sanctions; Research and Evaluation Regarding the Effects of Vehicle and Plate Sanctions; Transfer and Grant Programs; and Information Sources. KW - Alcohol ignition interlock devices KW - Driver licenses KW - Evaluation KW - Forfeiture (Vehicles) KW - Grant aid KW - Immobilization (Vehicles) KW - Impaired drivers KW - Impoundment (Vehicles) KW - Laws KW - Legislation KW - License plates KW - Motor vehicles KW - Research KW - Revocation KW - Sanctions KW - Suspensions KW - Traffic citations KW - Traffic crashes UR - https://trid.trb.org/view/729793 ER - TY - JOUR AN - 00935889 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - REPEAT INTOXICATED DRIVER LAWS PY - 2002/04 SP - 2 p. AB - Motor vehicle crashes are the leading cause of death for Americans ages 4 through 33 and motor vehicle crash injuries are a major health care problem in the U.S. Alcohol related crashes are a substantial portion of this problem. In addition to key facts about repeat intoxicated driver laws, this fact sheet discusses the following topics: Laws that Address the Repeat Intoxicated Driver, Effectiveness of Repeat Intoxicated Driver Laws, Section 164 of 23 U.S.C., and Information Sources. KW - Alcohol use KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Impacts KW - Injuries KW - Laws KW - Legislation KW - Repeat offenders KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/729792 ER - TY - JOUR AN - 00935891 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - GRADUATED DRIVER LICENSING SYSTEM PY - 2002/04 SP - 4 p. AB - The U.S. Department of Transportation's National Highway Traffic Safety Administration (NHTSA) encourages states to implement a graduated driver licensing system. Easing young drivers into the traffic environment through more controlled exposure to progressively more difficult driving experiences can reduce their traffic crashes. A significant percentage of young drivers are involved in traffic crashes and are twice as likely as adult drivers to be in a fatal crash. Sixteen-year-old drivers have crash rates that are three times more than 17-year-olds, five times greater than 18-year-olds, and twice those of 85-year-olds. The problems contributing to these higher crash rates include driving inexperience and lack of adequate driving skills; excessive driving during nighttime, high-risk hours; risk-taking behavior; poor driving judgment and decision making; drinking and driving; and distractions from teenage passengers. To address these problems, traffic safety researchers developed a licensing system that would prolong the learning process for young novice drivers. Based on this system, NHTSA and the American Association of Motor Vehicle Administrators developed an entry-level driver licensing program to give young drivers more time to learn all the complex skills required to operate a vehicle. The program consists of three distinct stages, named by the type of license possessed at each stage: learner's permit, intermediate (provisional) license, and full licensure. Young drivers are required to demonstrate responsible driving behavior in each stage of licensing before advancing to the next. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; How Does Graduated Licensing Work; How Many States Have a Graduated License System; How Effective is Graduated Licensing; Incentive Grant Program; Who Supports Graduated Licensing; What Products and Services Are Available; and Information Sources. KW - Abilities KW - Benefits KW - Crash rates KW - Decision making KW - Distraction KW - Driver experience KW - Driver licensing KW - Driving KW - Drunk driving KW - Graduated licensing KW - Grant aid KW - Incentives KW - Judgment (Human characteristics) KW - Night KW - Passengers KW - Products KW - Risk taking KW - States KW - Teenage drivers KW - Traffic crashes KW - Young adults UR - https://trid.trb.org/view/729794 ER - TY - JOUR AN - 00935892 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - ADMINISTRATIVE LICENSE REVOCATION (SUSPENSION) PY - 2002/04 SP - 4 p. AB - The U.S. Department of Transportation's National Highway Traffic Safety Administration encourages states to require prompt, mandatory revocation or suspension of driver's licenses for alcohol and/or other drug test failure and/or refusal. Motor vehicle crashes are the leading single cause of death for Americans aged 6 through 33, and almost 40% of those fatalities involve alcohol and/or other drugs. Suspending or revoking a driver's license for driving while under the influence of alcohol or other drugs has proven to be a successful deterrent to this behavior. Administrative license revocation (ALR) laws are based on objective chemical tests (blood, breath, or urine) and are similar to "illegal per se" criminal laws against impaired driving. ALR allows police and driver licensing authorities to suspend or revoke a driver's license swiftly, without long delays while waiting for a criminal trial. The offender retains the right of due process through an administrative appeal system. ALR works like the "implied consent" laws, which automatically suspend a driver's license for refusing to submit to a blood alcohol concentration (BAC) test. ALR automatically suspends or revokes the license for failing the BAC test. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; What Provisions Should Be Included in an Administrative Revocation (Suspension) Law; How Much Does An Administrative License Revocation (Suspension) Program Cost; How Can Administrative License Revocation (Suspension) Be Financed; Who Supports Administrative License Revocation (Suspension); Incentive Grant Program; Research Studies; and Information Sources. KW - Administrative license revocation KW - Alcohol tests KW - Alcohol use KW - Blood alcohol levels KW - Driver licenses KW - Drug use KW - Drugged drivers KW - Drunk drivers KW - Fatalities KW - Impaired drivers KW - Implied consent laws KW - Legal rights KW - Per se laws KW - Revocation KW - Suspensions KW - Traffic crashes UR - https://trid.trb.org/view/729795 ER - TY - JOUR AN - 00935888 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STRENGTHENING CHILD PASSENGER SAFETY LAWS - INCREASE CAR SEAT AND BELT USE, DECREASE FATALITIES AND INJURIES PY - 2002/04 SP - 2 p. AB - Traffic crashes are a leading cause of death in the United States. All 50 states, the District of Columbia, Puerto Rico, and the U.S. Territories have child passenger safety laws ("car seat laws"). However, many of these laws have significant gaps and exemptions in coverage that diminish the protection that all children need in motor vehicles. This Fact Sheet presents additional information about this topic under the following headings: Essential Components of a Strong Law; Upgrade Child Safety Laws - Eliminate Exemptions; Conduct Combined Public Awareness and Enforcement Campaigns; National Initiative for Increasing Seat Belt Use Nationwide; and Highway Safety Grant Programs for Occupant Protection Activities. KW - Child restraint systems KW - Children KW - Exemption KW - Fatalities KW - Grant aid KW - Highway safety KW - Injuries KW - Laws KW - Occupant protection devices KW - Passengers KW - Public information programs KW - Safety campaigns KW - Seat belts KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety UR - https://trid.trb.org/view/729791 ER - TY - JOUR AN - 00935886 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STRENGTHENING SEAT BELT USE LAWS - INCREASE BELT USE, DECREASE CRASH FATALITIES AND INJURIES PY - 2002/04 SP - 2 p. AB - Traffic crashes are a leading cause of death in the United States. Wearing seat belts is the easiest and most effective way of cutting the highway death toll and strong occupant protection laws are the most effective way of increasing safety belt use. Highway deaths could be cut dramatically if states upgraded their laws to improve coverage and enforcement. A model state safety belt use law is available from NHTSA. This fact sheet provides further information about this topic under the following headings: Make All Belt Use Laws Subject to Primary Enforcement; Protect All Vehicle Occupants in All Passenger Vehicles; Emphasize Enforcement and Levy Significant Fines; Conduct Public Awareness and Enforcement Campaigns; and Occupant Protection Grant Programs. KW - Fatalities KW - Fines (Penalties) KW - Grant aid KW - Highway safety KW - Injuries KW - Laws KW - Occupant protection devices KW - Primary laws KW - Public information programs KW - Restraint systems KW - Safety campaigns KW - Seat belt use laws KW - Seat belts KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety KW - Vehicle occupants UR - https://trid.trb.org/view/729789 ER - TY - JOUR AN - 00935887 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - BICYCLE HELMET USE LAWS PY - 2002/04 SP - 2 p. AB - The United States Department of Transportation's National Highway Traffic Safety Administration supports the enactment of bicycle helmet usage laws. Bicycle helmets offer bicyclists the best protection from head injuries resulting from bicycle crashes, and bicycle helmet laws have been proven effective in increasing bicycle helmet use. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; Legislative Status; Cost Savings; and Information Sources. KW - Bicycle crashes KW - Bicycle helmet use laws KW - Bicycle helmets KW - Costs KW - Cyclists KW - Head KW - Injuries KW - Laws KW - Legislation KW - Protection KW - Savings KW - Traffic safety UR - https://trid.trb.org/view/729790 ER - TY - RPRT AN - 00943457 AU - Belzowski, Bruce M AU - Flynn, Michael S AU - University of Michigan Transportation Research Institute TI - ENGINE SYSTEM DEVELOPMENT: CHANGE, CHALLENGES, AND VALUE PY - 2002/04 SP - 31 p. AB - Cost-effective design and manufacturing solutions are being pursued by the automotive industry to meet the escalating demands of vehicle users. A systems approach is one of many responses that the industry is exploring to satisfy these demands. This project details and analyzes the system strategies and the views of potential manufacturer customers as to engine top systems' value and worth, and how they fit with the manufacturers' other strategic initiatives. The engine top system incorporates all the fuel and air mixture subsystems. This study addresses this issue by interviewing eight key informants, vice presidents or directors in powertrain operations at Ford, General Motors, and DaimlerChrysler. These managers represent the three main functions of engineering, manufacturing, and purchasing. KW - DaimlerChrysler AG KW - Design KW - Engines KW - Ford Motor Company KW - General Motors Corporation KW - Interviewing KW - Manufacturing KW - Motor vehicle industry KW - Power trains KW - Purchasing KW - Systems engineering UR - https://trid.trb.org/view/643540 ER - TY - RPRT AN - 00925950 AU - National Highway Traffic Safety Administration TI - TOWING A TRAILER: BEING EQUIPPED FOR SAFETY PY - 2002/04 SP - 28 p. AB - This brochure provides general information and tips that can help you make safe decisions when purchasing and driving a tow vehicle and trailer for noncommercial, personal use. It covers the following topics: How the size and weight of a trailer affect the selection of a tow vehicle; Things to consider if you already have a tow vehicle; The importance of trailer manufacturers' tow ratings; How to measure the weight of a trailer; The hitching, braking, and wiring systems that connect tow vehicles with trailers; Tire safety; Proper loading and weight distribution of cargo and equipment; State and local requirements for towing a trailer; A pre-departure checklist; Safety tips for driving with a trailer; and Safety tips for maintaining a tow vehicle and trailer. This brochure is not a substitute for the technical information found in manufacturers' towing guides and vehicle owner's manuals. Its purpose is to give you some basic information about factors to consider and equipment you will need to ensure your safety and that of your passengers, as well as the safety of other people on the road, when you are towing a trailer. KW - Brochures KW - Guidelines KW - Safety KW - Towing devices KW - Towing vehicles UR - http://www.nhtsa.dot.gov/cars/problems/Equipment/towing/ UR - https://trid.trb.org/view/718112 ER - TY - JOUR AN - 00925951 JO - Research Note PB - National Center for Statistics and Analysis AU - Hilton, J AU - Shankar, U AU - National Center for Statistics and Analysis TI - 2001 MOTOR VEHICLE TRAFFIC CRASHES INJURY AND FATALITY ESTIMATES EARLY ASSESSMENT PY - 2002/04 SP - 9 p. AB - Early Assessment estimates based on the National Highway Traffic Safety Administration's Fatality Analysis Reporting System and National Automotive Sampling System General Estimates System revealed that approximately 41,730 persons were killed and 3,031,000 persons injured on the nation's public roads and highways in the year 2001. This report contains these and other Early Assessment estimates and compares them with estimates in the 2000 Annual Files. Early Assessment estimates are based on data from sources, which are incomplete or preliminary at this time. Early Assessment estimates for 2001 will be superceded during the summer of 2002 by fatality counts and estimates of those injured from the completed National Center for Statistics and Analysis Annual Report Files and revised exposure data. KW - Estimates KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injuries KW - National Automotive Sampling System KW - Traffic crashes UR - http://ntl.bts.gov/lib/19000/19600/19657/PB2002108600.pdf UR - https://trid.trb.org/view/720173 ER - TY - RPRT AN - 00925949 AU - National Highway Traffic Safety Administration TI - THIS JULY 4TH HOLIDAY KEEP AMERICA'S FAMILIES SAFE FROM IMPAIRED DRIVERS: JOIN THE "YOU DRINK & DRIVE. YOU LOSE." NATIONAL MOBILIZATION PY - 2002/04 SP - v.p. AB - Launched in December 1999, the "You Drink & Drive. You Lose." National Mobilization is a partnership of criminal justice and traffic safety partners in all 50 States that is committed to reducing deaths from impaired driving. This toolkit was specifically prepared for the July 4th Holiday. The materials in this kit are intended to serve as a basic template for enforcement mobilization, allowing each item to be easily tailored to a community's needs and restrictions. Included are the following: a toolkit for the prosecutor, a toolkit for law enforcement, a toolkit for traffic safety partners, a fact sheet, radio scripts, advertisements, a logo sheet, and a poster. KW - Advertising campaigns KW - Community action programs KW - Drunk driving KW - Holidays KW - Law enforcement KW - Prevention KW - Promotion KW - Prosecution KW - Traffic safety UR - https://trid.trb.org/view/719781 ER - TY - SER AN - 00925904 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - .08 PER SE LAW IN ILLINOIS CONTINUES TO SAVE LIVES PY - 2002/04 IS - 273 SP - 1 p. AB - In September 2000, Traffic Tech 232 summarized the results of a study examining the effectiveness of the .08 per se law in Illinois. The study used 1998 data. The present Traffic Tech summarizes an update of that study based on 1999 data. The first study found that the .08 law may have saved more than 40 lives in Illinois in 1998. The update study found that the .08 law has saved 105 lives in the first two full calendar years since its implementation. KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Illinois KW - Per se laws UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Studies%20&%20Reports/Associated%20Files/TT273.pdf UR - https://trid.trb.org/view/720169 ER - TY - RPRT AN - 00925906 AU - Tsimhoni, O AU - Green, P AU - University of Michigan Transportation Research Institute TI - NIGHT VISION ENHANCEMENT SYSTEMS FOR GROUND VEHICLES: THE HUMAN FACTORS LITERATURE PY - 2002/04 SP - 124 p. AB - This report summarizes applied human factors studies of vision enhancement systems (both night vision goggles and LCD-based systems) and related topics for driving at night. Research recommendations are given based on gaps in the literature. Studies are grouped by dependent measure and task (target detection, distance/gap estimation, driving performance, subjective workload and preference, and other) and independent factor categories (display, sensor, environment, and the driver). Display characteristics include aided vs. unaided viewing, image-display mapping (field of view, magnification, focal length), image polarity, stereoscopic vs. monoscopic systems, and color vs. monochromatic images. Sensor characteristics include the sensor position and panning, type, fusion, reliability, and quality. Environmental characteristics include lighting and visibility, road, traffic and glare, speed, gap size, target characteristics, and task. The driver variable examined is age. For each one of these independent measures, results from all relevant studies are described. In addition, the report includes a short summary of each paper reviewed. As supplemental material, the appendix includes illustrations of military night vision systems and informal reviews of two civilian night vision systems. KW - Drivers KW - Driving KW - Environment KW - Goggles KW - Human factors KW - Liquid crystal displays KW - Literature reviews KW - Night vision KW - Sensors KW - Vision enhancement systems UR - https://trid.trb.org/view/718068 ER - TY - SER AN - 00925902 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - 2000 MOTOR VEHICLE OCCUPANT SAFETY SURVEY SHOWS CONTINUED GAINS IN SEAT BELT USE PY - 2002/04 IS - 271 SP - 2 p. AB - The National Highway Traffic Safety Administration conducts a national telephone survey every two years to monitor the public's attitudes about seat belts, child restraints, reasons for their use or non-use, knowledge of seat belt laws, experience with law enforcement, and attitudes about risk perception. The 2000 survey 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 November 8, 2000 through January 21, 2001. This Traffic Tech presents a summary of the survey results. KW - Attitudes KW - Child restraint systems KW - Interviewing KW - Law enforcement KW - Laws KW - Questionnaires KW - Risk perception KW - Seat belts KW - Surveys KW - Telephone KW - Utilization UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Studies%20&%20Reports/Associated%20Files/TT271.pdf UR - https://trid.trb.org/view/720167 ER - TY - JOUR AN - 00925900 JO - Ward's Auto World PB - Ward's Communications AU - Mayne, E AU - Ward's Communications TI - UNDER RESTRAINT PY - 2002/04 VL - 38 IS - 4 SP - p. 19-23 AB - This article discusses how litigation and pending legislation has safety system producers trapped between the laws of physics and the law of diminishing returns. Engineers are trying to put out a state of the art product, while the corporate minds are concerned about product liability lawsuits, and the Federal Motor Vehicle Safety Standard 208 is evolving through a steady stream of recommendations and revisions. KW - Design KW - Federal Motor Vehicle Safety Standards KW - Legislation KW - Liability KW - Litigation KW - Restraint systems UR - https://trid.trb.org/view/720166 ER - TY - SER AN - 00925903 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - DRIVERS WHO HAVE AIR BAGS ARE MORE LIKELY TO WEAR THEIR SEAT BELTS TOO PY - 2002/04 IS - 272 SP - 2 p. AB - Every two years, the National Highway Traffic Safety Administration conducts a national telephone survey to monitor the public's attitudes about seat belts, child safety seats, air bags, and other occupant protection topics. The 2000 survey consisted of two questionnaires, each given to a randomly selected sample of about 6,000 persons age 16 and older for a total of about 12,000. Interviewing ran from November 8, 2000 through January 21, 2001. This Traffic Tech summarizes the survey findings related to air bags. KW - Air bags KW - Attitudes KW - Child restraint systems KW - Interviewing KW - Questionnaires KW - Seat belts KW - Surveys KW - Telephone UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Communication%20&%20Consumer%20Information/Studies%20&%20Reports/Associated%20Files/TT272.pdf UR - https://trid.trb.org/view/720168 ER - TY - RPRT AN - 00925899 AU - Stana, R AU - U.S. General Accounting Office TI - FEDERAL FUNDING FOR SELECTED SURVEILLANCE TECHNOLOGIES PY - 2002/03/14 SP - 5 p. AB - This letter responds to a request by the Honorable Dick Armey, Majority Leader, House of Representatives, that the General Accounting Office gather information on the federal government's role in funding the research and deployment of three biometric surveillance technologies and in promoting those technologies. The three technologies are facial recognition, red light cameras, and photo radar devices. The letter provides background information on the three technologies, information on the scope and methodology of the study which was performed between July 2001 and January 2002, and the study results. KW - Biometrics KW - Cameras KW - Deployment KW - Face recognition KW - Federal aid KW - Photo radar devices KW - Promotion KW - Red light running KW - Research UR - http://www.gao.gov/new.items/d02438r.pdf UR - https://trid.trb.org/view/718057 ER - TY - RPRT AN - 01111358 AU - Lee, John D AU - Hoffman, Joshua D AU - Brown, Timothy L AU - McGehee, Daniel V AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration TI - Comparison of Driver Braking Responses in a High Fidelity Driving Simulator and on a Test Track PY - 2002/03//Technical Report SP - 28p AB - The purpose of this study was to compare the braking responses of drivers in the Iowa Driving Simulator (IDS) to the braking responses of drivers in a similar study conducted on a test track. The test track study from the Collision Avoidance Metrics Program (CAMP) examined the braking profile of drivers in last-minute braking situations in which drivers were instructed to brake either 'normally' or 'hard.' Comparing these data to braking data collected with a very similar protocol in the simulator showed that the two data sets do not match exactly. The most prominent differences between the simulator and the test track were that drivers in the simulator were less affected by the braking instructions, decelerated more abruptly, and maintained a larger safety margin. Possible reasons for these differences include limited visual and vestibular cues in the simulator, and a combination of extended practice and a somewhat artificial lead vehicle on the test track. These results show that the specific characteristics of every experimental venue must be carefully considered when evaluating driver performance. Differences between venues and experimental protocols affect driver behavior; it is thus critical to assess whether these differences are large enough to be relevant for the design issues being considered. KW - Behavior KW - Braking KW - Braking performance KW - Crash avoidance systems KW - Driving simulators KW - Highway safety KW - Rear end crashes KW - Travel behavior KW - Warning systems UR - http://ntl.bts.gov/lib/19000/19700/19789/PB2003100430.pdf UR - https://trid.trb.org/view/871198 ER - TY - RPRT AN - 00936807 AU - Federal Motor Carrier Safety Administration TI - LARGE TRUCK CRASH FACTS 2000 PY - 2002/03 SP - 61 p. AB - This annual edition of Large Trucks Crash Facts contains descriptive statistics about fatal, injury, and property damage only crashes involving large trucks in 2000. Selected crash statistics on passenger vehicles are also presented for comparison purposes. The report is organized into four chapters - trends, crashes, vehicles and people. Four different types of counts are displayed: the numbers of crashes involving various vehicle types, the numbers of vehicles involved in crashes, the numbers of people killed or injured in crashes, and the numbers of vehicle drivers involved in crashes. KW - Crash data KW - Drivers KW - Fatalities KW - Heavy duty trucks KW - Injuries KW - Statistics KW - Tables (Data) KW - Traffic crash victims KW - Traffic crashes KW - Truck crashes KW - Trucking safety KW - Vehicles UR - https://trid.trb.org/view/730066 ER - TY - RPRT AN - 00968246 AU - Lee, S E AU - Wierwille, W W AU - Klauer, S G AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - ENHANCED REAR LIGHTING AND SIGNALING SYSTEMS: LITERATURE REVIEW AND ANALYSES OF ALTERNATIVE SYSTEM CONCEPTS PY - 2002/03 SP - 139 p. AB - Rear-end crashes are the most frequently occurring type of collision, accounting for approximately 29% of all crashes and resulting in a substantial number of injuries and fatalities each year. Rear-end collisions in which the lead vehicle is stopped or moving very slowly prior to the crash account for the majority of these accidents. Over the years several initiatives have addressed the problem of rear-end crashes, with limited success. The most public of these ventures was the center high-mounted stop lamp (CHMSL), which was required to be present on automobiles beginning with model year 1986. The long-term effectiveness of the CHMSL has leveled off at about a 4% effectiveness in preventing rear-end crashes, which means there is still much room for improvement. 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. These are to include problems with stopped vehicles. This report encompasses the first task of the research effort. Task 1 involved investigating all previous efforts to develop enhanced rear-lighting systems, determining the causes of rear-end crashes, and developing a short list of rear-lighting alternatives to be tested in future research efforts under this project. The literature review revealed that numerous rear-lighting systems have been proposed over the past 30 years. Focus groups conducted with law enforcement officers found that the most common cause of rear-end crashes is driver inattention and distraction, with following too closely as the next most common cause. A review of several crash database analyses revealed similar results, as did a study in which drivers of striking vehicles were interviewed. The final subtask was to conduct a trade study to suggest two to three rear-lighting concepts for further study. An expert panel consisting of twelve rear-lighting experts was assembled. The trade study was conducted electronically (email) via a series of three questionnaires. This process resulted in the recommendation of three rear-lighting configurations for further refinement. Algorithms for the activation and deactivation of these systems were also developed during Task 1. KW - Algorithms KW - Attention lapses KW - Brake lamps KW - Crash causes KW - Distraction KW - Focus groups KW - Headways KW - Rear end crashes KW - Rear lighting KW - Traffic safety KW - Vehicle lighting systems UR - https://trid.trb.org/view/679001 ER - TY - RPRT AN - 00936806 AU - Federal Motor Carrier Safety Administration TI - 2000 WORK ZONE TRAFFIC CRASH FACTS PY - 2002/03 SP - 14 p. AB - Of the 41,821 fatalities in motor vehicle crashes in 2000, about 3% occurred in work zone areas. However, 24% of the fatalities in work zone crashes involved large trucks, compared to 12% of fatalities in all crashes. Of the approximately 3.2 million people injured in non-fatal motor vehicle crashes in 2000, less than 2% of the injuries occurred in work zone crashes. About 10% of the people injured in work zone crashes were injured in crashes involving large trucks. KW - Crash data KW - Fatalities KW - Heavy duty trucks KW - Injuries KW - Large trucks KW - Statistics KW - Traffic crashes KW - Truck crashes KW - Work zone safety KW - Work zones UR - https://trid.trb.org/view/730065 ER - TY - RPRT AN - 00930720 AU - Lee, J D AU - MCGEHEE, D V AU - Brown, T L AU - Reyes, M L AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration TI - DRIVER DISTRACTION, WARNING ALGORITHM PARAMETERS, AND DRIVER RESPONSE TO IMMINENT REAR-END COLLISIONS IN A HIGH-FIDELITY DRIVING SIMULATOR PY - 2002/03 SP - 68 p. AB - This report presents three experiments that use a high fidelity driving simulator to examine driver response to imminent rear-end collision situations. The first experiment examines how variations in algorithm parameters affect the ability of a Rear end Collision Avoidance System (RECAS) to aid distracted drivers in avoiding an imminent collision. The results show that an early warning helps drivers to react more quickly and to avoid more collisions than either a late warning or no warning. The second experiment examines the ability of the RECAS to help non-distracted driver avoid an imminent collision. The results show that the RECAS benefits drivers even when they are not distracted. The third study examines the effect of manipulating the urgency of the auditory warning by changing the volume of the warning tone. Varying the volume levels for the warning tones had no systematic effect on the driver response. These studies show that the RECAS provides a potential safety benefit by reducing the time it takes drivers to remove their foot from the accelerator. The warnings do not speed the drivers' application of the brake, increase their maximum deceleration, or affect their mean deceleration. KW - Algorithms KW - Crash avoidance systems KW - Distraction KW - High frequency KW - Rear end crashes KW - Simulation KW - Sound level KW - Warning signals KW - Warning systems UR - http://ntl.bts.gov/lib/19000/19400/19457/PB2002107241.pdf UR - https://trid.trb.org/view/719665 ER - TY - RPRT AN - 00925948 AU - Conde, E AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - SPECIAL TESTING FOR POSSIBLE CARRY OVER EFFECTS USING THE INTOXIMETERS, INC. ALCO-SENSOR IV AT 10 DEGREES CELSIUS PY - 2002/03 SP - 7 p. AB - Laboratory testing showed that when simulator samples at 0.170 grams of ethanol per 210 liters were repeatedly tested with an Intoximeters, Ins. Alco-Sensor IV at 10 degrees C ambient temperature, some ethanol and water eventually condensed onto the cool airway surfaces of the instrument. When the instrument was operated in screener mode without any heating element and without proper protocols, some of this alcoholic condensate carried over to subsequent screening tests. However, no carry over was seen when the Alco-Sensor IV was operated in the evidential mode, or when the optional CEM heating accessory was used, or when proper test protocols were used. The results show that the possibility for the occurrence of carry over in breath testing must be addressed when operating at low ambient temperatures, particularly when using unheated breath testers. The results also show that the potential for carry over can be eliminated easily by using procedural controls, such as performing an air blank before the test, or by testing two separate breath samples and/or by using a warm air flushing of the breath tester airway. A table listing all breath testers on both the National Highway Traffic Safety Administration Conforming Products List (CPL) for Screening Devices, as well as the Evidential Breath Tester CPL indicates whether specific devices have a built-in heater, or a flushing pump, and whether the instructions accompanying them address the possibility of alcohol carry over during low temperature operations. KW - Accuracy KW - Alcohol breath tests KW - Carry over effects KW - Drunk driving KW - Evidence KW - Test protocols KW - Testing equipment UR - http://www.nhtsa.dot.gov/people/injury/alcohol/carryout/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26064/DOT-HS-809-424.pdf UR - https://trid.trb.org/view/718111 ER - TY - RPRT AN - 00925942 AU - Finison, K S AU - Dubrow, R B AU - Maine Health Information Center AU - Maine Department of Human Services AU - National Highway Traffic Safety Administration TI - A COMPARISON OF MAINE CRASHES INVOLVING OLDER DRIVERS PY - 2002/03 SP - 18 p. AB - Using Maine police crash reports linked to statewide emergency medical service (EMS), hospital inpatient, and death certificate files (CODES), the authors analyzed 1996 crashes for older drivers (age 65 and over) compared to middle-aged (age 25-64) drivers. While less likely to be involved in crashes, Maine older drivers were more likely to be hospitalized or die if they were in a crash; their rate of hospitalization or death per licensed driver was 1.7 times that of middle-aged drivers. While older Maine drivers represented 10% of the drivers involved in crashes, they accounted for 21% of the Maine drivers who were hospitalized or died. Older female drivers were 1.6 times more likely to be hospitalized or die during a crash than were older male drivers. Older drivers were more likely to be involved in crashes at intersections, driveways, making a left turn, or have failure to yield, driver inattention or driver distraction noted on the crash record than middle-aged drivers. While older drivers had a higher proportion of crash involvement in urban areas, the highest proportion of hospitalization or deaths were in crashes in rural areas. Crash locations and driver factors associated with the highest volume of crashes were not always associated with the highest proportion of the hospitalizations or deaths; these findings illustrate the advantage of incorporating linked medical records, inpatient hospitalizations, in the analysis of motor vehicle crashes. KW - Aged drivers KW - Alternatives analysis KW - Crash causes KW - Crash locations KW - Crash Outcome Data Evaluation System KW - Death certificates KW - Emergency medical services KW - Fatalities KW - Females KW - Hospitals KW - Linked data KW - Maine KW - Males KW - Medical records KW - Middle-aged persons KW - Police reports KW - Rural areas KW - Traffic crashes KW - Urban areas UR - https://trid.trb.org/view/718105 ER - TY - RPRT AN - 00925947 AU - Partnership for Prevention AU - National Highway Traffic Safety Administration TI - CREATING COMMUNITIES FOR ACTIVE AGING: A GUIDE TO DEVELOPING A STRATEGIC PLAN TO INCREASE WALKING AND BIKING BY OLDER ADULTS IN YOUR COMMUNITY PY - 2002/03 SP - 16 p. AB - The goal of this guide is to help communities to increase the proportion of older adults participating in safe physical activity, especially walking and bicycling, and to preserve, and even enhance, older adults' independence, mobility, and health. This guide should be useful to a wide range of people and communities, including citizens both young and old, community planners, advocates for senior citizens, developers, local administrators, recreation directors, and civic or non-profit groups. The guide is presented in the following sections: Developing a Strategic Plan; Personal Factors; Environmental Factors; Strategies to Promote Active Aging; and Resources. KW - Active aging KW - Aged KW - Bicycling KW - Community action programs KW - Guidelines KW - Guides to information KW - Health KW - Mobility KW - Strategic planning KW - Walking UR - http://www.silverinnings.com/docs/Health%20n%20Fitness/Physical/Active%20Aging.pdf UR - https://trid.trb.org/view/718110 ER - TY - RPRT AN - 00925943 AU - Starnes, M AU - Eigen, A M AU - National Center for Statistics and Analysis TI - FATALITIES AND INJURIES TO 0-8 YEAR OLD PASSENGER VEHICLE OCCUPANTS BASED ON IMPACT ATTRIBUTES PY - 2002/03 SP - 98 p. AB - The number of passenger vehicle occupant fatalities among children 0 to 8 years old has shifted relatively little from 923 in 1991 to 895 in 2000. During this time period, the number of annual fatalities decreased 9% among children 0 to 3 years old, and rose 3% among children 4 to 8 years old. Among children 0 to 3 years old, the percentage of fatalities where the child was unrestrained dropped from 58% in 1991 to 34% in 2000, mainly due to the increased usage of child safety seats. This percentage dropped from 64% to 48% for the 4 to 8 year old age group, as lap and/or shoulder belt usage increased. Crashes involving frontal impacts accounted for more than 5 times an many fatalities as rear impacts, among children 0 to 8 years old. Sixty-one percent of side impact fatalities involved children seated adjacent to the impacted side, while only 20% involved children seated opposite the side of impact. The objective of this study is to analyze passenger vehicle crashes involving children 0 to 8 years old. The Fatality Analysis Reporting System (FARS), National Automotive Sampling System (NASS) General Estimates System (GES), and NASS Crashworthiness Data System (CDS) were consulted to establish restraint usage trends over a ten-year period and contrasted with National Occupant Protection Use Survey (NOPUS) restraint usage rates in preparing this report. Fatality rates were calculated using population data from the U.S. Census Bureau and vehicle miles traveled (VMT) from the Federal Highway Administration. The study is intended to provide a better understanding of where to focus future safety efforts designed to improve highway transportation for young children. KW - Child restraint systems KW - Children KW - Crashworthiness Data System KW - Fatalities KW - Fatality Analysis Reporting System KW - Frontal crashes KW - General Estimates System KW - Injuries KW - National Automotive Sampling System KW - National Occupant Protection Use Survey KW - Population KW - Side crashes KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/809-410.PDF UR - https://trid.trb.org/view/718106 ER - TY - RPRT AN - 00925946 AU - National Center for Statistics and Analysis TI - ALCOHOL INVOLVEMENT IN FATAL CRASHES - 2000 PY - 2002/03 SP - 19 p. AB - This report presents estimates of alcohol involvement in fatal traffic crashes that occurred during 2000. Several comparisons of alcohol involvement for the period 1982-2000 are presented to illustrate changes and trends. The data are abstracted from the Fatality Analysis Reporting System (FARS) and represent a combination of actual blood alcohol concentration (BAC) test results and estimated BAC distributions for those drivers and nonoccupants for whom no BAC test results are available. The estimates are made using a model developed by the National Highway Traffic Safety Administration. The report is presented in the following sections: Executive Summary; (1) Introduction; (2) Fatalities; (3) Crashes; (4) Drivers and Nonoccupants; and (5) Alcohol Trends, 1982-2000. KW - Blood alcohol levels KW - Drivers KW - Drunk drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Intoxication KW - Nonoccupants KW - Statistics KW - Traffic crashes KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/809-419.pdf UR - https://trid.trb.org/view/718109 ER - TY - RPRT AN - 00925908 AU - National Highway Traffic Safety Administration TI - TYPES OF CHILD SAFETY SEATS PY - 2002/03 SP - 4 p. AB - This pamphlet describes the following types of child safety seats: rear-facing infant seats with and without removable bases; convertible seats (from birth to 40 pounds), both rear and forward facing; forward facing only seats (between 20 and 40 pounds); high-back booster with 5-point harness (20 to 40 pounds); and belt positioning booster seats (up to at least 8 years old, unless 4 ft 9 in. tall). KW - Booster seats KW - Brochures KW - Child restraint systems KW - Children KW - Infants UR - https://trid.trb.org/view/718070 ER - TY - RPRT AN - 00925909 AU - National Highway Traffic Safety Administration TI - ONE MINUTE SAFETY SEAT CHECKLIST PY - 2002/03 SP - 4 p. AB - This pamphlet provides a one minute safety seat checklist to ensure that you are using a child safety seat correctly. There are separate checklists depending upon the child's age: infant up to about one year (20 pounds); children over one year until they are about 40 pounds; and children who have outgrown child safety seats and are using booster seats until they are at least 8 years old, unless they are 4 ft 9 in. tall. KW - Booster seats KW - Brochures KW - Child restraint systems KW - Children KW - Infants KW - Installation UR - https://trid.trb.org/view/718071 ER - TY - RPRT AN - 00925905 AU - Devonshire, J AU - Sayer, J R AU - University of Michigan Transportation Research Institute TI - THE EFFECTS OF INFRARED-REFLECTIVE AND ANTIREFLECTIVE GLAZING ON THERMAL COMFORT AND VISUAL PERFORMANCE: A LITERATURE REVIEW PY - 2002/03 SP - 95 p. AB - The existing literature on the effects of infrared-reflective (IRR) and antireflective (AR) automotive glazing on thermal comfort and visual performance was reviewed. First, 78 articles on the broader topic of thermal comfort in motor vehicles were analyzed in order to establish common themes. Much of that work is based on models of thermal comfort developed in other domains (primarily architectural). It is generally agreed in architectural research that thermal comfort can be predicted if the values of six parameters are known (air temperature, humidity, air velocity, radiant temperature, occupant clothing level, and occupant activity level). Because of the major differences between vehicular and architectural environments, however, the extension of existing thermal comfort models to automotive domains is not yet validated. Eight experimental studies that examined IRR glazing were then reviewed in detail. Results showed that IRR windshields consistently reduce cabin and interior surface temperatures. This effect is increased when IRR glazing is also applied to the side and rear windows. The use of IRR glazing has also been shown to reduce air conditioner (A/C) workload, and thus has implications for reducing A/C compressor and/or engine size. Although IRR glazing has been shown to be more efficient than infrared-absorbing glazing (a widely used solar-control glazing), the research on IRR glazing and thermal comfort is limited by a lack of statistical analysis, a lack of subjective response measures, and a tendency to not measure all six parameters listed above. There are two main conclusions: First, automotive glazing research would benefit from both comparative analyses of thermal comfort models and examinations of how objective measures of thermal comfort correlate with subjective measures. Second, more research is needed on both the visual performance outcomes associated with IRR and AR glazing, and on the effects of thermal stress and thermal discomfort on driving performance. KW - Air conditioners KW - Antireflective glazing KW - Automotive materials KW - Comfort KW - Glazing KW - Infrared reflective glazing KW - Literature reviews KW - Rear windows KW - Side windows KW - Thermal comfort models KW - Thermal efficiency KW - Vision KW - Windows (Vehicles) KW - Windshields KW - Workload UR - https://trid.trb.org/view/718067 ER - TY - SER AN - 00925895 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - PREVENTING UNDERAGE DRINKING: BEST PRACTICES FROM A STATE ALCOHOL CONTROL AGENCY PY - 2002/03 IS - 267 SP - 2 p. AB - The National Highway Traffic Safety Administration sponsored a project by the Pennsylvania Liquor Control Board to develop a manual to help Alcohol Beverage Control agencies identify opportunities and initiatives to reduce underage drinking. This Traffic Tech describes the manual, which consists of the report "State Alcohol Control Agencies Approach to Underage Drinking Prevention: Overview" and a CD-ROM containing the Appendix of Best Practices. KW - Adolescents KW - Alcoholic beverages KW - Best practices KW - Drunk driving KW - Manuals KW - Prevention 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=c470d2f6957bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2002&overrideViewName=Report UR - https://trid.trb.org/view/720162 ER - TY - SER AN - 00925898 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - EIGHT STATES CONDUCT A CLICK IT OR TICKET CAMPAIGN AND INCREASE SEAT BELT USAGE 9 PERCENTAGE POINTS PY - 2002/03 IS - 270 SP - 2 p. AB - During May 2001, all eight southeastern states in the National Highway Traffic Safety Administration's Region IV conducted "Click It or Ticket" campaigns. This intensive belt use enforcement program was the first time ever that an occupant protection selective traffic enforcement program had been implemented across such a wide region of the country. Three of the eight states have a standard enforcement law (Alabama, Georgia, and North Carolina), four have a secondary law (Florida, Kentucky, Mississippi, and Tennessee), and one has a secondary law but allows standard enforcement if police are conducting checkpoint enforcement (South Carolina). This Traffic Tech summarizes the implementation of this program, which yielded an increase of 9 percentage points in seat belt usage. KW - Alabama KW - Campaigns KW - Florida KW - Georgia KW - Implementation KW - Kentucky KW - Mississippi KW - North Carolina KW - Seat belts KW - Selective traffic enforcement programs KW - South Carolina KW - Tennessee KW - Traffic law enforcement 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=94f99459dd6bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2002&overrideViewName=Report UR - https://trid.trb.org/view/720165 ER - TY - SER AN - 00925896 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - AGGRESSION SUPPRESSION PROGRAM IN MILWAUKEE REDUCES CRASHES AND CHANGES MOTORIST BEHAVIOR PY - 2002/03 IS - 268 SP - 2 p. AB - On March 30, 1999, the City of Milwaukee, Wisconsin launched a six month aggressive driving enforcement campaign called "Aggression Suppression" to combine intensified general and targeted enforcement with efforts to educate the public about the dangers of aggressive driving. The National Highway Traffic Safety Administration provided a grant that included time to gather baseline data, develop a publicity plan, schedule enforcement activities, and conduct process and outcome evaluations. Preusser Research Group conducted the evaluation under contract with the City of Milwaukee Police Department funded by the grant. This Traffic Tech summarizes the "Aggression Suppression" program and its outcome, as presented in the report, "Evaluation of the Aggression Suppression Program in Milwaukee Wisconsin." KW - Aggression KW - Behavior modification KW - Campaigns KW - Drivers KW - Education KW - Milwaukee (Wisconsin) KW - Public information programs KW - Traffic law enforcement 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=0e3743d7a07bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2002&overrideViewName=Report UR - https://trid.trb.org/view/720163 ER - TY - SER AN - 00925897 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - BAC MEASUREMENTS FIND THAT FEW COLLEGE STUDENTS HAD HIGH BACS PY - 2002/03 IS - 269 SP - 2 p. AB - The National Highway Traffic Safety Administration sponsored a study by the Highway Safety Research Center of the University of North Carolina (UNC) to develop a program to reduce drinking and impaired driving on a college campus. Surveys found that the norm for alcohol use among UNC college students is actually moderation rather than excess. Thus the program developed, the social norms approach to reducing excessive drinking, focuses on helping individuals recognize the reality of student drinking. This Traffic Tech provides further details on the surveys and the program materials, which are available in the report, "Development and Evaluation of a Comprehensive Program to Reduce Drinking and Impaired Driving Among College Students." KW - Blood alcohol levels KW - Campuses KW - College students KW - Countermeasures KW - Drunk driving KW - Social norms KW - Social psychology KW - Surveys 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=27349459dd6bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2002&overrideViewName=Report UR - https://trid.trb.org/view/720164 ER - TY - JOUR AN - 00925888 JO - FBI Law Enforcement Bulletin PB - Federal Bureau of Investigation AU - Gittins, D AU - Federal Bureau of Investigation TI - POLICE PRACTICE: ALEXANDRIACARES AND BABY-1: PROTECTING THE FUTURE PY - 2002/03 VL - 71 IS - 3 SP - p. 8-12 AB - In 1999, Officer Mark Bergin of the Alexandria Police Department formed a nonprofit organization called AlexandriaCARES (Alexandria Child Automobile Restraint Education Services). This public service project teams trained employees of the police, fire and rescue, and social service agencies with members of volunteer service organizations in order to teach the volunteers who then help establish a program of regular, monthly child seat checkup events in economically disadvantaged areas of Alexandria, Virginia. The program has become so successful that the Virginia Department of Health uses a member of AlexandriaCARES to administer its local program of distributing child seats to families in the city health department system. To further increase awareness of the AlexandriaCARES projects and the availability of child restraint services, Officer Bergin arranged for a local automobile dealer to donate a new minivan to the police department. Delivered in January 2000 and known as BABY-1, the minivan has the official markings and equipment of a police patrol cruiser, yet carries all of the spare giveaway seats and materials needed to conduct checkup events or demonstrations. Further discussion in this article concerns additional efforts by Officer Bergin on behalf of child passenger safety and the remarkable results realized to date. KW - Awareness KW - Child restraint systems KW - Education and training KW - Police departments UR - https://trid.trb.org/view/720159 ER - TY - RPRT AN - 00925890 AU - National Transportation Safety Board TI - HIGHWAY ACCIDENT BRIEF: 15-PASSENGER VAN MEDIAN CROSSOVER AND IMPACT WITH TRUCK, INTERSTATE 55 NEAR MILEPOST 250 IN WILL COUNTY, ILLINOIS, 6.5 MILES SOUTHWEST OF JOLIET, ILLINOIS, JANUARY 26, 2001 PY - 2002/02/22 SP - 5 p. AB - A 15-passenger van median crossover and impact with a truck occurred on Interstate 55 in Will County, Illinois, on January 26, 2001 at about 9:35 a.m. There were 11 fatalities (all in the van) and one minor injury (the truck driver). The National Transportation Safety Board determined that the probable cause of the accident was the van's loss of lateral stability when it encountered icy roadway conditions. Contributing to the loss of stability was the driver's failure to reduce his speed after passing several other accidents and slower moving traffic on the icy roadway surface. The driver's use of an over-the-counter antihistamine may have contributed to this operational error. KW - Antihistamines KW - Fatalities KW - Icy roads KW - Injuries KW - Interstate highways KW - Loss of control KW - Speed KW - Traffic crashes KW - Vans UR - http://www.ntsb.gov/investigations/AccidentReports/Reports/HAB0202.pdf UR - https://trid.trb.org/view/718042 ER - TY - RPRT AN - 00925889 AU - National Transportation Safety Board TI - HIGHWAY ACCIDENT BRIEF: SINGLE VEHICLE RUN-OFF-ROAD ROLLOVER, U.S. ROUTE 101, SAN MIGUEL, CALIFORNIA, JANUARY 2, 2001 PY - 2002/02/19 SP - 6 p. AB - A single vehicle run-off-road rollover accident occurred on U.S. Route 101, San Miguel, California, on January 2, 2001 at about 8:05 a.m. The vehicle involved was a 31-passenger bus attached to a Ford Motor Company F-550 XLT Super-Duty chassis manufactured with seating for a driver and a front-seat passenger. There were two fatalities, two serious injuries and two minor injuries. The National Transportation Safety Board determined that the probable cause of the accident was driver fatigue. Contributing to the accident was the transportation schedule established by the California School for the Deaf, Fremont, and a lack of knowledge by the driver of the effect of inverted sleep/rest cycles. Contributing to the severity of the injuries sustained in this accident was the use of a nonconforming bus for student transportation. KW - Bus drivers KW - Fatalities KW - Fatigue (Physiological condition) KW - Injuries KW - Ran off road crashes KW - Rollover crashes KW - School buses KW - Traffic crashes KW - Vehicle safety UR - http://www.ntsb.gov/investigations/AccidentReports/Reports/HAB0201.pdf UR - https://trid.trb.org/view/718041 ER - TY - RPRT AN - 00925881 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, R-02-1 PY - 2002/02/15 SP - 3 p. AB - This safety recommendation, addressed to Mr. Allan Rutter, Administrator, Federal Railroad Administration (FRA), recommends that the FRA, for all railroads that install new or upgraded grade crossing warning systems that include crossing gates and that are equipped with event recorders, require that the information captured by those event recorders include the position of the deployed gates (R-02-1). KW - Crossing gates KW - Event recorders KW - Gate position KW - Railroad grade crossings KW - Recommendations KW - U.S. Federal Railroad Administration KW - Warning systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/R02_1.pdf UR - https://trid.trb.org/view/718032 ER - TY - RPRT AN - 00925883 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, R-02-2 PY - 2002/02/15 SP - 6 p. AB - This safety recommendation, addressed to all Class I and Regional Railroads (a list is attached), recommends that all Class I and Regional Railroads, for all their new and upgraded grade crossing warning systems that include crossing gates and that are equipped with event recorders, ensure that the information captured by those event recorders includes the position of the deployed gates (R-02-2). KW - Class I railroads KW - Crossing gates KW - Event recorders KW - Gate position KW - Railroad grade crossings KW - Recommendations KW - Regional railroads KW - Warning systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/R02_2.pdf UR - https://trid.trb.org/view/718034 ER - TY - RPRT AN - 00925885 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, R-02-4 PY - 2002/02/15 SP - 5 p. AB - This safety recommendation, addressed to Mr. Garry L. Briese, Executive Director, International Association of Fire Chiefs, and Mr. Harold A. Schaitberger, General President, International Association of Fire Fighters, recommends that the International Association of Fire Chiefs and the International Association of Fire Fighters inform their membership of the circumstances surrounding the grade crossing accident on March 15, 1999, in Bourbonnais, Illinois, and of the need for responders to prepare for train accidents that may result in significant diesel fuel fires (R-02-4). KW - Diesel fuels KW - Disaster preparedness KW - Fire KW - International Association of Fire Chiefs KW - International Association of Fire Fighters KW - Railroad crashes KW - Railroad grade crossings KW - Recommendations UR - http://ntl.bts.gov/lib/19000/19500/19523/PB2002107617.pdf UR - https://trid.trb.org/view/718036 ER - TY - RPRT AN - 00925882 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-02-1 PY - 2002/02/15 SP - 4 p. AB - This safety recommendation, addressed to the Honorable Norman Y. Mineta, Secretary of Transportation, recommends that the Department of Transportation provide Federal highway safety incentive grants to States to advance innovative pilot programs designed to increase enforcement of grade crossing traffic laws at both active and passive crossings (H-02-1). KW - Grant aid KW - Incentives KW - Railroad grade crossings KW - Recommendations KW - States KW - Traffic law enforcement KW - U.S. Department of Transportation UR - http://www.ntsb.gov/safety/safety-recs/recletters/H02_1.pdf UR - https://trid.trb.org/view/718033 ER - TY - RPRT AN - 00925884 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, R-02-3 PY - 2002/02/15 SP - 5 p. AB - This safety recommendation, addressed to Mr. George Warrington, President and Chief Executive Officer, National Railroad Passenger Corporation, recommends that the National Railroad Passenger Corporation, in fulfilling its Federal mandate to help prepare emergency responders to respond to an accident involving Amtrak equipment, emphasize to those responders the possibility that such an accident could result in large quantities of burning diesel fuel and urge them to be prepared to respond to this specific hazard (R-02-3). KW - Amtrak KW - Diesel fuels KW - Disaster preparedness KW - Fire KW - Hazards KW - Railroad crashes KW - Recommendations UR - http://www.ntsb.gov/safety/safety-recs/recletters/R02_3.pdf UR - https://trid.trb.org/view/718035 ER - TY - RPRT AN - 01374449 AU - Llaneras, Robert E AU - Singer, Jeremiah P AU - Westat, Incorporated AU - National Highway Traffic Safety Administration TI - Inventory of In-Vehicle Technology Human Factors Design Characteristics PY - 2002/02//Final Report SP - 123p AB - A review and inventory of in-vehicle Telematics devices was conducted in order to better understand the current state of practice and trends relating to their design and implementation. The review focused on human factors characteristics and interface features using accepted human factors practices, principles, and guidelines as a basis for assessing the likely impacts on driver distraction. The inventory examined market-ready in-vehicle products (both Original Equipment Manufacturer and aftermarket products), and identified a range of interface design features (e.g., control and displays characteristics, safety features, etc.) noting aspects and dimensions that have implications for potential driver distraction. The review was not intended to be exhaustive, but rather provide a diverse and representative range of system designs and configurations. The review canvassed nearly 80 in-vehicle devices/systems, and provided in-depth inventories of over 20 devices using a standardized data collection form to inventory basic interface design characteristics and features; much of the data collected addressed navigation systems. The inventory form is available as an Access database. Results indicated that devices tend to incorporate a large number of features and options, making it a potential challenge for drivers to learn all of the capabilities of a system and resulting in lengthy manuals. Although devices also tended to provide large amounts of information, some designs may allow for increased information presentation without necessarily sacrificing performance. Warnings or cautions against interacting with systems while driving were common; however, relatively few systems disable equipment when vehicles are in operation. A number of other observations and “industry trends” are presented and discussed. KW - Automobile navigation systems KW - Design KW - Distraction KW - Driver vehicle interfaces KW - Drivers KW - Human factors KW - In-vehicle devices KW - State of the practice KW - Telematics UR - https://trid.trb.org/view/1142057 ER - TY - RPRT AN - 01138262 AU - Finison, K S AU - Dubrow, R B AU - Maine Health Information Center AU - National Highway Traffic Safety Administration TI - Comparison of Maine Crashes Involving Older Drivers Using Codes (Crash Outcome Data Evaluation System) Linked Data PY - 2002/02 SP - 22p AB - Using Maine police crash reports linked to statewide emergency medical service (EMS), hospital inpatient, and death certificate files (CODES), the authors analyzed 1996 crashes for older drivers (age 65 and over) compared to middle-aged (age 25-64) drivers. While less likely to be involved in crashes, Maine older drivers were more likely to be hospitalized or die if they were in a crash; their rate of hospitalization or death per licensed driver was 1.7 times that of middle-aged drivers. While older Maine drivers represented 10% of the drivers involved in crashes, they accounted for 21% of the Maine drivers who were hospitalized or died. Older female drivers were 1.6 times more likely to be hospitalized or die during a crash than were older male drivers. Older drivers were more likely to be involved in crashes at intersections, driveways, making a left turn, or have failure to yield, driver inattention or driver distraction noted on the crash record than middle -aged drivers. While older drivers had a higher proportion of crash involvement in urban areas, the highest proportion of hospitalization or deaths were in crashes in rural areas. Crash locations and driver factors associated with the highest volume of crashes were not always associated with the highest proportion of the hospitalizations or deaths; these findings illustrate the advantage of incorporating linked medical records, inpatient hospitalizations, in the analysis of motor vehicle crashes. KW - Accident prone drivers KW - Aged KW - Crash injuries KW - Crash reports KW - Emergency medical services KW - Fatalities KW - Hospitals KW - Maine KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/809-407.PDF UR - https://trid.trb.org/view/898282 ER - TY - RPRT AN - 01104849 AU - Mentzer, Stuart G AU - Information Systems and Services, Incorporated AU - National Highway Traffic Safety Administration TI - SISAME2 Program: Structural Crash Model Extraction and Simulation PY - 2002/02//Final Report SP - 118p AB - This report contains the user's manual and formulation for the SISAME2 structural impact modeling program. SISAME2 extracts one-dimensional lumped-parameter structural models from crash test data, and performs simulations of such models. SISAME2 uses a combination of a user-specified model configuration and crash test motion and, optionally, force data in a global approximation scheme to find optimal models. Any subset of the load-paths and mass element weights can be extracted from sufficiently complete and accurate sets of test data. The full time span of the test data is used in extracting the parameters for a robust solution. The approximation is based on the full (overdetermined) set of equations of motion for the model's instrumented masses and target equations for specified force histories. The load-paths are parameterized to obtain a tractable problem with a modest number of unknown parameters. Linear inequality constraints are used to assure physically meaningful load-paths. Weighted estimates and/or constraints can be used for any extracted parameter. SISAME2 provides a range of static and dynamic load-path elements, extensive defaults and error checking, and a range of output quantities and formats, and has a friendly, self-documenting user-interface. Sophisticated algorithms are incorporated to ensure efficient reliable extractions and simulations. KW - Crash data KW - Crash models KW - Impact tests KW - Least squares method KW - Motor vehicle accidents KW - Simulation KW - Software packages KW - Traffic crashes KW - Traffic models KW - Traffic simulation UR - http://ntl.bts.gov/lib/19000/19100/19136/PB2002104572.pdf UR - https://trid.trb.org/view/864542 ER - TY - RPRT AN - 00925944 AU - Runge, J AU - Garrison, H AU - Hall, W AU - Waller, A AU - Shen, G AU - Carolinas HealthCare System AU - National Highway Traffic Safety Administration TI - IDENTIFICATION AND REFERRAL OF IMPAIRED DRIVERS THROUGH EMERGENCY DEPARTMENT PROTOCOLS PY - 2002/02 SP - 27 p. AB - Of patients treated in the emergency department (ED) following a motor vehicle crash (MVC), 15-20% are at high risk for alcohol abuse or alcohol dependency (AA/AD), and are likely to drive after drinking. In order to intervene with patients at high risk in the ED, a reliable and quick screening procedure and a method of intervention must be available. This study investigated whether an ED intervention protocol to identify and refer patients with AA/AD would result in more patients receiving treatment and evaluation for substance abuse. The prospective, randomized, controlled study was performed at two EDs with a combined census of 120,000 patients of driving age. Consecutive patients over 17 years of age treated in the ED for MVC injury from 10 AM to 10 PM over a 1 year period were studied. Excluded were patients admitted greater than 24 hours, unconscious or too impaired to cooperate with the questions, and those who could not communicate in English. Patients were screened for AA/AD using a previously validated screening tool (TWEAK). Those at high risk of AA/AD were randomized to a group receiving the intervention protocol or to a control group (no intervention). The intervention protocol was a standard scripted protocol used by all interviewers, ending with a recommendation for definitive evaluation and treatment. Patients were followed up by phone at 3 and 6 months. Groups were compared to determine the likelihood of actually receiving treatment for AA/AD. Of those receiving the intervention, 25 out of 130 (19.2%) received a formal evaluation, compared to 7 out of 157 (4.5%) in the control group [OR=5.1, 95%, CI=2.128-12.235]. Of those persons who agreed to an evaluation, 21 out of 43 (48.8%) showed up for the evaluation. The conclusion of this study was that an ED protocol for screening and intervention for patients at high risk of AA/AD increases the likelihood of receiving definitive treatment for AA/AD. KW - Alcohol abuse KW - Alcoholism KW - Drunk driving KW - Hospital emergency rooms KW - Impaired drivers KW - Intervention protocol KW - Traffic crashes UR - http://www.nhtsa.dot.gov/people/injury/research/pub/femaledriver/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26063/DOT-HS-809-412.pdf UR - https://trid.trb.org/view/718107 ER - TY - RPRT AN - 00925907 AU - National Highway Traffic Safety Administration TI - BUYING A SAFER CAR FOR CHILD PASSENGERS 2002 PY - 2002/02 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/718069 ER - TY - SER AN - 00925893 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STATE OF THE KNOWLEDGE OF ALCOHOL AND TRAFFIC SAFETY PY - 2002/02 IS - 265 SP - 2 p. AB - This Traffic Tech presents highlights from the National Highway Traffic Safety Administration's report entitled "Alcohol and Highway Safety 2001: A Review of the State of Knowledge." Over 700 documents from the scientific literature published since 1990 were reviewed. Most of these focused on studies relevant to the alcohol-crash problem in the United States but studies from other countries were included as appropriate. The report, prepared by Mid-America Research Institute, covers the spectrum of research on drinking and driving, including the alcohol crash problem, alcohol's effects on the body and resulting driving impairment, drinking and driving patterns, and the effectiveness of countermeasures for impaired driving. KW - Countermeasures KW - Drunk driving KW - Literature reviews KW - Statistics 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=509f128b677bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2002&overrideViewName=Report UR - https://trid.trb.org/view/720160 ER - TY - SER AN - 00925894 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - CHARACTERISTICS OF DRIVERS INVOLVED IN MOTOR VEHICLE INJURIES AND FATALITIES PY - 2002/02 IS - 266 SP - 2 p. AB - This Traffic Tech summarizes findings presented in the National Highway Traffic Safety Administration's report entitled "Determination of Characteristics of Fatally Injured Drivers." The report, prepared by the Center for Injury Research and Policy at Johns Hopkins School of Public Health, examines characteristics of drivers involved in fatal motor vehicle accidents. Data were analyzed from the National Mortality Followback Survey (NMFS), the 1996 National Roadside Survey (NRS), the 1993 National Survey of Drinking and Driving Attitudes and Behavior (NSDDAB), and the Fatality Analysis Reporting System (FARS) in three separate analyses. KW - Attitudes KW - Behavior KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Human characteristics KW - National Mortality Followback Survey KW - National Roadside Survey KW - National Survey of Drinking and Driving Attitudes and Behavior KW - Traffic crashes 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=874b128b677bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2002&overrideViewName=Report UR - https://trid.trb.org/view/720161 ER - TY - RPRT AN - 00925892 AU - Sivak, M AU - Flannagan, M J AU - Schoettle, B AU - Mefford, M L AU - University of Michigan Transportation Research Institute TI - DRIVING PERFORMANCE WITH AND PREFERENCE FOR HID HEADLAMPS PY - 2002/02 SP - 19 p. AB - This in-traffic study evaluated driving performance with and preference for high-intensity discharge (HID) low beams. Subjects drove two identical luxury sedans. One vehicle was equipped with HID low beams and the other with tungsten-halogen low beams. The main difference between the two beams was that the HID lamps provided more spread light. Driving performance was evaluated by analyzing steering frequencies. The hypothesis was that the wider beam pattern of the HID lamps would be beneficial by reducing the steering effort in the 0.3 to 0.6 Hz range, which has been used in previous studies as an index of steering-task difficulty. The main finding is that the wider HID beam pattern made lane maintenance less demanding, as measured by a reduction in the steering frequencies between 0.3 and 0.6 Hz. The implication is that HID headlamps may be beneficial to safety, because their wider beam pattern allows more of the limited information processing resources of drivers to be allocated to other tasks. When the subjects were not primed before driving to pay attention to the headlamps, they did not show, as a group, preference for either type of lamp. However, when they were told to pay attention to the headlamps, they overwhelmingly preferred the HID lamps. KW - Drivers KW - High intensity discharge headlamps KW - Low beamed headlamps KW - Performance KW - Stated preferences KW - Steering UR - https://trid.trb.org/view/718044 ER - TY - RPRT AN - 00925891 AU - Sullivan, J M AU - Flannagan, M J AU - Schoettle, B AU - University of Michigan Transportation Research Institute TI - THE APPEARANCE OF BENDING LIGHT FROM OTHER VEHICLES PY - 2002/02 SP - 29 p. AB - One of the most promising proposals for an Advanced Frontlighting System (AFS) is bending light, in which light from headlamps is directed into the path of a turn. A field study was performed to investigate the appearance of bending light, implemented as a swiveling beam pattern, to other roadway users. Observers were asked to view a series of turning maneuvers performed by a vehicle equipped with bending light and were asked to comment on the maneuvers in three sets of trials. The three sets were structured to direct progressively more of the observer's attention to the vehicle's frontlighting system. Responses were classified to indicate the degree to which observers spontaneously noticed specific details about the frontlighting system. In another series of trials, observers viewed turning maneuvers in which the bending-light function was inactive on half of the trials, and were asked to distinguish whether it was active or inactive. Results suggest that observers are not very sensitive to the movement of bending light and often report lamp movement as variation in the intensity of the lamp; that is, the lamp appears to brighten and dim. Although the appearance of variation in brightness could be used as a signature for bending light, observers demonstrate a limited ability to distinguish bending light from fixed light. Overall, the results suggest that the likelihood that beam movement would either help or hinder other road users is small. KW - Bending light KW - Headlamps KW - Swiveling beam headlamps KW - Technological innovations KW - Testing UR - https://trid.trb.org/view/718043 ER - TY - RPRT AN - 00925875 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-44 THROUGH -46 PY - 2002/01/22 SP - 10 p. AB - This safety recommendation, addressed to Mr. Charlie Gauthier, Executive Director, National Association of State Directors of Pupil Transportation Services (NASDPTS), recommends that the NASDPTS: Encourage its members to use the Federal Railroad Administration's Web-based accident prediction system or the States' hazard indexes for grade crossings when developing school bus routes (H-01-44); In cooperation with the States, develop and implement a program of initiatives for passive grade crossings and school buses that includes guidelines for stop sign installation and for use of active warning devices, a requirement for buses with noise-reducing switches, enhanced school bus driver training, and incorporation of questions on passive grade crossings in the commercial driver's license manual and examination (H-01-45); and Notify its members of how and why the school bus driver's lap/shoulder belt tore in the March 28, 2000 accident in Conasauga, Tennessee, and of the potential consequences of large longitudinal distances between lap/shoulder belt anchor points (H-01-46). KW - Commercial drivers KW - Driver licensing KW - Driver training KW - Manual safety belts KW - National Assoc of State Directors of Pupil Transp Services KW - Noise control KW - Railroad grade crossings KW - Recommendations KW - Routing KW - School bus drivers KW - School buses KW - Stop signs KW - Warning devices UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_44_46.pdf UR - https://trid.trb.org/view/718026 ER - TY - RPRT AN - 00925880 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-38 PY - 2002/01/22 SP - 11 p. AB - This safety recommendation, addressed to the State Governors and Mayor of the District of Columbia, recommends that the States, in cooperation with the National Association of State Directors of Pupil Transportation Services, develop and implement a program of initiatives for passive grade crossings and school buses that includes (1) installation of stop signs at passive crossings that are traversed by school buses except where an engineering study shows their installation would create a greater hazard; (2) use of information about whether school buses routinely cross passive grade crossings as a factor in selecting crossings to upgrade with active warning devices; (3) a requirement that all newly purchased and in-service school buses be equipped with noise-reducing switches; (4) enhanced school bus driver training and evaluation, including periodic reviews of on-board videotapes where available, especially with regard to driver performance at grade crossings; and (5) incorporation of questions on passive grade crossings in the commercial driver's license manual and examination (H-01-38). KW - Commercial drivers KW - Driver licensing KW - Driver training KW - Noise control KW - Railroad grade crossings KW - Recommendations KW - School bus drivers KW - School buses KW - States KW - Stop signs KW - Warning devices UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_38.pdf UR - https://trid.trb.org/view/718031 ER - TY - RPRT AN - 00925876 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-47 PY - 2002/01/22 SP - 4 p. AB - This safety recommendation, addressed to a list of ten school bus manufacturers (distribution list included), recommends that school bus manufacturers discontinue the installation in school buses of radio speakers used for music or entertainment that are adjacent to the driver's head (H-01-47). The National Transportation Safety Board finds that, while information from the dispatcher is important, use of the radio speakers for music or entertainment broadcasts is not critical and can hamper the driver's ability to hear external auditory alerts. KW - Industries KW - Location KW - Noise control KW - Radio KW - Recommendations KW - School buses KW - Vehicle safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_47.pdf UR - https://trid.trb.org/view/718027 ER - TY - RPRT AN - 00925872 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-39 THROUGH -41 PY - 2002/01/22 SP - 5 p. AB - This safety recommendation, addressed to the Honorable Jeffrey W. Runge, Administrator, National Highway Traffic Safety Administration (NHTSA), recommends that NHTSA: implement rulemaking to prohibit radio speakers used for music or entertainment from being placed adjacent to drivers' heads in school buses (H-01-39); develop and incorporate into the Federal Motor Vehicle Safety Standards performance standards for school buses that address passenger protection for sidewalls, sidewall components, and seat frames (H-01-40); and evaluate the feasibility of incorporating automatic crash notification systems on school buses and, if feasible, proceed with system development (H-01-41). KW - Automatic crash notification KW - Crashworthiness KW - Energy absorbing materials KW - Federal Motor Vehicle Safety Standards KW - Location KW - Occupant vehicle interface KW - Radio KW - Recommendations KW - School buses KW - Seat frames KW - Sidewall components KW - Sidewalls KW - U.S. National Highway Traffic Safety Administration KW - Vehicle interiors KW - Vehicle padding UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_39_41.pdf UR - https://trid.trb.org/view/718023 ER - TY - RPRT AN - 00925873 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-42 PY - 2002/01/22 SP - 3 p. AB - This safety recommendation, addressed to the Honorable Mary E. Peters, Administrator, Federal Highway Administration (FHWA), recommends that the FHWA require States to update the Highway-Rail Crossing Inventory to accurately reflect current railroad operations (H-01-42). The States and others rely on this inventory for determining hazards and predicting accidents at grade crossings. Inaccurate information can lead to invalid assessments. KW - Accuracy KW - Highway Rail Crossing Inventory KW - Inventory KW - Railroad grade crossings KW - Railroad vehicle operations KW - Recommendations KW - U.S. Federal Highway Administration UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_42.pdf UR - https://trid.trb.org/view/718024 ER - TY - RPRT AN - 00925874 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-43 PY - 2002/01/22 SP - 4 p. AB - This safety recommendation, addressed to Mrs. Linda C. Schrenko, State Superintendent of Schools, Georgia Department of Education, recommends that the Georgia Department of Education require all school districts to disconnect radio speakers used for music or entertainment that are adjacent to school bus drivers' heads (H-01-43). A radio speaker adjacent to the driver's head masks exterior sounds, such as train horns, when it is being used for music or entertainment broadcasts. KW - Georgia Department of Education KW - Location KW - Noise control KW - Radio KW - Recommendations KW - School buses UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_43.pdf UR - https://trid.trb.org/view/718025 ER - TY - RPRT AN - 01127108 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 - Department of Transportation's Intelligent Transportation Systems (ITS) Projects Book PY - 2002/01 SP - 781p AB - This report documents the latest edition of the Department of Transportation's Intelligent Transportation Systems (ITS) Projects Book. It references and briefly describes the ITS research projects, tests and studies initiated through September 2001 and sponsored by the modal administrations of the U.S. Department of Transportation: Federal Highway Administration (FHWA), Federal Railroad Administration (FRA), Federal Transit Administration (FTA), and National Highway Traffic Safety Administration (NHTSA). The projects referenced describe ITS activities which support the development of user services, national compatibility planning, deployment, and program assessment. In-progress and completed research activities of the modal administrations are descriptively profiled and indexed under the following program areas: Metropolitan ITS Infrastructure; Rural and Statewide Infrastructure; Commercial Vehicle ITS Infrastructure; Intermodal Freight; Intelligent Vehicle Initiative; Evaluation/Program Assessment; Architecture, Standards and National Compatibility Planning; and Mainstreaming. This report includes an introductory discussion of the components and near/long-term goals of the Department's National ITS Program, including efforts to achieve national deployment of advanced technologies. KW - Commercial vehicle operations KW - Evaluation and assessment KW - Freight transportation KW - Intelligent transportation systems KW - Intelligent Vehicle Initiative KW - Intermodal transportation KW - Metropolitan areas KW - Research projects KW - Rural highways KW - State highways KW - System architecture UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13998.pdf UR - https://trid.trb.org/view/887703 ER - TY - RPRT AN - 00935902 AU - Hardy, Warren N AU - Schneider, L W AU - University of Michigan Transportation Research Institute AU - General Motors Corporation TI - PROJECT D.4 - IDENTIFICATION OF INJURY MECHANISMS RESULTING IN INJURIES TO THE UPPER EXTREMITIES IN FRONTAL CRASHES PY - 2002/01 SP - 70 p. AB - This research study builds on previous research findings concerning upper-extremity/airbag-interaction, and the use of average distal forearm speed (ADFS) model to predict direct-loading forearm fractures using static-deployment testing of steering-wheel airbags. Initially, the performance and design of a less-aggressive system (LAS) was compared to a more-aggressive airbag system (MAS) in a series of aggressivity static deployments of airbags into the forearms of instrumented unembalmed cadaver subjects. Next, fracture incidence and severity from static airbag deployments were compared to those from tests in which an inertially generated preload was applied between the forearm and driver airbag. Subsequent testing involved conducting additional static-deployment tests using a variety of depowered and pre-depowered airbags. Results of these tests provide additional information regarding the efficacy of ADFS as a predictor for forearm fracture, and relationships of forearm fracture and ADFS to upper-extremity mass, bone mineral content, proximity, and airbag design. These results were added to, and analyzed with, results of previous tests to develop a more robust threshold criterion of 10.5 m/s ADFS corresponding to 50% probability of forearm fracture. A series of tests was also conducted using simple, cylindrical masses to further examine the relationship between mass and speed. In addition, the research arm injury device, and the instrumented SAE 5th female arm, and a Hybrid III 5th female arm were tested and evaluated with regard to their ability to predict fore-arm fracture aggressivity using the ADFS model. All of these surrogate arms were found to have potential for assessing airbag aggressivity using the ADFS approach. KW - Air bags KW - Average distal forearm speed model KW - Deployment KW - Design KW - Forecasting KW - Fractures (Anatomy) KW - Frontal crashes KW - Injuries KW - Injury characteristics KW - Injury severity KW - Proximity KW - Steering wheels KW - Testing KW - Traffic crashes KW - Traffic safety KW - Upper extremities KW - Upper extremity/air bag interaction UR - https://trid.trb.org/view/725582 ER - TY - RPRT AN - 00925941 AU - National Highway Traffic Safety Administration TI - 2000 YOUTH FATAL CRASH AND ALCOHOL FACTS PY - 2002/01 SP - v.p. AB - This publication contains a 13-page report plus a set of looseleaf pages containing charts, graphs, tables, and a map describing the fatality trends for youths involved in motor vehicle accidents. The figures and data contained in this report focus on alcohol-related fatal crashes involving young people, ages 15 through 20, from 1982 to 2000. The data selected to illustrate this problem primarily fall into four categories: Youth Fatalities; Young Drivers Involved in Fatal Crashes; Young Drivers Killed; and Youth Fatalities by Involvement of Young Drivers. The data in these four categories are segmented by alcohol-related involvement. KW - Adolescents KW - Crash data KW - Drunk driving KW - Fatalities KW - Statistics KW - Teenage drivers KW - Traffic crashes KW - Trend (Statistics) UR - https://trid.trb.org/view/719780 ER - TY - RPRT AN - 00925940 AU - Solomon, M G AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - NHTSA REGION IV CLICK IT OR TICKET CAMPAIGN, MAY 2001 PY - 2002/01 SP - 45 p. AB - During May 2001, all eight southeastern states in National Highway Traffic Safety Administration Region IV conducted "Click It or Ticket", an intensive belt use enforcement program. The objective of the present study was to evaluate the results of this first ever region-wide implementation. Enforcement summary statistics indicated that State and local police issued nearly 119,805 seat belt citations during a two-week period of enforcement. Motorist survey results indicated that 59% of motorists reported knowing "Click It or Ticket", 63% had heard about belt enforcement, and 25% had actually gone through a checkpoint by the end of the enforcement period. Survey results also indicated that paid advertisements made a substantial impression. Observational surveys indicated that belt use increased nine percentage points across the region. Increases were equal for white and non-white occupants and equal in urban and rural locations. Male and pick up truck occupant belt use increased slightly more compared to female and passenger car occupants. The nine percentage point increase in front seat occupant belt use across eight states with a population of more than fifty million people is expected to result in a substantial reduction in highway fatalities and serious injuries. KW - Advertising KW - Alabama KW - Awareness KW - Campaigns KW - Compliance KW - Evaluation and assessment KW - Florida KW - Georgia KW - Kentucky KW - Mississippi KW - North Carolina KW - Seat belts KW - Selective traffic enforcement programs KW - South Carolina KW - Surveys KW - Tennessee KW - Traffic citations KW - Traffic law enforcement KW - Utilization UR - http://ntl.bts.gov/lib/26000/26000/26065/DOT-HS-809-404.pdf UR - https://trid.trb.org/view/718104 ER - TY - RPRT AN - 00925913 AU - National Highway Traffic Safety Administration TI - BEST PRACTICES GUIDE: REDUCING THE ILLEGAL PASSING OF SCHOOL BUSES PY - 2002/01 SP - 88 p. AB - This guide has three purposes: (1) to motivate you to actively work to reduce stop-arm violations if you are not yet doing so; (2) to help you to benefit from others' experiences if you have decided to work to reduce stop-arm violations; and (3) to give you ideas to keep the momentum going if you have an established program. The guide is divided into three parts: Illegal Passing: The Problem; Illegal Passing: A Model Solution; and Illegal Passing: Real-Life Successes. KW - Best practices KW - Guidelines KW - Passing KW - Prevention KW - Safety programs KW - School buses KW - Stop-arm compliance KW - Traffic safety KW - Traffic violations UR - https://trid.trb.org/view/718075 ER - TY - SER AN - 00925871 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - EVALUATION OF HALF PRICE TAXI RIDES TO AVOID DRIVING AFTER DRINKING PY - 2002/01 IS - 264 SP - 2 p. AB - This Traffic Tech describes the program CareFare, a half-price taxi program implemented to encourage potential drinking drivers to take taxis instead of driving themselves home after drinking alcoholic beverages. The benefits and drawbacks of the program are briefly discussed, and reference is made to the full report, entitled "Exploring an Alternative Transportation Program to Reduce Impaired Driving." KW - Alternate ride home program KW - Countermeasures KW - Drunk driving KW - Taxi services 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=d6d7128b677bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2002&overrideViewName=Report UR - https://trid.trb.org/view/720158 ER - TY - SER AN - 00925870 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - RESOURCE GUIDE OF PEDESTRIAN AND BICYCLE SAFETY LAWS AVAILABLE ON CD ROM PY - 2002/01 IS - 263 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) developed an annotated database of existing and model laws related to pedestrian and bicyclist safety. Available only on CD ROM or as a download from the NHTSA website, the "Resource Guide on Laws Related to Pedestrian and Bicycle Safety" includes those provisions of vehicle and traffic laws for every state that may affect pedestrian and bicyclist safety. The Guide also includes model legislation containing specific provisions to improve or increase safe cycling and walking and compares the laws of each state with the selected provisions. The Guide contains three types of key vehicle and traffic provisions: Uniform Vehicle Code; Existing State Laws and Local Ordinances; and Model Laws and Ordinances. Further discussion in this Traffic Tech concerns strategies for using the Guide and who should use the Guide. KW - Bicycles KW - Highway law KW - Highway safety KW - Model legislation KW - Ordinances KW - Pedestrian safety KW - Resource guide KW - State laws KW - Uniform Vehicle Code 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=e1290bb7897bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2002&overrideViewName=Report UR - https://trid.trb.org/view/720157 ER - TY - RPRT AN - 01135273 AU - National Highway Traffic Safety Administration TI - General Estimates System Coding and Editing Manual, 2002 PY - 2002 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/GES02.PDF UR - https://trid.trb.org/view/894531 ER - TY - RPRT AN - 01104351 AU - National Highway Traffic Safety Administration TI - National Automotive Sampling System (NASS) General Estimates System (GES). Analytical User's Manual, 1988-2000 PY - 2002 SP - 158p 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. Good 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 problems areas, provide a basis for regulatory and consumer information initiatives, and form the basis for cost and benefit analyses of highway safety initiatives. KW - Crash injuries KW - Crashes KW - Fatalities KW - Highway safety KW - Injury causes KW - Injury severity KW - Regulations KW - Traffic crashes KW - Traffic safety UR - http://ntl.bts.gov/lib/19000/19000/19009/PB2002104054.pdf UR - https://trid.trb.org/view/863689 ER - TY - RPRT AN - 01103407 AU - Bailey, Bob AU - Scott, Jay M AU - SUNY Upstate Medical University AU - Department of Transportation AU - National Highway Traffic Safety Administration TI - The New York State Wireless Enhanced 911 Project: Lessons Learned PY - 2002 SP - 32p AB - In September 1999, the Department of Emergency Medicine at SUNY Upstate Medical University in Syracuse, New York, was awarded a three-year grant from the US Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) and Intelligent Transportation Systems (ITS) Joint program office, to facilitate the development of a wireless enhanced 911 (WE-911) implementation guide for New York State (NYS). Further, NHTSA hoped to determine whether the application of a medical leadership approach would help to resolve barriers to implementation within New York. Early in the project, key stakeholders were gathered to define barriers to implementation, identify key resources and develop strategies that use resources to overcome implementation barriers. The task of identifying barriers and resolutions toward a working WE-911 system has provided several important lessons. The most important of these involve the stakeholders: gathering all stakeholders to develop an implementation strategy is a primary requirement; persistent focus on stakeholder needs and motivations is necessary to keep them engaged in the process; even minor changes in protocols will have a significant effect on the stakeholders. KW - 911 Emergency Telephone System KW - Emergency communication systems KW - Emergency medical services KW - Enhanced 9-1-1 KW - Implementation KW - Leadership KW - Lessons learned KW - Medical personnel KW - New York (State) KW - Public participation KW - Safety KW - Stakeholders KW - Strategic planning KW - Wireless communication systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13972.html UR - https://trid.trb.org/view/860271 ER - TY - RPRT AN - 01103377 AU - Bailey, Bob AU - Scott, Jay M AU - SUNY Upstate Medical University AU - Department of Transportation AU - National Highway Traffic Safety Administration TI - New York State Wireless Enhanced 911 Implementation Guide PY - 2002 SP - 18p AB - 911 is the three digit telephone number assigned throughout the United States as the universal number to call for emergency assistance. This number provides direct access to the local/county/state Public Safety Answering Point (PSAP) responsible for the appropriate dispatch of emergency resources for individual calls for emergency assistance. Basic 911 provides only a voice connection to a predetermined PSAP. Emergency responders do not gain any information other than what is provided by the caller. Enhanced-911 automatically directs a call to the appropriate PSAP and identifies a caller’s location and originating number in times of crisis. 46 thousand new wireless phone subscriptions are made each day. The majority of wireless phone subscribers buy their phones for safety reasons. Unfortunately, wireless phones are not currently capable of providing emergency dispatchers with specific enhanced-911 information (automatic location and number identification) like wire-line phones do. The majority of citizens of New York State are still largely unaware that their wireless phones do not provide enhanced 911 features. They are dependent on the public safety community to improve the emergency communications system. The provision of enhanced 911 services for wireless phones will ensure that our communications safety net remains intact. KW - 911 Emergency Telephone System KW - Emergency communication systems KW - Emergency medical services KW - Enhanced 9-1-1 KW - Implementation KW - New York (State) KW - Public Safety Answering Point (Communications) KW - Safety KW - Wireless communication systems UR - http://www.its.dot.gov/its_publicsafety/newyork/upstate%20NY%20WE9-1-1%20implementationguide.pdf UR - https://trid.trb.org/view/860270 ER - TY - RPRT AN - 00935924 AU - National Highway Traffic Safety Administration TI - HIGHWAY SAFETY 1999: A REPORT ON ACTIVITIES UNDER THE HIGHWAY SAFETY ACT OF 1966, AS AMENDED PY - 2002 SP - 95 p. AB - This report is presented in three parts. Part One covers National Highway Traffic Safety Administration (NHTSA) activities. The contents are as follows: Introduction; Statistical Summaries; Current Research Programs; Research Activities Completed; Enforcement Actions, Judicial Decisions, Settlements, or Pending Litigation; Effectiveness of Highway Safety Programs; and Glossary of Acronyms. Part Two covers Federal Highway Administration (FHWA) activities. The contents are as follows: Introduction; FHWA Section 402 Program; and FHWA's Safety Research Activities FY 1999. Part Three contains the following appendices: (A) Publications of the National Highway Traffic Safety Administration; (B) Section 402 Grants; (C) Section 157 Seat Belt Use Incentive Grants; (D) Section 405 Occupant Protection Grants; (E) Section 163 .08 BAC Law Grants; (F) Section 410 Alcohol Incentive Grants; and (G) Section 411 Data Improvement Incentive Grants; (H) FHWA FY 99 Safety Research Reports; (I) FHWA Highway Safety Research Contracts Completed in FY 1999. KW - Blood alcohol levels KW - Contracts KW - Grant aid KW - Highway safety KW - Highway Safety Act 1966 KW - Incentives KW - Law enforcement KW - Litigation KW - Occupant protection devices KW - Research KW - Safety programs KW - Seat belts KW - Statistics KW - U.S. Federal Highway Administration KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/725602 ER - TY - RPRT AN - 00935923 AU - National Highway Traffic Safety Administration TI - MOTOR VEHICLE SAFETY 1999: A REPORT ON ACTIVITIES UNDER THE NATIONAL TRAFFIC AND MOTOR VEHICLE SAFETY ACT OF 1966 AND THE MOTOR VEHICLE INFORMATION AND COST SAVINGS ACT PY - 2002 SP - 63 p. AB - This report contains the following sections: Introduction; Statistical Summaries; Federal Motor Vehicle Safety Standards; Observance of Federal Motor Vehicle Safety Laws, Standards, and Regulations; Summary of Current Research Projects, Grants, and Contracts; Research Activities Completed and Technological Progress; Enforcement Actions, Judicial Decisions, Settlements, or Pending Litigation; Consumer Activities; Bumper Standard; Glossary of Acronyms; Appendix A: Publications of the National Highway Traffic Safety Administration; and Appendix B: New Car Assessment Program Results for 1999. KW - Bumpers KW - Consumers KW - Contracts KW - Federal laws KW - Federal Motor Vehicle Safety Standards KW - Grant aid KW - Law enforcement KW - Legal action KW - Litigation KW - Motor Vehicle information and Cost Savings act KW - National Traffic and Motor Vehicle Act 1966 KW - New Car Assessment Program KW - Publications KW - Regulations KW - Research projects KW - Standards KW - Statistics KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - https://trid.trb.org/view/725601 ER - TY - RPRT AN - 00935885 AU - National Transportation Safety Board TI - HIGHWAY ACCIDENT BRIEF: SINGLE VEHICLE ROLLOVER, TEXAS STATE HIGHWAY 43, 1.5 MILES NORTH OF KARNACK, TEXAS, FEBRUARY 10, 2000 PY - 2002 SP - 4 p. AB - About 2:30 p.m. on February 10, 2000, a 1999 Ford E-350 XLT 15-passenger bus (van), rented from Enterprise Rent-A-Car, departed Prairie View A&M University near Hempstead, Texas. The van was carrying a track coach, an athletic trainer, and eight student athletes, enroute to a men's indoor track meet in Arkansas. A 21-year old student athlete was driving, and the van was traveling north on Texas State Highway 43, a two lane highway. At about 6:50 pm it attempted to pass a Jeep Cherokee that was signaling to make a left turn. The van was going about 82 mph in a 65 mph zone, at night. The van swerved to avoid the jeep and went out of control and rolled over. Four van occupants were killed and 6 were seriously injured. The National Transportation Safety Board determined that the probable cause of the accident was the excessive speed of the van, in combination with the operating maneuvers initiated by the van driver when he encountered the Jeep Cherokee; operating maneuvers by the Jeep Cherokee may also have been a factor. Contributing to the accident was the lack of oversight regarding the transportation of student athletes by the Prairie View A&M University. Contributing to the severity of the injuries were the failure of the state of Texas to require the use of restraints in all seating positions and the failure of the van passengers to use the available restraints. KW - Arkansas KW - College students KW - Drivers KW - Fatalities KW - Injuries KW - Jeep automobile KW - Left turns KW - Nighttime crashes KW - Oversight KW - Passing KW - Restraint systems KW - Rollover crashes KW - Speeding KW - Texas KW - Traffic crashes KW - Traffic safety KW - Vans UR - http://www.ntsb.gov/investigations/AccidentReports/Reports/HAB0203.pdf UR - https://trid.trb.org/view/725564 ER - TY - JOUR AN - 00935876 JO - Click PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - CLICK - THE NEWSLETTER FOR BUCKLE UP AMERICA PY - 2002 SP - 8 p. AB - This issue of Click, the Newsletter for Buckle Up America, contains articles about the following subjects: first person account of child safety seat check saving a family in a collision; child passenger safety week; children in the wrong car restraint; web site for multicultural outreach; State efforts; educating lawmakers; booster seat laws; primary seat belt law adopted in Washington State; child safety seat program and its impacts on use of child restraints in Hispanic community in Dallas, Texas; and Corazon de mi vida - a Spanish language child passenger safety campaign. KW - Booster seats KW - Child restraint systems KW - Children KW - Dallas (Texas) KW - Education KW - Ethnic groups KW - Highway safety KW - Hispanics KW - Language KW - Laws and legislation KW - Minorities KW - Primary laws KW - Seat belts KW - States KW - Traffic crashes KW - Traffic safety KW - Washington (State) KW - Websites (Information retrieval) UR - https://trid.trb.org/view/729786 ER - TY - RPRT AN - 00967080 AU - Koornstra, M AU - LYNAM, D AU - Nilsson, G AU - Noordzij, P AU - PETTERSSON, H-E AU - Wegman, F AU - Wouters, P AU - Institute for Road Safety Research, SWOV AU - Transport and Road Research Laboratory (TRRL) AU - PTRC Education and Research Services Limited TI - SUNFLOWER: A COMPARATIVE STUDY OF THE DEVELOPMENT OF ROAD SAFETY IN SWEDEN, THE UNITED KINGDOM, AND THE NETHERLANDS PY - 2002 SP - 159 p. AB - The highway safety performance of various countries within Europe differs considerably. Sweden, the United Kingdom and the Netherlands are the three nations with the lowest accident levels. They are referred to in this report as the SUN countries. The goal of this study is to ascertain the underlying elements in the current programs and policies of the SUN countries, which make them particularly effective in coping with traffic safety, and thereby identity the policy improvements most likely to produce casualty reductions in both SUN countries and other European nations. KW - Countermeasures KW - Crash rates KW - Fatalities KW - Highway safety KW - Injuries KW - Netherlands KW - Performance KW - Policy KW - Safety programs KW - Sweden KW - Traffic crashes KW - Traffic safety KW - United Kingdom UR - http://www.swov.nl/rapport/sunflower/sunflower.pdf UR - https://trid.trb.org/view/678451 ER - TY - CONF AN - 00930326 AU - Kroeger, Dennis AU - Gieseman, Daniel AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - TECHNOLOGY APPLICATIONS FOR WINTER MAINTENANCE OPERATIONS : HIGHWAY MAINTENANCE CONCEPT VEHICLE MOBILE LABORATORY PY - 2002 SP - 20 p. AB - An advanced technology highway maintenance vehicle with Global Positioning System (GPS) technology will be performing an important role in the Federal Highway Administration's "Weather Information for Surface Transportation ITS Field Operational Test" being conducted by the FORETELL consortium. The vehicle operates as a mobile environmental sensor station gathering real time pavement thermal profiles and air temperature data for input to the FORETELL micro scale models. This paper describes the proof of concept tests conducted for the redesigned technologies and the concept vehicle desk side software being developed for the highway maintenance concept vehicle project U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - In vehicle sensors KW - Transportation operations KW - Weather UR - https://trid.trb.org/view/723514 ER - TY - RPRT AN - 00943483 AU - National Center for Statistics and Analysis TI - TRAFFIC SAFETY FACTS 2001: RURAL/URBAN COMPARISON PY - 2002 SP - 4 p. AB - The 2001 crash data show that there were 22,735 fatal crashes involving 34,165 vehicles and 59,359 individuals, resulting in 25,737 fatalities in rural areas. Urban areas accounted for 15,060 fatal crashes involving 22,290 vehicles and 41,609 individuals resulting in 16,379 fatalities. In 2001, rural fatal crashes accounted for 61% of all traffic fatalities, 39% of the vehicle miles traveled, and 21% of the population. The difference between rural and urban fatalities has increased from 6,954 in 1990 to 8,853 in 2001. Further data analysis comparing the rural and urban accident statistics is provided in this research note. KW - Fatalities KW - Rural areas KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - Urban areas KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/809524.pdf UR - https://trid.trb.org/view/643567 ER - TY - RPRT AN - 00943478 AU - National Highway Traffic Safety Administration TI - SAFETY RELATED RECALL CAMPAIGNS FOR MOTOR VEHICLES AND MOTOR VEHICLE EQUIPMENT, INCLUDING TIRES. JANUARY 1, 2001 TO DECEMBER 31, 2001 PY - 2002 SP - 201 p. AB - This report contains information on the safety related recall campaigns during calendar year 2001 for motor vehicles and motor vehicle equipment, including tires. The information covers both domestic and foreign manufacturers. There were 453 recall campaigns involving 13,269,767 vehicles, 63 recall campaigns involving 1,288,098 units of equipment, 7 recall campaigns involving 3,428,320 child seats, and 10 recall campaigns involving 2,945,196 tires. KW - Child restraint systems KW - Defects KW - Motor vehicles KW - Recall campaigns KW - Tires KW - Vehicle components KW - Vehicle safety UR - https://trid.trb.org/view/643561 ER - TY - RPRT AN - 00943447 AU - Wegman, F AU - Institute for Road Safety Research, SWOV TI - REVIEW OF IRELAND'S ROAD SAFETY STRATEGY PY - 2002 SP - 62 p. AB - The purpose of this research was to (1) review developments and progress made under Ireland's current National Road Safety Strategy 1998-2002, (2) place Ireland's performance in an appropriate international context, and (3) suggest options for priorities for the next Strategy to cover the period 2003-2007, paying regard to recent developments (including relevant international developments). The results are presented in this report. Chapter 1 provides an introduction. Chapter 2 begins by providing a brief description of those aspects of Ireland that are of importance in influencing road safety in Ireland, and the possibilities of understanding them better. Then, in the same chapter, there are three sections about generic road safety knowledge, specifically directed at the road safety situation in Ireland. For the rest of the report, these sections are a reference and, as such, make it easier to understand the situation in Ireland and to make a comparison between Ireland and other countries. Chapter 3 introduces, in different dimensions, the road safety problem in Ireland. It also contains a description of Ireland's road safety position in comparison with several other countries. Chapter 4 characterizes Irish road safety policy as laid down in the Government Strategy for Road Safety 1998-2002. Also a study of a summary of the three progress reports of the High-Level Group was made. This chapter concludes with an assessment of Irish road safety management. Chapter 5 goes from broad outlines to details of policy implementation and consequently to concrete measures in which the spearheads of Irish policy are central. Not all activities being undertaken to improve road safety can be dealt with in this chapter, so the discussion is limited to several main points. Chapter 6 deals with a number of separate matters like organization, finance and research. The report concludes with Chapter 7 which contains conclusions and recommendations. KW - Finance KW - Highway safety KW - Implementation KW - Ireland KW - Organization KW - Policy KW - Recommendations KW - Research KW - Safety management KW - Strategic planning UR - https://trid.trb.org/view/643528 ER - TY - RPRT AN - 00936816 AU - Arizona Department of Transportation TI - 2001 MOTOR VEHICLE CRASH FACTS FOR ARIZONA PY - 2002 SP - 73 p. AB - This publication is a statistical review of the motor vehicle crashes in the state of Arizona for calendar year 2001. 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/2001-crash-facts.pdf UR - https://trid.trb.org/view/730075 ER - TY - RPRT AN - 00936808 AU - Bijileveld, F D AU - Institute for Road Safety Research, SWOV TI - ABOUT THE COVARIANCE BETWEEN THE NUMBER OF ACCIDENTS AND THE NUMBER OF VICTIMS PY - 2002 SP - 39 p. AB - Traffic safety is not only indicated by the number of accidents, but also by numerous accident-related outcomes like the number of people killed, the number of people seriously injured, the amount of material damage, etc. When assessing the possible effect of, for example, a road safety measure on traffic safety, it is therefore important to be able to investigate the differentiated effect of such a measure on accidents and accident-related outcomes. In this study some statistical issues involved in the simultaneous analysis of accident-related outcomes (such as the number of victims, fatalities or accidents) of the traffic process were studied. The main focus of this study was the covariation of the outcomes: the interdependencies of accident-related outcomes were investigated by establishing their (theoretical) covariance structure. Estimates of the covariances of normal approximations of joint distributions were derived for the following cases: a. the total number of accidents, victims and fatalities in a certain class; b. the logarithm of the total number of accidents, victims and fatalities in a certain class; and c. the logarithm of the total number of accidents, the logarithm of the ratio of the number of victims to the number of accidents, the logarithm of the ratio of the number of fatalities to the number of victims. KW - Covariance KW - Fatalities KW - Injuries KW - Logarithms KW - Statistical analysis KW - Traffic crash victims KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/730067 ER - TY - CONF AN - 00930325 AU - Misener, James A AU - Balvanyos, Tunde AU - Wei, Wenbin AU - VanderWerf, Joel AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - SMARTBRT IN MOTION : USE OF A NEW SET OF PLANNING, ANALYSIS AND EVALUATION TOOLS FOR BUS RAPID TRANSIT PY - 2002 SP - 14 p. AB - This presentation reports on first-year results from a two-year project to develop a computer simulation, visualization and methodological "toolbox", SmartBRT, to describe and evaluate operational aspects of Bus Rapid Transit (BRT) concepts. This paper describes the objectives and the basis of the tool and summarizes results from two separate preliminary analyses - a study of onboard travel time as a function of operation variables, and a study on serving high passenger demand by increasing available capacity. While these case studies address the Wilshire-Whittier Rapid Metro BRT (LACMTA), they also illustrate the capabilities of SmartBRT for various levels of analyses. These analyses are accompanied by a photorealistic animation showing the BRT in-lane operation. Finally plans for the completion of SmartBRT in Year 2 are presented U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Buses KW - Planning KW - Public transit KW - Simulation KW - Technology assessment KW - Transportation operations UR - https://trid.trb.org/view/723513 ER - TY - CONF AN - 00930327 AU - Fuentes, Jorge S AU - Damico, Gregory B AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - TOPOLOGICAL ANALYSIS OF THE FREEWAY INTERSECTION AND APPLICATIONS PY - 2002 SP - 12 p. AB - This paper applies the techniques used in the analysis of electrical network topology to the analysis of traffic intersections. Also, it shows that these techniques may be applied to any traffic intersection including surface street intersections, freeway intersections, and freeway interchanges; moreover, it proves that if we define 20 traffic flow parameters in a traffic intersection we only need to know 12 parameters because the other 8 can be calculated with the techniques illustrated in this paper. Examples for derivations of traffic flow equations for both freeway intersection and surface street intersections are clearly described, including the contents of each matrix and vector used in the matrix equations. Conventional equations are defined in terms of the parameters defined on this paper. Potential applications for detector systems, traffic control including adaptive traffic control and analysis of bottlenecks traveler information systems, and traffic data are discussed U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Freeways KW - Simulation KW - Traffic control KW - Traffic flow UR - https://trid.trb.org/view/723515 ER - TY - CONF AN - 00930329 AU - Reynold, James P AU - Nicoliasen, Michael Tako AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - TRANSPORTATION MANAGEMENT CENTER (TMC) PLANNING CONSIDERATIONS FOR SOUTHWEST FLORIDA PY - 2002 SP - 25 p. AB - This paper provides a methodology and makes recommendations for determining the number and the location of transportation management centers (TMCs), applying this to determine their basic functions in the Naples-Fort Myers, Sarasota-Bradenton and Lakeland areas of Florida. The approach identifies and describes the primary considerations for the TMCs. The paper then applies these considerations to the specific environments of the Interstate 75 and Interstate 4 Corridors using a scoring matrix. An alternatives analysis is provided in the report to test several TMC configuration alternatives against the considerations to determine how well each alternative satisfies the considerations. Based on this recommendations are provided for TMC development in the regions. The paper concludes that the decision to locate TMCs, determining their total number in a large area such as a state or multi-state area can me made, based on a set of criteria using factors common throughout all ITS deployments and factors specially derived from the region'' characteristics and functional needs U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Planning KW - Traffic control centers UR - https://trid.trb.org/view/723517 ER - TY - CONF AN - 00930331 AU - MACLEAN, S D AU - Dailey, Donald J AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - WAP CELL PHONE ACCESS TO REAL-TIME TRANSIT INFORMATION PY - 2002 SP - 14 p. AB - This paper presents the use of wireless technology to deliver real- time transit information. It describes a system which delivers the estimated departure times, for over 1200 buses, within a large geographic region, 2500 square miles of King County Washington, USA to Internet-enabled mobile cell phones. Delivering this much information on a small handset presents significant challenges. This paper demonstrates that the physical restrictions of such devices such as screen size and input options, can be overcome to achieve effective user interactions and data presentations. The system is publicly available via the World Wide Web. In this paper we present an overview of the architecture to create such an application along with some preliminary usage results of deploying it in Seattle U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced traveler information systems KW - Internet KW - Public transit KW - Real time information KW - Wireless communication systems UR - https://trid.trb.org/view/723519 ER - TY - CONF AN - 00930315 AU - Steigerwald, D G AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - RECMODELER : EVALUATING COOPERATIVE COLLISION AVOIDANCE PY - 2002 SP - 10 p. AB - RECmodeler is a modular simulation tool built to evaluate alert criteria for collision avoidance systems, including information that might be available from a vehicle-to-vehicle communications system. No assumptions were made about the specific communications system or available datum; the goal was to evaluate what data would be most useful. The single-lane, rear-end collision, lead-vehicle decelerating scenario was chosen as the best test case for demonstrating the effectiveness of the methodology. Software modules built to date include four different sensor models and a fuzzy-logic driver model. Communications can be limited by both distance and direction, in order to limit nuisance alerts. The results of this prototype evaluation indicate that alert thresholds based on velocity differences or deceleration can be more effective than those based on closing rate or following distance. The ability of the cooperative system to immediately alert to the risky actions of vehicles at a distance, prior to those vehicles actually posing a crash risk themselves, provides an extra level of performance relative to systems that alert based only on recognition of an imminent crash situation U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Crash avoidance systems KW - Fuzzy systems KW - Simulation KW - Vehicle to vehicle communications UR - https://trid.trb.org/view/723505 ER - TY - CONF AN - 00930316 AU - Douma, Frank AU - Hedblom, Milda K AU - Dadabayeva, Nodira AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - REGULATION OF SAFETY AND PRIVACY ISSUES IN WIRELESS COMMUNICATION APPLICATIONS FOR TRANSPORTATION PY - 2002 SP - 10 p. AB - This article will conduct a comparative analysis of legal norms regulating a use of cellular telephone while driving a vehicle in five states that were active in addressing the safety issues: Minnesota California, Massachusetts, Florida, and New York. The article will then consider a role of private and public regulation of data security and privacy issues on the national and international levels, and conclude that while the current efforts at private self-regulation may be the most useful at this time, government regulation may eventually have a proper role as well U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Cellular radio KW - Policy KW - Privacy KW - Safety KW - Wireless communication systems UR - https://trid.trb.org/view/723506 ER - TY - CONF AN - 00930312 AU - Mitchell, Dennis J AU - Churchill, Bruce W AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - OREGON DOT'S PHASE 2 TRANSPORT ADVANCED TRANSPORTATION MANAGEMENT SYSTEM : REQUIREMENTS MANAGEMENT IN ACTION PY - 2002 SP - 9 p. AB - Building on the successful "port" of the Georgia NaviGAtor Advanced Transportation Management System (ATMS), the Oregon Department of Transportation (ODOT) has embarked on an ambitious project to upgrade its TransPort ATMS with advanced "Phase 2" applications in the Region 1 Transportation Management and Operations Center (TMOC) in Portland. These applications are referred to as High Level Objectives and include the integration of Automatic Vehicle Location, Alphanumeric Paging and System Wide Adaptive Ramp Metering, and the improvement of existing ramp metering and incident management operations. Phase 2 also includes the establishment of a viable software development environment for future upgrades. These High Level Objectives are being applied to the baseline ATMS to meet the operational needs of Region 1 and to upgrade the real-time data feeds from ATMS to the award-winning statewide TripCheck web site. Two recent additions to the High Level Objectives are to integrated bus probe speed data from the Tri-Met transit management system and to convert CMS sign drivers to an NTCIP specification U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced traffic management systems KW - Freeway management systems KW - Ramp metering KW - Traffic control centers UR - https://trid.trb.org/view/723502 ER - TY - CONF AN - 00930321 AU - Doyle, Terrence AU - Whited, John AU - Choudhry, Omar AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - REPORT, CARS POOLED FUND STUDY : A STATEWIDE TRAFFIC MANAGEMENT AND INFORMATION SYSTEM PY - 2002 SP - 7 p. AB - In 1999, the States of Iowa, Minnesota, Missouri and Washington joined forces with public partner Castle Rock Consultants to establish the REPORT Pooled Fund Study SPR-3(079) to develop a system tailored to the informational needs of state personnel and the traveling public. During 2001, six additional states (Maine, New Hampshire, New Mexico Vermont, Alaska and Kentucky) have joined the pooled fund study to lift the number of participating states to ten. By combining resources, states would be able to pool resources to develop a system that was affordable, could be designed to meet their specific needs and be expanded as states find new uses for the system. The system would allow for states to collect and disseminate vital traffic weather and traveler information on a regional or statewide basis over the Internet. As a result of these efforts, the Condition Acquisition and Reporting System (CARS) program was designed U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced traveler information systems KW - Internet UR - https://trid.trb.org/view/723509 ER - TY - CONF AN - 00930328 AU - Allen, Peggy V AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - TRAFFIC SIGNAL PRIORITY CONTROL : DEKALB COUNTY, GEORGIA PY - 2002 SP - 20 p. AB - Traffic signal priority control is a new concept for the metro Atlanta area. The implementation of this signal priority control system for buses is a result of several years of planning, traffic signal construction, software development, and bus retrofitting. DeKalb County partners in the project were the Metropolitan Atlanta Rapid Transit Authority (MARTA), the Georgia Department of Transportation Temple and 3M. The implementation of the traffic signal priority control system was DeKalb County's first Intelligent Transportation System (ITS) project. It has been difficult yet rewarding. While there have been similar types of signal priority control projects for buses implemented in the past, this type of priority control is the first of its kind to be implemented in the United States. This system is the first to be installed on a regular commuter, non express bus route U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Buses KW - Traffic signal preemption UR - https://trid.trb.org/view/723516 ER - TY - CONF AN - 00930324 AU - Zimmerman, Carol A AU - Raman, Mala AU - Mallett, William J AU - Roberts, Craig AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - SHARING DATA FOR TRAVELER INFORMATION : PRACTICES AND POLICIES OF PUBLIC AGENCIES PY - 2002 SP - 20 p. AB - The act of data sharing by transportation agencies is the subject of this paper. Ownership and rights to use could have a powerful effect on deployment of 511 and other traveler information services. This paper documents the current state of the practice, describing how the public and private sectors deal with ownership and sharing. The report also examines policies aimed at facilitating data sharing and ultimately improving the quantity and quality of information that reaches travelers. The study encompassed both the agencies who generate and disseminate data as well as the recipients, especially private sector firms, that provide traveler information services to travelers. The objective was to gather information on several aspects of data sharing practices. Public agencies' data sharing practices for traveler information services was investigated in a survey of agencies currently sharing data. Starting with a list of agencies identified as having traveler information telephone numbers, agencies having traveler information projects or services that were known to the authors of this report were added to the list. The candidate agencies were prioritized based on criteria such as regional representation and types of data being shared U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced traveler information systems KW - Policy UR - https://trid.trb.org/view/723512 ER - TY - CONF AN - 00930313 AU - Howard, Daniel W AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - AN OVERVIEW OF TRAFFIC INCIDENT MANAGEMENT OPERATIONS IN UPSTATE NEW YORK : CAPITAL REGION, MEDIUM SIZED URBAN AREA; SOUTHERN ADIRONDACK REGION, RURAL AREA PY - 2002 SP - 8 p. AB - For many years, freeway traffic management programs have been focused on the large metropolitan areas. In upstate New York, one of the State's ITS deployments is a program to manage transportation incidents in both a mid-sized urban and rural area, utilizing a scaled-down version of a "big city" ITS implementation. The real backbone of this program is a number of multi-jurisdictional operational relationships focused through a Transportation Management Center U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced rural transportation systems KW - Deployment KW - Incident management KW - Traffic control centers KW - Transportation operations UR - https://trid.trb.org/view/723503 ER - TY - CONF AN - 00930322 AU - Shabazian, David AU - Brohman, Rita AU - Porter, Marc AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - SACRAMENTO AREA REGIONAL ITS ARCHITECTURE PY - 2002 SP - 11 p. AB - With the completion of Tier I and II National ITS workshops, SACOG and the Sacramento Region ITS Partnership initiated a project to complete the Regional ITS Architecture based on the information gathered during the workshop process. This paper discusses the process, which was followed throughout development of the Regional ITS Architecture focusing on the inclusion of stakeholder consensus within the region. The Paper also provides a high-level graphically representation of the completed Regional ITS Architecture, and covers some of the benefits relative to the deployment of ITS technology and solutions. Finally the paper recommends an approach for maintaining the Regional ITS Architecture, and local funding sources for the implementation of ITS U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - System architecture UR - https://trid.trb.org/view/723510 ER - TY - CONF AN - 00930323 AU - Churchill, Bruce W AU - Scanlor, Pam AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - THE SAN DIEGO INTERCAD PROJECT : A RETROSPECTIVE VIEW PY - 2002 SP - 11 p. AB - The InterCAD San Diego Project was born in 1995 as part of the Southern California ITS Priority Corridor Showcase Program. In the ensuing years, the project has had some successes but the original goals of fully integrating public safety agencies with each other and with the regional Transportation Management Center have not been met. The project justification is no less compelling than it was in 1995 and indeed is now even more so in the light of recent initiatives in the US DOT/US DOJ ITS Public Safety Program. A number of lessons learned are presented in this paper U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Incident management KW - Intelligent transportation systems programs KW - Safety KW - Transportation operations UR - https://trid.trb.org/view/723511 ER - TY - CONF AN - 00930330 AU - Mantri, Yogesh S AU - Jordan, D Christopher AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - A UNIQUE APPROACH TO STATEWIDE PROCUREMENT OF ATMS SOFTWARE : A CASE STUDY IN MARICOPA COUNTY, ARIZONA PY - 2002 SP - 13 p. AB - Traditionally, state and local transportation agencies in Maricopa County procured signal system software individually. Early in the conceptual planning process for their own traffic signal system modernization, Maricopa County Department of Transportation (MCDOT) staff identified several benefits in procuring the software on a regional basis. In conjunction with the Arizona Department of Transportation (ADOT), MCDOT established a Regional Traffic Signal Procurement Group. After six months of meetings involving up to thirteen different agencies, the Regional Procurement Group developed a request for proposals to provide traffic signal system software to any agency in the state of Arizona. This paper provides other transportation agencies with a stimulus to engage in similar procurements. The paper includes a detailed overview of the development of the regional procurement request for proposals and scope requirements. In concluding, the paper highlights the benefits that individual agencies realized through this process. Most significantly, the cooperative procurement accelerated the deployment of essential signal systems in Maricopa County U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced traffic management systems KW - Procurement KW - Traffic signals UR - https://trid.trb.org/view/723518 ER - TY - CONF AN - 00930314 AU - Wik, Erik AU - Marray, Dan AU - Stock, Dan AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - PHASE II ELECTRONIC MANIFEST SYSTEM : PROMOTING EFFICIENCY AND SAFETY THROUGH INTERMODAL DATA TRANSFER PY - 2002 SP - 16 p. AB - Recognizing the important role government can play in developing and testing innovative technology systems for air freight movement, the Federal Highway Administration, Federal Aviation Administration, and the State of Illinois have partnered with the ATA Foundation and its private sector partners to develop and operationally test an Electronic Multimodal Distribution Chain Manifest system. The system will demonstrate the improvements in efficiency and security of an Internet-based electronic manifest system compared to traditional processes and paper-based manifest systems. The operational test is being conducted in conjunction with manufacturing, trucking, and airline participants in the Chicago-O'Hare International Airport and New York City-JFK International Airport service areas U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Air transportation KW - Airports KW - Automated clearance KW - Electronic data interchange KW - Internet KW - Logistics KW - Security UR - https://trid.trb.org/view/723504 ER - TY - CONF AN - 00929058 AU - Owens, Nicholas D AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - AN EVALUATION OF THE NEW YORK STATE PROOF-OF-CONCEPT PROJECT ONE STOP CREDENTIALING AND REGISTRATION (OSCAR) PY - 2002 SP - 35 p. AB - The paper presents a qualitative evaluation of the New York State proof-of-concept project for electronic credentialing, the One Stop Credentialing and Registration Project (OSCAR). An overview of the I- 95 Corridor Coalition's CVO program and the methodology used to conduct the evaluation are presented in the Sections 1 and 2 of the paper. Sections 3 and 4 summarize the organization of the New York State motor carrier program and current credentialing processes. A detailed description of the OSCAR project is presented in Section 5. Sections 6 presents evaluation findings, including an in-depth analysis of the institutional factors that contributed to the success of the proof-of-concept, and presents recommendations for other jurisdictions to consider when designing and implementing similar projects. Conclusions and recommendations for other jurisdictions to consider in the design and implementation of similar projects are presented in Section 7 U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Automated clearance KW - Commercial vehicle operations KW - Trucking UR - https://trid.trb.org/view/722703 ER - TY - CONF AN - 00929059 AU - Siesel, Douglas E AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - FIBER OPTIC CABLING INFRASTRUCTURE SOLUTIONS FOR ITS PY - 2002 SP - 9 p. AB - This paper presents fiber optic cabling and related passive component solutions typically found in communication designs for ITS as well as proper testing needs. This paper explains and recommends various types of fiber optic assemblies / components, processes and design considerations when deploying a fiber optic network for ITS applications. Two of the most common ITS fiber optic deployment configurations are examined: (1) Traffic Operations Center to Field Communication Shelter (high bandwidth); (2) Field Communication Shelter to Roadside Device (relatively low bandwidth) U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Communication systems KW - Fiber optics KW - Traffic control centers UR - https://trid.trb.org/view/722704 ER - TY - CONF AN - 00929093 AU - Christie, Blake AU - Proper, Susan AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - ITS STANDARDS IMPLEMENTATION : INTEROPERABILITY ISSUES AND SOLUTIONS PY - 2002 SP - 8 p. AB - Early deployments of standards have revealed some differences of opinion within the transportation industry as to what constitutes interoperability and how standards may be used to achieve it. Such misunderstandings have occasionally led to early deployments of systems that do not have the expected interoperability. This paper discusses issues that limit or restrict interoperability in deploying early versions of standards, and the solutions that are currently in development. While some ITS standards are not yet complete, they are well on the way to providing expected interoperability benefits U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Deployment KW - Interoperability KW - Standards UR - https://trid.trb.org/view/722735 ER - TY - CONF AN - 00929094 AU - Goodwin, Cecil W H AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - LOCATION PROBES : A NEW TECHNOLOGY FOR IMPROVING MAP DATABASE ACCURACY PY - 2002 SP - 9 p. AB - The advent of location-enabled devices and the technology of location-based Services opens the door for a new way to improve the spatial accuracy of digital road maps. For the last decade and more accurate digital road maps available to public and private sector users were produced by expensive processes such as running the roads with differential GPS-equipped vehicles staffed by company employees. The new two-way communications capabilities under development to support location-based services, and the center-based architecture of those services, now makes it possible for all location-enabled devices to serve as location probes, providing real-time GPS observations to central sites where they are available for long-term collection and statistical analyses. This paper details how this new capability will allow existing digital maps to be modified to reflect the as-driven road network at minimal cost. Given a sufficient period of collection horizontal accuracies of road centerlines of 2-3 meters can be obtained for little cost beyond that of post-processing. It is possible that even lane-level information can be extracted for heavily-traveled roads U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Digital mapping KW - Global Positioning System KW - Probe vehicles UR - https://trid.trb.org/view/722736 ER - TY - CONF AN - 00929055 AU - Collura, John AU - Plotnikov, Valeri AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - EVALUATING TRANSIT TICKETING AND FARE COLLECTION (TFC) SYSTEMS : TFC SYSTEM ALTERNATIVES AND EVALUATION MEASURES PY - 2002 SP - 17 p. AB - In this paper, the authors address the issues of: (a) TFC (transit fare collection) system alternatives available on the market in the U.S. and (b) TFC system performance measures to compare alternative systems in terms of their operating costs. The authors conclude that while there are a number of independent factors affecting the composition, functions, and performance of a TFC system, the type of payment media, fare media, TFC equipment, and mode of transit are four major factors associated with TFC system performance in terms of operating costs. The authors also suggest that cost-effectiveness and labor-intensiveness metrics would be useful evaluation measures to assess the operating costs of existing and new TFC systems. Finally the authors present statistical data on selected heavy rail systems in the U.S. to illustrate the use of the framework and evaluation measures and to support the notions that cost-effectiveness and labor-intensiveness may vary considerably among heavy rail TFC systems and that this variation is due, in part, to the TFC technology including the type of fare media U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Automatic fare collection KW - Benefit cost analysis UR - https://trid.trb.org/view/722700 ER - TY - CONF AN - 00929082 AU - Brydia, Robert E AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - A GIGABIT ETHERNET SOLUTION TODAY FOR TOMORROW'S TRAFFIC NETWORK NEEDS PY - 2002 SP - 14 p. AB - The Texas Transportation Institute (TTI) is performing the College Station Integration Project to improve arterial operations and emergency vehicle routing at intersections with railroad grade crossings within the project area. The focus is delivering real-time video and rail monitoring information to the College Station Fire Department. The critical task for this project is the design of a communications system for the corridor that can handle high-bandwidth applications. This paper presents the results of an analysis of the communications system needs, the range of possible solutions and the reasons why Gigabit Ethernet was chosen for the solution. This paper also presents the Phase I communication system design as well as a discussion of the challenges that still remain. Innovative solutions for a full range of equipment needs in the traffic signal cabinet are also presented, based upon the use of Gigabit Ethernet as the communications backbone U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Automatic vehicle monitoring KW - Communication systems KW - Computer networks KW - Railroad grade crossings UR - https://trid.trb.org/view/722725 ER - TY - CONF AN - 00929097 AU - Nassereddine, Imad AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - MANAGING TOLL EVASION IN THE ETC WORLD PY - 2002 SP - 22 p. AB - Highway 407 Express Toll Route (407 ETR), located just north of Toronto, Ontario, Canada, is the first all-electronic toll highway in the world. It provides free-flow access and tolling of all vehicles in an open-road environment. This presentation describes the main components of the electronic tolling system, the legislation in place the tools used to identify toll evaders and the enhanced enforcement program that has been implemented, in cooperation with the Ontario Provincial Police (OPP), to minimize toll evasion on 407 ETR U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Automated toll collection KW - Law enforcement UR - https://trid.trb.org/view/722739 ER - TY - CONF AN - 00929054 AU - Michalopoulos, Panos G AU - Hourdakis, John AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - ESTIMATION OF RAMP CONTROL EFFECTIVENESS THROUGH MICROSCOPIC SIMULATION PY - 2002 SP - 25 p. AB - Recent public opposition threatened to abandon ramp control as a traffic management option in the Twin cities of Minneapolis and St. Paul, which has one of the most extensive ramp control systems in the nation. In response to this Mn/DOT had to produce tangible independent evidence that ramp metering is effective in order to avoid turning off the meters. Simulation is the most widely accepted technique for achieving the stated objectives without turning the metering system off and was therefore used in this study. Two freeway sections were selected for detailed testing and the results along with the methodology are presented here. The results confirm that ramp metering is effective on the ramp/freeway system (not just the freeway) but they also revealed excessive delays on certain ramps that seem to support the concerns raised by the users. Real life issues related to the simulation implementation process (data collection and filtering calibration, interpreting/summarizing results, etc.), are also presented. Through the course of this work simulation reliability was established by defining a successful calibration/validation methodology and by identifying, in the process, certain operational problems related to the surveillance and control system deployed which were unknown. Finally, a general methodology was developed for evaluation that can easily be adapted to any user specified control strategy or used to improve an already existing one without field disruptions U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Ramp metering KW - Simulation KW - Technology assessment UR - https://trid.trb.org/view/722699 ER - TY - CONF AN - 00929061 AU - Choudhry, Omar AU - Whited, John AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - FORETELL, RESULTS FROM THE FIRST WINTER OF OPERATION PY - 2002 SP - 8 p. AB - Adverse weather conditions cause havoc on our nation's highways resulting in accidents, delays and expensive clean-up activities. To combat unsafe road conditions, state highway maintenance agencies in the United States and Canada spend over state and local agencies spend over $2.0 billion annually to control and combat unsafe road conditions due to snow and ice. Reliable and detailed information is required by maintenance officials to make their operational decisions regarding winter maintenance activities. Decisions are made based on the best available information that typically provides a general idea of when and where inclement weather is due. The FORETELL program provides maintenance users in the Midwest with advanced weather and road condition forecasts to assist in making these pro-active decisions. The activities and usage information for the FORETELL project were compiled for the months of October, 2000 to April, 2001. This report reflects the activity of county maintenance officials of Wisconsin and state maintenance officials from Minnesota and Iowa, and provides some insight into how weather and road condition information is used by these users U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Road weather information systems KW - Transportation operations UR - https://trid.trb.org/view/722706 ER - TY - CONF AN - 00929091 AU - Placer, John AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - INTERACTIVE DATA ANALYSIS IN SUPPORT OF THE ADOT/NAU FUZZY VARIABLE SPEED LIMIT PROJECT PY - 2002 SP - 10 p. AB - In 1998 Northern Arizona University (NAU) and the Arizona Department of Transportation (ADOT) designed and implemented the prototype of a variable speed limit (VSL) system for rural highways. The VSL system implements a real-time fuzzy control algorithm that utilizes information provided by Road Weather Information Stations (RWIS). This system continuously displays highway speeds appropriate to the atmospheric and road surface conditions at locations of interest along the I-40 corridor in rural northern Arizona. At the time of this initial project, none of the RWIS sites along I-40 were providing the complete data set needed for full utilization of the fuzzy control algorithm. During the project described in this paper an RWIS site on I-40 was fully upgraded so that it could be used as a test site to monitor the complete data set of atmospheric and road surface conditions needed by the fuzzy control algorithm. In addition to this a traffic detection system was added to the RWIS site U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced rural transportation systems KW - Computer algorithms KW - Fuzzy systems KW - Motor vehicles KW - Road weather information systems KW - Speed KW - Traffic speed UR - https://trid.trb.org/view/722733 ER - TY - CONF AN - 00929098 AU - Wang, Yinhai AU - Zhang, Xiaoping AU - Nihan, Nancy L AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - MONITORING FREEWAY CONGESTION USING SINGLE-LOOP MEASUREMENTS PY - 2002 SP - 15 p. AB - Two of the most effective approaches to the solution of congestion problems, Advanced Traffic Management Systems (ATMS) and Advanced Traveler Information Systems (ATIS) have been developing rapidly since the 1980s. Single-loop detectors are major data sources for such systems. In this study, the authors propose an approach that takes in nine consecutive 20-second interval measurements from a single-loop detector, processes these measurements, estimates speeds for 3-minute periods, and produces congestion information based on the estimated speeds. The entire procedure includes three steps: loop data preprocessing, traffic speed estimation, and congestion detection. To automate the procedure, a Freeway Congestion Monitoring System (FCMS) has been developed in C++. The FCMS can produce both speed and congestion severity curves in real time. Site data from a loop station on Southbound I-5 were applied to demonstrate the FCMS system. The system performed consistently well under both congested and un- congested conditions. After further tests, the FCMS system may be incorporated into current ATMS and ATIS systems to provide more reliable and more intuitive traffic information to transportation professionals and road users U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Freeway management systems KW - Loop detectors KW - Traffic congestion UR - https://trid.trb.org/view/722740 ER - TY - CONF AN - 00929084 AU - Pacheco-Costello, Dyanesa AU - Maguire, Stephen J AU - Chang, Edmond Chin-Ping AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - HUMAN EVACUATION BEHAVIOR : ESSENTIAL TOOL FOR EFFECTIVE EVACUATION PLANNING PY - 2002 SP - 18 p. AB - Disasters have a devastating impact on the lives of thousands of Americans. To develop safe evacuation procedures, decision-makers need to gain a clearer understanding of the human behavior elements involved during the emergency evacuation process. However, many factors can affect evacuation behaviors, including behavioral risks associated with evacuations, specific populations affected by evacuations, and differences in evacuation in different populations. This paper was developed to improve the understanding of human behavior elements during disaster evacuations. The results can provide decision-makers with a better understanding of how numerous human behavior patterns should be considered to make accurate assumptions during potential emergency evacuations U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Emergency communication systems KW - Human factors KW - Incident management KW - Planning KW - Routing UR - https://trid.trb.org/view/722727 ER - TY - CONF AN - 00929086 AU - Yi, Kyongsu AU - Min, Sukki AU - Huh, Kunsoo AU - Cho, Dongil AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - IMPLEMENTATION AND VEHICLE TESTS OF A LONGITUDINAL CONTROL LAW FOR APPLICATION TO STOP-AND-GO CRUISE CONTROL PY - 2002 SP - 13 p. AB - This paper presents the implementation and vehicle tests of the vehicle longitudinal control scheme for stop-and-go cruise control. The control scheme consists of a vehicle-to-vehicle distance control algorithm and throttle/brake control algorithm for acceleration tracking. A vehicle desired acceleration for vehicle-to-vehicle distance control has been designed using Linear Quadratic optimal control theory. Performance of the control algorithm has been investigated via both computer simulations and vehicle tests. A millimeter wave radar sensor has been used for distance measurement. A step motor and an electronic vacuum booster have been used for throttle/brake actuators, respectively. It has been shown that the proposed control algorithm can provides satisfactory performance U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Cruise control KW - In vehicle sensors KW - Longitudinal control KW - Millimeter wave devices KW - Millimeter waves KW - Radar UR - https://trid.trb.org/view/722729 ER - TY - CONF AN - 00929053 AU - Eisele, William L AU - Rilett, Laurence R AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - ESTIMATING TRAVEL TIME MEAN AND VARIANCE FOR ITS DATA SOURCES PY - 2002 SP - 16 p. AB - This paper describes recently completed research investigating corridor travel time mean and variance estimation. Simultaneous travel time data were collected along two corridors from several sources including instrumented test vehicles, commercial vehicles, and an ITS data source. The ITS data source included automatic vehicle identification (AVI) in Houston, Texas and inductance loop detectors in San Antonio, Texas spaced every 0.5 mile (0.8 kilometer). This paper identifies several important findings. First, ITS travel time data sources, such as AVI in Houston, were found to provide a very cost-effective data collection method. They also provide accurate travel time mean estimates while providing more confidence in the travel time estimate. Second, commercial vehicles were found to have longer travel times than those reported by the ITS data sources. This demonstrates that it may be reasonable to provide travel time maps and information in real-time specifically; for commercial vehicles for just-in-time or fleet operations. Third, the difficulty of using spot-speed measurements (i.e., estimates from loop detectors) for corridor travel time estimates is also identified. Finally, the correlation between adjacent links along a corridor was investigated. It was found that the covariance is generally non-zero and positive with the Houston AVI data. This indicates that the link variances cannot simply be summed to calculate corridor variance U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Automatic vehicle identification KW - Loop detectors KW - Traffic estimation KW - Travel time UR - https://trid.trb.org/view/722698 ER - TY - CONF AN - 00929092 AU - Benouar, Katie Buxton AU - Alm, Erik AU - Kanzler, Tori AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - AN ITS BENEFIT ASSESSMENT TOOLKIT FOR CALIFORNIA'S DOT : ISSUES AND CHALLENGES PY - 2002 SP - 8 p. AB - This paper will focus on how ITS benefit-cost research products can be transferred to transportation professionals as credible, useful decision support tools for state department of transportation (DOT) officials. Research has been conducted for several years by Partners for Advanced Transit and Highways (PATH) at the University of California, Berkeley, sponsored by the California Department of Transportation (Caltrans). This research effort has produced models and a body of academic work establishing the unique benefits of ITS applications working in synergy to improve system management, increase traveler information, make transit a better alternative, improve safety and reliability. With the products of the research effort becoming available, the challenge is to transfer the research to the practitioners. This paper elaborates the process of developing an approach to achieve this transfer of ITS benefit-cost research to the practitioners and to develop a credible decision support argument for funding ITS in Caltrans' transportation system management strategies U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Benefit cost analysis KW - Intelligent transportation systems KW - Partners for Advanced Transit and Highways KW - Policy UR - https://trid.trb.org/view/722734 ER - TY - CONF AN - 00929099 AU - Ng, Walter AU - Paddack, Erma AU - Aceves, Salvador AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - OPTIMUM VEHICLE COMPONENT INTEGRATION WITH INVEST (INTEGRATED VEHICLE SIMULATION TESTBED) PY - 2002 SP - 10 p. AB - The authors have developed an Integrated Vehicle Simulation Testbed (InVeST) which is based on the concept of Co-simulation, and allows the development of virtual vehicles that can be analyzed and optimized as an overall integrated system. The virtual vehicle is defined by selecting different vehicle components from a component library. Vehicle component models can be written in multiple programming languages running on different computer platforms. At the same time InVeST provides full protection for proprietary models. Co-simulation is a cost-effective alternative to competing methodologies, such as developing a translator or selecting a single programming language for all vehicle components. InVeST has been recently demonstrated using a transmission model and a transmission controller model. The transmission model was written in SABER and ran on a Sun/Solaris workstation, while the transmission controller was written in MATRIXx and ran on a PC running Windows NT. The demonstration was successfully performed. Future plans include the applicability of Co-simulation and InVeST to analysis and optimization of multiple complex systems including those of Intelligent Transportation Systems U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Intelligent transportation systems KW - Simulation KW - Vehicles KW - Virtual reality UR - https://trid.trb.org/view/722741 ER - TY - CONF AN - 00929060 AU - Radloff, Ernst AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - FIELD EXPERIENCE WITH AN AEI/OCR SYSTEM PY - 2002 SP - 14 p. AB - In the intermodal transportation industry there is a growing need for better tracking of containers in transit to improve handling operations, reduce error, increase throughput, and enable the use of electronic data interchange (EDI). As electronic tags are not in general use in the container shipping industry, automation of the container recognition process must be achieved through the identification numbers printed on the containers. It is in this context that Transportation Development Centre (TDC), the Montreal Port Authority, and Institut national d'optique (INO) have joined forces on an intermodal technology project designed to improve the efficiency and productivity of container movement through the Port. We report on a Canadian first: the development of a system that integrates automatic equipment identification (AEI) with a state-of- the-art optical character recognition (OCR) system for the automated identification of railcars and containers U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Automatic equipment identification KW - Optical detectors KW - Ports KW - Railroad transportation UR - https://trid.trb.org/view/722705 ER - TY - CONF AN - 00929095 AU - Walton, Jennifer R AU - Barrett, Monica L AU - Crabtree, Joseph D AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - MANAGEMENT AND EFFECTIVE USE OF DYNAMIC MESSAGE SIGNS IN KENTUCKY PY - 2002 SP - 14 p. AB - Dynamic message signs (DMS) are used to communicate accurate, timely and pertinent information to travelers on roadways. This information helps travelers avoid hazards or delays and respond properly to changing roadway conditions. In an ideal environment state transportation departments would be able to allocate DMS to various areas of the state based upon changing needs. The location of each sign would be monitored, and the message could be controlled and checked remotely. Unfortunately, there are problems standing in the way of reaching this ideal situation. The Kentucky Transportation Cabinet initiated a research project to identify and address these problems. The research project included collecting an inventory of the DMS in the state, reviewing policies of other states and organizations, and identifying needs and issues with regard to management and use of the signs using a focus group session. This information was used to develop recommendations for ways to improve the management and use of the DMS U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Policy KW - Variable message signs UR - https://trid.trb.org/view/722737 ER - TY - CONF AN - 00929096 AU - Koolis, J A AU - Decker, Harold J AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - MANAGING ITS 24-HOURS A DAY : MAINTAINING ATMS SERVICE DURING RECONSTRUCTION OF THE "Q" BRIDGE PY - 2002 SP - 7 p. AB - The Connecticut Department of Transportation (ConnDOT) is facing a number of issues in planning for what will be the State's largest highway construction project: the I-95 New Haven Harbor Crossing/Pearl Harbor Memorial Bridge (aka the "Q" Bridge) Corridor Improvement Program. This paper highlights efforts of ConnDOT and its consultant Parsons Brinckerhoff Quade and Douglas Inc., in planning for the project. It also demonstrates that while the installation of Advanced Traffic Management Systems have helped reduce traffic congestion along our nation's highways, the systems themselves may be an additional encumbrance to future reconstruction activities. Careful planning and additional expense are required in order to maintain the systems during construction, but the benefits that these systems provide in allowing traffic monitoring within a construction zone, greatly offset the additional costs U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced traffic management systems KW - Benefit cost analysis KW - Work zone safety UR - https://trid.trb.org/view/722738 ER - TY - CONF AN - 00929083 AU - Morris, Bob AU - Barbaresso, Jim AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - GREAT LAKES ITS PROGRAM : AN ITS SUCCESS STORY PY - 2002 SP - 13 p. AB - The Great Lakes ITS (GLITS) Program focuses on multi-jurisdictional multi-modal ITS integration in Southeast Michigan. This area is experiencing tremendous growth due largely to the success of the auto industry, but also due to its proximity to many transportation resources. This area is a "crossroads of commerce" with major interstate highways, a bustling international waterway, the nation's busiest international border crossings, an expanding international airport, and a rebounding Detroit at its core. ITS is an important element in a complex formula for continuing this growth. Through ITS transportation operations throughout the corridor can be coordinated among jurisdictions and across modes. Travelers throughout the corridor will be provided with information to improve their commutes to expedite "just-in-time" delivery, or to make their visits more enjoyable U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Intelligent transportation systems programs UR - https://trid.trb.org/view/722726 ER - TY - CONF AN - 00929085 AU - Funke, Doug AU - Ort, Jim AU - Thielman, Carol AU - Mark, Ed AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - IIMS, AN OPERATIONAL TEST OF A MULTI-AGENCY SYSTEM FOR COORDINATING INCIDENT RESPONSES PY - 2002 SP - 13 p. AB - This paper describes the Integrated Incident Management System (IIMS). IIMS is a large multi-agency system for coordinating incident and emergency responses. Sponsored by the New York State Department of Transportation (NYSDOT) and the Federal Highway Administration (FHWA) and developed by the Calspan-UB Research Center (CUBRC), IIMS is currently undergoing operational testing by the New York City Police Department (NYPD), New York City Department of Transportation (NYCDOT), and NYSDOT. IIMS is designed to transmit critical messages including visual images of the incident between mobile units and a network of inter-connected communications centers. IIMS was developed using open communications standards and builds on the foundation provided by the National ITS Architecture U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Emergency communication systems KW - Incident management UR - https://trid.trb.org/view/722728 ER - TY - CONF AN - 00926873 AU - Shapiro, Debra Lynn AU - Puri, Preeti AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - BIOMETRIC SECURITY FOR ADVANCED TRAFFIC MANAGEMENT SYSTEMS PY - 2002 SP - 10 p. AB - The security of Advanced Traffic Management System (ATMS) proves to be vital as these systems are expanded to support regional traffic management, integrated with public safety, electronic toll collection and other systems, and become part of Homeland Security. Changes to critical ATMS subsystems by disgruntled employees, operators without permission and training to manage functions, hackers, or aggressive terrorists could create dangerous roadway situations. Password protection provides minimal security. Often, passwords are not only lost or stolen, but also shared among employees. This paper provides insight on the security challenges faced by ATMS systems and proposes biometric fingerprint security as a viable solution. Biometric fingerprint scan technology has improved steadily over the last ten years. A discussion of fingerprint technology is provided along with information about the integration of this capability into existing ATMS systems U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced traffic management systems KW - Scanners KW - Security UR - https://trid.trb.org/view/720873 ER - TY - CONF AN - 00926875 AU - Lister, Mac AU - Rumery, Jeffery AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - BUFFALO COUNTY ITS PROJECT AND REGIONAL ARCHITECTURES PY - 2002 SP - 15 p. AB - Buffalo County has an ITS project implementation underway encompassing a brokered rural bus transit system in South Central Nebraska. As a part of this project discussions with FHWA led the project partners to want to develop a project ITS architecture that would meet federal guidelines established in the rule for conformity with the National ITS Architecture that went into effect on April 8, 2001. The Division Office of FHWA requested support in this effort from the Midwestern Resource Center of FHWA and several meetings were planned to aid the local partners in their efforts. In the first of these meetings a need to address the more regional issues of a regional ITS architecture were identified. The stakeholders decided to move forward with the development of a regional architecture that would include the project architecture for the ITS project that was already underway. This paper will outline the partners in the ITS project, the project itself, and discuss the development of the project and regional architectures. The architecture development is still underway at the time of this writing. The schedule calls for completion during 2002 U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced rural transportation systems KW - Intelligent transportation systems programs KW - Paratransit services KW - Planning KW - System architecture UR - https://trid.trb.org/view/720875 ER - TY - CONF AN - 00926877 AU - Ampelas, Andre AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - CALYPSO, THE INTEROPERABLE ELECTRONIC TICKETING STANDARD PY - 2002 SP - 3 p. AB - CALYPSO is an interoperable electronic ticketing standard open to multi-application environments. It was developed by a group of European partners from the cities of Brussels, Constance, Lisbon Paris and Venice. CALYPSO provides the basis for a new service relationship with clients: facilitating access to networks customizing travel cards and complementary services, diversifying sales outlets, and managing client databases. The specifications of CALYPSO enable the transport operator to define its own electronic ticketing system using a complete range of cards (dual-interface transport or multiservice cards, contactless paper tickets). U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Automatic fare collection KW - Interoperability KW - Public transit UR - https://trid.trb.org/view/720877 ER - TY - CONF AN - 00926879 AU - Damico, Gregory B AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - CCTV MEDIA ACCESS SYSTEM PY - 2002 SP - 8 p. AB - In the effort to respond to media inquiries for access to freeway closed circuit television (CCTV) video images, a system was developed in the Los Angeles area to demonstrate feasibility of implementing and operating such a media access system. Development of the means to implement CCTV media access evolved over a multi-year timeframe. Both technical and institutional issues were encountered and resolved in order to bring about deployment of the system. Formal agreements were negotiated and executed to govern the terms and conditions for granting external access to the freeway CCTV video camera images. A partnership of media participants developed the technical design details and completed the system installation. An operational test period uncovered means to provide various refinements to improve the use of the system U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Closed circuit television KW - Policy KW - Public private partnerships KW - Traffic surveillance UR - https://trid.trb.org/view/720879 ER - TY - CONF AN - 00926866 AU - Ervin, Robert AU - Sayer, James AU - LeBlanc, David AU - Hagan, Michael AU - Bareket, Zevi AU - Fancher, Paul AU - Winkler, Christopher AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - ACAS FIELD OPERATIONAL TEST PLAN PY - 2002 SP - 15 p. AB - A plan has been defined for conducting a field operational test of the Automotive Collision Avoidance System (ACAS). The goal of this test is to determine the practical suitability of the ACAS function for widespread use by the driving public. The scope of testing covers a 10-month period of naturalistic driving of ACAS-equipped vehicles by a stratified sample of laypersons, each of whom will retain the vehicle for four weeks as his or her personal car. Thus, the intent is that the driving experience be naturalistic, notwithstanding the limited period of vehicle use U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Crash avoidance systems KW - Driving UR - https://trid.trb.org/view/720866 ER - TY - CONF AN - 00926880 AU - Mohler, Scott E AU - Shirley, John R AU - Surgi, R J AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - CLOSED-CIRCUIT TELEVISION (CCTV) CAMERA TECHNOLOGY EVALUATION PY - 2002 SP - 27 p. AB - The closed circuit television (CCTV) camera marketplace, much like personal computers, is in a state of constant evolution. Marketplace competition, technology advances, and more stringent user demands are constantly spurring the creation of ever faster, more reliable, and increasingly economical camera surveillance options. Because the Georgia Department of Transportation (GDOT) is in the process of deploying a major expansion to the NaviGAtor system that will include increased camera surveillance of approximately one thousand cameras they wanted to determine if there were newer CCTV cameras, either on the market or up and coming, that could more effectively serve everyone's needs. They also wanted to assess the ramifications of introducing a new camera into NaviGAtor, which could be very significant in terms of cost and effort. The purpose of the evaluation was to assess the latest camera technologies, and then determine which, if any, of these technologies should be deployed as the NaviGAtor system is expanded. In addition, the study included developing an approach for integrating the recommended new CCTV camera into NaviGAtor U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Cameras KW - Closed circuit television KW - Technology assessment UR - https://trid.trb.org/view/720880 ER - TY - CONF AN - 00926898 AU - Qiao, Fengziang AU - Wang, Xin AU - Yu, Lei AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - DETERMINING AGGREGATION LEVEL FOR ITS DATA VIA WAVELET TRANSFORMATION PY - 2002 SP - 18 p. AB - In addition to the intended use of Intelligent Transportation System (ITS) data for traffic operational purposes, it is possible and desirable to use these data for various transportation planning purposes. The nature and sheer amount of data requires careful and judicious processing to appropriate aggregation levels and sampling frames to make the real-time traffic data more meaningful to transportation planners. Some pioneer approaches determine the aggregation levels empirically by testing whether the difference between the aggregated series and the original series is statistically significant. However, there is a risk that the measuring errors are also included, and further more, no one knows that what kinds of information have been omitted and what remain. In this research, the original real time ITS data, were first decomposed via the wavelet transformation. Then the measuring noises as well as the various useful signal components were identified. The next step goes to find out what the physical meaning for each of the retained components in the decomposed series is. The well-designed sampling frequency can serve as the proper aggregation level that is able to capture the required frequency component and eliminate other unnecessary ones. Different transportation planning purposes need different frequency components from the original ITS data series, so the wavelet transformation approach can help us determine what's the proper value of the aggregation level for a particular planning purpose U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Databases KW - Information processing KW - Planning KW - Real time information KW - Traffic flow UR - https://trid.trb.org/view/720897 ER - TY - CONF AN - 00926899 AU - Campbell, John L AU - McCallum, Marvin C AU - Richman, Joel B AU - Granda, Thomas AU - Slavich, Antoinette AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - DEVELOPMENT OF ICON IDEA : ICON INTERACTIVE DEVELOPMENT AND EVALUATION ASSISTANT PY - 2002 SP - 11 p. AB - Icons are visual images used to symbolize an object, action, or concept. If properly conceptualized and designed, they can provide a number of advantages over a text-only approach to presenting drivers with in-vehicle messages. However, poorly designed icons can lead to additional driver workload, driver confusion, and errors. Unfortunately, there are few sources of human factors design guidelines that can be used with confidence during the icon development process. Under contract to the Federal Highway Administration (FHWA), Battelle is providing automotive and electronics designers with a set of human factors design guidelines for in-vehicle display icons. The final guidelines are currently under development and will provide in-vehicle information system (IVIS) developers with key information regarding the use and integration of existing and new visual icons. In addition to the hardcopy human factors design guidelines, FHWA asked the Battelle team to develop an interactive design tool for presenting individual candidate icons in a manner that also provides evaluative information about the icons. This design tool, called Icon IDEA (Icon Interactive Development and Evaluation Assistant) provides icon designers with the following basic functions: (1) a searchable database of over 400 candidate icons, (2) access to evaluation ratings for each of the icons in the database, (3) recommendations for further refining the icon designs, and (4) clear and simple design guidelines for developing and evaluating all in-vehicle icons U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Databases KW - Human factors KW - Information display systems KW - Vehicle design UR - https://trid.trb.org/view/720898 ER - TY - CONF AN - 00926869 AU - Luo, Anna Tao AU - Maguire, Stephen J AU - Chang, Edmond Chin-Ping AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - ANALYSIS OF TRAFFIC MODELING FOR EVACUATION SYSTEMS PY - 2002 SP - 17 p. AB - Emergency evacuation is one most protective measure and viable alternative during regional emergencies in response to both natural and man-made disasters. Several evacuation traffic models have been developed and currently available to support the planning and analysis of emergency evacuation. However, to be effective, the decision- makers must understand how these models can be used to facilitate the planning, analysis, and deployment of emergency evacuation for populations at risk. This paper reviews and analyzes various traffic models, suggests how to improve the operational planning of emergency evacuation, and recommends the necessary technological enhancements for evacuation traffic models U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Emergency communication systems KW - Planning KW - Routing KW - Simulation KW - Traffic estimation KW - Traffic flow UR - https://trid.trb.org/view/720869 ER - TY - CONF AN - 00926876 AU - Hammer, Glen AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - BUILDING A STATEWIDE TRANSIT TRIP PLANNING SYSTEM FOR OREGON : FROM IDEAS TO OPTIONS PY - 2002 SP - 41 p. AB - At the direction of senior management the Oregon Department of Transportation embarked on a project to significantly improve the availability and quality of information for public transportation customers in Oregon. The main project objective is to reduce barrier to the use of public transportation that stem from poor information about these services. The vision is an information source that provides one stop shopping for public transportation information in Oregon, and potentially the entire Northwest. One of the challenges to developing such a system is translating the vision into a definable project. The number of stakeholders (over 200 in Oregon) compounds the project complexity, as does the variety of services being offered. When you add to these factors the ambitious nature of a statewide- system a concise project scope becomes very important. The presentation explains our approach to defining this project. It outlines the three reports that were developed and the phased approach that was adopted. The reports demonstrate the high level of interest in this project within the public transportation community and provide and overview of existing systems in the United States and in other countries U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced traveler information systems KW - Planning KW - Policy KW - Public transit UR - https://trid.trb.org/view/720876 ER - TY - CONF AN - 00926872 AU - Jenq, Jeffrey H AU - Saleem, Faisal AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - AZTECH'S EXPERIENCE WITH TRAVELER INFORMATION KIOSKS PY - 2002 SP - 12 p. AB - Developed as part of the Phoenix AZTech national ITS Model Deployment Initiatives (MDI), twenty-three traveler information kiosks have been operational for more than three years. These kiosks were built as part the regional Advanced Traveler Information System (ATIS) to provide public with useful traveler information, including real-time traffic condition. Recently, an effort was initiated by the Maricopa County Department of Transportation, the lead agency of the AZTech program, to examine and assess the traveler information kiosk program in the Phoenix area. This paper summarizes the major findings of the study, including reviews of the procurement and implementation history, basic configuration, operational features, information contents, and usage assessment. Despite the sound design, the average level of usage of the kiosks was found to be less than satisfactory. In addition to the discussions of possible room for improvement, a viable alternative to the information kiosks for traveler information dissemination in public locations was also discussed U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced traveler information systems KW - AZTech (Program : Arizona) KW - Technology assessment UR - https://trid.trb.org/view/720872 ER - TY - CONF AN - 00926874 AU - Phamdo, Nam AU - Brunson, Steven J AU - Preziotti, Gerry R AU - Kyle, Elizabeth M AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - A BRAKING MODEL FOR COLLISION WARNING SIMULATION PY - 2002 SP - 17 p. AB - A discrete-time model, which characterizes a driver's braking behavior, is developed. According to the proposed model, the amount of braking depends on the current vehicle speed and the required stopping distance. The model is used to simulate the performance of the NHTSA (National Highway Traffic Safety Administration) Alert Algorithm. The simulation results indicate that, in the situation where an inattentive driver is approaching a stopped lead vehicle at 60 mph, the probability of collision is less than 17.6% when the NHTSA Alert Algorithm is in minimum sensitivity mode. In maximum sensitivity mode, the probability of collision is less than 3.2% U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Brakes KW - Crash avoidance systems KW - Crashes KW - Driving KW - Risk assessment KW - Simulation UR - https://trid.trb.org/view/720874 ER - TY - CONF AN - 00926868 AU - Curry, Reates AU - Greenberg, Jeff AU - Blanco, Myra AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - AN ALTERNATE METHOD TO EVALUATE DRIVER DISTRACTION PY - 2002 SP - 15 p. AB - Traditional ways of directly measuring visual demand while driving (i.e., extracting eye glance data by manual video tape reduction) are tedious and cumbersome. This paper is a summary of the results on visual demand associated with various telematic tasks. The results are based on the data collected from an empirical study. More specifically, traditional eye glance measures such as Mean Single Glance Time, Number of Glances, Total Glance Time, and Longest Single Eye Glance are compared to other dependent measures such as Static/Dynamic Task Completion Times and the Number of Excursions committed while completing the task. Previous findings indicated that static task completion time is a viable surrogate of dynamic task completion times. Results presented herein provide supportive evidence of previous findings, in addition to the Total Glance Time being a good predictor of other surrogate measures such as lane- keeping performance and task completion times U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Driver monitoring KW - Driving KW - Human factors KW - Telematics UR - https://trid.trb.org/view/720868 ER - TY - CONF AN - 00926870 AU - Chang, Edmond Chin-Ping AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - ATIS DATA FUSION FOR TRAVELER INFORMATION SERVICE PY - 2002 SP - 3 p. AB - Operating agencies and 3rd party wireless service providers in Taiwan have been developing a comprehensive traffic information service system covering urban expressways and arterial transportation facilities. This available traffic information can be used for effective traffic routing and congestion management applications. To support the advanced traveler information service, a Traffic Data Fusion Process (TDFP) was developed that is based on both historical and real-time link travel times. This paper describes the design and implementation of automatic computer-assisted procedures, the TDFP, to estimate updated link-travel-time, select proper incident responses and construct traffic information messages. The proposed system currently being developed, can distribute real-time traffic information automatically to all users U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced traveler information systems KW - Data fusion KW - Traffic estimation KW - Travel time UR - https://trid.trb.org/view/720870 ER - TY - CONF AN - 00926871 AU - Khosla, Deepak AU - Matic, Roy AU - Schwartz, David AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - AUTOMOTIVE COLLISION AVOIDANCE SYSTEM FIELD OPERATIONAL TEST PROGRAM : MULTI-SENSOR FUSION FOR COLLISION AVOIDANCE PY - 2002 SP - 14 p. AB - This paper describes a data fusion architecture and system for fusing multiple sensor information for automotive applications, specifically adaptive cruise control and forward collision warning applications. Both of these applications rely on accurate detection of vehicles that are in the forward path of the host-vehicle. This in turn requires accurate estimation of forward road geometry and host vehicle state. Information about road geometry in the forward path of an automobile can be obtained by using a variety of sensors such as gyro, camera GPS, etc. To reduce uncertainty as well as handle missing and/or incomplete data from single sensor systems, one approach is to combine information from multiple redundant and/or complementary sensors. We describe the interface and system for fusing multi-sensor information from gyro, radar, vision, and GPS to provide robust and accurate host vehicle path and state estimation. The core fusion algorithm is based on a Kalman filter and a module that determines the information value of a sensor prior to the fusion step. This paper also describes a novel road model that is superior to a conventional single-clothoid road model as it produces smaller road geometry estimation errors especially during sharp transitions in road curvature. The data fusion software operates at 10 Hz rate on a 266 MHz PC 104 platform. We will also describe results of performance evaluation of the data fusion system U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Crash avoidance systems KW - Data fusion KW - Kalman filtering UR - https://trid.trb.org/view/720871 ER - TY - CONF AN - 00926878 AU - Maurin, Benjamin AU - Masoud, Osama AU - Papanikolopoulos, Nikos AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - CAMERA SURVEILLANCE OF CROWDED TRAFFIC SCENES PY - 2002 SP - 28 p. AB - This paper deals with real-time image processing of crowded outdoor scenes with the objective of creating an effective traffic management system that monitors urban settings (urban intersections, streets after athletic events, etc.). The proposed system can detect, track and monitor both pedestrians (crowds) and vehicles. We describe the characteristics of the tracker that is based on a new detection method. Initially, we produce a motion estimation map. This map is then segmented and analyzed in order to remove inherent noise and focus on particular regions. Moreover, tracking of these regions is obtained in two steps: fusion and measurement of the current position and velocity, and then estimation of the next position based on a simple model. The instability of tracking is addressed by a multiple-level approach to the problem. The computed data is then analyzed to produce motion statistics. Experimental results from various sites in the Twin Cities area are presented. The final step is to provide this information to an urban traffic management center that monitors crowds and vehicles in the streets U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Identification and monitoring systems KW - Identification systems KW - Image processing KW - Monitoring KW - Pedestrian detectors KW - Traffic control KW - Traffic surveillance UR - https://trid.trb.org/view/720878 ER - TY - CONF AN - 00926897 AU - Maeoka, Atsushi AU - Wachi, Makoto AU - Tajima, Teruyuki AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - DEPLOYMENT OF PUBLIC TRANSPORTATION PRIORITY SYSTEM (PTPS) IN JAPAN PY - 2002 SP - 5 p. AB - This paper describes the state of deployment in Japan for Public Transportation Priority Systems (PTPS). The Universal Traffic Management Society (UTMS) of Japan has researched some new systems for traffic administration using ITS technologies under the guidance of National Police Agency (NPA) since 1993. PTPS is one of the research subjects and an advanced system utilizing infrared beacons with a vehicle detecting and a communication function between a vehicle and a road side module, based on the priority signal control for buses introduced throughout Japan widely since the 1970s. This paper shows some brief major functions. Moreover, we made an experiment in PTPS in cooperation with Hokkaido police headquarters and some bus service companies in the 1995 fiscal year and achieved a good result and been introduced into 17 in all the 47 prefectures at the end of the 2000 fiscal year U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Buses KW - Public transit KW - Traffic signal preemption UR - https://trid.trb.org/view/720896 ER - TY - CONF AN - 00926867 AU - Blum, Jeremy AU - Eskandarian, Azim AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - ADAPTABILITY REQUIREMENTS FOR EFFECTIVE COLLISION AVOIDANCE SYSTEMS PY - 2002 SP - 15 p. AB - Emergent Collision Avoidance Systems (CASs) are beginning to assist drivers in performing specific tasks and extending the limits of driver perception. The systems face significant hurdles in terms of safety and driver acceptance. In fact, CASs may actually make the driving environment more dangerous. This paper demonstrates that adaptive capability is necessary to mitigate these concerns. Specifically, CASs must adapt to a driver's style and limitations. Fortunately, a significant portion of this adaptive capability can be realized without additional sensors and with the inclusion of relatively simple hardware. The requirements of components of a CAS are discussed based on advances found in recent relevant literature. An architecture for an adaptive CAS is proposed U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Adaptive control KW - Crash avoidance systems KW - Human factors UR - https://trid.trb.org/view/720867 ER - TY - CONF AN - 00926881 AU - Wilson, Bruce AU - Popkin, Stephen AU - Rau, Paul AU - Hitz, John AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - CONSIDERATIONS FOR EVALUATING A TRUCK-BASED DROWSY DRIVER WARNING SYSTEM PY - 2002 SP - 20 p. AB - The evaluation of a truck-based drowsy driver warning system through field operational test (FOT) data will provide an objective assessment of user- and device-provided performance data. The evaluation will address five areas: safety benefits, driver acceptance, fleet management acceptance, performance and capability, and deployment. This paper reviews the goals and objectives that the evaluation will pursue. Although the details of the plan will evolve as the FOT approaches, the information provided addresses the main topics and indicates the thoroughness with which the evaluation will be performed. Ultimately, the FOT and its subsequent evaluation will provide a useful contribution to public safety U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Driver monitoring KW - Intelligent Vehicle Initiative KW - Safety KW - Technology assessment KW - Trucks UR - https://trid.trb.org/view/720881 ER - TY - CONF AN - 00926882 AU - Hobeika, Antoine AU - El-Zarif, Jamal AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - DEPLOYING AN ITS DETECTION AND WARNING SYSTEM FOR NO-PASSING ZONE VIOLATIONS ON TWO-LANE RURAL ROADS PY - 2002 SP - 27 p. AB - A new safety application, as part of ITS Advanced Rural Transportation System (ARTS), has been developed and deployed on a two-lane rural road (Route 114) in Southwest Virginia. The route has a rolling geometry of several vertical curves and is subject to significant head-on accidents. During the period 1994-2000, the road experienced 11 crashes that resulted in 12 fatalities and 29 injuries. All these accidents were a result of two main conditions: 1) Illegal passing maneuvers crossing solid yellow centerline; and 2) A short passing sight distance due to the road vertical profile. Accidents reports indicated alcohol involvement in some of these incidents. The main objective of the research, supported by Virginia Department of Transportation VDOT, is to design, install, test and evaluate a video detection-based warning system by installing an efficient system on one vertical crest curve on Route 114, capable of performing the following two main functions: 1) Detect vehicles that attempt to violate the no-passing zone; 2) Warn the violating drivers in order to discourage them from continuing their risky maneuvers U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Advanced rural transportation systems KW - Crashes KW - Detectors KW - Driver information systems KW - Lane changing KW - Safety KW - Traffic control UR - https://trid.trb.org/view/720882 ER - TY - CONF AN - 00926900 AU - Nguyen, An AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - DISTRIBUTED TRAFFIC CONTROL SYSTEM VIA CELLULAR DIGITAL PACKET DATA NETWORK PY - 2002 SP - 7 p. AB - The purpose of this demonstration project is to test the concept of using cellular wireless technology to monitor and control traffic signal systems instead of hardwired communications lines. The specific wireless technology deployed is called Cellular Digital Packet Data (CDPD), which provides wireless Internet Protocol (IP) data communications between the traffic signal controllers and the central computer through a cellular service provider. The test bed for this project was chosen to be in the area of San Pedro, California where the Los Angeles Department of Transportation (LADOT) has no hardwired interconnect. The location of this test bed is about 25 miles south of the downtown Traffic Management Center (TMC). The San Pedro area is ideal for this specific test since it is so far from the central TMC. A total of 36 intersections were chosen as part of this project. As of today, 26 intersections are on-line via CDPD. The 2070 timers are chosen for this project for its faster communication rate over the 170. The remote intersections with the 2070 timers are polled once every 5 seconds U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Cellular radio KW - Traffic control KW - Traffic signals KW - Wireless communication systems UR - https://trid.trb.org/view/720899 ER - TY - CONF AN - 00926901 AU - Serafin, Colleen AU - Archer, Gerri AU - University of Michigan Transportation Research Institute AU - George Washington Transportation Research Institute. Center for Intelligent Systems Research AU - Oak Ridge National Laboratory AU - HRL Laboratories AU - Integrated Technology Solutions, Inc. AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration AU - Oregon Department of Transportation AU - University of Minnesota, Twin Cities AU - California Department of Transportation AU - TRANSCORE (FIRM) AU - Georgia Department of Transportation AU - Volpe National Transportation Systems Center AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Universal Traffic Management Society of Japan AU - Texas Southern University, Houston AU - Battelle Human Factors Transportation Center AU - Los Angeles (California) AU - Johnson Controls, Incorporated AU - Texas Transportation Institute AU - University of Minnesota, Twin Cities AU - Science Applications International Corporation AU - I-95 Corridor Coalition AU - Department of Transportation AU - Iteris, Incorporated AU - Transport Canada AU - Castle Rock Consultants AU - Iowa Department of Transportation AU - ITS Michigan AU - Veridian Engineering AU - Northern Arizona University, Flagstaff AU - California Department of Transportation AU - Mitretek Systems AU - University of Tennessee, Knoxville AU - University of Kentucky, Lexington AU - University of Washington, Seattle AU - Lawrence Livermore National Laboratory AU - Capital Region Transportation Management Center AU - ATA Foundation AU - University of Minnesota, Twin Cities AU - Battelle Memorial Institute AU - University of California, Berkeley AU - Iowa State University, Ames AU - DeKalb County, Georgia AU - University of Washington, Seattle TI - EFFECT ON DRIVING PERFORMANCE AND TASK TIME OF USING ADVANCED IN- VEHICLE SYSTEMS IN A DRIVING SIMULATOR PY - 2002 SP - 20 p. AB - This study evaluated two advanced integrated systems with navigation communication, and entertainment capabilities in a driving simulator. One system was a Johnson Controls prototype with a joystick-type control and Hotkeys to input information; the other was a production system with a touchscreen display for the navigation and entertainment functions and a voice-operated system for the communication function. Eighteen participants used both systems while driving in the center lane of a three-lane highway with no traffic and no curves, and also participated in a baseline driving session. Dependent measures of interest included driving performance (lane position, steering angle and speed) and task completion time. Subjective workload ratings also were obtained using the NASA-TLX. The results suggest that type of task and type of system affect task completion time and driving performance. The prototype system showed superior results in shorter task completion times for the destination entry tasks, and overall better driving performance and subjective ratings, than did the production system. Driving performance, however, was better when driving without performing any other tasks than when performing tasks. Future research is recommended to compare driving performance when using advanced in-vehicle systems and traditional systems U1 - ITS America 12th Annual Meeting and Exposition: Securing Our FutureIntelligent Transportation Society of America (ITS America)Long Beach,California,United States StartDate:20020429 EndDate:20020502 Sponsors:Intelligent Transportation Society of America (ITS America) KW - Driver information systems KW - Driving simulators KW - Human factors KW - Telematics UR - https://trid.trb.org/view/720900 ER - TY - RPRT AN - 00924814 AU - National Highway Traffic Safety Administration TI - RESOURCE GUIDE ON LAWS RELATED TO PEDESTRIAN AND BICYCLE SAFETY PY - 2002 SP - n.p. AB - This CD-ROM contains a compendium of vehicle and traffic laws and ordinances together with an assessment of their possible impact on pedestrian and bicycle safety. It requires a Pentium processor and standard Windows browser to run. KW - Bicycling KW - CD-ROM KW - Impacts KW - Laws KW - Motor vehicles KW - Pedestrian safety KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/bike/resourceguide/index.html UR - https://trid.trb.org/view/708184 ER - TY - RPRT AN - 00925865 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-32, -33, AND -37 PY - 2001/12/20 SP - 8 p. AB - This safety recommendation, addressed to Mr. Joel M. Dandrea, Executive Vice President, Specialized Carriers and Rigging Association, recommends that the Specialized Carriers and Rigging Association: (1) Work with the Federal Highway Administration (FHWA) to develop a model pilot car driver training program (H-01-32); (2) Work with the FHWA to develop model oversize/overweight vehicle movement guidelines (H-01-33); and (3) Notify its members of the circumstances of the Glendale, California, accident and, during in-service training for heavy-haul drivers, (1) highlight the potential hazards associated with moving low-clearance trailers over grade crossings and (2) emphasize the need to notify the railroads before an oversize/overweight vehicle is escorted across a highway/rail grade crossing (H-01-37). KW - Driver training KW - Guidelines KW - Low-clearance vehicles KW - Oversize loads KW - Oversize vehicles KW - Overweight loads KW - Pilot car operators KW - Pilot cars KW - Railroad grade crossings KW - Recommendations KW - Specialized Carriers and Rigging Association KW - Truck drivers KW - U.S. Federal Highway Administration UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_32_33_37.pdf UR - https://trid.trb.org/view/718014 ER - TY - RPRT AN - 00925867 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-36 PY - 2001/12/20 SP - 3 p. AB - This safety recommendation, addressed to Mr. Bruce D. Glasscock, President, International Association of Chiefs of Police, and Mr. Thomas N. Faust, Executive Director, National Sheriffs' Association, recommends that the International Association of Chiefs of Police and the National Sheriffs' Association notify their members of the circumstances of the Glendale, California, accident and encourage them to train their officers to make sure (1) that documentation regarding permits is reviewed and verified; (2) that safety briefings to discuss routings and special conditions, including the hazards associated with moving oversize/overweight vehicles over grade crossings, are conducted; (3) that provisions for handling off-route loads are in place; and (4) that necessary notification to the railroads is made before an oversize/overweight vehicle is escorted across a highway/rail grade crossing (H-01-36). KW - Glendale (California) KW - International Association of Chiefs of Police KW - National Sheriffs' Association KW - Notifications KW - Oversize loads KW - Oversize vehicles KW - Overweight loads KW - Permits KW - Police KW - Police escorts KW - Railroad grade crossings KW - Recommendations KW - Safety briefings KW - Traffic crashes KW - Training UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_36.pdf UR - https://trid.trb.org/view/718016 ER - TY - RPRT AN - 00925864 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-30, -31, AND -34 PY - 2001/12/20 SP - 5 p. AB - This safety recommendation, addressed to the Honorable Mary E. Peters, Administrator, Federal Highway Administration, recommends that the Federal Highway Administration: (1) Develop a model pilot car driver training program (H-01-30); (2) Develop model oversize/overweight vehicle movement guidelines (H-01-31); and (3) Encourage the States to adopt the model oversize/overweight vehicle movement guidelines, as addressed in Safety Recommendations H-01-31 and -33, and once developed, to require that oversize/overweight vehicle movements conform to the guidelines (H-01-34). KW - Driver training KW - Guidelines KW - Oversize loads KW - Oversize vehicles KW - Overweight loads KW - Pilot car operators KW - Pilot cars KW - Police escorts KW - Recommendations KW - Truck drivers KW - U.S. Federal Highway Administration UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_30_31_34.pdf UR - https://trid.trb.org/view/718013 ER - TY - RPRT AN - 00925866 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-35 PY - 2001/12/20 SP - 4 p. AB - This safety recommendation, addressed to the Honorable Gus Gomez, Mayor of Glendale, California, recommends that the city of Glendale, California, install low-clearance highway-railroad grade crossing signs (W10-5s) at the Grandview Avenue crossing and evaluate other crossings to determine whether the signs are warranted and, if so, install them (H-01-35). KW - Glendale (California) KW - Low-clearance signs KW - Railroad grade crossings KW - Recommendations KW - Warning signs KW - Warrants (Traffic control devices) UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_35.pdf UR - https://trid.trb.org/view/718015 ER - TY - RPRT AN - 00925868 AU - Blakey, M C AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-32 AND -33 PY - 2001/12/20 SP - 6 p. AB - This safety recommendation, addressed to Ms. Linda Lewis, President and Chief Executive Officer, American Association of Motor Vehicle Administrators (AAMVA), Ms. Barbara Payne, President, California Professional Escort Car Association, Mr. Jake Kimmell, President, Texas Pilot Car Association, and Mr. Billy Bob Bruhns, President, United Safety Car Association, recommends that the AAMVA, the California Professional Escort Car Association, the Texas Pilot Car Association, and the United Safety Car Association work with the Federal Highway Administration (FHWA) to develop a model pilot car driver training program (H-01-32) and work with the FHWA to develop model oversize/overweight vehicle movement guidelines (H-01-33). KW - American Association of Motor Vehicle Administrators KW - California Professional Escort Car Association KW - Driver training KW - Guidelines KW - Oversize loads KW - Oversize vehicles KW - Overweight loads KW - Pilot car operators KW - Pilot cars KW - Police escorts KW - Recommendations KW - Texas Pilot Car Association KW - U.S. Federal Highway Administration KW - United Safety Car Association UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_32_33.pdf UR - https://trid.trb.org/view/718017 ER - TY - RPRT AN - 01478638 AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration AU - Research and Special Programs Administration TI - Early Warning Reporting Categories Analysis of Recall and Complaints Data PY - 2001/12 SP - 25p AB - This analysis was performed to assist the National Highway Traffic Safety Administration (NHTSA) in identifying components and systems to be included in early warning reporting (EWR) categories that would be based upon historical safety-related recalls. The categorization presented in this paper is primarily the result of the examination of recall data maintained by NHTSA in its DIMS II database. Complaints data in DIMS II were also analyzed with respect to the recalls. This paper describes the summarization and analysis of the data, and presents the results for each vehicle category: light vehicles, medium-heavy vehicles, buses, motorcycles, and trailers. KW - Buses KW - Heavy vehicles KW - Highway safety KW - Light vehicles KW - Medium sized cities KW - Motorcycles KW - Recall campaigns KW - Trailers KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - http://ntl.bts.gov/lib/46000/46900/46918/Volpe_Categories_Report.pdf UR - https://trid.trb.org/view/1247614 ER - TY - RPRT AN - 00935928 AU - National Highway Traffic Safety Administration AU - Federal Motor Carrier Safety Administration TI - COMMERCIAL MOTOR VEHICLE TRAFFIC ENFORCEMENT PY - 2001/12 SP - 35 p. AB - This guide has been prepared to assist law enforcement agencies interested in developing traffic enforcement programs focusing on serious moving violations committed by drivers of commercial motor vehicles (CMVs). It was developed to reduce the likelihood of CMV and to reduce the consequences from those that occur. The guide is designed to be used as a workbook, for either classroom or on-the-job training. It contains modules for the user to enter state-specific information, with each chapter having questions at the end to reinforce critical points. The table of contents lists the following subject headings: Commercial Motor Vehicle Enforcement; Commercial Driver's License; Commercial Motor Vehicle Law Enforcement Programs; Judicial Involvement; Targeting Crash-Causing Violations - Speeding, Following Too Closely, Improper Lane Changing, Reckless Driving, Improper Turning, Driving While Impaired, Parking on the Shoulder, Violating Other Commercial Motor Vehicle Laws, Stopping at Railroad Grade Crossings; Commercial Motor Vehicle Stops and Enforcement Considerations. KW - Commercial drivers KW - Commercial vehicles KW - Crash causes KW - Driver licenses KW - Highway safety KW - Impaired drivers KW - Judicial processes KW - Lane changing KW - Motor carriers KW - Moving violations KW - Parking KW - Railroad grade crossings KW - Reckless drivers KW - Road shoulders KW - Speeding KW - Tailgating KW - Traffic crashes KW - Traffic law enforcement KW - Truck crashes KW - Truck drivers KW - Trucking safety KW - Turning traffic UR - http://ntl.bts.gov/lib/19000/19800/19875/PB2003101055.pdf UR - https://trid.trb.org/view/725606 ER - TY - JOUR AN - 00925931 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 2000 PY - 2001/12 SP - 6 p. AB - An earlier report, "Recent Trends in Fatal Motorcycle Crashes" (HS-809 271), examined trends and rates of motorcycle riders (motorcyclists) killed in motor vehicle crashes during the ten year period 1990-1999. This research note compares recently released results from the 2000 Fatality Analysis Reporting System (FARS) to the trends and rates in the earlier report. KW - Fatalities KW - Fatality Analysis Reporting System KW - Motorcycle crashes KW - Motorcyclists KW - Trend (Statistics) UR - http://ntl.bts.gov/lib/19000/19000/19016/PB2002104063.pdf UR - https://trid.trb.org/view/720172 ER - TY - RPRT AN - 00925928 AU - National Highway Traffic Safety Administration TI - YOUR UTAH GUIDE TO PLAYING IT SAFE! PY - 2001/12 SP - 6 p. AB - This brochure, presented in three languages (English, Spanish and French), was prepared for the many tourists who will be visiting Utah during the Olympic Winter Games in Salt Lake City. It provides basic information about local traffic laws, winter traveling in Utah, the weather and altitude in Utah, emergency services, and personal safety. KW - Altitude KW - Brochures KW - Emergencies KW - Safety and security KW - Tourists KW - Traffic regulations KW - Traveler information and communication systems KW - Utah KW - Weather KW - Winter UR - https://trid.trb.org/view/718091 ER - TY - RPRT AN - 00925929 AU - Voas, R B AU - Tippetts, A S AU - TAYLOR, E AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - EFFECTIVENESS OF THE ILLINOIS .08 LAW: AN UPDATE WITH 1999 FARS DATA PY - 2001/12 SP - 9 p. AB - In December 2000, the National Highway Traffic Safety Administration published a report on the effectiveness of the .08 law implemented by Illinois in July 1997. That report covered data from the Fatality Analysis Reporting System (FARS) through 1998. It indicated that there was evidence that the .08 law reduced the number of drinking drivers in fatal crashes by 13.7%. Although the number of alcohol-related fatalities increased in Illinois in 1999, these levels remained considerably lower than projections based on trends from before the change in the law. This current analysis used the additional 12 months of FARS data now available to determine whether there was evidence to indicate that the .08 law was still having an effect in Illinois. The results, using a covariate analysis over a 30-month period, reaffirm the findings of the original analysis of the effectiveness of the Illinois .08 law introduced in 1997. The 30-month analysis found a reduction of 13.65% in the predicted percentage of drinking drivers involved in fatal crashes; for the 2-year period (1998 and 1999), the .08 law is associated with a reduction of approximately 105 alcohol-related deaths. An additional analysis, using the ratio approach, found a similar effect (12.3%). While the results of the covariate analysis remained statistically significant (p=.035), the analysis using the ratio approach was only marginally statistically significant (p=.082). KW - Blood alcohol levels KW - Covariance KW - Drunk drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Illinois KW - Per se laws KW - Ratios KW - Statistical analysis KW - Trend (Statistics) UR - http://www.nhtsa.dot.gov/people/injury/research/Illinois08/index.htm UR - http://ntl.bts.gov/lib/19000/19100/19161/PB2002104681.pdf UR - http://ntl.bts.gov/lib/26000/26000/26080/DOT-HS-809-382.pdf UR - https://trid.trb.org/view/718092 ER - TY - RPRT AN - 00925926 AU - National Highway Traffic Safety Administration TI - NHTSA CRASH INJURY RESEARCH AND ENGINEERING NETWORK (CIREN) PROGRAM REPORT, 2001 PY - 2001/12 SP - 111 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/718089 ER - TY - RPRT AN - 00925927 AU - Baker, S P AU - CHEN, L-H AU - Johns Hopkins University, Baltimore AU - National Highway Traffic Safety Administration TI - DETERMINATION OF CHARACTERISTICS OF FATALLY INJURED DRIVERS PY - 2001/12 SP - 44 p. AB - The objective of this study was to identify driver characteristics that can be used to predict driver risk of fatal crashes. The study had 3 components: (1) Comparisons were made among drivers who were killed in single-vehicle crashes or were at fault or not at fault in multi-vehicle crashes using 1,115 drivers in the 1993 National Mortality Followback Survey linked with drivers in the Fatality Analysis Reporting System (NMFS-FARS cases); (2) NMFS-FARS drivers killed on Friday/Saturday nights from 10 PM to 3 AM were compared with drivers in the 1996 National Roadside Survey; and (3) NMFS-FARS drivers were compared with telephone respondents to the 1993 National Survey of Drinking and Driving Attitudes and Behavior. The following results were obtained: (1) The risk of being killed in a single-vehicle crash is about 3 times as great for drivers who either drink and drive at least weekly or typically drink 5 or more drinks per occasion, and 4 times as great for those who used illicit drugs. (2) Based on comparisons with roadside surveys from 10 PM to 3 AM on Friday and Saturday nights, drivers with blood alcohol concentrations (BACs) of 0.10% or higher are 64 times (CI=33.6-122.8) as likely as drivers with BACs of 0 to 0.04% to be in a crash in which they are killed; drivers who do not use lap or shoulder belts are about 13 times as likely to be in a fatal crash as drivers who wear both lap and shoulder belts. (3) Based on the telephone survey: the likelihood of becoming a fatally injured driver is about 3 times as great for people who drink and drive at least weekly or have 5+ drinks per occasion; among drivers ages 30-64, the likelihood of driver fatality is 4.5 times as great for those with a CAGE score of 2 or higher (indicative of alcohol dependence) compared with those with a CAGE less than 2. Alcohol-related risk factors were more important than demographic factors in predicting driver involvement in fatal crashes. The conclusion of this study was that, when other factors are controlled for, alcohol and seat belt use are the strongest predictors of drivers' risk of involvement in crashes in which they are killed. KW - Blood alcohol levels KW - Drivers KW - Drugged drivers KW - Drunk drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - National Mortality Followback Survey KW - National Roadside Survey KW - National Survey of Drinking and Driving Attitudes and Behavior KW - Risk analysis KW - Seat belts KW - Utilization UR - http://ntl.bts.gov/lib/18000/18800/18856/PB2002102279.pdf UR - http://ntl.bts.gov/lib/26000/26000/26040/DOT-HS-809-380.pdf UR - https://trid.trb.org/view/718090 ER - TY - RPRT AN - 00925901 AU - Macadam, C AU - University of Michigan Transportation Research Institute TI - DEVELOPMENT OF A DRIVER MODEL FOR NEAR/AT-LIMIT VEHICLE HANDLING PY - 2001/12 SP - 120 p. AB - The basic goal of this research was to develop a parametric driver model that can be used to help evaluate and predict representative driver/vehicle handling behavior at or near the limit of driving performance. The model includes provisions for representing a range of driver steering characteristics and vehicle dynamic properties so as to permit computer-based investigation of different combinations of vehicle chassis properties and driver abilities beyond the so-called "normal" driving regime. The focus of this initial stage of work was on driver-vehicle steering interactions under near-emergency or surprise conditions that can require substantial utilization of available tire/road friction. Accommodation of speed changes and alteration of vehicle dynamic properties with lateral and longitudinal acceleration operating conditions--within the driver model--is included in the model. The nonlinear General Motors driver steering model developed under this work significantly extends analysis and predictive capabilities well into the nonlinear/near-limit handling regime of driver/vehicle systems. In addition to the extended nonlinear performance, the development work has also added certain new model features that include variable driver preview, driver speed control preferences based on upcoming road curvature changes, sensory input processing of vehicle response signals, path selection/adjustment options, and a simplified situational awareness element. KW - Computer models KW - Driving KW - Near emergency conditions KW - Steering KW - Vehicle dynamics UR - https://trid.trb.org/view/718060 ER - TY - RPRT AN - 00925886 AU - International Association of Traffic and Safety Sciences TI - WHITE PAPER ON TRAFFIC SAFETY IN JAPAN 2001. ABRIDGED EDITION PY - 2001/12 SP - 23 p. AB - This document provides a summary of the information contained in this year's White Paper of Traffic Safety in Japan, the 31st 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 the major traffic safety measures recently implemented in each category. 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/718037 ER - TY - RPRT AN - 00924247 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 2000: A COMPILATION OF MOTOR VEHICLE CRASH DATA FROM THE FATALITY ANALYSIS REPORTING SYSTEM AND THE GENERAL ESTIMATES SYSTEM PY - 2001/12 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 2000) and GES (1988 through 2000). The remaining chapters present data only from 2000. 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/707689 ER - TY - RPRT AN - 01104850 AU - Mentzer, Stuart G AU - Information Systems and Services, Incorporated AU - National Highway Traffic Safety Administration TI - SISAME Program: Structural Crash Model Extraction and Simulation PY - 2001/11//Final Report SP - 116p AB - This report contains the user's manual and formulation for the SISAME structural impact modeling program. SISAME extracts one-dimensional lumped-parameter structural models from crash test data, and performs simulations of such models. SISAME uses a combination of a user-specified model configuration and crash test motion and, optionally, force data in a global approximation scheme to find optimal models. Any subset of the load-paths and mass element weights can be extracted from sufficiently complete and accurate sets of test data. The full time span of the test data is used in extracting the parameters for a robust solution. The approximation is based on the full (overdetermined) set of equations of motion for the model's instrumented masses and target equations for specified force histories. The load-paths are parameterized to obtain a tractable problem with a modest number of unknown parameters. Linear inequality constraints are used to assure physically meaningful load-paths. Weighted estimates and/or constraints can be used for any extracted parameter. SISAME provides a range of static and dynamic load-path elements, extensive defaults and error checking, and a range of output quantities and formats, and has a friendly, self-documenting user-interface. Sophisticated algorithms are incorporated to ensure efficient reliable extractions and simulations. KW - Crash data KW - Crash models KW - Impact tests KW - Least squares method KW - Motor vehicle accidents KW - Simulation KW - Software packages KW - Traffic crashes KW - Traffic models KW - Traffic simulation UR - http://ntl.bts.gov/lib/19000/19100/19135/PB2002104571.pdf UR - https://trid.trb.org/view/864540 ER - TY - CONF AN - 00968560 AU - MARTIN, P G AU - BURGETT, A L AU - National Highway Traffic Safety Administration TI - REAR-END COLLISION EVENTS: CHARACTERIZATION OF IMPENDING CRASHES PY - 2001/11 SP - 14p AB - This paper demonstrates how a single data record (rather than several time-histories) may be used to characterize an impending two-car, rear-end collision in which a lead-vehicle and following-vehicle are initially separated by a range of R sub o. The characterization process assumes an idealized deceleration profile: a vehicle initially traveling at velocity V sub o decelerates instantaneously from zero to a constant level, d sub o, at some brake application time, t sub b. Therefore, a set of seven single-valued covariates (V sub Fo, d sub Fo, t sub Fb, V sub Lo, d sub Lo, t sub Lb, and R sub o) may be used to describe the actions of both vehicles. In driving simulator tests, the unit may be programmed to meet the ideal deceleration assumption. In naturalistic driving, however, the assumption rarely holds true. Nonetheless, many naturalistic braking events may be accurately represented by a carefully chosen set of covariates. The data reduction procedure described herein shows how the covariates are determined from just two measurements: following-vehicle velocity and inter-vehicle range. The validity of the process is demonstrated using data from the Iowa Driving Simulator, where the actual deceleration profiles of both vehicles are shown for comparison. The process is then applied to naturalistic driving data from a field operational test of an Intelligent (Adaptive) Cruise Control system. U1 - 1st Human-Centered Transportation Simulation ConferenceIowa City, Iowa StartDate:20011104 EndDate:20011107 KW - Autonomous intelligent cruise control KW - Braking KW - Covariates KW - Deceleration KW - Driving simulators KW - Field tests KW - Intelligent control systems KW - Inter-vehicle range KW - Rear end crashes KW - Time duration KW - Velocity UR - https://trid.trb.org/view/687273 ER - TY - RPRT AN - 00929133 AU - National Highway Traffic Safety Administration TI - FIFTH/SIXTH REPORT TO CONGRESS: EFFECTIVENESS OF OCCUPANT PROTECTION SYSTEMS AND THEIR USE PY - 2001/11 SP - 67 p. AB - The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), enacted by Congress on December 18, 1991, directed the Secretary of Transportation to report on the effectiveness of occupant protection systems based on their actual use, and on lap and shoulder belt use by the public and various groups at both the State and national levels (Section 2508(e)). This report is the Fifth/Sixth Report to Congress on the effectiveness of occupant protection systems and safety belt use. Section I provides background information, including the history of Federal Motor Vehicle Safety Standard (FMVSS) 208 requirements, descriptions of occupant protection systems, an explanation of how air bags work, and discussion of the market shares of the various occupant protection systems. Section II addresses estimating the effectiveness of occupant protection systems. The discussion covers fatality-reducing effectiveness and injury-reducing effectiveness. Section III addresses air bag related fatalities among children, adult drivers and adult passengers. Section IV covers major regulatory actions and public announcements, and Section V looks at seat belt use analyses. KW - Air bags KW - Children KW - Crash investigation KW - Effectiveness KW - Fatalities KW - Federal Motor Vehicle Safety Standards KW - FMVSS 208 KW - History KW - Injuries KW - Market share KW - Occupant protection devices KW - Prevention KW - Regulations KW - Seat belts KW - Utilization UR - https://trid.trb.org/view/719052 ER - TY - RPRT AN - 00925939 AU - Stuster, J AU - Anacapa Sciences, Incorporated AU - National Highway Traffic Safety Administration TI - DEVELOPMENT OF A STANDARDIZED FIELD SOBRIETY TEST (SFST) TRAINING MANAGEMENT SYSTEM PY - 2001/11 SP - 25 p. AB - This report presents the results of a study conducted for the National Highway Traffic Safety Administration (NHTSA) to develop a model system to help law enforcement agencies manage Standardized Field Sobriety Test (SFST) training requirements. A further objective is to explore the feasibility of establishing and operating a statewide SFST training-records system. Beginning in 1975, the NHTSA sponsored research that led to the development of standardized methods for law enforcement officers to use when evaluating motorists who are suspected of Driving While Impaired (DWI). Since 1981, law enforcement officers have used NHTSA's SFST battery to help determine whether motorists who are suspected of DWI have blood alcohol concentrations (BACs) greater than 0.10%; the SFST battery was further validated for use at the 0.08 BAC level in 1998. NHTSA's SFSTs largely have replaced the unvalidated performance tests of unknown merit that once were the officer's only tools in helping to make post-stop DWI arrest decisions. NHTSA's SFSTs presently are used in all 50 states and have become the standard pre-arrest procedures for evaluating DWI in most law enforcement agencies. Colorado is the first state to require periodic refresher training for SFST practitioners and instructors. Interviews were conducted with representatives from a sample of Colorado law enforcement agencies to learn how officers and supervisors determine who requires refresher training, and when it is required, to maintain practitioner and instructor certifications. The data elements and design features of a model, computer-based SFST training-records management system were identified based on a review of current methods and procedures. The specifications of the model system are described. KW - Arrests KW - Blood alcohol levels KW - Certification KW - Colorado KW - Decision making KW - Drunk driving KW - Law enforcement personnel KW - Refresher training KW - Sobriety testing KW - Standardized Field Sobriety Tests KW - Training UR - https://trid.trb.org/view/718103 ER - TY - RPRT AN - 00925930 AU - Jones, R K AU - Lacey, J H AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - ALCOHOL AND HIGHWAY SAFETY 2001: A REVIEW OF THE STATE OF KNOWLEDGE PY - 2001/11 SP - 225 p. AB - This report examines the state of knowledge of alcohol-impaired driving at the millennium. The review covers the entire spectrum of related research, from the nature of the societal problem created by alcohol-impaired driving on through the description and effects of programs that have addressed that problem. The review covers scientific literature published since 1990. The contents are as follows: Executive Summary; (1) Introduction; (2) Overview of the Alcohol-Crash Problem; (3) Alcohol Effects on People; (4) Drinking Drivers, Pedestrians, and Bicyclists; (5) Dealing with the Alcohol-Crash Problem; and (6) Conclusions and Recommendations. KW - Alcohol effects KW - Countermeasures KW - Cyclists KW - Drunk drivers KW - Drunk driving KW - Highway safety KW - Literature reviews KW - Pedestrians KW - Traffic crashes UR - http://www.nhtsa.dot.gov/people/injury/research/AlcoholHighway/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26018/DOT-HS-809-383.pdf UR - https://trid.trb.org/view/718093 ER - TY - RPRT AN - 00925933 AU - Block, A W AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2000 MOTOR VEHICLE OCCUPANT SAFETY SURVEY, VOLUME 2: SEAT BELT REPORT PY - 2001/11 SP - 236 p. AB - The 2000 Motor Vehicle Occupant Safety Survey was the fourth 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 and older. Interviewing began November 8, 2000 and ended January 21, 2001. This report, Volume 2, presents the survey findings pertaining to seat belts. Detailed information on the survey methodology, as well as copies of the questionnaires, are contained in the Volume 1 report. The car remains the most common primary vehicle driven by adults (62%), although the percentage has dropped as sport utility vehicles (SUVs) (10%) have increased in frequency. The predominant type of seat belt in the front seat of vehicles is the one piece manual lap and shoulder system (76%). Drivers increasingly are reporting that they have adjustable shoulder belts (48%). Eighty-three percent of drivers said they wore their seat belt "all the time" while driving (up from 79% in 1998), but 8% of those immediately said that they did not use a seat belt while driving at least once in the past day or week. Reported belt use traditionally is higher than observed belt use, although the demographic patterns tend to be the same. Reported seat belt use was lower among males, drivers age 21-24, drivers in rural areas, pickup truck drivers, drivers who engage in other risky driving, and drivers in secondary enforcement States. Drivers most often cited injury avoidance as their most important reason for using seat belts (64%). Part time belt users substantially outnumbered never users, and their primary reasons for non-use were forgetting and driving just a short distance. Eighty-seven percent of the public favored laws that require drivers and front seat passengers to wear seat belts, and 61% favored standard enforcement. 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 - https://trid.trb.org/view/718097 ER - TY - RPRT AN - 00925920 AU - National Highway Traffic Safety Administration TI - BUCKLE UP AMERICA: THE PRESIDENTIAL INITIATIVE FOR INCREASING SEAT BELT USE NATIONWIDE. FOURTH REPORT TO CONGRESS AND SECOND REPORT TO THE PRESIDENT PY - 2001/11 SP - 49 p. AB - This Fourth Report to Congress and Second Report to the President documents the activities of the "Buckle Up America" Campaign from April 2, 1999 through December 31, 1999 as required in the House Report 105-188, Department of Transportation and Related Agencies Appropriations Bill, 1998, and Executive Order 13043. The "Buckle Up America" Campaign continues to fulfill its mission of saving thousands of lives and millions of dollars each year. The goal of reducing child occupant fatalities (0-4 years) by 15% by the year 2000 was actually reached in 1999 - one year early. Restraint use among adults is also increasing. The District of Columbia and 38 States reported an increase in seat belt use rates in 1999. An estimated 11,197 lives were saved by seat belts in 1999. Despite these successes, more work needs to be done. There is steadfast commitment to the "Buckle Up America" Campaign goals of decreasing the number of child occupant fatalities by 25% and increasing the national seat belt use rate to 90% by 2005. The Campaign's four point plan is to build public-private partnerships, enact strong legislation, maintain active and high visibility law enforcement, and conduct well-coordinated and 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/718083 ER - TY - RPRT AN - 00925924 AU - SCHNEIDER, H AU - Louisiana Highway Safety Commission AU - National Highway Traffic Safety Administration TI - AN ANALYSIS OF THE IMPACT OF INCREASED SPEED LIMITS ON INTERSTATES AND ON HIGHWAYS IN LOUISIANA PY - 2001/11 SP - 35 p. AB - A law was passed in mid-year 1997, raising the speed limit on rural interstate highways in Illinois to 70 mph. Therefore, 1996 and 1998 were compared. Dependent variables were fatality count and injury severity. Factors controlled for were road type, speed limit, vehicle type, time of day, weather, driver age and gender and vehicle miles traveled by roadway type and month. Fatal crashes increased by 37% on interstates while fatal crashes in Louisiana as a whole increased by less than 1% during the same period. Fatal crashes on rural interstates increased by 2 crashes per month after the speed limits were raised in August, 1997. The number of injury crashes on interstates did not increase significantly but the number of property damage only did. The number of fatal crashes on urban interstates with speed limits below 70 mph increased by 13% but the number of fatal crashes on rural interstates increased by 46% during the same period. Involvement of young drivers (age 18 to 20) in fatal crashes on interstates more than tripled between 1996 and 1998. Youth driver (age 18-20) involvement in fatal crashes on interstates increased by 211% from 1996 to 1998, while the involvement of drivers aged 21 and older in fatal crashes increased by 70% during the same period. KW - Adolescents KW - Adults KW - Before and after studies KW - Fatalities KW - Injury severity KW - Interstate highways KW - Louisiana KW - Property damage KW - Rural areas KW - Speed limits KW - Teenage drivers KW - Urban areas UR - http://ntl.bts.gov/lib/18000/18700/18740/PB2002101741.pdf UR - https://trid.trb.org/view/718087 ER - TY - RPRT AN - 00925879 AU - Vivoda, J M AU - Eby, D W AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - SAFETY BELT USE IN WAYNE COUNTY COMMUNITIES: FALL 2001 PY - 2001/11 SP - 54 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 2001, are reported here. The six communities included in the survey area were: Brownstown Township, Dearborn, Detroit, Livonia, Romulus, and Taylor. In this study 3,113 occupants traveling in four vehicle types (passengers cars, sport utility vehicles, vans/minivans, and pickup trucks) were surveyed during September, 2001. 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 75.4%. Belt use was 77.6% for passenger cars, 73.3% for sport utility vehicles, 77.0% for vans/minivans, and 68.8% for pickup trucks. overall 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 commute, was low for 16-to-29-year olds, and increased with age. These findings enable us to examine and measure safety use trends in the six communities, and to assess the effects of Public Information and Education programs. This study is superior to the statewide survey for assessing the effects of local programs in the six community area since it focuses entirely on local traffic. KW - Age KW - Automobiles KW - Gender 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/718030 ER - TY - RPRT AN - 00925860 AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - THE SAFETY POTENTIAL OF CURRENT AND IMPROVED FRONT FOG LAMPS PY - 2001/11 SP - 20 p. AB - This document reviews various sources of evidence in an effort to evaluate the safety potential of current and improved front fog lamps. Crash data are reviewed to identify the specific safety consequences of fog, and studies of the visual effects of front fog lamps are reviewed. Finally, there is a discussion of the likely effects of current and improved front fog lamps on driver behavior and on overall safety. The conclusions are that there is very little evidence for a safety benefit from current front fog lamps relative to low beams, that there is little reason to expect that there would be a safety benefit even from improved lamps, and that, in terms of vehicle lighting, the most promising approach to improving safety in fog would be the use of rear fog lamps. In spite of a lack of evidence for safety benefits in fog, fog lamps are a popular optional form of forward lighting that many drivers apparently value. It may be that their main value is more as supplements to low-beam lighting for all conditions, rather than specifically in fog. Given the uncertainties in our present knowledge about how current fog lamps, and potential new fog lamps, affect vision and safety, it would be beneficial to learn more about those issues before adopting new standards for fog lamps, or retiring the current standards. One approach that seems particularly important would be studies that examine the possibly complex reactions of drivers to fog and fog lamps in terms of steering behavior, speed control, and decisions about where and when to risk driving in fog. A second area would be to do a more complete analysis than has yet been done of the crash data concerning fog, perhaps focusing specifically on the issue of how fog affects road-departure crashes. KW - Crash data KW - Fog lamps KW - Front fog lamps KW - Future KW - Highway safety KW - Rear fog lamps KW - Research KW - Vehicle lighting KW - Vision UR - https://trid.trb.org/view/718009 ER - TY - RPRT AN - 00925869 AU - Eby, D W AU - Vivoda, J M AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - DIRECT OBSERVATION OF SAFETY BELT USE IN MICHIGAN: FALL 2001 PY - 2001/11 SP - 62 p. AB - Reported here are the results of a direct observation survey of safety belt use conducted in the fall of 2001. In this study, 15,142 occupants traveling in four vehicle types (passenger cars, sport utility vehicles, vans/minivans, and pickup trucks) were surveyed during August 30 to September 12, 2001. Belt use was estimated for all commercial/noncommercial vehicles 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 92.3%. 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 highest rate observed before the introduction of standard enforcement reveals that the current rate reflects a 12.2 percentage point increase. Belt use was 84.5% for passenger cars, 81.9% for sport utility vehicles, 86.6% for vans/minivans, and 73.2% 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-19 year olds, and highest among the 4-to-15 and 60-and-older age groups. Survey results suggest that the implementation of standard enforcement safety belt use laws and the accompanying enforcement and public information efforts have been very effective in increasing safety belt use in Michigan. KW - Age groups KW - Automobiles KW - Days KW - Gender KW - Highway classification KW - Law enforcement KW - Michigan 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 - Utilization KW - Vans UR - https://trid.trb.org/view/718018 ER - TY - RPRT AN - 00925858 AU - Sivak, M AU - Schoettle, B AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - RESISTANCE OF LED AND INCANDESCENT FRONT TURN SIGNALS TO MASKING EFFECTS FROM ADJACENT HEADLAMPS PY - 2001/11 SP - 17 p. AB - Previous research has shown that, as expected, fast-rise signals [such as light emitting diodes (LEDs) and neon lamps] lead to shorter reaction time than slower-rise signals (such as incandescent lamps). The present study, in two converging experiments, investigated whether rapid rise time makes turn signals more resistant to masking from an adjacent headlamp. The first experiment used a method of limits to obtain luminous intensity thresholds for LED and incandescent turn signals in the presence of headlamp glare. In the second experiment, subjects judged the relative conspicuity of simultaneously presented LED and incandescent turn signals when they flanked an illuminated headlamp. The results of the two experiments were consistent: There was no difference between the two light sources in either detection threshold or judged conspicuity. These results suggest that faster rise time does not affect the resistance of turn signals to headlamp masking. KW - Detection threshold KW - Glare KW - Headlamps KW - Incandescent lamps KW - Light emitting diodes KW - Luminous intensity KW - Masking effect KW - Turn signals KW - Visibility UR - https://trid.trb.org/view/718007 ER - TY - RPRT AN - 00925859 AU - Rumar, K AU - University of Michigan Transportation Research Institute TI - A WORLDWIDE PERSPECTIVE ON FUTURE AUTOMOBILE LIGHTING PY - 2001/11 SP - 53 p. AB - Past work in vehicle lighting has focused primarily on the needs of the developed world. The goal of this study was to analyze how our understanding of lighting needs might be affected if the perspective was widened to the entire world, including the developing countries. Each year, worldwide traffic fatalities are increasing, with the vast majority of the increase occurring in the developing countries. These countries have 40% of the motor vehicles, but suffer 86% of all traffic fatalities. The primary safety problem in the developing world is collisions between vehicles and pedestrians. Furthermore, the crash rate is approximately three times higher in nighttime traffic than during the daytime. The crash type most overrepresented in darkness is pedestrian collisions, with a three to seven times greater fatality risk than during the daytime. Worldwide, an estimated 200,000 pedestrians are killed in night traffic each year. Over 90% of these fatalities occur in developing countries. A number of other nighttime crash types are also overrepresented, but causes other than darkness are more involved (e.g., alcohol and fatigue). Analyses based on the limited information that is available were made of the crash and traffic situations in which automobile lighting plays a critical role and where an improvement in automobile lighting would increase safety. Results showed obvious differences between developed and developing countries. The large number of pedestrians killed in developing countries in night traffic is the major safety difference. This study suggests and evaluates improvements in automobile lighting that would reduce this safety problem in darkness for the world in general and for the developing countries in particular. Some other potential improvements of automobile lighting and other countermeasures are also discussed. KW - Countermeasures KW - Crash rates KW - Developed countries KW - Developing countries KW - Fatalities KW - Improvements KW - Nighttime crashes KW - Pedestrian-vehicle crashes KW - Vehicle lighting KW - Visibility UR - https://trid.trb.org/view/718008 ER - TY - RPRT AN - 00925857 AU - Sullivan, J M AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - CHARACTERISTICS OF PEDESTRIAN RISK IN DARKNESS PY - 2001/11 SP - 26 p. AB - In a previous report (UMTRI-99-21), data analysis using the Daylight Saving Time (DST) changeover and the Fatality Analysis Reporting System (FARS) showed that the added safety risk in darkness versus light is much higher for pedestrians than any other road users. This report extends those analyses to determine the specific magnitude of darkness effects for all harmful events, and focuses on how pedestrian risk is affected by features of the roadway environment. The new results show that pedestrian risk in darkness is related to posted speed limits and is particularly high on high-speed, limited-access roadways, where the combination of speed and limited sight distance may multiply pedestrian risk. Use of alcohol by pedestrians appears to strongly magnify the effect of darkness on the risk of being killed. No similar effect of alcohol was found among the drivers involved in the same crashes. Given the apparent effect of speed on pedestrian risk, there may be substantial safety benefits of innovative headlighting systems that could adjust to the greater visibility needs of higher speeds. KW - Alcohol effects KW - Darkness KW - Freeways KW - Highway safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Risk assessment KW - Sight distance KW - Speed limits KW - Visibility UR - https://trid.trb.org/view/718006 ER - TY - RPRT AN - 00921483 AU - Stewart, K AU - Piper, D AU - King, M AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - EXPLORING AN ALTERNATIVE TRANSPORTATION PROGRAM TO REDUCE IMPAIRED DRIVING PY - 2001/11 SP - 167 p. AB - This study assessed the impact of an alternate ride home for persons who wanted to plan ahead for instances when they may be too impaired to drive, specifically targeting persons between the ages of 29 and 49. First, a series of focus groups was conducted to examine perceptions, opinions, attitudes, and beliefs about impaired driving and to explore attitudes about the importance of family, jobs, and friendships in making decisions about drinking and driving and staying in control. Based on the focus group findings, the researchers chose a workplace program to evaluate because of the connection that exists between drinking and driving and potential negative consequences for workers' careers. Two firms in Dane County, Wisconsin agreed to participate in the program, called CareFare, by promoting this program in their work place. One employer was a bank and the other was a manufacturing company. The appeal of workplace programs designed to prevent drinking and driving is that they are good business. Avoiding a crash is good for everyone, driver and employer alike. From an employer's point of view, lost time due to injury results in reduced productivity regardless of where or when the crash occurs. Some drawbacks were identified. One potential problem is that impaired driving is a sensitive issue when compared to other health concerns that might be addressed at the work place. The two employers in this program expressed concern that providing CareFare coupons might imply that either they condoned heavy drinking or that they believed their employees habitually became too impaired to drive. Surveys conducted after the program found that there was very little awareness of the program among employees of the two participating companies. KW - Alternate ride home program KW - Attitudes KW - Countermeasures KW - Drunk driving KW - Employee assistance programs KW - Focus groups KW - Impaired drivers KW - Public opinion KW - Workplaces UR - http://ntl.bts.gov/lib/18000/18600/18654/PB2002101165.pdf UR - https://trid.trb.org/view/706716 ER - TY - RPRT AN - 00925922 AU - Shankar, U AU - National Center for Statistics and Analysis TI - FATAL SINGLE VEHICLE MOTORCYCLE CRASHES PY - 2001/10 SP - 46 p. AB - More than 38,000 motorcyclists have died in single vehicle motorcycle crashes between 1975 and 1999. Motorcyclist fatalities in single vehicle crashes decreased each year from 1990 to 1996, reaching an historic low of 937 in 1996 and again in 1997. In 1998 and again in 1999 the fatalities increased to 1,042 (11.2%) in 1998 and to 1,140 (9.4%) in 1999. The overall increase in motorcyclist fatalities from 1997 to 1999 was 203 (21.7%). Motorcyclist fatalities in single vehicle crashes account for about 45% of all motorcyclist fatalities. With such a high percentage of motorcyclist fatalities in single vehicle motorcycle crashes, this report was written to provide insight into the possible causes for these fatalities. KW - Crash causes KW - Fatalities KW - Motorcycle crashes KW - Single vehicle crashes UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/Rpts/2001/809-360.pdf UR - http://ntl.bts.gov/lib/35000/35700/35748/809-360.pdf UR - https://trid.trb.org/view/718085 ER - TY - RPRT AN - 00925877 AU - Matteson, A AU - Blower, D AU - University of Michigan Transportation Research Institute TI - TRUCKS INVOLVED IN FATAL ACCIDENTS FACTBOOK, 1999 PY - 2001/10 SP - 106 p. AB - This document presents aggregate statistics on trucks involved in traffic accidents in 1999. 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 - http://www.umtri.umich.edu/cnts/doc/FACTBOOK1999.pdf UR - https://trid.trb.org/view/718028 ER - TY - RPRT AN - 00824625 AU - Centers for Disease Control and Prevention AU - National Highway Traffic Safety Administration TI - NATIONAL STRATEGIES FOR ADVANCING CHILD PEDESTRIAN SAFETY PY - 2001/10 SP - 24 p. AB - This publication offers ideas for encouraging children to explore their environments by walking while reducing their risk of pedestrian injury. It discusses strategies to: raise public awareness about child pedestrian safety; change attitudes and behaviors of both pedestrians and drivers; create safer environments for walking; develop and conduct safe-walking programs; address gaps in current knowledge about pedestrian safety; and collect data to measure how much children walk and identify factors that put them at risk for injury while walking. KW - Attitudes KW - Awareness KW - Behavior KW - Children KW - Data collection KW - Drivers KW - Environment KW - Fatalities KW - Injuries KW - Pedestrian safety KW - Pedestrians KW - Prevention KW - Safety campaigns KW - Safety education KW - Safety programs KW - Strategic planning KW - Walking UR - http://www.cdc.gov/ncipc/pedestrian/newpedbk.pdf UR - http://ntl.bts.gov/lib/19000/19300/19314/PB2002105762.pdf UR - https://trid.trb.org/view/713744 ER - TY - SER AN - 00821224 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - DECLINE IN YOUTH ALCOHOL-RELATED FATALITIES ATTRIBUTED TO FOUR FACTORS PY - 2001/10 IS - 261 SP - 2 p. AB - Drinking and driving in the United States, as measured by alcohol involvement in fatal crashes in the National Highway Traffic Safety Administration's (NHTSA's) Fatality Analysis Reporting System (FARS), decreased substantially from 1982 to 1998. The number of traffic fatalities involving alcohol dropped 36%, and those involving at least one driver or pedestrian with a blood alcohol content (BAC) of 0.10 or above dropped 39%. This decrease was led by young drivers under the age of 21. The number of young drivers in fatal crashes with a positive BAC dropped 61%, from 4,393 in 1982 to 1,714 in 1998. The National Highway Traffic Safety Administration contracted with Preusser Research Group to review data on youth drinking and driving, to analyze differences across the states, and to examine evidence of the effectiveness of laws and programs that may have affected youth drinking and driving. Some factors thought to account for the decrease include population changes, minimum drinking age laws, zero tolerance laws, and youth programs. KW - Adolescents KW - Alcohol use KW - Blood alcohol levels KW - Drivers KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Laws KW - Legal drinking age KW - Measures of effectiveness KW - Pedestrians KW - Population KW - Safety programs KW - States KW - Teenage drivers KW - Traffic crashes KW - Traffic safety KW - United States KW - Young adults KW - Zero tolerance 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=73910bb7897bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714694 ER - TY - SER AN - 00821220 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - FAMILY AND FRIENDS WHO ARE CONCERNED ABOUT AN OLDER DRIVER NEED RESOURCES PY - 2001/10 IS - 257 SP - 2 p. AB - Americans are concerned about highway safety and what to do about older people who no longer drive safely. The automobile is a powerful source of independence, and in some cases, a person continues to drive long after it has become unsafe to do so. Because family members and friends are in the unique position to routinely observe the driving behavior of older people, they are often in the best position to intervene if an older driver is not driving safely. Unfortunately, in many cases they are unaware of the resources available to them that can help them do and say the right thing. This Traffic Tech summarizes a new report, "Family and Friends Concerned About an Older Driver", which describes a research investigation to define the problem and identify workable solutions for those who might intervene. KW - Aged drivers KW - Behavior KW - Driving KW - Families KW - Highway safety KW - Intervention KW - Reports KW - Research 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=b708cd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714690 ER - TY - SER AN - 00821221 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - ALCOHOL INVOLVEMENT IN FATAL CRASHES: COMPARISONS AMONG COUNTRIES PY - 2001/10 IS - 258 SP - 2 p. AB - Much of the progress that has been made in impaired driving in the last decade has been assisted by lessons learned from other countries. The National Highway Traffic Safety Administration (NHTSA) sponsored a systematic effort to gather information about impaired driving around the world. This document describes a report that summarizes information about the measurement of alcohol involvement in traffic crashes. KW - Alcohol use KW - Countries KW - Drunk drivers KW - Fatalities KW - Impaired drivers KW - Measurement 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=6a43508b6c7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714691 ER - TY - SER AN - 00821223 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - OUTSTANDING WARRANTS FOR DWI OFFENDERS: A PROBLEM SEARCHING FOR QUANTIFICATION AND RESOLUTION PY - 2001/10 IS - 260 SP - 2 p. AB - One loophole in the adjudication and sanction process of Driving While Intoxicated (DWI) cases is the number of individuals arrested for DWI who fail to appear in court for adjudication of sanction or fail to comply with court order sanctions. Usually these inactions lead to a warrant action. Mid-America Research Institute conducted a study for the National Highway Traffic Safety Administration to examine the extent of the outstanding DWI warrant problem in locations across the country. The study explored situations that lead to the issuance of warrants and identified promising strategies to minimize the outstanding DWI warrant problem. This Traffic Tech summarizes the Mid-America Research Institute report. KW - Adjudication KW - Courts KW - Drunk drivers KW - Sanctions KW - Traffic violators KW - Warrants (Police operations) 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=c485508b6c7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714693 ER - TY - SER AN - 00821225 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - USE AND LOSE LAWS EVALUATED IN TWO STATES PY - 2001/10 IS - 262 SP - 2 p. AB - The term "Use and Lose" has been used to describe laws that result in driver licensing actions against persons found to be using or in possession of illicit drugs and against young persons found to be drinking, purchasing, or in possession of alcoholic beverages. Use and Lose means that if you use alcohol or other drugs you will lose your driver's license. The National Highway Traffic Safety Administration sponsored a study by Preusser Research Group to assess the highway safety effects of use and Lose laws on subsequent motor vehicle crashes and on subsequent violations for underage persons arrested for alcohol or drug violations in two states, Pennsylvania and Missouri. KW - Alcohol use KW - Alcoholic beverages KW - Arrests KW - Driver licensing KW - Drugs KW - Drunk driving KW - Laws KW - Legal drinking age KW - Missouri KW - Pennsylvania KW - Purchasing KW - Traffic crashes KW - Traffic safety KW - Use and lose laws UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&detailViewURL=/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/;jsessionid=gDKyHTxKPp0r1QkQnGgGnyYlLNGV19gWztqsCJvyVrS9LQlv5G1t!1522756795!-1820420147?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=b43f0bb7897bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714695 ER - TY - SER AN - 00821222 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - JUVENILE HOLDOVER PROGRAM IMPLEMENTATION GUIDE PUBLISHED PY - 2001/10 IS - 259 SP - 2 p. AB - A juvenile holdover program (JHP) is a short-term, temporary holding program for youth. The creativity of law enforcement officers, social workers, and probation officers has always been called upon to decide what to do with a juvenile in need of a safe, and perhaps secure, place to wait until a parent can be located or while the system mobilizes to respond to the needs of a child or youth. This document summarizes an implementation guide - prepared by the American Probation and Parole Association, and sponsored by the National Highway Traffic Safety Administration and the Office of Juvenile Justice and Delinquency Prevention - compiled from the ideas and experiences of many who work in juvenile holdover programs across the nation. The kinds of behaviors that are most likely to lead to placement in a juvenile holdover program, for example - youths driving under the influence of alcohol, are increasing. KW - Adolescents KW - Arrests KW - Children KW - Crimes KW - Drunk driving KW - Juvenile holdover programs KW - Law enforcement KW - Parents KW - Safety KW - Security KW - Traffic violators 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=5f570bb7897bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714692 ER - TY - RPRT AN - 00821203 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-17 THROUGH H-01-25 PY - 2001/09/10 SP - 6 p. AB - These safety recommendations, addressed to Ms. Julie Anna Cirillo, Acting Deputy Administrator, Federal Motor Carrier Safety Administration, recommend that the Federal Motor Carrier Safety Administration develop a comprehensive medical oversight program for interstate commercial drivers that contains the following program elements: Individuals performing medical examinations for drivers are qualified to do so and are educated about occupational issues for drivers (H-01-17); A tracking mechanism is established that ensures that every prior application by an individual for medical certification is recorded and reviewed (H-01-18); Medical certification regulations are updated periodically to permit trained examiners to clearly determine whether drivers with common medical conditions should be issued a medical certificate (H-01-19); Individuals performing examinations have specific guidance and a readily identifiable source of information for questions on such examinations (H-01-20); The review process prevents, or identifies and corrects, the inappropriate issuance of medical certification (H-01-21); Enforcement authorities can identify invalid medical certification during safety inspections and routine stops (H-01-22); Enforcement authorities can prevent an uncertified driver from driving until an appropriate medical examination takes place (H-01-23); Mechanisms for reporting medical conditions to the medical certification and reviewing authority and for evaluating these conditions between medical certification exams are in place; individuals, health care providers, and employers are aware of these mechanisms (H-01-24). It is also recommended that the Federal Motor Carrier Safety Administration develop a system that records all positive drug and alcohol test results and refusal determinations that are conducted under the U.S. Department of Transportation testing requirements, require prospective employers to query the system before making a hiring decision, and require certifying authorities to query the system before making a certification decision (H-01-25). KW - Alcohol tests KW - Certification KW - Commercial drivers KW - Decision making KW - Diseases and medical conditions KW - Drivers KW - Drug tests KW - Hiring policies KW - Identification systems KW - Interstate transportation KW - Medical examinations and tests KW - Medical records KW - Motor carriers KW - Oversight KW - Recommendations KW - Regulations KW - Reports KW - Reviews KW - Transportation safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_17_25.pdf UR - https://trid.trb.org/view/712709 ER - TY - RPRT AN - 00821205 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-27 PY - 2001/09/10 SP - 2 p. AB - This safety recommendation, addressed to Mr. William T. Pound, Executive Director, National Conference of State Legislatures recommends that the National Conference of State Legislatures inform State legislatures about a bus accident that occurred in New Orleans, Louisiana, on May 9, 1999. The bus, carrying 43 passengers departed the right side of the highway, veered off the road, sliding and bouncing along the way, and the resulting accident killed 22 passengers. The driver had known serious medical conditions and was able to obtain medical certification by falsifying and omitting crucial health history information from the examination form. In the 2 years before the accident, several physicians and health care providers treated the bus driver for heart failure and kidney failure. Many of the healthcare providers and physicians knew the bus driver's profession, but no one attempted to contact the State licensing authority regarding his fitness to operate a commercial vehicle. It is recommended that the State legislatures be made aware of the importance of establishing immunity laws for the good-faith reporting of potentially impaired commercial drivers by all individuals and of ensuring that the medical community and the commercial transportation industry are familiar with these laws (H-01-27). KW - Bus crashes KW - Bus drivers KW - Certification KW - Commercial drivers KW - Diseases and medical conditions KW - Fatalities KW - Highway safety KW - Immunity (Law) KW - Laws KW - Medical certification KW - Medical examinations and tests KW - Medical personnel KW - Medical treatment KW - Physicians KW - Recommendations KW - Reports KW - Traffic safety KW - Transportation safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_27.pdf UR - https://trid.trb.org/view/712711 ER - TY - RPRT AN - 00935893 AU - PRASAD, A AU - National Highway Traffic Safety Administration TI - PERFORMANCE OF SELECTED EVENT DATA RECORDERS PY - 2001/09 SP - 20 p. AB - This report discusses the results of a study comparing the performance of selected event data recorders (EDRs) in recording the crash environment for severe traffic accidents. The EDRs were attached to the bed of a 2001 Ford F-150 pickup truck, which was crashed into a fixed flat rigid barrier at 48 kph (30 mph). The report compares the output of the crash pulse from the EDRs to the output from reference accelerometers. KW - Accelerometers KW - Barriers (Roads) KW - Event data recorders KW - Ford automobile KW - Performance KW - Pickup trucks KW - Rigid structures KW - Tests KW - Traffic crashes UR - https://trid.trb.org/view/725573 ER - TY - RPRT AN - 00936801 AU - Sullivan, J M AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - REACTION TIME TO CLEAR-LENS TURN SIGNALS UNDER SUN-LOADED CONDITIONS PY - 2001/09 SP - 13 p. AB - The use of clear-lens signal lamps on automobiles, motivated largely by styling considerations, has prompted interest in whether there are any safety consequences associated with these lamps. In a previous report (UMTRI-98-2), it was found that under bright, sunny conditions, luminance contrast between the off and on states of clear-lens turn signal lamps is smaller than for lamps using amber lenses. On the other hand, color contrast between the off and on states is greater with clear-lens turn signals. An experiment was conducted to compare the reaction time of drivers to signal lamps using clear and amber lenses. The results indicate that luminance contrast is the primary characteristic influencing driver performance and that no compensatory advantage appears to be obtained with increases in color contrast. This result is also consistent with evidence from basic research on visual search. KW - Amber KW - Automobiles KW - Clear (Color) KW - Color KW - Contrast KW - Drivers KW - Lamps KW - Lenses (Optics) KW - Luminance KW - Reaction time KW - Signaling KW - Sunlight KW - Traffic safety KW - Turn signals KW - Visibility UR - https://trid.trb.org/view/730058 ER - TY - JOUR AN - 00929196 JO - Research Note PB - National Center for Statistics and Analysis AU - Burgett, A AU - Gunderson, K AU - National Highway Traffic Safety Administration TI - CRASH PREVENTION BOUNDARY FOR ROAD DEPARTURE CRASHES--DERIVATION PY - 2001/09 SP - 9 p. AB - The Crash Prevention Boundary (CPB) is a relationship between driver response time and level of deceleration that separates crash avoidance performance from unsuccessful crash avoidance performance. This research note develops the CPB equations for one family of road departure crashes - those crashes where the vehicle is traveling at constant speed on a straight road or a curve. KW - Crash prevention boundary KW - Deceleration KW - Equations KW - Ran off road crashes KW - Reaction time UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2001/recover.pdf UR - https://trid.trb.org/view/722763 ER - TY - RPRT AN - 00925945 AU - Boyle, J M AU - Vanderwolf, P AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2000 MOTOR VEHICLE OCCUPANT SAFETY SURVEY, VOLUME 3: AIR BAGS REPORT PY - 2001/09 SP - 65 p. AB - The 2000 Motor Vehicle Occupant Safety Survey was the fourth 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 November 8, 2000 and ended January 21, 2001. 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 2000, 67% reported air bags in the primary vehicles, compared to 53% in late 1998. Drivers with air bags continued to be more likely to use their seat belts than those without air bags in their primary vehicle. Nonetheless, the public still does not fully understand how air bags function. A large percentage of air bag owners, for example, believe that air bags will deploy when impact is from behind. In addition, nearly half of respondents (46%) said that they had concerns about air bag safety. Despite some confusion and concerns over air bags, 82% of the public would prefer air bags on their next vehicle, compared to 13% who would prefer not to have air bags on their next vehicle, and 5% who were not sure. KW - Air bags KW - Consumer preferences KW - Data collection KW - Occupant protection devices KW - Questionnaires KW - Surveys KW - Telephone UR - http://ntl.bts.gov/lib/19000/19200/19265/PB2002105413.pdf UR - http://ntl.bts.gov/lib/26000/26000/26035/DOT-HS-809-413.pdf UR - https://trid.trb.org/view/718108 ER - TY - RPRT AN - 00925934 AU - Stammen, J AU - Rhule, D AU - National Highway Traffic Safety Administration TI - TEMPERATURE SENSITIVITY OF THE HYBRID III 5TH PERCENTILE FEMALE DUMMY: TIME CONSTANTS AND COMPONENT RESPONSES PY - 2001/09 SP - 25 p. AB - The current temperature requirement for the Hybrid III 50th percentile male dummy when used in a Federal Motor Vehicle Safety Standard (FMVSS) 208 test is between 69 and 72 F. This narrow test window is difficult to maintain prior to and during the test. This study examines the need for this temperature requirement by investigating the temperature sensitivity of the Hybrid III 5th percentile female dummy. This study examined 1) the temperature vs. time relationship of various dummy components when the dummy is subjected to a temperature gradient, and 2) the effect of temperature changes on the dynamic response characteristics of the dummy's components. The major conclusions of this study were: (1) Soak duration of 16 hours, as currently stated in the FMVSS 208 test procedure, is sufficient to insure a stabilized temperature for all components of a Hybrid III 5th percentile female dummy; and (2) The temperature sensitivity to thorax impacts observed in the current study is similar to the results observed in the previous study conducted by Saul, which served as the basis for the current temperature requirement in the FMVSS 208 test. Based on the findings of the current study, it is recommended that the current requirements for a stabilized test temperature between 69 and 72 F be maintained for FMVSS 208 tests. KW - Crash injury research KW - Dummies KW - Federal Motor Vehicle Safety Standards KW - Temperature UR - http://ntl.bts.gov/lib/18000/18900/18962/PB2002103448.pdf UR - https://trid.trb.org/view/718098 ER - TY - RPRT AN - 00925932 AU - Boyle, J M AU - Vanderwolf, P AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2000 MOTOR VEHICLE OCCUPANT SAFETY SURVEY, VOLUME 1: METHODOLOGY REPORT PY - 2001/09 SP - 166 p. AB - The 2000 Motor Vehicle Occupant Safety Survey was the fourth 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 November 8, 2000 and ended January 21, 2001. 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://ntl.bts.gov/lib/19000/19200/19264/PB2002105412.pdf UR - http://ntl.bts.gov/lib/26000/26000/26036/DOT-HS-809-388.pdf UR - https://trid.trb.org/view/718096 ER - TY - RPRT AN - 00925919 AU - National Highway Traffic Safety Administration TI - CHOOSING THE CORRECT SCHOOL BUS FOR TRANSPORTING PRE-SCHOOL AGE CHILDREN PY - 2001/09 SP - 16 p. AB - This publication will help you select the type of school bus you need and determine the features and equipment necessary to allow you to transport safely your pre-school passengers. Topics covered include National Highway Traffic Safety Administration (NHTSA) guidelines and State laws, working with your school bus distributor, knowing your passengers, school bus size, seating, anchorage systems, aisle width, emergency exits, school bus entry design, storage areas, and retrofitting. Additional sources of information are provided, including publications, organizations, websites, and school bus manufacturers. Finally, a checklist is provided so you can make sure that you discussed all the listed topics with the school bus distributor before ordering a new school bus for transporting pre-school age children. KW - Aisle width KW - Anchorages KW - Bus entry design KW - Bus storage areas KW - Child restraint systems KW - Design KW - Emergency exits KW - Guidelines KW - Preschool children KW - Retrofitting KW - School bus distributors KW - School buses KW - Seats KW - Size KW - State laws UR - https://trid.trb.org/view/718082 ER - TY - RPRT AN - 00925911 AU - National Highway Traffic Safety Administration TI - MAKE YOUR PARTIES ROCK SUBSTANCE-FREE: A GUIDE TO SAFE AND SOBER EVENT PLANNING PY - 2001/09 SP - 33 p. AB - The National Highway Traffic Safety Administration joined forces with the National Organizations for Youth Safety to develop this year-round party planner. This guide is full of ideas to help you throw the best parties in town. By using the information in this guide alongside a little creativity and teamwork, you can put together an event that people will remember for a long time--and for all the right reasons! This Guide to Safe and Sober Event Planning includes the following: ideas for party settings, themes and activities; promotional ideas to help spread the word about your event; party task lists to make sure your event goes off without a hitch; and a complete set of resources for the event (including logos, posters and other materials to make sure your party rocks!). This Guide will help you show all of your friends that drinking alcohol isn't necessary to have an amazing party. KW - Adolescents KW - Drug abuse KW - Drunk driving KW - Party planning guide KW - Prevention UR - https://trid.trb.org/view/718073 ER - TY - RPRT AN - 00925887 AU - Matteson, A AU - Blower, D AU - University of Michigan Transportation Research Institute TI - TRUCKS INVOLVED IN FATAL ACCIDENTS FACTBOOK, 1998 PY - 2001/09 SP - 106 p. AB - This document presents aggregate statistics on trucks involved in traffic accidents in 1998. 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 - http://www.umtri.umich.edu/cnts/doc/FACTBOOK1998.pdf UR - https://trid.trb.org/view/718038 ER - TY - RPRT AN - 00925878 AU - Eby, D W AU - Kostyniuk, L P AU - Miller, L L AU - Vivoda, J M AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - CHILD SAFETY SEAT USE IN MICHIGAN PY - 2001/09 SP - 47 p. AB - When properly restrained in an age-appropriate child safety seat (CSS), the risk of fatality for children is reduced by up to 71%. In 2000, there were 41,821 traffic fatalities throughout the nation with 2,373 of these fatalities occurring in children ages 14 and under. If CSSs were used 100% of the time in the year 2000, it is estimated that they could have saved the lives of 458 children. The use of CSSs has been identified as an effective means of reducing the incidence of death and trauma incurred by young vehicle occupants involved in crashes. The primary purpose of the project reported here was to determine accurately a statewide CSS use-rate through a direct-observation survey of children at pediatric medical and day care centers. The study showed that 85.5 +/- 2.6% of children under four years of age in Michigan were restrained in a CSS when traveling in a motor vehicle. CSS use rates were highest in vehicles driven by a belted driver, females, and drivers between the ages of 30 and 59. When compared to a similar study conducted in 1997, CSS use has increased across all categories. The study also showed that compared to 1997, unbelted drivers are increasingly more apt to restrain child occupants. Although determining CSS use is a crucial part in the study of child passenger safety, it may not capture the entire traffic safety picture for children. Determining why CSSs are not being utilized and how they are being misused would provide critical information for more targeted Public Information and Education programs. KW - Child restraint systems KW - Children KW - Fatalities KW - Michigan KW - Public information programs KW - Trend (Statistics) KW - Utilization UR - https://trid.trb.org/view/718029 ER - TY - RPRT AN - 00924250 AU - Federal Highway Administration AU - Federal Motor Carrier Safety Administration AU - National Highway Traffic Safety Administration TI - SPEED MANAGEMENT RESOURCES PY - 2001/09 SP - v.p. AB - This CD-ROM contains resource materials that relate to speed management. A list of these materials is provided on the insert with the CD-ROM. The list is as follows: Speed and Highway Safety Brochure; Guidelines for Developing a Municipal Speed Enforcement Program; Speed Management Introduction; Share the Road #1; Share the Road #2; Traffic Safety Facts 2000; Speeding Counts: Speeding is a Factor; Speeding Related Multi-Vehicle Fatal Crashes Involving Large Trucks; Road Function Classifications; Fatality Rates by Road Function; Speeding and Small Vehicle Crashes by Road Function; Speeding Counts on All Roads; Speeding-Related Motor Vehicle Fatalities by Road Function; and Speeding in Rural Areas. KW - CD-ROM KW - Fatalities KW - Guidelines KW - Highway classification KW - Highway safety KW - Rural areas KW - Speed control KW - Speeding KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety KW - Trucks KW - Vehicle size UR - http://ntl.bts.gov/lib/23000/23100/23121/index.html UR - https://trid.trb.org/view/708167 ER - TY - RPRT AN - 00823209 AU - National Highway Traffic Safety Administration TI - NATIONAL AGGRESSIVE DRIVING GUIDE: A CRIMINAL JUSTICE APPROACH PY - 2001/09 SP - 33 p. AB - On January 22-23, 1999, the U.S. Department of Transportation (DOT) brought together an array of public safety, legal, adjudication, and community representatives to discuss ways to counter the pervasive problem of aggressive driving on our Nation's roadways. The symposium, Aggressive Driving and the Law: a Symposium, featured participation by transportation officials, district and State attorneys, district court judges, law enforcement administrators, emergency personnel, criminal defense attorneys, safety advocates and activists, researchers and government policy makers. Six topic areas framed participant discussions and recommendations developed in breakout sessions. These six categories were (I) Statutory Strategies, (II) Enforcement Strategies, (III) Applied Technology, (IV) Charging Decisions, (V) Sentencing Strategies, and (VI) Community Leadership. The Aggressive Driving Implementation Team, selected from symposium participants and formed to devise strategies for carrying out these recommendations, organized them into a National Aggressive Driving Action Guide. The Implementation Team's aggressive driving recommendations, collected under the six topic areas, make up the body of this Action Guide. KW - Aggression KW - Communities KW - Decision making KW - Law enforcement KW - Laws KW - Leadership KW - Recommendations KW - Strategic planning KW - Technology KW - Traffic law enforcement KW - Traffic safety UR - https://trid.trb.org/view/713353 ER - TY - RPRT AN - 00821219 AU - Putcha, D AU - Blower, D AU - Masters, R AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - TRUCKS INVOLVED IN FATAL ACCIDENTS CODEBOOK 1999 (VERSION SEPTEMBER 19, 2001) PY - 2001/09 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), 1999. The 1999 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 - http://www.umtri.umich.edu/cnts/doc/TIFA1999.pdf UR - http://ntl.bts.gov/lib/18000/18600/18667/PB2002101220.pdf UR - https://trid.trb.org/view/712731 ER - TY - SER AN - 00821211 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - A LEGISLATIVE HISTORY OF .08 PER SE LAWS PY - 2001/09 IS - 256 SP - 2 p. AB - In October 2000, the President signed the Department of Transportation's Appropriations Act for FY2001, which included the landmark provision that states must enact .08 blood alcohol concentration (BAC) per se laws by 2004 or begin losing federal highway construction funds. Mid-America Research Institute conducted a study for the National Highway Traffic Safety Administration to document the roles, strategies, and arguments used in four states (Washington, Illinois, Texas, and Virginia) that have passed .08 laws. The study also examined the obstacles that were faced in two states (Maryland and Minnesota) that were unsuccessful in their attempt to pass .08 legislation during the study period. KW - .08 Per se laws KW - Alcohol use KW - Blood alcohol levels KW - Drunk drivers KW - History KW - Illinois KW - Legislation KW - Maryland KW - Minnesota KW - Per se laws KW - States KW - Texas KW - Traffic safety KW - Virginia KW - Washington (State) UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&detailViewURL=/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/;jsessionid=gDKyHTxKPp0r1QkQnGgGnyYlLNGV19gWztqsCJvyVrS9LQlv5G1t!1522756795!-1820420147?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=d60fcd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714685 ER - TY - SER AN - 00821210 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - DEVELOPING BEST PRACTICES OF EMERGENCY CARE FOR THE ALCOHOL IMPAIRED PATIENT PY - 2001/09 IS - 255 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA), the American College of Emergency Physicians (ACEP) and the Emergency Nurses Association (ENA) sponsored a national conference on June 2, 2000 in Washington, DC. The conference brought health care professionals together to develop best practices of emergency medical care for the alcohol-impaired patient. The conference was part of an ongoing initiative to increase health care professionals' involvement in transportation issues and to contribute to the national goal of reducing alcohol-related traffic deaths to no more than 11,000 by the year 2005. This Traffic Tech summarizes the best practices developed at the conference, which are intended to serve as a basis for changing how patients with alcohol use problems are treated in the ambulance, the emergency department, and the trauma center. KW - Alcohol use KW - Best practices KW - Countermeasures KW - Drunk drivers KW - Emergency medical services KW - Fatalities KW - Impaired drivers KW - Medical personnel KW - Patients KW - Traffic crashes 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=0ba1cd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714684 ER - TY - JOUR AN - 00821201 JO - Popular Science PB - Times Mirror Magazines, Incorporated AU - McCosh, D AU - Times Mirror Magazines, Incorporated TI - SAFETY IN NUMBERS: HOW SAFE ARE YOU IN THAT FIVE-STAR CAR? PY - 2001/09 SP - p. 68-72 AB - This article discusses crash tests conducted on motor vehicles to determine their safety. It notes that the two main crash tests used today - frontal tests (conducted by the National Highway Traffic Safety Administration - NHTSA) and frontal offset tests (conducted by the Insurance Institute for Highway Safety - IIHS) - measure two different parts of a motor vehicle, and frequently give two different results - i.e., if one of the tests gives a good rating the other one will often yield a poorer rating. It is difficult to determine the overall safety of an automobile, sport utility wagon, or light truck, if the crash test results are disparate. It is clear that a single rating or ranking system, encompassing results from all the different types of crash tests (including side impact) is strongly needed. KW - Automobiles KW - Frontal crashes KW - Impact tests KW - Injuries KW - Light trucks KW - Protection KW - Ratings KW - Side crashes KW - Sport utility vehicles KW - Traffic crashes KW - Vehicle safety UR - https://trid.trb.org/view/714681 ER - TY - JOUR AN - 00821197 JO - Popular Mechanics PB - Hearst Magazines AU - Wilson, J AU - Hearst Magazines TI - DEATH BY DEGREES PY - 2001/09 SP - p. 76-77 AB - General Motors has developed a sensor and warning system to sound an alarm whenever a child in a car is in danger of heatstroke. The author notes that, since 1996, over 120 children, mostly under 3 years of age, have died of hypothermia in parked vehicles. The article discusses how to determine if the temperature in an automobile is too hot for a child (utilizing, among other types of information, the surface area of the child relative to his/her weight); how tests were conducted to develop a warning system (use of healthy college student volunteers); and reminds readers that when it is 80 degrees outside, the temperature inside a car can reach well over 100 degrees. KW - Automobiles KW - Children KW - Fatalities KW - Heat KW - Hyperthermia KW - Sensors KW - Temperature KW - Tests KW - Vehicle safety KW - Warning systems UR - https://trid.trb.org/view/714679 ER - TY - RPRT AN - 00819639 AU - Hedlund, J H AU - Ulmer, R G AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - DETERMINE WHY THERE ARE FEWER YOUNG ALCOHOL-IMPAIRED DRIVERS PY - 2001/09 SP - 93 p. AB - The number of drinking drivers under the age of 21 involved in fatal crashes decreased by 61% over the past 17 years, from 4,393 in 1982 to 1,714 in 19998. This report investigates the causes of this substantial decline, which far exceeds the decline over the same period for older drivers. The report documents the changes in youth drinking and driving, and in youth drinking, and compares the changes across states and regions. There is solid evidence that four factors contributed to the decline: a shift in the age distribution of the U.S. population (the number of persons aged 15 to 20 decreased by 4% in 1982 to 1998 while the number of persons aged 25 to 54 increased by 31%), laws that increased the minimum drinking age to 21, laws that established .02 or less alcohol concentration for drivers under the age of 21, and general anti-drinking and driving efforts that affected drivers of all ages. However, these measures only partly account for the decline in crashes and the decline in self-reported youth drinking and driving. While lacking comprehensive evaluation evidence, the many education and information programs implemented during this period also appear to have been a significant factor. KW - Age KW - Alcohol use KW - Blood alcohol levels KW - Distributions (Statistics) KW - Drunk drivers KW - Fatalities KW - Laws KW - Public information programs KW - Safety education KW - Teenage drivers KW - Traffic crashes KW - Traffic safety KW - Young adults UR - http://www.nhtsa.dot.gov/people/injury/research/FewerYoungDrivers/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26030/DOT-HS-809-348.pdf UR - https://trid.trb.org/view/691724 ER - TY - RPRT AN - 00935904 AU - Ohio Department of Public Safety TI - OHIO TRAFFIC CRASH FACTS 2000 PY - 2001/08/06 SP - 94 p. AB - This document lists traffic accident statistics for the state of Ohio, for the year 2000, in the form of tables. The table of contents lists the following chapter headings: 1. General Statistics, 2. Crash Statistics, 3. Death and Injury Statistics, 4. Driver Statistics, 5. Unit Statistics, 6. Alcohol Statistics, 7. County Statistics, 8. City Statistics. KW - Alcohol use KW - Cities KW - Counties KW - Crash data KW - Drivers KW - Drunk drivers KW - Fatalities KW - Injuries KW - Ohio KW - Statistics KW - Tables (Data) KW - Traffic crashes KW - Vehicles UR - https://trid.trb.org/view/725584 ER - TY - RPRT AN - 01000744 AU - Pilkey, Walter AU - Thacker, John AU - Shaw, Greg AU - University of Virginia, Charlottesville AU - Volpe National Transportation Systems Center TI - Hand Control Usage and Safety Assessment PY - 2001/08//Final Report SP - 240p AB - Hand controls are devices used by people who are unable to operate the brake and accelerator pedals with their feet due to physical impairment. This report summarizes a series of studies designed to: 1) determine how many drivers are using hand controls and other adaptive devices; 2) evaluate hand control reliability; and 3) evaluate the injury potential of hand controls in a frontal crash. A gathering of state data on driver license restrictions related to adaptive driving aids failed to produce enough information to allow an estimation of national adaptive device usage. Hand control reliability was assessed by testing five representative hand controls in accordance with the August 1990 revision of the SAE standard J1903--"Recommended Practice Automotive Adaptive Driver Controls, Manual." The five hand controls passed the vibration, cyclic load, and service overload tests. All of the hand controls failed the corrosion resistance test. Recommendations were made to improve the SAE standard. Three portable hand controls were tested also. All ultimately passed the vibration, cyclic load, and service overload tests. The potential for hand controls to pose an injury threat in frontal crashes involved several investigations including six frontal sled tests. The findings include the following: 1) Hand controls do not present increased risk of head contact injury in a frontal collision; 2) The use of hand controls does not necessarily require a closer-to-the-wheel sitting position and associated elevated risk of injury from air bag deployment; and 3) Hand controls, and the knee bolster modifications necessary for their installation, minimally affected crash safety. The most severe injury observed in the sled tests was a moderate knee laceration. Injury criteria values such as Head Injury Criteria (HIC), chest g's, femur load, and the tibia index, were unaffected by the presence of the hand control. KW - Adaptive devices KW - Design standards KW - Driving KW - Frontal crashes KW - Hand controls KW - Injuries KW - Persons with disabilities KW - Reliability KW - Sled tests KW - Vehicle components UR - https://trid.trb.org/view/756491 ER - TY - RPRT AN - 00935906 AU - National Highway Traffic Safety Administration TI - PARTNERS FOR RURAL TRAFFIC SAFETY ACTION KIT. DISKETTE AND MANUAL PY - 2001/08 SP - v.p. AB - This step-by-step guide is directed toward the rural health professional or community leader who is interested in organizing a community team to plan and implement a high-profile 30-day campaign to increase seat belt use. The manual is divided into 9 chapters and 5 appendices. The body of the document provides guidance on following the eight-step Partners for Rural Traffic Safety process for planning, implementing, and evaluating the 30-day campaign. The appendices provide a list of resources, contact information, and an overhead slide presentation with speakers' notes. A disk with a PowerPoint slide presentation (same as the overheads) is also included. KW - Communities KW - Evaluation KW - Implementation KW - Manuals KW - Planning KW - Rural areas KW - Safety campaigns KW - Traffic safety UR - https://trid.trb.org/view/725770 ER - TY - RPRT AN - 00925921 AU - Howe, J G AU - GARROTT, W R AU - Forkenbrock, G AU - Heydinger, G J AU - Lloyd, J AU - National Highway Traffic Safety Administration TI - AN EXPERIMENTAL EXAMINATION OF SELECTED MANEUVERS THAT MAY INDUCE ON-ROAD, UNTRIPPED LIGHT VEHICLE ROLLOVER: PHASE I-A OF NHTSA'S 1997-1998 VEHICLE ROLLOVER RESEARCH PROGRAM PY - 2001/08 SP - 299 p. AB - This report documents the results of Phase I-A testing for the National Highway Traffic Safety Administration's (NHTSA's) 1997-1998 Light Vehicle Rollover Research program. This phase was an initial, exploratory study of using test track maneuvers to quantify on-road, untripped rollover propensity. This study examined a broad range of maneuvers that might induce on-road, untripped rollover including: J-Turn, J-Turn With Pulse Braking, Brake and Steer, Steering Reversal, Toyota Fishhook, Double Lane Change, Split-Mu Two Wheels Off-Road Recovery Simulation, and Toyota Fishhook With Pulse Braking. Three vehicles were selected for the Phase I-A testing. The vehicles selected were a 1984 Ford Bronco II, a 1997 Jeep Cherokee, and a 1990 Toyota 4Runner. These test vehicles were not in new condition. None of the test vehicles necessarily performed as would new vehicles without outriggers. However, this was not important for the Phase I-A research. The goal of the Phase I-A research was maneuver selection and test procedure development, not vehicle characterization. After the analysis was complete, it was decided that the following maneuvers should be evaluated further as part of NHTSA's rollover research: J-Turn, J-Turn With Pulse Braking, Toyota Fishhook, and Toyota Fishhook With Pulse Braking. The Brake and Steer maneuver did not produce two-wheel lift for the vehicles. The Steering Reversal procedure has many potential steering profiles and was replaced by the steering reversal profile specified in the Toyota Fishhook procedure. The Double Lane Change and Split-Mu Two Wheels Off-Road Recovery Simulation maneuvers had the potential for greater driver variability, had steering reversal type inputs found in more repeatable maneuvers, and produced two-wheel lifts less frequently than did the Toyota Fishhook maneuver. KW - Fishhook maneuver KW - J turns KW - Maneuvering KW - Pulse braking KW - Research KW - Rollover crashes KW - Sport utility vehicles KW - Test procedures KW - Test vehicles KW - Vehicle tests UR - https://trid.trb.org/view/718084 ER - TY - RPRT AN - 00925917 AU - Raymond, P AU - Knoblauch, R AU - Nitzburg, M AU - Center for Applied Research, Incorporated AU - National Highway Traffic Safety Administration TI - OLDER ROAD USER RESEARCH PLAN PY - 2001/08 SP - 73 p. AB - In 1999, the Transportation Research Board convened a meeting to discuss older road user issues. Many research and implementation ideas were generated at that conference, though not all of them fell within the National Highway Traffic Safety Administration's (NHTSA's) mission. In order to identify which research investigations NHTSA should pursue in the coming years, a contract was let to the Center for Applied Research. Under this contract, they conducted a literature review and convened an expert panel meeting to identify which of the research and implementation ideas could be pursued by NHTSA, and how much each investigation would cost. Research problem statements were generated for each topic that was identified as a priority. This report contains a summary of the activities conducted under this contract, as well as the research problem statements. It also contains three potential schemes for conducting the potential research over seven years. KW - Aged KW - Aged drivers KW - Costs KW - Highway safety KW - Pedestrians KW - Research KW - Research problem statements KW - Research projects KW - U.S. National Highway Traffic Safety Administration UR - http://www.nhtsa.dot.gov/people/injury/olddrive/OlderRoad/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26034/DOT-HS-809-322.pdf UR - https://trid.trb.org/view/718080 ER - TY - RPRT AN - 00925915 AU - National Highway Traffic Safety Administration TI - WHAT HAPPENS IF I'M STOPPED BY AN OFFICER OF THE LAW? T2 - QUE PASA SI ME PARA UN POLICIA U OTRO OFICIAL DE LA LEY? PY - 2001/08 SP - 10 p. AB - This brochure, one side in English and the other in Spanish, instructs a person how to behave if they are driving and an officer of the law indicates that they should pull over and stop the car. The instructions concern remaining calm, staying in the vehicle, keeping your hands in plain view, and carrying proper identification. Further instructions concern what to do if a citation is issued. KW - Brochures KW - Police motorist contacts KW - Traffic law enforcement UR - https://trid.trb.org/view/718077 ER - TY - RPRT AN - 00921501 AU - Sterns, H L AU - Sterns, R AU - Aizenberg, R AU - Anapole, J AU - Creative Action, Incorporated AU - National Highway Traffic Safety Administration TI - FAMILY AND FRIENDS CONCERNED ABOUT AN OLDER DRIVER PY - 2001/08 SP - 48 p. AB - To provide families, friends, healthcare providers, law enforcement personnel, and community and social services with information to assist older adults whose capabilities make them potentially unsafe to drive, a series of research tasks were conducted, including a literature review of public information materials on family and friends' involvement with the driving decisions of older adults, identification of current state and provincial requirements and practices regarding identification of high risk older drivers, and identification of information resource needs among professionals. Researchers also conducted a series of focus groups to determine the feasibility of involving family and friends in identifying and helping at-risk older drivers limit or stop unsafe driving. The final result of these efforts was the development of guidelines and materials on what concerned families need to do to help at-risk older drivers. KW - Aged drivers KW - Decision making KW - Families KW - Focus groups KW - Guidelines KW - High risk drivers KW - Legal responsibility KW - Literature reviews KW - Mobility UR - http://www.nhtsa.dot.gov/people/injury/olddrive/FamilynFriends/faf_index.htm UR - http://ntl.bts.gov/lib/18000/18400/18413/PB2001108759.pdf UR - http://ntl.bts.gov/lib/26000/26000/26070/DOT-HS-809-307.pdf UR - https://trid.trb.org/view/706735 ER - TY - SER AN - 00821208 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - PREMATURE GRADUATION OF CHILDREN TO SEAT BELTS PY - 2001/08 IS - 253 SP - 2 p. AB - Seat belts do not properly fit young children, which can cause serious injury in the event of a motor vehicle crash. Children should be restrained in child safety seats or booster seats until the vehicle's lap and shoulder belt rides low over the hips and the shoulder portion crosses the sternum and shoulder. Children are usually ready for the adult seat belt when they can sit with their back against the back cushion with knees bent over the seat edge and their feet on the floor. Safety professionals recommend that children between 40 and 80 pounds use a belt positioning booster seat. TraumaLink of the Children's Hospital of Philadelphia (CHOP) conducted a study for the National Highway Traffic Safety Administration (NHTSA) to determine reasons why children are being graduated from child safety seats to adult seat belts prematurely, and to suggest strategies for increasing booster seat use. KW - Booster seats KW - Child restraint systems KW - Children KW - Injuries KW - Seat belts KW - Size KW - Strategic planning KW - Traffic crashes KW - Traffic safety KW - Weight UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&detailViewURL=/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/;jsessionid=gDKyHTxKPp0r1QkQnGgGnyYlLNGV19gWztqsCJvyVrS9LQlv5G1t!1522756795!-1820420147?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=d8a4cd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714682 ER - TY - SER AN - 00821209 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - DEMONSTRATION COMPLETED ON SMART CARDS TO REDUCE UNDERAGE DRINKING AND DRIVING PY - 2001/08 IS - 254 SP - 2 p. AB - Under a cooperative agreement, the National Highway Traffic Safety Administration (NHTSA), the Traffic Injury Research Foundation (TIRF) of Ontario, Canada, and the Bureau of Alcohol Education of Harrisburg, Pennsylvania conducted a demonstration and evaluation of the use of smart card technology to prevent the selling of alcohol to underage persons. The Pennsylvania Liquor Control Board enlisted CommStar, Inc. to develop the hardware and software for a simple, efficient, and reliable system for verifying the age of a customer, as well as the authenticity of the identification. Providing retailers and servers of alcohol with an easy-to-use means of determining a person's age has the potential to have a significant impact on sales of alcohol to minors and problems associated with underage drinking, including driving after drinking. KW - Age KW - Alcoholic beverages KW - Computers KW - Countermeasures KW - Customers KW - Demonstration projects KW - Drunk drivers KW - Drunk driving KW - Identification systems KW - Legal drinking age KW - Sales KW - Smart cards KW - Software KW - Technology UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&detailViewURL=/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/;jsessionid=gDKyHTxKPp0r1QkQnGgGnyYlLNGV19gWztqsCJvyVrS9LQlv5G1t!1522756795!-1820420147?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=7ef2cd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714683 ER - TY - RPRT AN - 00821206 AU - National Highway Traffic Safety Administration TI - EVENT DATA RECORDERS: SUMMARY OF FINDINGS BY THE NHTSA EDR WORKING GROUP PY - 2001/08 SP - 101 p. AB - This report documents the findings of the Event Data Recorder (EDR) working group established by the National Highway Traffic Safety Administration's (NHTSA) Motor Vehicle Safety Research Advisory Committee. Event Data Recorders have the ability to profoundly impact highway safety. While simple or complex in design and scope, EDRs collect vehicle and occupant based crash information. EDRs can assist in real-world data collection, better define safety problems, and aid law enforcement's understanding of crash specifics, ultimately improving safety. In early 1998, NHTSA's Office of Research and Development launched a new effort to form a working group comprised of industry, academia, and other government organizations. The members of the working group participated in the forum to study the state-of-the-art EDRs. The working group targeted the following eight concentration areas: Status of EDR Technology; Data Elements; Data Retrieval; Data Collection and Storage; Permanent Record; Privacy and Legal Issues; Customers and Uses of EDR Data; and EDR Technology Demonstrations. The report presents an overview of EDR history, which includes a short description of several European and U.S. studies of EDRs. The U.S. on-board experience is explored for other modes of transportation, where the use of on-board recorders began in aviation and has now spread to other modes - marine and rail. The report also provides some details on a recently completed study in New York, where EDRs were expanded to include automatic collision notification system and a current study under way in Georgia where EDRs and other instrumentation are being installed in motor vehicles to research driver habits. KW - Aviation KW - Crash data KW - Customers KW - Data collection KW - Data elements KW - Data recorders KW - Data storage KW - Event data recorders KW - Highway safety KW - Information retrieval KW - Law enforcement KW - Legal factors KW - Permanent records KW - Privacy KW - Railroads KW - Technology KW - Traffic crashes KW - Transportation modes KW - Vehicle occupants KW - Vehicles KW - Water transportation UR - https://trid.trb.org/view/712712 ER - TY - RPRT AN - 00818828 AU - International Association of Chiefs of Police AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY IN THE NEW MILLENNIUM: STRATEGIES FOR LAW ENFORCEMENT. A PLANNING GUIDE FOR LAW ENFORCEMENT EXECUTIVES, ADMINISTRATORS AND MANAGERS PY - 2001/08 SP - 99 p. AB - There are many approaches to traffic safety presently taken by law enforcement in the United States. As we enter the new millennium, emerging trends and new technology will be of the utmost importance. This document serves as a guidebook for law enforcement executives and their organizations; it catalogs effective strategies and addresses promising practices for the future. KW - Future KW - Guidelines KW - Strategic planning KW - Traffic law enforcement KW - Traffic safety KW - United States UR - https://trid.trb.org/view/691444 ER - TY - RPRT AN - 00975878 AU - Hardy, Warren N AU - Schneider, L W AU - University of Michigan Transportation Research Institute AU - General Motors Corporation TI - DEVELOPMENT AND REFINEMENT OF ABDOMINAL-RESPONSE CORRIDORS, PROJECT D2A - DEVELOPMENT OF A REUSABLE, RATE-SENSITIVE ABDOMEN PY - 2001/07 SP - 88 p. AB - This study was conducted in support of the development of a new, reusable, biofidelic abdomen for the Hybrid III ATD in Project D2b. The goals were to resolve discrepancies and fill in some of the gaps with regard to the biomechanical response of the human abdomen to dynamic loading in the automotive environment. Three types of impact tests were conducted. Following a review and reanalysis of the data in the literature on abdominal impact response, rigid-bar tests were performed into the mid and upper abdomen of unembalmed instrumented human cadavers using different impactor speeds. Most tests were conducted using a free-back condition, but several tests were conducted using a fixed-back condition to examine the effects of body mass and spinal flexion on the response. Force-deflection corridors were developed and compared to those previously established by other researchers. The second type of test involved dynamic belt loading of the unembalmed cadaver abdomen at the lower and midabdomen regions. The results were used to establish new abdominal force-deflection corridors for belt loading. The third type of test conducted involved static deployment of passenger frontal-impact airbags into the closely positioned abdomen. Three airbag tests were conducted using three unembalmed cadavers. The deflection-time histories were used to guide the development of a repeatable high-speed surrogate airbag loading device that uses a low-mass cylinder to simulate close-proximity passenger airbag loading of the abdomen. This device was used to conduct out-of-position, airbag-loading tests into the cadaver abdomen and to develop force-deflection corridors for this type of abdomen loading. KW - Abdomen KW - Air bags KW - Biomechanical response KW - Cadavers KW - Crash injury research KW - Dummies KW - Dynamic loads KW - Impact tests KW - Seat belts UR - https://trid.trb.org/view/702659 ER - TY - RPRT AN - 00818880 AU - Wiliszowski, C H AU - Rodriguez-Iglesias, C E AU - Lacey, J H AU - Jones, R K AU - Cyr, E AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - A STUDY OF OUTSTANDING DWI WARRANTS PY - 2001/07 SP - 134 p. AB - This final report documents a project on how outstanding warrants are handled for individuals who have been charged or convicted of offenses related to driving while impaired/intoxicated (DWI), but who have absconded or defaulted in either court appearances or in fulfilling sanctions. The specific project objectives were to identify the nature and extent of the DWI outstanding warrant problem, including the situations which lead to the issuance of such warrants, and to identify promising strategies that jurisdictions are using to eliminate or minimize this problem in their communities. These objectives were met utilizing focus groups; site studies, including a review of pertinent data; and in-depth reviews of three innovative programs for dealing with outstanding DWI warrants. The main finding was that a widespread lack of resources and data systems able to assess the situation and identify problems make it difficult to quantify the numbers of outstanding warrants related to DWI offenses and devise solutions. The findings, along with conclusions and recommendations, are provided in this report. KW - Default KW - Drunk driving KW - Outstanding warrants KW - Problem identification KW - Problem solving KW - Recommendations KW - Warrants (Police operations) UR - http://www.nhtsa.dot.gov/people/injury/research/pub/Outstanding_Warrants/Warrants_index.html UR - http://ntl.bts.gov/lib/18000/18400/18431/PB2001109058.pdf UR - http://ntl.bts.gov/lib/26000/26000/26029/DOT-HS-809-308.pdf UR - https://trid.trb.org/view/691482 ER - TY - RPRT AN - 00925935 AU - Stammen, J AU - Ko, B AU - National Highway Traffic Safety Administration TI - ASSESSMENT OF POLAR II PEDESTRIAN DUMMY FOR USE IN FULL-SCALE CASE RECONSTRUCTIONS PY - 2001/07 SP - 64 p. AB - Honda R&D has recently designed an advanced pedestrian dummy (Polar II). This dummy is similar in size and stature to the Hybrid III 50th percentile male, and it has recent biomechanical data incorporated into the design of its components. This prototype dummy was made available for developmental testing with the HYGE Impact Simulator. Two PCDS (Pedestrian Crash Data Study) cases, involving a low (1999 Honda Civic) and high (1991 Chevrolet Silverado) front-end profile, were selected from this database for reconstruction using the Polar II dummy. In summary, the Polar II dummy is definitely a promising test device, but it seems that it currently remains a satisfactory device for evaluating only certain vehicle designs in certain situations for pedestrian aggressiveness. The global use of the device for evaluating other designs such as high profile pickup trucks remains unclear based on these tests. In terms of reconstructing cases with the Polar II dummy, it seems that we can get close to what happened in the accident, but it will be very difficult to match a case exactly by using the dummy due to issues with the dummy, as well as uncertainties in the case information. KW - Crash injury research KW - Crash reconstruction KW - Dummies KW - Pedestrians KW - Prototype tests KW - Vehicle aggressiveness KW - Vehicle design UR - https://trid.trb.org/view/718099 ER - TY - RPRT AN - 00925918 AU - National Highway Traffic Safety Administration TI - EVALUATION OF DRIVER LICENSING INFORMATION PROGRAMS AND ASSESSMENT OF TECHNOLOGIES. REPORT TO CONGRESS PY - 2001/07 SP - 118 p. AB - This report is presented in response to Section 2006(c) of the Transportation Equity Act for the 21st Century (TEA-21), which directs the Secretary to (1) evaluate the implementation of chapter 303 of title 49, United States Code, and the programs under sections 31106 and 31309 of such title and identify alternatives to improve the ability of the States to exchange information about unsafe drivers and to identify drivers with multiple licenses, (2) conduct, in conjunction with the American Association of Motor Vehicle Administrators (AAMVA), an assessment of available technologies to improve access to and exchange of motor vehicle driving records, and (3) report to Congress the results of the evaluation and technology assessment. Section One defines the programs to be evaluated. Section Two evaluates the implementation of these programs by discussing the development of the programs, the extent to which requirements of the statutes have been and are being met, and what, if any, areas need further improvement or enhancement. Section Three describes a system that is, according to State driver license administrators' responses to an AAMVA survey and subsequent discussions, the only alternative that will improve the exchange of data between driver licensing agencies and identify multiple license holders. Section Four provides an assessment of technologies currently being used and discusses the performance of these technologies based on existing programs and architectures. Section Five provides conclusions and recommendations. KW - Driver licensing KW - Driver records KW - Evaluation KW - High risk drivers KW - Information exchange KW - Information systems KW - Information technology KW - Multiple driver license holders KW - Recommendations KW - States KW - Technology assessment KW - Transportation Equity Act for the 21st Century UR - https://trid.trb.org/view/718081 ER - TY - JOUR AN - 00925916 JO - Evaluation Note PB - National Highway Traffic Safety Administration AU - Morgan, C AU - National Highway Traffic Safety Administration TI - PRELIMINARY RESULTS OF THE SURVEY ON THE USE OF PASSENGER AIR BAG ON-OFF SWITCHES PY - 2001/07 SP - 4 p. AB - While passenger side air bags have saved over 1,000 lives, there are some people who should not be exposed to an air bag deployment. In May 1995, the National Highway Traffic Safety Administration (NHTSA) issued a final rule allowing manufacturers to install an on-off switch for the passenger air bag in vehicles that cannot accommodate a rear-facing child seat anywhere except in the front seat, e.g., pickup trucks and cars with no rear seat or with small rear seats. In November 1997, NHTSA issued another final rule defining high-risk groups that should not be exposed to passenger air bags: infants, children 12 years old and younger, and adults with certain medical conditions. The rule enables owners of any passenger car, pickup truck, van, or sport utility vehicle to obtain an on-off switch for their passenger air bag if they transport people in one of these high-risk groups. The benefits of these regulations are contingent on the correct use of the switches: that the air bag is turned off when a high-risk individual is seated behind it, and turned on at other times. NHTSA conducted a survey to investigate how pickup truck drivers are using and misusing the switches. The main question that the study sought to answer was how often the switches were off when they should be off and on when they should be on. The findings are reported in this Evaluation Note. KW - Air bags KW - Misuse KW - On-off switches KW - Passenger airbags KW - Passengers KW - Pickup trucks KW - Surveys UR - https://trid.trb.org/view/720171 ER - TY - RPRT AN - 00925914 AU - Lord, J H AU - National Highway Traffic Safety Administration TI - A HOW-TO GUIDE FOR VICTIM IMPACT PANELS: A CREATIVE SENTENCING OPPORTUNITY (REVISED FOURTH PRINTING) PY - 2001/07 SP - 80 p. AB - This guide provides basic information on how to initiate a Victim Impact Panel. It defines Victim Impact Panels, discusses their benefits, and outlines the steps necessary to establish a Victim Impact Panel. Topics included are funding, contracting, site selection, frequency of panel presentations, attendee criteria, implementation, and panel speakers. Final comments concern the need for Victim Impact Panels. KW - Drunk driving KW - Guidelines KW - Healing and recovery KW - Impacts KW - Psychological aspects KW - Traffic crash victims KW - Victim impact panels UR - https://trid.trb.org/view/718076 ER - TY - RPRT AN - 00824623 AU - Bierness, D J AU - Schmidt, S L AU - Pak, A AU - Traffic Injury Research Foundation AU - National Highway Traffic Safety Administration TI - USING SMART CARD TECHNOLOGY TO PREVENT SALES OF ALCOHOL TO UNDERAGE PERSONS PY - 2001/07 SP - 54 p. AB - This report documents the results of a demonstration and evaluation project to examine the effectiveness of smart card technology (i.e., magnetic stripe on the driver's license and a card reader system) as a means of providing alcohol retailers with a simple, efficient and reliable system for verifying the age of youthful looking customers, as well as the authenticity of their identification. The overall objective is to reduce the alcohol-related crashes involving youth by reducing sales of alcoholic beverages to those under 21. The evaluation found that even though some of the alcohol retailers in the demonstration attested to the usefulness of the smart card technology in preventing underage drinking and driving, conclusive evidence of a positive impact of the implementation of the card reader system units was not a result of the demonstration. The researchers suggest a more comprehensive program that includes universal implementation in a well-defined and geographically limited community, an awareness and education program for alcohol retailers, an awareness program for youth, and enhanced enforcement activities targeted at both youth and alcohol retailers. KW - Adolescents KW - Alcoholic beverages KW - Demonstration projects KW - Drunk driving KW - Prevention KW - Sales KW - Smart cards KW - Technology UR - http://www.nhtsa.dot.gov/people/injury/alcohol/SmartCard/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26075/DOT-HS-809-321.pdf UR - https://trid.trb.org/view/713742 ER - TY - RPRT AN - 00823170 AU - National Highway Traffic Safety Administration TI - IMPLEMENTING A STANDARD ENFORCEMENT SEAT BELT LAW IN YOUR STATE: A HOW-TO GUIDE PY - 2001/07 SP - 30 p. AB - Passing a standard seat belt enforcement law is only a first step toward increasing seat belt use in a State or local jurisdiction. A high-profile enforcement effort is one of the best ways to encourage seat belt use. No other intervention--except for passage of the law itself--consistently shows equally powerful results. This guide is designed to help safety advocates derive maximum benefit from a standard enforcement law in their communities, towns, cities and states. The guide gives a basic implementation framework. It includes some general pointers about standard enforcement and marketing based on the experiences of states that have successfully implemented these laws. KW - Benefits KW - Guidelines KW - Implementation KW - Law enforcement KW - Laws KW - Marketing KW - Seat belts KW - Standard enforcement (Laws) KW - States UR - https://trid.trb.org/view/713317 ER - TY - RPRT AN - 00823171 AU - National Highway Traffic Safety Administration TI - FIRST THERE FIRST CARE - BYSTANDER CARE FOR THE INJURED CAMPAIGN PY - 2001/07 SP - 6 p. AB - This brochure describes the "First There, First Care" campaign, a teaching campaign to help a bystander who is first on the scene of a traffic accident to deliver very basic emergency care. KW - Brochures KW - Education KW - Emergency medical services KW - First aid KW - Safety campaigns KW - Traffic crash victims KW - Traffic crashes UR - https://trid.trb.org/view/713318 ER - TY - RPRT AN - 00823169 AU - National Highway Traffic Safety Administration TI - AUTOMOTIVE FUEL ECONOMY PROGRAM: ANNUAL UPDATE CALENDAR YEAR 2000 PY - 2001/07 SP - 28 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 2000. Included in this report is a section summarizing rulemaking activities during 2000. 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 has mandated through the DOT Appropriations Acts for fiscal years 1996 through 2000, no increase from the MY 1996 value of 20.7 mpg for MYs 1998 through 2002. KW - Automobiles KW - Automotive Fuel Economy Program KW - Exemption KW - Fuel conservation KW - Law enforcement KW - Light trucks KW - Regulations KW - Standards KW - U.S. National Highway Traffic Safety Administration KW - United States Congress UR - https://trid.trb.org/view/713316 ER - TY - RPRT AN - 00823162 AU - Solomon, M G AU - Leaf, W A AU - Nissen, W J AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - PROCESS AND OUTCOME EVALUATION OF THE BUCKLE UP AMERICA INITIATIVES PY - 2001/07 SP - 46 p. AB - Buckle Up America (BUA) was a national initiative announced January 1997 directing the Department of Transportation (DOT) to prepare a plan to increase seat belt usage nationwide. In response, the DOT's National Highway Traffic Safety Administration developed a plan to increase national seat belt use to 85% by 2000. Program evaluation data included multiple sources of seat observation results, Fatality Analysis Reporting System data (FARS), and the collection of law enforcement citation data. Case studies were conducted in locations showing exemplary progress. Seat belt use rates increased after the inception of BUA. However, in 1998, only five states and the District of Columbia were at or above 80% belt use; all are jurisdictions having primary seat belt laws. Child restraint use improved markedly for children under age five and fatalities decreased dramatically (-11.9%). By the end of 1998, BUA was nearing its goal of reducing child fatalities by 15%, but was still well short of the goal of 85% belt use nationwide. KW - Buckle Up America Campaign KW - Children KW - Evaluation KW - Fatalities KW - Fatality Analysis Reporting System KW - Occupant protection devices KW - Primary law enforcement KW - Seat belt usage KW - Seat belts KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/research/BUAfinalreport.pdf UR - http://ntl.bts.gov/lib/19000/19000/19039/PB2002104297.pdf UR - http://ntl.bts.gov/lib/26000/26000/26024/DOT-HS-809-272.pdf UR - https://trid.trb.org/view/713309 ER - TY - RPRT AN - 00821227 AU - National Highway Traffic Safety Administration TI - UNIFORM TIRE QUALITY GRADING PY - 2001/07 SP - 82 p. AB - This report contains comparative grade designations for treadwear, traction and temperature for all passenger car tires, except deep tread, winter-type snow tires; space-saver or temporary use spares; or tires with normal rim diameters of 12-inches or less. All passenger car tires must conform to federal safety requirements in addition to these grades. KW - Automobiles KW - Grading (Tires) KW - Quality control KW - Temperature KW - Tire treads KW - Tires KW - Traction KW - Wear UR - https://trid.trb.org/view/712745 ER - TY - RPRT AN - 00821214 AU - Putcha, D AU - University of Michigan Transportation Research Institute AU - American Bus Association TI - BUS ACCIDENTS IN THE UNITED STATES, 1995-1999 PY - 2001/07 SP - 334 p. AB - This document presents aggregate statistics on buses involved in traffic accidents over five years, 1995-1999. These statistics are derived from two sources: the Fatality Analysis Reporting System (FARS) file maintained by the National Highway Traffic Safety Administration (NHTSA) and the General Estimates System (GES) file, also maintained by NHTSA. All figures for involvements in fatal accidents and fatalities are taken from the FARS files. The GES files are used to extend the analysis to nonfatal accidents. An estimated 286,000 buses were involved in traffic accidents over the five year period, 1995-1999. About 1,483 of these were fatal bus involvements. There were 1,698 fatalities and 154, 000 injuries in accidents involving buses. KW - Bus crashes KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injuries KW - Statistics KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/712725 ER - TY - SER AN - 00821194 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - ALBUQUERQUE'S SAFE STREETS PROGRAM IMPROVES TRAFFIC SAFETY, REDUCES CRIME, AND SAVES MONEY PY - 2001/07 IS - 250 SP - 2 p. AB - When a local high school athlete was killed over a stop sign right-of-way dispute, the citizens of Albuquerque (New Mexico) demanded action. The task of "doing something about road rage" was taken on by the Albuquerque Police Department (APD). In 1996, there had been a 13% jump in traffic accidents, a noticeable increase in aggressive driving, and a 16% increase in crime. To some observers, these changes appeared to coincide with a general shift in the public's attitudes away from civility and respect for other citizens and the law. The APD suggested that civility could be restored to Albuquerque streets by focusing special traffic enforcement efforts on the most visible indicators that "no one cares". The special traffic enforcement program of Safe Streets 1997 revolved around four major elements: saturation patrols, follow-up patrols, freeway speed enforcement, and sobriety checkpoints. KW - Albuquerque (New Mexico) KW - Community action programs KW - Crimes KW - Freeways KW - Law enforcement KW - Police departments KW - Police patrol KW - Road rage KW - Safe Streets program KW - Savings KW - Sobriety checkpoints KW - Speeding KW - Traffic law enforcement 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=083ddbd4828bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714676 ER - TY - SER AN - 00821195 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - AMERICA BUCKLES UP, BUT COULD DO BETTER PY - 2001/07 IS - 251 SP - 2 p. AB - Buckle Up America (BUA) was a national initiative announced January 1997 directing the Department of Transportation (DOT) to prepare a plan to increase seat belt usage across the country. In response, the DOT's National Highway Traffic Safety Administration (NHTSA) developed a plan to increase national seat belt use to 85% by 2000, and decrease fatalities to children under the age of five by 15% by 2000. This summary discusses the results of an evaluation of BUA to measure progress in increasing occupant restraint use and reducing fatalities. It describes occupant restraint use, the declining of fatalities to children under 5, enforcement, stronger laws that have passed since 1997, and BUA partners, public information and education. KW - Buckle Up America Campaign KW - Children KW - Education KW - Evaluation KW - Fatalities KW - Laws KW - Occupant protection devices KW - Partnerships KW - Public information programs KW - Seat belts KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=19ee5de4b18bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714677 ER - TY - JOUR AN - 00821188 JO - FBI Law Enforcement Bulletin PB - Federal Bureau of Investigation AU - Pipes, C AU - Pape, D AU - Federal Bureau of Investigation TI - POLICE PURSUITS AND CIVIL LIABILITY PY - 2001/07 VL - 70 IS - 7 SP - p. 16-21 AB - This article discusses the liability of police departments when pursuit of a subject ends in a collision. Because many police pursuits result in traffic accidents and injuries, police departments and police officers become subjects of civil lawsuits. As many as 40% of all motor vehicle police pursuits end in vehicle collisions and some of these collisions cause almost 300 deaths each year of offenders, police officers or innocent third part individuals. The lawsuits that have been brought against the pursuers have resulted in case law that requires law enforcement agencies to develop policies regarding pursuit. The article reviews the literature, presents relevant court cases, and discusses research and review of policies. KW - Court decisions KW - Fatalities KW - Injuries KW - Law enforcement personnel KW - Laws KW - Lawsuits KW - Legal documents KW - Liability KW - Literature reviews KW - Police departments KW - Police pursuit driving KW - Policy KW - Research KW - Traffic crashes UR - https://trid.trb.org/view/714673 ER - TY - SER AN - 00821196 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - TREND ANALYSIS OF TRAFFIC LAW ENFORCEMENT PY - 2001/07 IS - 252 SP - 2 p. AB - There is a perception in the traffic safety community that, in many instances, relatively fewer resources are being allocated to traffic safety enforcement as law enforcement agencies strive to meet the many demands placed on them by society. The National Highway Traffic Safety Administration (NHTSA) sponsored a study by Mid-America Research Institute to use objective measures of enforcement activity, such as numbers of traffic citations issued and the average number of citations per patrol officer by year, to describe the actual trends in traffic law enforcement activity over the past decade. This summary discusses the results of the study. KW - Analysis KW - Police patrol KW - Traffic citations KW - Traffic law enforcement KW - Traffic safety KW - Trend (Statistics) 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=6e83c4bed08bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714678 ER - TY - JOUR AN - 00821189 JO - FBI Law Enforcement Bulletin PB - Federal Bureau of Investigation AU - Cochrane, G AU - Federal Bureau of Investigation TI - FOCUS ON PERFORMANCE: THE EFFECTS OF SLEEP DEPRIVATION PY - 2001/07 VL - 70 IS - 7 SP - p. 22-25 AB - This article discusses the effects of sleep deprivation on the mood, cognitive function, and motor performance of police officers. Officers on night or late evening shifts were found more often to have difficulty handling minor irritations (which may account for other studies reporting that officers who work more overtime hours have a greater number of complaints against them), often have trouble remembering things, and have engaged in drowsy driving. Effects of fatigue frequently extends into their personal lives as well. Recommendations are offered on shift scheduling and limiting the number of hours a police officer can work to 16 hours within a 24-hour time span. KW - Behavior KW - Cognition KW - Complaints KW - Driving KW - Drowsiness KW - Emotions KW - Fatigue (Physiological condition) KW - Hours of labor KW - Impacts KW - Memory KW - Motor skills KW - Night shifts KW - Performance KW - Police KW - Scheduling KW - Sleep deprivation UR - https://trid.trb.org/view/714674 ER - TY - RPRT AN - 00819643 AU - Grygier, P AU - GARROTT, W R AU - Mazzae, E N AU - MacIsaac, J D AU - Hoover, R L AU - Elsasser, Devin AU - RANNEY, T A AU - National Highway Traffic Safety Administration TI - AN EVALUATION OF EXISTING TIRE PRESSURE MONITORING SYSTEMS PY - 2001/07 SP - 161 p. AB - In the TREAD Act of November 1, 2000, Congress required the National Highway Traffic Safety Administration (NHTSA) to develop a rule requiring all new light vehicles to be equipped with a warning system to indicate to the operator when a tire is significantly underinflated. In response to this requirement, NHTSA undertook an evaluation of existing OEM and aftermarket tire pressure monitoring systems (TPMS). In this evaluation NHTSA determined the capabilities of existing technologies and the methods of warning the driver that were under consideration by system manufacturers. Based on this evaluation, NHTSA will determine the minimum system performance criteria that are technically feasible and provide the most useful information to the driver for preventing unsafe conditions. Through its testing, NHTSA found that systems that use sensors to directly measure tire pressure (pressure-sensor based systems) were better able to detect underinflation, had more consistent warning thresholds, and were quicker to provide underinflation warnings than the systems that infer tire pressure from monitoring wheel speeds (wheel-speed based systems). Training the systems presented at least some level of problem for both system types. Wheel-speed based systems were found to be easier to maintain since there are no battery life concerns and the fact that sensors are not exposed to tire mounting and roadway hazards. An examination of driver interfaces for existing TPMS showed significant variation in methods of visual warning presentation. Visual displays were frequently difficult to see or comprehend, or both. The variation in visual warning presentation demonstrated the need for standardization of the visual warnings of tire underinflation to avoid driver confusion. Icon comprehension testing, which examined the ability of two ISO icons and 13 alternative icons to communicate the message of low tire pressure, showed that the ISO icons performed worse than all of the other icons. Six of the alternative icons received 100% comprehension. One of the icons was identified as most likely to be successful as an indicator of significant underinflation. KW - Air pressure KW - Icons KW - Monitoring KW - Sensors KW - Speed KW - Tires KW - TREAD Act KW - Underinflation (Tires) KW - Visual warnings KW - Warning systems KW - Wheels UR - http://ntl.bts.gov/lib/11000/11600/11671/tpms.pdf UR - https://trid.trb.org/view/691728 ER - TY - RPRT AN - 01000735 AU - Hinch, John AU - Hollowell, William T AU - Kanianthra, Joseph AU - Evans, William D AU - Klein, Terry AU - Longthorne, Anders AU - Ratchford, Sabrina AU - Morris, John AU - Subramanian, Rajesh AU - National Highway Traffic Safety Administration TI - Air Bag Technology in Light Passenger Vehicles (Version 2) PY - 2001/06/27/Revision 2 SP - 127p AB - In December 1997, the National Highway Traffic Safety Administration (NHTSA) sent an information request to nine automobile manufacturers requesting detailed technical information on the current industry practice on air bag technologies, and how air bag design and performance characteristics had evolved through the 1990s. The manufacturers provided the agency with the requested data, much of which was proprietary and confidential. The data included information on MY 1990 through MY 1998 vehicles. This report uses those data, as well as other available information, to illustrate the general trends in air bag design and performance characteristics. It also uses data from static and dynamic tests of various air bags and an assessment of air bag performance in terms of injury measures made on dummies representing occupants under low speed and high speed conditions. It also discusses the results of investigations of real world crashes by NHTSA's Special Crash Investigations office. The report is only intended to provide an overview of the trends in air bag characteristics and design changes. The limited analyses presented in this report are not intended to be a comprehensive report on the projected safety performance of the past, present, or future vehicle fleet. KW - Air bags KW - Design KW - Dummies KW - Injuries KW - Light vehicles KW - Passenger vehicles KW - Performance KW - Technology KW - Traffic crashes KW - Trend (Statistics) UR - https://trid.trb.org/view/756489 ER - TY - ABST AN - 01458658 TI - Identification of Alternate Methodologies for Collecting Pedestrian Exposure and Crash Data AB - No summary provided. KW - Alternatives analysis KW - Crash injuries KW - Data collection KW - Identification systems KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Research projects UR - https://trid.trb.org/view/1226869 ER - TY - RPRT AN - 00967084 AU - Engleman, E G AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-03-08 AND H-03-09 PY - 2001/06/13 SP - 8 p. AB - These safety recommendations, addressed to the governors of 33 states, recommend that the 33 states that do not have legislation prohibiting holders of learner's permits and intermediate licenses from using interactive wireless communication devices and that do not have driver distraction codes on their traffic accident investigation forms (1) enact legislation to prohibit holders of learner's permits and intermediate licenses from using interactive wireless communication devices while driving (H-03-08); (2) add driver distraction codes, including codes for interactive wireless communication device use, to their traffic investigation forms (H-03-09). KW - Cellular telephones KW - Crash investigation KW - Distraction KW - Drivers KW - Forms of business or industry KW - Graduated licensing KW - Hazards KW - Highway safety KW - Intermediate licenses KW - Legislation KW - Novices KW - Recommendations KW - States KW - Traffic crashes KW - Traffic safety KW - Wireless communication systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/H03_08_09.pdf UR - https://trid.trb.org/view/678455 ER - TY - RPRT AN - 00970572 AU - CHIDESTER, A B AU - Hinch, J AU - ROSTON, T A AU - National Highway Traffic Safety Administration TI - REAL WORLD EXPERIENCE WITH EVENT DATA RECORDERS PY - 2001/06 SP - 11 p. AB - The National Highway Traffic Safety Administration (NHTSA) acquires detailed engineering information on new and rapidly changing technologies in real world crashes utilizing the National Automotive Sampling System Crashworthiness Data System (NASS CDS), Special Crash Investigations (SCI) and Crash Injury Research and Engineering Network (CIREN) programs. The data are used by NHTSA, the automotive industry and consumer groups to evaluate the performance of motor vehicles in crashes. Currently, the primary metric used to represent crash severity in NHTSA programs is the delta in velocity (DV). The principle source for the DV estimates in the NHTSA programs is a computer algorithm. The reconstruction computer program has a number of limitations. As a result, only about 38% of the NASS cases have reported DV. Beginning with its 1994 model year vehicles, General Motors (GM) began producing a fleet of vehicles that recorded the DV. With the assistance of GM, SCI began collecting the DV from these vehicles' Event Data Recorders (EDR) on crashes of special interest to the Agency. In early 2000, a commercially available tool to read the output from GM vehicles' EDR became publicly available. NHTSA has implemented 50 of these units into their field data collection. In 2000, NHTSA and Ford Motor Company (Ford) initiated a collaborative effort to perform case-by-case evaluation of the real world performance of Ford's advanced occupant protection technologies. Particularly noteworthy is the technical analysis of the EDR output. The EDR data has provided invaluable information relating to occupant status, severity assessment and deployment control in researching crashes with advanced occupant protection systems. NHTSA is expanding its databases to allow event data to be stored. For the 2000 data collection year, variables were added to the NASS to identify if a vehicle is equipped with an on-board recorder and, if data was downloaded. Additionally, an open format field was provided for recording the data collected. Future enhancement will include the automation of all EDR output. This paper presents information from NHTSA's NASS and SCI data collection programs concerning crash investigations of vehicles equipped with EDR. The focus of the paper will be to provide information on specific findings from the EDR compared to the physical evidence and computer reconstruction models. KW - Crash investigation KW - Crash severity KW - Data collection KW - Data recorders KW - Event data recorders KW - Ford Motor Company KW - General Motors Corporation KW - In vehicle sensors KW - National Automotive Sampling System KW - Special Crash Investigations program KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Articles/EDR/PDF/Research/Real_World_Experience_with_Event_Data_Recorders.pdf UR - https://trid.trb.org/view/696543 ER - TY - RPRT AN - 00819640 AU - Stuster, J AU - National Highway Traffic Safety Administration TI - ALBUQUERQUE POLICE DEPARTMENT'S SAFE STREETS PROGRAM PY - 2001/06 SP - 28 p. AB - This paper presents the program established in Albuquerque, New Mexico, to mitigate crime and traffic law violations, including road rage. The program, called Safe Streets, was composed of law enforcement efforts such as saturation patrols, follow-up patrols, freeway speed enforcement and sobriety checkpoints. The main strategy of Safe Streets was to saturate one of the four high crime/high crash areas at a time with law enforcement officers. The primary tactic used during the first phase was to patrol the gateways used by non-residents to enter the area in order to buy illegal drugs and commit other crimes, and to write as many traffic tickets as possible. Motorists were stopped for every infraction, no matter how minor, and citations were given for all infractions. The saturation patrols continued in the same area for one month, and then switched to the next area. After leaving an area officers returned to that area twice a week. The paper also presents those efforts used to mitigate aggressive driving and speeding, including positioning police on top of a 'cherry picker', high above the freeway lanes. Large scale sobriety checkpoints, in which 30 or more personnel are involved, are also described as one means for combating drunk drivers. KW - Aggression KW - Albuquerque (New Mexico) KW - Countermeasures KW - Crimes KW - Drunk driving KW - Freeways KW - Law enforcement KW - Police departments KW - Police patrol KW - Road rage KW - Safety KW - Safety programs KW - Saturation patrols (Police patrols) KW - Sobriety checkpoints KW - Speeding KW - Traffic citations KW - Traffic law enforcement KW - Traffic violations KW - Traffic violators UR - http://www.nhtsa.dot.gov/people/injury/research/ss7.pdf UR - http://ntl.bts.gov/lib/11000/11600/11674/ss7.pdf UR - https://trid.trb.org/view/691725 ER - TY - CONF AN - 00929195 AU - Ference, J J AU - National Highway Traffic Safety Administration TI - REAR-END COLLISION WARNING SYSTEM FIELD OPERATIONAL TEST - STATUS REPORT PY - 2001/06 SP - 6p AB - This paper provides an overview of a cooperative research program between General Motors and the National Highway Traffic Safety Administration to conduct a field operational test of a rear-end collision warning system. A description of the system architecture is also presented. U1 - 17th International Technical Conference on the Enhanced Safety of VehiclesAmsterdam, Netherlands StartDate:20010604 EndDate:20010607 KW - Crash avoidance systems KW - Field tests KW - Rear end crashes KW - System architecture UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv17/proceed/00205.pdf UR - https://trid.trb.org/view/722762 ER - TY - RPRT AN - 00815750 AU - National Highway Traffic Safety Administration AU - Centers for Disease Control and Prevention AU - Federal Highway Administration TI - NATIONAL STRATEGIES FOR ADVANCING BICYCLE SAFETY PY - 2001/06 SP - 29 p. AB - This document, a call to action for "National Strategies for Advancing Bicycle Safety," includes goals, strategies, and short- and long-term actions that can be taken to reduce injury and mortality associated with bicycle-related incidents. It is national in scope, but local in application. The document was developed by a diverse group of bicycle advocates, injury prevention specialists, and government representatives working together at a conference in July 2000. Although it reflects the thoughts of that group, it is not meant to be a government plan of action. The following five key goals are addressed: Motorists will share the road; Bicyclists will ride safely; Bicyclists will wear helmets; The legal system will support safe bicycling; and Roads and paths will safely accommodate bicyclists. Under each goal is a series of strategies and initial action steps. These are designed to be a road map for policy makers, safety specialists, educators, and the bicycling community to follow as they undertake national, state and local efforts to increase safe bicycling. KW - Bicycle crashes KW - Bicycle helmets KW - Bicycle lanes KW - Bicycling KW - Bikeways KW - Fatalities KW - Injuries KW - Legal factors KW - Policy making KW - Prevention KW - Safety KW - Strategic planning UR - http://ntl.bts.gov/lib/18000/18700/18783/PB2002101997.pdf UR - https://trid.trb.org/view/690458 ER - TY - CONF AN - 00925910 AU - National Highway Traffic Safety Administration TI - ABSTRACT BOOKLET: 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, AMSTERDAM, JUNE 4-7, 2001 PY - 2001/06 SP - 99p AB - This booklet contains abstracts of the oral presentations, poster presentations, and written papers presented at the 17th International Technical Conference on the Enhanced Safety of Vehicles, Amsterdam, June 4-7, 2001. The abstracts are organized according to the following technical sessions: (1.1) Biomechanics: Injury Criteria and Dummy Development; (2) Advanced Technology Safety Systems (Active, Passive Safety/Collision Avoidance); (1.2) Biomechanics: Injury Criteria and Dummy Development; (3) Worldwide NCAP (New Car Assessment Program) Related to Existing Test Procedures; (4) Data Collection, Event Data Recorders and Risk Assessment; (5) Development in Frontal Impact Protection (Legal, Technical); (6) Simulation and Computer Modeling in Vehicle Safety; (7) Compatibility in Frontal and Side Collisions (Car/Car, Car/Vehicle); (8) Improved Safety for Vulnerable Road Users (Bicyclists, Pedestrians, Children); (9) Developments in Restraint Systems (Airbags, Safety Belts); (10) Developments in Side Impact Protection (Legal, Technical); (11) Safety of Heavy Trucks and Buses (Lanekeeping, Stability, Tire/Road); and (12) Intelligent Transportation Systems (ITS) Collision Avoidance. U1 - 17th International Technical Conference on the Enhanced Safety of VehiclesAmsterdam, Netherlands StartDate:20010604 EndDate:20010607 KW - Abstracts KW - Air bags KW - Bicycle crashes KW - Biophysics KW - Children KW - Compatibility KW - Computer models KW - Conferences KW - Crash avoidance systems KW - Crash injury research KW - Crashworthiness KW - Data recorders KW - Dummies KW - Frontal crashes KW - Injuries KW - New Car Assessment Program KW - Occupant protection devices KW - Pedestrian-vehicle crashes KW - Restraint systems KW - Risk assessment KW - Seat belts KW - Side air bags KW - Side crashes KW - Simulation KW - Technological innovations KW - Vehicle safety KW - Vehicle tests UR - https://trid.trb.org/view/720170 ER - TY - RPRT AN - 00925912 AU - Rhule, D AU - Freyhof, M AU - National Highway Traffic Safety Administration TI - TEST AND EVALUATION OF THE FORD/SAE AIR BAG INTERACTION ARM PY - 2001/06 SP - 94 p. AB - This paper summarizes an evaluation program of a newly developed test device - the Ford/SAE Air Bag Interaction Arm. The device has been developed in response to recent findings which indicate that injuries to the upper extremities are more likely to occur in vehicles equipped with air bag restraint systems. The instrumented arm is designed to attach to a small female Hybrid III crash test dummy. It contains instrumentation in both the upper and lower arm segments allowing for the measurement of forces, moments, and accelerations. The arm was subjected to pendulum impacts and static deployment tests using driver and side impact air bag systems. KW - Air bags KW - Crash injury research KW - Dummies KW - Pendulum tests KW - Side air bags KW - Static tests KW - Upper extremities UR - http://ntl.bts.gov/lib/18000/18200/18203/PB2001107414.pdf UR - https://trid.trb.org/view/718074 ER - TY - CONF AN - 00925855 AU - AUGENSTEIN, J AU - DIGGES, K AU - Ogata, S AU - PERDECK, E AU - STRATTON, J AU - National Highway Traffic Safety Administration TI - DEVELOPMENT AND VALIDATION OF THE URGENCY ALGORITHM TO PREDICT COMPELLING INJURIES PY - 2001/06 SP - 6p AB - The URGENCY algorithm uses data from on-board crash recorders to assist in identifying crashes that are most likely to have time critical (compelling) injuries. The injury risks projected by using the National Automotive Sampling System/Crashworthiness Data System data are the basis for the URGENCY algorithm. This study applied the algorithm retrospectively to a population of injured occupants in the database from the University of Miami School of Medicine, William Lehman Injury Research Center. The population selected was adult occupants in frontal crashes that were protected by three point belts plus an air bag. For the cases with greater than 50% predicted Maximum Abbreviated Injury Scale (MAIS) 3+ injury probability, 96% of the occupants in the study had MAIS 3+ injuries. For the cases with less than 10% predicted MAIS 3+ injury probability, 63% did not have MAIS 3+ injuries. Most of the MAIS 3+ injuries not predicted involved injuries in multiple impact crashes, pole crashes or close-in occupants injured by air bag deployment. Modifications to the URGENCY algorithm to include predictors for these three factors significantly improved accuracy of the MAIS 3+ injury predictions. U1 - 17th International Technical Conference on the Enhanced Safety of VehiclesAmsterdam, Netherlands StartDate:20010604 EndDate:20010607 KW - Accuracy KW - Air bag injuries KW - Air bags KW - Algorithms KW - Crashworthiness Data System KW - Frontal crashes KW - Injury severity KW - Mathematical prediction KW - Multiple impact collisions KW - National Automotive Sampling System KW - Onboard crash recorders KW - Pole collisions KW - Seat belts KW - Time critical injuries UR - https://trid.trb.org/view/720155 ER - TY - RPRT AN - 00824624 AU - Ulmer, R G AU - Shabanova, V I AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - EVALUATION OF USE AND LOSE LAWS PY - 2001/06 SP - 35 p. AB - The term "Use and Lose" describes laws that authorize driver licensing actions against persons found to be using or in possession of illicit drugs, and against young persons found to be drinking, purchasing or in possession of alcoholic beverages. That is, "Use and Lose" has the meaning that if you use alcohol or other drugs you will lose your license. The objective of this study was to assess the highway safety effects of "Use and Lose" in Missouri and Pennsylvania in terms of subsequent motor vehicle crashes and violations of underage persons arrested for alcohol/drug violations. In Missouri, the results showed that in cases where the arrest involved possession or use of alcohol or drugs, license suspension was not applied as often as in cases with Driving While Intoxicated (DWI)-related arrests. In Pennsylvania, license suspension for non-DWI charges was more common. Drivers under the age of 21 suspended for drinking, purchasing or in possession of alcohol or illicit drugs were less likely to have subsequent traffic convictions and crash involvements than young drivers similarly charged but not suspended (adjusted odds ratio of 0.61 for convictions and 0.64 for crashes; adjusted hazard ratio of 0.75 and 0.66 for convictions and crashes, respectively). License suspension is recommended for these "high risk" youthful drivers. KW - Adolescents KW - Alcoholic beverages KW - Arrests KW - Driver licenses KW - Drugs KW - Drunk driving KW - Highway safety KW - Laws KW - Missouri KW - Pennsylvania KW - Suspensions KW - Teenage drivers KW - Traffic conviction KW - Traffic crashes KW - Traffic violations UR - http://www.nhtsa.dot.gov/people/injury/research/pub/alcohol-laws/eval-of-law/index.html UR - http://ntl.bts.gov/lib/18000/18300/18384/PB2001108577.pdf UR - http://ntl.bts.gov/lib/26000/26000/26032/DOT-HS-809-285.pdf UR - https://trid.trb.org/view/713743 ER - TY - RPRT AN - 00822783 AU - Stewart, K AU - National Highway Traffic Safety Administration TI - ALCOHOL INVOLVEMENT IN FATAL CRASHES: COMPARISONS AMONG COUNTRIES PY - 2001/06 SP - 36 p. AB - This report describes the different definitions of key elements in the measurement of alcohol involvement in crashes in 20 different countries. Specifically, countries differ in their definitions of alcohol involvement (e.g., driver only, driver and pedestrian(s), over legal blood alcohol content), fatality (e.g., 30 days following a crash, 8 days, 12 months), time limits on alcohol testing (e.g., at the scene of the crash, a few hours after), percent of drivers tested, and the use of autopsy reports which are used for official statistics in some countries, but not others. KW - Countries KW - Definitions KW - Drunk driving KW - Fatalities KW - Measuring methods KW - Statistics UR - http://www.nhtsa.dot.gov/people/injury/research/AlcoholCountries/index.htm UR - http://ntl.bts.gov/lib/18000/18500/18548/PB2002100433.pdf UR - http://ntl.bts.gov/lib/26000/26000/26039/DOT-HS-809-355.pdf UR - https://trid.trb.org/view/713239 ER - TY - RPRT AN - 00823164 AU - National Highway Traffic Safety Administration TI - KNOW THE FACTS OR SUFFER THE CONSEQUENCES T2 - CONOCE LA REALILDAD O SUFRE LAS CONSECUENCIAS PY - 2001/06 SP - 6 p. AB - This English/Spanish bilingual brochure presents facts about traffic accidents, injuries, traffic safety and seat belts. It notes that Hispanics are at risk, and urges its audience to wear seat belts. KW - Bilingualism KW - Brochures KW - Hispanics KW - Injuries KW - Seat belts KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/713311 ER - TY - RPRT AN - 00823165 AU - National Highway Traffic Safety Administration TI - SOUTH CAROLINA'S CLICK IT OR TICKET! CAMPAIGN MODEL FOR BOOSTING BELT USE IN MINORITY COMMUNITIES PY - 2001/06 SP - 8 p. AB - Fatality and injury rates soared in recent years in South Carolina. The year 2000 was slated to be the worst year on record for traffic fatalities in the state. In an effort to turn the tide on fatalities and injuries, the Click It or Ticket campaign was launched by the South Carolina Department of Public Safety, the Air Bag and Seat Belt Safety Campaign and the National Highway Traffic Safety Administration. The campaign was modeled after the successful North Carolina program. It was designed to publicize high visibility enforcement of seat belt and child seat laws, and it was implemented during the November 2000 Operation ABC (America Buckles Up) mobilization in an effort to boost the seat belt use rate by 10 percentage points above the previous year. A major objective of the campaign was to expand involvement of the minority community (30% of the state's population is African American) in creating an awareness of the need to wear seat belts. Of major concern was the racially tense environment in South Carolina at the time, after a heated debate in the legislature over the removal of the Confederate flag from the Capitol dome. KW - Advertising campaigns KW - African Americans KW - Child restraint systems KW - Fatalities KW - Injuries KW - Laws KW - Minorities KW - Public information programs KW - Seat belts KW - South Carolina KW - Traffic law enforcement KW - Traffic safety UR - https://trid.trb.org/view/713312 ER - TY - RPRT AN - 00823168 AU - Rodriguez-Iglesias, C AU - Wiliszowski, C H AU - Lacey, J H AU - Mid-America Research Institute, Incorporated AU - National Highway Traffic Safety Administration TI - LEGISLATIVE HISTORY OF .08 PER SE LAWS PY - 2001/06 SP - 52 p. AB - This report documents the legislative history of .08 per se legislation at the state level. It was conducted prior to the October 2000 passage of a federal provision mandating states to enact .08 per se laws by 2004 or otherwise begin losing federal highway construction funds. To write this legislative history, project staff studied the legislative and political processes in six states: Texas, Washington, Illinois, and Virginia (states that have passed .08 per se laws), as well as Maryland and Minnesota (states that, at the time of this study, had been attempting to pass .08 legislation for several years). In-depth discussions were conducted with many individuals involved in the political and legislative processes at each site. In each of the states, project staff spoke with legislators both for and against .08 per se, as well as lobbyists and representatives from special interest groups on both sides of the issue. State-level agencies such as the Department of Motor Vehicles, the State Police, and the state's department of transportation were also consulted. In addition, project staff spoke with representatives from national organizations such as Mothers Against Drunk Driving, the Century Council, and the American Beverage Institute. The report discusses arguments in favor and against .08 per se, key participants in the debate, as well as legislative strategies and tactics used by legislators to promote or block passage of the .08 bill. KW - .08 Per se laws KW - Drunk drivers KW - Drunk driving KW - History KW - Illinois KW - Legislation KW - Maryland KW - Minnesota KW - Per se laws KW - State laws KW - Texas KW - Virginia KW - Washington (State) UR - http://www.nhtsa.gov/people/injury/research/pub/alcohol-laws/08History/index.htm UR - http://ntl.bts.gov/lib/18000/18300/18352/PB2001108231.pdf UR - http://ntl.bts.gov/lib/26000/26000/26071/DOT-HS-809-286.pdf UR - https://trid.trb.org/view/713315 ER - TY - RPRT AN - 00823172 AU - National Latino Children's Institute AU - National Highway Traffic Safety Administration TI - IS YOUR CHILD SAFELY SECURED IN THE CAR SEAT? (SPANISH POSTER) T2 - ESTARA SU HIJO BIEN SUJETADO EN SU ASIENTO SE SEGURIDAD? PY - 2001/06 SP - n.p. AB - These location event posters for the Corazon de mi vida program advertise the program and have a large space available to fill in the location of that particular event. This is the Spanish version of the poster. The poster invites the community to 1: Meet the experts on child passenger safety, 2. Know the facts on child passenger safety, 3. Learn how a child safety seat is properly installed and 4. Pick up free bilingual materials (Spanish/English). KW - Advertising KW - Child restraint systems KW - Children KW - Posters KW - Public information programs KW - Safety programs KW - Traffic safety UR - https://trid.trb.org/view/713936 ER - TY - RPRT AN - 00823163 AU - National Highway Traffic Safety Administration AU - Department of Health and Human Services TI - GUIDE FOR PREPARING MEDICAL DIRECTORS PY - 2001/06 SP - 50 p. AB - The purpose of this guide is to aid the States Emergency Medical Services (EMS) offices and experienced medical directors with their preparation of a one-day course for potential medical directors. The following items were explored in developing this curriculum: on-line medical direction and consultation; roles and responsibilities of medical directors, including injury prevention; audit and evaluation of patient care; and planning and protocols. The curriculum also addresses the issue of medical direction for all levels of EMS provider and the issue of non-emergency physicians providing medical direction.The purpose of this guide is to aid the States Emergency Medical Services (EMS) offices and experienced medical directors with their preparation of a one-day course for potential medical directors. The following items were explored in developing this curriculum: on-line medical direction and consultation; roles and responsibilities of medical directors, including injury prevention; audit and evaluation of patient care; and planning and protocols. The curriculum also addresses the issue of medical direction for all levels of EMS provider and the issue of non-emergency physicians providing medical direction. KW - Curricula KW - Emergency medical services KW - Guidelines KW - Injuries KW - Medical directors KW - Medical personnel KW - Physicians KW - Prevention KW - States KW - Training UR - https://trid.trb.org/view/713310 ER - TY - RPRT AN - 00823166 AU - Centers for Disease Control and Prevention TI - GUIDE TO COMMUNITY PREVENTIVE SERVICES: MOTOR VEHICLE OCCUPANT INJURY PREVENTION PY - 2001/06 SP - 1 p. AB - The Guide to Community Preventive Services will provide public health decision makers with recommendations regarding population-based interventions to promote health and to prevent disease, injury, disability and premature death, appropriate for use by communities and health care systems. The Motor Vehicle Occupant Injury Prevention chapter addresses the following questions: (1) What community-based interventions increase the proper use of child safety seats? (2) What community-based interventions increase the use of safety belts? (3) What community-based interventions decrease the occurrence of alcohol impaired driving? KW - Child restraint systems KW - Communities KW - Community action programs KW - Diseases and medical conditions KW - Drunk driving KW - Fatalities KW - Health KW - Health care KW - Injuries KW - Interventions KW - Motor vehicles KW - Prevention KW - Seat belts KW - Traffic safety KW - Vehicle occupants UR - https://trid.trb.org/view/713313 ER - TY - CONF AN - 00823167 AU - Runge, J W AU - Hargarten, Stephen AU - Velianoff, G AU - Brewer, P A AU - D'Onofrio, G AU - Soderstrom, C A AU - Gentilello, L M AU - Hoyt, D B AU - Flaherty, L AU - Fiellin, D A AU - Degutis, L C AU - Pantalon, M V AU - Emergency Nurses Association AU - National Highway Traffic Safety Administration TI - DEVELOPING BEST PRACTICES OF EMERGENCY CARE FOR THE ALCOHOL-IMPAIRED PATIENT: RECOMMENDATIONS FROM THE NATIONAL CONFERENCE PY - 2001/06 SP - 57p AB - This report presents the results of the National Conference: Developing Best Practice Standards of Emergency Care for the Alcohol-Impaired Patient. The conference was convened in response to Strategy III, Action III-d of the Partners in Progress: An Impaired Driving Guide for Action report. The main objectives of this conference were (1) to describe a comprehensive public health approach to the reduction of alcohol-related injuries, focusing on those that are motor vehicle related; (2) to interpret available research on identification and intervention in the emergency setting; (3) formulate "best practice standards" for use by prehospital professionals, emergency rooms and trauma centers. A major outcome of the conference was the consensus to change the Best Practice Standards to "Best Practices". The attendees felt strongly that this group was not yet prepared to recommend standards based on the current research, and that Best Practices was the more appropriate term. U1 - Developing Best Practices of Emergency Care for the Alcohol-Impaired Patient National ConferenceEmergency Nurses AssociationWashington, DC StartDate:20000602 EndDate:20000602 Sponsors:Emergency Nurses Association KW - Alcohol abuse KW - Alcohol use KW - Best practices KW - Conferences KW - Drunk drivers KW - Emergency medical services KW - Hospital emergency rooms KW - Impaired drivers KW - Injuries KW - Interventions KW - Medical treatment KW - Public health KW - Research KW - Traffic crashes UR - http://www.nhtsa.dot.gov/people/injury/alcohol/EmergCare/index.htm UR - https://trid.trb.org/view/716254 ER - TY - RPRT AN - 00823156 AU - National Latino Children's Institute AU - National Highway Traffic Safety Administration TI - YOU ARE THE CENTER OF MY LIFE (STICKERS) T2 - CORAZON DE MI VIDA PY - 2001/06 SP - n.p. AB - These round Spanish language stickers can remind Latino children to always ride in their safety seats, buckled up. They have "Corazon de mi vida" printed on them. KW - Child restraint systems KW - Children KW - Hispanics KW - Stickers KW - Traffic safety UR - https://trid.trb.org/view/713931 ER - TY - RPRT AN - 00823160 AU - National Latino Children's Institute AU - National Highway Traffic Safety Administration TI - YOU ARE THE CENTER OF MY LIFE (HANGERS) T2 - CORAZON DE MI VIDA PY - 2001/06 SP - n.p. AB - Using rhythms and rhymes, these bilingual hangers remind parents to use safety seats and seat belts and to reinforce the three campaign messages: 1. Children are safest when riding in a properly installed safety seat, 2. Children should ride in the middle of the backseat, 3. Adults should use seatbelts to model proper behavior for their children. These hangers are part of the Corazon de mi vida program. KW - Adults KW - Bilingualism KW - Child restraint systems KW - Children KW - Hangers KW - Parents KW - Public information programs KW - Rear seats KW - Safety KW - Seat belts KW - Traffic safety UR - https://trid.trb.org/view/713935 ER - TY - RPRT AN - 00823157 AU - National Latino Children's Institute AU - National Highway Traffic Safety Administration TI - YOU ARE THE CENTER OF MY LIFE (LAMINATED CHECKLISTS) T2 - CORAZON DE MI VIDA PY - 2001/06 SP - n.p. AB - These laminated checklists, with "Corazon de mi vida" (You are the center of my life) and Tris, Tras no adelante, pero siempre atras. Estara mas seguro, y si lo veras! (Tic, tac, not in front but in the back. Your child will be safer and you can still see him)! printed on the front, deliver 3 different traffic safety messages in both Spanish and English, on their reverse sides. The messages on the reverse side discuss the proper use of forward facing child safety seats, rear facing seats, and booster seats. The checklists are part of the "Corazon de mi vida" traffic safety program targeted to aid Latino parents. KW - Booster seats KW - Checklists KW - Child restraint systems KW - Children KW - Hispanics KW - Parents KW - Public information programs KW - Safety programs KW - Traffic safety UR - https://trid.trb.org/view/713932 ER - TY - RPRT AN - 00823159 AU - National Latino Children's Institute AU - National Highway Traffic Safety Administration TI - SAFETY LOTERIA PY - 2001/06 SP - n.p. AB - This children's lotto game is part of the Corazon de mi vida program on child passenger safety. KW - Children KW - Children's games KW - Passengers KW - Safety KW - Traffic safety UR - https://trid.trb.org/view/713934 ER - TY - RPRT AN - 00823158 AU - National Latino Children's Institute AU - National Highway Traffic Safety Administration TI - IS YOUR CHILD SAFELY SECURED IN THE CAR SEAT? (ENGLISH POSTER) PY - 2001/06 SP - n.p. AB - These location event posters for the Corazon de mi vida program advertise the program and have a large space available to fill in the location of that particular event. The poster invites the community to 1: Meet the experts on child passenger safety, 2. Know the facts on child passenger safety, 3. Learn how a child safety seat is properly installed, and 4. Pick up free bilingual materials (Spanish/English). KW - Advertising KW - Child restraint systems KW - Children KW - Posters KW - Public information programs KW - Safety programs KW - Traffic safety UR - https://trid.trb.org/view/713933 ER - TY - RPRT AN - 00823161 AU - Barrera, R M AU - Garza, J F AU - Lobo, B AU - McCabe, M J AU - National Latino Children's Institute AU - National Highway Traffic Safety Administration TI - CORAZON DE MI VIDA CHILD PASSENGER SAFETY INITIATIVE COMMUNITY COORDINATOR'S HANDBOOK PY - 2001/06 SP - 39 p. AB - This handbook describes the Corazon de mi vida program and toolkit. The child passenger safety/traffic safety program is directed at Latinos - Mexican-America, Cuban, Puerto Rican, Salvadoran and others. The materials are written either in Spanish, or bilingual (Spanish and English). Materials in the program are tied to activities that have a connection with celebrations in Latino communities. The 3 main messages of the program are: "You are the center of my life and I love you so much that I will a) put you in a car seat, b) put you in the back seat, and c) wear my own seat belt". Materials in the tool kit include posters, hangers (to hang on automobile mirrors or anywhere that they will be seen), laminated checklists, a children's game, round stickers, bumper stickers, and a handbook. KW - Bilingualism KW - Child restraint systems KW - Children KW - Communities KW - Handbooks KW - Hispanics KW - Motor vehicles KW - Passengers KW - Public information programs KW - Rear seats KW - Safety KW - Safety programs KW - Seat belts KW - Traffic safety UR - https://trid.trb.org/view/713308 ER - TY - RPRT AN - 00823155 AU - National Latino Children's Institute AU - National Highway Traffic Safety Administration TI - YOU ARE IN MY HEART AND I WILL BUCKLE YOU UP T2 - ESTAS EN MI CORAZON Y TE ABROCHO EL CINTURON PY - 2001/06 SP - n.p. AB - This Spanish bumper sticker is part of the Corazon de mi Vida Child Passenger Safety Initiative, produced for a Latino audience. The blue and while bumper sticker, translated into English says, "You are in my heart and I will buckle you up". It reminds Latino parents to fasten the buckles of the safety seats, booster seats, or seat belts of their children. KW - Booster seats KW - Bumper stickers KW - Child restraint systems KW - Children KW - Hispanics KW - Parents KW - Public information programs KW - Safety programs KW - Seat belts KW - Traffic safety UR - https://trid.trb.org/view/713930 ER - TY - RPRT AN - 00823154 AU - National Highway Traffic Safety Administration AU - Department of Justice TI - AN IMPLEMENTATION GUIDE FOR JUVENILE HOLDOVER PROGRAMS PY - 2001/06 SP - 21 p. AB - This document describes juvenile holdover programs. These programs were once used by law enforcement officers, social workers and probation officers who were deciding what to do with a juvenile in need of a safe, and perhaps secure place to wait until a parent could be located or while the system mobilized to respond to the needs of a child or youth. Sleeping on office floors or riding for hours in the back seat of a squad car were some previous juvenile holdover programs. Currently, communities have developed a variety of different responses to meet the need for a short-term, temporary holding program for juveniles that can be called upon when the need arises. Both zero tolerance laws, and laws establishing a minimum drinking age at 21 make it likely that youth will sometimes be apprehended for violating these laws. Juvenile holdover programs can provide temporary placement for these youth while awaiting further action. The document lists the following table of contents chapter headings: 1. Overview of Juvenile Holdover Programs, 2. Beginning the Planning Process, 3. Strategic Planning; Developing a Program Framework, 4. Legal Issues, 5. Defining a Target Population and Establishing an Admission Process, 6. Program Design and Operations, 7. Site and Facility Issues, 8. Staffing and Staff Training, 9. Assuring Your Success, and 10. Celebrating Your Success. KW - Adolescents KW - Children KW - Communities KW - Design KW - Juvenile holdover programs KW - Laws KW - Legal drinking age KW - Legal factors KW - Operations KW - Personnel KW - Protection KW - Safety and security KW - Strategic planning KW - Traffic violators KW - Training KW - Zero tolerance UR - https://trid.trb.org/view/713307 ER - TY - RPRT AN - 00823151 AU - National Highway Traffic Safety Administration TI - SPEAK OUT AND MAKE NOYS: YOUTH CHANGING THE WORLD ONE VOICE AT A TIME. VIDEO PY - 2001/06 SP - n.p. AB - The National Organizations for Youth Safety (NOYS) is a coalition that promotes collaboration at the national, state and local levels. Its mission is to marshal resources and build synergistic partnerships that save lives, prevent injuries, and promote safe and healthy lifestyles among youth. The current NOYS emphasis areas are highway safety, violence prevention, alcohol and tobacco use, and other drug issues among youth ages 5-24. Speak Out and Make NOYS is a health and safety project that gives youth an opportunity to speak out about an issue or problem in their community. It allows youth to participate in finding solutions and changing the world for the better. This video contains personal stories, project ideas and exciting footage of successful Speak Out and Make NOYS projects. KW - Adolescents KW - Alcohol use KW - Children KW - Coalitions KW - Communities KW - Drug use KW - Health KW - Highway safety KW - Injuries KW - National Organizations for Youth Safety (NOYS) KW - Partnerships KW - Prevention KW - Public participation KW - Safety KW - Tobacco use KW - Videotapes KW - Violent crimes UR - https://trid.trb.org/view/713929 ER - TY - RPRT AN - 00821229 AU - National Highway Traffic Safety Administration TI - THREE WAYS TO KEEP A FRIEND...FRIENDS DON'T LET FRIENDS DRIVE DRUNK! PY - 2001/06 SP - 6 p. AB - This pamphlet addresses traffic safety and an individual's responsibility towards his friends. The pamphlet's key message is - friends don't let friends drive drunk. Three actions are suggested as interventions to prevent a friend from driving while intoxicated - 1) drive your friend home, 2) have the friend sleep over your house, and 3) call your friend a taxicab to take him/her home. KW - Drunk drivers KW - Drunk driving KW - Friends KW - Interventions KW - Strategic planning KW - Traffic safety UR - https://trid.trb.org/view/712747 ER - TY - JOUR AN - 00821212 JO - Research Note PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - BELTUSE REGRESSION MODEL UPDATE PY - 2001/06 SP - 15 p. AB - Since 1994, the National Highway Traffic Safety Administration (NHTSA) has used BELTUSE, a DOS version program, to estimate the benefits from increased safety belt usage. The core of the BELTUSE program is a statistical model (BELTUSE model) developed by a regression technique using 1983-1991 safety belt usage data collected in the 19-City Surveys. This research note descries an analysis based on newer and more comprehensive data to update the BELTUSE model for the purpose of future safety belt benefits assessments. KW - BELTUSE KW - Benefits KW - Computer models KW - Estimating KW - Regression analysis KW - Seat belts KW - Software KW - Statistical analysis UR - https://trid.trb.org/view/714686 ER - TY - RPRT AN - 00821192 AU - U.S. General Accounting Office TI - DEPARTMENT OF TRANSPORTATION: STATUS OF ACHIEVING KEY OUTCOMES AND ADDRESSING MAJOR MANAGEMENT CHALLENGES PY - 2001/06 SP - 32 p. AB - The General Accounting Office (GAO) reviewed the Department of Transportation's (DOT) fiscal year 2000 performance report and fiscal year 2002 performance plan required by the Government Performance and Results Act of 1993 (GPRA) to assess DOT's progress in assessing selected key outcomes that are important mission areas for the agency. The selected key outcomes are: fewer transportation-related accidents, deaths, injuries, and property losses; reduced flight delays through air traffic control modernization; less highway congestion and improved highway pavement condition; and reduced availability and/or use of illegal drugs. Using the selected key outcomes for DOT as a framework, GAO (1) assessed the progress DOT has made in accomplishing these outcomes and the strategies the agency has in place to achieve them and (2) compared DOT's fiscal year 2000 performance report and fiscal year performance plan with the agency's prior year performance report and plan for these outcomes. Additionally, GAO agreed to analyze how DOT addressed its major management challenges, including the governmentwide high-risk areas of strategic human capital management and information security that GAO and DOT's Inspector General identified. Briefly, although the structure, coverage, and completeness of DOT's consolidated performance report and plan continue to be commendable, the report makes it clear that DOT achieved only limited progress in 2000 toward achieving the four selected outcomes and that the agency achieved fewer goals than it did last year. Although DOT's strategies appear reasonable related to achieving its goals, in several cases the agency directly indicates that its current strategies are not likely to result in achievement of the goals. The agency report limited success in improving transportation safety during 2000. DOT reported that it failed to meet its goal for reducing aviation delays, which increased in 2000 for the third straight year, and it does not expect to meet its goal in 2001 due to expected increases in air travel. DOT reported mixed progress during 2000 in achieving its goals in the area of less highway congestion and improved highway pavement condition. DOT reported that for 2000 it did not achieve its goal to increase the seizure rate for cocaine that is shipped into the country via the high seas. The DOT report and plan addressed all of the management challenges identified by including goals, measures, and/or strategies to deal with them. KW - Air traffic KW - Air traffic control KW - Air travel KW - Aviation KW - Cocaine KW - Drugs KW - Fatalities KW - Flight KW - Highway traffic KW - Highways KW - Information systems KW - Injuries KW - Management KW - Pavements KW - Pipelines KW - Public transit KW - Rail transit KW - Security KW - Strategic planning KW - Traffic congestion KW - Traffic crashes KW - Traffic delays KW - Transportation safety KW - U.S. Department of Transportation KW - Water transportation UR - http://www.gao.gov/new.items/d01834.pdf UR - https://trid.trb.org/view/712692 ER - TY - RPRT AN - 00821184 AU - Sivak, M AU - Flannagan, M J AU - Schoettle, B AU - NAKATA, Y AU - University of Michigan Transportation Research Institute TI - BENEFITS OF APPLYING ADAPTIVE LIGHTING TO THE U.S. AND EUROPEAN LOW-BEAM PATTERNS PY - 2001/06 SP - 36 p. AB - This analytical study examined the potential benefits of applying two embodiments of adaptive lighting to the U.S. and European low-beam patterns: curve lighting that involves shifting the beam horizontally into the curve, and motorway lighting that involves shifting the beam vertically upward. The curve lighting simulations paired 80-m radius left and right curves with a horizontal beam shift of 15 degrees, and 240-m radius curves with a shift of 10 degrees. The motorway lighting simulations involved upward aim shifts of 0.25 degrees and 0.5 degrees. For both curve and motorway lighting, changes in both visibility and glare illuminance were considered. Market-weighted model year 2000 U.S. and European beam patterns were used. The authors conclude that curve lighting, as simulated here, would substantially improve seeing performance on curves for both types of beams. On left curves (but not on right curves) there would be an increase in disability glare for oncoming traffic. No major discomfort-glare problems would be expected. Although the shifted U.S. beams were found to perform slightly better overall than the shifted European beams, the main difference in performance is between the shifted and nominally aimed beams. Motorway lighting, as simulated here, would also substantially improve seeing performance, with the benefits already present at an upward shift of 0.25 degrees. Because the increases in glare illuminance would be minor, and because motorways often incorporate median barriers or wide separations between lanes of opposing traffic, the authors do not expect substantial problems with increased glare. The European beams benefit more from this embodiment of motorway lighting than do the U.S. beams. (This is the case because under nominal aim the European beams provide less visibility illuminance and their vertical gradient is steeper.) Nevertheless, the nominally aimed U.S. beams tend to outperform the European beams shifted upward 0.25 degrees. KW - Adaptive lighting KW - Benefits KW - Curves (Geometry) KW - Europe KW - Freeways KW - Glare KW - Lighting KW - Low beamed headlamps KW - Luminance KW - Simulation KW - United States KW - Vehicle lighting KW - Visibility UR - https://trid.trb.org/view/712681 ER - TY - RPRT AN - 00821185 AU - Sayer, J R AU - Mefford, M L AU - University of Michigan Transportation Research Institute TI - THE EFECTS OF HYDROPHILIC AND HYDROPHOBIC REAR-WINDOW TREATMENTS ON VISUAL PERFORMANCE PY - 2001/06 SP - 28 p. AB - This study consisted of a survey and a field experiment to evaluate the potential benefits of hydrophilic treatments for motor vehicle glazing. The survey examined the subjective assessments of 15 drivers whose vehicles had a portion of the rear window and one of the side windows treated with a hydrophilic coating. The field experiment evaluated the effects of hydrophilic and hydrophobic treatments, relative to an untreated condition, on driver visual acuity under simulated wind and rain conditions, both during the day and during the night. Additional independent variables included whether headwind was present, rain rate, and age. The results of the survey show that drivers did not report a benefit of hydrophilic treated areas compared to untreated areas of the side or rear windows. Consistent with the survey results, the field experiment showed that hydrophilic treatment did not improve visual performance. However, significant improvements in visual performance were associated with hydrophobic treatment of the rear window. The findings from the field experiment support previous research that showed significant improvements in visual acuity associated with hydrophobic treatment of the windshield. On the other hand, the present study found no subjective or objective benefits of applying hydrophilic treatments to rear or side windows. KW - Age KW - Benefits KW - Daylight KW - Drivers KW - Glazing KW - Hydrophilic treatment KW - Night KW - Rain KW - Rear windows KW - Side windows KW - Vision KW - Water repellents KW - Wind KW - Windows (Vehicles) UR - https://trid.trb.org/view/712682 ER - TY - RPRT AN - 00818827 AU - Wiliszowski, C H AU - Lacey, J H AU - Cyr, E AU - Jones, R K AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - A TREND ANALYSIS OF TRAFFIC LAW ENFORCEMENT IN THE UNITED STATES PY - 2001/06 SP - 108 p. AB - This project assessed traffic law enforcement trends in eleven jurisdictions (State of California; San Diego, California; Douglas County, Colorado; State of Delaware; State of Florida; Orange County, Florida; Seminole County, Florida; Palos Heights, Illinois; Guilford County, North Carolina; Austin, Texas; and Fairfax County, Virginia). Data were collected, as available, including citation, violation, labor and budgetary information. The data were analyzed and comparisons were made where appropriate. KW - Budgeting KW - Data collection KW - Labor KW - Traffic citations KW - Traffic law enforcement KW - Traffic violations KW - Trend (Statistics) KW - United States UR - http://www.nhtsa.dot.gov/people/injury/enforce/trafficLawTrend.pdf UR - http://ntl.bts.gov/lib/11000/11400/11436/trafficLawTrend.pdf UR - http://ntl.bts.gov/lib/26000/26000/26025/DOT-HS-809-269.pdf UR - https://trid.trb.org/view/691443 ER - TY - RPRT AN - 00821164 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-12 THROUGH H-01-14 PY - 2001/05/25 SP - 4 p. AB - These safety recommendations are addressed to Mr. Jacques A. Nasser, President and Chief Executive Officer, Ford Motor Company; Mr. G. Richard Wagoner, President and Chief Executive Officer, General Motors Corporation; and Mr. Norihiko Oda, Chairman and Chief Executive Officer, Isuzu Motors America, Incorporated. They recommend that the truck and automobile manufacturers: (1) develop and implement, in cooperation with the National Highway Traffic Safety Administration, the Federal Highway Administration, the Intelligent Transportation Society of America, and automobile manufacturers, a program to inform the public and commercial drivers on the benefits, use, and effectiveness of collision warning systems and adaptive cruise controls (H-01-12); (2) develop a training program for operators of vehicles equipped with a collision warning system or an adaptive cruise control and provide this training to the vehicle operators (H-01-13); (3) develop and implement, in cooperation with the National Highway Traffic Safety Administration, the Federal Highway Administration, the Intelligent Transportation Society of America, and the truck and motorcoach manufacturers, a program to inform the public and commercial drivers on the benefits, use, and effectiveness of collision warning systems and adaptive cruise controls (H-01-14). KW - Adaptive control KW - Automobiles KW - Benefits KW - Buses KW - Commercial vehicles KW - Crash avoidance systems KW - Cruise control KW - Drivers KW - Industries KW - ITS America KW - Operators (Persons) KW - Proximity detectors KW - Public information programs KW - Recommendations KW - Traffic safety KW - Training programs KW - Trucks KW - U.S. Federal Highway Administration KW - U.S. National Highway Traffic Safety Administration KW - U.S. National Transportation Safety Board KW - Warning systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_12_14.pdf UR - https://trid.trb.org/view/712658 ER - TY - RPRT AN - 00821165 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-15 PY - 2001/05/25 SP - 3 p. AB - This safety recommendation, addressed to Mr. David Hensing, President, Intelligent Transportation Society of America, recommends that the Intelligent Transportation Society of America develop and implement, in cooperation with the National Highway Traffic Safety Administration, the Federal Highway Administration, and the truck and motorcoach manufacturers, a program to inform the public and commercial drivers on the benefits, use, and effectiveness of collision warning systems and adaptive cruise controls. KW - Adaptive control KW - Automobiles KW - Benefits KW - Buses KW - Commercial vehicles KW - Crash avoidance systems KW - Cruise control KW - Drivers KW - Industries KW - ITS America KW - Proximity detectors KW - Public information programs KW - Recommendations KW - Traffic safety KW - Trucks KW - U.S. Federal Highway Administration KW - U.S. National Highway Traffic Safety Administration KW - U.S. National Transportation Safety Board KW - Warning systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_15.pdf UR - https://trid.trb.org/view/712659 ER - TY - RPRT AN - 00821166 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-16 PY - 2001/05/25 SP - 3 p. AB - This safety recommendation is addressed to Mr. Walter B. McCormick, Jr., President and Chief Executive Officer, American Trucking Associations, Inc.; Mr. John McQuaid, President and Chief Executive Officer, National Private Truck Council; and Mr. Jim Johnston, President, Owner-operator Independent Driver Association. It recommends that the American Trucking Associations, Inc.; National Private Truck Council; and the Owner-Operator Independent Driver Association: Encourage your members to obtain or provide, or both, training to those drivers who operate collision warning system- or adaptive cruise control-equipped trucks. KW - Adaptive control KW - Crash avoidance systems KW - Cruise control KW - Owner operators KW - Proximity detectors KW - Recommendations KW - Traffic safety KW - Training KW - Truck drivers KW - Trucks KW - U.S. National Transportation Safety Board KW - Warning systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_16.pdf UR - https://trid.trb.org/view/712660 ER - TY - RPRT AN - 00821163 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-10 AND H-01-11 PY - 2001/05/25 SP - 4 p. AB - This safety recommendation, addressed to Mr. Vincent Schinmoller, Deputy Executive Director, Federal Highway Administration, recommends that the Federal Highway Administration (1) develop and implement, in cooperation with the National Highway Traffic Safety Administration; the Intelligent Transportation Society of America; and the truck, motorcoach and automobile manufacturers, a program to inform the public and commercial drivers on the benefits, use, and effectiveness of collision warning systems and adaptive cruise controls (H-01-10). (2) develop a procedure that States can use to conduct a risk analysis for work zone backups; require, where appropriate, the use of a queue length detection and warning system; and incorporate that procedure for a queue length detection and warning system for work zones in the manual on Uniform Traffic Control Devices work zone guidelines (H-01-11). KW - Adaptive control KW - Automobiles KW - Benefits KW - Buses KW - Commercial vehicles KW - Crash avoidance systems KW - Cruise control KW - Detectors KW - Drivers KW - Industries KW - Length KW - Manual on Uniform Traffic Control Devices KW - Proximity detectors KW - Public information programs KW - Queuing KW - Recommendations KW - Risk analysis KW - Traffic safety KW - Trucks KW - Warning systems KW - Work zone traffic control KW - Work zones UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_10_11.pdf UR - https://trid.trb.org/view/712657 ER - TY - RPRT AN - 00821161 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-06 THROUGH H-01-08 PY - 2001/05/25 SP - 5 p. AB - These safety recommendations, addressed to the Honorable Norman Y. Mineta, Secretary, U.S. Department of Transportation, recommends that the U.S. Department of Transportation: (1) Complete rulemaking on adaptive cruise control and collision warning system performance standards for new commercial vehicles. At a minimum, these standards should address obstacle detection distance, timing of alerts, and human factors guidelines, such as the mode and type of warning (H-01-06). (2) After promulgating performance standards for collision warning systems for commercial vehicles, require that all new commercial vehicles be equipped with a collision warning system (H-01-07). (3) Complete rulemaking on adaptive cruise control and collision warning system performance standards for new passenger cars. At a minimum, these standards should address obstacle detection distance, timing of alerts, and human factors guidelines, such as the mode and type of warning (H-01-08). KW - Adaptive control KW - Commercial vehicles KW - Crash avoidance systems KW - Cruise control KW - Distance KW - Human factors KW - Passenger vehicles KW - Performance KW - Proximity detectors KW - Recommendations KW - Standards KW - Time KW - Traffic safety KW - U.S. Department of Transportation KW - U.S. National Transportation Safety Board KW - Warning signals KW - Warning systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_06_08.pdf UR - https://trid.trb.org/view/712655 ER - TY - RPRT AN - 00821162 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-09 PY - 2001/05/25 SP - 3 p. AB - This safety recommendation, addressed to Mr. Robert Shelton, Acting Administrator, National Highway Traffic Safety Administration, recommends that the National Highway Traffic Safety Administration develop and implement, in cooperation with the Federal Highway Administration; the Intelligent Transportation Society of America; and the truck, motorcoach and automobile manufacturers, a program to inform the public and commercial drivers on the benefits, use, and effectiveness of collision warning systems and adaptive cruise controls. KW - Adaptive control KW - Automobiles KW - Benefits KW - Commercial drivers KW - Crash avoidance systems KW - Cruise control KW - Industries KW - Public information programs KW - Recommendations KW - Traffic safety KW - Trucks KW - U.S. Department of Transportation KW - U.S. Federal Highway Administration KW - U.S. National Highway Traffic Safety Administration KW - Warning systems UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_09.pdf UR - https://trid.trb.org/view/712656 ER - TY - RPRT AN - 00821167 AU - Ohio Department of Transportation TI - PRELIMINARY 2000 TRAFFIC CRASH FACTS PY - 2001/05/15 SP - 75 p. AB - Information contained in this report represents preliminary traffic crash data and supporting information from the Ohio Integrated Traffic Records System for the calendar year of 2000. The table of contents lists the following eight chapter headings: 1. General Statistics, 2. Crash Statistics, 3. Death and Injury Statistics, 4. Driver Statistics, 5. Vehicle Statistics, 6. Alcohol Statistics, 7. County Statistics, and 8. City Statistics. KW - Alcohol use KW - Cities KW - Counties KW - Drivers KW - Fatalities KW - Injuries KW - Ohio KW - Statistics KW - Tables (Data) KW - Traffic crashes KW - Vehicles UR - https://trid.trb.org/view/712661 ER - TY - RPRT AN - 01104310 AU - National Highway Traffic Safety Administration TI - NHTSA: Test Reference Guide, Version 5. Volume 1: Vehicle Tests PY - 2001/05//Final SP - 88p AB - In September of 1966, the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1381) was signed into law in the United States. The Act specifies that the Secretary of Transportation shall establish appropriate Federal Motor Vehicle Safety Standards that would lead to the reduction of the number of deaths and injuries resulting from motor vehicle accidents. In prescribing standards, the Secretary was to consider: (1) relevant motor vehicle safety data, (2) whether the proposed standard is reasonable, practical, and appropriate for the particular type of motor vehicle equipment for which it is prescribed, and (3) the extent to which such standards contribute to carrying out the purposes of the Act. In order to meet the above requirements, the National Highway Traffic Safety Administration (NHTSA) has been mandated to develop safety standards. For each proposed regulation, an extensive research program is undertaken to ensure that the proposed standard satisfies the requirements of the Act. For each test conducted for the agency, data is recorded from various transducers mounted to the test dummies or vehicles, high-speed films or videos are recorded to document the event, still pictures of the test setup are taken, and a written report is generated. Since 1978, these data have been loaded into a single data repository, where NHTSA staff and the public can access the data and conduct analysis. This reference guide has been written for two reasons. The first is to document the format and content requirements for submission of data, film, video, and reports to the NHTSA database. The second is to encourage the adoption of this standardized format so that the exchange of data by the safety research community is readily accomplished and ultimately leads to new and better ways for reducing the fatalities and injuries in motor vehicle accidents. KW - Crash analysis KW - Data collection KW - Dummies KW - Fatalities KW - Injury severity KW - Motor vehicle accidents KW - Occupant protection devices KW - Restraint systems KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration KW - Vehicle components UR - http://ntl.bts.gov/lib/19000/19100/19145/PB2002104587.pdf UR - https://trid.trb.org/view/864113 ER - TY - RPRT AN - 01104271 AU - National Highway Traffic Safety Administration TI - NHTSA Test Reference Guide. Version 5, Volume 2: Biomechanical Tests PY - 2001/05//Final SP - 130p AB - In September of 1966, the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1381) was signed into law in the United States. The Act specifies that the Secretary of Transportation shall establish appropriate Federal Motor Vehicle Safety Standards that would lead to the reduction of the number of deaths and injuries resulting from motor vehicle accidents. In prescribing standards, the Secretary was to consider: (1) relevant motor vehicle safety data, (2) whether the proposed standard is reasonable, practical, and appropriate for the particular type of motor vehicle equipment for which it is prescribed, and (3) the extent to which such standards contribute to carrying out the purposes of the Act. In order to meet the above requirements, the National Highway Traffic Safety Administration (NHTSA) has been mandated to develop safety standards. For each proposed regulation, an extensive research program is undertaken to ensure that the proposed standard satisfies the requirements of the Act. An analytical tool that has been utilized to support the research program is the NHTSA crash test data base. For each test conducted for the agency, a formatted magnetic data submission on diskette is generated. The diskette contains specifications about the test as well as the measurement data acquired from the test instrumentation. The specification data is loaded into a data base which has routine data base functions. Analysis techniques are developed for evaluation of the measurement data. This data base was initiated in 1978 and currently contains results from over 3,500 crash tests. An important attribute of this data base is that it provides a standardized format that allows for exchange of data among participating researchers. This reference guide has been written for two reasons. The first is to document the requirements for the generation of a data diskette. The second is to encourage the adoption of this standardized format so that the exchange of data by the safety research community is readily accomplished and ultimately leads to new and better ways for reducing the fatalities and injuries in motor vehicle accidents. The document contains general test information, dummy occupant information, biological specimen information, restraint information, anthropometric information, occupant injury information, instrumentation information, chest band information, and chest band gauge information. Four appendices are also included in the document. KW - Anthropometry KW - Biophysics KW - Casualties KW - Crash analysis KW - Dummies KW - Fatalities KW - Impact tests KW - Injury characteristics KW - Restraint systems KW - Traffic crashes KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration UR - http://ntl.bts.gov/lib/19000/19100/19191/PB2002104944.pdf UR - https://trid.trb.org/view/864110 ER - TY - RPRT AN - 01104259 AU - National Highway Traffic Safety Administration TI - NHTSA Test Reference Guide. Version 5. Volume 3: Component Tests PY - 2001/05//Final SP - 58p AB - In September of 1966, the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1381) was signed into law in the United States. The Act specifies that the Secretary of Transportation shall establish appropriate Federal Motor Vehicle Safety Standards that would lead to the reduction of the number of deaths and injuries resulting from motor vehicle accidents. In prescribing standards, the Secretary was to consider: (1) relevant motor vehicle safety data, (2) whether the proposed standard is reasonable, practical, and appropriate for the particular type of motor vehicle equipment for which it is prescribed, and (3) the extent to which such standards contribute to carrying out the purposes of the Act. In order to meet the above requirements, the National Highway Traffic Safety Administration (NHTSA) has been mandated to develop safety standards. For each proposed regulation, an extensive research program is undertaken to ensure that the proposed standard satisfies the requirements of the Act. For each test conducted for the agency, data is recorded from various transducers mounted to the test dummies or vehicles, high-speed films or videos are recorded to document the event, still pictures of the test setup are taken, and a written report is generated. Since 1978, these data have been loaded into a single data repository, where NHTSA staff and the public can access the data and conduct analysis. KW - Casualties KW - Crash analysis KW - Fatalities KW - Motor vehicle accidents KW - Occupant protection devices KW - Restraint systems KW - Traffic crashes KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration KW - Vehicle components UR - http://ntl.bts.gov/lib/19000/19000/19044/PB2002104307.pdf UR - https://trid.trb.org/view/864111 ER - TY - RPRT AN - 00821207 AU - Eby, D W AU - Vivoda, J M AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - STANDARD ENFORCEMENT IN MICHIGAN: A ONE YEAR FOLLOW-UP AND REVIEW PY - 2001/05 SP - 65 p. AB - Reported here are the results of a direct observation survey of safety belt use conducted in March 2001. The purpose of this study is to determine the effect of standard enforcement legislation, implemented in March 2000, on Michigan's safety belt use rate. In this study, 14,092 occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks) were surveyed from March 15 to March 28, 2001. 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 79.4%. When compared with the safety belt use rate determined prior to the implementation of standard enforcement legislation, this survey's estimated use rate shows that safety belt use in Michigan has increased significantly as a result of the law. However, when compared to the safety belt use rates determined in the surveys conducted immediately following, and three months after the change to standard enforcement, this survey shows that the statewide safety belt use rate has decreased slightly. In the current survey, belt use was 82.2% for passenger cars, 79.4% for sport-utility vehicles, 83.3% for vans/minivans, and 68.1% for pickup trucks. Belt use was higher for females than for males, and higher for drivers than for passengers for all vehicle types combined. Belt use was highest in the 4-to-15 year old age group, followed by the 60-and-over age group, 30-to-59 year old age group, and 16-to-29 year old age group, respectively. Belt use did not vary systematically by time of day or day of week. When results for surveys before and after standard enforcement are compared, the results show that standard enforcement has had its greatest effect on some of the lowest use groups in Michigan: young males and motorists in Wayne County. These analyses show that standard enforcement has been an effective means of increasing safety belt use in Michigan. KW - Age KW - Automobiles KW - Commercial vehicles KW - Days KW - Gender KW - Laws and legislation KW - Males KW - Michigan KW - Periods of the day KW - Pickup trucks KW - Seat belt usage KW - Seat belts KW - Seats KW - Sport utility vehicles KW - Standard enforcement KW - Surveys KW - Traffic law enforcement KW - Types of roads KW - Vans KW - Young adults UR - http://deepblue.lib.umich.edu/bitstream/2027.42/1358/2/95102.0001.001.pdf UR - http://ntl.bts.gov/lib/18000/18400/18401/PB2001108662.pdf UR - https://trid.trb.org/view/712713 ER - TY - RPRT AN - 00925937 AU - McCartt, A T AU - Leaf, W A AU - Witkowski, T L AU - Solomon, M G AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - EVALUATION OF THE AGGRESSION SUPPRESSION PROGRAM, MILWAUKEE, WISCONSIN PY - 2001/05 SP - 46 p. AB - In October 1998, the Milwaukee Police Department was awarded the first federally-funded Aggressive Driving Demonstration Grant by the U.S. Department of Transportation. This 18-month demonstration project was designed to study aggressive driving and provide information and enforcement results to law enforcement agencies across the U.S. The total grant of $650,241 included a local match of $173,716. Milwaukee competed with law enforcement agencies from 26 other metropolitan areas for this grant. The goals of the project were to develop and evaluate an innovative enforcement strategy to reduce aggressive driving and to develop and evaluate public information and education programs to discourage aggressive driving. The first six months were devoted to gathering baseline data and developing the publicity plan and enforcement schedule. Milwaukee launched the six-month enforcement and awareness phase on March 30, 1999. This phase was organized into a series of three-week enforcement and publicity "sub-theme" campaigns, each focusing on a specific traffic offense commonly associated with aggressive driving and each with a distinctive slogan. The final six months provided time for the project to be evaluated and this report to be prepared. The process evaluation indicated the program was exemplary in terms of planning, coordination, and implementation. Considerable special enforcement was undertaken, and a number of innovative strategies, including innovative technologies, were useful in identifying and apprehending aggressive drivers. Based on an outcome evaluation, the program demonstrated the effects of targeted enforcement. More citations were issued for violations associated with aggressive driving (not just speed citations); red light-running behaviors changed at targeted intersections; and crash reduction was demonstrated citywide, with greater reductions on corridors with targeted enforcement. Programs of this type could likely be improved with paid media as well as earned media so that more visible, focused media attention could be gained. KW - Aggression KW - Behavior KW - Behavior modification KW - Crash rates KW - Demonstration projects KW - Driving KW - Innovation KW - Milwaukee (Wisconsin) KW - Public information programs KW - Publicity KW - Red light running KW - Strategic planning KW - Technological innovations KW - Traffic citations KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/people/injury/research/Aggressionwisc/ UR - http://ntl.bts.gov/lib/26000/26000/26020/DOT-HS-809-395.pdf UR - https://trid.trb.org/view/718101 ER - TY - RPRT AN - 00823152 AU - National Highway Traffic Safety Administration TI - SAFE COMMUNITIES, REPORT TO CONGRESS PY - 2001/05 SP - 28 p. AB - This report is submitted in response to the Conference Report accompanying the Department of Transportation's FY 1996 Appropriation Act (Report 104-286, dated October 20, 1995) which directed that the National Highway Traffic Safety Administration (NHTSA) evaluate the Section 403 Safe Communities Injury Control Initiative and report to the U.S. Senate and House of Representatives Appropriations Committees. Each year, one in every four Americans has an injury serious enough to require medical attention. Deaths and injuries from motor vehicle crashes are the leading cause of death for persons of every age from 5 to 29 years old and one person died every 13 minutes in a motor vehicle crash in 1998. The defining characteristics of a Safe Community are: 1) Data from multiple sources are used to define the community's injury problem and target resources. 2) Partnerships are built across the community, including health, education, and enforcement systems, and the private sector and government. 3) Citizen participation is an integral component for identifying and implementing effective injury prevention measures. 4) An integrated and comprehensive injury control system is established. This report documents the background and evolution of the Safe Community model; status of the Safe Community Program in 1999; full scale demonstration and evaluation projects in Anchorage Alaska, Pitt County, North Carolina, Providence, Rhode Island, and Dallas Texas; and plans for the future. KW - Anchorage (Alaska) KW - Communities KW - Dallas (Texas) KW - Demonstration projects KW - Education KW - Evaluation KW - Fatalities KW - Health KW - Injuries KW - Law enforcement KW - Partnerships KW - Pitt County (North Carolina) KW - Providence (Rhode Island) KW - Public participation KW - Reports KW - Safe Communities KW - Safety KW - Traffic crashes UR - https://trid.trb.org/view/713305 ER - TY - SER AN - 00821180 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - 1999 SAFE COMMUNITIES DEMONSTRATION SITES REPORT TO CONGRESS ON PROGRESS PY - 2001/05 IS - 249 SP - 4 p. AB - Each year, one in every four Americans have an injury serious enough to require medical attention, and deaths and injuries from motor vehicle crashes are the leading cause of death from age 5 to 29. A Safe Community addresses the injuries that occur within that community, with traffic positioned within this overall context. This Traffic Tech summarizes a report to Congress that documents the activities of four sites implementing model, demonstration and evaluation projects, and evaluates the Safe Communities model. It describes how each site formed its partnerships, how they gathered data to define their injury problems and addressed the problems, and the results they had achieved through the end of 1999. KW - Community action programs KW - Data collection KW - Demonstration projects KW - Fatalities KW - Injuries KW - Partnerships 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=8fc0dbd4828bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714670 ER - TY - JOUR AN - 00821182 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Polacsek, M AU - Rogers, E M AU - Woodall, W G AU - Delaney, H AU - Wheeler, D AU - Rao, N AU - Alcohol Research Documentation, Incorporated TI - MADD VICTIM IMPACT PANELS AND STAGES-OF-CHANGE IN DRUNK-DRIVING PREVENTION PY - 2001/05 VL - 62 IS - 3 SP - p. 344-350 AB - The objective of this study was to assess the additional effects of Mothers Against Drunk Driving (MADD) Victim Impact Panels (VIPs) over the effects of a driving while intoxicated (DWI) school, on (1) moving individuals through the stages-of-change toward not drinking while driving and (2) drunk-driving recidivism. A randomized experiment with 813 (75% male) DWI offenders in New Mexico measured progress through the stages-of-change at pretest, posttest, 1-year follow-up and 2-year follow up. In addition, drunk-driving recidivism over 2 years was measured from state driving records. Individuals were randomly assigned to a DWI school or a DWI school plus a MADD VIP. Results indicated that no significant difference in movement through the stages-of-change, or in recidivism, occurred between respondents in the DWI-school only treatment, and those in the DWI school plus VIP treatment. It was concluded that there was no additional effect of the MADD VIP, a relatively emotional intervention, over that of the DWI school, a relatively informational approach, on DWI behavior (whether measured by stages-of-change or by DWI rearrest data) over the 2-year period following the two interventions. KW - Behavior KW - Drunk driving KW - Education KW - Mothers Against Drunk Driving KW - New Mexico KW - Prevention KW - Recidivism KW - Stages of change (Behavior) KW - Victim impact panels UR - https://trid.trb.org/view/714671 ER - TY - SER AN - 00821178 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - COMMUNITY HOW TO GUIDES ON UNDERAGE DRINKING PREVENTION DEVELOPED PY - 2001/05 IS - 247 SP - 2 p. AB - In 1995, the National Association of Governors' Highway Safety Representatives (NAGHSR) launched a pilot project funded by the National Highway Traffic Safety Administration (NHTSA). Based on the experiences of five communities in developing and implementing comprehensive underage drinking prevention programs, the two organizations have prepared a series of How To booklets to pass on the lessons learned to other communities who want to reduce underage alcohol consumption and curb the terrible toll underage drinking takes on our neighborhoods. This Traffic Tech describes the How To guides on underage age drinking prevention. KW - Adolescents KW - Alcohol use KW - Communities KW - Neighborhoods KW - Prevention KW - 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=ba54dbd4828bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714668 ER - TY - RPRT AN - 00821177 AU - U.S. General Accounting Office TI - UNDERAGE DRINKING: INFORMATION ON FEDERAL FUNDS TARGETED AT PREVENTION PY - 2001/05 SP - 33 p. AB - This letter responds to a request that the General Accounting Office (GAO) identify the nature and extent of federal efforts related to the prevention of underage drinking, to assist Congress in its deliberations on whether additional attention to alcohol use by youth is needed. Specifically, the GAO objectives were to identify (1) the amount of appropriated fiscal year 2000 federal funds that addressed prevention of underage drinking, and (2) fiscal year 2000 funded program activities that included media components to publicize the problem of underage drinking. Briefly, an estimated $71 million of fiscal year 2000 appropriated federal funds were specifically addressed to the prevention of underage drinking (i.e., alcohol use by youth). Three federal agencies identified seven program activities that included a media component targeting either alcohol use by youth or alcohol use where the audience was both youth and the broader community. The fiscal year 2000 appropriated funding for these seven program activities was approximately $1.5 million. KW - Adolescents KW - Alcohol use KW - Federal aid KW - Mass media KW - Prevention KW - Publicity UR - http://www.gao.gov/new.items/d01503.pdf UR - https://trid.trb.org/view/712671 ER - TY - SER AN - 00821179 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - ENHANCED SANCTIONS FOR HIGHER BACS: A SUMMARY OF STATES' LAWS PY - 2001/05 IS - 248 SP - 2 p. AB - Recently, many states have considered hard core offenders as those drivers who are arrested with high blood alcohol concentration (BACs). Twenty-nine states have a statute, regulation, or rule that provides for differential treatment for Driving Under the Influence (DUI) offenders with higher BACs (than the state's standard illegal limit) such as .15 or .20 BACs, even for drivers who are first time offenders. The National Highway Traffic Safety Administration (NHTSA) sponsored a study by Preusser Research Group to examine whether these higher sanctions for higher BACs are effective in reducing DUI recidivism and alcohol-related crashes in selected states. The study will document how the law is being enforced and any problems the states are having in implementing or enforcing the law. The first step in this project is to summarize the high BAC system in the 29 states. KW - Alcohol abuse KW - Blood alcohol levels KW - Drunk drivers KW - Implementation KW - Laws KW - Recidivism KW - Sanctions KW - States KW - Traffic crashes KW - Traffic law enforcement 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=dea2dbd4828bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714669 ER - TY - RPRT AN - 00814096 AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - TECHNICAL MEMORANDUM 1: FLORIDA REGIONAL CRASH DATA CENTER ELECTRONIC DATA TRANSFER GUIDELINES PY - 2001/05 SP - 93 p. AB - The objectives of this project were to document the characteristics and requirements of the Department of Highway Safety and Motor Vehicles (DHSMV) and the Florida Department of Transportation (FDOT) crash data systems; establish a standard protocol for electronically transmitting crash and location data to the DHSMV and the FDOT; and propose standards for maintaining archive copies of the crash report image. Additional objectives were to design criteria and guidelines for establishing regional crash data centers (RCDCs); assess the ability of the designated RCDC host agency and participating agencies to implement the RCDC concept; assist with the implementation of the RCDC concept; and document the challenges and successes of implementing the RCDC concept in each of the counties. The results of these efforts provide RCDCs with guidelines in developing and designing crash records systems that interface with state crash data systems and can be used as a "how-to" manual for counties interested in establishing a RCDC. The results of the research efforts are documented in two technical memorandums. This report constitutes the first technical memorandum and documents the completion of Tasks 1-3. The report is divided into four chapters. Following the project overview in Chapter 1, Chapter 2 describes the DHSMV crash system components and crash records processing. It also presents guidelines for RCDCs to follow when electronically transferring crash data to the DHSMV. Chapter 3 describes the FDOT crash system components and crash records processing, and outlines guidelines for electronic data transfer from RCDCs to the FDOT. The final chapter summarizes the major issues to resolve to ensure the success of full implementation of the RCDC concept. KW - Counties KW - Crash data KW - Crash records KW - Data storage KW - Electronic data transfer KW - Florida KW - Guidelines KW - Implementation KW - Regional crash data centers KW - Standards UR - https://trid.trb.org/view/681452 ER - TY - RPRT AN - 00821183 AU - Federal Motor Carrier Safety Administration TI - LARGE TRUCK CRASH FACTS 1999 PY - 2001/04 SP - 61 p. AB - This annual edition of Large Trucks Crash Facts contains descriptive statistics about fatal, injury, and property damage only crashes involving large trucks in 1999. Selected crash statistics on passenger vehicles are also presented for comparison purposes. The report is organized into four chapters - trends, crashes, vehicles and people. Four different types of counts are displayed: the numbers of crashes involving various vehicle types, the numbers of vehicles involved in crashes, the numbers of people killed or injured in crashes, and the numbers of vehicle drivers involved in crashes. KW - Crash data KW - Drivers KW - Fatalities KW - Heavy duty trucks KW - Injuries KW - Statistics KW - Tables (Data) KW - Traffic crash victims KW - Traffic crashes KW - Truck crashes KW - Trucking safety KW - Vehicles UR - http://ntl.bts.gov/lib/18000/18200/18299/PB2001107718.pdf UR - https://trid.trb.org/view/712680 ER - TY - RPRT AN - 00935877 AU - Reed, M P AU - Flannagan, CAC AU - Manary, M A AU - Schneider, L W AU - University of Michigan Transportation Research Institute TI - MODELING VEHICLE OCCUPANT HEAD AND HEAD RESTRAINT POSITIONS PY - 2001/04 SP - 64 p. AB - In January 2001, the National Highway Traffic Safety Administration (NHTSA) issued a Notice of Proposed Rulemaking (NPRM) concerning the regulation of automobile head restraints in Federal Motor Vehicle Safety Standard (FMVSS) 202. This report presents analyses of occupant posture and position data that were conducted in preparation for comments from the University of Michigan Transportation Research Institute (UMTRI) on the NPRM. The focus of this report is on the potential impact of head restraint geometry requirements on the accommodation of vehicle occupant head positions in normal driving and riding postures. This report makes specific recommendations for head restraint geometry and measurement procedures. The analysis in this report indicates that head restraints on seats with adjustable seatback angles should extend at least 730 mm above the H-point (vertically, not along the manikin torso line as specified in the NPRM). The head restraint profile below this height should lie entirely forward of a line 315 mm rearward of the H-point. An analysis of driver postures indicates that it is not possible for a head restraint that rotates with the seatback to produce a mean driver backset of less than about 70 mm, because to do so would disaccommodate a substantial number of drivers' preferred head positions. Further reductions in driver backset will require new solutions to head restraint positioning. KW - Backset KW - Drivers KW - Head KW - Headrests KW - Motor vehicles KW - Positioning KW - Posture KW - Seat backs KW - Seats KW - Vehicle occupants KW - Vehicle safety UR - https://trid.trb.org/view/725554 ER - TY - RPRT AN - 00935878 AU - Reed, M P AU - Lehto, M M AU - University of Michigan Transportation Research Institute TI - QUANTITATIVE EVALUATION OF SEAT SURFACE PRESSURE DISTRIBUTIONS, BODY WEIGHT DISTRIBUTIONS, AND POSTURES OBTAINED WITH HUMAN SURROGATES PY - 2001/04 SP - 36 p. AB - Seat surface pressure distributions of Hybrid III dummies and Occupant Classification Anthropomorphic Test Devices (OCATDs) representing small adult women and six-year-old children were recorded in a range of postures on two test seats. Support forces under the feet and surrogate postures were also measured. The pressure distribution data were analyzed using quantitative metrics developed in previous testing with human subjects. Both the Hybrid IIIs and OCATDs were found to be reasonable representative of similarly sized humans but the OCATD6 performance was slightly better than the six-year-old Hybrid III on some parameters. In repeated trials, the coefficient of variance of pressure distribution parameters for all surrogates was generally less than 5%, compared with a 30% difference in target values between the child and adult surrogates. Positioning repeatability was better for the child surrogates than for the adult surrogates. The pressure distribution and foot support forces produced by the adult surrogates are strongly influenced by foot position. The data illustrate some of the challenges faced by seat-based occupant classification systems and suggest that pressure-distribution-related parameters may be a useful complement to seat weight sensor data. KW - Air bags KW - Anthropometry KW - Children KW - Dummies KW - Females KW - Foot KW - Impact tests KW - Physical distribution KW - Positioning KW - Posture KW - Pressure KW - Seats KW - Sensors KW - Small adults KW - Traffic safety KW - Weight UR - https://trid.trb.org/view/725555 ER - TY - RPRT AN - 00935879 AU - Reed, M P AU - Lehto, M M AU - University of Michigan Transportation Research Institute TI - DEVELOPMENT OF THE BELT FIT ASSESSMENT COMPONENTS FOR THE ASPECT MANIKIN PY - 2001/04 SP - 36 p. AB - As part of the Automotive Seat and Package Evaluation and Comparison Tools (ASPECT) program, the University of Michigan Transportation Research Institute (UMTRI) researchers developed a new H-point manikin that is intended to replace the current SAE J826 manikin. The original manikin is used in many automotive applications, including as a platform for a seatbelt deployment test device (BTD). In the current project, components and procedures were developed to measure belt fit using ASPECT manikin. Contoured lap and torso forms were constructed using anthropometric data from an earlier UMTRI study. Prototype forms were mounted on the ASPECT manikin for testing in a laboratory fixture and in vehicles. The testing demonstrated that the ASPECT BTD produces consistent measures of belt fit that vary in expected ways with belt geometry. Further research will be necessary to refine the installation procedures and to establish the relationships between ASPECT BTD measures and the distributions of occupant belt fit. KW - ASPECT KW - Deployment KW - Dummies KW - Evaluation and assessment KW - H point machine KW - Seat belt fit KW - Seat belts KW - Traffic safety UR - https://trid.trb.org/view/725556 ER - TY - CONF AN - 00941288 AU - Holbrook, T L AU - National Highway Traffic Safety Administration TI - THE QUALITY OF WELL-BEING SCALE: DEVELOPMENT AND USE IN TRAUMA OUTCOMES RESEARCH PY - 2001/04 SP - 5p AB - The Quality of Well-Being (QWB) scale is an interview-based measure of well-being. The QWB scale combines preference-weighted measures of symptoms and functioning to provide a numerical point-in-time expression of Well-Being, which ranges from zero for death to one for asymptomatic full functioning. The QWB scale includes a symptom-scale and three scales of function: mobility, physical activity, and social activity. Further details on the QWB scale are discussed in this paper, along with its use in trauma outcomes research. U1 - Measuring the Burden of Injury: The 3rd International ConferenceNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Injuries KW - Interviewing KW - Measuring methods KW - Mobility KW - Outcome (Medical treatment) KW - Physical fitness KW - Quality of life KW - Quality of well-being KW - Social activity KW - Symptoms UR - http://ntl.bts.gov/lib/11000/11400/11433/session_1.htm UR - https://trid.trb.org/view/644450 ER - TY - CONF AN - 00941292 AU - Hendrie, D AU - LYLE, G AU - Rosman, D AU - RYAN, G A AU - Fildes, B AU - LES, M AU - National Highway Traffic Safety Administration TI - THE COST OF ROAD TRAUMA: SINGLE AND MULTIPLE INJURY CASES PY - 2001/04 SP - 7p AB - Multiple injury cases are dealt with in road safety research by allocating a primary injury to casualties on the basis of the injury with the highest severity level. Subsequent analysis of the distribution and cost of road injury is then based on the classification of the primary injury. The purpose of this study was to explore the cost of road trauma involving single and multiple injury cases. The study examined the marginal cost of each additional injury sustained by casualties in road crashes. The work is currently in progress, and this paper presents some preliminary results. U1 - Measuring the Burden of Injury: The 3rd International ConferenceNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Costs KW - Distributions (Statistics) KW - Injuries KW - Injury classification KW - Injury severity KW - Marginal costs KW - Multiple injuries UR - http://ntl.bts.gov/lib/11000/11400/11433/session_3.htm UR - https://trid.trb.org/view/644454 ER - TY - CONF AN - 00941295 AU - Miller, T R AU - Ireland, T R AU - National Highway Traffic Safety Administration TI - EMERGING ISSUES IN ESTIMATING LIFETIME COSTS: LIFE TABLES AND PRODUCTIVITY LOSSES PY - 2001/04 SP - 7p AB - National estimates of lifetime economic burdens associated with injury and illness rely on problematic life table and productivity loss computations. In part, these problems arise because the human capital cost method used to estimate economic costs employs costing methods for work loss that were developed in 1966 and then standardized in the early 1980s. Since the early 1980s, forensic economists have found flaws in those methods and developed improved methods for use when litigation requires valuing health-related work losses. This paper applies what those economists have learned to suggest improvements in the classic approach for valuing injury or disease burden. U1 - Measuring the Burden of Injury: The 3rd International ConferenceNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Costs KW - Estimating KW - Injuries KW - Losses KW - Productivity KW - Valuation UR - http://ntl.bts.gov/lib/11000/11400/11433/session_3.htm UR - https://trid.trb.org/view/644457 ER - TY - CONF AN - 00941289 AU - McClure, R J AU - MacKenzie, E J AU - Luchter, S AU - National Highway Traffic Safety Administration TI - LESSONS LEARNED USING THE FUNCTIONAL CAPACITY INDEX (FCI) PY - 2001/04 SP - 7p AB - Research on the individual and community burden of non-fatal injury relies upon valid and reliable measures, suitable for use at the population level, which can accurately predict the long-term outcomes of injury. The Functional Capacity Index (FCI) has been developed as just such a measure and preliminary studies suggest it has the potential to serve as the principal instrument in this context. The FCI maps Abbreviated Injury Scale 1990 Revision unique identifiers into total body scores that reflect expected levels of reduced functional capacity experienced by a person twelve months after sustaining the specified injury. The aim of this study was to test the validity of the FCI by comparing the predicted total body functional capacity with that empirically observed in a sample of people twelve months after their injury. Preliminary results presented here are not sufficiently progressed to be conclusive on this issue, although there is considerable indication that with a more complete analysis the project described here will contribute to the growing body of literature demonstrating the properties of the Index. U1 - Measuring the Burden of Injury: The 3rd International ConferenceNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Functional Capacity Index KW - Injuries KW - Measuring methods KW - Outcome (Medical treatment) UR - http://ntl.bts.gov/lib/11000/11400/11433/session_1.htm UR - https://trid.trb.org/view/644451 ER - TY - CONF AN - 00941291 AU - Gennarelli, T A AU - Petrucelli, E AU - National Highway Traffic Safety Administration TI - THE FUTURE OF THE AIS PY - 2001/04 SP - 3p AB - The original purpose of the Abbreviated Injury Scale (AIS) was to fill a need for a standardized system for categorizing the type and severity of injuries arising from vehicular crashes. Over the years the Committee on Injury Scaling of the Association for the Advancement of Automotive Medicine (formerly the American Association for Automotive Medicine), the parent body of the AIS, has modified the AIS to remain in touch with contemporary issues. Following a discussion of the origins of today's AIS, this paper discusses the philosophical basis for the AIS and addresses future challenges to the AIS. The specific tasks of the 2000 revision to the AIS are listed. U1 - Measuring the Burden of Injury: The 3rd International ConferenceNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Future KW - History KW - Injuries KW - Injury classification KW - Injury severity KW - Philosophy UR - http://ntl.bts.gov/lib/11000/11400/11433/session_2.htm UR - https://trid.trb.org/view/644453 ER - TY - CONF AN - 00941296 AU - Fingerhut, L A AU - National Highway Traffic Safety Administration TI - INTERNATIONAL COLLABORATIVE EFFORT ON INJURY STATISTICS AND MINIMUM DATA SETS PY - 2001/04 SP - 3p AB - The International Collaborative Effort (ICE) on Injury Statistics is one of several international activities sponsored by the National Center for Health Statistics (NCHS) for the purpose of improving international comparability and quality of injury data. The ICE serves to provide the data needed to better understand the causes of injury and the most effective means of prevention and to provide a forum for international experts to discuss data related issues. The ICE focuses on injury definitions, data collection methodologies, coding and classification. The ICE is comprised of representatives from about a dozen countries including colleagues primarily from government, academia and injury prevention and control units. The first meeting of the ICE was held in May 1994 and meetings have been held nearly annually since then. ICE receives funding from the National Institute of Health's National Institute of Child Health and Human Development. Also discussed in this paper are the International Classification of External Causes of Injury (ICECI), a short version of the ICECI which is under development in the United States, and the Minimum Basic Data Set (MBDS) which is being developed by a multi-national group. U1 - Measuring the Burden of Injury: The 3rd International ConferenceNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Coding systems KW - Data collection KW - Data quality KW - Definitions KW - Injuries KW - Injury classification KW - International Classification of External Causes of Injury KW - International Collaborative Effort on Injury Statistics KW - National Center for Health Statistics KW - Statistics UR - http://ntl.bts.gov/lib/11000/11400/11433/session_3.htm UR - https://trid.trb.org/view/644458 ER - TY - CONF AN - 00941290 AU - Ponzer, S AU - National Highway Traffic Safety Administration TI - THE EUROPEAN QUALITY OF LIFE SCALE - EQ-5D PY - 2001/04 SP - 4p AB - The European Quality of Life Scale (EuroQoL) is a generic instrument for describing and valuing health-related quality of life. An international team, the EuroQoL Group, developed it in 1987. The EuroQoL was first published in 1990 and has undergone slight changes. The five-dimensional EuroQoL, the EQ-5D, has remained unchanged since 1991. This paper describes the EQ-5D in greater detail, including its use in trauma and injury research. It is concluded that, before the EQ-5D can be fully adopted in injury research, additional studies are needed. U1 - Measuring the Burden of Injury: The 3rd International ConferenceNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - European Quality of Life Scale KW - Injuries KW - Measuring methods KW - Outcome (Medical treatment) KW - Quality of life UR - http://ntl.bts.gov/lib/11000/11400/11433/session_1.htm UR - https://trid.trb.org/view/644452 ER - TY - CONF AN - 00941293 AU - MULDER, S AU - Meerding, W J AU - van Beeck, E AU - National Highway Traffic Safety Administration TI - COSTS OF INJURY IN EUROPE AND THE NETHERLANDS PY - 2001/04 SP - 4p AB - A project was launched with the explicit aim of developing a computerized model which could calculate at any given moment the direct medical costs of injuries suffered in the Netherlands. The methodology was developed by the Working Group on the Costs of Injury. The European Consumer Safety Association (ECOSA) organized several conferences on the burden of injuries. During one such conference it was recommended to establish an international working group which should specify standardized methodologies for gathering appropriate information. ECOSA launched such a Working Group in 1995, in which nine countries (twelve members) participated. The aim of the multidisciplinary Working Group is to develop a tool to assess the societal costs of injuries in Europe as an aid to priority setting and risk management decision making in injury control in particular. This paper reviews progress to date. U1 - Measuring the Burden of Injury: The 3rd International ConferenceNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Computer models KW - Costs KW - Decision making KW - Europe KW - European Consumer Safety Association KW - Injuries KW - Medical costs KW - Methodology KW - Netherlands KW - Risk management KW - Standardization KW - Strategic planning UR - http://ntl.bts.gov/lib/11000/11400/11433/session_3.htm UR - https://trid.trb.org/view/644455 ER - TY - CONF AN - 00941294 AU - Ball, D J AU - National Highway Traffic Safety Administration TI - THE VALUATION OF SAFETY IN THE UK - SOME RECENT DEVELOPMENTS PY - 2001/04 SP - 5p AB - In the transport sector of the UK economy, the currently used breakdown of costs per casualty is based on a 1996 valuation of the benefits of the prevention of road accidents and casualties. The largest component of cost is in all cases that ascribed to "pain, grief and suffering." Valuation of this component has, for many years, been achieved by use of contingent valuation. In 1997 the Consumer Affairs and Competition Policy Directorate of the UK Department of Trade and Industry commissioned research on injury valuation in the context of the management of risks in relation to consumer product safety. The outcome of this research was to suggest an alternative strategy for decision making which was later accepted. At about the same time, several UK government departments, led by the UK Health & Safety Executive, commissioned a further ambitious study of the valuation of safety in different contexts, some of the results of which have now been reported. This paper provides a brief account and commentary on these developments. U1 - Measuring the Burden of Injury: The 3rd International ConferenceNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Costs KW - Decision making KW - Injuries KW - Risk management KW - United Kingdom KW - Valuation UR - http://ntl.bts.gov/lib/11000/11400/11433/session_3.htm UR - https://trid.trb.org/view/644456 ER - TY - CONF AN - 00941283 AU - Segui-Gomez, M AU - National Highway Traffic Safety Administration TI - OVERVIEW OF PREFERENCE BASED HEALTH STATUS MEASURES PY - 2001/04 SP - 8p AB - When evaluating injury outcomes, measures are needed that contain a qualitative judgment regarding the relative importance to the individual or to society of the various aspects of function and disability that may be affected because of the outcome under evaluation. These qualitative judgments are referred to as "preferences." Preference-based measures reflect the relationship between impairment, functional limitation, and disability and the individual's (or society's) overall level of well-being and satisfaction with life. This paper focuses on the measurement of these qualitative assessments. U1 - Measuring the Burden of Injury: The 3rd International Conference ProceedingsNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Disabilities KW - Handicaps KW - Health KW - Impairments KW - Injuries KW - Measuring methods KW - Outcome (Medical treatment) KW - Qualitative assessment KW - Quality of life UR - http://ntl.bts.gov/lib/11000/11400/11433/keynote_4.htm UR - https://trid.trb.org/view/644445 ER - TY - CONF AN - 00941285 AU - KOPJAR, B AU - National Highway Traffic Safety Administration TI - SF-36 AS A MEASURE OF CONSEQUENCES OF INJURIES PY - 2001/04 SP - 5p AB - Knowing the type and amount of decline in health due to injury is important for several reasons. It enables quantification of the burden of injury and estimation of the effectiveness of treatment modalities, and it helps in identifying needs for assistance. It may lead to improvements in the provision of health and social services for the injured, and to a more rational allocation of resources for injury prevention. There is growing interest in the development and application of generic measures of health status and health-related quality of life. Currently, the most commonly used generic measure of health status is the Medical Outcome Study Short-Form 36 health survey (SF-36). This paper describes a study using the SF-36. It is concluded that the SF-36 appears to be a valid instrument to measure impact of injury on health status. Some limitations that affect wide application of the SF-36 as an empirical measure of health impact of injuries are mentioned. U1 - Measuring the Burden of Injury: The 3rd International Conference ProceedingsNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Health KW - Injuries KW - Measuring methods KW - Outcome (Medical treatment) KW - Quality of life KW - Questionnaires KW - Surveys UR - http://ntl.bts.gov/lib/11000/11400/11433/session_1.htm UR - https://trid.trb.org/view/644447 ER - TY - CONF AN - 00941287 AU - Corrigan, J D AU - National Highway Traffic Safety Administration TI - THE FUNCTIONAL INDEPENDENCE MEASURE (FIM) PY - 2001/04 SP - 8p AB - The Functional Independence Measure (FIM) is probably the most widely used functional assessment scale in the world. The FIM was developed to address the lack of a uniform measurement of disability, particularly in the context of evaluating rehabilitation outcomes. It describes a person's functional abilities and limitations in activities required for daily living. The FIM is intended as a measure of disability, not impairment. This paper discusses the structure of the FIM, its measurement properties, its clinical utility for injury populations, and the effectiveness of the FIM for monitoring injury outcomes. U1 - Measuring the Burden of Injury: The 3rd International Conference ProceedingsNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Disabilities KW - Functional Independence Measure KW - Health KW - Injuries KW - Measuring methods KW - Monitoring KW - Outcome (Medical treatment) KW - Quality of life KW - Rehabilitation (Injuries) UR - http://ntl.bts.gov/lib/11000/11400/11433/session_1.htm UR - https://trid.trb.org/view/644449 ER - TY - CONF AN - 00941281 AU - Whiteneck, G AU - National Highway Traffic Safety Administration TI - REHABILITATION MEASURES PY - 2001/04 SP - 3p AB - In the field of rehabilitation, the selection of injury outcomes has been guided by an evolving series of conceptual models of disability. These include the International Classification of Impairments, Disabilities and Handicaps (ICIDH) proposed by the World Health Organization (WHO) in 1980, two models proposed by the Institute of Medicine in 1991 and 1997, and the WHO's 1999 revision of its model, titled "International Classification of Functioning and Disability (ICIDH-2)." When applied to injury, all of these conceptual models differentiate three levels of injury outcomes: the organ level, the person level, and the societal level. The ICIDH-2 recognizes that contextual factors are an integral component of the model and it includes a classification of environmental factors along with the other three dimensions. From these conceptual models, four categories of rehabilitation measures have emerged. These are discussed in this paper and include impairment measures, measures of activities of daily living, participation measures, and environmental measures. In addition, two other outcomes are discussed: health status measures and subjective well-being measures. U1 - Measuring the Burden of Injury: The 3rd International Conference ProceedingsNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Disabilities KW - Handicaps KW - Impairments KW - Injuries KW - Injury classification KW - Institute of Medicine KW - Outcome (Medical treatment) KW - Rehabilitation (Injuries) KW - World Health Organization UR - http://ntl.bts.gov/lib/11000/11400/11433/keynote_2.htm UR - https://trid.trb.org/view/644443 ER - TY - CONF AN - 00941284 AU - Mock, C AU - National Highway Traffic Safety Administration TI - THE SICKNESS IMPACT PROFILE (SIP) IN THE ASSESSMENT OF THE LONG-TERM FUNCTIONAL OUTCOME OF AN INJURED PATIENT PY - 2001/04 SP - 6p AB - The ultimate goal of medical care is to restore ill or injured patients to their prior functional status. Thus, understanding functional outcome and the factors that influence it is important in assessing the effectiveness of medical care. In this paper, the Sickness Impact Profile (SIP) and its potential role as a measure of patient perceived outcome is discussed. U1 - Measuring the Burden of Injury: The 3rd International Conference ProceedingsNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Health KW - Injuries KW - Medical treatment KW - Outcome (Medical treatment) KW - Quality of life KW - Sickness Impact Profile UR - http://ntl.bts.gov/lib/11000/11400/11433/session_1.htm UR - https://trid.trb.org/view/644446 ER - TY - CONF AN - 00941286 AU - Ameratunga, Shanthi N AU - National Highway Traffic Safety Administration TI - INJURY OUTCOME MEASURES IN CHILDHOOD: THE ISSUES AND AN APPRAISAL OF THE CHILD HEALTH QUESTIONNAIRE PY - 2001/04 SP - 5p AB - In considering the utility of available instruments to assess injury outcomes, it is important to recognize specific conceptual and methodological challenges in measuring health in childhood. This paper reviews the Child Health Questionnaire (CHQ), a generic health outcome assessment tool for children and their families, and its potential utility in assessing outcomes following injury in childhood. U1 - Measuring the Burden of Injury: The 3rd International Conference ProceedingsNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Children KW - Health KW - Injuries KW - Measuring methods KW - Outcome (Medical treatment) KW - Quality of life KW - Questionnaires UR - http://ntl.bts.gov/lib/11000/11400/11433/session_1.htm UR - https://trid.trb.org/view/644448 ER - TY - CONF AN - 00941280 AU - Graham, J D AU - National Highway Traffic Safety Administration TI - ECONOMIC EVALUATION OF INJURY CONTROL: ALTERNATIVE PERSPECTIVES PY - 2001/04 SP - 6p AB - This paper addresses the following questions: Should a proposed injury control intervention, whether preventive, clinical, or rehabilitative, be subjected to an "economic evaluation" to inform the decision about whether the intervention is implemented? If so, what kind of economic evaluation should be performed? There is a range of answers to these questions and thus the purpose of this paper is to describe some of the major alternative perspectives. An "economic evaluation" is defined in a leading textbook as "a comparative analysis of alternative courses of action in terms of both their costs and consequences" (Drummondet et al., 1997). The key word is "comparative" because any particular injury control measure may look good or bad depending upon what it is compared to. From a technical perspective, there are four types of economic evaluation: cost-minimization analysis, cost-effectiveness analysis, cost-utility analysis, and cost-benefit analysis. Recent progress in measuring the burden of injury has been particularly useful in enhancing the feasibility of cost-utility and cost-benefit studies of injury control interventions. U1 - Measuring the Burden of Injury: The 3rd International Conference ProceedingsNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Benefit cost analysis KW - Comparative analysis KW - Cost effectiveness KW - Cost utility analysis KW - Costs KW - Decision making KW - Economic analysis KW - Injuries KW - Injury control KW - Intervention KW - Minimization KW - Perspective (Point of view) UR - http://ntl.bts.gov/lib/11000/11400/11433/keynote_1.htm UR - https://trid.trb.org/view/644442 ER - TY - CONF AN - 00941282 AU - MacKenzie, E J AU - National Highway Traffic Safety Administration TI - OVERVIEW OF HEALTH STATUS AND HEALTH RELATED QUALITY OF LIFE MEASURES PY - 2001/04 SP - 9p AB - Significant advances have been made in the development of methods for assessing health status and health related quality of life (HRQOL) over the past two decades. Much of this work has focused on: (1) defining the dimensions of health; (2) developing an array of generic and disease specific instruments; and (3) demonstrating their reliability and validity for a variety of applications including both evaluative and policy research. Only recently, however, have these measures been applied in assessing injury outcome. As the injury field increasingly focuses its attention on the prevention and treatment of non-fatal injuries and their consequences, the broader use of these measures becomes imperative. Just as we have developed standardized approaches for counting and classifying injuries, so too must we develop and broadly apply methods for monitoring their impact on the individual and society. This paper reviews several consumer-oriented measures of health status and HRQOL that are relevant to the study of injury outcomes, and cautions us to be mindful of the challenges involved in their application. U1 - Measuring the Burden of Injury: The 3rd International Conference ProceedingsNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Health KW - Impacts KW - Injuries KW - Injury prevention KW - Injury treatment KW - Monitoring KW - Outcome (Medical treatment) KW - Quality of life UR - http://ntl.bts.gov/lib/11000/11400/11433/keynote_2.htm UR - https://trid.trb.org/view/644444 ER - TY - RPRT AN - 00819642 AU - National Highway Traffic Safety Administration TI - ACHIEVING A HIGH SEAT BELT USE RATE: A GUIDE FOR SELECTIVE TRAFFIC ENFORCEMENT PROGRAMS PY - 2001/04 SP - 24 p. AB - When used properly, lap/shoulder belts reduce the risk of fatal injury to front-seat passenger car occupants by 45% and the risk of moderate-to-critical injury by 50%. Even greater risk reduction results when seat belts are used properly in light trucks. Although seat belts have been installed in automobiles since the 1950s, the seat belt use rate was only 14% as late as 1984. The use rate grew rapidly to 42% by 1987 as 31 states passed seat belt use laws, and the rate continued to increase each year as additional states adopted seat belt legislation. In 1998, the national seat belt use rate was 69%. In 1997, President Clinton initiated the Buckle Up America Campaign. The goal of the campaign is to increase seat belt use to 90% by 2005. The four elements of the plan are: building public-private partnerships; enacting strong legislation; conducting well-coordinated education; and maintaining active, high-visibility enforcement. This report summarizes recent advances in achieving and publicizing high-visibility enforcement. Publicity and enforcement strategies are available NOW that will enable communities to reach the 90% belt use goal. KW - Automobiles KW - Education KW - Fatalities KW - Injuries KW - Laws and legislation KW - Light trucks KW - Public private partnerships KW - Seat belt usage KW - Seat belts KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/research/ACHIEVE.pdf UR - http://ntl.bts.gov/lib/11000/11600/11672/ACHIEVE.pdf UR - http://ntl.bts.gov/lib/26000/26000/26028/DOT-HS-809-244.pdf UR - https://trid.trb.org/view/691727 ER - TY - RPRT AN - 00923417 AU - Walz, M C AU - National Highway Traffic Safety Administration TI - THE EFFECTIVENESS OF HEAD RESTRAINTS IN LIGHT TRUCKS PY - 2001/04 SP - 80 p. AB - Federal Motor Vehicle Safety Standard 202 has required head restraints in front outboard positions for all cars manufactured January 1, 1969 and later, for sale in the United States. The National Highway Traffic Safety Administration (NHTSA) extended the standard to include light trucks (pickup trucks, vans, and sport utility vehicles with Gross Vehicle Weight Rating less than 10,000 pounds) as of September 1, 1991. NHTSA's 1982 evaluation of head restraints in passenger cars estimated a 13% overall reduction in injuries to drivers in rear impacts. The current evaluation, based on data from eight states (Florida, Indiana, Maryland, Missouri, North Carolina, Pennsylvania, Texas, and Utah) estimates that head restraints reduced overall injury risk in light trucks in rear impacts by a statistically significant 6%. KW - Deployable head restraints KW - Federal Motor Vehicle Safety Standards KW - Headrests KW - Injuries KW - Light trucks KW - Pickup trucks KW - Rear end crashes KW - Risk analysis KW - Sport utility vehicles KW - Vans UR - http://www.nhtsa.dot.gov/cars/rules/regrev/evaluate/pdf/809247.pdf UR - https://trid.trb.org/view/707396 ER - TY - RPRT AN - 00823147 AU - National Highway Traffic Safety Administration TI - LAW ENFORCEMENT EXECUTIVES SUMMIT ON DRUGS, DRIVING AND YOUTH: 2000 SUMMIT SUMMARY REPORT PY - 2001/04 SP - 16 p. AB - On February 24, 2000, the International Association of Chiefs of Police, in conjunction with the National Highway Traffic Safety Administration, hosted the Law Enforcement Executive Summit on Drugs, Driving and Youth, in Alexandria, Virginia. This summit brought together 63 state and local law enforcement executives to focus on the issue of youth alcohol, other drugs and driving. The goals were to: (1) review the variety of programs being used, (2) discuss implementation considerations to include any barriers that had to be overcome, and (3) recommend the direction of future programs. This report is a summary of the proceedings. KW - Adolescents KW - Drugged drivers KW - Drunk driving KW - Implementation KW - Law enforcement KW - Safety programs KW - Teenage drivers KW - Virginia UR - https://trid.trb.org/view/713301 ER - TY - RPRT AN - 00823146 AU - National Highway Traffic Safety Administration TI - 1999 YOUTH FATAL CRASH AND ALCOHOL FACTS PY - 2001/04 SP - v.p. AB - This publication contains a 13-page report plus a set of looseleaf pages containing charts, graphs, tables, and a map describing the fatality trends for youths involved in motor vehicle accidents. The figures and data contained in the report focus on impaired driving fatal crashes by young people, ages 15 through 20, from 1982 to 1999. The data selected to illustrate this problem primarily fall into four categories: Youth Fatalities; Young Drivers Involved in Fatal Crashes; Young Drivers Killed; and Youth Fatalities by Alcohol-Involvement of Young Drivers. KW - Adolescents KW - Alcohol use KW - Crash data KW - Drunk driving KW - Fatalities KW - Impaired drivers KW - Statistics KW - Teenage drivers KW - Traffic crashes UR - https://trid.trb.org/view/713928 ER - TY - RPRT AN - 00821199 AU - Streff, F M AU - Spradlin, H K AU - Eby, D W AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - REPEAT ALCOHOL OFFENDERS: A REVIEW OF THE LITERATURE PY - 2001/04 SP - 76 p. AB - The University of Michigan Transportation Research Institute received funding from the Michigan Department of State Police Office of Highway Safety Planning in cooperation with the Michigan Department of State to conduct an evaluation of the effectiveness of a package of Michigan's Repeat Alcohol Offender laws which became effective in October, 1999. The planned evaluation will take place over the course of three years, from 2000 through 2002. This literature review was conducted to provide appropriate background information on the repeat alcohol offender, some of the laws and policies surrounding this issue, and potential countermeasures. The review is limited to publications regarding repeat alcohol offenders in the United States and Canada published since 1990. KW - Canada KW - Countermeasures KW - Drunk drivers KW - Drunk driving KW - Evaluation KW - Laws KW - Literature reviews KW - Policy KW - Repeat offenders KW - Traffic safety KW - United States UR - http://ntl.bts.gov/lib/18000/18300/18343/PB2001108197.pdf UR - https://trid.trb.org/view/712703 ER - TY - JOUR AN - 00821187 JO - Alcohol Alert PB - National Institute on Alcohol Abuse and Alcoholism AU - National Institute on Alcohol Abuse and Alcoholism TI - ALCOHOL AND TRANSPORTATION SAFETY PY - 2001/04 IS - 52 SP - 4 p. AB - Research has shown that even low blood alcohol concentration (BAC) impairs driving skills and increases crash risk. New information about BAC and impairment has led to policy changes, which have contributed to declines in alcohol-related crashes and fatalities. This Alcohol Alert examines some aspects of alcohol-induced impairment and reviews selected strategies designed to reduce alcohol-related crashes and repeat drinking-and-driving offenses. KW - Abilities KW - Blood alcohol levels KW - Driving KW - Drunk drivers KW - Drunk driving KW - Impaired drivers KW - Recidivism KW - Risk assessment KW - Strategic planning KW - Traffic crashes UR - https://trid.trb.org/view/714672 ER - TY - SER AN - 00821160 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - EVALUATING DRIVERS LICENSED WITH MEDICAL CONDITIONS IN UTAH, 1992-1996 PY - 2001/04 IS - 244 SP - 4 p. AB - Utah is one of the initial seven states that implemented the Crash Outcome Data Evaluation System (CODES). In January 2000, the National Highway Traffic Safety Administration (NHTSA) published the first in a series of reports evaluating licensed drivers who have medical conditions (see TRAFFIC TECH 219). This second study extended the analyses to examine each medical condition (or functional ability category) by up to 12 functional ability levels for each condition. It also included drivers with multiple medical conditions. The study compared the citation, total crash, and at-fault crash rates of 68,770 drivers licensed with medical conditions with the rates of similar drivers matched on age group, gender, and county of residence. KW - Abilities KW - Age KW - Counties KW - Crash Outcome Data Evaluation System KW - Diseases and medical conditions KW - Driver licenses KW - Drivers KW - Gender KW - Traffic crashes 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=fa4d028e6abbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/714667 ER - TY - CONF AN - 00818830 AU - National Highway Traffic Safety Administration TI - MEASURING THE BURDEN OF INJURY: THE 3RD INTERNATIONAL CONFERENCE PROCEEDINGS, BALTIMORE, MARYLAND, MAY 15TH AND 16TH, 2000 PY - 2001/04 SP - v.p. AB - This conference brought together a number of the experts within the international injury science community concerned with quantifying injury outcome. The objective of the conference was to review the present state of knowledge in the field and to move towards consensus on open issues. With a conference theme of "Towards Consensus," the conference participants considered three topical areas: the use of health status measures to quantify injury outcome, the use of economic costing methods to determine injury, and ancillary issues, such as data definitions. The proceedings contain a summary article highlighting all of the presentations, individual articles by the invited speakers, abstracts of the posters and a summary of the breakout sessions. Also included are a list of acronyms and a list of attendees. U1 - Measuring the Burden of Injury: The 3rd International ConferenceNational Highway Traffic Safety AdministrationBaltimore, Maryland StartDate:20000515 EndDate:20000516 Sponsors:National Highway Traffic Safety Administration KW - Conferences KW - Cost estimating KW - Data collection KW - Economic analysis KW - Health KW - Injuries KW - Measuring methods KW - Outcome (Medical treatment) KW - Quantifying KW - Standards UR - http://ntl.bts.gov/lib/11000/11400/11433/ UR - https://trid.trb.org/view/691929 ER - TY - SER AN - 00812588 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - A GUIDE FOR ACHIEVING A HIGH BELT USE RATE SHOWS HOW ONE COMMUNITY INCREASED BELT USE TO 90 PERCENT PY - 2001/04 IS - 246 SP - 3 p. AB - In October 1999, the National Highway Traffic Safety Administration and the Insurance Institute for Highway Safety sponsored an intense selective traffic enforcement program (sTEP) in Chemung County, New York, focusing on Elmira, the site of a previous seat belt use demonstration project. The goal was to demonstrate that seat belt use can be increased to achieve the President's 90% goal and to update Elmira's 1985 successes. The belt use rate in Chemung County on October 1, 1999, was 63%. In just three weeks, belt use increased to 90%. This Traffic Tech briefly summarizes the two Elmira sTEPs, and discusses the contents of a Guide, developed by Preusser Research Group, that describes where to do community sTEPs, how to define the geographic area, and how to choose areas based on high crash rates or low belt use. KW - Chemung County (New York) KW - Demonstration projects KW - Elmira (New York) KW - Guidelines KW - Seat belts KW - Selective traffic enforcement programs 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=68c7dbd4828bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/686813 ER - TY - SER AN - 00812586 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - DRIVER INATTENTION IS A MAJOR FACTOR IN SERIOUS TRAFFIC CRASHES PY - 2001/04 IS - 243 SP - 3 p. AB - The National Highway Traffic Safety Administration (NHTSA) conducts a sampling of all traffic crashes in America with the National Automotive Sampling System (NASS). NHTSA commissioned a study by Veridian Engineering, Inc., to examine crashes in the NASS to determine the specific driver behaviors that led to crashes and the situational characteristics of both drivers and vehicles associated with these behaviors. A short technical report and a detailed technical report are now available (ordering information provided in this Traffic Tech). The study methodology and results are briefly summarized in this Traffic Tech. Briefly, causal assessments were completed for 1,239 (96.5%) of the drivers in the sample. Of the 1,284 drivers contained in the sample, 507 (40.3%) did not contribute to crash causation. The relative frequency of the unsafe driving actions were computed on the 59.7% of the drivers who had been identified as contributing to the crash. The major causal factor was found to be driver inattention (22.7% of drivers). KW - Attention lapses KW - Behavior KW - Crash causes KW - National Automotive Sampling System KW - Traffic crashes 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=e914028e6abbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/686809 ER - TY - SER AN - 00812587 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - SEAT BELT USE SURGES IN MARYLAND, OKLAHOMA, AND THE DISTRICT OF COLUMBIA WITH PRIMARY ENFORCEMENT PY - 2001/04 IS - 245 SP - 3 p. AB - Preusser Research Group, Inc., conducted a study for the National Highway Traffic Safety Administration to evaluate changes in Maryland, Oklahoma, and the District of Columbia when they upgraded their seat belt enforcement laws to primary enforcement laws in 1997. The upgraded laws are quite different. This Traffic Tech discusses their differences and the results of the study with regard to seat belt use, belt use demographics, knowledge of the law, drivers who said they got tickets, and citations issued. KW - Demographics KW - Knowledge KW - Maryland KW - Oklahoma KW - Primary enforcement KW - Seat belts KW - Secondary enforcement KW - State laws KW - Traffic citations KW - Traffic law enforcement KW - Washington (District of Columbia) 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=4239810e648bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/686811 ER - TY - RPRT AN - 00810993 AU - National Highway Traffic Safety Administration TI - HIGHWAY SAFETY - TITLE 23, UNITED STATES CODE, CHAPTER 4 AND RELATED HIGHWAY SAFETY PROVISIONS ADMINISTERED BY THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION PY - 2001/04 SP - 38 p. AB - This document describes Title 23, United States Code, Chapter 4, legislation regarding Highway Safety and related highway safety provisions. It discusses the following: Authority of the Secretary, Highway safety programs, Highway safety research and development, National Highway Safety Advisory Committee, Occupant protection incentive grants, School bus driver training, Innovative project grants, Alcohol traffic safety programs, Discovery and admission as evidence of certain reports and surveys, Alcohol-impaired driving countermeasures, and State highway safety data improvements. Related highway safety provisions are also described, including those in Chapter 1 - Federal-Aid Highways, and in Public Law 105-178 (Transportation Equity Act for the 21st Century). KW - Alcohol use KW - Countermeasures KW - Data collection KW - Federal aid highways KW - Grant aid KW - Highway safety KW - Impaired drivers KW - Improvements KW - Laws and legislation KW - Occupant protection devices KW - Research KW - Safety programs KW - School bus drivers KW - Traffic safety KW - Training KW - Transportation Equity Act for the 21st Century KW - United States Code. Title 23 UR - https://trid.trb.org/view/679642 ER - TY - RPRT AN - 00810994 AU - National Highway Traffic Safety Administration TI - BUCKLE UP AMERICA. EVERY TRIP. EVERY TIME. BUCKLE UP AMERICA WEEK, MAY 21-28, 2001 PY - 2001/04 SP - 8 p. AB - This pamphlet was prepared for the Buckle Up America Week, May 21-28, 2001, campaign. It provides several strategies to help plan and conduct activities supporting Buckle Up America Week/Operation ABC national law enforcement Mobilizations, which include special attention to enforcement in communities and neighborhoods. These strategies include a seat belt survey tool, a drop-in-article, a poster, logos, an outline for a press event, talking points and web site addresses for further information. KW - Brochures KW - Campaigns KW - Child restraint systems KW - Communities KW - Law enforcement KW - Neighborhoods KW - Promotion KW - Publicity KW - Seat belts KW - Utilization UR - https://trid.trb.org/view/679644 ER - TY - RPRT AN - 00810968 AU - Sivak, M AU - Flannagan, M J AU - Schoettle, B AU - NAKATA, Y AU - University of Michigan Transportation Research Institute TI - RISE-TIME REQUIREMENTS FOR HIGH-INTENSITY DISCHARGE HEADLAMPS PY - 2001/04 SP - 16 p. AB - This study had two objectives. The first, more general objective was to provide background information about the maximum rise time that should be allowed for high-intensity discharge headlamps. The second, more specific objective was to evaluate whether the current, rather stringent, Society of Automotive Engineers (SAE) recommendations should be relaxed or retained. To achieve these objectives, several scenarios were considered in which having early illumination is potentially of consequence. The scenarios included turning on the headlamps when starting to drive, turning on the headlamps when entering a dark tunnel, and switching between beams. New empirical data collected for this study included actual delays between turning on headlamps at night and starting to drive, and rise and falloff functions of tungsten-halogen low beams and high beams. It was concluded that rise-time requirements should be more stringent for systems with noncontinuous low beam than for systems with continuous low beam, as is the case in the current SAE recommendations. Furthermore, it was concluded that the current SAE recommendations for systems with noncontinuous low beam are justifiable. On the other hand, it was concluded that the SAE recommendations for systems with continuous low beams could be relaxed by eliminating all minimum light-output requirements for delays of less than one second. KW - High beamed headlamps KW - High intensity discharge headlamps KW - Low beamed headlamps KW - Recommendations KW - Rise time (Headlamps) KW - Society of Automotive Engineers KW - Tungsten-halogen lamps UR - https://trid.trb.org/view/679604 ER - TY - RPRT AN - 00810966 AU - Sullivan, J M AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - VISUAL EFFECTS OF BLUE-TINTED TUNGSTEN-HALOGEN HEADLAMP BULBS PY - 2001/04 SP - 27 p. AB - Manufacturers have recently introduced several types of tungsten-halogen headlamp bulbs that have been filtered to produce bluish tints. Some informal reports suggest that the differences in spectral power distribution due to the tinting enhance visual performance and reduce fatigue; others suggest that they simply provide esthetic benefits. In this study, the effect of three headlamp types (a standard tungsten-halogen lamp, a broadly filtered blue-tinted lamp, and a neodymium-filtered blue-tinted lamp) on two aspects of vision (discomfort glare judgments and the luminance threshold for target detection) is investigated. Consistent with prior studies, the results show that discomfort glare ratings increase as chromaticity moves toward the blue range. No evidence was observed that target detection is enhanced with blue headlamps for either peripherally viewed or centrally viewed targets. However, when deeply colored light sources (beyond the range of nominal white that headlamps are required to meet) were introduced into the detection task, differences in spectral sensitivity were observed in the near-periphery. KW - Blue KW - Fatigue (Physiological condition) KW - Glare KW - Headlamps KW - Luminance KW - Tungsten-halogen lamps KW - Vision UR - https://trid.trb.org/view/679601 ER - TY - RPRT AN - 00810960 AU - Carmody, C J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-01 PY - 2001/03/27 SP - 5 p. AB - This safety recommendation, addressed to Mr. Robert Shelton, Executive Director, National Highway Traffic Safety Administration, recommends that action be taken to address a safety issue concerning the use of automatic brake adjusters in air-braked commercial vehicles, particularly the use of Haldex Brake Products Corporation automatic brake adjusters with failed control arms. The issue was identified during a National Transportation Safety Board investigation of a fatal accident involving a motorcoach. KW - Air brakes KW - Automatic brake adjusters KW - Brake components KW - Buses KW - Commercial vehicles KW - Crash investigation KW - Recommendations UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_01.pdf UR - https://trid.trb.org/view/679591 ER - TY - RPRT AN - 00810962 AU - Carmody, C J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-03 PY - 2001/03/27 SP - 6 p. AB - This safety recommendation, addressed to Mr. Chuck Kleinhagen, President, Haldex Brake Products Corporation, recommends that action be taken to address a safety issue concerning the use of automatic brake adjusters in air-braked commercial vehicles, particularly the use of Haldex Brake Products Corporation automatic brake adjusters with failed control arms. The National Transportation Safety Board identified the issue during its investigation of a fatal accident involving a motorcoach. KW - Air brakes KW - Automatic brake adjusters KW - Brake components KW - Buses KW - Commercial vehicles KW - Crash investigation KW - Recommendations UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_03.pdf UR - https://trid.trb.org/view/679594 ER - TY - RPRT AN - 00810963 AU - Carmody, C J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-04 PY - 2001/03/27 SP - 6 p. AB - This safety recommendation, addressed to Mr. Walter B. McCormick, President and Chief Executive Officer, American Trucking Associations, Inc., Mr. Peter Pantuso, President and Chief Executive Officer, American Bus Association, and Mr. Stephen G. Sprague, Chief Operating Officer, United Motorcoach Association, recommends that action be taken to address a safety issue concerning the use of automatic brake adjusters in air-braked commercial vehicles, particularly the use of Haldex Brake Products Corporation automatic brake adjusters with failed control arms. The National Transportation Safety Board identified the issue during its investigation of a fatal accident involving a motorcoach. KW - Air brakes KW - Automatic brake adjusters KW - Brake components KW - Buses KW - Commercial vehicles KW - Crash investigation KW - Recommendations UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_04.pdf UR - https://trid.trb.org/view/679596 ER - TY - RPRT AN - 00810961 AU - Carmody, C J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-02 PY - 2001/03/27 SP - 5 p. AB - This safety recommendation, addressed to Ms. Julie Anna Cirillo, Acting Deputy Administrator, Federal Motor Carrier Safety Administration, recommends that action be taken to address a safety issue concerning the use of automatic brake adjusters in air-braked commercial vehicles, particularly the use of Haldex Brake Products Corporation automatic brake adjusters with failed control arms. The National Transportation Safety Board identified the issue during its investigation of a fatal accident involving a motorcoach. KW - Air brakes KW - Automatic brake adjusters KW - Brake components KW - Buses KW - Commercial vehicles KW - Crash investigation KW - Recommendations UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_02.pdf UR - https://trid.trb.org/view/679593 ER - TY - RPRT AN - 00810964 AU - Carmody, C J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-01-05 PY - 2001/03/27 SP - 6 p. AB - This safety recommendation, addressed to Mr. Stephen F. Campbell, Executive Director, Commercial Vehicle Safety Alliance, recommends that action be taken to address a safety issue concerning the use of automatic brake adjusters in air-braked commercial vehicles, particularly the use of Haldex Brake Products Corporation automatic brake adjusters with failed control arms. The National Transportation Safety Board identified the issue during its investigation of a fatal accident involving a motorcoach. KW - Air brakes KW - Automatic brake adjusters KW - Brake components KW - Buses KW - Commercial vehicles KW - Crash investigation KW - Recommendations UR - http://www.ntsb.gov/safety/safety-recs/recletters/H01_05.pdf UR - https://trid.trb.org/view/679597 ER - TY - RPRT AN - 01353061 AU - National Highway Traffic Safety Administration TI - Community How To Guides On Underage Drinking Prevention PY - 2001/03 SP - v.p. AB - Cities, counties, and neighborhoods across America are confronting the problem of underage drinking and its consequences. The National Association of Governors’ Highway Safety Representatives (NAGHSR) is a professional organization representing the chief highway safety officers from each state, the District of Columbia, and the U.S. territories. NAGHSR is committed to prevent and reduce illegal underage alcohol consumption and to curb the terrible toll underage drinking takes on our society. As a result of their commitment to underage drinking issues and to assist cities, counties, and neighborhoods, NAGHSR, with financial assistance from the National Highway Traffic Safety Administration (NHTSA), developed a series of “Community How To Guides.” These “Community How To Guides” address fundamental components of planning and implementing a comprehensive underage drinking prevention program. The Guides are designed to be brief, easy-to-read, and easy-to-use. Each guide contains a resource section to assist readers in obtaining additional and detailed information about the topics covered in that guide. The appendices include useful tools for each topic area that provide coalitions and organizations a jump-start in their planning and implementation activities. Topics covered in the “Community How To Guides” include: coalition building, needs assessment and strategic planning, evaluation, prevention and education, underage drinking enforcement, public policy advocacy, media relations, self-sufficiency, and resources. These nine guides are reproduced here. KW - Coalitions KW - Communities KW - Drunk driving KW - Education KW - Evaluation and assessment KW - Guidelines KW - Law enforcement KW - Legal drinking age KW - Mass media KW - Needs assessment KW - Prevention KW - Public policy KW - Strategic planning KW - Underage drinking prevention UR - https://trid.trb.org/view/1117577 ER - TY - RPRT AN - 00923418 AU - Morgan, C AU - National Highway Traffic Safety Administration TI - THE EFFECTIVENESS OF RETROREFLECTIVE TAPE ON HEAVY TRAILERS PY - 2001/03 SP - 64 p. AB - This report evaluates the effectiveness of retroreflective tape in enhancing the visibility of heavy trailers and reducing side and rear impacts by other vehicles into these trailers during dark conditions. It is based on a statistical analysis of 10,959 crash cases investigated by the Florida Highway Patrol and the Pennsylvania State Police in 1997-1999. The tape is quite effective. It reduced side and rear impacts into trailers, in dark conditions (including "dark-not-lighted," "dark-lighted," "dawn," and "dusk") by 29%. In "dark-not-lighted" conditions, the tape reduced side and rear impact crashes by 41%. Tape is especially effective in reducing injury crashes. In dark conditions, it reduced side and rear impacts that resulted in fatalities or injuries to drivers of any vehicle by 44%. KW - Adhesive tape KW - Darkness KW - Dawn KW - Dusk KW - Fatalities KW - Florida KW - Heavy duty trucks KW - Injuries KW - Night KW - Pennsylvania KW - Prevention KW - Rear end crashes KW - Retroreflectivity KW - Side crashes KW - Tractor trailer combinations KW - Trailers KW - Visibility UR - http://www.nhtsa.dot.gov/cars/rules/regrev/evaluate/pdf/809222.pdf UR - http://ntl.bts.gov/lib/17000/17900/17990/PB2001105775.pdf UR - https://trid.trb.org/view/707397 ER - TY - RPRT AN - 00823145 AU - National Highway Traffic Safety Administration TI - YOUTH IMPAIRED MANUAL FOR SHERIFFS PY - 2001/03 SP - 23 p. AB - Assuring for safe and efficient motor vehicle travel is and always will be the primary goal of law enforcement and traffic safety professionals. One of the greatest impediments to achieving this objective is the impaired driver. Youthful drivers, (ages 15-20), as a group, have exceptionally high alcohol-related fatality rates. Combating underage drinking and driving in rural areas is a primary emphasis of sheriffs in their effort to protect the motoring public. Youthful drivers are receptive to education and training because of their continuing learning environment and can be easily reached in large groups while still in school. This publication is intended to focus on programs targeting the youthful offender by combining a variety of programs into one resource document. It targets needs of the rural sheriff, but the information presented is broad enough for use by any law enforcement agency. KW - Adolescents KW - Alcohol use KW - Drunk driving KW - Education and training KW - Impaired drivers KW - Manuals KW - Rural areas KW - Safety programs KW - Teenage drivers KW - Traffic law enforcement KW - Traffic safety KW - Underage drinking UR - https://trid.trb.org/view/713300 ER - TY - RPRT AN - 00821231 AU - Solomon, M G AU - Preusser, D F AU - Nissen, W J AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - EVALUATION OF MARYLAND, OKLAHOMA AND THE DISTRICT OF COLUMBIA'S SEAT BELT LAW CHANGE TO PRIMARY ENFORCEMENT PY - 2001/03 SP - 52 p. AB - Some states allow an officer to stop a motorist for an observed belt law violation alone (primary enforcement). Most require that the initial stop be made for some other violation before a belt citation can be issued (secondary enforcement). In 1997, Maryland, Oklahoma and the District of Columbia upgraded their seat belt laws from secondary to primary enforcement. Each had an increase in belt use after the law change. Increases ranged from 8 to 18 percentage points. Drivers surveyed at Department of Motor Vehicle (DMV) offices indicated that they had knowledge of the new law, were more likely to wear belts now than in the past and most strongly agreed that belts make vehicle trips safer. The number of citations issued by police increased as soon as primary enforcement became effective. In a number of locations, citation data that identified race confirmed there was either no difference in non-white versus white ticketing, comparing secondary to primary enforcement, or a greater increase in ticketing went to whites following the change to a primary enforcement law. KW - Evaluation KW - Laws KW - Maryland KW - Oklahoma KW - Police KW - Primary law enforcement KW - Race KW - Seat belt use KW - Seat belts KW - Traffic citations KW - Traffic law enforcement KW - Traffic violations KW - Washington (District of Columbia) UR - http://ntl.bts.gov/lib/19000/19500/19524/PB2002107618.pdf UR - https://trid.trb.org/view/712749 ER - TY - RPRT AN - 00821230 AU - National Highway Traffic Safety Administration TI - THE TRAFFIC STOP AND YOU: IMPROVING COMMUNICATIONS BETWEEN CITIZENS AND LAW ENFORCEMENT PY - 2001/03 SP - 6 p. AB - This brochure is designed to educate both citizens and law enforcement about expectations during a traffic stop. Understanding what is expected from both parties improves communication, helps to reduce anxieties, and improves the public's understanding about the need for traffic law enforcement. Improved communication is also the first step in eliminating community-based divisiveness and creating community-based partnerships. KW - Attitudes KW - Behavior KW - Communication KW - Communities KW - Drivers KW - Partnerships KW - Police KW - Traffic law enforcement KW - Understanding UR - https://trid.trb.org/view/712748 ER - TY - RPRT AN - 00821193 AU - Rupp, J D AU - Schneider, L W AU - Klinich, K D AU - Moss, S AU - Zhou, J AU - Pearlman, M D AU - University of Michigan Transportation Research Institute AU - General Motors Corporation TI - DESIGN, DEVELOPMENT, AND TESTING OF A NEW PREGNANT ABDOMEN FOR THE HYBRID III SMALL FEMALE CRASH TEST DUMMY PY - 2001/03 SP - 205 p. AB - A new prototype pregnant abdomen for the Hybrid III small-female Anthromorphic Test Device (ATD) has been developed and evaluated in a series of component and whole-dummy tests. The new abdomen uses a fluid-filled silicone-rubber bladder to represent the uterus at 30-weeks gestation, and incorporates improved anthropometry with a midline contour that is more representative of the pregnant abdomen than that of the first pregnant dummy. The new abdomen has been designed with more humanlike mechanical response to dynamic rigid-bar, belt, and close-proximity airbag loading. An effort was made to instrument the fluid-filled abdomen to assess for the likelihood of fetal loss through two injury mechanisms that are believed to be the most likely causes of placental abruption in motor-vehicle crashes. Although the instrumentation problems could not be fully resolved within the time and funding constraints of the current program, the results obtained offer promise to future development efforts. The risk of fetal loss in the final prototype pregnant dummy, or MAMA-2B (Maternal Anthropomorphic Measurement Apparatus, version 2B) is determined by measuring the anterior pressure within the fluid filled bladder. Peak internal bladder pressures measured in series of sled-test simulations of frontal crashes of different severities and occupant-restraint conditions have been correlated to the likelihood of fetal loss based on fetal-loss risk curves developed from real-world crash investigations. KW - Abdomen KW - Air bags KW - Anthropometry KW - Bladders KW - Design KW - Development KW - Dummies KW - Females KW - Fetal loss KW - Frontal crashes KW - Impact tests KW - Pregnant women KW - Prototypes KW - Seat belts KW - Sled tests KW - Testing UR - https://trid.trb.org/view/712693 ER - TY - RPRT AN - 00821171 AU - Flynn, Michael S AU - Hill, K AU - Alkire, K F AU - Belzowski, Bruce M AU - Kang, G AU - Senter, R H AU - University of Michigan Transportation Research Institute TI - THE ECONOMY, COMPETITION, AND THE RETAIL AUTOMOTIVE DEALER PY - 2001/03 SP - 144 p. AB - This report investigates how the economy, particularly during an economic downturn or a recession, influences the trends of auto sales, the retail network, and the performance of dealerships. The authors postulate that the strength and long-term viability of the dealerships are linked to the trends in segment sales. The primary focus of this report is to examine the strength of these relationships. Multivariate analytic techniques are applied to data from 1978 to 1998 to investigate how the economy affects segment sales. An important goal of this analysis is to learn the key economic indicators that help predict a sales slump and how different segments will be affected. KW - Automobile dealers KW - Automobiles KW - Competition KW - Economics KW - Performance KW - Recession KW - Retail trade KW - Sales KW - Segment sales UR - https://trid.trb.org/view/712665 ER - TY - RPRT AN - 00819641 AU - McCartt, A T AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - EVALUATION OF ENHANCED SANCTIONS FOR HIGHER BACS: SUMMARY OF STATES' LAWS PY - 2001/03 SP - 25 p. AB - Twenty-nine states have a stature, regulation, or rule that provides for additional or more severe sanctions for driving under the influence (DUI) offenders with a "high" BAC. States vary in terms of the high-BAC threshold, which ranges from .15 to .20%, and the types, severity, and complexity of sanctions. Types of high-BAC sanctions include limitations on plea reductions or deferred judgments; driver-based punitive sanctions (jail, electronic home monitoring, community restitution, fines, license suspension/revocation); vehicle-based punitive sanctions (ignition interlock, administrative plate impoundment); and alcohol treatment/education. Highway safety offices in all states with such sanctions were contacted. Most reported few problems with implementing high-BAC sanctions and believe the sanctions have had a positive impact on the state's DUI system. Concerns and problems that were noted include: 1) high-BAC sanctions may further complicate an already complex DUI system; 2) high-BAC sanctions may increase the number of BAC test refusals; 3) courts and/or prosecutors may allow high-BAC offenders to plead to a lower charge and, thus, evade the enhanced penalties; 4) courts may view the enhanced penalties as onerous and, thus, fail to impose the penalties; and 5) concerns about jail overcrowding or increased incarceration costs and the limited availability of treatment programs in some areas may hinder the effectiveness of these sanctions. These issues will be addressed in the second stage of the study, an in-depth evaluation of high-BAC sanctioning programs in selected jurisdictions. KW - Alcohol ignition interlock devices KW - Alcohol tests KW - Blood alcohol levels KW - Driver licenses KW - Drunk drivers KW - Drunk driving KW - Education KW - Evaluation KW - Fines (Penalties) KW - Jails KW - Laws KW - Medical treatment KW - Revocation KW - Sanctions KW - States KW - Suspensions UR - http://www.nhtsa.dot.gov/people/injury/research/pub/impaired_driving/BAC/higherBAC/HigherBACs_index.htm UR - http://ntl.bts.gov/lib/26000/26000/26041/DOT-HS-809-215.pdf UR - https://trid.trb.org/view/691726 ER - TY - RPRT AN - 00811030 AU - Kim, Karl AU - Kerns, T AU - Hettinger, T AU - Pease, M AU - National Highway Traffic Safety Administration TI - GEOGRAPHIC INFORMATION SYSTEMS USING CODES LINKED DATA (CRASH OUTCOME DATA EVALUATION SYSTEM) PY - 2001/03 SP - 43 p. AB - This report presents information about geographic information system (GIS) and Crash Outcome Data Evaluation System (CODES) linked data. Section one provides an overview of a GIS and the benefits of linking to CODES. Section two outlines the basic issues relative to the types of map data, resources needed for developing a traffic safety GIS, institutional issues and the linking of CODES to GIS. It also includes implementation recommendations. Section three includes descriptions of the CODES/GIS developed by Hawaii, New Hampshire, Maryland, and South Carolina. The purpose of this information is to encourage other CODES states to expand CODES to include GIS. KW - Benefits KW - Crash data KW - Crash Outcome Data Evaluation System KW - Data linkage KW - Geographic information systems KW - Hawaii KW - Implementation KW - Institutional issues KW - Maryland KW - New Hampshire KW - Recommendations KW - South Carolina UR - http://ntl.bts.gov/lib/11000/11100/11149/809-201.pdf UR - https://trid.trb.org/view/679697 ER - TY - RPRT AN - 00810990 AU - National Highway Traffic Safety Administration TI - DIGEST OF STATE ALCOHOL-HIGHWAY SAFETY RELATED LEGISLATION, CURRENT AS OF JANUARY 1, 2001, NINETEENTH EDITION PY - 2001/03 SP - 589 p. AB - This Digest reports the status of State laws that are concerned with drunk driving offenses and alcoholic beverage control. Unless otherwise indicated, the status of the laws reported is January 1, 2001. The Digest is divided into three areas: (1) Introduction; (2) High Interest Legislation; 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. Appendix A, using the State Law Summary's format, gives the Uniform Vehicle Code's provisions on implied consent, drunk driving, vehicle homicide and driving while license is either suspended or revoked. Likewise, Appendix B, using this same format, gives the provisions of the Millennium DUI Prevention Act. KW - Alcoholic beverages KW - Driving without a license KW - Drunk driving KW - Highway safety KW - Implied consent laws KW - Legal documents KW - Millennium DUI Prevention Act KW - State laws KW - Uniform Vehicle Code KW - Vehicular homicide UR - https://trid.trb.org/view/679638 ER - TY - RPRT AN - 00810991 AU - National Highway Traffic Safety Administration TI - SUMMARY OF VEHICLE OCCUPANT PROTECTION LAWS, CURRENT AS OF JANUARY 1, 2001. FOURTH EDITION PY - 2001/03 SP - 189 p. AB - This publication reports the status of State statutes that are concerned with vehicle occupant protection (except off highway vehicles). Such laws include requiring the use of (1) safety belts, (2) child passenger restraint devices and (3) motorcycle or bicycle helmets. Also included are laws that prohibit riding in the bed of a pick-up truck. Except as noted, the status of the State laws reported is January 1, 2001. 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 State and then by specific legal topics. The State by State Analysis includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. The State by State Analysis can be used to facilitate the comparison of State laws in the subject areas. 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 - Highway law KW - Highway safety KW - Legal documents KW - Motorcycle helmets KW - Occupant protection devices KW - Pickup trucks KW - Seat belts KW - State laws KW - Uniform Vehicle Code UR - http://ntl.bts.gov/lib/17000/17800/17854/PB2001104769.pdf UR - https://trid.trb.org/view/679639 ER - TY - RPRT AN - 00810989 AU - Vernon, D D AU - Diller, E AU - Cook, L AU - Reading, J AU - Dean, J M AU - Utah CODES AU - National Highway Traffic Safety Administration TI - FURTHER ANALYSIS OF DRIVERS LICENSED WITH MEDICAL CONDITIONS IN UTAH PY - 2001/03 SP - 103 p. AB - The Utah Driver License Division has implemented a program since 1979 that restricts drivers with medical conditions by functional ability category (medical condition) by assigning them a functional ability level. This study compares the citation, all crash, and at-fault crash rates (per eligible licensed days) of medical conditions drivers at each functional ability level, by category, to the rates of comparison drivers matched on age group, gender and county of residence over a five year period. Analyses were performed separately for drivers reporting single medical conditions and those reporting 2 or more medical conditions. Probabilistic linkage was used to link data from different databases in order to determine the crash, at fault crash and citation rates by functional ability level classification at the time of occurrence. Corresponding relative risks and confidence intervals were calculated. Overall, for most functional ability categories, drivers in the medical conditions program had higher crash and at-fault crash rates compared to their corresponding comparison groups, occurring at the numerically lowest (least restricted) functional ability levels. The relative risk (odds ratios) was generally fairly modest, in the 1.5-2.5 range. For drivers with multiple medical conditions, the functional ability levels were collapsed into two groups, unrestricted and restricted driving privileges. Of the combinations of medical conditions analyzed, roughly half had higher risk of crashes and at fault-crashes than comparison drivers; unrestricted and restricted drivers did not appear to differ materially. Further evaluation of the medical conditions program, taking into account true exposure rates (miles driven), may be warranted. KW - Abilities KW - Confidence intervals KW - Crash Outcome Data Evaluation System KW - Crash rates KW - Diseases and medical conditions KW - Driver licensing KW - Driver licensing restrictions KW - Drivers KW - Risk assessment KW - Traffic citations KW - Traffic crashes KW - Utah UR - http://www.nhtsa.dot.gov/people/injury/olddrive/utah/Utah_index.htm UR - http://ntl.bts.gov/lib/26000/26000/26033/DOT-HS-809-211.pdf UR - https://trid.trb.org/view/679636 ER - TY - RPRT AN - 00810992 AU - National Highway Traffic Safety Administration TI - SUMMARY OF STATE SPEED LAWS, CURRENT AS OF JANUARY 1, 2001. FIFTH EDITION PY - 2001/03 SP - 314 p. AB - This Summary reports only the status of State statutes (or regulations) that are concerned with either speed limit or speed related violations. Local laws are not reported. Unless otherwise indicated, the status of the State laws (or regulations) reported is January 1, 2001. The Summary is divided into three areas: (1) Introduction; (2) Summary Tables; and (3) a State by State Analysis. The State by State Analysis is organized by State and then by specific legal topics. The State by State Analysis includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. The State by State Analysis can be used to facilitate the comparison of State laws in the subject areas. The Appendix, using the State by State Analysis' format, gives the Uniform Vehicle Code's provisions on speed limit and speed related offenses. KW - Highway safety KW - Legal documents KW - Speed laws KW - Speed limits KW - Speeding KW - State laws KW - Uniform Vehicle Code UR - http://www.nhtsa.dot.gov/people/injury/enforce/speedlaws501/introduction.htm UR - https://trid.trb.org/view/679641 ER - TY - RPRT AN - 00810988 AU - Beer, P AU - Leonard, T AU - National Assoc of Governors' Highway Safety Representatives AU - National Highway Traffic Safety Administration TI - UNDERAGE DRINKING PREVENTION: COMMUNITY HOW TO GUIDE ON... COALITION BUILDING, NEEDS ASSESSMENT & STRATEGIC PLANNING, EVALUATION, PREVENTION & EDUCATION, ENFORCEMENT, PUBLIC POLICY, MEDIA RELATIONS, SELF SUFFICIENCY, AND RESOURCES PY - 2001/03 SP - v.p. AB - These nine guides address fundamental components of planning and implementing a comprehensive underage drinking prevention program. The guides are designed to be brief, easy-to-read, and easy-to-use. Each guide contains a resource section to assist readers in obtaining additional and detailed information about the topics covered in that guide. The appendices include useful tools for each topic area that provide coalitions and organizations a jump-start in their planning and implementation activities. Topics covered in the guides include: coalition building; needs assessment and strategic planning; evaluation; prevention and education; underage drinking enforcement; public policy advocacy; media relations; self-sufficiency; and resources. KW - Advocacy groups KW - Coalitions KW - Community action programs KW - Drunk driving KW - Education KW - Evaluation KW - Guidelines KW - Guides to information KW - Implementation KW - Law enforcement KW - Mass media KW - Needs assessment KW - Prevention KW - Public policy KW - Strategic planning KW - Teenage drivers KW - Underage drinking prevention UR - http://ntl.bts.gov/lib/17000/17800/17862/PB2001104801.pdf UR - https://trid.trb.org/view/682481 ER - TY - RPRT AN - 00810967 AU - Sayer, J R AU - Mefford, M L AU - Blower, D AU - University of Michigan Transportation Research Institute TI - THE EFFECTS OF REAR-WINDOW TRANSMITTANCE AND BACKUP-LAMP INTENSITY ON BACKING BEHAVIOR PY - 2001/03 SP - 36 p. AB - A dynamic field experiment was conducted, both during the day and at night to examine the effects of rear-window transmittance and backup-lamp intensity on driver backing behavior (stopping distance, velocity, acceleration, and trial duration) toward a known stationary object. In addition, three years of crash data from the General Estimates System (GES) file were examined for backing crashes. Specific variables of interest in the GES data were driver age, ambient light condition, and the type of passenger vehicle involved (car versus minivan or sport utility vehicle). The results of the field experiment indicate that drivers do not adjust their backing behavior to variations in the amount of available light, at least under conditions where there is little uncertainty regarding obstacles. However, drivers do appear to adjust their backing behavior as they grow older, for the most part driving more cautiously. Nevertheless, the crash data indicate that older drivers are still over-represented in backing crashes. Minivans and sport utility vehicles, which are much more likely to have rear-window tinting, are also over-represented in backing crashes. Based on the crash data, despite the findings of the field experiment, it is suggested that older drivers might benefit from higher-transmittance windows, higher-intensity backup lamps, and rearward detection and warning devices. These same modifications might also benefit the drivers of minivans and sport utility vehicles. KW - Aged drivers KW - Backing (Driving) KW - Backup lamps KW - Daylight KW - Field tests KW - General Estimates System KW - Light transmission KW - Luminous intensity KW - Night KW - Rear lighting KW - Rear windows KW - Sport utility vehicles KW - Tinted glass KW - Vans KW - Windows (Vehicles) UR - https://trid.trb.org/view/679603 ER - TY - JOUR AN - 00810965 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Wechsler, H AU - Lee, J E AU - Gledhill-Hoyt, J AU - Nelson, T F AU - Alcohol Research Documentation, Incorporated TI - ALCOHOL USE AND PROBLEMS AT COLLEGES BANNING ALCOHOL: RESULTS OF A NATIONAL SURVEY PY - 2001/03 VL - 62 IS - 2 SP - p. 133-141 AB - This study examines student alcohol use and associated problems, including drinking and driving, at U.S. colleges that ban alcohol for all students on campus. A nationally representative sample of students (N=11,303, 61% women) attending U.S. colleges completed questionnaires regarding alcohol use and related behaviors in the spring of 1999. The responses of 2,252 students at 19 ban schools were compared with those of 9,051 students at 76 nonban schools. Students at ban colleges were 30% less likely to be heavy episodic drinkers and more likely to abstain from alcohol. The lower rates of heavy episodic drinking apply to students whether or not they were heavy episodic drinkers in high school. However, among drinkers, students at ban schools engaged in as much extreme drinking as drinkers at schools that do not ban alcohol and experienced the same rate of alcohol-related problems. At schools that ban alcohol, fewer students experienced secondhand effects of the drinking of others than did students at nonban schools. Students at ban schools were not more likely to drink and drive than were students at nonban schools. A campus ban on alcohol may support abstention from alcohol use and reduce heavy episodic drinking and the associated secondhand effects in college. Since this is a correlational study, we cannot determine whether the lower rates of heavy episodic drinking are due to the ban or to other factors (e.g., self-selection of students to these schools). Ban schools do not enroll fewer high school heavy episodic drinkers. KW - Alcohol use KW - College students KW - Drunk driving UR - https://trid.trb.org/view/684762 ER - TY - RPRT AN - 00943456 AU - Transport Canada TI - HOW TO PROTECT CHILDREN IN VEHICLES WITH SIDE AIR BAGS PY - 2001/02 SP - 7 p. AB - Air bags save lives. However, children must be properly seated and restrained at all times. This fact sheet tells you about the four stages of child safety in vehicles equipped with side air bags. No matter what the age of your child, it is important to follow some basic guidelines when traveling with children in your vehicle. KW - Children KW - Guidelines KW - Motor vehicles KW - Safety KW - Side air bags UR - https://trid.trb.org/view/643539 ER - TY - RPRT AN - 00929193 AU - Bachman, L R AU - Preziotti, G R AU - Johns Hopkins University, Laurel AU - National Highway Traffic Safety Administration TI - AUTOMATED COLLISION NOTIFICATION (ACN) FIELD OPERATIONAL TEST (FOT) EVALUATION REPORT PY - 2001/02 SP - 101 p. AB - The Johns Hopkins University Applied Physics Laboratory conducted the Independent Evaluation of the Automated Collision Notification (ACN) Field Operational Test (FOT) for the National Highway Traffic Safety Administration. The goal of ACN is to use technology to provide faster and smarter emergency medical responses in an attempt to save lives and reduce disabilities from injuries. To attain this goal an ACN system should automatically determine that a motor vehicle has been in a collision, notify emergency response personnel of the collision and the vehicle location, provide information concerning the crash, and establish a voice link between the vehicle and emergency response personnel. Information that might be provided about the crash includes estimates of crash severity and the probability of serious injury. The purpose of the ACN FOT was to demonstrate the feasibility of fielding an ACN system and the benefits of an ACN system to victims of motor vehicle crashes. The ACN FOT was initiated in October 1995 with the first installations of ACN systems in vehicles starting in June of 1997. This report evaluates the results of the ACN FOT using data collected through the end of the test period in August of 2000. The ACN FOT and current activity in the commercial marketplace have demonstrated that the development and deployment of ACN systems is technically feasible. The potential benefits of an ACN system result from reduced public safety answering point (PSAP) notification times, improved knowledge of the vehicle location, and estimates of crash severity and the probability of serious injury. KW - Automatic crash notification KW - Benefits KW - Deployment KW - Development KW - Emergency medical services KW - Feasibility analysis KW - Field tests KW - Intelligent transportation systems KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2001/ACNEvaluation.pdf UR - https://trid.trb.org/view/719095 ER - TY - RPRT AN - 00815737 AU - National Highway Traffic Safety Administration TI - NATIONAL AUTOMOTIVE SAMPLING SYSTEM CRASHWORTHINESS DATA SYSTEM 1995-1997 PY - 2001/02 SP - 170 p. AB - During the period 1995 through 1997, an estimated 12 million vehicles each year were involved in police-reported traffic crashes. Approximately 94% of these were automobiles, pickup trucks, vans, and sport/utility vehicles, collectively referred to as passenger vehicles. Pickup trucks, vans, and utility vehicles are collectively referred to as light trucks. Most of these vehicles were not seriously damaged: only 26% of them were towed from the crash scene due to damage sustained in the crash. Approximately 47,000 passenger vehicles were involved in fatal crashes each year. This report focuses attention on occupants of those passenger vehicles that were towed from the crash scene. The National Highway Traffic Safety Administration's National Automotive Sampling System (NASS)/Crashworthiness Data System (CDS) collects detailed information on towed passenger vehicle crashes, employing trained, professional crash investigation teams. The in-depth data collection, scientific protocols, and professionalism of those involved make the NASS/CDS database a valuable resource to many in the traffic safety community. NASS data are used by government, industry, and the private sector to conduct research, identify injury patterns and mechanisms, provide a basis for regulatory decision making, and provide a means of evaluating the association between occupant injury and various crash-related characteristics. This report is presented in the following sections: Executive Summary; (1) Introduction; (2) Perspective; (3) Vehicle Crash Data; (4) Occupant Injury Data; (5) Child-Related Data; and Appendixes. KW - Alcohol use KW - Children KW - Crash investigation KW - Crash severity KW - Crashworthiness Data System KW - Data collection KW - Ejection KW - Entrapment KW - Injuries KW - Injury severity KW - Light trucks KW - Loss and damage KW - National Automotive Sampling System KW - Passenger vehicles KW - Restraint systems KW - Seating position KW - Towed vehicles KW - Utilization UR - https://trid.trb.org/view/690446 ER - TY - RPRT AN - 00810969 AU - National Highway Traffic Safety Administration TI - AGGRESSIVE DRIVING PROGRAMS PY - 2001/02 SP - 16 p. AB - This report contains law enforcement programs that have been developed to target aggressive drivers. In 1997, the National Highway Traffic Safety Administration's (NHTSA's) Traffic Law Enforcement Division began gathering information on these programs to learn which strategies are being used successfully to reduce or deter aggressive driving. This list is updated as new programs are discovered. The list is used as a clearinghouse for aggressive driving programs and a resource of contacts willing to share their experiences with other law enforcement agencies. Pending the outcome of more definitive research, NHTSA considers the aggressive driver problem to be primarily an urban, rush hour problem. The aggressive driver programs enumerated in this document have been designated as being such by the state or local jurisdictions in which they are being or have been conducted. KW - Aggression KW - Highway safety KW - Police KW - Safety programs KW - Traffic law enforcement UR - https://trid.trb.org/view/679606 ER - TY - SER AN - 00810958 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF DRINKING AND DRIVING DOCUMENTS ATTITUDES AND BEHAVIORS IN 1999 PY - 2001/02 IS - 242 SP - 2 p. AB - This Traffic Tech briefly reviews the publication "National Survey of Drinking and Driving Attitudes and Behaviors, 1999," which was prepared by the Gallup Organization. This survey, conducted every two years by the National Highway Traffic Safety Administration, measures the status of attitudes, knowledge, and behavior of the general driving age public about drinking and driving. The surveys measure various topics including the reported frequency of drinking and driving, prevention and intervention, riding with impaired drivers, designated drivers, perceptions of penalties and enforcement, knowledge of blood alcohol levels, and alcohol-impaired crashes. The 1999 survey interviewed a nationally representative sample of 5,733 persons aged 16 or older in the United States between October 12 and December 12, 1999. Selected results of the survey are reported in this article. KW - Attitudes KW - Behavior KW - Drunk driving KW - Knowledge KW - Surveys UR - https://trid.trb.org/view/684760 ER - TY - SER AN - 00810957 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - FIELD TEST OF ON-SITE DRUG DETECTION DEVICES PY - 2001/02 IS - 241 SP - 2 p. AB - Recently, police agencies and researchers have begun to explore the use of on-site urine drug screening devices as a complement to psychophysical tests used by officers as part of the Drug Evaluation and Classification program. The National Highway Traffic Safety Administration sponsored a field test by ISA Associates and the University of Utah's Center for Human Toxicology to determine the accuracy and usefulness of commercially available devices when used by trained police officers in field settings. This Traffic Tech summarizes the results of the field test as presented in a report by the same title. The field test compared the performance of five devices when used by law enforcement personnel and trained laboratory technicians. The devices generally performed well in the hands of law enforcement officers. Overall error rates were low, but they were higher for the officers than for the research analysts. Additional training and experience is recommended if the on-site devices are to be used routinely by law enforcement officers. KW - Accuracy KW - Drug tests KW - Field tests KW - Law enforcement KW - On-site testing devices KW - Personnel performance KW - Police KW - Testing equipment KW - Training KW - Urine KW - Urine drug levels 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=0626028e6abbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/684759 ER - TY - RPRT AN - 00806972 AU - National Highway Traffic Safety Administration TI - PROBLEMS, SOLUTIONS AND RECOMMENDATIONS FOR IMPLEMENTING CODES (CRASH OUTCOME DATA EVALUATION SYSTEM) PY - 2001/02 SP - 68 p. AB - Problems, solutions and recommendations for implementation have been contributed by 16 of the 27 CODES states and organized as appropriate under the administrative, linkage and application requirements for a Crash Outcome Data Evaluation System (CODES). The purpose of this report is to provide feedback to states interested in implementing CODES. A background section describes the funding of the CODES states and the CODES Model. Administrative problems focus on maintaining communication, supporting a collaborative source of authority, developing policies for confidentiality and release of CODES linked data, managing CODES and institutionalization. Linkage problems focus on data access, data quality/preparation, linkage, and validation. Application problems focus on statistical issues, personnel issues, confidentiality issues, limitations for case selection, production issues, decision making and Web site development. Recommendations for successful implementation also are organized under the administrative, linkage and application categories. KW - Administrative procedures KW - Applications KW - Confidentiality KW - Crash data KW - Crash Outcome Data Evaluation System KW - Data access KW - Data linkage KW - Data quality KW - Decision making KW - Implementation KW - Problem solving KW - Recommendations KW - States KW - Validation KW - Websites (Information retrieval) UR - http://ntl.bts.gov/lib/10000/10500/10542/FinalDrPrSo.pdf UR - http://ntl.bts.gov/lib/18000/18200/18241/PB2001107577.pdf UR - https://trid.trb.org/view/672910 ER - TY - RPRT AN - 00806891 AU - Turner, P A AU - Chu, X AU - Georggi, N AU - Yanez, G AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - INVESTIGATION OF FATAL CRASHES IN FLORIDA PY - 2001/02 SP - 85 p. AB - Florida's 1998 fatality rate per 100 million vehicle miles traveled was 2.6 compared to the nationwide average of 1.6. The purpose of this research was to identify problem areas related to highway safety in which Florida is over-represented relative to other states and the nation as a whole. The research results provide policy makers and highway safety advocates with a better understanding of the factors that may contribute to less safe highway travel in Florida. The results may be used to help identify specific problem areas where the Florida Department of Transportation can focus safety improvement measures. Data were collected and analyzed through the application of a multiple-step process used to identify highway safety problem areas unique to Florida. The report is organized in six chapters. Chapter 1 provides an introduction. Chapter 2 details the research methodology used to identify problem areas. Chapters 3-5 summarize the results from the three steps of the methodology. Chapter 6 identifies methodological lessons learned from the project, discusses the results, and makes recommendations on further research. KW - Data collection KW - Fatalities KW - Florida KW - Future KW - Highway safety KW - Problem identification KW - Research KW - Traffic crashes UR - http://www.fdot.gov/research/Completed_Proj/Summary_SF/FDOT_BC158_rpt.pdf UR - https://trid.trb.org/view/672833 ER - TY - JOUR AN - 00810935 JO - Electronic Design PB - Penton Media, Incorporated AU - Bindra, A AU - Penton Media, Incorporated TI - SENSORS TO TRANSFORM VEHICLES INTO ELECTRONIC COCOONS PY - 2001/01/08 VL - 49 IS - 1 SP - 7 p. AB - Experts believe that electronics in vehicles will reach beyond 40% in the near future, and sensors and actuators will capture a major share of this development. Safety and protection will cause electronic sensing to penetrate every aspect of the automobile. KW - Actuators KW - Automobiles KW - Electronics KW - Occupant protection devices KW - Sensors KW - Vehicle safety UR - https://trid.trb.org/view/684733 ER - TY - JOUR AN - 00810937 JO - Electronic Design PB - Penton Media, Incorporated AU - Penton Media, Incorporated TI - NEW AUTO ELECTRONICS WILL DELIVER MORE FUNCTIONS, PERFORMANCE. EXECUTIVE INTERVIEW PY - 2001/01/08 VL - 49 IS - 1 SP - p. 119-120 AB - Future automotive electronic systems are expected to give high performance and driving pleasure while simultaneously providing safety, economy, and environmental responsibility. To find out more about this, an interview was conducted with Francis J. Dance, product manager at Telematics Services, BMW North America. He answers the following questions: What electronic development will have the greatest impact on BMW cars in the next few years? How will BMW's X-by-wire efforts affect such things as driver interaction and the "feel" of driving? What in-car communication networks and/or buses are you planning to use in future vehicles? Describe the present and future use of wireless technology in BMW cars. How are you dealing with vehicle complexity and driver distraction introduced by so much electronics? KW - Automobiles KW - Driver vehicle interfaces KW - Electronics KW - Future KW - Highway safety KW - Performance KW - Wireless communication systems UR - https://trid.trb.org/view/684737 ER - TY - JOUR AN - 00810939 JO - Electronic Design PB - Penton Media, Incorporated AU - Penton Media, Incorporated TI - WIRELESS SYSTEMS WILL SPEED DATA FLOW AND LIGHTEN THE LOAD. EXECUTIVE INTERVIEW PY - 2001/01/08 VL - 49 IS - 1 SP - p. 127-128 AB - The impact of ongoing innovations in all areas of ground-based electronics results in many questions. To find out more about innovations in future aircraft, an interview was conducted with Randy Robertson, chief engineer of the Boeing Commercial Aircraft Group at the Boeing Company. He answered the following questions: What are some of the electronic developments that will be crucial in the evolution of aircraft in the future? Are those efforts aimed solely at passenger entertainment? What can we expect in wireless and fiber-optic communications within the aircraft? What other technologies are you looking at? What about heads-up displays? KW - Aircraft KW - Electronics KW - Entertainment KW - Fiber optics KW - Head up displays KW - Technological innovations KW - Wireless communication systems UR - https://trid.trb.org/view/684740 ER - TY - JOUR AN - 00810936 JO - Electronic Design PB - Penton Media, Incorporated AU - MORRISON, D AU - Eccles, L AU - Penton Media, Incorporated TI - HYBRID-ELECTRIC VEHICLES PROPEL US TOWARD AN 80-MPG FUTURE PY - 2001/01/08 VL - 49 IS - 1 SP - 8 p. AB - Hybrid electric vehicles (HEVs), both those in production and those in the prototype stage, supplement the driving power supplied by the conventional internal combustion engine. They do this by incorporating an electric motor, a more powerful alternator, and a higher capacity battery into the vehicle's power train. These cars significantly reduce vehicle emissions. HEVs are now considered better candidates for high-volume production than pure electric vehicles, offering a better ratio of price to performance. HEVs exploit a number of gas-saving techniques, achieving fuel economy ratings of 80 mpg. KW - Exhaust gases KW - Fuel conservation KW - Fuel consumption KW - Hybrid vehicles KW - Performance KW - Power trains UR - https://trid.trb.org/view/684735 ER - TY - JOUR AN - 00810938 JO - Electronic Design PB - Penton Media, Incorporated AU - Penton Media, Incorporated TI - ELECTRONICS TECHNOLOGY WILL CREATE SAFER AND MORE RELIABLE CARS. EXECUTIVE INTERVIEW PY - 2001/01/08 VL - 49 IS - 1 SP - p. 123-124 AB - Automotive advances tend to show up in luxury vehicles, mainly because consumers are willing to pay a premium for the latest and best technology. To find out more about current and future plans for specific automotive technologies, an interview was conducted with Peter Patrone, department manager of the Advanced Product Planning Group, Mercedes-Benz. He answered the following questions: (1) Wireless automotive communication services will eventually allow remote updates for features like improved engines, enhanced braking control, and new entertainment options. What kinds of security issues arise because of remote vehicle access? Also, what approaches will be taken to make such changes secure? (2) What advantages and issues do you see with X-by-wire technology, and what kinds of X-by-wire technology do you think will be made available to the consumer first? (3) What kinds of fuel economy do you expect over the next five years? Will new savings be attained using improved internal-combustion engines or hybrid systems? (4) On-board automotive computing power is expected to increase significantly over the next five to 10 years. To what degree do you see self-diagnostics coming into play, and will it reduce the complexity of external test and diagnostic equipment in dealer service departments? KW - Automobiles KW - Control systems KW - Diagnostic tests KW - Electronics KW - Fuel conservation KW - Fuel consumption KW - Onboard computing KW - Remote sensing KW - Security KW - Self diagnostic routines KW - Technological innovations KW - Wireless communication systems UR - https://trid.trb.org/view/684739 ER - TY - JOUR AN - 00810934 JO - Electronic Design PB - Penton Media, Incorporated AU - Wong, W AU - Penton Media, Incorporated TI - SOFTWARE AND HARDWARE STANDARDS HELP, BUT IN-VEHICLE NETWORK GROWTH WILL BE CONSERVATIVE PY - 2001/01/08 VL - 49 IS - 1 SP - 6 p. AB - Over the next five years, diverse network and multiprocessing technology will be incorporated into vehicles. While hardware and software standards will help improve acceptance and reduce costs, the competitive nature of the industry will limit their scope. Leading in the standardization effort for networks in automotive environments is the Controller Area Network (CAN) with OSEK/VDX (German for Offene Systeme und deren Schnittstellen fur die Elektronik im Kraftfahrzeug/Vehicle Distributed eXecutive) providing a standard for real-time operating systems for the many embedded processors found in automotive networks. KW - Automobiles KW - Computer components KW - Computer operating systems KW - Software KW - Standards UR - https://trid.trb.org/view/684732 ER - TY - RPRT AN - 00925938 AU - Foss, R D AU - Marchetti, L J AU - Holladay, K A AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - DEVELOPMENT AND EVALUATION OF A COMPREHENSIVE PROGRAM TO REDUCE DRINKING AND IMPAIRED DRIVING AMONG COLLEGE STUDENTS PY - 2001/01 SP - 64 p. AB - This report describes the development of a program to reduce drinking on a college campus. The ultimate goal of the program is to reduce motor vehicle crashes resulting from driving after drinking, as well as other health and social problems that result from alcohol consumption by young persons in a university environment. To understand student drinking this project employed a unique approach: a nighttime survey in which randomly selected students provided breath samples that allowed measurement of their blood alcohol concentration (BAC). During the fall of 1997, BAC measurements were obtained from 1,786 students as they returned home between 10 p.m. and 3 a.m. Although 23% of students had been drinking, high BACs were relatively uncommon. Eleven percent of students had a BAC above .08 and less than 2% were above .15. Even on traditional "party nights" (Thursday through Saturday), 65% of students returned home with a .00 BAC. Through a series of discussions with students, a basic message was developed that was clear and easily understood by students: "Whether it's Thursday, Friday, or Saturday night, 2 out of 3 UNC students return home with a .00 BAC." A comprehensive program was developed to deliver this message to the student community. The BAC survey was repeated during the fall of 1999. Information about awareness and understanding of the "2 out of 3" program was obtained from the sample of 2,535 students. Seventy-one percent of students and 92% of first year students were aware of the program. Among those who had heard of the program, 70% understood the fact to mean that drinking is less common or that pressure to drink is less than is typically believed. The proportion of students with a BAC above .08 declined from 10.7% to 8.3%, a statistically significant decline of 22%. Student incidents involving alcohol also declined in association with the "2 out of 3" program. However, self-reported drinking, as typically measured, did not change from the earlier survey. KW - Alcohol breath tests KW - Alcohol use KW - Awareness KW - Blood alcohol levels KW - College students KW - Drunk driving KW - Impaired drivers KW - Prevention KW - Public information programs KW - Surveys KW - Underage drinking UR - http://www.nhtsa.dot.gov/people/injury/research/ReduceCollege/toc.htm UR - http://ntl.bts.gov/lib/19000/19600/19671/PB2002108968.pdf UR - http://ntl.bts.gov/lib/26000/26000/26019/DOT-HS-809-396.pdf UR - https://trid.trb.org/view/718102 ER - TY - RPRT AN - 00938065 AU - Harkey, D L AU - Blomberg, R D AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - BETA TESTING OF THE PEDESTRIAN AND BICYCLE CRASH ANALYSIS TOOL PY - 2001/01 SP - 23 p. AB - The Pedestrian and Bicycle Crash Analysis Tool (PBCAT) is a software product intended to assist State and local bicycle coordinators, planners, and engineers with improving walking and bicycling safety through the development and analysis of a database containing details associated with crashes between motor vehicles and pedestrians or bicyclists. One of these details is the crash type which describes the pre-crash actions of the parties involved. This product was developed by the Federal Highway Administration in cooperation with the National Highway Traffic Safety Administration. The beta version of the software was completed in November 1999. Subsequently, the product underwent a limited beta test that involved a number of practitioners. This report documents the results of the test and provides recommended enhancements for future versions of PBCAT. KW - Beta tests KW - Bicycle crashes KW - Bicycle safety KW - Crash analysis KW - Crash data KW - Crash types KW - Databases KW - Pedestrian and Bicycle Crash Analysis Tool (PBCAT) KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Software KW - Traffic crashes KW - Walking UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/ped/pbcatjan01/technicalreport.html UR - https://trid.trb.org/view/730443 ER - TY - RPRT AN - 00821202 AU - Nowakowski, C AU - Green, P AU - University of Michigan Transportation Research Institute AU - Nissan Motor Company, ITS Development TI - PREDICTION OF MENU SELECTION TIMES PARKED AND WHILE DRIVING USING THE SAE J2365 METHOD PY - 2001/01 SP - 36 p. AB - Recent concern has been expressed over the use of cell phones and navigation systems while driving. Several efforts, including SAE Recommended Practice J2364 ("the 15-second rule") and J2365 (the associated calculation procedure), have recently tried to provide guidelines for the design of in-vehicle devices. The purpose of this study was to examine a destination selection task in the model year 2000 Nissan Infiniti I30 navigation system (which was currently allowed while driving) in the context of SAE J2364 and J2365. Eight licensed drivers between the ages of 20 and 30 (mean of 25 years old) selected destinations using the in-vehicle navigation system's address book and nearby points of interest features. The tasks were performed both while the vehicle was parked and while driving on a 2-lane expressway during low-volume traffic conditions at 70 mph. The mean measured task time while the vehicle was parked was 13.20 seconds, requiring an average of 8.8 keystrokes to complete the task. The mean measured task time while driving on the expressway was 15.85 seconds or approximately 1.2 times the measured task time while parked. Subtracting system delays greater than 1.5 seconds, the mean keying time was 6.13 seconds when the vehicle was parked. Consequently, given that SAE J2364 specifies testing older drivers who typically take up to 1.8 times longer to complete in-vehicle tasks, a task of 11 keystrokes or less would pass the "15-second rule". SAE J2365 was also used to estimate the task times while the vehicle was parked, and it was found to slightly overestimate the task times by a mean of 0.68 seconds. KW - Destination entry (Navigation systems) KW - Driving KW - Forecasting KW - Guidelines KW - Human factors KW - Intelligent transportation systems KW - Navigation systems KW - Parked (Motor vehicle) KW - Recommendations KW - Society of Automotive Engineers KW - Time KW - Traffic safety UR - http://www.umich.edu/~driving/publications/UMTRI-2000-49.pdf UR - http://ntl.bts.gov/lib/18000/18300/18396/PB2001108600.pdf UR - https://trid.trb.org/view/712708 ER - TY - RPRT AN - 00821181 AU - Automotive Coalition for Traffic Safety, Inc. TI - 2001 SEAT BELT SUMMIT: POLICY OPTIONS FOR INCREASING SEAT BELT USE IN THE UNITED STATES IN 2001 AND BEYOND, JANUARY 11-13, 2001 PY - 2001/01 SP - n.p. AB - While our nation faces many serious transportation problems, no other issue personally impacts American families as much as safety on our highways. Our highway transportation system is among the safest in the world, yet 41, 611 Americans died on the nation's roads and highways during 1999. Of those fatalities, 32, 061 were passenger vehicle occupants. An estimated 9, 553 of these victims would have survived if they had only worn seat belts. Seat belt use has grown five-fold over the past 16 years, but almost 30% of Americans still don't buckle up. The Seat Belt Summit brought together 45 national leaders having diverse interests and backgrounds to assess what policies to increase seat belt usage have and have not been successful, and to recommend effective policies and strategies for the next several years. KW - Fatalities KW - Highway safety KW - Policy KW - Seat belt usage KW - Seat belts KW - Strategic planning KW - Traffic crashes KW - Traffic safety KW - United States KW - Vehicle occupants UR - https://trid.trb.org/view/713899 ER - TY - RPRT AN - 00821173 AU - University of Michigan Transportation Research Institute TI - OEM PARTS PURCHASING: SHIFTING STRATEGIES PY - 2001/01 SP - 63 p. AB - The beginning of the 21st century finds manufacturer-supplier relations in the North American automotive industry much as they have been for the past two decades - in a continuing state of flux. This report focuses on developments in the U.S. market while making comparisons across U.S., European, and Japanese Original Equipment Manufacturer- (OEM)-supplier relationships. This report is based on the results of high-level executive interviews from five leading manufacturers and four major supply firms. The interviews investigate the industry's current thinking on manufacturer purchasing strategies and manufacturer-supplier relationships. KW - Automobile industry KW - Europe KW - Executives KW - Industries KW - Interviewing KW - Japan KW - Markets KW - Original equipment manufacturer (OEM) KW - Purchasing KW - Strategic planning KW - Suppliers KW - United States UR - http://www.osat.umich.edu/affiliate/user/allfree.php?productID=22&customerID=3&fileName=22_OEM.doc UR - https://trid.trb.org/view/712667 ER - TY - SER AN - 00812585 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - TARGETING YOUNG FEMALE DRIVERS WITH IMPAIRED DRIVING MESSAGES PY - 2001/01 IS - 240 SP - 3 p. AB - In 1988, women comprised 22% of drivers involved in alcohol-related fatal crashes. Ten years later, in 1998, this percentage increased to 27% of the alcohol-related fatal crashes. The Pacific Institute for Research and Evaluation conducted a study for the National Highway Traffic Safety Administration to examine if impaired driving messages are tailored for women adequately. Using 13 public service announcements (PSAs) in various media formats, the study examined young women's perceptions of impaired driving messages. There were six focus groups in Washington, D.C., and six more in Madison, Wisconsin in September and October of 1999. The average age was 26 years old. This Traffic Tech summarizes the findings of the study. Virtually all participants said that emotional PSAs including children or death would be more effective with women than men. Using celebrities as spokespersons for impaired driving messages was not seen as effective, nor were authoritative PSAs well received. KW - Attitudes KW - Drivers KW - Drunk driving KW - Emotions KW - Females KW - Focus groups KW - Mass media KW - Messages (Communications) 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=ca49668cebbbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/686808 ER - TY - SER AN - 00812583 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - PROFESSIONALISM AT THE TRAFFIC STOP STRENGTHENING THE CITIZEN AND POLICE PARTNERSHIP PY - 2001/01 IS - 238 SP - 3 p. AB - Community relations is fast emerging as one of the primary concerns of law enforcement throughout the country. The National Highway Traffic Safety Administration gathered some of the best practices of a number of law enforcement agencies into a short publication. It is written for law enforcement agencies by law enforcement agencies and is intended to improve professionalism and courtesy during traffic stops. This Traffic Tech presents some of the publication's best practices for law enforcement officers and for drivers. KW - Best practices KW - Courtesy KW - Drivers KW - Police KW - Police motorist contacts KW - Professionalism KW - Public relations KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=5e85668cebbbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/686804 ER - TY - SER AN - 00812584 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - ETHNICITY AND ALCOHOL-RELATED FATALITIES, FARS COMBINED WITH NCHS FILES FOR 1990-1994 PY - 2001/01 IS - 239 SP - 3 p. AB - An agreement between the National Highway Traffic Safety Administration and the National Center for Health Statistics (NCHS) has made possible the matching of Fatality Analysis Reporting System (FARS) records on fatally injured road users with death certificate data from the NCHS files to obtain race and ethnicity information. The Pacific Institute for Research and Evaluation analyzed over 199,316 fatally injured highway users during the period from 1990 to 1994, which is the latest available data. The nine ethnic groups covered are Caucasian Americans, African Americans, Native Americans, Asian-Pacific Islander Americans, Mexican Americans, Puerto Rican Americans, Cuban Americans, Central and South Americans, and other unknown Hispanic American. The findings of this study are briefly summarized in this Traffic Tech. Among these findings are the following: The percentage of fatal crashes that were alcohol-related declined for most ethnic groups between 1990 and 1994; Asian-Pacific Islander Americans have distinctly lower rates of alcohol-related fatalities, and this is true for all types of road users (drivers, passengers, pedestrians, and cyclists); Asian-Pacific Islander Americans have the highest rate of safety belt use by drivers who were killed in fatal crashes; African Americans generally have the same rate of alcohol involvement for drivers and passengers as Caucasian Americans but have a slightly higher rate for pedestrians and cyclists; Among Hispanics, Cuban Americans stand out for their low percentage of alcohol-related driver, passenger, and pedestrian fatalities; Next to Native Americans, Mexican Americans have the highest alcohol-related fatality rates among all four types of road users; and Native Americans have the highest percentage of alcohol-involved driver, passenger, and pedestrian fatalities of any ethnic group. KW - African Americans KW - Alcohol abuse KW - Asians KW - Cyclists KW - Drunk drivers KW - Drunk driving KW - Ethnic groups KW - Fatalities KW - Fatality Analysis Reporting System KW - Hispanics KW - Native Americans KW - Passengers KW - Pedestrians KW - Race KW - Whites 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=eac0668cebbbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2001&overrideViewName=Report UR - https://trid.trb.org/view/686806 ER - TY - RPRT AN - 00810986 AU - Hendricks, D L AU - Fell, J C AU - Freedman, M AU - Veridian Engineering AU - National Highway Traffic Safety Administration TI - THE RELATIVE FREQUENCY OF UNSAFE DRIVING ACTS IN SERIOUS TRAFFIC CRASHES - SUMMARY TECHNICAL REPORT PY - 2001/01 SP - 32 p. AB - This study was conducted to determine the specific driver behaviors and unsafe driving acts that lead to crashes, and the situational, driver and vehicle characteristics associated with these behaviors. A sample of 723 crashes involving 1284 drivers was investigated from four different sites in the country during the period from April 1, 1996 through April 30, 1997. The crashes were selected using the National Automotive Sampling System (NASS) protocol and provide a fair sample of serious crashes involving passenger vehicles in the United States. In-depth data were collected and evaluated on the condition of the vehicles, the crash scene, roadway conditions, driver behaviors and situational factors at the time of the crash. Investigators used an 11 step process to evaluate the crash, determine the primary cause of each crash, and uncover contributing factors. Crash causes were attributed to either driver behavior or other causes. In 717 of the 723 crashes investigated (99%), a driver behavioral error caused or contributed to the crash. Of the 1284 drivers involved in these crashes, 732 drivers (57%) contributed in some way to the cause of their crashes. There were six causal factors associated with driver behaviors that occurred at relatively high frequencies for these drivers and accounted for most of the problem behaviors. They are: Driver Inattention - 22.7%, Vehicle Speed - 18.7%, Alcohol Impairment - 18.2%, Perceptual Errors (e.g., looked but didn't see) - 15.1%, Decision Errors (e.g., turned with obstructed view) - 10.1%, and Incapacitation (e.g., fell asleep) - 6.4%. Problem types in terms of crash configuration and specific problem behaviors were also identified. The following seven crash problem types accounted for almost half of the crashes studied where there was a driver behavioral error: Same Direction, Rear End (Driver Inattention Factors) - 12.9%; Turn, Merge, Path Encroachment (Looked, Did Not See, etc.) - 12.0%; Single Driver, Roadside Departure (Speed, Alcohol) With Traction Loss - 5.5%; Single Driver, Roadside Departure Without Traction Loss - 4.8%; Intersecting Paths, Straight Paths (Looked, Did Not See, etc.) - 4.1%; Same Trafficway, Opposite Direction (Inattention, Speed) - 2.6%; and Backing, Other, Miscellaneous, etc. (Following Too Closely, Speed) - 1.3%. A more detailed description of study method is provided in the final report submitted for this effort. The final report also provides a full description of all analysis results. KW - Attention lapses KW - Behavior KW - Crash causes KW - Crash types KW - Decision making KW - Driver errors KW - Drivers KW - Drunk driving KW - High risk drivers KW - Incapacitation KW - Perception KW - Speeding KW - Traffic crashes UR - http://www.nhtsa.dot.gov/people/injury/research/UDAshortrpt/UDAsummtechrept.pdf UR - http://ntl.bts.gov/lib/26000/26000/26077/DOT-HS-809-205.pdf UR - https://trid.trb.org/view/679633 ER - TY - RPRT AN - 00810987 AU - Hendricks, D L AU - Freedman, M AU - ZADOR, P L AU - Fell, J C AU - Veridian Engineering AU - National Highway Traffic Safety Administration TI - THE RELATIVE FREQUENCY OF UNSAFE DRIVING ACTS IN SERIOUS TRAFFIC CRASHES - FINAL REPORT PY - 2001/01 SP - 104 p. AB - This study was conducted to determine the specific driver behaviors and unsafe driving acts that lead to crashes, and the situational, driver and vehicle characteristics associated with these behaviors. A sample of 723 crashes involving 1284 drivers was investigated from four different sites in the country during the period from April 1, 1996 through April 30, 1997. The crashes were selected using the National Automotive Sampling System (NASS) protocol and provide a fair sample of serious crashes involving passenger vehicles in the United States. In-depth data were collected and evaluated on the condition of the vehicles, the crash scene, roadway conditions, driver behaviors and situational factors at the time of the crash. Investigators used an 11 step process to evaluate the crash, determine the primary cause of each crash, and uncover contributing factors. Crash causes were attributed to either driver behavior or other causes. In 717 of the 723 crashes investigated (99%), a driver behavioral error caused or contributed to the crash. Of the 1284 drivers involved in these crashes, 732 drivers (57%) contributed in some way to the cause of their crashes. There were six causal factors associated with driver behaviors that occurred at relatively high frequencies for these drivers and accounted for most of the problem behaviors. They are: Driver Inattention - 22.7%, Vehicle Speed - 18.7%, Alcohol Impairment - 18.2%, Perceptual Errors (e.g., looked, but didn't see) - 15.1%, Decision Errors (e.g., turned with obstructed view) - 10.1%, and Incapacitation (e.g., fell asleep) - 6.4%. Problem types in terms of crash configuration and specific problem behaviors were also identified. The following seven crash problem types accounted for almost half of the crashes studied where there was a driver behavioral error: Same Direction, Rear End (Driver Inattention Factors) - 12.9%; Turn, Merge, Path Encroachment (Looked, Did Not See, etc.) - 12.0%; Single Driver, Roadside Departure (Speed, Alcohol) With Traction Loss - 5.5%; Single Driver, Roadside Departure Without Traction Loss - 4.8%; Intersecting Paths, Straight Paths (Looked, Did Not See, etc.) - 4.1%; Same Trafficway, Opposite Direction (Inattention, Speed) - 2.6%; and Backing, Other, Miscellaneous, etc. (Following Too Closely, Speed) - 1.3%. Countermeasures were identified in the areas of education, training, and law enforcement for each of the major problem types described in this effort. A limited number of technology based countermeasures related to the Intelligent Transportation Systems (ITS) initiative were also identified when these countermeasure types were relevant to specific driver error tendencies. A technical summary report which highlights major findings of this effort has been prepared and is available to the general public. KW - Attention lapses KW - Behavior KW - Countermeasures KW - Crash causes KW - Crash types KW - Decision making KW - Driver education KW - Driver errors KW - Driver training KW - Drivers KW - Drunk driving KW - High risk drivers KW - Incapacitation KW - Intelligent transportation systems KW - Law enforcement KW - Perception KW - Speeding KW - Traffic crashes UR - http://www.nhtsa.dot.gov/people/injury/research/UDAshortrpt/UDAlongreport.pdf UR - http://ntl.bts.gov/lib/26000/26000/26074/DOT-HS-809-206.pdf UR - https://trid.trb.org/view/679634 ER - TY - JOUR AN - 00810948 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STRENGTHENING SEAT BELT USE LAWS -- INCREASE BELT USE, DECREASE CRASH FATALITIES AND INJURIES PY - 2001/01 SP - 2 p. AB - Traffic crashes are a leading cause of death in the United States. Wearing seat belts is the most effective way of cutting the highway death toll, and strong occupant protection laws are the most effective way of increasing safety belt use. Highway deaths could be cut dramatically if states upgraded their laws to improve coverage and enforcement. A model state safety belt use law is available from the National Highway Traffic Safety Administration. This Fact Sheet presents additional information about this topic under the following headings: Make All Belt Use Laws Subject to Primary Enforcement; Protect All Vehicle Occupants in All Passenger Vehicles; Emphasize Enforcement and Levy Significant Fines; Conduct Combined Public Awareness and Enforcement Campaigns; Recommendations from the Presidential Initiative for Increasing Seat Belt Use; and Urge Parents to Place Children in the Rear Seat. KW - Awareness KW - Campaigns KW - Children KW - Fatalities KW - Fines (Penalties) KW - Injuries KW - Law enforcement KW - Publicity KW - Rear seats KW - Seat belts KW - State laws KW - Utilization UR - https://trid.trb.org/view/684750 ER - TY - RPRT AN - 00810940 AU - Reed, M P AU - Ebert, S M AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - MIRROR FIELD OF VIEW IN LIGHT TRUCKS, MINIVANS, AND SPORT UTILITY VEHICLES PY - 2001/01 SP - 41 p. AB - Mirror fields of view (FOV) of 48 men and women were measured in their own pickup trucks, minivans, and sport utility vehicles (SUVs) using methods previously applied to measuring mirror FOV in passenger cars. A manual pole-sighting method was supplemented by calculations from three-dimensional vehicle data. A coordinate measurement machine was used to record the mirror orientations and driver eye locations. Mirror aim did not differ significantly by vehicle type or driver gender, except that the vertical FOV in the left mirror was greater in trucks than in SUVs and minivans, due to larger mirrors. The mean horizontal FOV widths were 12.6, 19.6, and 20.2 deg for the left (driver-side), center, and right mirrors, respectively. On average, drivers could see 12.1 deg outboard on the left and 17.2 deg outboard on the right. The FOV in the left mirror did not differ significantly from the FOV measured in a previous study of passenger cars. The center mirror FOV was smaller and included less of the area to the right of the vehicle than in passenger cars. Right-mirror FOV was similar to passenger cars, except that the outer edge of the horizontal FOV averaged 17.2 deg, compared with 19.8 deg in passenger cars. The differences in FOV are probably attributable to differences in vehicle and mirror geometry rather than differences in driver aiming behavior. Drivers were asked to check and, if desired, to reaim their mirrors as they drove over a short road route. The FOV measured on their return did not differ substantially from the initial FOV measurements, although all but 14 drivers adjusted at least one mirror. Combined with the results of the previous study, the findings demonstrate the distribution of mirror FOV for vehicles in use. KW - Eye location KW - Field of view KW - Field of vision KW - Gender KW - Light trucks KW - Minivans KW - Mirror aim KW - Pickup trucks KW - Rearview mirrors KW - Sport utility vehicles KW - Vans UR - https://trid.trb.org/view/679556 ER - TY - RPRT AN - 00810941 AU - Sivak, M AU - Flannagan, M J AU - Schoettle, B AU - NAKATA, Y AU - University of Michigan Transportation Research Institute TI - FIELD MEASUREMENTS OF DIRECT AND REARVIEW-MIRROR GLARE FROM LOW-BEAM HEADLAMPS PY - 2001/01 SP - 22 p. AB - This study measured direct and rearview mirror glare illuminances produced by low-beam headlamps in a sample of 22 passenger vehicles. The glare illuminances were measured for 12 common glare situations that were defined by a full factorial combination of three scenarios (oncoming driver, center rearview mirror of a preceding driver, or driver-side mirror of a preceding driver one lane to the right), two longitudinal distances (25 m or 50 m), and two vertical locations [glared vehicle being either a car or a light truck/van/sport utility vehicle (SUV)]. The measurements were made outdoors at night on asphalt pavement. The median illuminances ranged from 0.5 lux for an oncoming driver of a light truck/van/SUV at a distance of 50 m, to 3.4 lux at the driver-side mirror of a preceding car at 25 m one lane to the right. (These values do not take into account window transmittance or mirror reflectance.) The ratios of the maxima and the minima measured for each of the 12 glare situations were large, ranging from about 5:1 to 36:1. The median actual illuminances were compared to the median expected illuminances based on a recent, laboratory-measured, representative sample of U.S. low-beam patterns, taking into account the possible effects of dirt, voltage, misaim, and pavement reflectance. This analysis indicates that the actual illuminances could be very well modeled using the laboratory-measured beam patterns and assuming a linear relationship between the light output of clean and dirty headlamps. Additional analyses evaluated the relationships between headlamp mounting height and glare illuminance. KW - Asphalt pavements KW - Automobiles KW - Distance KW - Glare KW - Height KW - Light trucks KW - Low beamed headlamps KW - Luminous intensity KW - Night KW - Oncoming traffic KW - Passenger vehicles KW - Rearview mirrors KW - Sport utility vehicles KW - Vans UR - https://trid.trb.org/view/679558 ER - TY - JOUR AN - 00810943 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - 0.08 BAC ILLEGAL PER SE LEVEL PY - 2001/01 SP - 4 p. AB - It is illegal per se to drive a motor vehicle with a blood alcohol concentration (BAC) at or above a specified level in all but one state in the United States. The customary level in most states has been .10 BAC for drivers aged 21 and above, although 19 states, the District of Columbia and Puerto Rico now have set a lower level of .08 BAC. In a 1992 Report to Congress, the National Highway Traffic Safety Administration recommended that all states lower their illegal per se level to .08 for all drivers 21 years of age and above. In 1998, as part of the Transportation Equity Act for the 21st Century, a new Federal incentive grant program was created to encourage states to adopt a .08 BAC illegal per se level. Most recently, Congress passed .08 BAC as the national standard for impaired driving as part of the law providing appropriations to the U.S. Department of Transportation for Fiscal Year 2001 (Public Law 106-346 which incorporated HR 5394). States that do not adopt .08 BAC by October 1, 2003, would have 2% of certain highway construction funds withheld each year, with the penalty increasing to 8% by FY 2007. States adopting the standard by 2007 would be reimbursed for any lost funds. The bill was signed into law on October 23, 2000. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; Why .08; Point/Counterpoint; Section 163 of the Transportation Equity Act for the 21st Century; and Information Sources. KW - Appropriations KW - Blood alcohol levels KW - Drunk driving KW - Incentives KW - Per se laws KW - State laws KW - States KW - Transportation Equity Act for the 21st Century UR - http://www.nhtsa.dot.gov/people/injury/new-fact-sheet03/fact-sheets04/Laws-08BAC.pdf UR - https://trid.trb.org/view/684742 ER - TY - JOUR AN - 00810952 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - GRADUATED DRIVER LICENSING SYSTEM PY - 2001/01 SP - 3 p. AB - The U.S. Department of Transportation's National Highway Traffic Safety Administration (NHTSA) encourages states to implement a graduated driver licensing system. Easing young drivers into the traffic environment through more controlled exposure to progressively more difficult driving experiences can reduce their traffic crashes. A significant percentage of young drivers are involved in traffic crashes and are twice as likely as adult drivers to be in a fatal crash. Sixteen-year-old drivers have crash rates that are three times more than 17-year-olds, five times greater than 18-year-olds, and twice those of 85-year-olds. The problems contributing to these higher crash rates include driving inexperience and lack of adequate driving skills; excessive driving during nighttime, high-risk hours; risk-taking behavior; poor driving judgment and decision making; drinking and driving; and distractions from teenage passengers. To address these problems, traffic safety researchers developed a licensing system that would prolong the learning process for young novice drivers. Based on this system, NHTSA and the American Association of Motor Vehicle Administrators developed an entry-level driver licensing program to give young drivers more time to learn all the complex skills required to operate a vehicle. The program consists of three distinct stages, named by the type of license possessed at each stage: learner's permit, intermediate (provisional) license, and full licensure. Young drivers are required to demonstrate responsible driving behavior in each stage of licensing before advancing to the next. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; How Does Graduated Licensing Work; How Many States Have a Graduated License System; How Effective is Graduated Licensing; Incentive Grant Program; Who Supports Graduated Licensing; What Products and Services Are Available; and Information Sources. KW - Crash rates KW - Decision making KW - Distraction KW - Driver experience KW - Drunk driving KW - Graduated licensing KW - Grant aid KW - Incentives KW - Judgment (Human characteristics) KW - Motor skills KW - Night KW - Risk taking KW - State laws KW - States KW - Teenage drivers UR - https://trid.trb.org/view/684757 ER - TY - JOUR AN - 00810945 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - OPEN CONTAINER LAWS PY - 2001/01 SP - 2 p. AB - Open container laws prohibit the possession of any open alcoholic beverage container and the consumption of any alcoholic beverage in the passenger area of a motor vehicle. Since every state has laws to prevent and punish impaired driving, open container laws can serve as an important tool in the fight against impaired driving. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; Open Container; and Section 154 of the Transportation Equity Act for the 21st Century (TEA-21) Restoration Act. KW - Alcoholic beverages KW - Drunk driving KW - Motor vehicles KW - Open container laws KW - State laws KW - Transportation Equity Act for the 21st Century UR - https://trid.trb.org/view/684745 ER - TY - JOUR AN - 00810946 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - VEHICLE AND LICENSE PLATE SANCTIONS PY - 2001/01 SP - 4 p. AB - Revoking or suspending a motorist's operator's license is now a common penalty for many traffic infractions, especially those related to impaired driving. Unfortunately, many offenders continue to drive. It is not unusual for drivers with a suspended license to receive additional traffic citations or be involved in crashes during periods of license suspension. As a way of reducing this problem, many states have passed laws that directly affect the offender's vehicle or license plates as a sanction for the impaired driving offense or for driving with a suspended license. In addition, some states now permit the vehicles of drivers convicted of certain impaired driving offenses to be impounded, immobilized (with a club or boot), or forfeited and sold. Other states allow the license plates to be removed and impounded. Still others allow for the use of specially marked license plates, or allow for the installment of alcohol ignition interlock devices. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; Legislative Status; Recommendations for Strengthening and Increasing the Use of Vehicle and Vehicle Plate Sanctions; Research and Evaluation Regarding the Effects of Vehicle and Plate Sanctions; Transfer and Grant Programs; and Information Sources. KW - Alcohol ignition interlock devices KW - Driver licenses KW - Driving without a license KW - Drunk driving KW - Forfeiture (Vehicles) KW - Grant aid KW - Immobilization (Vehicles) KW - Impaired drivers KW - Impoundment (Vehicles) KW - License plates KW - Motor vehicles KW - Revocation KW - Sanctions KW - State laws KW - Suspensions KW - Transportation Equity Act for the 21st Century UR - https://trid.trb.org/view/684747 ER - TY - JOUR AN - 00810949 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STRENGTHENING CHILD PASSENGER SAFETY LAWS -- INCREASE CAR SEAT AND BELT USE, DECREASE CRASH FATALITIES AND INJURIES PY - 2001/01 SP - 2 p. AB - Traffic crashes are a leading cause of death in the United States. All 50 states, the District of Columbia, Puerto Rico, and the U.S. Territories have child passenger safety laws ("car seat laws"). However, many of these laws have significant gaps and exemptions in coverage that diminish the protection that all children need in motor vehicles. This Fact Sheet presents additional information about this topic under the following headings: Essential Components of a Strong Law; Upgrade Child Safety Laws - Eliminate Exemptions; Conduct Combined Public Awareness and Enforcement Campaigns; The Presidential Initiative for Increasing Seat Belt Use Nationwide; and Highway Safety Grant Programs for Occupant Protection Activities. KW - Awareness KW - Campaigns KW - Child restraint systems KW - Children KW - Exemption KW - Grant aid KW - Highway safety KW - Law enforcement KW - Publicity KW - State laws UR - https://trid.trb.org/view/684752 ER - TY - JOUR AN - 00810950 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - BICYCLE HELMET USE LAWS PY - 2001/01 SP - 2 p. AB - The United States Department of Transportation's National Highway Traffic Safety Administration supports the enactment of bicycle helmet usage laws. Bicycle helmets offer bicyclists the best protection from head injuries resulting from bicycle crashes, and bicycle helmet laws have been proven effective in increasing bicycle helmet use. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; Legislative Status; Cost Savings; Information Sources; and List of States with Bicycle Helmet Laws. KW - Bicycle helmets KW - Costs KW - Head KW - Injuries KW - Savings KW - State laws KW - States KW - Utilization UR - https://trid.trb.org/view/684754 ER - TY - RPRT AN - 00810942 AU - Streff, F M AU - Sudharsan, K AU - University of Michigan Transportation Research Institute TI - FATAL AND SERIOUS INJURY TRAFFIC CRASH TRENDS IN MICHIGAN: 1995-1999 PY - 2001/01 SP - 46 p. AB - This is the latest report in a series documenting five-year trends in Michigan traffic crashes. This report provides background information necessary for the Michigan Office of Highway Safety Planning to set and evaluate traffic safety goals and to prioritize program efforts. In prior years, this report was quite a large document that many readers found unwieldy. Readers also noted that they were satisfied with the information presented in the executive summary representing the most relevant findings from the complete set of analyses. The goal of this year's report is to present findings from those analyses sufficiently relevant to have been summarized in the executive summary of reports from previous years. The significantly longer and more detailed portion of the report from previous years has been omitted to increase usability of the report and the findings detailed within. The most significant areas for improving traffic safety in Michigan include: Alcohol-impaired driving; Crashes involving inappropriate driver behavior like speeding and following too close; Occupant restraint use; Roadway safety issues like intersection safety and red light running; Male drivers age 16-20; Male drivers age 21-34; Crashes on city/county roads; Crashes during peak travel seasons; The growing elderly driver population; and Vehicle occupants age 0-15. KW - Aged drivers KW - Children KW - Drunk driving KW - Fatalities KW - Following distance KW - Injuries KW - Intersections KW - Males KW - Michigan KW - Occupant protection devices KW - Red light running KW - Speeding KW - Teenage drivers KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) UR - http://deepblue.lib.umich.edu/bitstream/2027.42/1347/2/94180.0001.001.pdf UR - http://ntl.bts.gov/lib/17000/17700/17752/PB2001103703.pdf UR - https://trid.trb.org/view/679559 ER - TY - RPRT AN - 00810953 AU - U.S. General Accounting Office TI - MOTOR VEHICLE SAFETY: NHTSA'S ABILITY TO DETECT AND RECALL DEFECTIVE REPLACEMENT CRASH PARTS IS LIMITED PY - 2001/01 SP - 33 p. AB - Because of potential concerns about the safety of aftermarket crash parts and recycled airbags, the General Accounting Office (GAO) was requested to provide information on the following: studies on the safety of aftermarket crash parts and recycled airbags; the National Highway Traffic Safety Administration's (NHTSA's) authority over aftermarket crash parts and recycled airbags; and NHTSA's ability to identify and remove unsafe aftermarket crash parts and recycled airbags from the nation's roadways. To respond to these questions, GAO identified and reviewed existing safety studies on aftermarket crash parts and recycled airbags; reviewed NHTSA's legal authority over aftermarket crash parts and recycled airbags; reviewed NHTSA's defect identification, investigation and recall processes; toured two crash test facilities; and interviewed representatives of over 40 government and industry organizations. Briefly, GAO found the following: Review of seven studies of aftermarket crash parts or recycled airbags found that, although useful, they do not resolve the debate because they reach different conclusions and are limited in number and scope. Although NHTSA has the authority to regulate aftermarket crash parts, it has not determined that these parts pose a significant safety concern and therefore has not developed safety standards for them. NHTSA's ability to identify and recall unsafe aftermarket parts is limited. NHTSA needs to have an effective oversight program that will detect safety-related defects, regardless of the type or source of the unsafe parts. However, even if NHTSA's database were to identify unsafe aftermarket crash parts, the agency might not be able to require manufacturers to recall them because some of these parts do not identify the manufacturer and documentation on their purchasers is limited. Recent legislation gives NHTSA an opportunity to look at ways to improve its systems so that it will be in a better position to identify defective automotive parts and require manufacturers to recall them. This report contains recommendations to strengthen NHTSA's ability to detect and order the recall of unsafe vehicle parts from the nation's roadways. NHTSA generally agreed with these recommendations. However, in commenting on a draft of this report, NHTSA clarified its regulatory authority over recycled airbags and the report was modified to reflect NHTSA's comments. KW - Aftermarket crash parts KW - Defects KW - Federal Motor Vehicle Safety Standards KW - Legal factors KW - Recall campaigns KW - Recycled airbags KW - U.S. National Highway Traffic Safety Administration KW - Vehicle body parts KW - Vehicle safety UR - http://ntl.bts.gov/lib/11000/11300/11322/d01225.pdf UR - http://ntl.bts.gov/lib/9000/9200/9270/d01225.pdf UR - https://trid.trb.org/view/679578 ER - TY - JOUR AN - 00810944 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - ADMINISTRATIVE LICENSE REVOCATION PY - 2001/01 SP - 3 p. AB - The U.S. Department of Transportation's National Highway Traffic Safety Administration encourages states to require prompt, mandatory revocation or suspension of driver's licenses for alcohol and/or other drug test failure and/or refusal. Motor vehicle crashes are the leading single cause of death for Americans aged 6 through 33, and almost 40% of those fatalities involve alcohol and/or other drugs. Suspending or revoking a driver's license for driving while under the influence of alcohol or other drugs has proven to be a successful deterrent to this behavior. Administrative license revocation (ALR) laws are based on objective chemical tests (blood, breath, or urine) and are similar to "illegal per se" criminal laws against impaired driving. ALR allows police and driver licensing authorities to suspend or revoke a driver's license swiftly, without long delays while waiting for a criminal trial, the offender's right of due process through an appeal system. ALR works like the "implied consent" laws which automatically suspend a driver's license for refusing to submit to a blood alcohol concentration (BAC) test. ALR automatically suspends or revokes the license for failing the BAC test. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; What Provisions Should Be Included in an Administrative Revocation Law; How Can Administrative License Revocation Be Financed; Who Supports Administrative License Revocation; Incentive Grant Program; Research Studies; and Information Sources. KW - Administrative license revocation KW - Alcohol blood tests KW - Blood alcohol levels KW - Costs KW - Driver licenses KW - Drunk driving KW - Failure KW - Financing KW - Grant aid KW - Incentives KW - Revocation KW - State laws UR - https://trid.trb.org/view/684743 ER - TY - JOUR AN - 00810947 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - REPEAT INTOXICATED DRIVER LAWS PY - 2001/01 SP - 2 p. AB - Many States have enacted laws focusing on the repeat intoxicated driver in four general categories: Licensing Sanctions; Vehicle Sanctions; Addressing Alcohol Abuse; and Mandatory Sentencing. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; Laws that Address the Repeat Intoxicated Driver; Effectiveness of Repeat Intoxicated Driver Laws; Section 164 of the Transportation Equity Act for the 21st Century Restoration Act; and Information Sources. KW - Alcohol abuse KW - Driver licenses KW - Drunk drivers KW - Mandatory sentencing KW - Motor vehicles KW - Repeat offenders KW - Sanctions KW - State laws KW - Transportation Equity Act for the 21st Century UR - https://trid.trb.org/view/684748 ER - TY - JOUR AN - 00810951 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MOTORCYCLE HELMET USE LAWS PY - 2001/01 SP - 4 p. AB - Motorcycle helmets offer motorcyclists involved in traffic crashes the best protection from head injury. The passage of helmet use laws governing all motorcycle riders is the most effective method of increasing helmet use. The National Highway Traffic Safety Administration (NHTSA) encourages states to enact legislation to require all motorcycle riders to wear helmets. Additionally, NHTSA strongly supports comprehensive motorcycle safety programs that include motorcycle helmet usage, rider education, motorcycle operator licensing, and responsible use of alcohol. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; Legislative Status; Cost Savings; Who Supports Universal Motorcycle Helmet Laws; Information Sources; and Status of State Motorcycle Helmet Use Requirements. KW - Costs KW - Head KW - Injuries KW - Motorcycle helmets KW - Savings KW - State laws KW - States KW - Utilization UR - http://ntl.bts.gov/lib/35000/35700/35736/traffic_safety_207.pdf UR - http://ntl.bts.gov/lib/35000/35700/35737/MotorcycleHelmetUse.pdf UR - https://trid.trb.org/view/684755 ER - TY - RPRT AN - 00806906 AU - Hingson, R AU - Heeren, T AU - Levenson, S AU - Jamanka, A AU - Voas, Robert B AU - Boston University AU - National Highway Traffic Safety Administration TI - AGE OF DRINKING ONSET, DRIVING AFTER DRINKING, AND INVOLVEMENT IN ALCOHOL-RELATED MOTOR VEHICLE CRASHES PY - 2001/01 SP - 16 p. AB - This study assessed whether persons who begin drinking at younger ages are more likely to report drunk driving and alcohol-related crash involvement over the life course, even after controlling analytically for diagnosis of alcohol dependence and other personal characteristics associated with the age respondents started drinking. A national survey conducted for the National Institute on Alcohol Abuse and Alcoholism in 1992, asked 42,862 respondents the age they started drinking, whether they drove after drinking too much, and whether they were in motor vehicle crashes because of their drinking. The current study found that, the earlier the age respondents started drinking, the more likely they were to report driving after drinking too much and being in a motor vehicle crash because of their drinking, even after adjusting for current/ever diagnosis of alcohol dependence and other characteristics and behaviors associated with the age respondents started drinking. Even among persons who were never alcohol dependent, those who began drinking in each age group under 21, relative to those starting at age 21 or older, were more likely to report "ever" and "in the past year" being in a crash after drinking too much. The traffic safety benefits of delaying drinking may extend well beyond the legal drinking age of 21. KW - Age KW - Alcohol use KW - Drunk driving KW - Legal drinking age KW - Surveys KW - Traffic crashes KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/research/pub/age-of-drinking/pub2/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26017/DOT-HS-809-188.pdf UR - https://trid.trb.org/view/672848 ER - TY - RPRT AN - 00806907 AU - Hingson, R AU - Heeren, T AU - Jamanka, A AU - HOWLAND, J AU - Boston University AU - National Highway Traffic Safety Administration TI - AGE OF DRINKING ONSET AND UNINTENTIONAL INJURY INVOLVEMENT AFTER DRINKING PY - 2001/01 SP - 20 p. AB - This study assessed whether persons who begin drinking at younger ages are more likely to report unintentional injuries under the influence of alcohol. A national survey conducted for the National Institute on Alcohol Abuse and Alcoholism in 1992, asked 42,862 respondents questions about when they started drinking and unintentional injuries under the influence of alcohol. The current study used data from that survey and found that, respondents who started drinking before age 14, compared to those who started at age 21 or older, were 5 times more likely to have been injured under the influence of alcohol ever in their lives, and 3.2 times more likely in the past year, after controlling for drug use, smoking, family history of alcoholism and other characteristics associated with age of drinking onset. They were 3.0 times more likely to have ever been injured under the influence of alcohol and 2.0 times more likely in the past year, even after further adjusting for personal history of alcohol dependence and frequency of heavy drinking which were also related to early drinking onset. KW - Age KW - Alcohol use KW - Injuries KW - Legal drinking age KW - Surveys KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/research/pub/age-of-drinking/pub1/index.htm UR - http://ntl.bts.gov/lib/26000/26000/26038/DOT-HS-809-189.pdf UR - https://trid.trb.org/view/672849 ER - TY - RPRT AN - 00806452 AU - Shankar, Umesh AU - Wardell, Keith AU - National Highway Traffic Safety Administration TI - GEO-DEMOGRAPHIC ANALYSIS OF FATAL MOTORCYCLE CRASHES PY - 2001/01 SP - 70 p. AB - The objective of this study is to analyze the combined motor vehicle crash data from the Fatality Analysis Reporting System (FARS) with the Claritas geo-demographic database from the lifestyle perspective to determine the appropriate media to use in developing crash prevention programs. This effort focuses on motorcycle drivers involved in fatal crashes to illustrate the approach for identifying relationships between crash data and diverse lifestyle information. KW - Demographics KW - Fatalities KW - Fatality Analysis Reporting System KW - Life styles KW - Motorcycle crashes KW - Motorcyclists KW - Prevention KW - Safety KW - Traffic safety education UR - http://ntl.bts.gov/lib/10000/10500/10524/809-197.pdf UR - https://trid.trb.org/view/672709 ER - TY - RPRT AN - 01605541 AU - Nelson, Toben F AU - Isaac, Nancy E AU - Graham, John D AU - Harvard School of Public Health AU - National Highway Traffic Safety Administration TI - Development and Testing of Countermeasures for Fatigue Related Highway Crashes: Focus Group Discussions with Young Males, Shift Workers, and Shift Work Supervisors PY - 2001///Final Report AB - Driver fatigue, inattention, and sleepiness have recently become the focus of research efforts aimed at preventing motor vehicle fatalities. Data that describe the extent of fall-asleep motor vehicle crashes are difficult to obtain due to the absence of objective criteria (e.g., blood test) and the inability to debrief victims of fatal fall-asleep crashes. However, anecdotal reports suggest that these types of crashes and "near-miss" crashes warrant attention. The purpose of the present exploratory research is to better understand the nature of drowsy, fatigued or sleepy driving that may lead to fall-asleep automobile crashes. For the purposes of this report, the authors examine the one antecedent to these types of crashes, drowsy driving. The primary objectives of this project were to (1) describe the antecedents to drowsy driving, (2) profile groups of people that may be at elevated risk for involvement in a fall-asleep motor vehicle crash and (3) develop informational campaigns that would be appealing and educational to these groups. Describing the extent of the problem was not an objective for this project. At the outset of this work, the National Highway Traffic Safety Administration, in conjunction with the National Center for Sleep Disorders Research and the National Heart, Lung, and Blood Institute, convened a panel of experts to examine the problem of drowsy driving. The panel identified young men and shift workers as two groups that are likely to be at increased risk for fall-asleep automobile crashes, based upon the available evidence. The present report focuses on the problem of drowsy driving in these two high risk groups. The purpose of the project is to (1) better understand the nature of drowsy, fatigued or sleepy driving that may lead to fall-asleep automobile crashes, (2) identify opportunities to intervene to decrease the risk of drowsy driving, and (3) identify barriers to implementation of potentially successful interventions. This research was completed by the Harvard School of Public Health under a cooperative agreement with the National Highway Traffic Safety Administration and in collaboration with Global Exchange, Inc. of Bethesda, Maryland. KW - Age groups KW - Countermeasures KW - Crash risk forecasting KW - Driver performance KW - Drivers KW - Drowsiness KW - Fatigue (Physiological condition) KW - Focus groups KW - Hours of labor KW - Males KW - Safety campaigns KW - Shifts UR - http://www.nhtsa.gov/people/injury/drowsy_driving1/listening/toc.htm#top UR - https://trid.trb.org/view/1415917 ER - TY - RPRT AN - 01135210 AU - National Highway Traffic Safety Administration TI - General Estimates System Coding and Editing Manual, 2001 PY - 2001 SP - 481p 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/GES01.PDF UR - https://trid.trb.org/view/894529 ER - TY - RPRT AN - 01127096 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 - Department of Transportation's Intelligent Transportation Systems (ITS) Projects Book PY - 2001 SP - 770p AB - This report documents the latest edition of the Department of Transportation's Intelligent Transportation Systems (ITS) Projects Book. It references and briefly describes the ITS research projects, tests and studies initiated through September 2000 and sponsored by the modal administrations of the U.S. Department of Transportation: Federal Highway Administration (FHWA), Federal Railroad Administration (FRA), Federal Transit Administration (FTA), and National Highway Traffic Safety Administration (NHTSA). The projects referenced describe ITS activities which support the development of user services, national compatibility planning, deployment, and program assessment. In-progress and completed research activities of the modal administrations are descriptively profiled and indexed under the following program areas: Metropolitan ITS Infrastructure; Rural and Statewide Infrastructure; Commercial Vehicle ITS Infrastructure; Intermodal Freight; Intelligent Vehicle Initiative; Evaluation/Program Assessment; Architecture, Standards and National Compatibility Planning; and Mainstreaming. This report includes an introductory discussion of the components and near/long-term goals of the Department's National ITS Program, including efforts to achieve national deployment of advanced technologies. KW - Commercial vehicle operations KW - Evaluation and assessment KW - Freight transportation KW - Intelligent transportation systems KW - Intelligent Vehicle Initiative KW - Intermodal transportation KW - Metropolitan areas KW - Research projects KW - Rural highways KW - State highways KW - System architecture UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13338.pdf UR - https://trid.trb.org/view/887706 ER - TY - RPRT AN - 00821213 AU - International Association of Traffic and Safety Sciences TI - STATISTICS 2000. ROAD ACCIDENTS JAPAN. ABRIDGED EDITION PY - 2001 SP - 82 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 2000 (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 License; and (VII) Reference Information. KW - Casualties KW - Children KW - Driver licenses KW - Expressways KW - Fatalities KW - Injuries KW - Japan KW - Statistics KW - Traffic control KW - Traffic crashes KW - Traffic regulations KW - Traffic violations UR - https://trid.trb.org/view/712724 ER - TY - RPRT AN - 00935874 AU - Pennsylvania State Police TI - PENNSYLVANIA POLICE PURSUITS 2001 ANNUAL REPORT PY - 2001 SP - 27 p. AB - Since 1996 the Pennsylvania Vehicle Code has required police departments in Pennsylvania to make a record of all vehicle pursuits and to report them to the Pennsylvania State Police. This report contains a summary of the pursuit data collected during the year 2001. Police officers in Pennsylvania reported 2,314 pursuits in the year 2000. Eleven people were killed as a result of pursuit crashes. A total of 742 crashes resulted from the pursuits, and 450 people were injured in the crashes. KW - Annual reports KW - Fatalities KW - Highway safety KW - Injuries KW - Pennsylvania KW - Police pursuit driving KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/725550 ER - TY - RPRT AN - 00963581 AU - Chidester, Augustus AU - National Highway Traffic Safety Administration TI - RECORDING AUTOMOTIVE CRASH EVENT DATA PY - 2001 SP - 14 p. AB - This paper describes the evolution and contents of the current General Motors event data recording capability. It discusses how other researchers working to develop a safer highway transportation system might acquire and utilize the information. It also discusses the status of the NHTSA Motor Vehicle Safety Research Advisory Committee's Even Data Recorder Working Group efforts to develop a uniform approach to recording such data. KW - Air bags KW - Crashes KW - In vehicle sensors UR - http://ntl.bts.gov/lib/18000/18100/18160/PB2001107174.pdf UR - https://trid.trb.org/view/661197 ER - TY - CONF AN - 00944242 AU - Sarkar, Sheila AU - Chen, DongMei AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - USING GIS TO TRACK AGGRESSIVE DRIVING AND ROAD RAGE FOR ENFORCEMENT DEPLOYMENT PY - 2001 SP - 28 p. AB - This paper has used GIS (geographic information systems) to analyze spatial and temporal location of phone calls reporting incidents in San Diego County, CA, which the authors classified as aggressive driving, about 940 calls for the months of April, June and September 1998. Each incident is digitized into different GIS layers based upon its location. The time, direction, and content of each incident is coded and recorded into spatial attribute tables of GIS. The different types of reported unsafe driving are coded into five categories: Aggressive Driving 1 (speeding and some other behavior) Aggressive Driving 2 (weaving and cutting), Aggressive Driving 3 (tailgating), Speeding Alone and Road Rage (and other) based on definitions developed by the authors. The spatial and temporal patterns of incidents can be visually evaluated in GIS. Analyses indicated that most interchanges with a higher than average frequency of incidents are in the north county and many of them also had a higher number of collisions. A multitude of spatial and statistical tests found association between aggressive driving phone calls and the number of collisions for Interstates 5, 15 and 805. The authors feel that such spatial analyses would be very useful for enforcement deployment, public service announcements and traffic engineering mitigation measures. U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Cellular telephones KW - Freeways KW - Geographic information systems KW - Law enforcement KW - Safety UR - https://trid.trb.org/view/646517 ER - TY - RPRT AN - 00943458 AU - Road Safety and Motor Vehicle Regulation Directorate TI - VEHICLE DEFECTS AND RECALLS: MAKING CANADA'S ROADS THE SAFEST IN THE WORLD. ROAD SAFETY VISION 2010 SN - 0662659953 PY - 2001 SP - 7 p. AB - This brochure answers some of the most commonly asked questions about vehicle defects and about the responsibility of Transport Canada, the manufacturer and the consumer. It provides examples of safety-related defects and non-safety-related problems. It provides information on what to include in a safety-related problem report, and discusses what happens to a complaint once it is received by Transport Canada. The manufacturer's responsibility with regard to safety problems is stated, along with the owner's responsibility. In conclusion, information is provided on how to reach the Road Safety and Motor Vehicle Regulation Directorate. KW - Brochures KW - Canada KW - Consumer protection KW - Defects KW - Industries KW - Motor vehicles KW - Recall campaigns KW - Transport Canada UR - https://trid.trb.org/view/643541 ER - TY - RPRT AN - 00928862 AU - BURNS, P C AU - Lansdown, T C AU - National Highway Traffic Safety Administration TI - E-DISTRACTION: THE CHALLENGES FOR SAFE AND USABLE INTERNET SERVICES IN VEHICLES PY - 2001 SP - 9 p. AB - The availability of Internet information in the vehicle can provide wide and enduring benefits for drivers, passengers, commercial vehicle operations, service providers and transport systems managers. However, there is considerable evidence that complex in-vehicle information systems can distract the driver. These in-vehicle Internet (IVI) services should not be available if they are dangerous to road users. Road safety is paramount and systems must be designed that do not distract drivers dangerously. Presentation of IVI information would be clearly inappropriate in the format that we experience on our desktop computers. Although there are many challenges to be overcome, it is argued that it is possible to design safe integrated IVI systems. This paper discusses some preliminary Human Factors solutions for designing safe driving-compatible interfaces. It is hoped this Driver Distraction Forum can contribute further solutions to this problem. (A) KW - Design KW - Design (overall design) KW - Human factor KW - Human factors KW - Information display systems KW - Interface KW - Interfaces KW - Interior (veh) KW - Internet KW - Internet KW - Safety KW - Safety KW - Use KW - Use KW - Vehicle KW - Vehicle compartments KW - Vehicle interiors KW - Vehicles KW - Visual display KW - Visual display KW - Visual display units (Computers) UR - https://trid.trb.org/view/718944 ER - TY - RPRT AN - 00925923 AU - National Highway Traffic Safety Administration TI - SAFETY RELATED RECALL CAMPAIGNS FOR MOTOR VEHICLES AND MOTOR VEHICLE EQUIPMENT, INCLUDING TIRES. JANUARY 1, 2000 TO DECEMBER 31, 2000 PY - 2001 SP - 240 p. AB - This report contains information on the safety related recall campaigns during calendar year 2000 for motor vehicles and motor vehicle equipment, including tires. The information covers both domestic and foreign manufacturers. There were 538 recall campaigns involving 24,333,024 vehicles, 86 recall campaigns involving 6,514,019 units of equipment, and 6 recall campaigns involving 14,409,921 tires. KW - Defects KW - Motor vehicles KW - Recall campaigns KW - Tires KW - Vehicle components KW - Vehicle safety UR - https://trid.trb.org/view/718086 ER - TY - RPRT AN - 00925863 AU - AAA Foundation for Traffic Safety TI - HOW TO HELP AN OLDER DRIVER: A GUIDE FOR PLANNING SAFE TRANSPORTATION PY - 2001 SP - 32 p. AB - The statistics show that older drivers become more crash-prone with age, even though they drive less. The crash rate per mile driven rises steadily for drivers 65 and older, and those drivers are involved in more crashes per mile driven than any other age group except teenagers. And because older drivers are more fragile, their fatality rates are 17 times higher than those of 25- to 64-year-olds. For those with older drivers in their family, the question is: How can you preserve your loved ones' personal freedom and mobility, while ensuring that they're not a hazard to themselves and others on the road? Unfortunately, there is no single, easy answer. Family circumstances, as well as individual skills, vary. This booklet provides a framework as you search together for answers. It also suggests resources to turn to along the way. Above all, your search should be guided by three basic principles: (1) Understand each individual's strengths and weaknesses; (2) Communicate openly and respectfully; and (3) Plan early. KW - Aged drivers KW - Crash rates KW - Fatalities KW - Guidelines KW - Guides to information KW - Mobility KW - Planning KW - Transportation safety UR - https://trid.trb.org/view/718012 ER - TY - CONF AN - 00923825 AU - Yonezawa, H AU - HARIGAE, T AU - EZAKA, Y AU - National Highway Safety Advisory Committee TI - JAPANESE RESEARCH ACTIVITY ON FUTURE SIDE IMPACT TEST PROCEDURES PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - This paper summarizes a future side impact test procedure based on the Japanese presentation at the recent IHRA Side Impact WG meeting. Under current Japanese regulations, the MDB specifications and test procedures were determined based on a market study made more than ten years ago. Thus, they may not reflect current automobile characteristics, the actual accident situation, and crash test results. In this study, the vehicle types, velocity of striking and struck vehicles, body injury regions, cause of injuries, etc. are reviewed with reference to the latest Japanese side impact accident data. The occupant percentages for the non struck-side, rear seat and for female occupants as well as the injury levels were analyzed. To determine the MDB specifications, based on data from passenger car models registered in 1998, the curb mass, geometry and stiffness were examined. For factorial analysis, side impact tests were performed as for real accidents. Issues for future side impact test procedures include protection of the non struck-side and rear seat occupants, the female occupants and the comparison of the dummy injury severity with or without crabbed angle, along with comparison between EuroSID-1 responses and ES-2 prototype responses. Full-scale tests have been conducted in these areas. Based on these results, the Japanese view regarding future side impact test procedures is presented. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Dummies KW - Females KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Japan KW - Japan KW - Side crashes KW - Side impact KW - Test method KW - Test procedures KW - Woman UR - https://trid.trb.org/view/711017 ER - TY - CONF AN - 00923827 AU - Page, M AU - National Highway Safety Advisory Committee TI - PERFORMANCE OF THE PROTOTYPE WORLDSID DUMMY IN SIDE IMPACT CRASH TESTS PY - 2001 IS - DOT HS 809220 SP - 24 p. AB - A new, highly biofidelic, advanced side impact crash test dummy is being designed within the international WorldSID project. This world-wide project was initiated with the aim of developing a new mid-size male dummy which, it is hoped, by responding to the needs of potential users around the globe, could be adopted universally for side impact crash testing and for future harmonised regulatory test procedures as defined by the International Harmonized Research Activities (IHRA). The prototype WorldSID dummy has been subjected to a series of demanding car environment crash tests sponsored by the Department of Transport and Regional Services of Australia. This testing constitutes the first phase of a multinational programme to evaluate the dummy's biofidelity along with its directional sensitivity and verification. Any necessary modifications will be made, following which a second, comprehensive and world-wide evaluation programme will be undertaken. This paper presents and discusses the performance of the dummy as observed during the initial testing in Australia. This testing consisted of a mobile deformable barrier (MDB) test, two sled tests, a car-to-car test and verification testing. During the testing the dummy was equipped with a complete set of its purpose-designed instrumentation yielding a considerable quantity of data. Along with the dynamic responses, aspects such as the kinematics, positioning and handling of the dummy are addressed. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Human beings KW - Impact test (veh) KW - Impact tests KW - Man KW - Side crashes KW - Side impact KW - Standardization KW - Standardization UR - https://trid.trb.org/view/711019 ER - TY - CONF AN - 00923832 AU - NIEWOHNER, W AU - BERG, F A AU - FRONCZ, M AU - National Highway Safety Advisory Committee TI - ACCIDENTS WITH VANS AND BOX-TYPE TRUCKS (TRANSPORTERS): RESULTS FROM OFFICIAL STATISTICS AND REAL-LIFE CRASH ANALYSES PY - 2001 IS - DOT HS 809220 SP - 11 p. AB - Everyone who is ordering goods via catalogue or internet initialises the use of a van or box-type truck (so called transporter) for delivery close to the front door. Increasing needs lead to an increasing number of such vehicles on the road and corresponding increasing number of accidents. In Germany there is a considerable increase in the frequency of registered goods vehicles with a maximum permissible weight less than 7.5t and of accidents with involvement of these vehicles in the long term since the end of the 1980s. Transporters are the majority within this vehicle category. With this background the accident research unit of DEKRA started to study real world crashes with involved transporters. A result of the study is that transporters drive and collide at similar speeds as cars but only 20% of the transporter drivers wear seat belts. Transporters collide most frequently with passenger cars. The study shows that the frontal impact with oncoming traffic is the most frequent group. In 10% of the analysed accidents the opposing vehicle of the transporter is a truck. This accident group causes very often severe or fatal injuries to the transporter occupants. Single vehicle accidents of transporters are also momentous for the occupants. Last but not least transporters also cause accident consequences for the opponents. One of the main working area of transporters is the delivery traffic. Due to the operation area they are mostly driving and colliding in local area. The number of accidents involving transporters inside urban area is twice often as accidents outside urban area. The most frequent road users in local area are the so-called unprotected, pedestrians and cyclists, who suffer severe consequences. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident rate KW - Automobiles KW - Behavior KW - Behaviour KW - Car KW - Conference KW - Conferences KW - Crash rates KW - Cyclist KW - Cyclists KW - Delivery vehicle KW - Delivery vehicles KW - Driver KW - Drivers KW - Fatalities KW - Fatality KW - Frontal crashes KW - Germany KW - Germany KW - Head on collision KW - Injuries KW - Injury KW - Internet KW - Internet KW - Manual safety belts KW - Pedestrian KW - Pedestrians KW - Real time KW - Real time control KW - Real time data processing KW - Safety belt KW - Seat belts KW - Traffic KW - Traffic KW - Urban area KW - Urban areas UR - https://trid.trb.org/view/711024 ER - TY - CONF AN - 00923834 AU - FERRER, I AU - DE MIGUEL, J L AU - National Highway Safety Advisory Committee TI - ASSESSMENT OF THE USE OF SEAT BELTS IN BUSES BASED ON RECENT ROAD TRAFFIC ACCIDENTS IN SPAIN PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The most important topic in the field of passive safety of buses and coaches nowadays is the future compulsory use of seat belts. The objective of the study performed by IDIADA AUTOMOTIVE TECHNOLOGY SA and CENTRO ZARAGOZA is to make an important contribution to the existing technical data about this subject. This paper is based on the in-depth analysis of recent road traffic accidents where buses were involved. The first step is the accident reconstruction. A complete injury report including description and causes of occupant injuries is the basis for the correlation of a computer simulation model. Experience in the development of coach seats equipped with seat belts enables the preparation of a comparative model. The hypothesis that the consequences of the accident could have been less severe if the occupants of the bus had worn a seat belt can be evaluated. The conclusions will help the legislators make the right decision. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Bus KW - Buses KW - Coach KW - Conference KW - Conferences KW - Crashes KW - Decision making KW - Decision process KW - Injuries KW - Injury KW - Legislation KW - Legislation KW - Manual safety belts KW - Passengers KW - Public transit KW - Public transport KW - Safety belt KW - Seat belts KW - Simulation KW - Simulation KW - Spain KW - Spain KW - Vehicle occupant UR - https://trid.trb.org/view/711026 ER - TY - CONF AN - 00923821 AU - Dalmotas, D AU - German, A AU - TYLKO, S AU - National Highway Safety Advisory Committee TI - THE CRASH AND FIELD PERFORMANCE OF SIDE-MOUNTED AIRBAG SYSTEMS PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - Drawing on recent Canadian field collision investigations and crash testing using the SIDIIs dummy, the field experience and crash performance of side-mounted airbag systems are reviewed. All of the inflatable technologies tested demonstrated the ability to greatly reduce head injury potential. Further improvements to the design of inflatable head protection devices are required to better ensure they contain and protect the head of occupants seated in locations forward of the mid seat track. New moving deformable barrier designs, such as the one recently developed by the IIHS, appear to offer significant advantages over designs currently used to regulate side impact protection. Improving the level of protection against chest injury to car occupants in SUV (Sports Utility Vehicle)-to-car side impacts represents a significant challenge. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Delivery vehicle KW - Delivery vehicles KW - Dummies KW - Four wheel drive KW - Four wheel drive KW - Hazards KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Risk KW - Risk assessment KW - Side KW - Side KW - Side crashes KW - Side impact KW - Thorax KW - Thorax KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/711013 ER - TY - CONF AN - 00923823 AU - Fildes, B AU - SPARKE, L AU - SEYER, K AU - National Highway Safety Advisory Committee TI - IMPROVED SIDE IMPACT PROTECTION (ISIP) IN AUSTRALIA: OVERVIEW OF A COLLABORATIVE APPROACH PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - This paper includes an overview of a collaborative research project of Improved Side Impact Protection (ISIP) that commenced in 1997. The research program was sponsored by the Australian Research Council and involved a partnership of industry, government and research agencies, both in Australia and overseas. The overall aim was to develop a new approach to optimising vehicle design using Harm as the main outcome criteria. The program involved a number of research activities including mass data analysis, in-depth real-world crash investigations, simulation modelling and the development of a family of Injury Assessment Functions. The paper outlines the structure and progress of these activities, summarises the results and provides an overview of the optimiser model emanating from this research. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Australia KW - Australia KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Injuries KW - Injury KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/711015 ER - TY - CONF AN - 00923836 AU - PAUWELUSSEN, J P AU - National Highway Safety Advisory Committee TI - EXCESSIVE YAW BEHAVIOUR OF COMMERCIAL VEHICLES, A FUNDAMENTAL APPROACH PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - Rollover of trucks is a major problem. In The Netherlands, it occurs about twice a week, and the number is increasing. A factor contributing to this might be the maximised speed of commercial vehicles, not stimulating the driver to reduce this speed in potentially critically conditions. Several causes can be identified, one of them is excessive yaw behaviour of truck or trailer posing major difficulties for the driver, and likely to occur at lateral accelerations far below the static tilting boundary. This paper first treats yaw-stability for a single heavy vehicle in a fundamental way. The analysis is based on the full non-linear vehicle behaviour where critical (stationary) points are discussed within a phase plane representation. Local behaviour of trajectories around these points are analysed yielding the type of (in-)stability, for all possible combinations of effective tyre behaviour (incorporating suspension characteristics). These effects are also presented in terms of the handling-diagram representation, showing the lateral acceleration under stationary conditions in terms of steering angle and road curvature. The shape of this diagram can be interpreted in terms of steering sensitivity of the vehicle. The results are extended to tractor-trailer combinations, where the previous results applied to each of the articulations together lead to an understanding of stability of the full vehicle combination. The different types of excessive yaw modes (jack-knifing, trailer swing) of the combination are discussed as related to the steering characteristics of the separate parts, and with reference to various vehicle parameters. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Lorry KW - Netherlands KW - Netherlands KW - Overturning KW - Overturning (veh) KW - Speed KW - Speed KW - Stability KW - Stability (Mechanics) KW - Trucks KW - Yaw KW - Yaw KW - Yawing (veh) UR - https://trid.trb.org/view/711028 ER - TY - CONF AN - 00923838 AU - PAEZ, J AU - SANCHEZ, M AU - National Highway Safety Advisory Committee TI - FRONT UNDERRUN PROTECTION SYSTEMS FOR TRUCKS. CONSIDERATIONS ABOUT THE BULLET AND TARGET VEHICLES FOR A TEST PROCEDURE PY - 2001 IS - DOT HS 809220 SP - 4 p. AB - The present paper describes the activities of the INSIA (University Institute for Automobile Research) for the definition of the test procedure for the validation of a Front Underrun Protection System for trucks. After a review of the activities of the EEVC Working Group 14 in this field, the possible configurations of the test are discussed. This includes a proposal for the definition of the target and bullet vehicles to be used in dynamic tests, and a first approximation to the type of parameters to be measured. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Impact test (veh) KW - Impact tests KW - Lorry KW - Test method KW - Test procedures KW - Trucks KW - Underride override crashes KW - Underride prevention UR - https://trid.trb.org/view/711030 ER - TY - CONF AN - 00923853 AU - CARSTEN, O AU - TATE, F AU - National Highway Safety Advisory Committee TI - INTELLIGENT SPEED ADAPTATION: THE BEST COLLISION AVOIDANCE SYSTEM? PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The UK External Vehicle Speed Control has made a prediction of the accident savings with ISA, and estimated the costs and benefits of national implementation. The best prediction of accident reduction was that the fitting on all vehicles of a simple mandatory ISA, with which it would be impossible for vehicles to exceed the speed limit, would save 20% of injury accidents and 37% of fatal accidents. A more complex version of mandatory ISA, including a capability to respond to current network and weather conditions, would result in a reduction of 36% in injury accidents and 59% in fatal accidents. The implementation path recommended by the project would lead to compulsory usage in 2019. The cost benefit analysis carried out showed that the benefit-cost ratios for this implementation strategy were in a range from 7.9 to 15.4, i.e. the payback for the system could be up to 15 times the cost of implementing and running it. The final part of the paper covers some of the debating points that have been made for and against moving forward with ISA and identifies what further research is needed for ISA to become a reality. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Adaptive cruise control KW - Benefit cost analysis KW - Conference KW - Conferences KW - Cost benefit analysis KW - Crash avoidance systems KW - Intelligent transport system KW - Intelligent transportation systems KW - Prevention KW - Safety KW - Speed control KW - Speed limiter KW - Speed limits UR - https://trid.trb.org/view/711045 ER - TY - CONF AN - 00923855 AU - TAMURA, M AU - Inoue, H AU - WATANABE, T AU - MARUKO, N AU - National Highway Safety Advisory Committee TI - RESEARCH ON A BRAKE ASSIST SYSTEM WITH A PREVIEW FUNCTION PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - Traffic accidents in Japan claim some 10,000 precious lives every year, and there is seemingly no end to the problem. In an effort to overcome this situation, vehicle manufacturers have been pushing ahead with the development of a variety of advanced safety technologies. Joint public-private sector projects related to Intelligent Transport Systems (ITS) are also proceeding vigorously. Most accidents can be attributed to driver error in recognition, judgment or vehicle operation. This paper presents an analysis of driver behavior characteristics in emergency situations that lead to an accident, focusing in particular on operation of the brake pedal. Based on the insights gained so far, we have developed a Brake Assist System with a Preview Function (BAP) designed to prevent accidents by helping drivers with braking actions. Experimental results have confirmed that BAP is effective in reducing the impact speed and the frequency of accidents in emergency situations. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Adaptive cruise control KW - Braking KW - Braking KW - Conference KW - Conferences KW - Crash avoidance systems KW - Driver KW - Drivers KW - Error KW - Errors KW - Intelligent transport system KW - Intelligent transportation systems KW - Prevention KW - Safety KW - Safety UR - https://trid.trb.org/view/711047 ER - TY - CONF AN - 00923817 AU - HISAJIMA, K AU - UCHIMURA, T AU - Fukushima, N AU - National Highway Safety Advisory Committee TI - A CONSIDERATION ON BARRIER FACE SPECIFICATIONS OF SIDE IMPACT MDB PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - In recent years, the specification of a Side Impact Moving Deformable Barrier (MDB) has been in discussion internationally. This paper describes the results of the investigation and examination concerning the MDB specification, based on current Japanese models. The paper describes the following: (1) The investigation of the dimension of passenger cars in the Japanese market to determine the average of car front-end dimension characteristics; (2) The analysis of force distribution on the rigid barrier in a frontal barrier impact test of typical Japanese passenger car models by using FEM; and (3) Comparison of test results between a car-to-car test using the passenger car with average front-end characteristic as a striking car and a MDB-to-car test under ECE R95 test conditions. As the result of these studies, the necessary considerations are summarized to represent real vehicles for the design of the MDB face for a future internationally harmonized procedure of side impact testing under consideration by the Harmonization Research Activity ("IHRA") of Side Impact Test Procedures. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Impact test (veh) KW - Impact tests KW - Japan KW - Japan KW - Side crashes KW - Side impact KW - Specification (standard) KW - Standards UR - https://trid.trb.org/view/711009 ER - TY - CONF AN - 00923824 AU - OLDERS, S AU - National Highway Safety Advisory Committee TI - INVESTIGATION ON THE INFLUENCE OF LATERAL SIDE IMPACT AGAINST CURBSTONES ON SIDE AIRBAG SENSING PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - With a short deformation zone within the lateral zone of a vehicle, great demands are made on the control units and sensors of the side airbag systems according to the reaction time until activation. For further development of those systems and keeping the possibility of erroneous activation low, these airbag systems are tested in several impacts that cause airbag activations and in so-called misuse tests. One requirement for non-activation is to hit a curbstone with a vehicle. Since there is only little load, for the occupants to expect an activation of the sidebag is not necessary. Executing sled crash tests, the Institut fuer Kraftfahrwesen Aachen simulated realistically those impact situations. Beside different variations of the boundary test conditions, further information referring the sensors positions and signal curves for tuning of the airbag electronics were determined. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Activation (Chemistry) KW - Activation (physicochem) KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Curbs KW - Deformation KW - Deformation KW - Impact test (veh) KW - Impact tests KW - Kerb KW - Sensor KW - Sensors KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/711016 ER - TY - CONF AN - 00923835 AU - MARIOLANI, JRL AU - DE ARRUDA, ACF AU - SCHMUTZLER, LOF AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF NEW UNDERRIDE GUARDS FOR ENHANCEMENT OF COMPATIBILITY BETWEEN TRUCKS AND CARS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - As a consequence of the lack of effective rear underride guards attached to trucks, trailers and semi-trailers, rear underride crashes are responsible for thousands of deaths every year throughout the world. In an attempt to reverse this situation, cooperative work was started between a Brazilian university and local car and truck industries, whose main goals were to design, construct and test reliable underride guards and to present solutions to government authorities. To meet these goals, to date two new retractile underride guards have been designed and three crash tests carried out. Based on the results obtained so far, the Brazilian Association of Technical Standards (ABNT) has elaborated a new Brazilian standard for rear underride guards. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Brazil KW - Brazil KW - Car KW - Conference KW - Conferences KW - Impact test (veh) KW - Impact tests KW - Lorry KW - Rear end collision KW - Rear end crashes KW - Trucks KW - Underride override crashes KW - Underride prevention UR - https://trid.trb.org/view/711027 ER - TY - CONF AN - 00923842 AU - MITSUISHI, H AU - SUKEGAWA, Y AU - MATSUKAWA, F AU - OKANO, S AU - National Highway Safety Advisory Committee TI - RESEARCH ON BUS PASSENGER SAFETY IN FRONTAL IMPACTS PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - Guidelines with regard to the body strength of buses have been drawn up in Japan. We now pass to the second step in research to assure the greater safety of bus crews and passengers by launching a study on further reduction of collision injuries to bus occupants. As a way to reduce such passenger injuries, our focus is the optimization of energy absorption, the arrangement of equipment on the passenger seat back, the seat frame construction, mounting and so on. The study was conducted using an experimental method together with FEM computer simulation. The findings from a sled impact test simulating a seat in a bus in a frontal collision are stated as follows: (1) Further consideration should be given to the present conventional ELR two-point seat belt; and (2) One way to reduce passenger injury is to optimize the space between seats. This report proposes measures to reduce passenger injuries based on the experimental approach employed and introduces a computer simulation model and the like now under development. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Bus KW - Buses KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Manual safety belts KW - Passengers KW - Personnel KW - Personnel KW - Public transit KW - Public transport KW - Safety KW - Safety KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Simulation KW - Simulation KW - Vehicle occupant UR - https://trid.trb.org/view/711034 ER - TY - CONF AN - 00923849 AU - MATSUMOTO, S AU - Yasuda, T AU - KIMURA, T AU - TAKAHAMA, T AU - TOYOTA, H AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF THE NISSAN ASV-2 PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - This paper describes the Nissan ASV-2, an experimental advanced safety vehicle, and the technologies incorporated in this vehicle. The Nissan ASV-2 was developed during the second phase (FY 1996-2000) of the Advanced Safety Vehicle (ASV) program promoted by the Ministry of Land, Infrastructure and Transport. Newly developed technologies are incorporated into the vehicle specifically for reducing the number of traffic accidents overall. Overviews are given of the major individual systems that have been developed as Nissan ASV technologies, and several systems that are distinctive features of the ASV-2 are discussed in detail. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Adaptive cruise control KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Crash avoidance systems KW - Design KW - Design (overall design) KW - Intelligent transport system KW - Intelligent transportation systems KW - Prevention KW - Safety KW - Safety KW - Technology KW - Technology UR - https://trid.trb.org/view/711041 ER - TY - CONF AN - 00923828 AU - LOWNE, R AU - National Highway Safety Advisory Committee TI - RESEARCH PROGRESS ON IMPROVED SIDE IMPACT PROTECTION: EEVC WG13 PROGRESS REPORT PY - 2001 IS - DOT HS 809220 SP - 11 p. AB - The tasks of EEVC Working Group 13 are aimed at the improved protection of car occupants in side impacts. Specifically, EEVC WG13 has been concentrating on three main tasks; the development of an interior headform impact test procedure, an improved specification for the Mobile Deformable Barrier used in the EEVC Side Impact Test Procedure and contributions to the IHRA activities on the development of the next generation side impact test procedures. This report describes progress on these three topics. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/711020 ER - TY - CONF AN - 00923831 AU - RATTENBURY, S J AU - GLOYNS, P F AU - NOLAN, J M AU - National Highway Safety Advisory Committee TI - VEHICLE DEFORMATION IN REAL-WORLD SIDE IMPACT CRASHES AND REGULATORY CRASH TESTS PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - Side impact crashes with fatal or serious injuries were selected from the National Automotive Sampling System / Crashworthiness Data System files. Deformation patterns for the sample of crashes were compared with the damage seen in regulatory tests. In particular, the rate of involvement of the sill and pillar structures was considered. The study suggests these structures are less involved in real crashes than in the current regulatory Federal Motor Vehicle Safety Standard 214 test. Suggestions for altering the test conditions are made. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Crash severity KW - Deformation KW - Deformation KW - Fatalities KW - Fatality KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Real time KW - Real time control KW - Real time data processing KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - United States KW - Usa UR - https://trid.trb.org/view/711023 ER - TY - CONF AN - 00923845 AU - PERRON, T AU - KASSAAGI, M AU - BRISSART, G AU - National Highway Safety Advisory Committee TI - ACTIVE SAFETY EXPERIMENTS WITH COMMON DRIVERS FOR THE SPECIFICATION OF ACTIVE SAFETY SYSTEMS PY - 2001 IS - DOT HS 809220 SP - 11 p. AB - The design of active safety systems capable of helping avoiding a crash or reducing the collision severity requires data on how drivers behave in accident situations. These systems must be triggered when drivers actually need assistance. They must enhance insufficient reactions and limit unsuitable ones without being in conflict with drivers' natural behavior. The Laboratory of Accidentology, Biomechanics and human behavior, PSA Peugeot Citroen - Renault (LAB), has conducted experiments on driving simulators and on test tracks to analyze driver's behavior in emergency situations. Two of these experiments concern front-to-rear accident situations, each one involving more than 100 representative common drivers. The first study was carried out on a simulator with different accident scenarios: an adverse vehicle stopped or driving slowly at the top of a hill, a vehicle coming into the driver's lane from a parking area, or a vehicle driving in front of the subject then suddenly braking. The second study was carried out on a test track. The subjects were following a vehicle pulling a trailer that suddenly broke away and strongly braked. In both studies, the drivers' actions on the controls and the vehicle dynamics were recorded along with videos from driver's hands, feet and face and from the scene. The results show the benefit of such studies for the specification of active safety systems. These experiments revealed the inefficiency of braking actions of common drivers in emergency situations. The results provided a basis for the determination of triggering criteria of emergency brake assist and enabled to give recommendations on control strategies. Moreover, these experiments pointed out the benefit of emergency brake assist in terms of collision avoidance rate and crash speed reduction. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention 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 - Driving KW - Driving (veh) KW - Emergencies KW - Emergency KW - Intelligent transport system KW - Intelligent transportation systems KW - Prevention KW - Rear end collision KW - Rear end crashes KW - Safety KW - Safety KW - Simulation KW - Simulation UR - https://trid.trb.org/view/711037 ER - TY - CONF AN - 00923846 AU - Burgett, A AU - Carter, A AU - Preziotti, G AU - National Highway Safety Advisory Committee TI - AN ALGORITHM FOR REAR-END COLLISION AVOIDANCE WARNING SYSTEMS PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - The National Highway Traffic Safety Administration (NHTSA), supported by The Johns Hopkins University Applied Physics Laboratory (JHU/APL), has developed an algorithm for use with rear-end collision avoidance systems that alerts drivers to potentially dangerous driving situations and the need to take evasive action. This algorithm is to be integrated into a General Motors (GM) developed collision warning system for use during the Automotive Collision Avoidance System (ACAS) Field Operational Test (FOT). The NHTSA algorithm uses the host vehicle velocity and acceleration along with the collision warning system-supplied values for range, range rate, and relative acceleration of the lead vehicle to calculate a miss-distance between the host and lead vehicles at 0.1-second intervals. The miss-distance is the closest distance that occurs between the two vehicles if the driver of the host vehicle were to initiate braking after a delay time at a designated host vehicle maximum braking capability. This calculated distance is compared to a miss-distance threshold and if it is less, a warning is provided to the driver. The algorithm accounts for a driver sensitivity setting and includes a look-ahead calculation to determine if the threshold would be passed before the next time interval. The performance of the algorithm has been examined against designated operational scenarios. These scenarios include cases of a constant speed host vehicle encountering a stopped lead vehicle, a constant speed host vehicle encountering a constant but slower speed lead vehicle, and a constant speed host vehicle encountering a lead vehicle braking from the same initial speed. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 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 - Method KW - Methodology KW - Rear end collision KW - Rear end crashes UR - https://trid.trb.org/view/711038 ER - TY - CONF AN - 00923819 AU - HEIM, R AU - NAUGHTON, P AU - KOELMAN, H AU - National Highway Safety Advisory Committee TI - DESIGN ENGINEERING WITH FOAMS AND PLASTICS TO ENHANCE VEHICLE SAFETY PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - Foams and Thermoplastics are materials that have an increasing use to obtain safer and lighter cars. Utilizing the integration potential of plastics, considerable cost efficiencies are obtained. A key element is that predictive modelling is used to achieve optimum system solutions. In this paper, both foams and plastic solutions are presented in different applications in the car providing energy absorbing capabilities and therefore enhancing the safety performance. The first area is that of structural foams in the car body cavities to enhance crash performance. The second area concerns integrated thermoplastic structures in the interior for absorbing impact energy while providing aesthetics and other functionality. The third is that of innovative thermoplastic extruded foam with superior energy efficiency characteristics, applied in head impact environment in the interior of the car as well as potentially in pedestrian safety solutions. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Expanded material KW - Expanded materials KW - Plastic material KW - Plastics KW - Safety KW - Safety KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/711011 ER - TY - CONF AN - 00923826 AU - TOWNSEND, J AU - EL-SAYED, M AU - National Highway Safety Advisory Committee TI - MODULAR DOOR SYSTEM FOR SIDE IMPACT SAFETY OF MOTOR VEHICLES PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - This paper presents a proprietary side impact protective door system within the space between the outer skin of a car door and the occupant, which will be as efficient as those already standard in frontal impact. The main objective for introducing the side impact structural system is to maximize energy absorption and minimize injury to the occupant. The developed structural side impact door system acts as a Primary Structure, to be assembled as a truly modular entity. This primary structure is also packaging modular in the sense that it acts as a carrier for the door latch, window regulator and hinges. A variation in safety and structural performance of the developed door system can be achieved by integrating the structural modular door with the vehicle body, using a patented integration system known as Door And Chassis-frame Integration Technology (DACIT). Unlike the traditional doors, that are just suspended weights, the modular door is truly structural and therefore adds strength to the vehicle body. When DACIT is used with the door system, the vehicle door becomes part of the overall vehicle structure. The design and development of the side impact modular door system for different size vehicles with and without DACIT is discussed. In addition, the five stars rating achieved during several side impact crash tests simulating Sport Utility Vehicles hitting mid-size vehicles, equipped with the developed modular door system, is presented. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Car KW - Car door KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Doors (Vehicles) KW - Safety KW - Safety KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/711018 ER - TY - CONF AN - 00923833 AU - DE VRIES, YWR AU - MOOI, H G AU - National Highway Safety Advisory Committee TI - THE ANALYSIS OF DUTCH NATIONAL DATA ON HEAVY TRUCK ACCIDENTS: THE NECESSARY EXTENSION OF TRADITIONAL FREQUENCY COUNTS WITH LOGISTIC REGRESSION ANALYSIS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - For the 1993-1997 Dutch national accident data, logistic regression analysis was used to find the most important factors that influenced the outcome of an accident with a truck involved. Frequency counts were used to identify factors that occurred most frequently. The combination of these two methods led to the most important factors influencing the number and severity of truck accidents. An important extension with respect to only frequency counts is that significance levels were taken into account to check whether differences are really distinguishable. It was concluded that the combination of frequency counts and logistic regression is a necessary extension to prevent the presentation of artefacts when basing conclusions solely on frequency counts and to find factors with high risk. Furthermore, it was found that national statistics are not detailed enough to find the real underlying causes and can therefore hardly be used to find points for improvement on vehicle and road design. Therefore, in-depth investigation of truck accidents is necessary to identify real causes. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Analysis (math) KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Injury severity KW - Lorry KW - Mathematical analysis KW - Netherlands KW - Netherlands KW - Severity (accid, injury) KW - Statistics KW - Statistics KW - Trucks UR - https://trid.trb.org/view/711025 ER - TY - CONF AN - 00923840 AU - Rechnitzer, G AU - POWELL, C AU - SEYER, K AU - National Highway Safety Advisory Committee TI - PERFORMANCE CRITERIA, DESIGN AND CRASH TESTS OF EFFECTIVE REAR UNDERRIDE BARRIERS FOR HEAVY VEHICLES PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - During the 1990s, a series of projects carried out at Monash University, together with reference to studies in Europe, USA and Brazil, have led to the development of recommendations for performance criteria for rear underride (or underride) barriers for heavy vehicles over 3.5 tonnes. The work focussed on the development and crash testing of high capacity, yet practical, rigid and energy absorbing systems catering for both centred as well as offset impacts. The limitations of current international regulations are discussed, and recommendations for improved performance criteria to achieve effective rear underride barriers are presented. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Impact test (veh) KW - Impact tests KW - International KW - International KW - Legislation KW - Legislation KW - Offset impact test KW - Rear end collision KW - Rear end crashes KW - Underride override crashes KW - Underride prevention UR - https://trid.trb.org/view/711032 ER - TY - CONF AN - 00923844 AU - DESFONTAINES, H AU - FAVRE, B AU - RAVOUX, P AU - National Highway Safety Advisory Committee TI - EVALUATION OF NEW TECHNOLOGIES TO IMPROVE TRUCK SAFETY PERFORMANCE (HIGH SAFETY VEHICLE PROJECT) PY - 2001 IS - DOT HS 809220 SP - 4 p. AB - Safety research at Renault V.I. is described. This includes rapid response accident studies, the compilation of a 20-year accident data bank, the development of a high safety demonstration tractor-trailer vehicle, and analysis of the benefits of the new safety technologies on this vehicle. An economic study is used to prioritise which safety technologies to introduce into the market. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Conference KW - Conferences KW - Crashes KW - Data banks KW - Database KW - Design KW - Design (overall design) KW - Economics KW - Economics KW - Lorry KW - Real time KW - Real time control KW - Real time data processing KW - Safety KW - Safety KW - Tractor KW - Trailer KW - Trailers KW - Truck tractors KW - Trucks UR - https://trid.trb.org/view/711036 ER - TY - CONF AN - 00923851 AU - Martens, M AU - VAN WINSUM, W AU - National Highway Safety Advisory Committee TI - EFFECTS OF SPEECH VERSUS TACTILE DRIVER SUPPORT MESSAGES ON DRIVING BEHAVIOUR AND WORKLOAD PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - In a driving simulator experiment, effects were tested of an integrated support system on driving behaviour, user acceptance and workload. An alternative workload measure was used based upon peripheral vision. Two modes of support (tactile and speech messages) were compared to a control condition without support. Subjects were confronted with critical incidents dealing with lateral and longitudinal control on rural roads and motorways. The experiment showed that speech warnings are better suited for things related to law-enforcement, while tactile warnings are more suitable for situations directly related to driver safety. Although tactile warnings do result in compliance in enforcement type of situations, compliance is less than with speech warnings. For safety-related situations that do not require an immediate response, such as when approaching a sharp curve while speed is too high, speech warnings have the same effects as tactile warnings. However, if the criticality of the situation increases fast, for example when a lead vehicle brakes unexpectedly, tactile warnings result in more favourable effects than speech warnings. Still, both speech and tactile warnings do have a favourable effect of driver safety in a general way. The Peripheral Detection Task showed to be sensitive to variations in workload that were caused by different driving situations and to variations caused by short lasting increases in workload as a result of attending to the system messages. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Driver information KW - Driver information systems KW - Driving KW - Driving (veh) KW - Enforcement (law) KW - Freeways KW - Intelligent transport system KW - Intelligent transportation systems KW - Law enforcement KW - Motorway KW - Prevention KW - Rural area KW - Rural areas KW - Safety KW - Simulation KW - Simulation KW - Warning KW - Warning systems UR - https://trid.trb.org/view/711043 ER - TY - CONF AN - 00923829 AU - SCHERBA, M C AU - National Highway Safety Advisory Committee TI - SIDE IMPACT AIR BAGS - THE GENERAL MOTORS APPROACH PY - 2001 IS - DOT HS 809220 SP - 4 p. AB - In 1998, side crashes are estimated to have resulted in 9482 fatalities or approximately 25% of all vehicle fatalities in the United States. Side air bags, which are designed to intersperse themselves between the occupant and the vehicle, are considered to be effective in reducing injuries for both children and adults. To increase side air bag effectiveness they must be carefully engineered to address the potential for causing injury while at the same time provide as much restraint capacity as practicable. Unlike frontal impact air bags whose designs in the United States are constrained by governmental regulations, side air bags have no such constraints. As a result General Motors had the flexibility to use a fundamentally different approach for the design of its side air bags than what was required for frontal impact air bags. For side air bags, General Motor's approach was first to design systems that minimized the risk of injury to children and lower tolerance adults and then secondly to provide as much protection as practicable for various size occupants in a variety of crash conditions. To achieve this objective General Motors established a policy of evaluating its side air bags using the standard 3 year old ATD in carefully selected out of position test locations to determine that injury performance criteria were satisfied. As a result, good side impact protection is provided while reducing the potential for producing unintentional injury to vehicle occupants. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Adult KW - Adults KW - Air bag (restraint system) KW - Air bags KW - Child KW - Children KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Hazards KW - Injuries KW - Injury KW - Risk KW - Risk assessment KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/711021 ER - TY - CONF AN - 00923830 AU - SUGIMOTO, T AU - YAMAZAKI, S AU - National Highway Safety Advisory Committee TI - STUDY ON CAR-TO-CAR SIDE IMPACT PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - This paper studies the factors which affect the occupant injuries in Car-to-Car side impacts using CAE simulation. The parameters of CAE simulation were derived from US-SINCAP (Side Impact New Car Assessment Program) test conditions and the field accident statistical data of NASS (National Automobile Sampling System). The parameters varied in the CAE simulation were striking vehicle curb weight, collision speed, ground clearance, front profile, and vehicle width. And the comparing factors are Thorax injury severity (Thorax Trauma Index, TTI) and Pelvis injury severity (PELVIC G) as occupant protection of driver or passenger in the front seat position. These studies make it possible to analyze directions for compatibility studies on side impacts including SUV (Sports Utility Vehicles), and these results are introduced herein. In addition, the occupant protection of a vehicle which obtained a result of TTI = 56G in the SINCAP test against a SUV was also analyzed and presented. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Crash severity KW - Four wheel drive KW - Four wheel drive KW - Front KW - Front KW - Hip KW - Hip (human) KW - Injuries KW - Injury KW - Injury severity KW - Recreation KW - Recreation KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Speed KW - Speed KW - Thorax KW - Thorax KW - Vehicle KW - Vehicles KW - Weight KW - Weight UR - https://trid.trb.org/view/711022 ER - TY - CONF AN - 00923847 AU - Najm, W G AU - KOOPMANN, J A AU - Smith, D L AU - National Highway Safety Advisory Committee TI - ANALYSIS OF CROSSING PATH CRASH COUNTERMEASURE SYSTEMS PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - This paper summarizes the results of an analysis of promising countermeasure systems for crossing path crashes, and thus provides a foundation for setting research priorities under the United States (U.S.) Department of Transportation's Intelligent Vehicle Initiative. Crossing path crashes involve one moving vehicle cutting across the path of another, which amounted to 1.72 million police-reported crashes in the U.S. based on the 1998 General Estimates System crash database. Three basic countermeasure concepts and their functional requirements were developed to warn drivers of imminent collision caused by stop sign violation, red light violation, or insufficient gaps between vehicles at intersections or driveways. A survey was conducted to assess the technical viability of current systems and enabling technologies that could implement these concepts using infrastructure-based, vehicle-based, or cooperative vehicle-infrastructure systems. This paper concludes with recommendations to pursue the development of complete performance specifications and objective test procedures for promising crossing path crash countermeasure concepts. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Adaptive cruise control KW - Conference KW - Conferences KW - Crash avoidance systems KW - Cross roads KW - Driver KW - Drivers KW - Intelligent transport system KW - Intelligent transportation systems KW - Intersections KW - Prevention KW - Safety KW - United States KW - Usa KW - Warning KW - Warning systems UR - https://trid.trb.org/view/711039 ER - TY - CONF AN - 00923848 AU - UNO, H AU - Hiramatsu, K AU - National Highway Safety Advisory Committee TI - COLLISION AVOIDANCE CAPABILITIES OF OLDER DRIVERS AND IMPROVEMENT BY WARNING PRESENTATIONS PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - The avoidance behavior of drivers over the age of 65 was compared with drivers under the age of 60 years in an emergent traffic situation where an obstacle vehicle drives into a blind intersection in a driving simulator. The drivers generally tended to do their best driving as the required reaction time in the situation decreased. However, the avoidance performances of the older drivers were more restricted than those of younger drivers; e.g., the maximum steering velocity was around 250 deg/s for the older drivers but 450 deg/s for the younger drivers. The older drivers needed a greater time margin, ranging from 1.35 to 2.7 s, than the younger drivers to successfully complete the avoidance. It was suggested that the avoidance abilities of the older drivers could be attributed to their mental and physical traits; their avoidance performances were remarkably improved by presenting advanced auditory warnings 3.0 seconds before their arrival at the intersection. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Adaptive cruise control KW - Aged KW - Conference KW - Conferences KW - Crash avoidance systems KW - Driver KW - Drivers KW - Intelligent transport system KW - Intelligent transportation systems KW - Intersections KW - Junction KW - Old people KW - Prevention KW - Safety KW - Steering KW - Steering (process) KW - Warning KW - Warning systems UR - https://trid.trb.org/view/711040 ER - TY - CONF AN - 00923818 AU - TERRELL, M AU - NEWLAND, C AU - SEYER, K AU - Dalmotas, D AU - National Highway Safety Advisory Committee TI - THE DEPENDENCE OF SIDE IMPACT INJURY RISK ON MDB CONFIGURATION PY - 2001 IS - DOT HS 809220 SP - 11 p. AB - This paper reports on a parametric study of side impact crash tests. Relative changes in injury risk are assessed for both front and rear struck side occupants in tests with variation of mass, stiffness, geometry and speed of the impacting mobile deformable barrier. The study concludes that the ground clearance of the MDB face and impact velocity have a significantly greater effect on injury risk than the other parameters. The paper also includes consideration of tests to further investigate the effects of mass ratio between the struck and striking vehicle. This cooperative project between the Australian Department of Transport and Regional Services and Transport Canada includes analysis of intruding door behaviour and consequent effects on injury risk. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Risk KW - Risk assessment KW - Side crashes KW - Side impact KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/711010 ER - TY - CONF AN - 00923841 AU - SIMON, M C AU - BOTTO, P AU - Page, Y AU - PAULHET, F AU - National Highway Safety Advisory Committee TI - THE POTENTIAL GAIN TO BE ACHIEVED BY GENERALIZATION OF SEAT BELTS AND AIRBAGS IN TRUCKS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - In recent years, throughout Europe, truck manufacturers have developed and installed occupant restraint systems similar to those that have been available in passenger vehicles for a long time. The development of truck seatbelts and steering-wheel mounted airbags is based on occupant safety research, and the need to meet European safety regulations which will come into effect in the near future. This paper aims to evaluate the potential efficiency of a seat belt coupled to an airbag. The study is based on the CEESAR truck accidents database. The sample includes 403 accidents which involved 479 unbelted occupants (all injury level). The injury causation mechanism according to the type and the severity of the crash enable us an effectiveness evaluation based on a supposed 100% seat belt (and air bag) use rate. The use of seat belts with 3 anchoring points mounted on the seat of trucks (with an airbag) would be effective for 37% of fatalities, 36% of seriously injured and 22% of slightly injured occupants. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Europe KW - Europe KW - Evaluation (assessment) KW - Evaluation and assessment KW - Legislation KW - Legislation KW - Lorry KW - Manual safety belts KW - Safety KW - Safety KW - Safety belt KW - Seat belts KW - Trucks UR - https://trid.trb.org/view/711033 ER - TY - CONF AN - 00923843 AU - KOFALVI, G AU - VINCZE-PAP, S AU - National Highway Safety Advisory Committee TI - TRAFFIC SAFETY OF HEAVY VEHICLES (ACCIDENT ANALYSIS, ACCIDENT RECONSTRUCTION) PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - This paper provides an overview of safety situations of commercial vehicles on the basis of databank concerning more than 4500 accidents. Different safety points of view are analysed and evaluated. A special accident reconstruction program (CARAT) is interpreted which is able to solve the traffic and accident questions in practical approach. It sumnarises conclusions and proposals on road safety of heavy vehicles in Europe. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Conference KW - Conferences KW - Crash reconstruction KW - Crashes KW - Data banks KW - Database KW - Eu KW - European Union KW - Lorry KW - Reconstruction (accid) KW - Safety KW - Safety KW - Trucks UR - https://trid.trb.org/view/711035 ER - TY - CONF AN - 00923850 AU - FILZEK, B AU - BREUER, B AU - National Highway Safety Advisory Committee TI - DISTANCE BEHAVIOUR ON MOTORWAYS WITH REGARD TO ACTIVE SAFETY - A COMPARISON BETWEEN ADAPTIVE CRUISE CONTROL (ACC) AND DRIVER PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - Present and future assisting systems are meant to support the driver in coping with the difficulties of driving. The design of the system properties and their limits helps to influence on the road-driving behaviour directly and through teach-back effects. On the other hand there is a potential risk of negative effects on the safety due to a division of tasks between the driver and the technical system. Bearing this in mind, the Automotive Engineering Department and the Department of Ergonomics of Darmstadt University of Technology were engaged by BMW AG to investigate the distance behaviour of vehicles with and without ACC (Adaptive Cruise Control) which is used to control the speed and distance maintained to vehicles ahead and turning into the traffic. This trial was made with the aim of a representative and objective investigation of the behaviour of the total system of driver-vehicle-environment in road traffic. A total of 50 rides were made on selected routes which were carefully analysed with regard to relevant characteristics such as road type, number of lanes and speed limits. In order to avoid any acclimatization problems, the testing persons were familiar with the used vehicle type and were selected on the basis of typical distribution of age and mileage travelled. Special emphasis was put on an even distribution of driving experience with and without conventional cruise control. In addition to the video equipment necessary for recording the traffic situation, the test vehicle was fitted with extensive equipment to record the actions of the driver, the driving parameters and distances and speeds relative to the road users ahead. The complexity of traffic situations necessitated classification in advance. The classification with regard to comparable situations was made, for instance, by means of videos which, in connection with the vehicle data, also served to define the characteristic moments of time and relevant parameters. On this basis an objective analysis of distance behaviour is made from the safety aspect. The comparison drawn between the actually set and the specified distances reveals the conflict of aims between the compliance with legal regulations and actual traffic conditions. The driver's behaviour, shaped by their personal motivation, differs from the characteristics of the system. Potential methods are sketched out for improving traffic safety by using ACC. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Adaptive cruise control KW - Autonomous intelligent cruise control KW - Behavior KW - Behaviour KW - Camera KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Driving test KW - Driving tests KW - Freeways KW - Headway KW - Headways KW - Intelligent transport system KW - Intelligent transportation systems KW - Motorway KW - Safety KW - Safety KW - Vehicle spacing KW - Vehicle spacing KW - Video cameras UR - https://trid.trb.org/view/711042 ER - TY - CONF AN - 00923852 AU - Noy, Y I AU - National Highway Safety Advisory Committee TI - INTERNATIONAL HARMONIZED RESEARCH ACTIVITIES - REPORT OF WORKING GROUP ON INTELLIGENT TRANSPORT SYSTEMS (ITS) PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The International Harmonized Research Activities Working Group on Intelligent Transport Systems was established to coordinate government research aimed at developing harmonized procedures for the evaluation of safety of in-vehicle information, control and communication systems with respect to human performance and behaviour. It deals with human-machine interactions in the broadest sense of that phrase. However, it is acknowledged that even in its broadest sense, human-machine interactions is only a part of ITS safety. This report describes the activities completed in the past five years, including the formulation of an overall framework for ITS safety assurance indicating the role of the ITS WG within this framework, a series of workshops on the safety test and evaluation of ITS, and definition of priority research problem statements. Recommendations are provided to address the formidable challenges facing the WG. It is anticipated that increased public and government concerns about ITS safety in the future will stimulate increased interest, expectation and funding of harmonized research. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Intelligent transport system KW - Intelligent transportation systems KW - Safety KW - Safety KW - Standardization KW - Standardization KW - Teams KW - Working group KW - Workshops UR - https://trid.trb.org/view/711044 ER - TY - CONF AN - 00923820 AU - PRASAD, A K AU - Samaha, R R AU - LOUDEN, A E AU - National Highway Safety Advisory Committee TI - EVALUATION OF INJURY RISK FROM SIDE IMPACT AIR BAGS PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - Several thoracic and head protection side impact air bag systems (SAB) are emerging in the U.S. market and are projected to become prevalent in the fleet. These systems appear to offer superior protection in side crashes. However, concerns have been raised as to their potential for causing injury to out-of-position (OOP) occupants. This paper describes the National Highway Traffic Safety Administration (NHTSA) program for evaluation of the SAB systems for OOP occupants and provides a status report on the current research. The industry's Side Airbag Out-of-Position Injury Technical Working Group (TWG) recommended procedures for 3 year old and 6 year old occupants are evaluated. Additional test procedures are described to augment the TWG procedures for these occupants and 12 month old infants. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Evaluation (assessment) KW - Evaluation and assessment KW - Hazards KW - Head KW - Head KW - Infant KW - Infants KW - Injuries KW - Injury KW - Location KW - Location KW - Risk KW - Risk assessment KW - Side crashes KW - Side impact KW - Thorax KW - Thorax KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/711012 ER - TY - CONF AN - 00923822 AU - SEYER, K AU - National Highway Safety Advisory Committee TI - INTERNATIONAL HARMONISED RESEARCH ACTIVITIES SIDE IMPACT WORKING GROUP. STATUS REPORT PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - This paper reports on the status of work of the International Harmonised Research Activities (IHRA) Side Impact Working Group (SIWG) as at its 11th meeting prior to the 17th ESV conference in Amsterdam in June 2001. This includes decisions made and the reasons for them as well as identifying outstanding issues that require resolution. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - International KW - International KW - Research report KW - Research reports KW - Side crashes KW - Side impact KW - Standardization KW - Standardization UR - https://trid.trb.org/view/711014 ER - TY - CONF AN - 00923837 AU - SUKEGAWA, Y AU - MATSUKAWA, F AU - MASUDA, N AU - National Highway Safety Advisory Committee TI - EXPERIMENTAL RESEARCH ON TRUCK DRIVER'S SAFETY IN FRONTAL COLLISION PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - The Japan Automobile Manufacturers Association Inc. (JAMA) has been working to promote crash safety measures and to evaluate the crash safety performance of heavy-duty trucks. The Japan Automobile Research Institute (JARI) has been studying these issues at the request of JAMA. The "Guidelines for Frontal Crash Test of Heavy-duty Trucks" were formulated as a first step. Furthermore, crash tests of the latest heavy-duty trucks based on the guidelines were conducted. Equipped with the latest safety systems, each truck met all the judgements of the guidelines. For further improvement of safety performance, it is necessary to study the specific causes of truck occupant injuries. Numerous truck driver fatalities have been caused in Japan by frontal collisions, in which the truck driver is often injured in the chest and the abdomen by the steering wheel. However, no evaluation techniques for such chest and abdominal injuries have yet been established. Moreover, truck drivers are often trapped in the truck cab in collisions. Therefore, JARI has started evaluation of chest and abdominal injuries. Improvements in rescue performance were also studied beginning in 1999. Attempts were made in such injuries to measure the deflection of the sternum in more detail. Better rescue performance was examined by interviews with rescue teams. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Abdomen KW - Abdomen KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Emergencies KW - Emergency KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Japan KW - Japan KW - Lorry KW - Safety KW - Safety KW - Thorax KW - Thorax KW - Trucks UR - https://trid.trb.org/view/711029 ER - TY - CONF AN - 00923839 AU - SZCZEPANIAK, C AU - SZOSLAND, A AU - National Highway Safety Advisory Committee TI - FUZZY LOGIC CONTROL OF INTELLIGENT VEHICLE SYSTEMS PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - The purpose of presented analysis is to examine the possibility of improving vehicle performances by exploiting automatic devices fitted to a vehicle. The paper presents the results of investigations of vehicle dynamics, which is equipped with an antilocking braking device (ABS) and traction control one (TCS). A four-wheel non-linear model of a car is applied. The algorithms of control of ABS as well as TCS are proposed. Their technical realisation is done by means of fuzzy logic method. The paper outlines the process used to create fuzzy sets and the rules that define the fuzzy controllers. The obtained results of the simulation presents the effectivness of ABS and TCS in different road situations. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anti locking device KW - Antilock brake systems KW - Braking KW - Braking KW - Calculation KW - Calculation KW - Conference KW - Conferences KW - Control KW - Control KW - Fuzzy logic KW - Fuzzy logic KW - Intelligent transport system KW - Intelligent transportation systems KW - Method KW - Methodology KW - Simulation KW - Simulation KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/711031 ER - TY - CONF AN - 00923854 AU - RANNEY, T A AU - GARROTT, W R AU - GOODMAN, M J AU - National Highway Safety Advisory Committee TI - NHTSA DRIVER DISTRACTION RESEARCH: PAST, PRESENT, AND FUTURE PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - Driver distraction has been identified as a high-priority topic by the National Highway Traffic Safety Administration, reflecting concerns about the compatibility of certain in-vehicle technologies with the driving task, whether drivers are making potentially dangerous decisions about when to interact with in-vehicle technologies while driving, and that these trends may accelerate as new technologies continue to become available. Since 1991, NHTSA has conducted research to understand the factors that contribute to driver distraction and to develop methods to assess the extent to which in-vehicle technologies may contribute to crashes. This paper summarizes significant findings from past NHTSA research in the area of driver distraction and workload, provides an overview of current ongoing research, and describes upcoming research that will be conducted, including research using the National Advanced Driving Simulator and work to be conducted at NHTSA's Vehicle Research and Test Center. Preliminary results of the ongoing research are also presented. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Driver KW - Driver information KW - Driver information systems KW - Drivers KW - Driving KW - Driving (veh) KW - Intelligent transport system KW - Intelligent transportation systems KW - Interior (veh) KW - Simulation KW - Simulation KW - Technology KW - Technology KW - Vehicle compartments KW - Vehicle interiors UR - https://trid.trb.org/view/711046 ER - TY - CONF AN - 00923856 AU - Ference, J J AU - National Highway Safety Advisory Committee TI - REAR-END COLLISION WARNING SYSTEM FIELD OPERATIONAL TEST - STATUS REPORT PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - This paper provides an overview of a cooperative research program between General Motors and the National Highway Traffic Safety Administration to conduct a field operational test of a rear-end collision warning system. A description of the system architecture is also presented. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Adaptive cruise control KW - Conference KW - Conferences KW - Crash avoidance systems KW - Design KW - Design (overall design) KW - Driver information KW - Driver information systems 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/711048 ER - TY - CONF AN - 00922391 AU - BOSMA, F AU - GAALMAN, HAE AU - SOUREN, WHM AU - National Highway Safety Advisory Committee TI - CLOSURE AND TRIM DESIGN FOR PEDESTRIAN IMPACT PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - To provide protection to pedestrians in collision with passenger vehicles, the design and construction of a vehicle's bumper, hood and fender panels must be addressed. TNO has undertaken a research project in conjunction with DSM to investigate how this may be done. Vehicle styling, packaging and an analysis led design process are shown for the front of the vehicle and in particular the hood and bumper. The recommendations of EEVC (European Enhanced Vehicle-safety Committee) working group 10 are used as a target to assess the design proposal's suitability. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Bumper KW - Bumpers KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Front KW - Front KW - Injuries KW - Injury KW - Pedestrian KW - Pedestrians KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710025 ER - TY - CONF AN - 00922393 AU - LEVICK, N AU - Li, Guoxiang AU - YANNACCONE, J AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF A DYNAMIC TESTING PROCEDURE TO ASSESS CRASHWORTHINESS OF THE REAR PATIENT COMPARTMENT OF AMBULANCE VEHICLES PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - Ambulances have different performance needs and structural design compared to standard passenger vehicles. Also occupants in the ambulance rear patient compartment may be side facing, rear facing or recumbent. There is also no USA dynamic safety standard for testing the ambulance patient compartment occupant or equipment restraint systems. This study describes an accelerator sled test conducted of an ambulance rear cabin environment which demonstrates some optimal restraint practices for pediatric patients and also the interaction between the different occupants and the need for effective restraint systems. The goal of this study was to analyze occupant kinematics and forces generated in a model of an ambulance crash, and to test injury-mitigating countermeasures for both pediatric and adult occupants. The major limitations of this study relate to the deficiencies in the data to define a valid crash test pulse for this ambulance rear cabin vehicle component, in addition to the generalizability of the specific vehicle components tested in this study. The ambulance transport environment includes predictable and preventable occupant risks. Failure to use current methods of occupant protection and equipment tie-down can result in catastrophic outcomes to all occupants. Occupant kinematics and forces demonstrated that unsecured occupants are a risk to both themselves and also to other occupants. The system used for attaching the CRS to the gurney demonstrated effective restraint for the child occupant. Standards for ambulance occupant safety need to be developed. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Adult KW - Adults KW - Child KW - Children KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Emergency vehicle KW - Emergency vehicles KW - Hazards KW - Prevention KW - Restraint (fixing) KW - Restraint systems KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Structural connection KW - Test method KW - Test procedures UR - https://trid.trb.org/view/710027 ER - TY - CONF AN - 00922395 AU - LEFLER, D E AU - GABLER, H C AU - National Highway Safety Advisory Committee TI - THE EMERGING THREAT OF LIGHT TRUCK IMPACTS WITH PEDESTRIANS PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - In the United States, passenger vehicles are shifting from a fleet populated primarily by cars to a fleet dominated by light trucks and vans (LTVs). Because light trucks are heavier, stiffer, and geometrically more blunt than passenger cars, they pose a dramatically different type of threat to pedestrians. This paper investigates the effect of striking vehicle type on pedestrian fatalities and injuries. The paper presents and compares pedestrian impact risk factors for sport utility vehicles, pickup trucks, vans, and cars as developed from analyses of U.S. accident statistics. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Crashes KW - Delivery vehicle KW - Delivery vehicles KW - Design KW - Design (overall design) KW - Fatalities KW - Fatality KW - Four wheel drive KW - Four wheel drive KW - Injuries KW - Injury KW - Pedestrian KW - Pedestrians KW - United States KW - Usa KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710029 ER - TY - CONF AN - 00922409 AU - LESIRE, P AU - GRANT, R AU - HUMMEL, T AU - National Highway Safety Advisory Committee TI - THE CREST PROJECT ACCIDENT DATA BASE PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - The protection of children in cars is improving with the increasing use of better designed restraint systems. Indeed, when children are correctly restrained in appropriate child restraint systems (CRS) they are sufficiently well protected in moderate frontal impacts. However, the levels of protection afforded in severe frontal impacts and lateral crashes has needed further attention. The CREST project, funded by the European Commission, was initiated to develop the knowledge on the kinematics behaviour and tolerances of children involved in car crashes. The final aim of the project is to propose enhanced test procedures for evaluating the effectiveness of CCRS. The method used in this project was to collect data from accident investigations and from reconstructed crashes in order to determine the physical parameters (measured on dummies) which correspond to various injury mechanisms. A general description of the database of 405 documented accident cases in which 628 restrained children are involved is given as well as specific features of the reality of the restraint of children in cars, for example: age and size, CRS type, place, and a discussion on misuse and inappropriate use. Injuries in frontal and side impacts are also discussed. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Behavior KW - Behaviour KW - Child KW - Children KW - Conference KW - Conferences KW - Crashes KW - Data banks KW - Database KW - Dummies KW - Frontal crashes KW - Head on collision KW - Injuries KW - Injury 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/710042 ER - TY - CONF AN - 00922411 AU - MU, W AU - National Highway Safety Advisory Committee TI - DRIVER OUT-OF-POSITION INJURIES MITIGATION AND ADVANCED RESTRAINT FEATURES DEVELOPMENT PY - 2001 IS - DOT HS 809220 SP - 15 p. AB - Airbag related out-of-position (OOP) injuries in automotive crash accidents have drawn great attention by the public in recent years. In the interim-final rule of Federal Motor Vehicle Safety Standards that NHTSA issued in May 2000, OOP static test becomes a mandatory requirement of new regulations and will be phased in starting from year 2003. Due to the complexities and constraints of vehicle design, such as extreme vehicle styling and packaging as well as multiple safety requirements, it is a great challenge for both restraint safety suppliers and automobile manufacturers to work together to come up with proper designs to meet the requirements of new regulations and provide additional protection for both in-position and OOP occupants at various vehicle crash scenarios. In this paper, the technique of developing advanced restraint systems and mitigating the OOP injuries is described. With the aid of computer simulation using coupled structural/computational fluid dynamics scheme in conjunction with laboratory tests, various OOP countermeasures are illustrated. The design guidelines are outlined. The reduction of OOP injury is demonstrated with proposed design concepts. A useful and unique tool for advanced restraint system and OOP protection is developed that yields promising results. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Injuries KW - Injury KW - Location KW - Location KW - Passive restraint systems KW - Passive safety system KW - Safety KW - Safety UR - https://trid.trb.org/view/710044 ER - TY - CONF AN - 00922426 AU - KAMIJI, K AU - Kawamura, N AU - National Highway Safety Advisory Committee TI - STUDY OF AIRBAG INTERFERENCE WITH OUT OF POSITION OCCUPANT BY COMPUTER SIMULATION PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - In the past few years, many cases of serious injury to out of position occupants caused by airbag deployment have been reported in the United States. FMVSS208, which requires equipping automobiles with airbags, was revised to reduce the risk of deployment injury by airbags. The new regulation defines some new test procedures and several performance requirements regarding the out of position tests. The uniform gas pressure analysis has been a general analysis method for airbag deployment with computer simulations up to this point. However the membrane force of the airbag is a major parameter for the interference between the airbag and an out of position occupant, and the gas used for airbag deployment has the characteristics of a compressible fluid which is difficult to model. Therefore the general Euler-Lagrange coupling method will be necessary for the computer simulation of out of position occupant interference. This paper describes the results of the airbag- out of position interference by using computer simulation with the general Euler-Lagrange coupling method in regards to occupant position, bag and inflator characteristics. The results of the simulation are correlated to laboratory out of position testing. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Digital computer KW - Digital computers KW - Hazards KW - Injuries KW - Injury KW - Location KW - Location KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Simulation KW - Simulation KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/710059 ER - TY - CONF AN - 00922510 AU - PRZYBYLSKI, W AU - National Highway Safety Advisory Committee TI - GOVERNMENT STATUS REPORT - POLAND PY - 2001 IS - DOT HS 809220 SP - 3 p. AB - Road traffic safety achievements in Poland in the last two years are described. The plan is to incorporate EU safety legislation into Polish law. Participation in international harmonisation initiatives has continued. Improvements in vehicle testing procedures, including greater objectivity, have been implemented. These have reduced the number of accidents attributable to vehicle failure by 50%. The number of alcohol-related accidents has decreased by about 15% in the last 4 years as a result of more severe penalties. Road improvements in Poland are described briefly. Further reductions in the accident rate are required. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident prevention KW - Accident rate KW - Conference KW - Conferences KW - Crash rates KW - Drunkenness KW - Eu KW - European Union KW - Highway KW - Highways KW - Improvement KW - Improvements KW - Inspection KW - Intoxication KW - Legislation KW - Legislation KW - Motor vehicles KW - Poland KW - Poland KW - Policy KW - Policy KW - Prevention KW - Safety KW - Vehicle inspection UR - https://trid.trb.org/view/710142 ER - TY - CONF AN - 00922512 AU - BUSSTRA, J T AU - National Highway Safety Advisory Committee TI - ESV 2001 - GOVERNMENT STATUS REPORT FROM THE NETHERLANDS: EXPLORING THE ROLE OF TELEMATICS IN ROAD SAFETY, A DUTCH PERSPECTIVE PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - The policy of the Netherlands is ultimately to achieve zero traffic fatalities, particularly by designing the traffic system so that human error is avoided. A National Transport Policy Paper was published in October 2000, covering the period up to 2010. During this period 2.5 billion Euros will be invested in reducing speed limits, traffic restraint measures, and education. It is hoped that intelligent transport system technologies will also improve road safety. Measures to reduce drink driving and speeding, and promote safety belt use are discussed. An intelligent speed management system trial in Tilburg is described. Use of such a system in urban areas is considered desirable and a large-scale trial is planned. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident prevention KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Drunkenness KW - Education KW - Education KW - Intelligent transport system KW - Intelligent transportation systems KW - Intoxication KW - Manual safety belts KW - Netherlands KW - Netherlands KW - Policy KW - Policy KW - Prevention KW - Safety KW - Safety KW - Safety belt KW - Seat belts KW - Speed KW - Speed KW - Traffic restraint KW - Traffic restraint KW - Urban area KW - Urban areas UR - https://trid.trb.org/view/710144 ER - TY - CONF AN - 00922514 AU - Owings, R P AU - National Highway Safety Advisory Committee TI - GOVERNMENT STATUS REPORT - UNITED STATES PY - 2001 IS - DOT HS 809220 SP - 13 p. AB - Accident statistics for the USA are discussed. The fatality rate has increased from 39,250 in 1992 to 41,611 in 1999 but this is associated with an expanding economy and increased vehicle usage. The fatality rate per 100 million vehicle miles travelled has however decreased to an all time low of 1.5 fatalities per 100 million miles travelled. Trends towards increasing purchasing of light trucks are noted and they accounted for 27% of fatalities, which is an increasing trend. In 1999, 14% of fatalities were vulnerable road users. Single vehicle rollover accounted for 21% of fatalities. Accident data collection and analysis is described. Research highlights in the development of a National Advanced Driving Simulator (NADS), the intelligent vehicle initiative (IVI), driver/vehicle performance, and heavy vehicle initiatives are provided. Crashworthiness research has concentrated on vehicle aggressivity/compatibility, frontal crash protection, side impact, and advanced air bag technology. Biomechanics research including the activities of the crash injury research and engineering network (CIREN), analytical modelling and simulation, experimental impact injury research, and anthropometric dummy development is described. International harmonisation initiatives are outlined. Consumer vehicle safety information and new rules for collision avoidance, crashworthiness and consumer information are detailed. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident prevention KW - Accident rate KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Crash rates KW - Data acquisition KW - Data collection KW - Dummies KW - Fatalities KW - Fatality KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Intelligent transport system KW - Intelligent transportation systems KW - International KW - International KW - Prevention KW - Research project KW - Research projects KW - Safety KW - Safety KW - Simulation KW - Simulation KW - Standardization KW - Standardization KW - Statistics KW - Statistics KW - United States KW - Usa UR - https://trid.trb.org/view/710146 ER - TY - CONF AN - 00922397 AU - MIZUNO, Y AU - Ishikawa, H AU - National Highway Safety Advisory Committee TI - SUMMARY OF IHRA PEDESTRIAN SAFETY WG ACTIVITIES - PROPOSED TEST METHODS TO EVALUATE PEDESTRIAN PROTECTION AFFORDED BY PASSENGER CARS PY - 2001 IS - DOT HS 809220 SP - 17 p. AB - The IHRA Pedestrian Working Group has conducted investigation and analysis on the current status of pedestrian accidents in the IHRA member countries. The accident data that occurred by 1999 was collected, then the formats of the accident data unified and a dataset established that makes it possible to make comparison with each other. According to the current status of pedestrian accidents, three parts of the pedestrian's body have the highest priority for protection, the child and adult heads, and the adult lower leg/knee. As for the motor vehicle, it was determined which particular parts of the motor vehicle were involved, which pedestrian body parts they injured and the severity of the injuries, and analyzed the effect of their shapes, corresponding to the items above. It was decided that the test methods should be for motor vehicles for passenger use but not buses and coaches. The shapes of passenger cars were investigated and categorized by three groups, Sedan, SUV (Sport Utility Vehicle) and 1-Box (One Box Vehicle), so that the effects of these vehicle shapes could be studied with computer simulations. The simulations to date have focused on the head impact speed, head impact angle, head effective mass, and the Wrap Around Distance to the head impact point (WAD). It was decided to adopt the sub-system methods and to establish specifications for impactors for each sub-system. That is, three subsystem test procedures (adult headform, child headform and legform impact tests) were proposed in high priority identified in the analysis of pedestrian accidents in the IHRA member countries. The pedestrian test procedures proposed and investigated by the experts of IHRA member countries may in the future provide a basis of technical regulations, however, it was recognized that considerable research and development was required to refine the test procedure. It was deemed necessary to conduct validation study of the test procedures through actual tests using sample vehicles and to explore the car feasibility level prior to the use of the test methods in legislation. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Adult KW - Adults KW - Child KW - Children KW - Conference KW - Conferences KW - Crashes KW - Data banks KW - Database KW - Digital computer KW - Digital computers KW - Head KW - Head KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Pedestrian KW - Pedestrians KW - Safety KW - Safety KW - Simulation KW - Simulation KW - Statistics KW - Statistics KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710031 ER - TY - CONF AN - 00922399 AU - LACHMAYER, R AU - FRIESEN, F AU - National Highway Safety Advisory Committee TI - NEW HEADLAMP CONCEPTS AS KEY TO OPTIMISATION OF VEHICLE FRONT ENDS IN CONSIDERATION OF PEDESTRIAN PROTECTION PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - Seeing and being seen well have been playing a decisive role as elements of active safety since the invention of motor cars. In this context, Hella has made a decisive contribution to the high level of performance of today's headlamps thanks to its numerous innovations of the past 100 years, and has also prepared pioneering concepts for the future. More recent targets reveal, however, that headlamps also play a key role with regard to the passive safety of vehicles - particularly in accidents involving pedestrians. In almost 70% of all pedestrian accidents the primary contact zone is in the corner areas of the vehicle front end. Using this background knowledge, Hella is working closely with the lnstitut fuer Kraftfahrwesen in Aachen to optimise headlamp constructions with regard to energy absorption and deformation behaviour in the event of a crash. Drop tower tests and crash simulation have been carried out within this framework. For these tests the basic conditions were chosen following the EEVC WG 17 tests with the hip impactor. The mechanical interface between the headlamps and the front end module was reproduced for the drop tower tests in such a way that it corresponded to the installation conditions in the vehicle and at the same time was suitable for modelling in crash simulation. The experimental investigations were used to analyse measures to optimise existing devices. Furthermore, drop tower tests were carried out with the aim of validating FE crash calculation models. More complicated attempts at optimisation for headlamps were able to be examined using the validated FE models. In this paper, the qualitative results of the investigations and initial solutions derived are presented. In particular, the basically high elasticity of headlamp casings of classic design and the extremely high ductility of PC cover lenses can be proved. Different solution concepts are presented and evaluated. Regulations covering shape and notes about design are partly explained in detail. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Absorption KW - Absorption KW - Accident KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Energy KW - Energy KW - Front KW - Front KW - Headlamp KW - Headlamps KW - Pedestrian KW - Pedestrians KW - Safety KW - Safety KW - Simulation KW - Simulation KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710033 ER - TY - CONF AN - 00922404 AU - KONOSU, A AU - Ishikawa, H AU - Tanahashi, M AU - National Highway Safety Advisory Committee TI - RECONSIDERATION OF INJURY CRITERIA FOR PEDESTRIAN SUBSYSTEM LEGFORM TEST - PROBLEMS OF RIGID LEGFORM IMPACTOR PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - The legform impactor proposed by EEVC/WG17 is composed of a rigid thigh segment and a rigid lower leg segment. Human bone, however, has flexibility, causing some differences between the EEVC rigid legform impactor and the human leg. This research analyzes the influence of the differences (rigid versus flexible) on the injury criteria. It also reanalyzes the upper tibia acceleration with regard to the fracture index. The rigid legform impactor cannot simulate bone bending motion, so the injury criteria should consider the legform rigidity. It means the injury criteria need to include the bone bending effect. From several PMHS test results, the shearing displacement becomes 23mm and 20 degrees for bending angle including the bone bending effect. However, the bone bending effect will change with the loading conditions. Therefore, to establish a certain injury criteria for a rigid legform impactor is impossible. To solve this problem, a flexible legform impactor seems to be needed. If a flexible legform impactor exists, the relationship between rigid bone and flexible bone need not be considered, and the pure ligament tolerance can be applied. The threshold of upper tibia acceleration as for lower leg fracture (fibula/tibia/tibia+fibula fracture) was found to be 198G for 50% injury risk, but if the focus is on the tibia fracture (tibia/tibia+fibula fracture), with the fibula-only fracture cases excluded, the threshold becomes 247G. To use only the upper tibia acceleration as the leg fracture index is problematic. The relationship between upper tibia acceleration and fracture was obtained from a PMHS test series which was conducted with normal bumper height, but if the impact point is changed, the upper tibia acceleration becomes lower but leg fracture occurs. Therefore, if the acceleration is used for the leg fracture index, the accelerometer should be attached in the proper position. More seriously, the tibia acceleration from the rigid impactor is completely different from the human leg because of its rigidity. Therefore, the acceleration from a rigid legform impactor should not be used for the estimation. If the legform impactor is flexible, the acceleration is appropriate and proper estimation can be made. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Bone KW - Bones KW - Conference KW - Conferences KW - Dummies KW - Fracture (bone) KW - Fractures (Anatomy) KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Pedestrian KW - Pedestrians KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/710038 ER - TY - CONF AN - 00922406 AU - PAINE, M AU - VERTSONIS, H AU - National Highway Safety Advisory Committee TI - SURVEYS OF CHILD RESTRAINT USE IN NEW SOUTH WALES PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - Child restraints are very effective at protecting young occupants in severe motor vehicle crashes. The protection provided by these devices can be reduced, however, if they are not correctly installed in the vehicle or if the child is not correctly strapped into the restraint. In order to determine the quality of installation of child restraints, the Roads and Traffic Authority of New South Wales commissioned surveys of (a) child restraints fitted to unoccupied vehicles in shopping centre car parks and (b) people attending family restaurants or child care centres with children. Car park surveys were carried out at 18 locations throughout New South Wales. Of the 1,177 cases where installation quality could be determined, 20% of infant capsules and 19% of child seats were found to have safety-related installation problems. The interview/observation survey was a pilot study. A total of 149 interviews were conducted at 12 sites in 10 towns. Overall 88% of those approached agreed to both the interview and the in-vehicle inspection of child restraints. About one quarter of the restraints were found to have safety-related installation problems. Technically the interview surveys were considered to be successful but they were found to be resource intensive. Other sources of information about the performance of child restraints in Australia are briefly reviewed. These are: dynamic (sled) tests of child restraints under the Child Restraint Evaluation Program (CREP); consumer crash tests conducted under the Australian New Car Assessment Program and two in-depth crash studies that provided information about child occupants in crashes during the 1990s. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Australia KW - Australia KW - Child KW - Children KW - Conference KW - Conferences KW - Crashes KW - Installation KW - Installation KW - Manual safety belts KW - Safety KW - Safety KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Surveillance KW - Surveillance UR - https://trid.trb.org/view/710040 ER - TY - CONF AN - 00922506 AU - National Highway Safety Advisory Committee TI - STATUS REPORT OF FRANCE PY - 2001 IS - DOT HS 809220 SP - 2 p. AB - During the last three years there has been a 10.2% reduction in fatalities in road accidents in France. This is attributed to a national program with a target of 50% reduction in traffic accident casualties. The French research programme in land transport is described, including an accident database, accident prevention and intelligent transport systems. Participation in European research projects is described. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident prevention KW - Conference KW - Conferences KW - Data banks KW - Database KW - Europe KW - Europe KW - Fatalities KW - Fatality KW - France KW - France KW - Intelligent transport system KW - Intelligent transportation systems KW - Prevention KW - Research project KW - Research projects KW - Safety UR - https://trid.trb.org/view/710138 ER - TY - CONF AN - 00922508 AU - LOMONACO, C AU - National Highway Safety Advisory Committee TI - ESV 2001 - ITALIAN GOVERNMENT STATUS REPORT PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - Between 1972 and 1988 the car accident fatality rate in Italy decreased by 2.2% each year, which was in line with other European countries, but since then, Italy has done less well. A national plan for accident reduction with a target of a 40% reduction in fatalities by 2010 is described. Once developed, this plan will be implemented by regional and local authorities. The Ministry of Transport and Navigation will collect data concerning accidents, and legislate for passive and active safety equipment in vehicles. It will also administer vehicle testing requirements, the transport of dangerous goods, traffic regulations, driver training, and road safety legislation. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident prevention KW - Accident rate KW - Conference KW - Conferences KW - Crash rates KW - Driver training KW - Driver training KW - Fatalities KW - Fatality KW - Federal government KW - Government (national) KW - Inspection KW - Italy KW - Italy KW - Legislation KW - Legislation KW - Local authority KW - Local government agencies KW - Motor vehicles KW - Planning KW - Planning KW - Policy KW - Policy KW - Prevention KW - Safety KW - Traffic regulations KW - Traffic regulations KW - Vehicle KW - Vehicle inspection KW - Vehicles UR - https://trid.trb.org/view/710140 ER - TY - CONF AN - 00922401 AU - Mizuno, K AU - Yonezawa, H AU - KAJZER, J AU - National Highway Safety Advisory Committee TI - PEDESTRIAN HEADFORM IMPACT TESTS FOR VARIOUS VEHICLE LOCATIONS PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - Current accident analysis shows that the head of the pedestrian impacts most frequently into or around the windscreen since cars in recent have a short hood. Therefore, the injury risks to the head in contact with various locations of the car including the windscreen and its frame were examined on the basis of headform impact tests. The HIC (head injury criteria) is high from contact with the cowl, lower windscreen frame or A pillar, and it is low with increasing distance from these structural elements. In the windscreen center, the HIC is less than 500. The headform impact test results were compared between earlier and current car models. The HICs in the bonnet top area are similar in either type car except for the car built especially for pedestrian safety. However, on the A pillar, the HICs are much greater for current cars. From child headform impact tests for the WAD (wrap around distance) of 1000 mm, the HIC of SUV (sports utility vehicle) is higher than cars, and the SUV with steel bull bar leads to high injury risk. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Conference KW - Conferences KW - Crash severity KW - Design KW - Design (overall design) KW - Dummies KW - Four wheel drive KW - Four wheel drive KW - Front KW - Front KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Pedestrian KW - Pedestrians KW - Safety KW - Safety KW - Severity (accid, injury) KW - Vehicle KW - Vehicles KW - Windscreen (veh) KW - Windshields UR - https://trid.trb.org/view/710035 ER - TY - CONF AN - 00922402 AU - COXON, CGM AU - National Highway Safety Advisory Committee TI - PEDESTRIAN INJURY PROTECTION IN AUSTRALIA IF VEHICLES ACHIEVED A HIGHER PEDESTRIAN STAR RATING PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - Pedestrian tests are now included in vehicle crash testing carried out by Australian NCAP to the same procedure as EuroNCAP. Australia has a five year average of 338 pedestrians killed each year amounting to 18% of the total road toll, with many more admitted to hospital. Test data fron EuroNCAP Pedestrian tests have been used to indicate the present likelihood of serious head injury to struck pedestrians. Predictions on serious head injury rates are made if the Australian vehicle fleet achieved a minimum of 3 star pedestrian rating or better by the EuroNCAP test and assessment protocols. Estimates of the number of years for the fleet to achieve a higher level of performance are made. Some locations of vehicle bonnet sites that cause high HIC (head injury criterion) readings are made for designers to take note of. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Australia KW - Australia KW - Bonnet (car) KW - Conference KW - Conferences KW - Crash severity KW - Design KW - Design (overall design) KW - Head KW - Head KW - Hoods KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Pedestrian KW - Pedestrians KW - Severity (accid, injury) KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710036 ER - TY - CONF AN - 00922420 AU - HOLLOWELL, W T AU - SUMMERS, L K AU - PRASAD, A AU - NARWANI, G AU - ATO, T AU - National Highway Safety Advisory Committee TI - PERFORMANCE EVALUATION OF DUAL STAGE PASSENGER AIR BAG SYSTEMS PY - 2001 IS - DOT HS 809220 SP - 17 p. AB - A research program was initiated to evaluate the performance of prototype dual stage passenger air bags in terms of both restraint system performance and deployment aggressivity for different size occupants. Variations in inflator partitions, vent hole diameter sizes, and deployment timing were examined. High speed unbelted sled tests were conducted with both 50th percentile male and 5th percentile female Hybrid III adult dummies at 48 kmph; and belted sled tests were conducted at 56 kmph. Low risk deployment tests with child dummies were conducted to evaluate air bag aggressivity. Overall, it was concluded that the dual stage air bag systems under evaluation had improved performance over the baseline single stage systems in terms of providing high speed protection while reducing aggressivity to out-of-position occupants; however, some dual stage systems may require additional occupant detection methodologies to suppress or control inflation. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Conference KW - Conferences KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - High speed KW - High speed ground transportation KW - High speed vehicles KW - Impact test (veh) KW - Impact tests KW - Location KW - Location KW - Passengers KW - Prototype KW - Prototypes KW - Speed KW - Vehicle occupant UR - https://trid.trb.org/view/710053 ER - TY - CONF AN - 00922421 AU - CLUTE, G AU - National Highway Safety Advisory Committee TI - POTENTIALS OF ADAPTIVE LOAD LIMITATION. PRESENTATION AND SYSTEM VALIDATION OF THE ADAPTIVE LOAD LIMITER PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The present state-of-the-art protection system on front seats features a belt system, incorporating a pretensioner, a load limiter, and an airbag. This protection system is not capable of changing its performance characteristics. The ability of an occupant protection system to adapt itself to dominant crash condition parameters, such as impact speed and type, occupant size and mass, offers a great improvement in occupant protection for a wider range of crash conditions, as well as occupants. This paper presents first the third generation load limiter, the Adaptive Load Limiter, and conducts the system validation of this belt system using a dual stage airbag. For this purpose sled tests with 5%, 50% and 95% HIII Dummies are carried out. As a result, a degressive characteristic of belt system load limitation improves chest deceleration of a mid size front occupant by 9%. The resulting potential reduction of probability for an AIS+4 injury on head and chest for this occupant is 14%! By depowering the load limitation characteristic the chest loading in terms of chest deflection on small female occupants can be reduced significantly by 15%. For small occupants the resulting potential reduction of probability for an AIS+4 injury on head and chest is 17%! The switching module has the function of releasing the locking elements. The high load limitation enables the avoidance of a bottoming out of larger and heavier occupants. The adaptive load limiter is the first load limiter offering an improved chest loading distribution for the average male occupant through a degressive load limitation and a reduction of chest loading for small female occupants through a depowered load limitation. Additionally the adaptive load limiter satisfies the ECE-R16 Homologation requirement and thus enabling the deactivation of the airbag module for example when utilising child restraint systems. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Conference KW - Conferences KW - Crashes KW - Dummies KW - Females KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Load KW - Loads KW - Manual safety belts KW - Pretensioning KW - Pretensioning KW - Risk KW - Risk assessment KW - Safety belt KW - Seat belts KW - Thorax KW - Thorax KW - Woman UR - https://trid.trb.org/view/710054 ER - TY - CONF AN - 00922503 AU - SWEET, D AU - National Highway Safety Advisory Committee TI - ESV '01 GOVERNMENT OF CANADA STATUS REPORT PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - Over the past 25 years, fatalities resulting from motor vehicle collisions have decreased by over 50%, with a decrease of 5% in the last 3 years. Proposals to reduce this figure further include increased safety belt use, proper use of child restraints, reduced alcohol abuse, and more attention to rural road safety. Research topics described include: the use of electronic data recorders to analyse collisions; a vehicle use survey; a system for technological applications in road safety (STARS); crash classification and target groups; rollover crashes; adaptive cruise control; school bus-pedestrian collision countermeasures; light duty vehicle anti-lock brake systems; intelligent transport systems; frontal crash protection; side impact protection; and occupant restraint fitment. A new requirement for the installation of lower anchorages to secure child seats in vehicles is imminent. The body panel joint strength requirement for school buses has been upgraded. Fuel system safety requirements for alternatively fuelled vehicles are under revision. Future legislation plans are described. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident prevention KW - Accident rate KW - Adaptive cruise control KW - Alternate fuels KW - Anchorage KW - Anchorages KW - Autonomous intelligent cruise control KW - Bus KW - Buses KW - Canada KW - Canada KW - Child KW - Children KW - Collision KW - Conference KW - Conferences KW - Crash rates KW - Crashes KW - Fuel KW - Fuels KW - Intelligent transport system KW - Intelligent transportation systems KW - Legislation KW - Legislation KW - Manual safety belts KW - Passive restraint systems KW - Passive safety system KW - Pedestrian KW - Pedestrians KW - Prevention KW - Renewable energy KW - Research project KW - Research projects KW - Safety KW - Safety KW - Safety belt KW - School KW - Schools KW - Seat (veh) KW - Seat belts KW - Seats KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710135 ER - TY - CONF AN - 00922504 AU - ENGELBRECHT, P-O AU - National Highway Safety Advisory Committee TI - EUROPEAN COMMISSION PY - 2001 IS - DOT HS 809220 SP - 3 p. AB - A report on the activities of the EU in vehicle safety is provided. Accession to the UN-ECE Global Agreement, EC Type-Approval, EC road safety policy, and pedestrian protection are considered. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident prevention KW - Conference KW - Conferences KW - Eu KW - European Union KW - Legislation KW - Legislation KW - Pedestrian KW - Pedestrians KW - Policy KW - Policy KW - Prevention KW - Safety KW - Safety UR - https://trid.trb.org/view/710136 ER - TY - CONF AN - 00922398 AU - Kalliske, I AU - FRIESEN, F AU - National Highway Safety Advisory Committee TI - IMPROVEMENTS TO PEDESTRIAN PROTECTION AS EXEMPLIFIED ON A STANDARD-SIZED CAR PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Despite the steadily declining number of pedestrian fatalities and injuries in most European countries during recent decades, pedestrian protection is still of great importance in the European Union as well as in Germany. This is because they still constitute a large proportion of road user casualties and are more likely to suffer serious and fatal injuries than most other road users. In 1999 only car occupants suffered more fatal injuries than pedestrians in Germany. In December 1998, EEVC WG 17 completed their review and updating of the EEVC WG 10 pedestrian test procedure that made it possible to evaluate the protection afforded to pedestrians by the front of passenger cars in an accident. Within the scope of this procedure, four different impactors are used representing those parts of the body which are injured very often and/or very seriously in vehicle-pedestrian-collisions. In a project executed by IKA and BASt, a small family car was tested according to the EEVC WG 17 test procedure. Afterwards modifications to the car were carried out in order to improve the pedestrian protection provided by the vehicle design. There were certain restrictions placed on the level of modifications undertaken, e.g. only minor modifications to vehicle styling and to the vehicle structures, which provide passenger protection. The redesigned vehicle was tested again using the WG 17 test procedure. The test results of the modified vehicle were compared with those of the standard vehicle and evaluated. The results show that considered measures for pedestrian protection in many areas of the vehicle front structure and the use of innovative techniques can lead to a significant reduction of the loads of pedestrians at an acceptable expense. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Europe KW - Europe KW - Load KW - Loads KW - Pedestrian KW - Pedestrians KW - Safety KW - Safety KW - Test method KW - Test procedures UR - https://trid.trb.org/view/710032 ER - TY - CONF AN - 00922405 AU - OKAMOTO, Y AU - Akiyama, A AU - OKAMOTO, M AU - KIKUCHI, Y AU - National Highway Safety Advisory Committee TI - A STUDY OF THE UPPER LEG COMPONENT TESTS COMPARED WITH PEDESTRIAN DUMMY TESTS PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - The upper leg component test proposed by EEVC WG17 is one of the tools for the evaluation of upper leg injuries in pedestrian accidents. Meeting the injury criteria set by EEVC for the upper legform impact test is one of the biggest challenges we can find in the reports. This problem was studied in previous papers using simulation models or reconstruction of pedestrian accidents. The POLAR pedestrian dummy was constructed by HONDA R&D and GESAC INC., and some crash tests were conducted with it. The object of this study is to compare EEVC WG17 upper legform impact test conditions for utility vehicles with the full dummy test results. To reconstruct the deformation resulting from tests using the POLAR, the impact energy for the EEVC upper legform impact test should be decreased. Even the upper limit of 700J is too high. Accident data analysis shows that the pelvis is the body part injured by the bonnet leading edge of the utility vehicle. So the impact force should be mainly considered for the evaluation of the bonnet leading edge performance. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Bonnet (car) KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Dummies KW - Energy KW - Energy KW - Evaluation (assessment) KW - Evaluation and assessment KW - Four wheel drive KW - Four wheel drive KW - Hip KW - Hip (human) KW - Hoods KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Pedestrian KW - Pedestrians KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710039 ER - TY - CONF AN - 00922413 AU - MORRIS, A AU - Barnes, J AU - Fildes, B AU - National Highway Safety Advisory Committee TI - THE EFFECTIVENESS OF AIRBAGS IN AUSTRALIA AS DETERMINED BY IN-DEPTH CRASH INJURY RESEARCH PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - This study presents some results from a case-control study of crashed vehicles equipped with Australian airbag technology (Supplementary Restraint Systems). Vehicles were inspected and occupants interviewed according to the National Accident Sampling System (NASS). Data were available for 383 belted drivers involved in frontal crashes including 253 drivers in airbag-equipped vehicles and 130 drivers in non-airbag vehicles. The analysis revealed reductions in the numbers of injuries to the head, face, chest and neck in the airbag-equipped vehicles although the numbers of upper extremity injuries increased. At higher injury severities (AIS2+), reductions were also observed in injuries to the head, face, neck and chest. Further analysis using Harm as an outcome measure found that the mean Harm per driver (in terms of $AUD) were 60% greater in the non-airbag vehicles compared with the airbag-equipped vehicles. Thus airbags in Australia would appear to offer a significant saving in terms of costs to society. In general, the main conclusion from the study was that the results offer a strong indication that the Australian Design Rule (ADR) 69 requirement has been successful at addressing some of the outstanding issues that remain for injury prevention for drivers involved in frontal impacts. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Australia KW - Australia KW - Benefit cost analysis KW - Cervical vertebrae KW - Conference KW - Conferences KW - Cost benefit analysis KW - Crash severity KW - Crashes KW - Frontal crashes KW - Head KW - Head KW - Head on collision KW - Injuries KW - Injury KW - Injury severity KW - Safety KW - Safety KW - Severity (accid, injury) KW - Thorax KW - Thorax KW - Vertebrae UR - https://trid.trb.org/view/710046 ER - TY - CONF AN - 00922417 AU - ROGERS, N M AU - Zellner, J W AU - National Highway Safety Advisory Committee TI - FACTORS AND STSTUS OF MOTORCYCLE AIRBAG FEASIBILITY RESEARCH PY - 2001 IS - DOT HS 809220 SP - 13 p. AB - A review, analysis and enumeration are presented of factors relevant to motorcycle airbag feasibility research. This includes: an update of the status of related research in the motorcycle airbag feasibility field; relevant experience and factors from the car airbag field; additional unique factors and considerations for motorcycles; and the potential need to address motorcyclist out-of-position riding; other sizes of riders; motorcycle seating layout variation; resistance to and consequences of unintended deployment on a motorcyclist; neck injury criteria and dummy neck biofideity; injury risk-benefit considerations; environmental exposure on motorcycles; and discussion of feasibility definition and factors. Also discussed are the use of component tests, sled tests, full scale impact tests and computer simulation as evaluation tools; and the relationship of such airbag factors to the existing International Standard ISO 13232, which currently primarily addresses test and analysis procedures for research evaluation of fixed devices fitted to motorcycles intended to protect the rider. An enumeration of related references and potentially related car standards are provided. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Conference KW - Conferences KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Injuries KW - Injury KW - Location KW - Location KW - Motorcycle KW - Motorcycles KW - Vertebrae UR - https://trid.trb.org/view/710050 ER - TY - CONF AN - 00922424 AU - RIDELLA, S AU - Nayef, A AU - Altamore, P F AU - National Highway Safety Advisory Committee TI - ROLLOVER: A METHODOLOGY FOR RESTRAINT SYSTEM DEVELOPMENT PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - Concern about crash conditions other than frontal and side crashes has accelerated restraint development with respect to rollover events. Previous analysis of rollover field data indicates the high probability of ejection and consequent serious injury or death to unbelted occupants. Partial ejection of belted occupants may also occur. Restraint development has focused on belt technologies and more recently, airbag systems as a method to reduce ejection and injury risk. Effective restraint development for these emerging technologies should consider a combined approach of field injury data analysis, computer simulation of rollover, corresponding validated test data and hardware development techniques. First, crash data was analyzed for identified rollover modes (crash sequences) and injured body regions. This helped to determine possible restraint interventions. Computer models using a combined finite element and multibody approach were created, representing the vehicle and occupant kinematics observed in the rollover modes that were tested. After validating the occupant kinematics, models of an inflatable curtain bag were placed in the baseline model to evaluate the benefits of such a restraint system to both belted and unbelted occupants. Based on these results, a methodology was developed that allowed the curtain hardware to be developed based on a simple linear impact test. The development parameters include the curtain chamber layout, pressure requirements, and anti-ejection capabilities of the restraint system. Results from all data analysis, modeling and tests are discussed in this paper. The overall approach has basis in biomechanical tolerance and defines the necessary requirements and subsequent restraint solutions for improved occupant protection in a contemporary crash issue. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Crashes KW - Ejection KW - Ejection KW - Finite element method KW - Finite element method KW - Injuries KW - Injury KW - Manual safety belts KW - Overturning KW - Overturning (veh) KW - Safety belt KW - Seat belts UR - https://trid.trb.org/view/710057 ER - TY - CONF AN - 00922507 AU - National Highway Safety Advisory Committee TI - STATUS REPORT BY THE FEDERAL REPUBLIC OF GERMANY PY - 2001 IS - DOT HS 809220 SP - 13 p. AB - The rise in vehicle traffic in Germany is described. Thirty-one percent of the distance covered by vehicles is on interstate roads. Proposed road improvement and measures to alleviate congestion are outlined. Traffic management systems are proposed to adjust vehicle speeds, control access and provide advance warning of construction sites. Other measures include the provision of 6700 km of cycle tracks since 1981, removal of level crossings, and building 42 urban by-passes in 1998. General highway safety work is also reported, including reducing the number of traffic signs. Road tunnel construction, safety and lighting concerns are discussed. Vehicle engineering regulation, specification changes and international harmonisation of vehicle approval agreements are outlined. These include reductions in exhaust emissions, including carbon dioxide. Accident research, passive vehicle safety, active vehicle safety, environment protection, and the emergency services are discussed. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident prevention KW - Bikeways KW - Conference KW - Conferences KW - Construction KW - Construction KW - Cycle track KW - Emergencies KW - Emergency KW - Emission KW - Environment KW - Environment KW - Germany KW - Germany KW - Highway design KW - Highway design KW - Pollutants KW - Prevention KW - Safety KW - Safety KW - Standardization KW - Standardization KW - Tunnel KW - Tunnels KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710139 ER - TY - CONF AN - 00922400 AU - NEILSON, I D AU - National Highway Safety Advisory Committee TI - PEDESTRIAN AND CYCLIST PROTECTION ON ROAD VEHICLES WITH HIGH OR FLAT FRONTS PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - Many pedestrians and cyclists are killed and injured worldwide by being struck by the fronts of large vehicles. The EU countries are preparing to introduce car fronts which offer protection to pedestrians struck by them. Protection for pedestrians struck by vehicles larger than cars as well as by cars is needed worldwide but particularly in less developed countries. This paper suggests how such protection can be introduced into the design of all vehicles larger than cars, and discusses the design problems to be solved and the way in which the existing test procedures might be used. Air bags might be used as an alternative to provide frontal protection, either wholly or just locally where flexible cushioning cannot readily be fitted. Another alternative is the provision of an electronic warning system to enable the vehicle to be braked in time to avoid, or reduce, the severity of impacts into vulnerable road users. The pros and cons of the various safety measures are discussed. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Crash severity KW - Cyclist KW - Cyclists KW - Design KW - Design (overall design) KW - Driver assistance system KW - Driver support systems KW - Front KW - Front KW - Injuries KW - Injury KW - Injury severity KW - Motor vehicle navigational aids KW - Pedestrian KW - Pedestrians KW - Safety KW - Safety KW - Severity (accid, injury) KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710034 ER - TY - CONF AN - 00922403 AU - MARK, S AU - National Highway Safety Advisory Committee TI - PEDESTRIAN SAFETY UPPER LEGFORM BUMPER IMPACT SIMULATION PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - There is increasing concern with the growing number of pedestrians struck by motor vehicles. Honda is actively researching systems to reduce the level of injuries sustained during these collisions. This paper addresses vehicles with bumpers at a pedestrian's thigh height, such as vans and sport utility vehicles. The goal of this research was to predict upper legform forces due to bumper impacts and analyze bumper system concepts for minimizing these forces. This research was performed through MADYMO simulations of an upper legform impacting a vehicle's bumper system. These simulations facilitated detailed evaluation of this complex impact event and rapid analysis of designs prior to the construction of prototype components. Initial activity examined a traditional bumper system for which test data was available. This provided a baseline simulation for correlation of the computer model. Performance of various pedestrian friendly concepts was examined until a design that met the performance targets was achieved. This design utilizes a deformable steel member attached to the main bumper beam. This deformable steel member absorbs the impact energy, thereby reducing the peak forces on the upper legform. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Absorption KW - Absorption KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Beam KW - Beams KW - Bumper KW - Bumpers KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Delivery vehicle KW - Delivery vehicles KW - Design KW - Design (overall design) KW - Dummies KW - Energy KW - Energy KW - Four wheel drive KW - Four wheel drive KW - Injuries KW - Injury KW - Injury severity KW - Leg KW - Leg (human) KW - Pedestrian KW - Pedestrians KW - Prototype KW - Prototypes KW - Safety KW - Safety KW - Severity (accid, injury) KW - Simulation KW - Simulation KW - Steel KW - Steel KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710037 ER - TY - CONF AN - 00922418 AU - ELIAS, J C AU - SULLIVAN, L K AU - MCCRAY, L B AU - National Highway Safety Advisory Committee TI - LARGE SCHOOL BUS SAFETY RESTRAINT EVALUATION PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - This paper describes ongoing research conducted by the National Highway Traffic Safety Administration (NHTSA) to evaluate the potential of safety restraints on large school buses. School bus transportation is one of the safest forms of transportation in the United States. Large school buses provide protection because of their visibility, size, and weight, as compared to other types of motor vehicles. Additionally, they are required to meet minimum Federal motor vehicle safety standards (FMVSS) mandating compartmentalized seating, emergency exits, roof crush and fuel system integrity, and minimum bus body joint strength. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Bus KW - Buses KW - Conference KW - Conferences KW - Evaluation (assessment) KW - Evaluation and assessment KW - Safety KW - Safety KW - School KW - Schools KW - United States KW - Usa UR - https://trid.trb.org/view/710051 ER - TY - CONF AN - 00922419 AU - Yang, Jinglin AU - MELLANDER, H AU - LOVSUND, P AU - Haland, Y AU - SVANBERG, H AU - National Highway Safety Advisory Committee TI - A METHODOLOGY USING A COMBINED INJURY CRITERIA INDEX TO STUDY THE PERFORMANCE OF VARIOUS DRIVER RESTRAINT SYSTEM CONFIGURATIONS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The objective of this study was to evaluate the performance of various configurations of a driver restraint system by using a combined injury criteria index and making the restraint system adaptive to different frontal crash conditions, such as severity of the crash, belt use, sitting position, pre-impact braking and size of the driver. For this purpose, a mathematical model of a driver restraint system was developed. The study was divided into three steps: (1) A FE-model of the driver airbag was developed by using MADYMO 3D program; (2) The model was validated by comparing the simulations to crash tests; and (3) Effects of design changes in an adaptive restraint system on injury parameters were investigated in simulations of frontal car impacts. It was found that the performance of the restraint system was most influenced by the size of the ventilation hole and the capacity of the gas generator. The best performance of an airbag for an unbelted 50th and 95th dummy can be achieved by choosing a relatively large vent hole diameter in combination with a high mass flow at impact speeds of 48 km/h or higher. For a 5th dummy, a lower level of gas generator was preferable at 25 km/h while a higher performance of the gas generator was desirable at 48 km/h. These effects interfered with the effects of other variables such as the seat belt system including a pretensioner, load limiter. A complete restraint system has to be tuned together to achieve the maximum safety performance. It is preferable, in terms of injury parameters, to absorb the kinetic energy of the belted dummy with the maximum allowable motion. This can be achieved with a lower force level in the load limiter. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Crash severity KW - Driver KW - Drivers KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Manual safety belts KW - Safety belt KW - Seat belts KW - Severity (accid, injury) KW - Simulation KW - Simulation KW - Test method KW - Test procedures UR - https://trid.trb.org/view/710052 ER - TY - CONF AN - 00922502 AU - SEYER, K AU - National Highway Safety Advisory Committee TI - GOVERNMENT STATUS REPORT - AUSTRALIA PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - Recent increases in Australian road fatalities are attributed to male drivers. The female and pedestrian fatality rates had decreased compared with previous years. The National Road Safety Strategy is described and a target of reducing the fatality rate by 40% by 2010 is stated. Measures to achieve this include safer highway design and treatment of black spots, improved vehicle occupant protection, technology to reduce human error, and improved road user behaviour. International harmonised research activities, intelligent transport systems, vehicle safety regulations, and future plans are outlined. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident black spot KW - Accident prevention KW - Accident rate KW - Australia KW - Australia KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Crash rates KW - Driver KW - Drivers KW - Error KW - Errors KW - Fatalities KW - Fatality KW - High risk locations KW - Highway design KW - Highway design KW - Human beings KW - Legislation KW - Legislation KW - Man KW - Prevention KW - Safety KW - Safety KW - Standardization KW - Standardization KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710134 ER - TY - CONF AN - 00922505 AU - National Highway Safety Advisory Committee TI - EEVC STATUS REPORT PY - 2001 IS - DOT HS 809220 SP - 3 p. AB - This European Enhanced Vehicle-safety Committee report describes vehicle safety progress in biomechanics, side impacts, lorry under-run, crash compatibility, advanced offset frontal protection, pedestrian protection, child safety, and IHRA (International Harmonised Research Activities)/international co-operation. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident prevention KW - Child KW - Children KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Impact test (veh) KW - Impact tests KW - International KW - International KW - Lorry KW - Pedestrian KW - Pedestrians KW - Prevention KW - Safety KW - Safety KW - Standardization KW - Standardization KW - Trucks KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710137 ER - TY - CONF AN - 00922389 AU - LEVICK, N R AU - Donnelly, B R AU - BLATT, A AU - Gillespie, G AU - SCHULTZE, M AU - National Highway Safety Advisory Committee TI - AMBULANCE CRASHWORTHINESS AND OCCUPANT DYNAMICS IN VEHICLE-TO-VEHICLE CRASH TESTS: PRELIMINARY REPORT PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - There are no dynamic safety testing standards specifically for ambulance vehicles in the USA. These vehicles have also been identified to have high crash injury and fatality rates per mile, with a majority of the fatalities involving either an intersection or a frontal crash. This study is an interim report on work in progress which demonstrates occupant safety and crashworthiness of ambulance vehicles in vehicle to vehicle intersection type crash tests. The ambulance vehicles were configured with instrumented ATDs to represent 95th percentile male, 5th percentile female and 3 year child occupants. A 'real world' configuration of these ATDs and some medical equipment was established for a frontal and side impact crash test. The findings demonstrated life threatening safety hazards for all occupants. Also measured crash pulses for both the vehicle and the interior components were obtained. The urgent need for improvements to ambulance crash safety standards and designs are discussed. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Emergency vehicle KW - Emergency vehicles KW - Fatalities KW - Fatality KW - Improvement KW - Improvements KW - Injuries KW - Injury KW - Safety KW - Safety KW - United States KW - Usa UR - https://trid.trb.org/view/710023 ER - TY - CONF AN - 00922396 AU - Fredriksson, R AU - Haland, Y AU - Yang, Jinglin AU - National Highway Safety Advisory Committee TI - EVALUATION OF A NEW PEDESTRIAN HEAD INJURY PROTECTION SYSTEM WITH A SENSOR IN THE BUMPER AND LIFTING OF THE BONNET'S REAR PART PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - Pedestrians are a high-risk group in vehicle impacts, especially in urban areas. In Europe pedestrians account for around 20% of all traffic fatalities. In the rest of the world this frequency varies from 14% in the USA up to 47% in Thailand. The majority of pedestrian fatalities are due to head impacts. Today's cars are very densely packed under the bonnet. Certain stiff parts, such as the spring tower and the top of the engine, are very close to the bonnet. There is often not enough space for bonnet deformation by an impacting head. The consequence is often a severe or fatal head injury. Therefore, a protection system has been developed to decrease the severity of head-to-bonnet impacts. The system is activated at the impact by a sensor located in the bumper, at speeds above 20 km/h. The sensor is able to discriminate objects with a different geometry (another car versus a leg), as well as with a different stiffness (a pole versus a leg). Two actuators lift the rear part of the bonnet approximately 100 mm. The actuators were tuned to have lifted the bonnet at 60-70 milliseconds after the leg-to-bumper impact, but before the head impact. The actuators/lifting elements were also tuned to stay up during the upper torso impact, but still be energy-absorbing to keep the head loading down if the head impact is on top of the lifting elements. The system has been tested by a headform impacting the bonnet at various locations and speeds up to 50 km/h, as well as with a complete car front on a sled impacting a pedestrian dummy. The dummy tests were performed to check the timing of the system, but also to check that the lifting elements were strong enough to keep the bonnet in a lifted position during the upper torso impact until the head impacted the bonnet. The kinematics of the pedestrian dummy was compared to that of a validated pedestrian mathematical model. In headform tests in 40 km/h the system decreased the HIC values to acceptable levels (<1000) in all test points for the lifting bonnet, including the headform contact locations above where the bonnet was lifted. In the 50 km/h headform test above the bonnet's stiffest point, a large reduction of the HIC value was achieved. It was reduced over 90% to a value of 1213, with the active bonnet system compared to the standard bonnet. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Anthropometric dummy KW - Anthropometry KW - Bonnet (car) KW - Bumper KW - Bumpers KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Head KW - Head KW - Hoods KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Pedestrian KW - Pedestrians KW - Prevention KW - Safety KW - Sensor KW - Sensors UR - https://trid.trb.org/view/710030 ER - TY - CONF AN - 00922408 AU - SUMMERS, L AU - HOLLOWELL, W T AU - PRASAD, A AU - National Highway Safety Advisory Committee TI - ANALYSIS OF OCCUPANT PROTECTION PROVIDED TO 50TH PERCENTILE MALE DUMMIES SITTING MID-TRACK AND 5TH PERCENTILE FEMALE DUMNMIES SITTING FULL-FORWARD IN CRASH TESTS OF PAIRED VEHICLES WITH REDESIGNED AIR BAG SYSTEMS PY - 2001 IS - DOT HS 809220 SP - 16 p. AB - Historically, the United States Federal Motor Vehicle Safety Standard No. 208 (FMVSS No. 208) has used 50th percentile male dummies seated in the mid-track position to evaluate occupant protection in frontal crashes. As a result of field investigations of air bag-related fatalities and serious injuries involving short-stature female drivers, more recent research has focused on improving crash protection using the 5th percentile female dummy in a full-forward seat position. A series of 48 kmph (30 mph) full frontal rigid barrier crash tests were conducted with belted and unbelted 5th percentile female dummies in the full-forward seat position of Model Year (MY) 1999 vehicles with redesigned air bags (certified to the FMVSS No. 208 sled test). Tests were also conducted using identical vehicles with the 50th percentile male dummies seated mid-track. In the belted test series, the 5th percentile female dummy had higher chest acceleration and neck injury values (Nij) when compared to the 50th percentile male dummy. Chest accelerations were increased approximately 23 percent and Nij values were also 2-3 times higher for the 5th percentile female dummy. Lower steering wheel rim contact, shallow chest-to-steering wheel distances, and high torso belt tension were noted in cases of high chest acceleration and Nij. In the unbelted test series, the 5th percentile female Nij values were either 2-5 times higher, or approximately equivalent to the 50th percentile male dummy. One Nij test failure was repeated with the 5th percentile female seated 76 mm (3 in.) back from full-forward and consequently the driver Nij value was reduced from 1.29 to 0.74. Two vehicles also resulted in large hyperextensions of the 5th percentile female passenger dummy's neck from a combination of disproportionate air bag loadings to the head/chest region, instrument panel contacts through the air bag, and submarining. Chest accelerations for the unbelted 5th percentile female test series were typically lower or approximately equivalent to the 50th percentile male in the driver position and were typically higher or approximately equivalent to the 50th percentile male in the passenger position. Passenger chest-to-instrument panel contacts were noted in some cases. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Dummies KW - Fatalities KW - Fatality KW - Females KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Males KW - Man KW - Manual safety belts KW - Neck KW - Passengers KW - Safety belt KW - Seat belts KW - Steering wheel KW - Steering wheels KW - Thorax KW - Thorax KW - Vehicle occupant KW - Vertebrae KW - Woman UR - https://trid.trb.org/view/710041 ER - TY - CONF AN - 00922415 AU - RUDD, R W AU - Crandall, J R AU - HJERPE, E AU - Haland, Y AU - National Highway Safety Advisory Committee TI - EVALUATION OF LOWER LIMB INJURY MITIGATION FROM INFLATABLE CARPET IN SLED TESTS WITH INTRUSION USING THE THOR LX PY - 2001 IS - DOT HS 809220 SP - 16 p. AB - Real world crash investigations have suggested that lower limb injury risk is increased with the occurrence of toepan intrusion in a frontal collision. In order to more closely evaluate the effects of different modes of toepan intrusion, a rotational and translational intrusion device was built for the test sled at the University of Virginia. Sled tests were performed at a velocity of 56 km/h with a belted Hybrid III occupant and a simulated knee bolster and steering wheel air bag. Lower limb injury risk measures were obtained with Hybrid III and Thor Lx dummy lower extremities. Dummy response variables of interest included tibia axial and shear loads, tibia bending moments, ankle rotations and foot and tibia accelerations. The tests were conducted with no intrusion and with a translational intrusion with a peak deceleration of approximately 175 g's with 14 cm of translation. A lower limb injury mitigation device, the Inflatable Carpet (InCa), was used in comparison tests to evaluate its efficacy in reducing loads imparted to the lower limb for varying initial foot positions. Results from the tests indicate that intrusion causes an increase in tibia axial load mainly due to acceleration, and ankle dorsiflexion mainly due to translation, both potentially increasing injury risk. The InCa resulted in large load reductions in the clearance position, and also reduced dorsiflexion angles. The design of the air bag used in this study was optimized for use in settings with toepan rotation in addition to translation. Occupant response was sensitive to a number of factors, such as knee bolster design and Inflatable Carpet geometry, which have to be taken into account in the tuning of the InCa design. Additional tests were conducted in a static setting, with various out-of-position lower limb configurations. These tests did not identify any potential harmful effects of accidental InCa deployment. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Acceleration KW - Acceleration (Mechanics) KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Dummies KW - Foot KW - Foot (not a measure) KW - Front KW - Front KW - Frontal crashes KW - Hazards KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Location KW - Location KW - Risk KW - Risk assessment UR - https://trid.trb.org/view/710048 ER - TY - CONF AN - 00922422 AU - MORRIS, A AU - Barnes, J AU - Fildes, B AU - National Highway Safety Advisory Committee TI - A PRELIMINARY EVALUATION OF PASSENGER AIRBAG EFFECTIVENESS IN AUSTRALIA PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - A preliminary case-control study of passenger airbag deployments in frontal crashes (in which a passenger was present) was undertaken. The study was conducted as part of an on-going study of vehicle crash performance and occupant injury at Monash University Accident Research Centre (MUARC). The results of this preliminary study suggest that the US experience of fatalities caused by interaction of the passenger with the deploying airbag is not shared in Australia. This is probably because the seat-belt use in this study was 100%. These preliminary results reinforce the view that such airbags should be used as supplementary restraint systems. Further studies are planned to monitor the performance of passenger-airbags and to provide more in-depth analyses when more data become available. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Australia KW - Australia KW - Conference KW - Conferences KW - Fatalities KW - Fatality KW - Frontal crashes KW - Head on collision KW - Manual safety belts KW - Passengers KW - Safety belt KW - Seat belts KW - Vehicle occupant UR - https://trid.trb.org/view/710055 ER - TY - CONF AN - 00922509 AU - Miyazaki, T AU - National Highway Safety Advisory Committee TI - JAPAN GOVERNMENT STATUS REPORT PY - 2001 IS - DOT HS 809220 SP - 4 p. AB - A total of 9,066 fatalities (24-hour basis) occurred in road traffic accidents in Japan in 2000, the first increase recorded in five years, and action to reduce this total is described, including a target for a reduction of 1500 fatalities (30-day basis) per year. Plans include analysis of causes of accidents, improved vehicle safety regulations, introduction of advanced safety vehicle (ASV) and other intelligent transport systems, NCAP vehicle impact testing, and international harmonisation of vehicle regulations. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident prevention KW - Accident rate KW - Conference KW - Conferences KW - Crash rates KW - Fatalities KW - Fatality KW - Impact test (veh) KW - Impact tests KW - Intelligent transport system KW - Intelligent transportation systems KW - Japan KW - Japan KW - Prevention KW - Safety KW - Safety KW - Standardization KW - Standardization UR - https://trid.trb.org/view/710141 ER - TY - CONF AN - 00922392 AU - BERGKVIST, P AU - National Highway Safety Advisory Committee TI - DAYTIME RUNNING LIGHTS (DRLS) - A NORTH AMERICAN SUCCESS STORY PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - Many traffic collisions are the result of the driver's failure to notice the other vehicle. It is often cited in police reports that the driver "looked but did not see". The purpose of Daytime Running Lights (DRLs) is to increase the visual contrast of DRL-equipped vehicles. Visual contrast, which is the difference in brightness between two areas, is an important characteristic enabling a driver to detect objects. This paper begins with a brief regulatory history of DRLs in the U.S. and how General Motors Corporation (GM) introduced DRL-equipped vehicles. It also describes a DRL effectiveness study conducted by Exponent Failure Analysis Associates of San Francisco for GM. The study compared the collision rates of specific GM, Saab, Volvo and Volkswagen vehicles before and immediately after the introduction of DRLs. Since DRLs are not visible from behind a vehicle, rear-end collisions were not included in the study. Information from police accident reports and registration data shows that GM customers have avoided more than 25,000 vehicle collisions since GM began equipping vehicles with DRLs in 1995. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Conference KW - Conferences KW - Daylight KW - Daylight KW - Headlamp KW - Headlamps KW - Prevention KW - Safety KW - United States KW - Usa KW - Visibility KW - Visibility UR - https://trid.trb.org/view/710026 ER - TY - CONF AN - 00922394 AU - OSENDORFER, H AU - Rauscher, S AU - National Highway Safety Advisory Committee TI - THE DEVELOPMENT OF A NEW CLASS OF TWO-WHEELER VEHICLES PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - With the C1, BMW launched a new class of two-wheeler vehicle. Focusing particularly on comfortable, safe local travelling even in heavy traffic, the main target in developing this vehicle was an exceptionally high level of safety performance. The C1 is the first two-wheeler on the roads to be equipped with an aluminium space frame protecting the rider in accidents. Specially developed load-limiting safety belts and energy absorption elements mounted to the space frame protect customers particularly well. As a result, several countries have approved the C1 for use without a crash helmet. The ISO 13232 motorcycle crash test procedure was used during the development of the C1 with additional sled and component tests being conducted to fully evaluate the safety concept. A new class of vehicle was thus created with unparalleled levels of rider protection. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Crash helmet KW - Design KW - Design (overall design) KW - Helmets KW - Impact test (veh) KW - Impact tests KW - Legislation KW - Legislation KW - Manual safety belts KW - Motorcycle KW - Motorcycles KW - Protective clothing KW - Safety KW - Safety KW - Safety belt KW - Seat belts KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/710028 ER - TY - CONF AN - 00922410 AU - Sano, K AU - DOKKO, Y AU - NEGISHI, H AU - Goto, T AU - ONO, K AU - WARREN, J AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF A WHIPLASH INJURY REDUCING SEAT SYSTEM USING BIORID II DUMMY PY - 2001 IS - DOT HS 809220 SP - 13 p. AB - In recent years, several kinds of seat systems that aim to reduce cervical spinal injuries in rear impacts, so called 'whiplash injuries', have been released by some car manufacturers and seat suppliers in the world. Meanwhile, several kinds of dummies have been developed to be representatives of occupants under such conditions. One of these is the BioRID II equipped with a realistic spine constructed of multiple vertebrae similar to that of a human. It is regarded as the most biofidelic dummy for low speed rear impact. Using this dummy, some typical 'whiplash protective' seat systems currently available were dynamically tested to see their performance on injury reduction. From the results of these tests, the design direction to lessen the injury level more efficiently was determined. According to this direction, such parameters as the position of the head restraint and the force-deflection characteristic of the seat back were optimized by means of computer simulation with an in-house developed dummy model. These optimizations made on the existing seat system resulted in lower injury levels in the dynamic tests. In this study, injury levels were estimated mainly by means of Neck Injury Criterion (NIC) currently proposed as the only quantitative criterion based on the hypothesis of spinal ganglion injury. In addition, the upward acceleration at the top of the thoracic spine (T1) that might be one index for injury that was based on the hypothesis of 'synovial fold impingement' caused by the upward motion of the torso was taken into account. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Seat (veh) KW - Seats KW - Spinal column KW - Spinal column KW - Vertebrae UR - https://trid.trb.org/view/710043 ER - TY - CONF AN - 00922412 AU - ANDREWS, S B AU - ROBERTS, H A AU - PARTAIN, J F AU - RENFROE, D A AU - National Highway Safety Advisory Committee TI - DYNAMIC CHARACTERISTICS OF END RELEASE SEAT BELT BUCKLES PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - Can a buckle designed with a lock for the latch when struck on the face, back, or side, also have this same feature when accelerated along the longitudinal axis? Six seatbelt buckles from various manufacturers were tested to determine their dynamic characteristics in the longitudinal direction along the mounting stalk. Patented designs of the buckles were intended to prevent inertial unlatching of the buckle. Although they may perform well in lateral and vertical directions, when force is applied along the direction parallel to the mounting stalk the buckles could be made to release. If the buckle is mounted in the vehicle with a rigid stalk, could impact pulses be transmitted to the buckle to cause release? A test apparatus was constructed where the buckle could be mounted with the stalk and webbing. The webbing could be preloaded and the buckle was accelerated by impacting the mounting point at the base of the stalk. This acceleration pulse was studied for the effect of the preload on the webbing and to determine the minimum pulse required to release the buckle. This study documented the acceleration required to cause a buckle and latch plate to inertially release. The acceleration required causing the unlatching of the buckle increased as the preload of the webbing increased up to 100 pounds. Any preload in excess of 100 pounds prevented inertial unlatching. It was also found that the threshold of inertial unlatching is not so much a function of the maximum acceleration, as it is the area under the acceleration curve which is the change in velocity. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Acceleration KW - Acceleration (Mechanics) KW - Buckle (safety belt) KW - Buckles (Fasteners) KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Manual safety belts KW - Safety belt KW - Seat belts KW - Speed KW - Speed KW - Test method KW - Test procedures UR - https://trid.trb.org/view/710045 ER - TY - CONF AN - 00922511 AU - LIE, A AU - Tingvall, C AU - National Highway Safety Advisory Committee TI - GOVERNMENT STATUS REPORT, SWEDEN PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - The safety situation in Sweden has improved the last decade but the positive trend has levelled out the last few years. The parliament has taken interest in the problem and has formulated the "Vision Zero" as a new strategy. The Vision Zero claims that it is not acceptable to have fatalities and injuries leading to long-term problem in the road transport system. The government has further focussed the work by a special 11-point program for traffic safety and an investigation how to establish legislation giving all system designers larger responsiblity for the safety level in the road transport system. New better knowledge is needed to support the new strategy. Changing the focus from accidents to preventing severe injuries will help to solve the problem. More co-operations between the various traffic safety disciplines are urged for in the design of a crashworthy road transport system, where vehicles, infrastructure, speed and human failure are handled simultaneously. (A) For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident prevention KW - Accident rate KW - Conference KW - Conferences KW - Crash rates KW - Design KW - Design (overall design) KW - Highway design KW - Highway design KW - Injuries KW - Injury KW - Legislation KW - Legislation KW - Prevention KW - Safety KW - Safety KW - Sweden KW - Sweden KW - Traffic KW - Traffic KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710143 ER - TY - CONF AN - 00922513 AU - O'REILLY, P AU - National Highway Safety Advisory Committee TI - UNITED KINGDOM - STATUS REPORT PY - 2001 IS - DOT HS 809220 SP - 4 p. AB - New targets for road casualty reductions in the UK were set in 2000. These include a 40% reduction in deaths and serious injuries, and a 50% reduction for child road deaths and serious injuries. Research, accident data collection, Euro NCAP/Primary NCAP crashworthiness testing, public awareness, lorry/coach safety, and car secondary safety (including vehicle compatibility, frontal and side impact protection, child restraints, pedestrian protection, motorcycle helmets, and intelligent speed adaptation) are discussed. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM, THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident prevention KW - Buses KW - Coach KW - Conference KW - Conferences KW - Data acquisition KW - Data collection KW - Impact test (veh) KW - Impact tests KW - Intelligent transport system KW - Intelligent transportation systems KW - Lorry KW - Prevention KW - Safety KW - Safety KW - Speed control KW - Speed limiter KW - Speed limits KW - Trucks KW - United kingdom KW - United Kingdom KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/710145 ER - TY - CONF AN - 00922390 AU - KRESS, T A AU - PORTA, D J AU - National Highway Safety Advisory Committee TI - CHARACTERIZATION OF LEG INJURIES FROM MOTOR VEHICLE IMPACTS PY - 2001 IS - DOT HS 809220 SP - 14 p. AB - The objective of this investigation was to understand relationships among loading characteristics as they affect the kinematics and injury of a pedestrian's lower extremity. Real-life pedestrian and motor vehicle collision scenarios were modeled by impacting 604 human cadaver intact legs and long bones with a cart/guide rail impacting system designed to simulate the front end of an automobile. A parametric study was conducted that varied the boundary conditions on the foot as well as test parameters such as loading direction, impact velocity, and impactor geometry. The series of tests can be categorized as follows: (1) Fracture Characterization, (2) Threshold Velocity, (3) Friction versus Inertial Constraint, (4) Anterior and Lateral Thigh Impacts, and (5) Embalmed vs. Unembalmed. Documented data for various specimens include, but are not limited to, specimen anthropometrics, fracture patterns, failure force levels, and calculated bending moments. Representative values include averages as follows: Failure forces for the tibia ranged from 1.19 to 7.07 kN. Failure forces for the femur ranged from 1.31 to 8.37 kN. Bending moments averaged from approximately 100 to 500 Nm. These values varied depending on the speed of impact, impactor geometry, direction of impact, gender of specimen, etc. The results and observations may be helpful as an aid for evaluating the effectiveness of any protective or mitigative devices or strategies. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Body (Human) KW - Conference KW - Conferences KW - Crashes KW - Fracture (bone) KW - Fractures (Anatomy) KW - Human body KW - Impact studies KW - Impact study KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Load KW - Loads KW - Pedestrian KW - Pedestrians UR - https://trid.trb.org/view/710024 ER - TY - CONF AN - 00922414 AU - Zellmer, H AU - STAMM, M AU - SEIDENSCHWANG, A AU - BRUNNER, A AU - National Highway Safety Advisory Committee TI - ENHANCEMENT OF SEAT PERFORMANCE IN LOW-SPEED REAR IMPACT PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Benchmark testing of existing seat designs reveals poor performance in low-speed rear impacts. In tests according to the test procedure proposed by GdV, ETH and Autoliv, the neck injury criterion NIC exceeds the limiting value of 15 for almost all seats without a CSD protection system. As only few new car models offer this, a system was developed and tested for aftermarket fitting. The Aftermarket Anti Whiplash System, AWS, consists of a yielding device which is fitted to the seat rails and allows the whole seat to rotate and move backwards. This reduces thorax acceleration and thus the NIC value. As the force required to actuate the device depends on the position of the seat, the system offers optimum protection for large and small occupants. Tests with rear impact dummies (BioRID and HIII(TRID)) show a noticeable reduction in NIC and head rebound speed compared to the standard seat. Loadings to the neck at delta v 15 km/h with AWS are in the same magnitude as at 9 km/h without AWS. MADYMO simulations with real crash pulses have been performed, and the potential benefit of AWS is estimated on the basis of those results. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Rear end collision KW - Rear end crashes KW - Seat (veh) KW - Seats KW - Speed KW - Speed KW - Thorax KW - Thorax KW - Vertebrae UR - https://trid.trb.org/view/710047 ER - TY - CONF AN - 00922416 AU - Yamazaki, T AU - IIJIMA, S AU - Yamamoto, T AU - National Highway Safety Advisory Committee TI - EXPLORATORY STUDY OF AN AIRBAG CONCEPT FOR A LARGE TOURING MOTORCYCLE: FURTHER RESEARCH PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - Honda presented feasibility research on one concept of motorcycle mounted airbag at the 16th ESV conference in 1998. The results of nine impact test pairs showed reduced injuries in four cases, no changes in three, and increased injuries in two. In the tests, most of the changes in injury occurred at dummy/ground contact. A modified prototype airbag system was designed which mainly involved an enlarged airbag with a larger output inflator. This was tested in the latter two impact configurations to try to solve the injury increasing phenomena. The tests confirmed that the modified airbag system did not increase injuries. Important factors yet to be considered include various sizes and positions of rider, various opposing objects and vehicle types, reliability and environmental exposure of the airbag system on motorcycles, and other factors. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Motorcycle KW - Motorcycles KW - Prevention KW - Prevention KW - Prototype KW - Prototypes UR - https://trid.trb.org/view/710049 ER - TY - CONF AN - 00922423 AU - GEHRE, C AU - VETTER, D AU - Appel, H AU - National Highway Safety Advisory Committee TI - PROTECTION OF THE LOWER EXTREMITIES IN TWO AND THREE WHEELERS WITH SAFETY CELL PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - Drivers of motorbikes or scooters have previously been unable to take advantage of new features in passive safety. However, new motorbike and scooter designs with safety cells and restraint systems keep the driver inside the vehicle during an accident and afford protection from serious injuries. While head and upper body are well protected in this kind of vehicle, there is still the risk of injuries to the extremities. Specially designed knee-cushions keep the lower legs inside the safety compartment in a side impact or if the vehicle overturns, which improves the protection of the lower extremities, but the upright seating position still leads to high loads on the pelvis and femurs during a frontal impact. Using numerical and experimental simulations, this study shows that a knee airbag in combination with a knee-cushion clearly reduces the loads on the pelvis and femurs during a frontal impact situation. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Frontal crashes KW - Head on collision KW - Injuries KW - Injury KW - Knee KW - Knee (human) KW - Motorcycle KW - Motorcycles KW - Safety KW - Safety UR - https://trid.trb.org/view/710056 ER - TY - CONF AN - 00922425 AU - TYLKO, S AU - Dalmotas, D AU - National Highway Safety Advisory Committee TI - SIDE AIRBAGS: EVALUATING THE BENEFITS AND RISKS FOR RESTRAINED CHILDREN PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - Child dummies were seated in size appropriate child restraints and exposed to in-vehicle, static, side mounted airbag deployments as well as full scale side impact crash tests. The child seat sample included rear and forward facing child restraints and booster seats. Anthropomorphic test dummies (ATD) included an 18 month infant and fully instrumented Hybrid III 3 year old and Hybrid III 6 year old child dummies. Preliminary results suggest that properly restrained infants and children occupying age appropriate child seats may receive some protective benefits from side airbags provided the child seat and the child occupant are correctly positioned. For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Conference KW - Conferences KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment 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/710058 ER - TY - CONF AN - 00921638 AU - Ferlis, R A AU - University of Iowa, Iowa City TI - INFRASTRUCTURE SYSTEMS FOR INTERSECTION COLLISION AVOIDANCE PY - 2001 SP - p. 378-382 AB - This paper describes conceptual outlines of possible infrastructure intersection collision avoidance systems. The infrastructure concepts represent countermeasures for crossing path crashes at intersections. Crossing path crashes involve one vehicle cutting across the path of another, both initially traveling from either perpendicular or opposite directions, in such a way that they collide. Infrastructure-based intersection collision avoidance systems use roadside sensors, processors, and warning devices; roadside-vehicle communication devices; and traffic signals to provide driving assistance to motorists. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Communication devices KW - Countermeasures KW - Crash avoidance systems KW - Data processing equipment KW - Dedicated short range communications KW - Infrastructure KW - Intersections KW - Roadside KW - Sensors KW - Traffic signals KW - Warning devices UR - http://www.ite.org/technical/IntersectionSafety/Ferlis.pdf UR - https://trid.trb.org/view/709469 ER - TY - CONF AN - 00921640 AU - Suzuki, K AU - Uchida, K AU - HAGIWARA, T AU - Ohmi, T AU - TOKUNAGA, R A AU - Asano, M AU - University of Iowa, Iowa City TI - EFFECTS OF TRAFFIC CONTROL DEVICES AND ROAD SCENES ON A DRIVER'S JUDGMENT OF CURVE SHARPNESS PY - 2001 SP - p. 384-389 AB - The effects of traffic control devices and road scene on a driver's judgment of curve sharpness were investigated by field experiments on a 12-km section of rural highway running through a hilly area in Hokkaido. The configurations of traffic control devices at 36 curves were obtained from the road maintenance database. The favorability of the road scene was determined subjectively. Each of the 6 subjects drove a vehicle installed with instruments. The subject estimated the sharpness of the target curve before that curve and assessed the accuracy of that judgment subjectively after the target curve. Cluster analysis detected groupings of the 36 curves in terms of driver assessment of sharpness. The traffic control devices were verified as important cues in driver assessment of curve sharpness. In addition, the road scene had a positive effect in daytime on judgment of the target curve. However, there were some dangerous curves where the subjects underestimated the sharpness before entering the curve. Traffic control devices to provide accurate information on curve depth should be developed. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Cluster analysis KW - Curvature KW - Drivers KW - Field studies KW - Highway curves KW - Highway design KW - Hills KW - Hokkaido (Japan) KW - Judgment (Human characteristics) KW - Rural highways KW - Traffic control devices UR - http://drivingassessment.uiowa.edu/DA2001/80_Hagiwara_Toru2.pdf UR - https://trid.trb.org/view/709471 ER - TY - CONF AN - 00921639 AU - Inman, V AU - Nedzesky, A J AU - Shafer, T AU - University of Iowa, Iowa City TI - VEHICLE-INFRASTRUCTURE COOPERATIVE SYSTEMS FOR INTERSECTION COLLISION AVOIDANCE: DRIVER ASSESSMENT CHALLENGES (ABSTRACT ONLY) PY - 2001 SP - p. 383 AB - According to National Highway Traffic Safety Administration (NHTSA) data, there were 37,280 crashes that involved fatalities in 1997. Of these crashes, 8,571 were related to intersections. The fatal crashes at intersections were about evenly divided among noncontrolled intersections, signal controlled intersections, and stop sign controlled intersections. In addition to fatal crashes, almost 1 million injury crashes occur at intersections annually, and there are about 1.7 million police reported crashes at intersections each year. Various programs have proposed alternative countermeasures to reduce the number of crashes and fatalities at intersections. Conventional countermeasures such as protected left turn signals are effective and fairly well understood. However, these countermeasures alone will not eliminate intersection crashes because they do not address factors such as willful and unintentional red-light and stop sign violations, gap acceptance problems associated with older drivers, and sight distance problems at intersections that may not warrant traffic signals. The Federal Highway Administration (FHWA) is pursuing infrastructure based intelligent transportation systems (ITS) solutions to address crashes at intersections. Initially these solutions will not require changes to vehicles. It is anticipated that in the future, some of these solutions could be integrated into in-vehicle ITS to enable either in-vehicle warnings or automated crash avoidance systems. Four types of intersection-infrastructure systems are envisioned: (1) traffic signal violation warning, (2) stop sign violation warning, (3) traffic signal left turn assistances, and (4) stop sign movement assistance. Each of these systems is described briefly, and a preliminary list of the driver behavior issues associated with each is identified. The challenge for the design of these systems is similar to that for other areas of highway and vehicle design - how to assess driver performance and behavior with these systems before the systems are fielded. Various assessment techniques are discussed in association with the advantages and disadvantages of each. The FHWA human-centered research approach for intersection-infrastructure solutions is presented. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Behavior KW - Countermeasures KW - Crash avoidance systems KW - Drivers KW - Fatalities KW - Human factors KW - Infrastructure KW - Injuries KW - Intelligent transportation systems KW - Intersections KW - Left turns KW - Performance KW - Right of way (Traffic) KW - Signalized intersections KW - Stop sign controlled intersections KW - Traffic crashes KW - Traffic violations KW - Unsignalized intersections KW - Warning systems UR - http://www.worldcat.org/title/vehicle-infrastructure-cooperative-systems-for-intersection-collision-avoidance-driver-assessment-challenges/oclc/631882097 UR - https://trid.trb.org/view/709470 ER - TY - CONF AN - 00921641 AU - Young, R A AU - University of Iowa, Iowa City TI - ASSOCIATION BETWEEN EMBEDDED CELLULAR PHONE CALLS AND VEHICLE CRASHES INVOLVING AIRBAG DEPLOYMENT PY - 2001 SP - p. 390-400 AB - A study was done of a cellular telephone system embedded in a vehicle by the vehicle manufacturer. This study examined voice calls to a service advisor made with a single button press (an OnStar call). The OnStar system also automatically places a call to an advisor notifying of an airbag deployment (an airbag call). The main objective of this study was to determine the probability of an airbag-deployment crash, given that an OnStar call was in progress. The complete OnStar database from October 1996 to May 2001 was searched for all occurrences of OnStar calls associated with airbag calls. In the total population of about eight million OnStar calls, there were eight cases of an OnStar voice conversation being followed in less than 10 minutes by an airbag call. The advisor's written comments in these eight cases indicated there were even fewer cases, likely only two, in which the phone was actually in use at the time of the crash. The comments contained no specific indications that the OnStar calls contributed to causing the crashes, but did contain indications of other possible causes, such as a driver's self-report of drowsiness. The conclusions are: (1) An embedded cell phone call with an advisor followed by airbag-deployment crash within 10 minutes is rare, occurring at a frequency of one event per million calls during the five-year period of the study; (2) An embedded cell phone in use at the time of an airbag-deployment crash is even more rare, occurring at a frequency of one event per four million calls; (3) Embedded cell phone usage uniquely causing an airbag-deployment crash occurs even more rarely. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Air bags KW - Cellular telephones KW - OnStar (Motorist aid system) KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/DA2001/81_young-richard.pdf UR - https://trid.trb.org/view/709472 ER - TY - CONF AN - 00921630 AU - RAHIMI, M AU - Meshkati, N AU - University of Iowa, Iowa City TI - HUMAN FACTORS IN HIGHWAY-RAIL CROSSING ACCIDENTS: THE INFLUENCE OF DRIVER DECISION STYLE PY - 2001 SP - p. 332-337 AB - This paper explores the hypothesis that driver decision-making style influences highway-rail crossing accidents. To investigate this, the authors have designed an analysis of variance experiment with three independent variables: "driver decision style," "driver time pressure" and "intersection complexity." To simulate the driving conditions, the authors identified and videotaped a number of dangerous crossings in downtown Los Angeles. The tapes represented different environmental complexities and time pressures a driver experiences while crossing an intersection. The tapes were played back to the subject drivers. The subjects were classified according to their decision styles. Dependent measures were designed based on a driver's decision to cross the intersection. This paper presents the conceptual approach and the experimental design for this research. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Analysis of variance KW - Decision making KW - Drivers KW - Human factors in crashes KW - Railroad grade crossings KW - Videotapes UR - http://drivingassessment.uiowa.edu/DA2001/70_Rahimi_Mansour.pdf UR - https://trid.trb.org/view/709461 ER - TY - CONF AN - 00921632 AU - Brock, J F AU - Jacobs, C AU - Buchter, R AU - University of Iowa, Iowa City TI - DESIGN OF A GUIDEBOOK FOR THE ACQUISITION AND USE OF DRIVING SIMULATORS FOR TRAINING TRANSIT BUS OPERATORS PY - 2001 SP - p. 339-344 AB - The Transit Cooperative Research Program of the Transportation Research Board recently sponsored an 18-month research program to develop a set of guidelines that transit agency trainers and managers could use to determine if driving simulators could help meet training objectives and, if so, what kind of simulators to acquire. The end product of this research is a set of task-based criteria that lead to specific simulator characteristics. That is, one should purchase a training simulator based upon what tasks need to be trained. This paper reports on the limited available data on the effectiveness of driving simulators for training, the task clusters various technologies can train, and the decision aids developed for transit agencies that actually have applicability to any potential user of training simulation. The project included a literature review, visits to driving simulator users nationwide, a review of European simulator programs, and the collection of training data and accident data from both users and non-users of driving simulators. Instructors, students, course graduates, and managers were interviewed. The results of the research are presented and a simulator evaluation methodology is proposed. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Bus drivers KW - Driving simulators KW - Evaluation and assessment KW - Guidelines KW - Methodology KW - Training UR - http://www.driverinteractive.com/documents/DESIGNOFAGUIDEBOOKFORTHEACQUISITIONANDUSEOFDRIVINGSIMULATORSFORTRAININGTRANSITBUSOPERATORS.doc UR - https://trid.trb.org/view/709463 ER - TY - CONF AN - 00921634 AU - Pierowicz, J A AU - Robin, J AU - University of Iowa, Iowa City TI - RE-ASSESSMENT OF DRIVING SIMULATORS FOR THE TRAINING, TESTING AND LICENSING OF COMMERCIAL VEHICLE DRIVERS PY - 2001 SP - p. 351-356 AB - Simulators have been successfully employed within the military sector and commercial airline industry for over 30 years. Simulation technology may supplement the training, testing, and licensing of commercial motor vehicle drivers if its value can be sufficiently demonstrated. The Federal Motor Carrier Safety Administration (FMCSA) is planning to conduct a simulation validation ("Sim Val") study in fiscal year 2002 to do just that. In April 1996, FMCSA (while within the Federal Highway Administration) published a research report which discussed the availability and performance of truck driving simulators available at that time. The research indicated that the truck simulators were sufficiently mature to conduct a validation study. Thus the FMCSA developed and published Sim Val Research Design (May 1999). Given breakthroughs in technology in recent years and to gain a better understanding of the functionalities of the truck simulators currently available, FMCSA is conducting a truck simulator reassessment. To help accomplish this work, FMCSA engaged Veridian Engineering. This paper describes the interim results of the reassessment of truck simulators to ascertain their performance and functionalities in support of the FMCSA Sim Val Program. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Commercial drivers KW - Driver licensing KW - Driving simulators KW - Evaluation and assessment KW - Performance KW - Testing KW - Training KW - Truck drivers KW - U.S. Federal Motor Carrier Safety Administration KW - Validation KW - Veridian Engineering UR - http://drivingassessment.uiowa.edu/DA2001/74_Pierowicz_John.pdf UR - https://trid.trb.org/view/709465 ER - TY - CONF AN - 00921626 AU - Awad, W H AU - Al-kharabsheh, MRS AU - University of Iowa, Iowa City TI - INVESTIGATING DRIVERS' TRAFFIC KNOWLEDGE IN JORDAN PY - 2001 SP - p. 314-319 AB - Jordan's fatality rate per registered vehicle is approximately 7.5 times larger than that of the United States (157.2 per 100,000 in Jordan vs 21.0 per 100,000 in the U.S.). This project addresses the traffic safety problem in Jordan by evaluating driver's knowledge of existing traffic laws and regulations. An experiment was conducted in which 55 subjects with current driver's licenses were administered a test composed of 25 questions selected from actual Jordanian driver's license exams. Statistical analyses were then conducted on the results. It was found that a shocking 96.4% of the drivers in this study failed to pass the simulated written driver's license exam, with professional drivers scoring worse than non-professional drivers. Based on the findings, recommendations are made regarding Jordanian public policy governing driver's licensing, including more frequent retesting of drivers, a higher standard of knowledge for traffic rules, and a nationwide program to assess the relationship between driver knowledge, driver behavior, and crash and fatality rates. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Driver licensing KW - Drivers KW - Examinations KW - Fatalities KW - Jordan KW - Knowledge KW - Prevention KW - Recommendations KW - Statistical analysis KW - Traffic regulations KW - Traffic safety UR - http://drivingassessment.uiowa.edu/DA2001/66_awad_wael.pdf UR - https://trid.trb.org/view/709457 ER - TY - CONF AN - 00921628 AU - Kithil, P W AU - University of Iowa, Iowa City TI - DRIVER ALERTNESS DETECTION RESEARCH USING CAPACITIVE SENSOR ARRAY PY - 2001 SP - p. 325-329 AB - The research project compared and analyzed physiological and performance data for 13 subjects driving a vehicle simulator. Each subject drove the simulator for morning, afternoon, and late night sessions. These sessions were intended to represent alertness conditions during an "awake" baseline period and the secondary and primary circadian sleep cycle periods. The sessions were approximately one hour, two hours, and two or three hours in length, respectively. With one exception, the subjects had experienced normal sleep the night before the test. Five men and eight women participated, ranging in age from 25 to 59. Physiological data included: real-time PERCLOS (percentage of slow-eye closure over one minute) using an infrared-reflective camera; head position coordinates using an overhead capacitive sensor array; and video of the right front of the subject's face. Performance data included: vehicle speed, lane departures, lane deviation, and steering/turn signal data. The research manager maintained logs of unusual circumstances such as departing the roadway, falling asleep at the wheel, excessive speeding, etc. Head position data were analyzed and compared to the videos. A multi-element algorithm was developed which captured patterns of head motion found to be characteristic of drowsiness. The algorithm output was compared to roadway departures noted in the research manager's logs of unusual events. The comparison showed a capability of advance detection of about 87% of driver roadway departures with a false positive rate of about 15%. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Alertness KW - Algorithms KW - Detection and identification KW - Drivers KW - Driving simulators KW - Drowsiness KW - Head motion pattern KW - Head position KW - Infrared cameras KW - Performance KW - Physiological aspects KW - Ran off road crashes KW - Sensors KW - Video cameras UR - http://drivingassessment.uiowa.edu/DA2001/68_Kithil_Philip.pdf UR - https://trid.trb.org/view/709459 ER - TY - CONF AN - 00921622 AU - Mourant, R R AU - Schultheis, M T AU - University of Iowa, Iowa City TI - A HMD BASED VIRTUAL REALITY DRIVING SIMULATOR PY - 2001 SP - p. 300-304 AB - Recent advances in optics, helmet-mounted display (HMD) design, 3D graphics chips, and processes for personal computers have combined to make HMD based virtual reality driving simulators available at low cost. A HMD with a resolution of 1,024 by 768 with a field of view of 50 deg diagonally is now available for about $20,000. A graphics processor that can render large databases at fast frame rates costs only $400. Personal computers can now support multiple processors that run over 1 Gigahertz. The authors discuss visual concerns with a HMD, choosing a HMD for a driving simulator, HMDs compared with fixed displays, consequences of improved frame rates, autonomous vehicles, and the use of a HMD based driving simulator for studying drivers who have cognitive impairments. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Cognitive impairment KW - Computer graphics KW - Costs KW - Driving simulators KW - Graphics processors KW - Helmet mounted displays KW - Personal computers KW - Virtual reality UR - http://drivingassessment.uiowa.edu/DA2001/62_mourant_Ronald.pdf UR - https://trid.trb.org/view/709453 ER - TY - CONF AN - 00921633 AU - Grace, R AU - Suski, V AU - University of Iowa, Iowa City TI - IMPROVING SAFETY FOR DRIVERS AND FLEETS: HISTORICAL AND INNOVATIVE APPROACHES PY - 2001 SP - p. 345-350 AB - A two-day conference that addressed "Improving Safety for Drivers and Fleets" was held at Carnegie Mellon University and sponsored by the 21st Century Driver and Truck Alliance and the Federal Motor Carrier Safety Administration (FMCSA). The conference brought together stakeholders within the trucking industry and safety experts from other industries to explore approaches to improve driver and fleet safety. The goal of the conference was to facilitate discussions among industry stakeholders as a first step in identifying and implementing effective safety processes that may advance the FMCSA's ambitious goal of 50% reduction in truck-related fatalities by 2010. On Day One there were three sessions related to trucking and industrial safety. The first session offered two views of historical safety initiatives as a foundation for understanding current industry safety practices. The second session focused on current efforts by government, fleets and truck manufacturers. The third session provided an opportunity for presenters to describe successful safety programs not currently being widely applied to the trucking industry. On Day Two a morning-long panel discussion considered the approaches presented the previous day. A subsequent brainstorming session involving all attendees generated other independent or related approaches. The goals of the discussions on Day Two were 1) to identify practical safety steps that can be applied by fleets and drivers now and in the near future and 2) to identify potential partnerships for implementing and testing new safety initiatives. Ultimately, the panelists and participants developed 26 action items that will be ranked and used as a springboard for future truck safety efforts. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - 21st Century Driver and Truck Alliance KW - Conferences KW - Fatalities KW - Fleet safety KW - Partnerships KW - Prevention KW - Safety programs KW - Stakeholders KW - Truck drivers KW - Trucking safety KW - U.S. Federal Motor Carrier Safety Administration UR - http://drivingassessment.uiowa.edu/DA2001/73_Grace_Richard2.pdf UR - https://trid.trb.org/view/709464 ER - TY - CONF AN - 00921636 AU - Maguire, D J AU - University of Iowa, Iowa City TI - VALUE ASSESSMENT AND IMPLEMENTATION TRADEOFFS FOR PRODUCTION HEAVY TRUCK ACTIVE NOISE CONTROL PY - 2001 SP - p. 366-371 AB - Despite a long history, the implementation tradeoffs and value assessment criteria of active noise control (ANC) are not well established. With commercial heavy truck adaptive ANC controllers now available, there is a need for an understanding of the unique performance-to-cost ratio characteristics of these systems. Also, due to the specific spectral region that these systems are applicable to, studies of the physiological effects of broadband noise poorly represent the positive impact of ANC. This paper presents a collection of implementation tradeoff metrics unique to ANC systems. In addition, evaluation issues and research are identified that will help to validate ANC benefits that are accepted, but insufficiently supported. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Benefits KW - Commercial vehicles KW - Costs KW - Heavy duty trucks KW - Heavy vehicles KW - Implementation KW - Noise control KW - Performance KW - Validation UR - http://drivingassessment.uiowa.edu/DA2001/76_Maguire_Daniel.pdf UR - https://trid.trb.org/view/709467 ER - TY - CONF AN - 00921637 AU - Bishop, R AU - University of Iowa, Iowa City TI - DEVELOPMENTS IN COOPERATIVE INTELLIGENT VEHICLE-HIGHWAY SYSTEMS AND HUMAN FACTORS IMPLICATIONS PY - 2001 SP - p. 372-377 AB - Cooperative vehicle-highway systems offer the potential to enhance the effectiveness of active vehicle safety systems which have entered the marketplace for light vehicles and heavy commercial vehicles. Cooperative intelligent vehicle-highway systems (IVHS) offer an improved level of overall functionality. These systems are "cooperative" in that the vehicles can receive information from the roadway and respond appropriately, and vehicles can detect and report hazards to the roadway, for dissemination to other travelers. The systems are "intelligent" in that the ultimate response is determined by algorithms which weigh multiple parameters. This paper describes the results of a study to collect information on the various forms of cooperative IVHS worldwide, and assess research and development activities, deployment issues, standards development, and government policies. An extensive set of parameters which may pass between the vehicle and its external environment are listed. Potential human factors implications are identified, resulting from the emergence of these driver assistance systems into the marketplace. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Deployment KW - Development KW - Human factors KW - Intelligent transportation systems KW - Intelligent vehicles KW - Research KW - Standards KW - Transportation policy UR - http://drivingassessment.uiowa.edu/DA2001/77_Bishop_Richard.pdf UR - https://trid.trb.org/view/709468 ER - TY - CONF AN - 00921621 AU - WOOD, C AU - LEIVIAN, R AU - MASSEY, N AU - BIEKER, J AU - SUMMERS, J AU - University of Iowa, Iowa City TI - DRIVER ADVOCATE (TRADEMARK) TOOL PY - 2001 SP - p. 295-299 AB - Using scenario driven research, a Driver Advocate (trademark) (DA) system has been designed to advise the driver about potentially unsafe situations based on information from environmental sensors. DA is an intelligent dynamic system that monitors, senses, prioritizes, personalizes, and sends alerts to the driver appropriate to the moment. This has the potential to sharply decrease driver distraction and inattention. To support the realization of DA, a DA Tool (DAT) has been developed to coordinate with a KQ Corporation virtual driving simulator and allow the merging of the simulated driving performance, the environmental sensors, and the intelligent use of audio, visual, and tactile feedback to alert the driver to potential danger and unsafe driving behavior. DAT monitors the traffic, lane following, forward and side clearances, vehicle condition, cockpit distractions, Infotainment use, and the driver affective behavior. The DAT is designed to be highly configurable, flexible, and user friendly to facilitate creative freedom in designing usability and human factors experiments and rapid prototyping. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Attention KW - Audio media KW - Behavior KW - Distraction KW - Driver information systems KW - Drivers KW - Driving simulators KW - Human factors KW - In vehicle sensors KW - Intelligent transportation systems KW - Monitoring KW - Tactile perception KW - Traffic KW - Virtual reality KW - Visual media KW - Warning systems UR - http://drivingassessment.uiowa.edu/DA2001/61_Wood_Chip.pdf UR - https://trid.trb.org/view/709452 ER - TY - CONF AN - 00921635 AU - Robin, J AU - Knipling, R AU - University of Iowa, Iowa City TI - FEDERAL MOTOR CARRIER SAFETY ADMINISTRATION'S RESEARCH AND TECHNOLOGY INITIATIVES TO ENHANCE COMMERCIAL DRIVER TRAINING, LICENSING AND PERFORMANCE MANAGEMENT PY - 2001 SP - p. 357-365 AB - This paper discusses several of the numerous commercial motor vehicle driver training and safety performance enhancement initiatives being conducted by the Federal Motor Carrier Safety Administration (FMCSA), Office of Research and Technology (R&T). Programs discussed include the Truck Simulator Validation Study, the Pilot Test of Fatigue Management Technologies and the Intelligent Vehicle Initiative:Heavy Vehicle Platform - Generation Zero Operational Tests. The document will also serve to acquaint the reader with the mission of the FMCSA. Additionally, it provides an overview of the vast scope of research being conducted by the FMCSA R&T Office. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Commercial drivers KW - Driver licensing KW - Driver training KW - Driving simulators KW - Fatigue (Physiological condition) KW - Heavy vehicles KW - Intelligent vehicles KW - Management KW - Performance KW - Research KW - Technology KW - Truck drivers KW - U.S. Federal Motor Carrier Safety Administration KW - Validation UR - http://drivingassessment.uiowa.edu/DA2001/74_Pierowicz_John.pdf UR - https://trid.trb.org/view/709466 ER - TY - CONF AN - 00921624 AU - Skaar, N AU - Rizzo, M AU - BATEMAN, K AU - Anderson, S W AU - University of Iowa, Iowa City TI - EFFECTS OF SPEED OF VISUAL PROCESSING TRAINING UPON NON-VISUAL ATTENTION IN "AT-RISK" OLDER DRIVERS PY - 2001 SP - p. 306-307 AB - Reduction in a measure known as the Useful Field of View (UFOV) is a risk factor for car crash involvement in older drivers. This measure depends on aspects of visual attention (divided attention, selective attention, and speed of processing). UFOV scores can be improved through speed of processing training, and this improvement may transfer to enhanced driving performance. This preliminary analysis addresses the hypothesis that training of visual speed of processing can improve performance in attention-demanding tasks that are processed outside the visual domain. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Aged drivers KW - Attention KW - Driving KW - Field of view KW - Improvements KW - Information processing KW - Performance KW - Speed of visual processing KW - Training UR - http://www.worldcat.org/title/effects-of-speed-of-visual-processing-training-upon-non-visual-attention-in-at-risk-older-drivers/oclc/631881925 UR - https://trid.trb.org/view/709455 ER - TY - CONF AN - 00921631 AU - BISHOP, J B AU - EVANS, I K AU - University of Iowa, Iowa City TI - FATIGUE COUNTERMEASURE USING AUTOMATIC REAL-TIME VIDEO PROCESSING OF EYE CHARACTERISTICS (ABSTRACT ONLY) PY - 2001 SP - p. 338 AB - Fatigue is a large and growing problem for aviators and motor vehicle drivers. A fatigue countermeasure based on digital video processing of images of the subject's face has been developed. Digital video data of drivers were collected in experiments in a driving simulator at the University of Iowa. Algorithms were developed to automatically locate the head, eyes, and face features of the driver using wide field-of-view images. The exposed eye area is quantified using the final eye target location. Automatic processing of face features in a vehicle environment is a difficult task due to the complexity of the scene and the variable lighting conditions. The use of both static and dynamic processing in parallel and the use of symmetry has led to the development of innovative and useful algorithms for automatic face location and feature detection. The prototype system was effective in automatic feature location for all 13 subjects tested in driving simulator studies. The appearance of visible eye features is quantified and used to determine onset of potentially dangerous fatigue conditions. An alarm event is generated if the eyes remain closed longer than 1.5 seconds, or if sustained reduction in area of exposed eye features is detected (eyelid droop). Other studies in the literature have validated correlation of measures of pupil occlusion (such as PERCLOS) with operator performance lapse. The system is designed to work with an inexpensive digital video sensor mounted on the dashboard of a vehicle and runs on standard computing hardware. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Algorithms KW - Countermeasures KW - Digital video KW - Driving simulators KW - Drowsiness KW - Eye KW - Face KW - Fatigue (Physiological condition) KW - Real time data processing KW - Video imaging detectors UR - http://drivingassessment.uiowa.edu/DA2001/71_Bishop_Jeff.pdf UR - https://trid.trb.org/view/709462 ER - TY - CONF AN - 00921623 AU - Ball, K AU - WADLEY, V AU - Edwards, J AU - BALL, D AU - ROENKER, D AU - University of Iowa, Iowa City TI - META-ANALYSIS OF CRASH RISK FACTORS AMONG OLDER DRIVERS: APPLICATION TO A MODEL PROGRAM OF DRIVER SCREENING (ABSTRACT ONLY) PY - 2001 SP - p. 305 AB - In the absence of disease or impairment, there is no empirical evidence that subtle, age-related changes in sensory or cognitive function affect older drivers' abilities to safely operate a motor vehicle. However, impairments that do affect driving occur with a higher prevalence in the older population. This paper describes a meta-analysis of risk factors for automobile crash. Risks associated with compromises in visual acuity, contrast sensitivity, visual fields, useful field of view, and mental status are examined. Risks associated with medical conditions, medications, and physical limitations also are discussed. Results demonstrate that visual acuity and contrast sensitivity are only weakly associated with crash risk, while cognitive variables and mental status measures are moderately associated with crash risk. A specific measure of the Useful Field of View, UFOV (registered trademark), is strongly associated with crash risk. These results suggest that driver evaluations aimed at detecting unsafe drivers can be significantly improved. Specifically, evaluations can be improved by including a broader assessment of visual function, an assessment of cognitive function including the UFOV (registered trademark), an assessment of mental status, and an assessment of physical status. An evaluation incorporating these components might facilitate driver qualification or referral for appropriate intervention. A driver screening evaluation program incorporating these components is currently underway. With over 2,000 older adult participants, results from this model program indicate that cognitive function, rather than visual or physical function, is most strongly associated with mobility outcomes. Thus, interventions to maintain or improve cognitive function may also help to sustain mobility. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Aged drivers KW - Cognition KW - Contrast sensitivity KW - Detection and identification KW - Diseases and medical conditions KW - Driver screening KW - Field of view KW - Field of vision KW - High risk drivers KW - Medication KW - Mental condition KW - Physical fitness KW - Risk assessment KW - Traffic crashes KW - Vision KW - Visual acuity UR - http://drivingassessment.uiowa.edu/DA2001/63_Ball_Wadley.pdf UR - https://trid.trb.org/view/709454 ER - TY - CONF AN - 00921625 AU - Stanard, T AU - Hutton, RJB AU - Warwick, W AU - McIlwaine, S AU - McDermott, P L AU - University of Iowa, Iowa City TI - A COMPUTATIONAL MODEL OF DRIVER DECISION MAKING AT AN INTERSECTION CONTROLLED BY A TRAFFIC LIGHT PY - 2001 SP - p. 308-313 AB - An important challenge associated with driving simulation development is the computational representation of agent behaviors. This paper describes the development of a preliminary autonomous agent behavior model (based on the Recognition-Primed Decision making model, and Hintzman's multiple-trace memory model) mimicking human decision making in approaching an intersection controlled by a traffic light. To populate the model, an initial Cognitive Task Analysis was conducted with six drivers to learn the important cues, expectancies, goals, and courses of action associated with traffic light approach. The agent model learns to associate environmental cues (such as traffic light color) with expectancies of upcoming events (like light color change) and appropriate courses of action (such as decelerating). The model is currently being evaluated for its successful representation of the Recognition-Primed Decision making process. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Behavior KW - Cognition KW - Decision making KW - Drivers KW - Signalized intersections KW - Simulation UR - http://drivingassessment.uiowa.edu/DA2001/65_standard_terry.pdf UR - https://trid.trb.org/view/709456 ER - TY - CONF AN - 00921627 AU - Kang, K AU - University of Iowa, Iowa City TI - SOCIOECONOMIC CHARACTERISTICS OF SPEEDING BEHAVIOR PY - 2001 SP - p. 320-324 AB - Many studies on drivers' speeding behavior have been reported in the last decade. Most of the previous studies, however, have concentrated on the relationship between drivers' speeding behavior and road/vehicle characteristics, without considering other important factors such as personal characteristics and drivers' perception of the speed limit. This paper analyzes Korean drivers' speeding behavior by taking into account such factors as trip characteristics in addition to personal, vehicular, and attitudinal factors. Speeding behavior is measured by a categorical measure over the speed limit, and an ordered probit model is used to econometrically estimate the speeding behavior equation. Results indicated that i) male drivers with higher income tend to drive faster, and experienced drivers drive at higher speeds than others, ii) vehicles with more horsepower and vehicles with safety features go slower than vehicles with less safety features, iii) trip distance and frequent use of the road are important factors for speed selection behavior, and iv) perceived speed limit of the road and expectation of being caught for speeding are important factors for driving behavior. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Behavior KW - Driver experience KW - Drivers KW - Econometric models KW - Horsepower KW - Income KW - Males KW - Perception KW - Probits KW - Socioeconomic factors KW - South Korea KW - Speed limits KW - Speeding KW - Traffic law enforcement KW - Travel frequency KW - Trip length KW - Vehicle safety UR - http://drivingassessment.uiowa.edu/DA2001/67_Kang_Kyungwoo.pdf UR - https://trid.trb.org/view/709458 ER - TY - CONF AN - 00921629 AU - Langer, P AU - Kopp, M AU - Holzner, B AU - Magnet, W AU - University of Iowa, Iowa City TI - THE INFLUENCE OF CONVERSATION, LOW-DOSE ALCOHOL AND DRIVING EXPERIENCE ON THE PERIPHERAL VISION SYSTEM PY - 2001 SP - p. 330-331 AB - This study investigated whether legal everyday occurrences which take place while driving a motor vehicle and which require some attention, such as talking to a passenger or being under the influence of a low dose of alcohol (between 40 and 50 ml alcohol level), influence the scope of the driver's visual field. Alcohol in low doses does not damage a person's eyesight but reduces his cognitive attention. Also investigated was whether the effect is related to driving experience. From the results of this study, it was concluded that holding a conversation with a passenger while driving a car reduces the peripheral vision field and thus the driver reaction time. The same effect can be observed in persons under the influence of a low dose of alcohol. The effect is enhanced when the person also has limited driving experience. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Attention KW - Cognition KW - Conversation while driving KW - Driver experience KW - Drivers KW - Low dose alcohol (Within legal limit) KW - Peripheral vision KW - Reaction time UR - http://drivingassessment.uiowa.edu/DA2001/69_Langer_peter.pdf UR - https://trid.trb.org/view/709460 ER - TY - CONF AN - 00921610 AU - KIRK, A AU - Stamatiadis, N AU - University of Iowa, Iowa City TI - TRAFFIC MANEUVER PROBLEMS AND CRASHES OF YOUNG DRIVERS (ABSTRACT ONLY) PY - 2001 SP - p. 253 AB - While over the past decades the population of younger drivers has been decreasing, their crash rates have increased. Past research has associated their higher crash rates to societal influences and youthful behavior. The objective of this research is to identify the specific driving maneuvers whose unsuccessful undertaking results in specific types of crashes involving these drivers. Four types of crashes were identified as the most prominent for young drivers including crashes at intersections, rear end, crashes resulting from passing maneuvers and single vehicle crashes. The analysis was performed examining the Kentucky crash database for the 1994-1996 period using the quasi-induced exposure method. The results showed that for all crashes there is a general trend of decreasing involvement with increasing age, which indicates that their inexperience is the largest single contributor to their increased crash rates. Of significance is the fact that for all crashes a dramatic decrease of involvement after the first year of driving between the years of 16 and 17 is observed. This may be indicative of a steep learning curve in the first years of driving regarding the ability to control a vehicle. Therefore, very little can be done to improve this phenomenon. Increasing the level of awareness among young drivers about these issues and their likely crash involvement seems to be the only viable approach. However, preliminary efforts from graduated licensing show that some of these trends seem to be reduced, indicating a possible impact on the crash rates of young drivers. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Age KW - Awareness KW - Crash rates KW - Driver experience KW - Graduated licensing KW - Intersections KW - Kentucky KW - Passing KW - Rear end crashes KW - Single vehicle crashes KW - Teenage drivers KW - Trend (Statistics) UR - http://drivingassessment.uiowa.edu/DA2001/50_stamatiadis_nick1.pdf UR - https://trid.trb.org/view/709441 ER - TY - CONF AN - 00921612 AU - Andersen, G J AU - Saidpour, A AU - Enriquez, A AU - University of Iowa, Iowa City TI - DETECTION OF COLLISION EVENTS BY OLDER AND YOUNGER DRIVERS PY - 2001 SP - p. 255-258 AB - Recently, the authors found that older drivers had poorer performance than younger drivers at detecting an impending collision during braking. In the present study the authors examined whether older drivers have poorer performance than younger drivers at detecting a collision with a moving object. Twenty-two older and younger drivers were presented with computer generated scenes of a roadway in a driving simulator. Located in the scene was a single object that moved independently of the vehicle motion and that was or was not on a collision path with the vehicle. Overall older drivers were less sensitive to detect a collision than younger drivers, with performance worse for long as compared to short time to contact conditions. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Aged drivers KW - Crashes KW - Detection and identification KW - Drivers KW - Driving simulators KW - Moving objects KW - Performance KW - Time to contact UR - http://drivingassessment.uiowa.edu/DA2001/52_Anderson_George.pdf UR - https://trid.trb.org/view/709443 ER - TY - CONF AN - 00921614 AU - BAUGHAN, C AU - Sexton, B AU - University of Iowa, Iowa City TI - DRIVING TESTS: RELIABILITY, AND THE RELATIONSHIP BETWEEN TEST ERRORS AND ACCIDENTS PY - 2001 SP - p. 264-269 AB - In the British practical driving test, serious or dangerous faults are those judged to involve potential or actual danger, and a single such fault results in test failure. As part of a wider project to review the driving test, Transport Research Laboratory conducted a study of a test-retest reliability. Test and retest outcomes differed for a substantial proportion of candidates. The paper argues that inconsistent performance on the part of the candidate is likely to explain much of this apparent unreliability. Faults that are less serious are also recorded during the test but few candidates make the 16 of them necessary to fail. Self-reported accidents during the first six months of post-test driving were analysed together with driving test records for approximately 30,000 drivers. Statistical modelling suggested that people who pass the driving test having made large numbers of the less serious faults may be intrinsically less safe as drivers, but that they also tend to drive less overall, and less often at night. This reduces (and for men removes) the association between test faults and the actual number of accidents reported. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Driving tests KW - Errors KW - Reliability (Statistics) KW - Statistical analysis KW - Traffic crashes KW - United Kingdom UR - http://drivingassessment.uiowa.edu/DA2001/54_Baughan_Chris.pdf UR - https://trid.trb.org/view/709445 ER - TY - CONF AN - 00921616 AU - Delorme, D AU - University of Iowa, Iowa City TI - MODELING DRIVER COGNITION PY - 2001 SP - p. 276-279 AB - A discussion of driver modeling is presented along with the design of the PADRIC (PATH DRIver Cognitive) model, and more specifically the perceptive module and its control by a tactical module. This model is integrated within a microsimulation tool, SmartAHS, for supporting the development and assessment of driver assistance systems. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Cognition KW - Computer models KW - Drivers KW - Motorist aid systems KW - Perception UR - http://drivingassessment.uiowa.edu/DA2001/56_delorme_delphine.pdf UR - https://trid.trb.org/view/709447 ER - TY - CONF AN - 00921606 AU - Mestre, D R AU - University of Iowa, Iowa City TI - DYNAMIC EVALUATION OF THE USEFUL FIELD OF VIEW IN DRIVING PY - 2001 SP - p. 234-239 AB - The concept of "useful field of view" (UFOV) was introduced to describe the area from which useful visual information can be extracted in a single glance. It is not restricted to the fovea, nor does it involve the entire visual field. It is often claimed that the UFOV decreases with age, with increasing speed of travel, or under the influence of drugs or stress. However, this potentially important tool for the evaluation of the role of human sensorial factors in road safety suffers from a lack of measurement techniques. Within this framework, the ability of human observers to discriminate variations in their direction of heading from optical flow patterns simulating self-motion relative to a simple toric surface (a curved "tunnel") was evaluated. Perceptual performance was evaluated systematically as a function of the part of the global optical flow observers were looking at. Inasmuch as experimental laboratory data can be generalized to the complex task of driving, the results suggest that the perception of heading is optimal in a limited part of the visual field, situated around the future direction of travel. They offer a novel approach to the concept of useful field of view. They can be discussed in terms of their implications for road infrastructure design and for the positioning of warning and traffic signs within the driver's dynamic visual environment. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Direction of travel KW - Driving KW - Field of view KW - Field of vision KW - Highway design KW - Highway safety KW - Human factors KW - Human subject testing KW - Location KW - Optical flow patterns KW - Traffic signs KW - Visual perception UR - http://drivingassessment.uiowa.edu/DA2001/46_mestre_daniel.pdf UR - https://trid.trb.org/view/709437 ER - TY - CONF AN - 00921617 AU - Bham, G H AU - Benekohal, R F AU - University of Iowa, Iowa City TI - ACCELERATION BEHAVIOR OF DRIVERS IN A PLATOON PY - 2001 SP - p. 280-285 AB - A new dual-regime acceleration model was developed to represent the acceleration behavior of drivers in a platoon of vehicles. Two sets of field data collected by aerial photographic techniques were used to assess the validity of the proposed and existing acceleration models. A single regime acceleration model failed to present the acceleration behavior of drivers. The field data indicated that at around 13 m/sec the acceleration rate drops. Thus, two different acceleration rates, higher acceleration rate at lower speeds and lower acceleration rate at higher speeds, were used to provide the best fit to the data. This provided realistic acceleration behavior of drivers in a platoon. The field data sets were collected about 10 years apart. The improvements in acceleration capability of a platoon of vehicles from two different time periods were determined. Improvements in performance of vehicles were quantified using the above mentioned field data. The method of quantification can also be used to predict and model the performance of vehicles currently in use. Inversely, current vehicles can be downgraded to represent vehicles of past years and thus make use of already collected data. Important uses of the dual regime model are in modeling the traffic flow behavior and designing roadway elements that depend on acceleration behavior of drivers. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Acceleration (Mechanics) KW - Aerial photography KW - Behavior KW - Drivers KW - Field data KW - Highway design KW - Traffic flow KW - Traffic models KW - Traffic platooning KW - Validity UR - http://drivingassessment.uiowa.edu/DA2001/57_Bham_Ghulam.pdf UR - https://trid.trb.org/view/709448 ER - TY - CONF AN - 00921620 AU - Wachtel, J AU - Durfee, W K AU - Rosenthal, T J AU - SCHOLD-DAVIS, E AU - Stern, E B AU - University of Iowa, Iowa City TI - EVALUATION OF A LOW-COST, PC-BASED DRIVING SIMULATOR TO ASSESS PERSONS WITH COGNITIVE IMPAIRMENTS DUE TO BRAIN INJURY (ABSTRACT ONLY) PY - 2001 SP - p. 293-294 AB - Brain injury due to accident or stroke frequently results in cognitive impairment, reducing an individual's ability to judge driving situations accurately. Rehabilitation professionals typically use a combination of clinical and on-road tests to determine whether an individual is safe to drive. Weighing the safety of the community, the candidate, and the driving evaluator, these on-road tests are often conducted under road, traffic and weather conditions less demanding than those that a driver might face in the "real world," and thus may offer less than complete information regarding the candidate's responses to such real-world driving challenges. Indeed, individuals with mild cognitive deficits may perform adequately under such testing conditions but unsafely when driving challenges increase. Complicating this situation further, those with mild to moderate acquired cognitive impairments may be largely unaware of their own limitations, and thus more intolerant of perceived delays or challenges to their desire to drive again. Although continuing advances have improved performance and fidelity while significantly reducing costs, most interactive driving simulators remain too expensive for widespread clinical application. In a project funded by the National Center for Medical Rehabilitation Research, National Institutes of Health, the authors sought to determine, on a pilot basis, whether a low-cost, PC-based driving simulator could provide clinicians with information useful to their efforts to assess the safe ability to drive of individuals with cognitive impairments. The authors developed two comprehensive simulator-based driving scenarios, one quite basic and one more challenging, and pilot-tested them on ten subjects - five with moderate cognitive impairments, and five age and sex matched controls without impairment. The "simple" scenario was developed to match the essential demands of the first half of an existing on-road driving evaluation; the "complex" scenario was based on the second half of the on-road evaluation into which more demanding, but still common, driving challenges were integrated. Results from the simulator were compared to results from the on-road evaluation. In addition, data gathered from subject exit interviews were used to judge simulator verisimilitude and efficacy in changing self-awareness of deficit. Because the cognitive impairments associated with brain injury often reduce the individual's awareness of his or her own limitations, the authors looked at evidence that performance on the simulator could contribute to an individual's own understanding of his or her driving strengths and weaknesses. The results of the pilot study will lead to an enhancement of simulator capabilities, and to a comprehensive clinical trial at multiple sites. This paper presents the findings of this pilot investigation and an overview of the expanded clinical study. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Awareness KW - Brain KW - Cognitive impairment KW - Driving simulators KW - Evaluation and assessment KW - Impaired drivers KW - Injuries KW - Personal computers KW - Pilot studies UR - http://drivingassessment.uiowa.edu/DA2001/60_Watchel_Jerry.pdf UR - https://trid.trb.org/view/709451 ER - TY - CONF AN - 00921618 AU - Jerome, C J AU - Ganey, HCN AU - Commarford, P AU - Oakley, B AU - Mouloua, M AU - HANCOCK, P A AU - University of Iowa, Iowa City TI - EVALUATING THE PRESENCE OF IN-VEHICLE DEVICES ON DRIVER PERFORMANCE: METHODOLOGICAL ISSUES PY - 2001 SP - p. 286-291 AB - A central concern of Intelligent Transportation Systems (ITS) is the effect of in-vehicle devices (e.g., cell phones, navigation systems, radios) on driver performance and safety. As diverse and innovative technologies are designed and implemented for in-vehicle use, questions regarding the presence and use of these devices assume progressively greater importance. Concern for driver safety and advanced driver training require us to develop and validate reliable and effective procedures for assessing such effects. This work examines a number of candidate procedures, in particular the evaluation of cognitive workload as a strategy by which such goals might be achieved. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Advanced driver information systems KW - Cellular telephones KW - Cognition KW - Drivers KW - Highway safety KW - Intelligent transportation systems KW - Mental workload KW - Performance KW - Radio KW - Route guidance UR - http://drivingassessment.uiowa.edu/DA2001/58_Jerome_Christian.pdf UR - https://trid.trb.org/view/709449 ER - TY - CONF AN - 00921619 AU - Manser, M P AU - JENKINS, J AU - University of Iowa, Iowa City TI - DRIVER AND DRIVING ASSESSMENT ISSUES ASSOCIATED WITH THE APPLICATION OF A SECONDARY TASK TECHNIQUE: A CASE STUDY (ABSTRACT ONLY) PY - 2001 SP - p. 292 AB - A review of experimental methodology can uncover the shortcomings of a particular driving assessment technique, providing insight for the development and refinement of this assessment technique, and its application for further studies. By employing a case study as the backdrop for such a review, a context is created within which the specific application of the assessment technique can be examined and discussed. This paper presents the results of the examination of the driver assessment techniques as applied to the case study which investigated the relationship between conversation intensity while using a cell phone and driver performance. A secondary task technique was applied to study the influence of the intensity of conversation on the degradation of driving performance attributed to using a cellular telephone. Forty participants drove through simulated driving environments and engaged in cellular telephone conversations with the experimenter. After driving through each environment participants provided a rating of the workload experienced during the cellular telephone conversation during the drive. Accelerator input, speed, steering input, and lane position measurements were recorded while participants drove through particular sections of the simulated driving environments. Results of the study indicated the variation of steering input increased when the cellular telephone was used. As far as differences between the male participants and female participants, the males generally drove faster and the females responded more quickly to a situation requiring a sudden braking or steering maneuver. Overall, the drivers perceived the workload to be greater when using a cellular telephone. However, the use of the case study to examine the driver assessment and secondary task techniques indicated there were several positive and negative attributes which need to be considered in future research where such techniques are to be applied. For example, an analysis of the performance measures revealed that changes in the horizontal alignment of the roadway created lasting perturbations in the data. In particular, increased variations in steering input and lane position were observed for a considerable distance and time after a participant exited a curved section of roadway. These perturbations subsequently interfered with the application of the secondary task. Results of this case study are discussed in terms of the positive and negative attributes of employing the driving assessment techniques and secondary techniques, how to enhance the utility of these techniques, and the theoretical and practical application of these techniques for on-road and simulated driving environment research. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Acceleration (Mechanics) KW - Case studies KW - Cellular telephones KW - Drivers KW - Driving KW - Driving simulators KW - Evaluation and assessment KW - Gender KW - Lane position KW - Mental workload KW - Performance KW - Speed KW - Steering UR - http://drivingassessment.uiowa.edu/DA2001/59_jenkins_manser.pdf UR - https://trid.trb.org/view/709450 ER - TY - CONF AN - 00921608 AU - Ward, N J AU - BROOKHUIS, K AU - University of Iowa, Iowa City TI - RECENT EUROPEAN PROJECTS ON DRIVER IMPAIRMENT PY - 2001 SP - p. 246-251 AB - This paper gives an overview of recent European Union projects on the assessment of driver impairment. Whereas previous research has focused on vehicle technology (DREAM, DETER) or human machine interfacing (SAVE), more recent efforts have been based on methods to detect the presence of substances (ROSITA) or the level of impaired performance at the roadside (CERTIFIED, IMMORTAL). This paper summarizes the objectives and main conclusions of the most recent projects. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Detection and identification KW - Diseases and medical conditions KW - Driver vehicle interfaces KW - Drugged drivers KW - Drunk drivers KW - Europe KW - European Union KW - Evaluation and assessment KW - Impaired drivers KW - In vehicle sensors KW - Mental illness KW - Roadside testing UR - http://drivingassessment.uiowa.edu/DA2001/48_Ward_Nicholas.pdf UR - https://trid.trb.org/view/709439 ER - TY - CONF AN - 00921615 AU - Jeng, O-J AU - Sengupta, T AU - Vallepalli, S B AU - University of Iowa, Iowa City TI - FEASIBILITY OF EVALUATING DESIGN IDEAS FOR REDUCING VEHICULAR ENTRAPMENT AT RAILROAD CROSSINGS USING A LABORATORY EXPERIMENT PY - 2001 SP - p. 270-275 AB - The number of accidents at railroad crossings is particularly high at places where streets run parallel to the railroad tracks. Existing grade crossings were investigated for potential problems and studied for design solutions. The present study reports progress of the first phase of a New Jersey Department of Transportation sponsored project. A laboratory experiment was designed for evaluating various design ideas before they are implemented in the second phase field study. The laboratory study used images taken from actual scenes of railroad crossings in New Jersey, instead of graphical drawings commonly used in driving simulations. Possible design ideas were edited using image processing software. Those design ideas were saved in different layers for generating design combinations which were superimposed on the background images to create virtual railroad crossing scenes. Nighttime images were also made possible by retouching the digital daytime images. Preliminary results of the in-lab experiment were presented. The experience learned from the current project indicates that use of actual images with superimposed design ideas is a cost-effective approach for evaluating and redesigning display layouts. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Design KW - Highway safety KW - Human factors KW - Image processing KW - Laboratory studies KW - New Jersey KW - Railroad grade crossings KW - Simulation KW - Virtual reality UR - http://drivingassessment.uiowa.edu/DA2001/55_Jeng_OneJang.pdf UR - https://trid.trb.org/view/709446 ER - TY - CONF AN - 00921611 AU - Stamatiadis, N AU - University of Iowa, Iowa City TI - DRIVER LICENSE RENEWAL ISSUES AND CONCERNS (ABSTRACT ONLY) PY - 2001 SP - p. 254 AB - Periodic renewal of driver licenses is an integral part of the driver licensing procedures for most states, including Kentucky. Renewal of driver licenses is usually required every four years, and many states conduct vision tests before granting renewal. Few states require additional testing, while several states, including Kentucky, have no vision or any other examinations at renewal. Past research has shown a relationship between crashes and driving records. Thus, it was considered important to develop mechanisms to identify potential problem drivers and to systematically review current practices regarding license renewal and retesting. Additional concerns included the increasing percentage of elderly drivers and their deterioration of vision due to aging. There is a universal agreement among researchers that vision plays a significant role in driving performance, that there are age-related visual changes, and that drivers over age 75 have proportionally higher crash rates than most younger age groups of drivers. However, there is no established standard for vision screening policies. The use of low-contrast charts may improve the effectiveness of vision tests. Age-based road tests are not considered as a practical means to identify drivers with deficiencies, and they would unnecessarily burden the license renewal process. However, using road tests as an additional means of evaluating select individuals, such as those failing vision tests or those referred by a physician or family member, could significantly improve the identification of deficient drivers. The work completed here indicates that safety gains might be achieved by implementing additional procedures for older drivers. The first step might be to require that drivers over 75 renew their driver license every 2 years. A second step would be to use vision screening tests that include a set of medical questions to be given at license renewal for older drivers. As noted earlier, road testing for renewal does not reduce crash rates nor assist in identifying at-risk drivers, and thus is not considered a good initiative. However, allowing renewal examiners the discretion to require road testing as deemed necessary is recommended as a third step. Despite the considerable amount of existing knowledge about the physiological changes of older persons and the impact of these changes on driving, further research is needed. Such research should seek to design and evaluate license renewal programs that would provide older persons with a fair assessment of their driving abilities. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Aged drivers KW - Detection and identification KW - Driver license renewal KW - Driver licensing KW - Driving tests KW - Kentucky KW - Problem drivers KW - Research KW - Vision KW - Vision tests UR - http://drivingassessment.uiowa.edu/DA2001/51_stamatiadis_nick2.pdf UR - https://trid.trb.org/view/709442 ER - TY - CONF AN - 00921613 AU - Staplin, Loren AU - Dowdell, J C AU - University of Iowa, Iowa City TI - THE ROLE OF SIMULATION IN A STAGED LEARNING MODEL FOR NOVICE DRIVER SITUATIONAL AWARENESS TRAINING PY - 2001 SP - p. 259-263 AB - This paper theorizes that an optimal strategy for training novice drivers to acquire situational awareness skills will rely on a hierarchical approach consistent with traditional models of cognitive development. The success of applying such models hinges upon information presentation techniques that can maximize depth of processing, and hence comprehension and retention, at a specific stage of learning. The general discussion argues that the appropriate use of simulation is uniquely suited to meet this need. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Awareness KW - Cognition KW - Driver training KW - Novices KW - Simulation KW - Staged learning KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/DA2001/53_Staplin_Loren.pdf UR - https://trid.trb.org/view/709444 ER - TY - CONF AN - 00921605 AU - Akinwuntan, A E AU - Feys, H AU - De Weerdt, W AU - Pauwels, J AU - BATEN, G AU - Strypstein, E AU - University of Iowa, Iowa City TI - DETERMINANTS OF DRIVING AFTER STROKE PY - 2001 SP - p. 230-233 AB - The objective of this research was to identify from a predriving assessment the tests that best predict the driving ability of stroke patients. The research involved an examination of records of 104 first ever stroke patients who visited the Belgian Institute for Road Safety in 1998 and 1999 and the performing of medical, visual, perceptual and on-the-road assessments of these patients. Variables such as age, sex, side of lesion, driving experience, visual tests, neuropsychological assessments (most of which are from the Test for Attentional Performance battery), and an on-the-road test were considered. Based on performances of subjects on the tests, a suitable, not immediately suitable or not suitable to drive decision was jointly taken by the team of assessors. Following a logistic regression analysis, a combination of side of lesion, kinetic vision, visual scanning and the on-the-road tests led to the best model in predicting the final group decision (R-squared = 0.53). The on-the-road test was the most important determinant (R-squared = 0.42). It was concluded that the predictive accuracy of the decision is moderate. Inclusion of assessments more closely related to real road situations should be considered. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Age KW - Attention KW - Decision making KW - Diseases and medical conditions KW - Driver experience KW - Driving tests KW - Evaluation and assessment KW - Gender KW - Impaired drivers KW - Medical examinations and tests KW - Medical records KW - Neuropsychological assessment KW - Regression analysis KW - Stroke patients KW - Vision tests UR - http://www.ncbi.nlm.nih.gov/pubmed/11887113 UR - https://trid.trb.org/view/709436 ER - TY - CONF AN - 00921607 AU - Read, N L AU - Ward, N J AU - PARKES, A M AU - University of Iowa, Iowa City TI - TIME-TO-CONTACT AND COLLISION DETECTION ESTIMATIONS AS MEASURES OF DRIVING SAFETY IN OLD AND DEMENTIA DRIVERS PY - 2001 SP - p. 240-245 AB - The paper discusses the importance of Time-to-Contact (TTC) and collision detection (CD) estimations for safe driving. It describes a computerised testing tool that requires TTC and CD estimations while dividing attention and discusses the association between performance on this task and several measures of driving safety. Four studies are reported showing that the task is sensitive to age effects and dementia effects, that the accuracy of TTC estimations differentiates between old and dementia drivers recently involved in accidents and those not involved. Also found is an association between performance on this task and that on navigation and car following tasks in a driving simulator. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Aged drivers KW - Attention KW - Car following KW - Cognition KW - Collision detection estimation KW - Dementia KW - Driving simulators KW - Highway safety KW - Human subject testing KW - Navigation KW - Performance KW - Time-to-contact estimation UR - http://drivingassessment.uiowa.edu/DA2001/47_Read_Nicoleta.pdf UR - https://trid.trb.org/view/709438 ER - TY - CONF AN - 00921609 AU - WATSON, G S AU - WEILER, J M AU - WOODWORTH, G G AU - QIDWAI, J C AU - QUINN, S A AU - University of Iowa, Iowa City TI - ANALYSIS OF DRIVING PERFORMANCE MEASURES USED TO ASSESS THE EFFECTS OF MEDICATIONS ON DROWSINESS, SEDATION, AND DRIVING IMPAIRMENT (ABSTRACT ONLY) PY - 2001 SP - p. 252 AB - The objective of this paper was to discuss driving scenarios and associated driving performance measures on their ability to demonstrate drowsiness, sedation, and driving impairment. The basis of this paper was a study that utilized a randomized, double-blind, double-dummy, four-treatment, four-period crossover trial in the Iowa Driving Simulator (IDS). Participants were 40 licensed drivers with seasonal allergic rhinitis who were 25 to 44 years of age. Treatments were Fexofenadine, diphenhydramine, alcohol, or placebo, given at weekly intervals before participants drove for 1 hour in the IDS. Measures examined included coherence, amplitude, phase angle, RMS error, following distance and behavior, lane keeping, response to unexpected vehicle intrusion and drowsiness. Study results show that sedating antihistamines impair driving performance as seriously as alcohol. Statistically significant but small correlations were found between subjective drowsiness and minimum following distance, steering instability, and left-lane excursions but no correlation was greater than 0.21. Drowsiness was a weak predictor of driving impairment. This paper discusses these and other findings with an emphasis on the adequacy of driving scenarios and the sensitivity of driving performance measures analyzed. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Alcohol effects KW - Antihistamines KW - Behavior KW - Driving KW - Driving simulators KW - Drowsiness KW - Following distance KW - Human subject testing KW - Impaired drivers KW - Medication KW - Performance KW - Placebos KW - Sedatives KW - Steering UR - http://www.worldcat.org/title/analysis-of-driving-performance-measures-used-to-assess-the-effects-of-medications-on-drowsiness-sedation-and-driving-impairment/oclc/173312319 UR - https://trid.trb.org/view/709440 ER - TY - CONF AN - 00921598 AU - Caird, J K AU - EDWARDS, C J AU - CREASER, J AU - Scialfa, C T AU - Horrey, W J AU - University of Iowa, Iowa City TI - EFFECT OF TIME CONSTRAINTS ON OLDER AND YOUNGER DRIVER DECISIONS TO TURN AT INTERSECTIONS USING A MODIFIED CHANGE BLINDNESS PARADIGM (ABSTRACT ONLY) PY - 2001 SP - p. 196 AB - After age 75, the risk of intersection accident involvement for older drivers increases for most intersection maneuvers. Failure to yield right-of-way and violation of traffic controls are common citations. Previous research has argued that age-related declines in attentional breadth and switching can discriminate between those who are and are not more likely to be in an accident. The present study examined the effect of time constraints on older and younger driver intersection decisions. It was expected that less time to decide, process and act upon intersection decisions would adversely affect older drivers more so than younger drivers. The change blindness or flicker paradigm was modified to address these questions. Typically, an image (A) is alternated with a modified image (A'), each for a short duration (250 ms) with a blank field or mask (80 ms) between A and A'. In the present study, a focus screen (or prime) that indicated the expected direction of travel (i.e., left, right, or straight) was added prior to the alternation of images. Forty-eight images were selected from 2500 intersection approaches in Calgary, Winnipeg and Montreal that were filmed using a digital camera during the day. Photoshop was used to create the A' images by manipulating a variety of elements including pedestrians, vehicles, signs, and signals. The goal of the participant was to decide if the indicated direction of travel in the pair of intersection images was safe (press accelerator) or not (press brake). Sixteen younger (M=22.3) and 16 older (M=73.6) drivers were screened for visual acuity, contrast sensitivity, and medication use. Length of image alternation was the primary independent variable (4 and 8 s). As expected, older drivers were more likely to miss intersection changes at shorter exposure durations than younger drivers. A number of qualitative probes were also collected that clearly illustrate the contextual demands of intersections on attention. The implications of the results for intersection design and older driver selective attention are discussed. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Aged drivers KW - Attention KW - Decision making KW - Drivers KW - Intersections KW - Time duration KW - Traffic crashes UR - http://www.worldcat.org/title/effect-of-time-constraints-on-older-and-younger-driver-decisions-to-turn-at-intersections-using-a-modified-change-blindness-paradigm/oclc/173312317 UR - https://trid.trb.org/view/709429 ER - TY - CONF AN - 00921600 AU - Hollnagel, E AU - Karlsson, J AU - Magnusson, T AU - Taube, U AU - University of Iowa, Iowa City TI - THEY DRIVE AT NIGHT - CAN VISUAL ENHANCEMENT SYSTEMS KEEP THE DRIVER IN CONTROL? PY - 2001 SP - p. 202-207 AB - Driving requires a combination of open-loop and closed-loop control. The open-loop control is affected by the quality of visual input, and therefore constrained during driving at night. This study investigated the effects of a Visual Enhancement System (VES) during simulated night driving conditions. It was hypothesized that the VES would improve the driver's control, hence the quality of driving. Forty experienced drivers drove about 120 km on a simulated Swedish road with and without a VES. At the time of writing, the experiments have just finished. Data analysis will focus on derived measures that correspond to the driver's degree of control. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Driver vehicle control KW - Driving KW - Driving simulators KW - Night KW - Sweden KW - Visual enhancement system KW - Visual perception UR - http://drivingassessment.uiowa.edu/DA2001/40_Hollnagel_Erik.pdf UR - https://trid.trb.org/view/709431 ER - TY - CONF AN - 00921594 AU - Crowe, A AU - Smyser, T AU - RABY, M AU - BATEMAN, K AU - Rizzo, M AU - University of Iowa, Iowa City TI - VISUAL ATTENTION AND ROADWAY LANDMARK IDENTIFICATION IN AT-RISK OLDER DRIVERS PY - 2001 SP - p. 175-176 AB - Driving is a complex task that makes high demands on visual processing capacity. Reduction of visual attention and processing speed are risk factors for car crash involvement in older drivers. Impairment of these visual functions can affect driver safety by impairing the ability to search for information in a cluttered panorama that includes traffic signals and road signs. The purpose of the current study was to examine the extent to which on-road landmark identification during the driving task is predicted by off-road measures of visual attention. The study shows that scores on a test of selective visual attention correlated with ability to identify landmarks (restaurants) on a commercial highway, yet visual processing speed and divided attention showed no significant correlation. Moreover, ability to identify safety signs did not correlate with any of the visual measures. Several factors may have affected the percentage of landmarks (signs and restaurants) identified. One factor is the variability of ambient traffic, which causes a variation of driver workload, which in turn affects the ability to search the roadway for visual targets. Also, some drivers tended to call out indiscriminately every landmark they encountered, which would tend to increase their percent correct responses. In future analyses, the theory of signal detection will be applied to address this response bias. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Aged drivers KW - Attention KW - Detection and identification KW - Highway safety KW - Landmarks KW - Mental workload KW - Restaurants KW - Traffic signs KW - Vision KW - Visual processing UR - http://drivingassessment.uiowa.edu/DA2001/34_Rizzo_Crowe.pdf UR - https://trid.trb.org/view/709425 ER - TY - CONF AN - 00921596 AU - PARKER, D AU - University of Iowa, Iowa City TI - CAN WE PREDICT THE ON-ROAD PERFORMANCE OF OLDER DRIVERS? PY - 2001 SP - p. 183-189 AB - A study of drivers aged 50-90 was carried out to assess which, if any, of a range of measures were useful in predicting on-road performance. The study had three phases. In Phase One almost 2000 drivers completed an extensive self-report questionnaire, the Aging Driver Questionnaire, or ADQ. In the ADQ they described their personal and driving history, their driving behaviour and their attitudes and opinions on a variety of driving issues. Measures of general health, personality and intelligence were also taken. In Phase Two a subsample of those completing the ADQ (N=600) completed an extensive battery of laboratory tests of their cognitive and physiological capacities. In Phase Three 200 of this laboratory test sample completed two assessed on-road drives. The key results were that a) scores on the Manchester Driver Behavior Questionnaire showed that relatively high levels of errors and lapses behind the wheel were predictive of involvement in active accidents, while passive accident involvement was associated with a relatively high number of lapses, b) lapses were also associated with some indices of on-road performance, c) in general, performance on the cognitive and physiological laboratory tests was not associated with on-road performance, and d) the best predictor of on-road performance was a relatively good score on a multiple choice test of driving knowledge, an assessment of driving knowledge offered in multiple choice format. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Aged drivers KW - Attention lapses KW - Attitudes KW - Behavior KW - Cognition KW - Driving KW - Driving tests KW - Errors KW - Forecasting KW - Health KW - Intelligence KW - Knowledge KW - Laboratory tests KW - Performance KW - Personality KW - Physiology KW - Questionnaires UR - http://drivingassessment.uiowa.edu/DA2001/36_Parker_Dianne.pdf UR - https://trid.trb.org/view/709427 ER - TY - CONF AN - 00921597 AU - Jamson, H AU - University of Iowa, Iowa City TI - IMAGE CHARACTERISTICS AND THEIR EFFECT ON DRIVING SIMULATOR VALIDITY PY - 2001 SP - p. 190-195 AB - Due to financial and computational limitations, the image quality presented in driving simulators is often a trade-off between resolution, pixel density and field of view. The current study examined this trade-off by investigating the effect of image resolution and horizontal field of view on the validity of the Leeds Driving Simulator. There were three levels of pixel density: low (3.6 arc min per pixel), high (2.6 arc min per pixel) and real world, and four levels of field of view: narrow (50 deg), medium (120 deg), wide (230 deg) and real world. Results seemed to show that widening the field of view improved the validity of speed choice and lane position between simulated and real world driving conditions, whilst there was no significant effect of image resolution. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Driving simulators KW - Field of vision KW - Image resolution KW - Lane position KW - Pixel density KW - Speed choice KW - University of Leeds KW - Validity UR - http://drivingassessment.uiowa.edu/DA2001/37_jamson_hamish.pdf UR - https://trid.trb.org/view/709428 ER - TY - CONF AN - 00921601 AU - Takada, Y AU - Shimoyama, O AU - University of Iowa, Iowa City TI - EVALUATION OF DRIVING-ASSISTANCE SYSTEMS BASED ON DRIVERS' WORKLOAD PY - 2001 SP - p. 208-213 AB - This paper describes an experimental study concerning an evaluation of advanced driving-assistance systems using methods for estimating workload levels. The effects of such systems on drivers' mental workload and driving performance were measured experimentally using the driving simulator. Six subjects were instructed to drive the simulator in a highway environment with and without Adaptive Cruise Control (ACC) and/or the collision warning system (CWS). To assess the effectiveness of these systems on drivers' performance, the subjects were asked to calculate sums of single- or double-digit figures displayed. The results show that higher accuracy was obtained under a condition with ACC than without it. To estimate the subjects' mental workload levels, their electrocardiograms and respiration data were recorded during the sessions and the RRI (respiration rate interval), heart rate variance and respiration frequency were calculated. The results indicate that the provision of the CWS and ACC reduced the subjects' mental workload compared with the situation without the systems. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Autonomous intelligent cruise control KW - Crash avoidance systems KW - Cruise control KW - Driver support systems KW - Driving KW - Driving simulators KW - Electrocardiography KW - Mental workload KW - Performance KW - Respiration data UR - http://drivingassessment.uiowa.edu/DA2001/41_takada_yuji2.pdf UR - https://trid.trb.org/view/709432 ER - TY - CONF AN - 00921604 AU - Boer, E R AU - University of Iowa, Iowa City TI - BEHAVIORAL ENTROPY AS A MEASURE OF DRIVING PERFORMANCE PY - 2001 SP - p. 225-229 AB - Delayed event detection and degraded vehicle control are observed when drivers fuel their need to perform extra-driving activities. Vehicle control and event detection are shown to degrade most if the in-vehicle task requires spatial cognitive resources and/or if the activity requires visual perception and/or manual control manipulation. In-vehicle tasks with auditory input and/or voice output that primarily demand low levels of verbal cognitive resources appear to affect event detection only to a small degree and seem to have no effect on vehicle control. A theory-based approach to measure, analyze, and interpret these performance assessments is presented. Results from SAE paper #1999-01-0892 are used as a vehicle to demonstrate that steering entropy (a measure of vehicle control) in conjunction with reaction times to unpredictable peripheral events (a surrogate measure for event detection) offer clear insight into the safety consequences of various in-vehicle tasks. These results are here discussed in the context of a simple linear predictive model that is based on Wickens' theory of multiple resources. The model is shown to offer useful predictions about the interpretations of the effects that various in-vehicle tasks have on driving performance in general and driver distraction in particular. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Attention KW - Audio media KW - Behavior KW - Cognition KW - Distraction KW - Drivers KW - Driving KW - Highway safety KW - In-vehicle tasks KW - Manual control KW - Mathematical models KW - Performance KW - Reaction time KW - Steering KW - Theory KW - Visual perception UR - http://drivingassessment.uiowa.edu/DA2001/44_boer_edwin.pdf UR - https://trid.trb.org/view/709435 ER - TY - CONF AN - 00921602 AU - Flannagan, M J AU - Sivak, M AU - Simpson, J K AU - University of Iowa, Iowa City TI - THE RELATIVE IMPORTANCE OF PICTORIAL AND NONPICTORIAL DISTANCE CUES FOR DRIVER VISION PY - 2001 SP - p. 214-218 AB - There is evidence that nonpictorial distance cues, including accommodation and binocular disparity, play at most a minor role in driving relative to pictorial cues, such as relative size and linear perspective. However, the possibility that nonpictorial cues play a nontrivial role in at least some driving situations is of interest because of current and proposed applications of camera-based displays in driving. Such applications include the use of video systems as replacements for rearview mirrors and to enhance forward vision at night. By their nature, camera-based displays selectively eliminate or distort nonpictorial distance cues. This paper reviews analytical and experimental approaches for determining the relative importance of pictorial and nonpictorial cues in driving, and discusses the implications for the use of camera-based displays, as well as nonplanar rearview mirrors. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Camera-based displays KW - Cameras KW - Convex mirrors KW - Drivers KW - Information display systems KW - Nonpictorial distance cues KW - Rearview mirrors KW - Video cameras KW - Visual perception UR - http://drivingassessment.uiowa.edu/DA2001/42_Flannagan.final.pdf UR - https://trid.trb.org/view/709433 ER - TY - CONF AN - 00921603 AU - Tijerina, L AU - University of Iowa, Iowa City TI - PRELIMINARY STUDIES OF MONO-PULSE BRAKING HAPTIC DISPLAYS FOR REAR-END COLLISION WARNING PY - 2001 SP - p. 219-224 AB - This paper summarizes two studies of mono-pulse braking for rear-end collision avoidance applications. The first study was a single-vehicle parameter-setting study without a lead vehicle that produced recommended pulse braking display duration and jerk rate. However, results also indicated that pulse braking display magnitude influenced the magnitude of driver braking behavior. A second study examined the impact of this driver interface concept both when a lead vehicle was braking to a stop and when the display came on even though the lead vehicle was not slowing down. The results indicated that in the first case drivers modulated their response according to the constraints of the situation rather than the magnitude of the haptic display. On approximately one-third of false positive trials, brief and mild inappropriate braking responses were recorded. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Behavior KW - Braking KW - Crash avoidance systems KW - Drivers KW - Pulse braking display KW - Rear end crashes KW - Tactile perception UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13363.pdf UR - https://trid.trb.org/view/709434 ER - TY - CONF AN - 00921592 AU - Sumer, N AU - Ayvasik, B AU - Er, N AU - Ozkan, T AU - University of Iowa, Iowa City TI - ROLE OF MONOTONOUS ATTENTION IN TRAFFIC VIOLATIONS, ERRORS, AND ACCIDENTS PY - 2001 SP - p. 167-173 AB - Recent traffic law in Turkey requires that drivers whose driving licenses were withheld because of their serious traffic offences be subjected to "psychotechnical assessment" tests. These tests must include measures for psychomotor and mental abilities such as monotonous attention, peripheral perception, and reasoning. Currently, the authors are in process of developing a computer based psychotechnical driver test system. This study investigates the validity of the monotonous attention test that is one of the measures in this system. Participants were 79 volunteer drivers from Ankara, Turkey. First, drivers completed the Driver Behavior Questionnaire measuring violations and errors and demographic items regarding drivers' history of offences and accidents. Second, participants were asked to respond to the Traffic Monotonous Attention Test that is a cancellation task. Initial analysis revealed that the correlations between the scores of attention index and other major variables were not significant. Therefore, a tripartite split was performed on the participants' attention scores. The results of ANOVAs revealed that those who had medium level of attention (incorrect responses) reported higher levels of driving errors than both high and low attention groups. The examination of the relationships between accident type and the continuous attention scores indicated that those having active accidents also had higher levels of both incorrect and omitted responses than no accident and passive accident groups. Findings of this study seem to imply that individual differences in the monotonous attention should be related with accident involvement and therefore, should be considered in devising a computer-based system including the measure of monotonous attention. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Attention KW - Behavior KW - Cognition KW - Drivers KW - Errors KW - Psychological tests KW - Psychotechnical assessment KW - Traffic crashes KW - Traffic violations KW - Turkey UR - http://drivingassessment.uiowa.edu/DA2001/32_Sumer_Nebi.pdf UR - https://trid.trb.org/view/709423 ER - TY - CONF AN - 00921599 AU - MCGEHEE, D V AU - Lee, J D AU - Rizzo, M AU - BATEMAN, K AU - University of Iowa, Iowa City TI - EXAMINATION OF OLDER DRIVER STEERING ADAPTATION ON A HIGH PERFORMANCE DRIVING SIMULATOR PY - 2001 SP - p. 197-201 AB - The objective of this study was to examine how long it takes for older drivers to adapt their steering control on a fixed-base driving simulator. The authors hypothesized that older drivers achieve maximum training benefit within the first few minutes of a driving simulation. Thirteen drivers over 65 years of age drove a four-channel, 150 deg forward field-of-view, 50 deg rear field-of-view, fixed-base driving simulator for 25 minutes. The authors used a six-degree steering wheel reversal criterion to evaluate drivers' adaptation to the simulator. Since drivers' adapt to a simulator over time, the authors examined the number of steering wheel reversals greater than six degrees that occurred per minute during each of three sections, the start, middle and end of the 25-minute drive. The results showed that older drivers needed about three minutes to adapt and get the "feel" of the simulator. Before this time driving behavior in the simulator may not be representative of actual driving performance. These results provide preliminary support for assuming that an adaptation period as short as five minutes may enable drivers to adapt to the driving simulator and drive normally. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Adaptation (Psychology) KW - Aged drivers KW - Driving simulators KW - Steering KW - Time duration UR - http://drivingassessment.uiowa.edu/DA2001/39_McGehee_Daniel.pdf UR - https://trid.trb.org/view/709430 ER - TY - CONF AN - 00921591 AU - HANCOCK, P A AU - LESCH, M AU - Simmons, L AU - Mouloua, M AU - University of Iowa, Iowa City TI - DISTRACTION EFFECTS OF PHONE USE DURING A CRUCIAL DRIVING MANEUVER (ABSTRACT ONLY) PY - 2001 SP - p. 166 AB - Forty-two licensed drivers were tested in an experiment that required them to react to an in-vehicle phone at precisely the same time as they were faced with making a crucial driving decision. Using test track facilities, the authors extended a previous evaluation of this form to include examination of the influence of driver gender and driver age. Specifically, each driver was given task practice and then performed two blocks of 24 trials each, where one trial represented a circuit of the test track. Half of the trials were control conditions in which neither the stop light was activated nor the in-vehicle phone triggered. Four trials required only stopping and a further four only phone response. The remaining four trials required the driver to complete each task simultaneously. The order of presentation of specific trials was randomized. The in-vehicle phone response task also contained an embedded memory task that was evaluated at the end of each trial. Results confirmed previous observations of slower task response followed by increased braking and that these patterns varied by driver age and gender. Most importantly, the authors recorded a critical 15% increase in non-response to the stop light in the presence of the phone distraction task which represents stop light violations on the open road. Further, results showed that age had a much larger effect on response than gender, especially on task components that required speed of response. Since driving represents a highly complex and interactive environment, it is not possible to specify a simplistic relationship between these distraction effects and outcome accident patterns. However, it can be concluded that such technologies erode performance safety margin and distract drivers from their critical primary task of vehicle control. As such there is expectedly a causal relation in accident outcome that is a crucial concern for in-vehicle device designers and for all others seeking to ameliorate the adverse impact of vehicle accidents. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Age KW - Braking KW - Cellular telephones KW - Crash causes KW - Distraction KW - Driving KW - Gender KW - Highway safety KW - Performance KW - Reaction time KW - Stopping KW - Test tracks KW - Traffic violations UR - http://drivingassessment.uiowa.edu/DA2001/31_Hancock_Peter.pdf UR - https://trid.trb.org/view/709422 ER - TY - CONF AN - 00921593 AU - Ball, K AU - BALL, D AU - RUMBLE, M AU - Edwards, D AU - WADLEY, V AU - University of Iowa, Iowa City TI - EFFECTS OF A SPEED OF PROCESSING INTERVENTION ON DRIVING PERFORMANCE: THE ACCELERATE STUDY (ABSTRACT ONLY) PY - 2001 SP - p. 174 AB - Useful Field of View performance, as measured by UFOV (registered trademark), is a valid and reliable predictor of crash involvement among older drivers, and UFOV (registered trademark) performance improves with Speed of Processing (SOP) training. The ACCELERATE Study is examining the effects of SOP training on other cognitive functions and on everyday mobility among older adults at risk for impaired mobility. To date, 59 participants have been randomly assigned to SOP training and 59 to an Internet training control group (total n=118). At baseline and post-test, participants are given extensive cognitive, sensory, health, and mobility assessments, as well as driving assessments in either a driving simulator or an instrumented vehicle. Preliminary results indicate that performance on the UFOV (registered trademark) improves significantly more in the SOP training group than in the control group. Furthermore, means on most other cognitive variables are in the direction of greater improvement for SOP trainees than controls, with significant transfer of training on select speeded measures. Preliminary analyses of driving indicate that relative to controls, SOP trainees have improved in the speed with which they are able to detect moving targets originating in the periphery and moving toward central vision, but not in the detection of static targets originating in central view. Thus, some driving tasks appear to benefit from SOP training, while others do not. Results suggest that Speed of Processing training may transfer to other cognitive functions as well as to everyday mobility performance, such as driving. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Aged drivers KW - Driving KW - Field of vision KW - Forecasting KW - Intervention KW - Performance KW - Speed of processing training KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/DA2001/33_Ball_Ball.pdf UR - https://trid.trb.org/view/709424 ER - TY - CONF AN - 00921595 AU - Meyer, G AU - Slick, R AU - Westra, D AU - Noblot, N AU - Kuntz, L-A AU - University of Iowa, Iowa City TI - VIRTUAL TRUCK DRIVER TRAINING AND VALIDATION: PRELIMINARY RESULTS FOR RANGE AND SKID PAD PY - 2001 SP - p. 177-182 AB - This poster presentation describes preliminary work done at the Carnegie Mellon Driver Training and Safety Institute to test the validity of truck driver simulator training for backing maneuvers, and the digitalization of a skid pad. Preliminary results supported the validity of simulator training for straight-line and reverse-lane-change backing skills. Results for the skid pad work indicated that stopping distances during hard braking on the virtual skid pad were somewhat shorter than on the physical skid pad at the same initial speed. The shorter stopping distance in the simulator was the result of the functional limit of 0.2 surface coefficient of friction in the simulation dynamic model. A virtual skid pad with a slope of 9% was created to test the effect of slope on braking distance. Results showed that stopping distances in the simulator increased as a result of increasing the slope, indicating that the functional limit of the dynamic model can be overcome by varying the virtual slope. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Backing (Driving) KW - Driver training KW - Driving simulators KW - Skid pad digitalization KW - Truck drivers KW - Validation KW - Virtual reality UR - http://drivingassessment.uiowa.edu/DA2001/35_Westra_Daniel.pdf UR - https://trid.trb.org/view/709426 ER - TY - CONF AN - 00921589 AU - Kolrep, H AU - University of Iowa, Iowa City TI - ASSESSING AND PREDICTING THE IMPACT OF COWLSHAKE IN CONVERTIBLE CARS ON SUBJECTIVE COMFORT PY - 2001 SP - p. 159-163 AB - Torsional oscillations of the car body of convertible cars give rise to cowlshake of the windshield frame, the rearview mirror, the dashboard, steering wheel, and seats. Drivers can perceive these oscillations which might impair subjective comfort and driving safety. Intensity reaches from just noticeable movements up to annoying shake of the steering wheel and distorted view in the mirror. A method to assess drivers' subjective comfort is suggested which allows to determine a functional relation between objective parameters of cowlshake and subjective comfort. This study is a first step towards simulation of cowlshake which includes prediction of comfort impairment. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Comfort KW - Convertibles (Automobiles) KW - Cowlshake KW - Drivers KW - Highway safety KW - Oscillation UR - http://drivingassessment.uiowa.edu/DA2001/29_Kolrep_Harald.pdf UR - https://trid.trb.org/view/709420 ER - TY - CONF AN - 00921585 AU - Ceci, R AU - Hogman, L AU - Patten, C AU - University of Iowa, Iowa City TI - MEASURES OF DRIVER BEHAVIOR AND COGNITIVE WORKLOAD IN A DRIVING SIMULATOR AND IN REAL TRAFFIC ENVIRONMENT - EXPERIENCES FROM TWO EXPERIMENTAL STUDIES IN SWEDEN PY - 2001 SP - p. 137-142 AB - The use of Intelligent Transportation Systems (ITS) in general is increasing in road traffic with external demands on driver attention and cognitive functioning. Also in-vehicle information systems such as navigation and onboard personal computers with Internet and e-mail connections are on the market in many parts of the world. Two different studies are presented in this paper. These have focused upon mental performance as a result of driving in a tunnel simulation with a route choice task and in a real traffic environment with the effect of various in-vehicle navigation tasks. Results indicate future orientation and road choice problems. As many as 50% of test drivers missed important road sign information and made critical road choice errors at specific points, i.e., entering the tunnel system from main roads. In the second study significant effects of visual and visual/verbal but no significant effects of verbal instructions on mental performance were obtained. These results are discussed with respect to requirements regarding suitable standard methods for assessment of cognitive workload caused by external information (i.e., road/tunnel environment) and from in-vehicle systems. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Advanced driver information systems KW - Attention KW - Audio media KW - Behavior KW - Cognition KW - Drivers KW - Driving simulators KW - Errors KW - Field tests KW - Intelligent transportation systems KW - Mental workload KW - Onboard navigational aids KW - Onboard personal computers KW - Performance KW - Route choice KW - Visual media UR - http://drivingassessment.uiowa.edu/DA2001/25_ceci_ruggero.pdf UR - https://trid.trb.org/view/709416 ER - TY - CONF AN - 00921588 AU - JAMSON, S L AU - Tate, F N AU - Jamson, A H AU - University of Iowa, Iowa City TI - BILINGUAL VARIABLE MESSAGE SIGNS: A STUDY OF INFORMATION PRESENTATION AND DRIVER DISTRACTION PY - 2001 SP - p. 153-158 AB - Research on static bilingual signs has confirmed increased reading times compared to their monolingual counterparts; however, there is little empirical research on bilingual Variable Message Signs (VMSs). The study reported here evaluates the effect of various bilingual VMS configurations on driver behaviour and safety. The aim of the study was to determine whether or not the visual distraction associated with bilingual VMSs of different configurations (length, complexity) impacted on driving performance. The results suggest that four-line bilingual VMSs comprising 2 lines of text in each language are read by both monolingual and bilingual drivers in a manner that more closely approximates a two-line monolingual sign. This being the case it is likely that the deployment of four-line bilingual signs on Welsh motorways is unlikely to result in a significant reduction in safety. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Behavior KW - Bilingualism KW - Distraction KW - Drivers KW - Highway safety KW - Performance KW - Variable message signs KW - Wales UR - http://drivingassessment.uiowa.edu/DA2001/28_Jamson_Samantha.pdf UR - https://trid.trb.org/view/709419 ER - TY - CONF AN - 00921586 AU - Haas, E C AU - Kunze, M AU - University of Iowa, Iowa City TI - THE EFFECT OF A VEHICLE CONTROL DEVICE ON DRIVER PERFORMANCE IN A SIMULATED TANK DRIVING TASK PY - 2001 SP - p. 143-146 AB - The purpose of this study was to determine the effect of different vehicle controllers on driver performance in a simulated tank driving task. Eight male civilian volunteers with normal visual acuity drove a simulated tank on a digitized road terrain. The subject monitored his speed by means of a speedometer shown on the monitor. Independent variables were driving controller (joystick, or steering wheel with attached brake and accelerator pedal), and assigned driving speed of 15 or 45 mph (the maximum speed at which the subject was permitted to travel). Dependent variables were mean driving speed (the average speed at which the subject actually drove), and the proportion of time the center of the vehicle remained on the road during travel. Results indicated that subjects using the steering wheel obtained a significantly greater mean driving speed than those using the joystick only when they were permitted to drive a maximum speed of 45 mph. This difference may have little practical significance because the mean driving speed for the two controllers differed by less than 5 mph. There was no significant difference between controllers for the proportion of time the driver was able to keep the center of the vehicle on the road. Results implied that joystick controls have potential as an alternative control technology, and the ergonomic placement of the joystick could be an important factor in enhancing driver performance. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Drivers KW - Driving KW - Driving simulators KW - Ergonomics KW - Human subject testing KW - Joysticks (Computers) KW - Performance KW - Speed KW - Steering wheels KW - Tanks (Combat vehicles) UR - http://drivingassessment.uiowa.edu/DA2001/26_Haas_Elizabeth.pdf UR - https://trid.trb.org/view/709417 ER - TY - CONF AN - 00921587 AU - Owens, J M AU - Lehman, R AU - University of Iowa, Iowa City TI - THE EFFECTS OF AGE AND DISTRACTION ON REACTION TIME IN A DRIVING SIMULATOR PY - 2001 SP - p. 147-152 AB - The objective of this study was to investigate the effects of driver distraction - both cognitive and visual - on reaction time to unexpected road hazards. Participants operated a driving simulator while intermittently answering prerecorded questions of various difficulty (holding a "conversation" with the computer), or dialing specified numbers into a cellular telephone. Two road hazards were presented at unpredictable times and locations, including red brake lights and a red pedestrian-shape of approximately the same area as the brake lights. Targets were presented in two different locations: directly in front of the driver at the bottom of the screen, and off to the side of the road. The results showed a significant overall increase in reaction time for older subjects, as well as a strong interaction with the dialing task condition. There were no significant differences from the control for either easy or difficult verbal response conditions. In addition, stimuli on the side of the road took significantly longer to respond to, especially when combined with the dialing task. These data suggest a strong link between age, visual task load, stimulus location, and increased reaction time to unexpected stimuli. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Age KW - Cellular telephones KW - Cognition KW - Distraction KW - Drivers KW - Driving simulators KW - Hazards KW - Reaction time KW - Visual media KW - Visual task load UR - http://drivingassessment.uiowa.edu/DA2001/27_Owens_Justin.pdf UR - https://trid.trb.org/view/709418 ER - TY - CONF AN - 00921590 AU - GUERRIER, J AU - Wachtel, J AU - University of Iowa, Iowa City TI - A SIMULATOR STUDY OF DRIVER RESPONSE TO CHANGEABLE MESSAGE SIGNS OF DIFFERING MESSAGE LENGTH AND FORMAT (ABSTRACT ONLY) PY - 2001 SP - p. 164-165 AB - Highway congestion nationwide continues to increase, and three Florida urban areas rank among the top ten. Florida has been studying and implementing intelligent transportation system technologies to address its congestion problems, with a focus on its special populations such as the elderly and multi-cultural groups for which English is not the primary language. One of these technologies most widely deployed is the changeable message sign (CMS). Fifty-two CMSs are operational in Florida, with 39 more scheduled for deployment soon. Although CMSs have the potential to facilitate travel, certain issues must be considered to ensure that they do not exacerbate the congestion problem. One key CMS operational issue is the number of phases required to present a complete message. "On-time" for two-phase messages varies from 2.5 to 5 seconds per phase across the State. Of course, the appropriateness of this on-time depends not only on the characteristics of the CMS itself, but on the road, traffic and weather conditions, and driver characteristics. This study, funded by the National Institute on Aging, investigated issues related to the number of CMS phases and their on-time. The authors used a low-cost, interactive driving simulator supplemented with a video monitor above the main display. While simulator screens presented interactive road and traffic conditions, the supplemental monitor displayed the CMS. Young and old drivers drove the simulator under different workload conditions and responded to road closure/detour information on the CMS. All CMS displays were developed in accordance with accepted guidelines and were reviewed for content by independent experts. Results showed consistent and significant age effects across all tested conditions. In addition, the authors found significantly poorer response for all drivers under the two-phase CMS, despite the fact that the message "on-time" was nearly 2 seconds longer than that used in two major Florida jurisdictions. The findings have implications for CMS design and operation in Florida and in other jurisdictions with similar populations. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Aged drivers KW - Driving simulators KW - Formatting KW - Length KW - Mental workload KW - Messages (Communications) KW - Traffic congestion KW - Variable message signs UR - http://drivingassessment.uiowa.edu/DA2001/30_Watchel_Jose.pdf UR - https://trid.trb.org/view/709421 ER - TY - CONF AN - 00921583 AU - Leonard, S D AU - University of Iowa, Iowa City TI - RELATION OF OWNER'S MANUALS TO SAFETY PY - 2001 SP - p. 125-130 AB - Safe behavior is predicated on the individual's capability to perform appropriate acts when required. That capability involves both the requisite psychomotor skills and the knowledge of what acts are appropriate in the situation faced by the individual. Knowledge of the appropriate acts may be obtained in various ways. Among them are signs, verbal commands, instruction, and written materials. The present study examines the influence of one form of written materials associated with safe driving, that is, the owner's manual. Specifically, two surveys were performed to evaluate what use is made of the safety information in the manual and the awareness of the presence of safety information in the manual. The results suggested that owner's manuals are infrequently read, except for some specific sorts of information. Of all respondents in Experiment 1, only two indicated looking for safety information in the manual. Results of Experiment 2 suggested that respondents were aware of the possibility that safety information was in the manual, but there was little indication that it was used for that purpose. A possible approach to reaching more of the target population might be to produce a separate safety manual for owners and drivers. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Awareness KW - Behavior KW - Drivers KW - Highway safety KW - Knowledge KW - Manuals KW - Safety information KW - Surveys KW - Utilization UR - http://drivingassessment.uiowa.edu/DA2001/23_Leonard_David.pdf UR - https://trid.trb.org/view/709414 ER - TY - CONF AN - 00921577 AU - Wang, D-YD AU - Pick, D F AU - Proctor, R W AU - University of Iowa, Iowa City TI - PERFORMANCE ON CUE RECOGNITION AND EVASIVE ACTION SKILLS AS PREDICTORS OF EFFECTIVE DRIVING IN COLLEGE-AGE DRIVERS PY - 2001 SP - p. 98-102 AB - Two experiments compared self-reported driving effectiveness of licensed drivers (mean age 19 years) to their performance on two simulated driving tasks. For both experiments, drivers first completed a driving history questionnaire. In Experiment 1, they then performed Cue Recognition, which uses stationary line drawings of vehicles as stimuli and requires a turning or braking response to an appropriate stimulus. Males responded faster than females, especially for the most complex choice responses, and reported more tickets. Drivers reporting no tickets responded slower than those reporting at least one ticket, and they reported fewer accidents. In Experiment 2, drivers also performed Evasive Action Skills, which uses more realistic recorded driving scenarios in which the appearance of a hazard is the imperative stimulus that commands the appropriate turn or brake response. Number of errors on Evasive Action Skills correlated significantly with number of self-reported accidents. Response times on Cue Recognition and Evasive Action Skills were correlated, but there was no relation between response times on Cue Recognition and errors on Evasive Action Skills. However, a comparison of the 10 fastest and 10 slowest drivers on Cue Recognition showed that the fastest responders committed significantly more errors on Evasive Action Skills than did the slowest responders. The data in both experiments reflect a speed-accuracy tradeoff. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - College students KW - Correlation analysis KW - Cue recognition KW - Driver history KW - Drivers KW - Errors KW - Evasive action skills KW - Gender KW - Performance KW - Reaction time UR - http://webs.purduecal.edu/psychology/david-pick/ UR - https://trid.trb.org/view/709408 ER - TY - CONF AN - 00921579 AU - Nicolas, L AU - University of Iowa, Iowa City TI - ERGONOMICS SPECIFICATIONS AND DESIGN OF A HMI FOR AN INFORMATIONAL SAFE DRIVING SUPPORT SYSTEM PY - 2001 SP - p. 109-111 AB - This paper describes the first ergonomics step for the design of an HMI for an informational safe driving support system. The objectives of the experimentation presented are to supply first settings corresponding to an alert and to collect first "subjective" evaluations of the HMI tested with the aim of a final evaluation and of recommendations for the conception. Five HMIs were studied: a sound provided by speakers integrated in the driver headrest; two flashing lights down the windscreen; two flashing arrows in the instrument cluster; a vibrator in the steering wheel; and two vibrators in the driver seat. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Design KW - Driver support systems KW - Ergonomics KW - Specifications KW - Warning systems UR - http://drivingassessment.uiowa.edu/DA2001/19_nicolas_laurent.pdf UR - https://trid.trb.org/view/709410 ER - TY - CONF AN - 00921575 AU - Brackstone, M AU - McDonald, M AU - University of Iowa, Iowa City TI - DRIVER BEHAVIOUR STUDIES IN THE MOTORWAY OPERATIONS PLATFORM GRANT PY - 2001 SP - p. 87-92 AB - This paper reports on a four-year project being undertaken in the U.K., which intends to address the causative mechanisms of motorway congestion, and how these may be overcome by the use of in-vehicle Intelligent Transportation Systems (ITS). The project comprises five studies, two focussing on driver behaviour and performance, and three on microscopic simulation and road operations. This paper provides an overview of progress made and work in progress in the former of these topics, in particular: (i) Phase 1: an instrumented vehicle study collecting microscopic time series on how drivers behave in slow moving dense traffic. An overview of results from this phase is presented; and (ii) Phase 2: to be initiated in late 2001, looks to examine how drivers behave when faced with the requirement for an emergency deceleration. The study will use a combination of a surrogate vehicle/test track approach and a fixed base driving simulator study, in order to examine the advantages of the differing methodologies and (if validity is proven) to increase database size. A brief review is given of the intended use of outputs from these studies in subsequent simulation modelling studies to be undertaken in future years. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Behavior KW - Drivers KW - Emergencies KW - Intelligent transportation systems KW - Traffic congestion UR - http://drivingassessment.uiowa.edu/DA2001/15_Brackstone_Mark.pdf UR - https://trid.trb.org/view/709406 ER - TY - CONF AN - 00921584 AU - Nemoto, H AU - Yanagishima, T AU - TAGUCHI, M AU - University of Iowa, Iowa City TI - EFFECT OF PHYSICAL CHANGES IN AGING ON DRIVING PERFORMANCE PY - 2001 SP - p. 131-136 AB - The growing population of older drivers has led to societal demands for the development of technologies better suited to the characteristics of older people. One effective way of addressing this situation is to examine closely the structure that causes the performance of older drivers and then use that information to develop technologies. As the first step toward understanding that structure in this research, an attempt was made to identify significant elements of the structure from a human factors standpoint in order to pursue this approach efficiently. A questionnaire survey, an observation of driving behavior and an interview survey were conducted with older drivers. The most significant perspectives on driving were extracted from the results. Tests were then conducted with a driving simulator to verify those perspectives. Based on the surveys and tests, two significant characteristics were identified concerning the influence of aging on driving behavior. One concerns the disintegration of the stimulus-perception-cognition-response system and the other concerns the transition in attention. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Aged drivers KW - Attention KW - Cognition KW - Driving simulators KW - Driving tests KW - Field studies KW - Human factors KW - Interviewing KW - Performance KW - Questionnaires KW - Visual perception UR - http://drivingassessment.uiowa.edu/DA2001/24_Nemoto_Hideaki.pdf UR - https://trid.trb.org/view/709415 ER - TY - CONF AN - 00921574 AU - Heitmann, A AU - Guttkuhn, R AU - Aguirre, A AU - Trutschel, U AU - Moore-Ede, M AU - University of Iowa, Iowa City TI - TECHNOLOGIES FOR THE MONITORING AND PREVENTION OF DRIVER FATIGUE PY - 2001 SP - p. 81-86 AB - A series of driving simulation pilot studies on various technologies for alertness monitoring (head position sensor, eye-gaze system), fitness-for-duty testing (two pupil-based systems), and alertness promotion (in-seat vibration system) has been conducted in Circadian Technologies' Alertness Testbed. The results indicate that all tested technologies show promise for monitoring/testing or preventing driver fatigue, respectively. However, particularly for fatigue monitoring, no simple measure alone may be sensitive and reliable enough to quantify driver fatigue. Since alertness is a complex phenomenon, a multi-parametric approach needs to be used. Such a multi-sensor approach imposes challenges for online data interpretation. We suggest using a neural-fuzzy hybrid system for the automatic assessment of complex data streams for driver fatigue. The final system output can then be used to trigger the activation of alertness countermeasures. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Alertness KW - Drivers KW - Driving simulators KW - Fatigue (Physiological condition) KW - Monitoring KW - Pilot studies KW - Prevention KW - Technology UR - http://drivingassessment.uiowa.edu/DA2001/14_Heitmann_Anneke.pdf UR - https://trid.trb.org/view/709405 ER - TY - CONF AN - 00921581 AU - HERREGODS, D AU - NOWE, H AU - BEKIARIS, A AU - BATEN, G AU - KNOLL, C AU - University of Iowa, Iowa City TI - THE TRAINER PROJECT: MATCHING TRAINING CURRICULA TO DRIVERS REAL NEEDS USING MULTIMEDIA TOOLS (ABSTRACT ONLY) PY - 2001 SP - p. 118 AB - One of the more important issues in road insecurity is that drivers are not enough conscious of all the dynamics involved while driving a vehicle. Historically, driver training has focused on vehicle control skills and traffic rules without reaching far enough in the efforts to provide risk awareness and other higher order skills. The European Union supported "TRAINER" project addresses this problem with the development of a cost-effective Pan-European driver training methodology based on realistic, interactive, off-road tools: a new interactive multimedia training tool, a low cost stationary and a mean cost semi-dynamic driving simulator. This paper describes the interactive multimedia tool requirements and scenarios design to support driver training and assessment in strategic and manoeuvring tasks. The more than 100 different scenarios developed allows training and assessment of higher cognitive skills and familiarisation of novice drivers with the basic principles of driving: safety belt use, alcohol driving influence, gap acceptance, headway tailgating, peripheral view, yielding, lane changing, turning, unforeseen events, hazard perception, overtaking manoeuvres, visual cues, parked car, intersection turning, pedestrians and children, and so on. After verification of the methodology and assessment of the effect on risk awareness enhancement of learner drivers through tests with 30 novice drivers (and an equal control group) in 4 European countries, the TRAINER tools will be integrated into a common European driver education and assessment methodology, that will also contribute towards safe integration of novice drivers into the traffic environment. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Cognition KW - Driver education KW - Driver training KW - Driving simulators KW - Methodology KW - Multimedia UR - http://drivingassessment.uiowa.edu/DA2001/21_Herregods_Nowe.pdf UR - https://trid.trb.org/view/709412 ER - TY - CONF AN - 00921580 AU - TOKUNAGA, R A AU - Shimojo, A AU - HAGIWARA, T AU - KAGAYA, S AU - Uchida, K AU - University of Iowa, Iowa City TI - EFFECTS OF CELLULAR TELEPHONE USE WHILE DRIVING BASED ON OBJECTIVE AND SUBJECTIVE MENTAL WORKLOAD ASSESSMENT PY - 2001 SP - p. 112-117 AB - A series of studies was performed to investigate the effects of cellular telephone use while driving on driver mental workload. In these surveillance studies objective and subjective methods were used to find the driver mental workload behaviour. In the first study, the results indicated that the hands-free system provided less effect on the driver's mental workload than the hand-held system. In the second study, experience in using a cellular telephone while driving had no positive effect on reaction time. The operation task and talking task had little effect on the subjective mental workload of the experienced subjects, but had statistically significant effects on the subjective mental workload of the non-experienced subjects. In the third study, the results of experiment indicated that the telephone tasks increase the mental workload of the drivers as were shown in the second study. The results also indicated that the complex conversation task produced an increase in driver mental workload as compared to the simple conversation task and the other tasks independent of age group. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Cellular telephones KW - Drivers KW - Driving KW - Mental workload KW - Reaction time UR - http://drivingassessment.uiowa.edu/DA2001/20_tokunaga_roberto.pdf UR - https://trid.trb.org/view/709411 ER - TY - CONF AN - 00921582 AU - Dols, J F AU - Pardo, J AU - Falkmer, T AU - Uneken, E AU - VERWEY, W AU - University of Iowa, Iowa City TI - THE TRAINER PROJECT: A NEW SIMULATOR-BASED DRIVER TRAINING CURRICULUM PY - 2001 SP - p. 119-124 AB - The purpose of the European Union funded TRAINER project is to develop a new cost-effective Pan-European driver training curriculum, including computer-based interactive multimedia and simulator technology. The curriculum will pay significant attention to higher order skills including risk awareness. For this purpose a number of scenarios were developed that address the most important needs of learner drivers. These scenarios are used in a PC-based interactive multimedia tool as well as in a driving simulator. The interactive multimedia tool allows training and assessment of higher cognitive skills (i.e., strategic and manoeuvring tasks), familiarisation of novice drivers with the basic principles of driving, and contributing to a better understanding of (potential) risks. A low cost stationary driving simulator is used for acquiring skills in vehicle handling and negotiating common traffic situations (i.e., manoeuvring and control tasks). In addition, a mean cost semi-dynamic driving simulator is developed for supporting the needs of specific driver cohorts, such as novice drivers with enhanced knowledge problems and drivers in high-risk groups. Application of such an advanced computer-based curriculum also implies development of criteria to allow driving instructors to determine training progress. These criteria are based on a database of normative driver behaviour. This paper mainly focuses on the description of the technical (software and hardware) requirements for both low-cost and mean-cost simulators. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Cognition KW - Curricula KW - Driver training KW - Driving simulators KW - Motor skills KW - Multimedia KW - Personal computers KW - Software UR - http://drivingassessment.uiowa.edu/DA2001/22_Dols_Juan.pdf UR - https://trid.trb.org/view/709413 ER - TY - CONF AN - 00921576 AU - WHEATLEY, D J AU - Hurwitz, J B AU - University of Iowa, Iowa City TI - THE USE OF A MULTI-MODAL INTERFACE TO INTEGRATE IN-VEHICLE INFORMATION PRESENTATION PY - 2001 SP - p. 93-97 AB - The car of the future will have many new information sources - including telematics systems, navigation systems and Advanced Driver Assistance Systems (ADAS) - that will compete for a driver's limited cognitive attention. If they are implemented as completely separate systems then cognitive overload and driver distraction are inevitable outcomes. However, if they are implemented as an integrated intelligent system with a multi-modal interface, then the benefits of such functionality will be achieved with much less impact on driving safety. Such a system will support the task of safe driving by filtering and mediating information in response to real-world driving demands. This paper outlines the human factors research program being undertaken by Motorola Labs to evaluate key elements of such a multi-model interface as well as the key human factors issues involved in a multi-modal interface. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Advanced driver information systems KW - Attention KW - Cognition KW - Distraction KW - Highway safety KW - Human factors KW - Integrated systems KW - Intelligent transportation systems KW - Multitasking UR - http://drivingassessment.uiowa.edu/DA2001/16_Wheatley_David.pdf UR - https://trid.trb.org/view/709407 ER - TY - CONF AN - 00921578 AU - Bogdonoff, S M AU - University of Iowa, Iowa City TI - BEI'S DRIVER SKILL ENHANCEMENT PROGRAM (D-SEP): BRIEF REVIEW OF EXPERIMENTAL MINI-PROGRAM AND CONCLUSIONS PY - 2001 SP - p. 103-108 AB - The BEI Driver Skill Enhancement Program (D-SEP) had its beginnings in a local group meeting to provide input to the White House Commission on Aging about 6 years ago. At this meeting, the author became acutely aware of the problems older people had with driving. Building on the author's 25 years of activities with driver education programs on high-speed road tracks, he started a research program which continues today. Research was initiated into other driving schools and their methods, and study of the fundamental elements of driving (from may sources). The research was supplemented by data gathering on the "process of driving" (by discussions with many experts). There is general agreement that driving is a combination of several skills; and there are three basic elements of driving: (a) information gathering, primarily visual; (b) cognitive processing, during which the large amount of data obtained visually is sifted to separate out what is crucial for the driving experience; and (c) physical activities of the arms and legs, to carry out the decisions reached in the cognitive process. This process is repeated continuously as one drives, since driving is a "dynamic" process. The BEI program is based on two premises: (1) P + A = a good driver. P is Preparation: what the drivers, in their cars, can actually do. A is Anticipation: the visual-cognitive process which buys time to carry out the physical activities involved in making a car perform. Anticipation is usually not consciously practiced, although carried out in some form for all driving. (2) "Training and practice" will, in most cases, considerably enhance the skills required for driving. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Cognition KW - Driver education KW - Driver improvement programs KW - Driver training KW - Motor skills KW - Research KW - Visual perception UR - http://drivingassessment.uiowa.edu/DA2001/18_Bogdonoff_Seymout.pdf UR - https://trid.trb.org/view/709409 ER - TY - CONF AN - 00921561 AU - Smyth, C C AU - University of Iowa, Iowa City TI - MENTAL WORKLOAD AND TASK PERFORMANCE FOR INDIRECT VISION DRIVING WITH FIXED FLAT PANEL DISPLAYS PY - 2001 SP - p. 1-6 AB - Of interest to designers of future combat vehicles is the effect of indirect vision upon vehicle driving, and in particular the effect of the camera lens field of view (FOV). In a field study, driving performance was measured for natural and indirect vision with eight participants negotiating a road course in a military vehicle. The indirect vision system was driven with fixed panoramic flat panel, liquid crystal displays in the cab and a forward viewing monocular camera array mounted on the front roof of the vehicle and tilted slightly downward. The results are that the participants successfully drove the vehicle with indirect vision for the different FOVs of the cameras: near unity, wide, and extended. However, they drove the course faster with natural vision than they did with the indirect vision systems. Further, the course speed significantly decreased with increased camera FOV. Workload ratings show a significant increase in perceived workload with increased FOV. Most participants reported a discomfort associated with motion sickness while they were in the moving vehicle with the displays. Finally, cluster analysis of the mental workload measures supports a skills-rules-knowledge model of information processing for the driving task. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Cameras KW - Cluster analysis KW - Comfort KW - Driving KW - Field of vision KW - Indirect vision driving KW - Information processing KW - Instrument displays KW - Liquid crystal displays KW - Mental workload KW - Military vehicles KW - Motion sickness KW - Speed UR - http://drivingassessment.uiowa.edu/DA2001/01_Smyth_Christopher.pdf UR - https://trid.trb.org/view/709392 ER - TY - CONF AN - 00921563 AU - Strayer, David L AU - Drews, Fran A AU - Albert, R W AU - Johnston, William A AU - University of Iowa, Iowa City TI - CELL PHONE INDUCED PERCEPTUAL IMPAIRMENTS DURING SIMULATED DRIVING PY - 2001 SP - p. 14-19 AB - This research assessed the effects of cellular phone conversations on driving performance. When subjects were deeply involved in cellular phone conversations using either a hand-held or hands-free device, they were more than twice as likely to miss simulated traffic signals presented at the center of fixation than when they were not distracted by the cell phone conversation. By contrast, performance was not disrupted by listening to radio broadcasts or listening to a book on tape. One might argue that when subjects were conversing on a cell phone that they detected the simulated traffic signals, but that the responses to them were suppressed. To assess this, the authors examined the implicit perceptual memory for items that were presented at fixation but called for no response. Implicit perceptual memory was strong when subjects were not engaged in a cell phone conversation but impaired when they were so engaged. The authors suggest that active participation in a cell phone conversation disrupts performance by diverting attention to an engaging cognitive context other than the one immediately associated with driving. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Attention lapses KW - Cellular telephones KW - Distraction KW - Driving KW - Driving simulators KW - Human subject testing KW - Implicit perceptual memory KW - Performance UR - http://www.psych.utah.edu/lab/appliedcognition/publications/cellphone2.pdf UR - https://trid.trb.org/view/709394 ER - TY - CONF AN - 00921567 AU - Lerner, N AU - University of Iowa, Iowa City TI - DISCONNECT BETWEEN DRIVER BEHAVIOR/PERFORMANCE STUDIES AND CRASH EXPERIENCE: LESSONS FROM THE STUDY OF YOUNG/INEXPERIENCED DRIVERS PY - 2001 SP - p. 31-36 AB - The quantitative measurement of driver behavior has been central to much of the systematic research underlying highway safety issues during the past forty years. It has contributed to the way in which we design roads, vehicles, training programs, signs and markings, and intelligent transportation systems. Yet the methods we use to conduct driver behavior experiments may result in a disconnect with the circumstances under which crash events occur. This is particularly evident in problems related to young, inexperienced drivers. This paper discusses some of the systematic biases that characterize the quantitative driver behavior research base regarding youthful drivers. Some broader implications for the general study of driver behavior and performance are then considered. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Behavior KW - Bias (Statistics) KW - Crash rates KW - Drivers KW - Performance KW - Research KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/DA2001/07_Lerner_Neil.pdf UR - https://trid.trb.org/view/709398 ER - TY - CONF AN - 00921570 AU - Rimini-Doering, M AU - Manstetten, D AU - Altmueller, T AU - Ladstaetter, U AU - Mahler, M AU - University of Iowa, Iowa City TI - MONITORING DRIVER DROWSINESS AND STRESS IN A DRIVING SIMULATOR PY - 2001 SP - p. 58-63 AB - Driver drowsiness, compounded by the high workloads and stress of the ever-increasing complexity of car and traffic environments, is a major cause of severe accidents. The objective of the project described in this paper is to develop reproducible and flexible methods for studying the relationships between physiological driver states and human-factor issues in a driving environment. For reasons of safety and reproducibility, a laboratory-based driving simulator is being used for the project experiments. Initial experiments were conducted with a cohort of about 60 healthy male subjects aged 22 to 28 under carefully controlled conditions. Performance was measured before, during, and after a 120 km stretch of stimulus-deprived, foggy highway that was intended to induce fatigue and stress. Across all trials 69% of the subjects experienced sleep events lasting several seconds, and 7 potentially fatal crashes occurred. Lane tracking behavior degraded by a factor of 2 to 3 prior to each crash. Much of the extensive data acquired by these experiments remains to be analyzed using both standard statistical techniques and high-dimensional clustering algorithms. ALISA image-processing software is being applied to video images of the driver eyes and face to detect the onset of sleep and other critical situations. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Drivers KW - Driving simulators KW - Drowsiness KW - Fatigue (Physiological condition) KW - Human factors in crashes KW - Image processing KW - Lane tracking KW - Sleep KW - Stress (Physiology) KW - Video imaging detectors KW - Workload UR - http://drivingassessment.uiowa.edu/DA2001/10_Rimini_Doering_Maria.pdf UR - https://trid.trb.org/view/709401 ER - TY - CONF AN - 00921571 AU - Grace, R AU - Steward, S AU - University of Iowa, Iowa City TI - DROWSY DRIVER MONITOR AND WARNING SYSTEM PY - 2001 SP - p. 64-69 AB - The design and use of a low-cost drowsy driver monitor, the Copilot, and proposed driver interfaces are presented. The Copilot consists of a digital camera integrated with a low-cost digital signal processor. The Copilot is a functionally enhanced version of a previous monitor that has been successfully used in a variety of research projects in simulators and in over-the-road vehicles. Compared to its predecessor, the new monitor is small and easy to use, providing an effective research tool for the field or in the laboratory. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Audible warning devices in vehicles KW - Digital cameras KW - Digital signal processor KW - Drivers KW - Drowsiness KW - Monitoring UR - http://drivingassessment.uiowa.edu/DA2001/11_Grace_Richard.pdf UR - https://trid.trb.org/view/709402 ER - TY - CONF AN - 00921564 AU - Lee, J D AU - SCHMIDT, K AU - BRAL, T AU - University of Iowa, Iowa City TI - DISTRACTION POTENTIAL OF SPEECH-BASED DRIVER INTERFACES (ABSTRACT ONLY) PY - 2001 SP - p. 20 AB - A common assumption concerning speech-based interaction with an in-vehicle information system is that the speech-based interaction does not distract the driver, because the driver is not required to take his eyes off the road. This assumption does not take into consideration the cognitive demand placed on the driver. This cognitive demand may be highly dependent upon the nature of the interaction and may increase when errors occur in the interchange between the driver and the speech-based system. When the automatic speech recognition system makes an error, the driver must first recognize that an error has been made, determine how to recover from the error, trace back to the previous menu, and repeat the command to get the desired result. These additional steps and the error recovery process may place significant cognitive demands on the driver. Understanding how these errors and the recovery process affects driver attention to the road is a critical design consideration for speech-based interaction with in-vehicle information systems. This paper describes an initial experiment to address this issue and provides a theoretical framework to help identify the requirements of a speech-interface needed to support easy error recovery. Because speech interactions will always be subject to human and system error, understanding how to support the robust interaction is critical in minimizing driver distraction. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Attention KW - Cognitive impairment KW - Distraction KW - Driver information systems KW - Driver vehicle interfaces KW - Drivers KW - Error recovery KW - Errors KW - Human machine systems KW - Performance KW - Speech recognition UR - http://drivingassessment.uiowa.edu/DA2001/04_Lee_John.pdf UR - https://trid.trb.org/view/709395 ER - TY - CONF AN - 00921566 AU - Fildes, B AU - PRONK, N AU - CHARLTON, J AU - Langford, J AU - FRITH, B AU - University of Iowa, Iowa City TI - DEVELOPMENT OF A NATIONAL LICENCE ASSESSMENT PROGRAM FOR OLDER DRIVERS IN AUSTRALASIA PY - 2001 SP - p. 26-30 AB - Licensing requirements in Australasia vary across jurisdictions with little evidence of any safety benefit for any existing procedure. In 1998, Austroads (a collaboration of State Traffic Authorities in Australia and New Zealand) commissioned the Monash University Accident Research Centre to develop and trial a model licence re-assessment program for older drivers in Australasia. The procedure was developed in 1999 and involved input from a number of key experts in Australia and New Zealand. A pilot study was undertaken in Tasmania early in 2000 to evaluate the procedural aspects of the model. A study of four off-road screening tests also commenced in 2001 to validate these instruments against a range of driving performance measures. This paper reports preliminary findings from these studies. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Aged drivers KW - Australasia KW - Driver licensing KW - License assessment program KW - Pilot studies KW - Tasmania UR - http://drivingassessment.uiowa.edu/DA2001/06_Fildes_Brian.pdf UR - https://trid.trb.org/view/709397 ER - TY - CONF AN - 00921573 AU - Nawrot, M AU - University of Iowa, Iowa City TI - DEPTH PERCEPTION IN DRIVING: ALCOHOL INTOXICATION, EYE MOVEMENT CHANGES, AND THE DISRUPTION OF MOTION PARALLAX PY - 2001 SP - p. 76-80 AB - Motion parallax, the ability to recover depth from retinal motion, is a crucial part of the visual information needed for driving. Recent work indicates that the perception of depth from motion parallax relies on the slow eye movement system. It is well known that alcohol intoxication reduces the gain of this slow eye movement system, the basis for the "horizontal gaze nystagmus" field sobriety test. The current study shows that alcohol intoxication also impairs the perception of depth from motion parallax due to its influence on the slow eye movement system. Observer thresholds in both active and passive motion parallax tasks are significantly increased by acute alcohol intoxication. Perhaps such a failure of motion parallax plays a role when intoxicated drivers must make quick judgements with what could be inaccurate or missing perceptual information about the location of obstacles around them. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Depth perception KW - Driving KW - Drunk driving KW - Eye movements KW - Motion parallax UR - http://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&ved=0CDEQFjAA&url=http%3A%2F%2Fciteseerx.ist.psu.edu%2Fviewdoc%2Fdownload%3Fdoi%3D10.1.1.117.2662%26rep%3Drep1%26type%3Dpdf&ei=rjiiUZeqOqH1ygGuz4CIBQ&usg=AFQjCNEa4XgmwGGn9erSz6742BjCN4nIMg&sig2=yK0CEQOk25JVFgWto-1tcw&bvm=bv.47008514,d.aWc UR - https://trid.trb.org/view/709404 ER - TY - CONF AN - 00921560 AU - University of Iowa, Iowa City TI - PROCEEDINGS OF THE FIRST INTERNATIONAL DRIVING SYMPOSIUM ON HUMAN FACTORS IN DRIVER ASSESSMENT, TRAINING AND VEHICLE DESIGN, ASPEN, COLORADO, AUGUST 14-17, 2001 PY - 2001 SP - 421p AB - Driving Assessment 2001 was originally conceived to fill a multidisciplinary gap in driver safety research. The symposium brought together experts in human factors, medicine, engineering design, operations and policy from all over the world. Participants from 16 countries contributed to the scientific program. The friendships and partnerships forged at this meeting have created new opportunities for collaboration. The papers contained in these proceedings represent a significant contribution to the human factors and driver safety research literature. The proceedings include 81 papers, a panel discussion, and an author index. Each paper is entered separately in the TRIS database. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Conferences KW - Driver training KW - Driver vehicle interfaces KW - Drivers KW - Highway safety KW - Human factors KW - Vehicle design UR - http://drivingassessment.uiowa.edu/node/22 UR - https://trid.trb.org/view/709391 ER - TY - CONF AN - 00921562 AU - Gartner, U AU - Konig, W AU - Wittig, T AU - University of Iowa, Iowa City TI - EVALUATION OF MANUAL VS. SPEECH INPUT WHEN USING A DRIVER INFORMATION SYSTEM IN REAL TRAFFIC PY - 2001 SP - p. 7-13 AB - The executed study evaluated the influence of manual and speech input on driving quality, stress and strain situation and user acceptance when using a Driver Information System (DIS). The study is part of the EU-project SENECA. Sixteen subjects took part in the investigations. A car was equipped with a modified DIS to carry out the evaluation in real traffic situations. The used DIS is a standard product with manual input control elements. This DIS was extended by a speech input system with a speaker independent speech recogniser. For the use of the different DIS devices (radio, CD player, telephone, navigation) 12 different representative tasks were given to the subjects. Independently the type of task speech input needs longer operation times than manual input. In case of complex tasks a distinct improvement of the driving quality can be observed with speech instead of manual input. The subjective safety feeling is stronger with speech than with manual input. With speech input the number of glances at the mirrors and aside is clearly higher than with manual input. The most frequent user errors can be explained by problems when spelling and by the selection of wrong speech commands. The rate of speech recognition errors amounts on the average to 20.6% which makes it necessary to increase the recognition performance of the examined speech system. This improvement of system performance is the task of the development for the system demonstrator in the second half of the SENECA project. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Driver information systems KW - Driver vehicle interfaces KW - Driving KW - Errors KW - Field tests KW - Human machine systems KW - Manual control KW - Performance KW - Safety KW - Speech recognition KW - Voice control UR - http://drivingassessment.uiowa.edu/DA2001/02_Gartner_Wittig.pdf UR - https://trid.trb.org/view/709393 ER - TY - CONF AN - 00921565 AU - Sivak, M AU - Flannagan, M J AU - Schoettle, B AU - University of Iowa, Iowa City TI - DRIVER ASSESSMENT AND TRAINING IN THE 1980S AND THE 1990S: AN ANALYSIS OF THE MOST-CITED PUBLICATIONS PY - 2001 SP - p. 21-25 AB - This study analyzed the most-cited publications in the area of driver assessment and training. The citation counts were obtained from both the Science Citation and Social Science Citation databases, which at the time of the analysis contained a total of over 27 million items. The search was restricted to items that were published during the 20-year period from 1980 through 1999. The focus of the search was on the assessment and training of driving-related skills. In addition to documenting the most influential publications, the results are also presented in terms of changes over time by topic and by publication outlets. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Driver training KW - Drivers KW - Evaluation and assessment KW - Most-cited publications UR - http://drivingassessment.uiowa.edu/DA2001/05_sivak_Michael.pdf UR - https://trid.trb.org/view/709396 ER - TY - CONF AN - 00921572 AU - PARKES, A M AU - SEXTON, B F AU - BURTON, S AU - Hu, H L AU - Shaw, J A AU - Daggy, B P AU - University of Iowa, Iowa City TI - AN EVALUATION OF THE EFFECTS OF A FUNCTIONAL ENERGY DRINK ON POST-LUNCH AND EARLY EVENING DRIVING PERFORMANCE PY - 2001 SP - p. 70-75 AB - This paper reports the results of a pilot study designed to evaluate the effect of an energy drink on mental performance and driving. Twenty-four healthy subjects were tested after consumption of a placebo or an energy drink in a double-blind crossover study. Measures included a laboratory test of Adaptive Tracking (AT) and a simulated drive on a 40 km motorway route in an advanced motion-based simulator. Self-report scales of sleepiness revealed a significant difference between placebo and energy drink. Though both drinks provided an alerting effect, both the level and duration of the effect observed after consumption of the energy drink was greater. Performance on the AT task was significantly improved. This improvement in hand-eye coordination was reflected in better lane-keeping performance in the simulated driving task. There was also a consistent tendency when the driver drank placebo to drive slightly faster in traffic than when drinking the energy drink. These preliminary findings, which demonstrate that consumption of even a relatively small volume (250 ml) of an energy drink can have an effect on sleepiness, lane keeping and speed choice in simulated traffic, could have implications for future highway safety. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Adaptive tracking KW - Automatic steering control KW - Driving KW - Driving simulators KW - Drowsiness KW - Energy drinks KW - Hand-eye coordination KW - Highway safety KW - Human subject testing KW - Performance KW - Pilot studies KW - Speed UR - http://drivingassessment.uiowa.edu/DA2001/12_Parkes_Andrew.pdf UR - https://trid.trb.org/view/709403 ER - TY - CONF AN - 00921568 AU - Allen, R W AU - Cook, M L AU - Rosenthal, T J AU - University of Iowa, Iowa City TI - LOW COST PC SIMULATION TECHNOLOGY APPLIED TO NOVICE DRIVER TRAINING PY - 2001 SP - p. 37-41 AB - This paper describes a low-cost driving simulator designed to test the feasibility of training novice drivers. The simulator, based on personal computer technology, was fully interactive with steering, throttle and brake controls. Training and testing scenarios were defined procedurally using a scenario definition language (SDL) that required drivers to maintain safe speeds, negotiate curves and right angle turns, obey traffic control devices (markings, signs and signals) and interact with traffic and pedestrians that were controlled to represent cognitively challenging hazards. The SDL also allowed the event sequences in the scenarios to be conveniently rearranged from run to run to avoid drivers anticipating the occurrence of critical events. A pilot experiment was conducted to compare the simulation performance of a group of novice (unlicensed) drivers with a group of experienced drivers (more than ten years of driving) during two sessions. Performance measures included accidents and speed limit exceedances. Statistically reliable differences in performance were found between the novice and experienced drivers. These encouraging pilot study results suggest that low cost simulation may offer a way to teach novice drivers how to cope with cognitively complex driving hazards. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Cognition KW - Crashes KW - Driver experience KW - Driver training KW - Driving simulators KW - Novice drivers KW - Performance KW - Personal computers KW - Pilot studies KW - Speeding KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/DA2001/08_Allen_Wade.pdf UR - https://trid.trb.org/view/709399 ER - TY - CONF AN - 00921569 AU - Kantowitz, B H AU - University of Iowa, Iowa City TI - USING MICROWORLDS TO DESIGN INTELLIGENT INTERFACES THAT MINIMIZE DRIVER DISTRACTION PY - 2001 SP - p. 42-57 AB - While recent developments in telematics have produced great interest in driver distraction, this is hardly a new topic. An early UMTRI report (Treat, 1980) defined internal distraction as a diversion of attention from the driving task that is compelled by an activity or event inside the vehicle. Based on data collected in Monroe County, Indiana, Treat (1980) concluded that internal distraction was a factor in 9% of in-depth reports and 6% of on-site investigations. In the period of data collection (1972-1975) conversation with a passenger and increasing use of entertainment tape decks were the major sources of distraction. Now a host of modern infotronic devices offers even greater opportunities for internal distraction (Kantowitz, 2000). Intelligent driver-vehicle interfaces present a wonderful opportunity to successfully manage this increased in-vehicle workload. This smart interface would be adaptive, making dynamic allocation of function decisions in real time. Designing such an intelligent interface presents many problems. In particular, since new infotronic devices are being developed and deployed rapidly, it seems difficult to evaluate all these new designs. This paper focuses upon using microworlds to swiftly assess effects of in-vehicle infotronics upon driver distraction. Microworlds vary along several dimensions such as realism, tractability and engagement (Ehret, Gray, and Kischbaum, 2000). The traditional driving simulator is only one example of a relevant microworld. By considering a wider range of microworlds, we can gain insight into how to best utilize driving simulators. Issues of validity are also illuminated when considered from a microworld perspective. If appropriate intelligent interfaces are designed, telematics should never increase driver distraction. U1 - Driving Assessment 2001: The First International Driving Symposium on Human Factors in Driver Assessment, Training and Vehicle DesignFederal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRLAspen, Colorado StartDate:20010814 EndDate:20010817 Sponsors:Federal Highway Administration; Federal Motor Carrier Safety Administration; Ford Motor Company; National Highway Traffic Safety Administration; University of Iowa; KQ Corporation; Nissan Technical Center North America; Transportation Research Board; TRL KW - Distraction KW - Driver vehicle interfaces KW - Driving simulators KW - Infotronic devices KW - Intelligent driver vehicle interfaces KW - Microworlds KW - Workload UR - http://drivingassessment.uiowa.edu/DA2001/09_Kantowitz_Barry.pdf UR - https://trid.trb.org/view/709400 ER - TY - CONF AN - 00920749 AU - van Ratingen, M AU - National Highway Safety Advisory Committee TI - DEVELOPMENT AND EVALUATION OF THE ES-2 SIDE IMPACT DUMMY PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The issue of the European Directive 96/27/EC: "Protection of Occupants of Motor Vehicles in the Event of a Side Impact" in 1998 marked an important step in improving vehicle safety in Europe, but also confronted car and restraint manufacturers with the difficulties of having to comply with different standards in the world. Subsequently, harmonisation of the side impact test procedures and test devices has become a key objective for industry and governments world-wide. The EEVC WG12 on Adult Crash Dummies has contributed to this objective by assessing the design of the existing European side impact dummy EUROSID-1. Updates to the design are proposed to make it acceptable for application in other standards in the world as an intermediate harmonisation solution until the WorldSID dummy becomes available. This paper summarises the main design improvements and gives the results of the dummy evaluation program carried out on behalf of the working group. This evaluation has shown that the important shortcomings of the EUROSID-1 have been satisfactorily addressed with this new design, whilst biofidelity is maintained. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Eu KW - European Union KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact test (veh) KW - Impact tests KW - Legislation KW - Legislation KW - Safety KW - Safety KW - Side crashes KW - Side impact KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708799 ER - TY - CONF AN - 00920750 AU - Ito, M AU - Goto, T AU - ONO, K AU - MATSUOKA, F AU - HAFFNER, M AU - National Highway Safety Advisory Committee TI - DYNAMIC RESPONSE ANALYSIS OF THE THOR-LX DUMMY LOWER EXTREMITY PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Regarding THOR-50AM dummy lower extremities (hereafter referred to as "THOR" and "THOR-LX") developed as an assembly of lower extremities for next generation dummies in frontal impact test, a series of tests have been conducted as follows. HYGE sled tests with a toe-board simulating the impact upon intrusion into the vehicle compartment around the occupant feet, dummy dropping tests with two different postures; one is the upright posture with the knees set straight and another is the posture with the knees bent, in order to apply impact loads and to measure/evaluate the impact response characteristics. The main findings obtained through the above are as follows. 1. HYGE Sled Tests (1) In the same impact conditions, some differences are seen by the polarity and values of tibia moment between THOR-LX and Hybrid III-50 AM dummy lower extremities (hereafter referred to as "HyIII" and HyIII-LX"). (2) When the floor displacement rate and/or toe-board rotation angle are increased, the ankles of HyIII-LX are locked up by dorsiflexion which affects the values measured with the tibia load gauges, whereas such an effect is absent with THOR-LX. (3) The values measured with the tibia load gauges roughly correspond with the floor/toe-board motion for THOR-LX, but the values of HyIII-LX sometimes do not correspond with the toe-board motion. 2. Dummy Dropping Tests (1) Values of tibia axial force of THOR-LX are closer to those obtained with the volunteers (University of Heidelberg data), while those of HyIII-LX are greater. (2) Due to differences in tibia-knee and tibia-ankle fitting locations, the values of tibia moment of HyIII-LX with inclined tibia axis become greater than those of THOR-LX with practically vertical tibia axis. (3) Due to differences in structures of legs, ankles and feet, the pelvis acceleration peak timing with HyIII-LX is earlier than that of THOR-LX in each one ofthe dummy postures, and the interval from the pelvis acceleration peak timing to the tibia load peak timing is shorter with HyIII-LX. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Dummies KW - Foot KW - Foot (not a measure) KW - Frontal crashes KW - Head on collision KW - Hip KW - Hip (human) KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Knee KW - Knee (human) KW - Leg KW - Leg (human) KW - Posture KW - Posture UR - https://trid.trb.org/view/708800 ER - TY - CONF AN - 00920764 AU - Vezin, P AU - Bruyere, K AU - Bermond, F AU - National Highway Safety Advisory Committee TI - COMPARISON OF HEAD AND THORAX CADAVER AND HYBRID III RESPONSES TO A FRONTAL SLED DECELERATION FOR THE VALIDATION OF A CAR OCCUPANT MATHEMATICAL MODEL PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The responses of head and thorax of cadaver and Hybrid III were compared using frontal sled tests. Four pairs of tests were conducted at 50km/h. Two types of force-limiting belt were used. Subject instrumentation included head and spinal accelerometers. Following the tests, autopsies were performed. This research provided complementary information concerning human behaviour during sled test. Local differences for the thorax and the head behaviours between the two restraint systems were identified. Considering new restraint systems, the comparison of behaviours of the cadaver and the dummy indicates that improvements in the thoracic and head dummy responses have to be made. The results of this study will also be used as validation data for the development of a new numerical model of a driver (HUMOS model - HUman MOdel for Safety). U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cadaver KW - Cadavers KW - Conference KW - Conferences KW - Dummies KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Manual safety belts KW - Mathematical model KW - Mathematical models KW - Passive restraint systems KW - Passive safety system KW - Safety belt KW - Seat belts KW - Thorax KW - Thorax UR - https://trid.trb.org/view/708814 ER - TY - CONF AN - 00920767 AU - Xu, L AU - Nusholtz, G AU - RABBIOLO, G AU - KOSTYNIUK, G AU - National Highway Safety Advisory Committee TI - EXTRACTION OF INFORMATION FROM NOISY 3-YEAR-OLD ATD RESPONSE SIGNALS IN STATIC OUT-OF-POSITION AIRBAG TESTS PY - 2001 IS - DOT HS 809220 SP - 11 p. AB - This paper presents an approach to analyze experimental data contaminated with noise from Anthropomorphic Test Devices (ATDs). This approach is based on information extraction procedures and they are illustrated through an analysis of Hybrid III 3-year-old and Q3 ATDs test data. The methodology used for extracting information and ATD test data analysis includes optimized filtering, spectral coherence, auto- and cross-correlation analysis, and Kalman filtering. This work investigates promising techniques of extracting information from noisy ATD signals that are not commonly used in the automotive industry. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Data acquisition KW - Data collection KW - Design KW - Design (overall design) KW - Safety KW - Safety KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708817 ER - TY - CONF AN - 00920782 AU - Wilson, B H AU - National Highway Safety Advisory Committee TI - HOW SOON TO BRAKE AND HOW HARD TO BRAKE: UNIFIED ANALYSIS OF THE ENVELOPE OF OPPORTUNITY FOR REAR-END COLLISION WARNINGS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Rear-end collision warning systems are both an available and an evolving technology. The goal of these systems is to alert the driver of a dangerous situation, with sufficient time to take evasive action and avoid a collision. Their development, analysis, and evaluation requires considering the envelope of opportunity available to a driver - once an alert is issued - to avoid a collision. This paper simplifies the envelope of opportunity analysis and presentation. Previous work in this area focuses on establishing the relevant kinematic equations of motion and obtaining case-specific plots of the envelope of opportunity. The envelope of opportunity has been plotted using the reaction time and the reciprocal of the following vehicle acceleration. Plotting the envelope in this manner readily accommodates the limiting cases of infinite following vehicle deceleration and zero reaction time and the envelope of opportunity is, in most cases, a straight line, allowing for direct generation of the envelope and insight into the effect of initial kinematic variables on the envelope. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Adaptive cruise control KW - Autonomous intelligent cruise control KW - Behavior KW - Behaviour KW - Brake KW - Brakes KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Intelligent transport system KW - Intelligent transportation systems KW - Motor reactions KW - Prevention KW - Reaction (human) KW - Rear end collision KW - Rear end crashes KW - Safety KW - Vehicle KW - Vehicles KW - Warning KW - Warning systems UR - https://trid.trb.org/view/708831 ER - TY - CONF AN - 00920783 AU - ARNDT, S M AU - ARNDT, M W AU - National Highway Safety Advisory Committee TI - THE INFLUENCE OF A REAR TIRE TREAD SEPARATION ON A VEHICLE'S STABILITY AND CONTROL PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - A series of open loop tests was conducted on three vehicles instrumented per SAE J266 to determine the effect of a rear tire tread separation on the vehicles' behavior. The vehicles tested were a 1989 Ford Bronco II, a 1996 Ford Explorer, and a 1993 Ford Taurus. The tests were categorized as tread separation event tests and tread-separated tests. The tread separation event tests were designed to determine how the vehicle responds as the tread is separating from the tire carcass at speeds ranging from 58-119 km/h (36-74 mph). Tires were prepared in a manner that would initiate either a complete or partial separation of the tread. The vehicle was driven on a straight path with the steering wheel held fixed as the tread came off. The tread-separated tests were run on vehicles where the tread was removed from one of the rear tires. The maneuvers conducted were circle turns per SAE J266 (constant radius and constant steer) and step steer turns. These tests were run to evaluate the steady state and dynamic oversteer/understeer characteristics of the vehicles. The results of the tread separation event tests demonstrate that the vehicle's response is dependent on speed, duration, and the nature of the separation event. The vehicle responds by pulling to the side of the tread-separating tire. The longer the tread takes to come off, the greater the vehicle response. Once the tread had separated, the vehicle's response to the event ceased. Partial tread separations result in a significant vehicle response due to the continuous duration of the event. Higher speeds result in a greater vehicle response. The tread-separated tests show that the vehicles oversteer when the tread-separated tire is on the outside of the steering maneuver resulting in vehicle spinout. The vehicles transition to a steady state oversteer behavior at lateral acceleration levels of approximately 0.2 g. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Control KW - Control KW - Deformation KW - Deformation KW - Deterioration KW - Deterioration KW - Speed KW - Speed KW - Stability KW - Stability (Mechanics) KW - Test method KW - Test procedures KW - Tire treads KW - Tires KW - Turning KW - Turning traffic KW - Tyre KW - Tyre tread KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708832 ER - TY - CONF AN - 00920800 AU - LAVELLE, J P AU - National Highway Safety Advisory Committee TI - NCAP - FIELD RELEVANCE OF THE METRICS PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - By design, frontal New Car Assessment Program (NCAP) tests focus on a narrow portion of the spectrum of field crash events. A simple, high level parsing of towaway crashes from NHTSA's National Automotive Sampling System - Crashworthiness Data System (NASS-CDS) files shows that only a small fraction of occupants (but a somewhat larger portion of their harm as measured by ISS) find themselves in crash circumstances remotely similar to NCAP crash conditions. Looking only at seat location, area of damage, direction of force, distribution of damage, and estimated delta-V filters significantly restricts the relevance of NCAP even before critical factors like belt use and vehicle crash partner are considered. Given the limited scope of frontal NCAP, it should not be surprising that it has limited usefulness in discriminating among various vehicles' overall performance in the field. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Location KW - Location KW - Manual safety belts KW - Real time KW - Real time control KW - Real time data processing KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Statistics KW - Statistics UR - https://trid.trb.org/view/708849 ER - TY - CONF AN - 00920801 AU - HALEY, J AU - CASE, M AU - National Highway Safety Advisory Committee TI - REVIEW OF AUSTRALIAN NCAP SINCE ESV 1998 PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - The Australian New Car Assessment Program (ANCAP) last reported on progress at ESV 1998 in Canada. This is an update of results since then. In 1999 ANCAP decided to harmonise its testing and evaluation procedures with EuroNCAP (ENCAP). This was so ANCAP could use the results of ENCAP testing on European vehicles where the vehicle specifications were essentially similar to those of the Australian model, thereby reducing the number and cost of tests required to produce consumer information. Since 1998 there has generally been an improvement in the crash test performance of new passenger vehicles sold in the Australian market. ANCAP has carried out updates of the small, medium and large car groups, and of four wheel drive (4WD) vehicles (SUVs). The new designs in the 4WD group particularly have shown a dramatic improvement in occupant safety as measured by crash tests. These include good results for the Honda CRV, Subaru Forester and Toyota Landcruiser. The four locally-built Australian large cars have also improved, but not to the top level. Small car crash test performance has been more variable, depending on the technology used in the structure and the safety equipment fitted, which is usually price driven. Future programs include commercial vehicles, a large car update and a passenger van update. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Australia KW - Australia KW - Conference KW - Conferences KW - Delivery vehicle KW - Design KW - Design (overall design) KW - Driver KW - Drivers KW - Europe KW - Europe KW - Four wheel drive KW - Four wheel drive KW - Impact test (veh) KW - Impact tests KW - Passengers KW - Safety KW - Safety KW - Standardization KW - Standardization KW - Vans KW - Vehicle KW - Vehicle occupant KW - Vehicles UR - https://trid.trb.org/view/708850 ER - TY - CONF AN - 00920854 AU - KRAFFT, M AU - Kullgren, A AU - LIE, A AU - Tingvall, C AU - National Highway Safety Advisory Committee TI - INJURY RISK FUNCTIONS FOR INDIVIDUAL CAR MODELS PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - The relation between impact severity and risk of injury is a fundamental issue in terms of comparing vehicles and occupant protection systems. Normally, such risk functions would have to be based on reconstruction of crashes, limiting the possibility to generate risk functions down to individual car models. In this study, an alternative way to derive risk functions was developed and used. In the present method, risk functions were derived using matched pairs of crashes, varying mass relations in a controlled way, and generating risk versus relative change of velocity. The data used was police reported crashes in Sweden during 1994-2000. The results show that there are major differences in injury risk functions between individual car models. The results are of major importance for the development of car model safety rating and for the evaluation of new car safety technology. The method is also of importance in understanding possible scenarios of sub optimisation. In the development of vehicles there is a risk of concentration on certain crash severities instead of looking at the overall performance. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Design KW - Design (overall design) KW - Evaluation (assessment) KW - Evaluation and assessment KW - Hazards KW - Injuries KW - Injury KW - Injury severity KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Severity (accid, injury) KW - Speed KW - Speed KW - Sweden KW - Sweden KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708899 ER - TY - CONF AN - 00920855 AU - CHIDESTER, A B AU - ISENBERG, R A AU - National Highway Safety Advisory Committee TI - FINAL REPORT - THE PEDESTRIAN CRASH DATA STUDY PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - A Pedestrian Crash Data Study (PCDS) was initiated within the United States to collect detailed crash reconstruction data on pedestrian crashes from July 1994 until December 31, 1998. This paper reports on the pedestrian crash circumstances, including pre-crash, at crash, and injury consequences for the 521 pedestrian crashes that were researched during the four and one half years that the study was fully implemented. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Data banks KW - Database KW - Injuries KW - Injury KW - Injury severity KW - Pedestrian KW - Pedestrians KW - Severity (accid, injury) KW - United States KW - Usa UR - https://trid.trb.org/view/708900 ER - TY - CONF AN - 00920870 AU - SHARPE, N AU - VENDRIG, R AU - HOUTZAGER, K AU - National Highway Safety Advisory Committee TI - IMPROVED DESIGN FOR FRONTAL PROTECTION PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The requirements of frontal impact legislation and the comparative evaluations of consumer organisations have improved occupant crash protection. Passenger vehicle bodies have crumple zones developed through rigid flat barrier testing and improved passenger cell stability has resulted from consideration of offset deformable frontal impacts. Pressures to minimise cost and weight, whilst still maintaining satisfactory crash performance, could potentially lead to vehicle designs in which the crash behaviour of the structure has been optimised for barrier testing. TNO has undertaken a collaborative research project with Alcoa Reynolds Aluminium to investigate how the energy from a variety of different frontal impacts could be reliably managed within the structure of a medium sized passenger vehicle. The concept structural design developed within this project is intended to provide an acceptable amount of energy absorption independent of the precise orientation of objects with which vehicle collision may occur. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Absorption KW - Absorption KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Energy KW - Energy KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Legislation KW - Legislation KW - Offset impact test KW - Safety KW - Safety KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708914 ER - TY - CONF AN - 00920873 AU - HALEY, J AU - BONNEY, V AU - National Highway Safety Advisory Committee TI - OLD CAR CRASH TEST PROGRAM PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Older vehicles do not have to meet the same safety standards that modern cars are required to meet. This paper presents some observations about the structural and safety performance of older vehicles in the frontal offset crash test conducted by the Australian New Car Assessment Program (ANCAP), the Insurance Institute for Highway Safety (IIHS) and EuroNCAP for consumer information. Some comparisons of the safety performance between new and old vehicles in offset crash tests are made. The test results were analysed to determine the various factors that contribute to making a vehicle crashworthy. The newer vehicles generally scored better than the older vehicles. The results inform consumers about differences in safety features between new and old vehicles. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Age KW - Age KW - Australia KW - Australia KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Decision making KW - Decision process KW - Deformation KW - Deformation KW - Evaluation (assessment) KW - Evaluation and assessment KW - Hazards KW - Impact test (veh) KW - Offset impact test KW - Risk KW - Risk assessment KW - Safety KW - Safety UR - https://trid.trb.org/view/708917 ER - TY - CONF AN - 00920887 AU - BROWN, C M AU - Noy, Y I AU - PRUETT, C J AU - National Highway Safety Advisory Committee TI - THE ELECTRONIC BELT-FIT TEST DEVICE (EBTD): A METHOD FOR CERTIFYING SAFE SEAT BELT FIT PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - The belt-fit test device (BTD) measures and assesses static seat belt geometry of automobile seat belts. It was conceived and developed by Transport Canada throughout the 1970s, 1980s and 1990s to address abdominal and upper body injuries that resulted from a mismatch between seat belt geometry and occupants' anthropometric characteristics. When positioned on an automobile seat, the BTD indicates whether the lap and shoulder belts fall within specified bounds that have been established to minimize the risk of serious injuries to soft tissue and organs from belt intrusion. Recently, work has focused on the development of an electronic version of the BTD using computer-human modeling techniques and computer-aided design (CAD). tecmath AG, creators of the RAMSIS 3D human modeling system, are currently developing an electronic BTD (or eBTD). In addition to providing a convenient tool with which to certify seat belt fit of current vehicle models, the eBTD will help designers assess seat belt geometry before a vehicle reaches production. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Abdomen KW - Abdomen KW - Apparatus (measuring) KW - Canada KW - Canada KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Digital computer KW - Digital computers KW - Injuries KW - Injury KW - Manual safety belts KW - Measuring instruments KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Test method KW - Test procedures KW - Thorax KW - Thorax UR - https://trid.trb.org/view/708931 ER - TY - CONF AN - 00920888 AU - Gupta, S AU - National Highway Safety Advisory Committee TI - EVALUATING STRUCTURAL FOAM AS AN ALTERNATIVE TO STEEL IN A FRONT OFFSET CAE ANALYSIS PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - This study compares a lightweight structural foam design to a steel design while meeting the same level of performance. Static crush analysis using LS-DYNA was conducted for this evaluation. Partial structures of the white body were crushed to determine their performance in two areas: (1) the front frame rail near the lower dash and (2) the front A-Pillar area to check intrusion numbers. Structural foam designs were compared to the base steel designs and modifications were made to improve performance. The new structural foam designs were considered having met their target if their performance was similar to the base model. The final iteration of the structural foam design met the performance target set by the base model. The simulation showed that structural foam would be a good replacement for selected steel parts and would improve performance according to the criteria described above. It would also reduce weight and cost while maintaining similar body performance in crash tests. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Chemical composition KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Evaluation (assessment) KW - Evaluation and assessment KW - Expanded material KW - Expanded materials KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Lightweight KW - Lightweight materials KW - Offset impact test KW - Safety KW - Safety KW - Steel KW - Steel KW - Structure (physicochem) KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708932 ER - TY - CONF AN - 00920905 AU - ALEXANDRU, C AU - ALEXANDRU, P AU - National Highway Safety Advisory Committee TI - THE VIRTUAL PROTOTYPE OF AN OFF-ROAD VEHICLE PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - In this paper, the virtual prototype of the rolling - guiding - suspension system of an off-road vehicle is presented. The prototype has been made with the MBS software ADAMS, and takes into consideration the geometric restrictions as well as the nonlinear characteristics of the elastic and damping elements. The experiment designed is one frequently carried out by the automotive manufacturers, namely dynamic with shock test, which consists in the sudden release of the car to fall on the ground from a given height. On the virtual prototype, a lot of measurements have been made having in view to optimize the dynamic behavior of the suspension system and to enhance the vehicle safety. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Four wheel drive KW - Four wheel drive KW - Impact test (veh) KW - Impact tests KW - Prototype KW - Prototypes KW - Safety KW - Safety KW - Shock KW - Shock (Mechanics) KW - Suspension (veh) KW - Suspension systems KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708949 ER - TY - CONF AN - 00920906 AU - MUNDAL, S-H AU - SCHAUB, S AU - AMANN, C AU - National Highway Safety Advisory Committee TI - VIRTUAL TESTING DRIVEN DEVELOPMENT PROCESS FOR SIDE IMPACT SAFETY PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - A new simulation tool was established and approved by TRW as part of the continuous improvement of the development process. This tool allows the OEM and the system supplier to keep high quality even with further reduced development times. The introduction of the tool in a side air-bag development program makes it possible to ensure high development confidence with a reduced number of vehicle crash tests and late availability of interior component parts. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Impact test (veh) KW - Offset impact test KW - Safety KW - Safety KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708950 ER - TY - CONF AN - 00920920 AU - SUMMERS, S M AU - PRASAD, A AU - HOLLOWELL, W T AU - National Highway Safety Advisory Committee TI - NHTSA'S RESEARCH PROGRAM FOR VEHICLE AGGRESSIVITY AND FLEET COMPATIBILITY PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - This paper presents an overview of NHTSA's vehicle aggressivity and fleet compatibility research activities. This research program is being conducted in close cooperation with the International Harmonized Research Agenda (IHRA) compatibility research group. NHTSA is monitoring the changing vehicle mix in the U.S. fleet, analyzing crash statistics, and evaluating any implications that these changes may have for U.S. occupant safety. NHTSA is also continuing full scale crash testing to develop a better understanding of vehicle compatibility and to investigate test methods to assess vehicle compatibility. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Impact test (veh) KW - Impact tests KW - Shape KW - Shape KW - Statistics KW - Statistics KW - United States KW - Usa KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708964 ER - TY - CONF AN - 00920923 AU - Mizuno, K AU - TATEISHI, K AU - EZAKA, Y AU - National Highway Safety Advisory Committee TI - TEST PROCEDURES TO EVALUATE VEHICLE COMPATIBILITY PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Test procedures for evaluating vehicle compatibility were investigated based on accident analysis and crash tests. This paper summarizes the research reported by Japan to the IHRA Compatibility Working Group. Passenger cars account for the largest share of injuries in head-on collisions in Japan and were identified as the first target for tackling vehicle compatibility in Japan. To ascertain situations in collisions between vehicles of different sizes, we conducted crash tests between minicars and large cars, and between small cars and large cars. The deformation and acceleration of the minicar and small car is greater than that of large cars. ODB, Overload and MDB tests were performed as procedures for evaluating vehicle compatibility. In overload tests, methods to evaluate the strength of the passenger compartment were examined, and it is found that this test procedure is suitable for evaluating the strength of passenger compartments. The MDB test is a procedure taking into account the effects of vehicle mass in evaluating vehicle compatibility. The MDB tests with three different barrier faces indicated problems with MDB override and bottoming-out, which have a great effect on the behavior of the test vehicles. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes 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 - Shape KW - Shape KW - Size KW - Strength (mater) KW - Strength of materials KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708967 ER - TY - CONF AN - 00920746 AU - Brown, L J AU - MCCULLOUGH, C A AU - National Highway Safety Advisory Committee TI - CHARACTERIZATION OF CIREN PY - 2001 IS - DOT HS 809220 SP - 4 p. AB - This paper focuses on the overall structure of the Crash Injury Research and Engineering Network (CIREN), how data are collected, and what makes it unique. It discusses how it can be used to expand and enhance the information in other databases. CIREN is a collaborative effort to conduct research on crashes and injuries at nine Level 1 Trauma Centers which are linked by a computer network. Researchers can review data and share expertise, which will lead to a better understanding of crash injury mechanisms and the design of safer vehicles. CIREN data are being used in outreach and education programs on motor vehicle safety. CIREN outreach and education has already been credited with lifesaving information dissemination. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Accident prevention KW - Conference KW - Conferences KW - Crashes KW - Data banks KW - Database KW - Design KW - Design (overall design) KW - Digital computer KW - Digital computers KW - Education KW - Education KW - Injuries KW - Injury KW - Prevention KW - Research project KW - Research projects KW - Safety KW - Safety KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708796 ER - TY - CONF AN - 00920753 AU - Gibson, T AU - BENETATOS, E AU - Newstead, S AU - Fildes, B AU - National Highway Safety Advisory Committee TI - IMPROVED SIDE IMPACT PROTECTION: THE DEVELOPMENT OF INJURY ASSESSMENT FUNCTIONS PY - 2001 IS - DOT HS 809220 SP - 11 p. AB - The objective of the ISIP Project has been to develop a methodology to allow vehicle designers to optimize safety systems of vehicles in side impacts. This optimization was based on the minimization of the cost of injury or Harm. To form the link between the safety system protective capability in a crash and the cost of injury to the occupant required the development of a series of lateral impact Injury Assessment Functions (IAFs). These IAFs had to be able to predict the risk of injury, in AIS (abbreviated injury scale), for each of the major body regions of the occupant. The injury predictions were used to derive Harm for the crash and were based on the responses of a human surrogate, the BioSID. This paper describes the development of these lateral injury IAFs from the analysis of cadaver test data. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Biomechanics KW - Biophysics KW - Cadaver KW - Cadavers KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Evaluation (assessment) KW - Evaluation and assessment KW - Forecast KW - Forecasting KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Side crashes KW - Side impact KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708803 ER - TY - CONF AN - 00920760 AU - Kallieris, D AU - RIEDL, H AU - Mattern, R AU - National Highway Safety Advisory Committee TI - RESPONSE AND VULNERABILITY OF THE ANKLE JOINT IN SIMULATED FOOTWELL INTRUSION EXPERIMENTS - A STUDY WITH CADAVERS AND DUMMIES PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - The prevention of lower extremity injuries to front seat car occupants is a priority because of their potential to cause long term impairment and disability. To determine the types and mechanisms of lower extremity injuries in frontal collisions, studies under controlled test conditions are needed. Sled tests using belt restrained cadavers and dummies were conducted, in which footwell intrusion was simulated via a plane surface or simulated brake pedal. Human cadavers in the age range from 30 to 62 years and Hybrid III dummies were used. The footwell intrusion had both translational (135 mm) and rotational (30 degrees) components. Maximum footwell intrusion forces and accelerations were measured. The lower legs were instrumented with accelerometers and a "six axis" force-moment transducer was mounted in the mid shaft of the left tibia. Maximum footwell intrusion forces between 7.4 and 20 kN and accelerations between 31 and 132 g were measured, with the greater values corresponding to the dummy experiments. The maximum axial forces in the tibia amounted to 3.4 - 4.9 kN and the resultant maximum moments were between 61 and 450 Nm. The dummies exhibited significantly higher values than the cadavers. In the cadaver tests the ankle was dorsiflexed from a neutral position by between 55 and 66 degrees due to the intrusion. The forcing of the ankle joint beyond its normal maximum dorsiflexion angle of approximately 20 degrees results in cartilage contusions, shearing off of the talus and the tibia, fractures of the medial and lateral malleoli, and laceration of the spring ligament. The degree of injury severity depended upon the amount of dorsiflexion and the age. The brake pedal simualtion resulted in greater dorsiflexion than the plate intrusion and thereby in a higher injury severity. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Acceleration KW - Acceleration (Mechanics) KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Automobiles KW - Biomechanics KW - Biophysics KW - Brake KW - Brakes KW - Cadaver KW - Cadavers KW - Car KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Dummies KW - Foot KW - Foot (not a measure) KW - Force KW - Force KW - Front KW - Front KW - Injuries KW - Injury KW - Injury severity KW - Leg KW - Leg (human) KW - Seat (veh) KW - Seats KW - Severity (accid, injury) KW - Simulation KW - Simulation UR - https://trid.trb.org/view/708810 ER - TY - CONF AN - 00920771 AU - CAPPON, H AU - Philippens, M AU - Wismans, J AU - National Highway Safety Advisory Committee TI - A NEW TEST METHOD FOR THE ASSESSMENT OF NECK INJURIES IN REAR-END COLLISIONS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Whiplash injuries due to rear-end car collisions is one of the most aggravating traffic safety problems with serious implications for the European society. Yearly more than a million European citizens suffer neck injuries from rear-end car collisions, implying tremendous societal costs. Therefore the European Community has sponsored the European Whiplash project. The objective of this paper is to present a general overview of this project. Accident studies show the relevance of rear impact related whiplash injuries and representative rear impact conditions in which whiplash is likely to occur. For the development of a Rear Impact Dummy (RID), typical human responses to rear impact are needed and were obtained with human volunteer and Post Mortem Human Subject tests at low speeds. Accident reconstructions were performed in order to derive injury thresholds for the dummy. Combining information from the accident investigations and the reconstructions, test methods for the evaluation of seats and head restraints were developed. Finally the dummy and the test methods were used to evaluate seats available on the European market. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cadaver KW - Cadavers KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crash severity KW - Dummies KW - Europe KW - Europe KW - Externalities KW - Human body KW - Injuries KW - Injury KW - Injury severity KW - Passive restraint systems KW - Passive safety system KW - Rear end collision KW - Rear end crashes KW - Safety KW - Safety KW - Seat (veh) KW - Seats KW - Severity (accid, injury) KW - Social cost KW - Test method KW - Test procedures KW - Vertebrae UR - https://trid.trb.org/view/708821 ER - TY - CONF AN - 00920779 AU - ARBELAEZ, R A AU - O'Neill, B AU - National Highway Safety Advisory Committee TI - DIFFICULTIES IN DETERMINING THE CAUSE OF REAL-WORLD CRASH INJURIES: A CASE STUDY OF A NASS INVESTIGATION PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - This paper describes a National Automotive Sampling System (NASS) case in which a parked 1958 Chevrolet Bel Air was rear-ended by a 1991 Dodge Grand Caravan whose unbelted driver sustained fatal chest injuries despite the presence of an airbag. This particular case was chosen because different reviewers of the information from the crash investigation have proposed conflicting conclusions about the role of the airbag in the fatal injuries. The NASS investigators and others concluded that the driver bottomed out the airbag resulting in fatal chest injuries. Insurance Institute for Highway Safety researchers concluded that the driver either was out of position due to late firing of the airbag or was slumped over the wheel due to a high blood alcohol concentration; in either case they attributed the fatal injuries to airbag inflation forces. Thus, in one scenario the airbag had insufficient power, and in the others it had too much power. Injury measures from a Hybrid III driver dummy seated in a Grand Caravan in a test re-creation of the real-world crash indicated low risk of serious injury to all body regions except the chest. The recorded chest compression was slightly higher than the injury reference value for a localized loading, but this measurement underestimated actual chest deflection because a postcrash inspection showed that off-axis loading had permanently deformed the ribs. During the crash test the airbag did not deploy late, but contact between the chest and steering wheel occurred because the steering column rotated upward. Separately, two static airbag deployment tests were conducted to determine the likelihood that the airbag could have caused the fatal chest injuries if the driver had been slumped over the wheel. Injury measures from these tests indicated a significant injury risk when the dummy was positioned close to the airbag module. The test results refute the hypothesis that the driver bottomed out the airbag; instead, either steering column movement or direct contact with the deploying airbag are the most likely cause of the fatal injuries. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Crash reconstruction KW - Crashes KW - Driver KW - Drivers KW - Drunkenness KW - Dummies KW - Fatalities KW - Fatality KW - Injuries KW - Injury KW - Intoxication KW - Location KW - Location KW - Reconstruction (accid) KW - Steering column KW - Steering columns KW - Thorax KW - Thorax UR - https://trid.trb.org/view/708828 ER - TY - CONF AN - 00920786 AU - PAPELIS, Y AU - AHMAD, O AU - SCHIKORE, M AU - National Highway Safety Advisory Committee TI - SCENARIO DEFINITION AND CONTROL FOR THE NATIONAL ADVANCED DRIVING SIMULATOR PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The National Advanced Driving Simulator (NADS) is a high fidelity simulator developed by the National Highway Traffic Safety Administration (NHTSA) and located at the University of Iowa. The NADS is a tool that allows fundamental research into the complex interaction between driver, vehicle, and roadway. To facilitate that goal, the NADS has been designed as a shared-use facility whose operating model allows researchers from laboratories, academia, and industry to design and test simulation scenarios on consumer class personal computers before using them on the NADS. A set of software components were designed and implemented to allow this off-line specification of scenarios. These software components are cumulatively referred to as Scenario Definition and Control (SDC). This paper overviews the NADS SDC software and how it can be used for developing driving simulation scenarios through the use of the Interactive Scenario Authoring Tool (ISAT). U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Behavior KW - Behaviour KW - Computer programs KW - Conference KW - Conferences KW - Digital computer KW - Digital computers KW - Driving KW - Driving (veh) KW - Simulation KW - Simulation KW - Software UR - https://trid.trb.org/view/708835 ER - TY - CONF AN - 00920797 AU - PAINE, M AU - GRIFFITHS, M AU - National Highway Safety Advisory Committee TI - INJURY AND DEFORMATION TRENDS WITH OFFSET CRASH TESTS PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - Deformable barrier, 64km/h offset crash tests are conducted under international New Car Assessment Programs. Injury and deformation data from more than 140 offset crash tests carried out since 1995 by EuroNCAP, the Insurance Institute for Highway Safety and Australian NCAP have been analyzed. Trends for head protection, leg protection and structural performance are discussed. The test results confirm that increased uptake of front airbags in Australia has brought about an improvement in head protection. Improvements in structural performance appear to have led to improved leg and foot protection globally. Vehicle designs have evolved to provide better occupant protection in offset crashes. Consumer crash test programs have accelerated this process. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Foot KW - Foot (not a measure) KW - Guardrails KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Offset impact test KW - Safety KW - Safety KW - Safety fence KW - Side crashes KW - Side impact KW - Vehicle KW - Vehicle occupant KW - Vehicle occupants KW - Vehicles UR - https://trid.trb.org/view/708846 ER - TY - CONF AN - 00920851 AU - Galganski, R A AU - Donnelly, B R AU - BLATT, A AU - LOMBARDO, L V AU - National Highway Safety Advisory Committee TI - CRASH VISUALIZATION USING REAL-WORLD ACCELERATION DATA PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Vehicle crash-event data recorders associated with inflatable occupant restraint systems, Mayday systems, and Automatic Crash Notification systems are rapidly becoming more common and more sophisticated. If such devices are equipped with integral accelerometers, it is possible to input the actual vehicle acceleration-time history recorded during the crash to a suitable occupant dynamics computer analysis to simulate near real-time in-cabin occupant response to the roadway incident. This paper describes how the Articulated Total Body computer code was utilized for this purpose. Real-world acceleration-data inputs to the code were obtained from the Automatic Crash Notification Field Operational Test program recently completed by Veridian Engineering for the U.S. Department of Transportation/National Highway Traffic Safety Administration. The simulations provided animated video imagery depicting virtual-occupant motion and secondary impacts in the cabin for several collisions selected from that program. Preliminary indications are that such forecasted visual information would have potential value in activities such as planning ground and air ambulance transport, preparing Emergency Medical Service personnel prior to their arrival at the crash scene, aiding destination decisions, and alerting emergency medical personnel regarding injury type and severity. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Acceleration KW - Acceleration (Mechanics) KW - Accident KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Data acquisition KW - Data collection KW - Digital computer KW - Digital computers KW - Emergencies KW - Emergency KW - Forecast KW - Forecasting KW - Impact studies KW - Impact study KW - Incident detection KW - Incident detection KW - Injuries KW - Injury KW - Injury severity KW - Intelligent transport system KW - Intelligent transportation systems KW - Planning KW - Planning KW - Real time KW - Real time control KW - Real time data processing KW - Severity (accid, injury) KW - Simulation KW - Simulation UR - https://trid.trb.org/view/708896 ER - TY - CONF AN - 00920858 AU - LANGWIEDER, K AU - Fildes, B AU - ERNVALL, T AU - CAMERON, M AU - National Highway Safety Advisory Committee TI - QUALITY CRITERIA FOR CRASHWORTHINESS ASSESSMENT FROM REAL-WORLD CRASHES PY - 2001 IS - DOT HS 809220 SP - 15 p. AB - The need for consumer information on car safety is growing steadily. Up to now, the consumer information about crash tested cars has been provided, but this should be supplemented by safety ratings based on real world accidents which reflect all types of accident circumstances. The possibilities and limits of the necessary "Quality Criteria for the Safety Assessment of Cars based on Real-World Crashes" are analysed in an EU project in cooperation with research institutes, industry and universities. The paper summarises the results of three major objectives within this "SARAC" project: (1) The existing rating procedures world wide have been analysed and are described by their methods and the assessment criteria/crash parameters used. The output results of the different ratings are compared with respect to the correspondence of the rankings produced by each method; (2) The interrelationship between prospective (for example EuroNCAP) and retrospective rating systems is being investigated. Results from Australia, US and Europe represent the first experiences available, suggesting it is likely that correlations can be established; and (3) The paper finally outlines possibilities to integrate the aspects of crash compatibility and vehicle aggressivity in a comprehensive overall rating system. The methods for measuring aggressivity have been tested on databases and the necessary parameters are outlined. Possibilities for an improved international comparison of safety rating results based on real accidents and necessary future steps are discussed. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Accident prevention KW - Australia KW - Australia KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Europe KW - Europe KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact test (veh) KW - Impact tests KW - International KW - International KW - Prevention KW - Real time KW - Real time control KW - Real time data processing KW - Safety KW - Safety KW - United States KW - Usa UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv17/proceed/00202.pdf UR - https://trid.trb.org/view/708903 ER - TY - CONF AN - 00920866 AU - RAGLAND, C L AU - FESSAHAIE, O AU - ELLIOTT, D AU - National Highway Safety Advisory Committee TI - EVALUATION OF FRONTAL OFFSET/OBLIQUE CRASH TEST CONDITIONS PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - As part of the effort underway for the National Highway Traffic Safety Administration's long-term advanced frontal research program, crash data were analyzed to determine representative crash conditions for establishing more effective frontal crash test procedure(s). These crash conditions were then analyzed to determine their significance to injury causation. Crash conditions were defined by nine different configurations for vehicle-to-vehicle head-on collisions. These crash configurations were examined to determine if a relationship existed between crash type and occupant injury in terms of either severity or location of injury. Detailed weighted and unweighted crash statistics in the United States were obtained from the Crashworthiness Data System (CDS), a component of the National Automotive Sampling System (NASS). Data from the CDS were collected from 1995 to 1999 to determine the importance of crash parameters in establishing an improved frontal crash test procedure(s). Several parameters were considered: principal direction of force (PDOF), impact orientation angle, overlap percentage, crush profile, and change in velocity (delta V). All vehicle-to-vehicle frontal two-car crashes in which the vehicles were inspected were used to establish baseline data. These baseline data were used to determine distribution of crash types and injuries. They were compiled to determine the number of moderate and severe injuries by crash condition. Data are presented to show the injury occurrence by crash type. The significance of these parameters were examined to determine their contribution to injury causation. Finally, selected crash tests were examined to determine the correlation of the dummy's injury assessment measurements in these tests with occupant injuries from similar type crashes in the NASS data. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Data banks KW - Database KW - Deformation KW - Deformation KW - Dummies KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Severity (accid, injury) KW - Statistics KW - Statistics KW - United States KW - Usa UR - https://trid.trb.org/view/708910 ER - TY - CONF AN - 00920877 AU - ZUBY, D S AU - O'Neill, B AU - National Highway Safety Advisory Committee TI - STEERING COLUMN MOVEMENT IN SEVERE FRONTAL CRASHES AND ITS POTENTIAL EFFECT ON AIRBAG PERFORMANCE PY - 2001 IS - DOT HS 809220 SP - 11 p. AB - Excessive movement of steering columns in crashes can significantly degrade the performance of restraints, especially airbags. Although steering column movement does not appear to be a major problem in full-width rigid barrier crashes, it can be an issue in other frontal crash types. Results from 106 frontal offset crash tests at 64 km/h (40 mi/h) were used to characterize different patterns of steering column intrusion for different vehicle types. Large movements of the steering column often were associated with the dummy's head striking the steering wheel through the airbag. Some of the tested models were redesigned over the course of this testing, and comparisons with older designs showed that improving the structural integrity of the occupant compartment could lead to less longitudinal movement of the steering column, but this was not necessarily the case for vertical column movements for some models in the data set. Multipurpose passenger vehicles - pickups, utility vehicles and passenger vans - tended to have more vertical steering column movement than cars. Examples of fatal frontal crashes from the National Automotive Sampling System/Crashworthiness Data System and serious frontal crashes from the Insurance Institute for Highway Safety's Seven-County Crash Investigation Study were examined to better understand the real-world consequences of steering column movement. Both crash samples included cases in which serious and fatal injuries were attributed to driver contact with the steering wheel despite the presence of a deployed airbag. Some examples of these injuries occurred in crashes without catastrophic collapse of the occupant compartment, and some of the drivers were belted. As crash test results suggest, movement of the steering column in frontal crashes can degrade real-world airbag effectiveness, and this phenomenon deserves more attention than it has received in the past. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Crash severity KW - Delivery vehicle KW - Delivery vehicles KW - Dummies KW - Fatalities KW - Fatality KW - Frontal crashes KW - Head KW - Head KW - Head on collision KW - Impact test (veh) KW - Injuries KW - Injury KW - Injury severity KW - Offset impact test KW - Passengers KW - Severity (accid, injury) KW - Steering column KW - Steering columns KW - Steering wheel KW - Steering wheels KW - Vehicle KW - Vehicle occupant KW - Vehicles UR - https://trid.trb.org/view/708921 ER - TY - CONF AN - 00920884 AU - Chou, C C AU - LE, J AU - Chen, Pan AU - BAUCH, D J AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF CAE SIMULATED CRASH PULSES FOR AIRBAG SENSOR ALGORITHM/CALIBRATION IN FRONTAL IMPACTS PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - Development of frontal impact airbag sensor algorithms/calibrations requires crash signals, which can be obtained from vehicle crash testing and/or CAE (computer-aided engineering) simulations. This paper presents the development of finite element sensor models to generate CAE simulated crash pulses/signals at the sensing location during frontal impacts. These signals will be evaluated for potential used in the airbag sensor algorithm/calibration. The study includes (1) use of the concept of frequency analysis to determine a cut-off frequency for extracting representative signals at the sensor locations for various carlines during frontal crashes, (2) assessment of current CAE capability in the frequency domain to see whether FEA (finite element analysis) models can predict sensor pulses up to this cut-off frequency, (3) identification of areas for potential further improvements in FEA methods, (4) development of signal processing to remove high frequency noise from CAE simulated pulses, and (5) development of a single quality sensor model. These methodologies are applicable to both car and truck programs. In addition, a single car crash/sensor model will be used to demonstrate generation of simulated sensor signals for calibration in a single-point sensing system. Simulated CAE singles include pulses from various frontal impact modes (fixed barrier at 90 degrees and pole impact) for a spectrum impact velocities ranging from 8 mph to 35 mph. Comparisons between the simulated and test sensor signals are presented. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Automobiles KW - Calculation KW - Calculation KW - Car KW - Conference KW - Conferences KW - Delivery vehicle KW - Delivery vehicles KW - Digital computer KW - Digital computers KW - Finite element method KW - Finite element method KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Method KW - Methodology KW - Sensor KW - Sensors KW - Simulation KW - Simulation KW - Speed KW - Speed UR - https://trid.trb.org/view/708928 ER - TY - CONF AN - 00920891 AU - Harle, N AU - Glyn-Davies, P AU - National Highway Safety Advisory Committee TI - THE INVESTIGATION AND MODELLING OF CORKSCREW ROLLOVERS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Two increasingly important areas of vehicle crashworthiness are the study and modelling of rollovers, as next generation vehicles are being designed with rollover countermeasures. This paper describes the corkscrew rollover phenomena, and the analysis techniques used to model it. In the ADAC corkscrew rollover test, two wheels of the test vehicle strike a 6 m long ramp which is 1.19 m high at the launch point. After travelling up the ramp, typically at around 80 km/h, the vehicle rolls onto its roof. Papers exist on the modelling of lateral rollovers but only one reference is known to the authors on modelling a corkscrew rollover. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Impact test (veh) KW - Impact tests KW - Overturning KW - Overturning (veh) KW - Prevention KW - Roof (veh) KW - Safety KW - Safety KW - Vehicle roofs UR - https://trid.trb.org/view/708935 ER - TY - CONF AN - 00920902 AU - Yang, Jinglin AU - Liu, X AU - LOVSUND, P AU - Tingvall, C AU - LIE, A AU - Larsson, P AU - LEKANDER, T AU - National Highway Safety Advisory Committee TI - SPEED LIMIT IN CITY AREA AND IMPROVEMENT OF VEHICLE FRONT DESIGN FOR PEDESTRIAN IMPACT PROTECTION - A COMPUTER SIMULATION STUDY PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - This paper presented a part of results from an ongoing project for pedestrian protection, which is carried out at Chalmers University of Technology in Sweden. A validated pedestrian mathematical model was used in this study to simulate vehicle-pedestrian impacts. A large number of simulations have been carried out with various parameters. The injury-related parameters concerning head, chest, pelvis and lower extremities were calculated to evaluate the effect of impact speed and vehicle front structure on the risk of pedestrian injuries. The effect of following vehicle parameters was studied: stiffness of bumper, hood edge, hood top, windscreen frame, and shape of vehicle front structures. A parameter study was conducted by modeling vehicle-pedestrian impacts with various sizes of cars, mini vans, and light trucks. This choice represents the trends of new vehicle fleet and their frequency of involvement in real world accidents. The mechanical properties of the vehicle front were based on the available data from EURO NCAP tests, and from published literature. Based on the results from the simulation study, possible benefits from speed control in urban areas can be assessed. As the impact speed decreases from the 40 to 30 km/h, the probability of severe head injury will decrease from 50% to lower than 25%. The influences of the various compliance and geometric parameters of vehicle front are analyzed. The most significant parameters to pedestrian impact protection are clarified, especially for head and lower extremities. A procedure in new vehicle-front design is presented, which can lead to a design guideline of safer vehicles for pedestrians. Furthermore, gaps in pedestrian protection are identified, and the research priorities should be focused on the adult head and lower extremities and child head and thorax injuries. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Adult KW - Adults KW - Automobiles KW - Bumper KW - Bumpers KW - Car KW - Child KW - Children KW - Conference KW - Conferences KW - Crashes KW - Delivery vehicle KW - Delivery vehicles KW - Design KW - Design (overall design) KW - Digital computer KW - Digital computers KW - Europe KW - Europe KW - Front KW - Front KW - Head KW - Head KW - Hip KW - Hip (human) KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Lorry KW - Mathematical model KW - Mathematical models KW - Pedestrian KW - Pedestrians KW - Simulation KW - Simulation KW - Speed KW - Speed KW - Thorax KW - Thorax KW - Trucks KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708946 ER - TY - CONF AN - 00920909 AU - ZOBEL, R AU - SCHWARZ, T AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF CRITERIA AND STANDARDS FOR VEHICLE COMPATIBILITY PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - This paper summarises the results of a project on vehicle crash compatibility, run by European automotive industry together with some research institutes. The project was funded by the European commission as BE97-4049. There are three main issues that can be detected in real world accidents, influencing vehicle compatibility. These issues are mass differences, compartment integrity with regard to frontal car-to-car impact, and differences in bumper and sill height in side impact. Longitudinal mismatch in frontal impact, front end stiffness and other items which are from a theoretical point of view responsible for vehicle aggressiveness are not seen influential from the viewpoint of real world accidents. On the other hand, compartment collapse occurs when there is not sufficient deformation energy available in vehicle front-end. And deformation energy is available when it is provided by vehicle structures and when these structures interact. So compartment collapse can only be avoided, as long as sufficient deformation energy is available and is effective within the car-to-car collision. So the paper provides results with regard to the questions of deformation management. It gives guidelines for future research on compatibility, which has to focus on the problem of structural interaction. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Energy KW - Energy KW - Europe KW - Europe KW - Front KW - Front KW - Frontal crashes KW - Head on collision KW - Real time KW - Real time control KW - Real time data processing KW - Shape KW - Shape KW - Side crashes KW - Side impact KW - Stiffness KW - Stiffness KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708953 ER - TY - CONF AN - 00920916 AU - O'REILLY, P AU - National Highway Safety Advisory Committee TI - STATUS REPORT ON IHRA VEHICLE COMPATIBILITY WORKING GROUP PY - 2001 IS - DOT HS 809220 SP - 11 p. AB - The International Harmonised Research Activity (IHRA) on compatibility 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 aided better understanding. The report of the group 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 candidate test procedures have been identified 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 significant work remains, the prospects are that a worthwhile step forward is achievable. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Front KW - Front KW - Frontal crashes KW - Head on collision KW - Injuries KW - Injury KW - Prevention KW - Prevention KW - Shape KW - Shape KW - Standardization KW - Standardization KW - Test method KW - Test procedures KW - Vehicle KW - Vehicle occupant KW - Vehicle occupants KW - Vehicles UR - https://trid.trb.org/view/708960 ER - TY - CONF AN - 00920756 AU - KUPPA, S AU - HAFFNER, M AU - EPPINGER, R AU - SAUNDERS, J AU - National Highway Safety Advisory Committee TI - LOWER EXTREMITY RESPONSE AND TRAUMA ASSESSMENT USING THE THOR-LX/HIIIR AND THE DENTON LEG IN FRONTAL OFFSET VEHICLE CRASHES PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - NHTSA has recently released the documentation for manufacture and use of the Thor-Lx Hybrid Ill retrofit (Thor-Lx/HIIIr), an advanced lower extremity device that fits on the Hybrid III 50th percentile male dummy at the distal femur. In order to compare the response of the Thor-Lx/HIIIr and the Denton leg in the vehicle crash environment, NHTSA conducted a series of vehicle crash tests where 40 percent of the vehicle's frontal structure along the driver's side engaged the EU deformable barrier. The test series consisted of 4 pairs of crash tests using a belted Hybrid III 50th percentile adult male dummy in the driver's position. Pairs of tests were conducted under identical crash conditions using the same vehicle make, model, and model year with the Denton legs on the dummy in one test and the Thor-Lx/HIIIr legs on the dummy in the other test. This paper presents a detailed analysis of the responses of the Hybrid III dummy and the two types of legs in the paired crash tests. Injury assessments for the leg-foot/ankle complex using existing injury criteria for the Denton leg and recently proposed injury criteria for the Thor-Lx/HIII are also presented. The predicted injury outcome from each of the leg types is compared to lower extremity trauma in real world crashes. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Dummies KW - Guardrails KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Males KW - Man KW - Safety fence KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708806 ER - TY - CONF AN - 00920758 AU - Kent, R AU - SIEVEKA, E AU - Crandall, J R AU - National Highway Safety Advisory Committee TI - PARAMETRIC STUDY OF SIDE IMPACT THORACIC INJURY CRITERIA USING THE MADYMO HUMAN BODY MODEL PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - This paper presents a computational study of the effects of three parameters on the resulting thoracic injury criteria in side impacts. The parameters evaluated are a) door velocity-time (V-t) profile, b) door interior padding modulus, and c) initial door-to-occupant offset. Regardless of pad modulus, initial offset, or the criterion used to assess injury, higher peak door velocity is shown to correspond with more severe injury. Injury outcome is not, however, found to be sensitive to the door velocity at the time of first occupant contact. A larger initial offset generally is found to result in lower injury, even when the larger offset results in a higher door velocity at occupant contact, because the increased offset results in contact later in the door V-t profile - closer to the point at which the door velocity begins to decrease. Cases of contradictory injury criteria trends are identified, particularly in response to changes in the pad modulus. Maximum chest deflection and maximum viscous criterion gradually decrease as the padding modulus increases. TTI, however, increases with some increases in pad modulus. Complex interactions among the three parameters are observed, and their interpretation is shown to depend on the specific injury criterion analyzed. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometry KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Car door KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Doors (Vehicles) KW - Human body KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Interior (veh) KW - Padding (safety) KW - Side crashes KW - Side impact KW - Thorax KW - Thorax KW - Vehicle KW - Vehicle compartments KW - Vehicle interiors KW - Vehicle padding KW - Vehicles UR - https://trid.trb.org/view/708808 ER - TY - CONF AN - 00920773 AU - BURG, M AU - EICHHORN, K AU - National Highway Safety Advisory Committee TI - ACTIVE NIGHT VISION - ENHANCEMENT OF THE DRIVER'S VIEW BY INFRARED HEADLAMPS PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - The visual range when driving a car with dipped beam is limited by the statutory beam pattern and often is not sufficient. Given today's traffic volume, the main beam can only rarely be used. Active Night Vision systems based on infrared (IR) lighting provide an opportunity to increase the visual range without dazzling oncoming traffic. The system consists of an IR headlamp, a camera and a man-machine interface, e.g. a display. In the following, the system concept is presented and the possibilities of infrared lighting and its integration in modern headlamps discussed. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Headlamp KW - Headlamp setting KW - Headlamp settings KW - Headlamps KW - Infrared KW - Infrared radiation KW - Intelligent transport system KW - Intelligent transportation systems KW - Night KW - Night KW - Safety KW - Safety KW - Vision KW - Vision UR - https://trid.trb.org/view/708823 ER - TY - CONF AN - 00920775 AU - GABLER, H C AU - DEFURIA, J AU - SCHMALZEL, J L AU - National Highway Safety Advisory Committee TI - AUTOMATED CRASH NOTIFICATION VIA THE WIRELESS WEB: SYSTEM DESIGN AND VALIDATION PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - This paper reports on a research effort which seeks to dramatically reduce Emergency Medical Services (EMS) response time by developing and testing an Automated Crash Notification System (ACN) - an advanced in-vehicle system which automatically transmits the location and severity of a crash to EMS personnel. Existing ACN systems are expensive, tend to be available only for luxury car models and are not, in general, suitable for retrofit. This paper discusses the design, development, and testing of a new approach to ACN which combines emerging low cost single chip/chip sets for wireless Web communication, GPS position location and crash detection for low cost Automated Crash Notification. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Conference KW - Conferences KW - Crashes KW - Emergencies KW - Emergency KW - Global positioning system KW - Global Positioning System KW - Incident detection KW - Incident detection KW - Intelligent transport system KW - Intelligent transportation systems KW - Safety KW - Safety UR - https://trid.trb.org/view/708825 ER - TY - CONF AN - 00920791 AU - BAUMANN, K-H AU - SCHONEBURG, R AU - JUSTEN, R AU - National Highway Safety Advisory Committee TI - THE VISION OF A COMPREHENSIVE SAFETY CONCEPT PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - A look at the various past achievements in the field of passenger car safety raises the question whether any dramatic steps towards its improvement can still be expected. Will progress be confined to the optimisation of existing systems or does the future hold new substantial safety steps? This paper elaborates on the issue that the time available before a potential accident occurs can be used to improve the safety of occupants and other involved road users. Accident analysis confirms that this is feasible for about two-thirds of all accidents. The recognition of an imminent collision bears a noteworthy potential for accident prevention, reduction of accident severity and injury severity. The former boundary between active and passive safety thus fades continually. Based upon this it is possible to describe vehicle safety by a comprehensive approach encompassing seven escalation levels. This approach underscores the future intention of Mercedes-Benz to increasingly embrace preventive protection systems in the form of "collision mitigation" on the active safety side, and "PreSafe" on the passive safety side. This contribution, focusing on PreSafe, presents various protective measures and describes their advantages. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Cyclist KW - Cyclists KW - Intelligent transport system KW - Intelligent transportation systems KW - Pedestrian KW - Pedestrians KW - Prevention KW - Safety KW - Safety KW - Technology KW - Technology UR - https://trid.trb.org/view/708840 ER - TY - CONF AN - 00920793 AU - TERRY, C T AU - National Highway Safety Advisory Committee TI - CONSUMER INFORMATION - WORLD WIDE HARMONY? PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - Consumer information programs around the world hold out the promise to assist consumers in vehicle purchase decisions by providing information on comparative safety features and performance. Programs in Japan, Australia, Europe, and the U.S. have been in place for many years. A primary focus of these programs has been to influence safety performance beyond what is regulated. However, none of these programs, individually or collectively, are providing the quality of information that consumers deserve or assuring that real world safety improvements for consumers are achieved. The individual and collective value of these programs could be greatly improved by the development of a basic set of program criteria that would be followed uniformly by each program. This paper proposes program quality criteria that could be uniformly applied and suggests a mechanism by which the international community could review and adopt these criteria and any future criteria. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Coefficients KW - Conference KW - Conferences KW - Impact test (veh) KW - Impact tests KW - Motor vehicles KW - Ownership KW - Quality KW - Quality KW - Quality control KW - Safety KW - Safety KW - Safety coefficient KW - Selection KW - Selection KW - Specification (standard) KW - Standards KW - Vehicle KW - Vehicle ownership KW - Vehicles UR - https://trid.trb.org/view/708842 ER - TY - CONF AN - 00920846 AU - LINDER, A AU - AVERY, M AU - KRAFFT, M AU - Kullgren, A AU - SVENSSON, M Y AU - National Highway Safety Advisory Committee TI - ACCELERATION PULSES AND CRASH SEVERITY IN LOW VELOCITY REAR IMPACTS - REAL WORLD DATA AND BARRIER TESTS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Dummy responses in a crash test can vary depending not only on the change of velocity but also on how the impact was generated. Literature reporting how acceleration pulses can vary in cars impacted in different configurations is limited. The aim of this study was to collect and categorise different acceleration pulses in 3 different types of rear collision. The acceleration pulse resulting from a solid, 1000 kg, mobile barrier test at 40% overlap and an impact velocity of 15 km/h was studied for 33 different cars. Seven cars were impacted at 100% overlap at higher impact velocities using the same mobile barrier. Acceleration pulses from two different car types in real-world collisions producing a similar change of velocity were also analysed. The results from the barrier tests show that a similar change of velocity can be generated by a large variety of pulse shapes in low velocity rear impacts. The results from real-world collisions showed that a similar change of velocity was generated in different ways both in terms of peak and mean acceleration. The results of this study highlight the importance of knowing the acceleration pulse both when evaluating the severity of a real world crash and when designing test methods for evaluating vehicle safety performance in low velocity rear-end impacts, particularly in respect of soft tissue neck injuries. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Acceleration KW - Acceleration (Mechanics) KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crash severity KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Guardrails KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Rear end collision KW - Rear end crashes KW - Safety KW - Safety KW - Safety fence KW - Severity (accid, injury) KW - Vertebrae UR - https://trid.trb.org/view/708891 ER - TY - CONF AN - 00920862 AU - STEWART, G R AU - National Highway Safety Advisory Committee TI - THE ROLE OF INNOVATION AND STATISTICAL METHODOLOGY IN SAFETY ASSESSMENT PROJECTS PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - This paper discusses safety assessment projects which are characterized by availability of advanced vehicle information technologies. Present and future crash event recording situations are discussed to illustrate the use of innovation and statistical analysis of appropriate data for safety evaluations. Present development, testing and implementation of in-vehicle event recording devices are discussed in terms of new and emerging technologies and the innovations needed to promote improved data quality and ease of use in safety assessments. Approaches to evaluating statistical properties of new data sources are also discussed. Present and future computer technology and software, event recording devices and data for analysis are advancing rapidly but still there is a need for innovation and study of statistical properties of data sources. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Computer programs KW - Conference KW - Conferences KW - Data acquisition KW - Data collection KW - Design KW - Design (overall design) KW - Digital computer KW - Digital computers KW - Evaluation (assessment) KW - Evaluation and assessment KW - Safety KW - Safety KW - Software KW - Technology KW - Technology KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708906 ER - TY - CONF AN - 00920864 AU - ALCALA, E AU - VALVERDE, P AU - MORENO, J L AU - National Highway Safety Advisory Committee TI - ADVANCED DRIVER AIRBAG SYSTEM PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - New improvements in driver safety systems need to guarantee higher control on all crash parameters such us offset crashes with non longitudinal movements and crashes with steering column movements. New shapes of bags combined with systems that fix the position of the bag can do this work. Steering systems have made that the normal shape of driver airbags DAB had been designed round or very near to this shape. In this work are presented the results of a new development in new shapes that with new mechanical (or electromechanical) steering solutions could be installed in future vehicles. There have been studied new shapes that reduce the probability of injuries in head and thorax and that optimise the restraint effect. Also have been developed shapes that show clear benefits in the case of non desired movements of the steering wheel and column in frontal collisions. In these kind of accidents thorax injuries can be produced by the impact with the steering wheel rim new shapes of the bag combined with systems that guarantee the same bag position in all crash configurations. The main objective is to reduce the kinetic energy of the drivers at the early moments of the crash, improving the restraint and avoiding hard contacts of the occupant body with the steering wheel. To achieve this objective the new proposed geometries has the target of restraining the arms of drivers reducing the forces transmitted to the body. This reduction have the target of decreasing the accelerations of drivers Head and Thorax. The work shows that this main objective is fulfilled with a good rate of success. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Anthropometry KW - Anthropometry KW - Arm KW - Arm (human) KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Driver KW - Drivers KW - Head KW - Head KW - Human body KW - Impact test (veh) KW - Injuries KW - Injury KW - Intelligent transport system KW - Intelligent transportation systems KW - Offset impact test KW - Safety KW - Safety KW - Steering wheel KW - Steering wheels KW - Thorax KW - Thorax KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708908 ER - TY - CONF AN - 00920879 AU - VERHOEVE, R AU - KANT, R AU - MARGERIE, L AU - National Highway Safety Advisory Committee TI - ADVANCES IN NUMERICAL MODELLING OF CRASH DUMMIES PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - Nowadays virtual testing and prototyping are generally accepted methods in crash safety research and design studies. Validated numerical crash dummy models are necessary tools in these methods. Computer models need to be robust, accurate and CPU efficient, where the balance between accuracy and efficiency is depending on the nature of the study performed. This paper presents the application of advanced multibody-modelling techniques, in order to generate crash dummy models that are accurate as well as CPU efficient. Two techniques, deformable body modelling and arbitrary surface modelling, are combined. Their application is presented by means of an example model: the Hybrid III 50th percentile thorax. The method for generating the model is explained, after which the accuracy and efficiency of the model is illustrated by presenting some simulation results. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Mathematical model KW - Mathematical models KW - Prototype KW - Prototypes KW - Safety KW - Safety KW - Simulation KW - Simulation UR - https://trid.trb.org/view/708923 ER - TY - CONF AN - 00920881 AU - RENSKI, A AU - National Highway Safety Advisory Committee TI - APPLICATION OF A DRIVER MODEL IN COMPUTER SIMULATION OF A CAR MOTION PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - The paper presents a driver model, which can be used in a computer simulation of a curved ride of a car. A computer simulation of the curved ride and directional control of the car plays a significant role in a study of vehicle active safety, as the cheapest and safest investigation method. An analysis based on an advanced dynamic vehicle model only is not satisfactory in many cases, when interaction between the driver and the vehicle should not be neglected. The double lane change manoeuvre (ISO/TR 3888) is an example of the typical test procedure in which the vehicle-driver-environment model should be taken into consideration. In the driver model, it is assumed that the visual signal is most important for a directional control of the car. The driver model is described by three parameters: aim point distance, response delay and steering angle gain. The driver model can be used in studies of vehicle handling and stability when closed loop procedures are needed. Examples of the model application in computer simulations of such test procedures as the double lane change manoeuvre and the wind gust manoeuvre are presented in the paper. It is shown that the use of the driver model in computer simulation of the car motion enables better adaptation of car design to the psychophysical characteristics of the driver and can contribute to improve the active safety of the car. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Behavior KW - Behaviour KW - Bend (road) KW - Car KW - Conference KW - Conferences KW - Control KW - Control KW - Digital computer KW - Digital computers KW - Driver KW - Drivers KW - Driving KW - Driving (veh) KW - Highway curves KW - Simulation KW - Simulation KW - Traffic lane KW - Traffic lanes KW - Vehicle handling UR - https://trid.trb.org/view/708925 ER - TY - CONF AN - 00920896 AU - Sturt, R AU - RICHARDSON, P AU - KNIGHT, A AU - DUTTON, T AU - National Highway Safety Advisory Committee TI - RESIDUAL EFFECTS OF METAL FORMING: THEIR EFFECT ON CRASH RESULTS PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - The thickness changes and work hardening arising during the forming process are generally ignored in crash analysis. This paper quantifies the effect of the forming process on crash response of a typical car of stamped steel construction using an analytical study. Forming results for fourteen panels of a medium-sized car were calculated using a one-step stamping analysis code. These were imported into the crash model, and crash results compared with and without the forming effects. The time taken to generate the forming data by a variety of methods is quantified, and the trade-off between the time taken and accuracy is examined. An efficient method of importing the forming data into the crash model is presented. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Automobiles KW - Body (car) KW - Car KW - Conference KW - Conferences KW - Crashes KW - Manufacture KW - Manufactures KW - Mathematical model KW - Mathematical models KW - Metal KW - Metals KW - Motor vehicle bodies KW - Properties KW - Properties of materials KW - Simulation KW - Simulation UR - https://trid.trb.org/view/708940 ER - TY - CONF AN - 00920898 AU - BOICHOT, G AU - HAZET, B AU - DI VALENTIN, L AU - National Highway Safety Advisory Committee TI - SIMPLIFIED MODELS FOR PASSIVE SAFETY ENGINEERING PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - In order to reduce delays of development of new vehicles, PSA has been using since 1998 a strategy based on sharing conception into several and hierarchical steps (V cycle). At the very beginning of a project, when only a few information are known, classical (and complex) FE (finite element) models are replaced by simplified models, composed of sets of springs and loads elements containing properties (flexion, compression, shear) equivalent to complex FE pieces. Up to now, these simplified models are created using FE models of vehicle with approximately same architecture. Sets of spring elements and properties are adjusted in order to reproduce FE model behaviour. When simplified models behaviour is judged representative of the physics, they can be used for conducting many investigations not only for studying a wide range of design parameters but also for evaluating the robustness of a specific design. The results permit to write technical specifications, for design departments, which in fact build the car pieces. Using simplified models reduces delays of building numerical models (by a factor of five) and divides by 100 solving delays. It makes easier modelling modifications (a day instead of a week). Finally, simplified models improve efficiency of crash simulation engineers by diminishing modelling time, by increasing the numbers of iterations and permitting a better understanding of the physics. In the future, the aim of this method is to build simplified and classical FE models by using directly the CAD (computer aided design) parts with additional physical properties in order to dispose automatically of a model which complexity depends on the available CAD data. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Digital computer KW - Digital computers KW - Finite element method KW - Finite element method KW - Mathematical model KW - Mathematical models KW - Safety KW - Safety KW - Simulation KW - Simulation KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708942 ER - TY - CONF AN - 00920913 AU - CAMERON, M AU - LES, M AU - Newstead, S AU - NARAYAN, S AU - ERNVALL, T AU - LAINE, V AU - National Highway Safety Advisory Committee TI - EMPIRICAL COMPARISON OF VEHICLE AGGRESSIVITY RATING SYSTEMS PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - This paper describes an empirical comparison of seven vehicle aggressivity rating methods in order to identify the most satisfactory vehicle aggressivity 'rating' system. Vehicles were distinguished by make and model, and the aggressivity of each model was estimated from data on real two-vehicle crashes. For comparison purposes, two common crash databases were used for estimation of ratings by each method: Police-reported tow-away crash data from three US states, and accident compensation claims from Finland. New methods of vehicle aggressivity rating were also proposed and tested. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Classification KW - Classification KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Data banks KW - Database KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Finland KW - Finland KW - Hazards KW - Risk KW - Risk assessment KW - Test method KW - Test procedures KW - United States KW - Usa KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708957 ER - TY - CONF AN - 00920915 AU - Grzebieta, R AU - Tingvall, C AU - Rechnitzer, G AU - National Highway Safety Advisory Committee TI - GEOMETRIC COMPATIBILITY IN NEAR SIDE IMPACT CRASHES PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - This paper investigates the issue of geometric incompatibility between vehicles involved in T-bone side impact crashes. Some illustrative examples and case histories are presented that clearly demonstrate how a bullet vehicle, with a high front bumper region and a raised bonnet with a very stiff facia, intrudes significantly into the soft section of a sedan shaped car resulting in severe head and chest trauma. Experimental results of two T-bone crash tests - a sedan car into a sedan car and a Four Wheel Drive (4WD) vehicle into a sedan car - are described. The paper also presents a MADYMO simulation of a tram impacting the side of a car demonstrating how head strike of the struck vehicle's near side occupant can result in severe head injury at speeds as low as 35 km/h. The authors conclude with some discussion of how the front of vehicles should be designed so as to eliminate the possibility of severe intrusion and head strike in such crashes. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Bumper KW - Bumpers KW - Car KW - Conference KW - Conferences KW - Crash severity KW - Delivery vehicle KW - Delivery vehicles KW - Four wheel drive KW - Four wheel drive KW - Front KW - Front KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Severity (accid, injury) KW - Shape KW - Shape KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Thorax KW - Thorax KW - Tram KW - Trolley cars UR - https://trid.trb.org/view/708959 ER - TY - CONF AN - 00920743 AU - Duma, S M AU - BOGGESS, B M AU - Crandall, J R AU - Hurwitz, S R AU - Seki, K AU - Aoki, T AU - National Highway Safety Advisory Committee TI - ANALYSIS OF UPPER EXTREMITY RESPONSE UNDER SIDE AIR BAG LOADING PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Computer simulations, dummy experiments with a new enhanced upper extremity, and small female cadaver experiments were used to analyze the small female upper extremity response under side air bag loading. After establishing the initial position, three tests were performed with the 5th percentile female hybrid III dummy, and six experiments with small female cadaver subjects. A new 5th percentile female enhanced upper extremity was developed for the dummy experiments that included a two-axis wrist load cell in addition to the existing six-axis load cells in both the forearm and humerus. Forearm pronation was also included in the new dummy upper extremity to increase the biofidelity of the interaction with the handgrip. Instrumentation for both the cadaver and dummy tests included accelerometers and magnetohydrodynamic angular rate sensors on the forearm, humerus, upper and lower spine. In order to quantify the applied loads to the cadaver hand and wrist from the handgrip, the handgrip was mounted to the door through a five-axis load cell and instrumented with accelerometers for inertial compensation. All six of the cadaver tests resulted in upper extremity injuries, with comminuted mid-shaft humerus fractures (AIS 3) observed in two tests. Osteochondral fractures of the elbow joint surfaces (AIS 2) were seen in four of the six cadaver tests. Two wrist injuries were observed including a transverse fracture of the distal radius (AIS 2) and an osteochondral fracture of the lunate carpal bone (AIS 2). The results from the six cadaver tests presented in this study were combined with the results from twelve previous cadaver tests. A multivariate logistic regression analysis was performed to investigate the correlation between observed injuries and measured occupant response. Using inertially compensated force measurements from the dummy mid-shaft forearm load cell, the linear combination of elbow axial (FZ) and shear (FX) was significantly (p = 0.05) correlated to the observed elbow injuries. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Arm KW - Arm (human) KW - Cadaver KW - Cadavers KW - Conference KW - Conferences KW - Dummies KW - Females KW - Hand KW - Hand (human) KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Safety KW - Safety KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Woman UR - https://trid.trb.org/view/708793 ER - TY - CONF AN - 00920745 AU - KREUZINGER, T AU - KNACK, S AU - National Highway Safety Advisory Committee TI - BODY PART STUDY FROM REAL LIFE ACCIDENTS FOR A NEW SID (SIDE IMPACT DUMMY) PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The purpose of this paper is to review injuries found in real world lateral collisions and determine the mechanisms responsible for certain kinds of biomechanical failure. During the last years the distribution of deaths among the different types of accidents has changed. Lateral collisions now are the most frequent cause of fatal and other serious injuries. Every third accident is an impact from the side, while every second fatality is the result of a lateral accident. Just a few years ago this value was no higher than 30%. This is probably the result of increasing safety standards for frontal collisions (airbags, seatbelt usage, structural improvements of cars, etc.). Although the number of registered vehicles increased, the total amount of fatalities decreased during the same period. Thus it is now necessary to pay greater attention to the lateral accident situation in order to improve road safety and decrease the number of traffic injuries. Several European organisations had decided to launch the project SID2000, which was funded by the European Commission, with the intention of gathering more knowledge on injuries occurring in lateral accidents and the mechanisms that lead to such injuries. This should enable the group to define the requirements for a new side impact dummy (SID) to be designed. Within the same project the existing TNO-EUROSID 1 was enhanced by another group and the experience gained has now enabled allowed to design a better measuring device for side impacts. The data used for this contribution came from sources from all over Europe and had to be gathered in such a manner that as many accident parameters as possible were taken into account. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Dummies KW - Europe KW - Europe KW - Fatalities KW - Fatality KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Measurement KW - Measurement KW - Safety KW - Safety KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/708795 ER - TY - CONF AN - 00920752 AU - Samaha, R R AU - MALTESE, M R AU - BOLTE, J AU - National Highway Safety Advisory Committee TI - EVALUATION OF THE ES-2 DUMMY IN REPRESENTATIVE SIDE IMPACTS PY - 2001 IS - DOT HS 809220 SP - 28 p. AB - An upgrade of EUROSID-1, the side impact dummy used in the European Union Side Impact Directive 96/EC/27, was recently developed by TNO to address dummy response issues raised by industrial and governmental bodies, in particular, the flat-top anomaly in the rib deflections. NHTSA is evaluating the ES-2 dummy, the upgraded EUROSID-1, to assess its performance in the FMVSS 214 test configuration. This paper presents results from NHTSA's testing of the ES-2 including high mass pendulum impactor tests using three proposed rib designs, biofidelity sled tests comparing the ES-2 and U.S. SID, and full scale side impact tests. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 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 - Impact test (veh) KW - Impact tests KW - Side crashes KW - Side impact KW - Thorax KW - Thorax UR - https://trid.trb.org/view/708802 ER - TY - CONF AN - 00920754 AU - BEUSENBERG, M AU - KEOWN, M AU - Yoganandan, N AU - National Highway Safety Advisory Committee TI - IMPROVED THEORY BEHAVIOUR OF THE EUROSID AND EFFECTS ON THORAX INJURY ASSESSMENT, ON THE BASIS OF PENDULUM IMPACTS PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - In 1989, the EUROSID-1 was accepted in the European regulation ECE-R95. After a steady period of use, an upgraded version of this dummy: ES-2 is now considered as a step towards harmonization of side impact occupant regulations. The upgrades to the dummy include, amongst others, a modification of its torso back plate and a change in rib module guidance (piston-cylinder), especially to overcome anomalous rib deflection responses referred to as "flat-top". Presented here are results of lateral and oblique pendulum tests, conducted on the EUROSID-1 and ES-2 to verify the modified torso back plate and to study the responses of three proposed rib module designs for ES-2. Particularly, rib deflections, rib VC responses, and thorax force-deflection responses are analyzed. The current study primarily addresses sensitivity of the ES-2 thorax to oblique loading. The risk of anomalous rib deflection responses as observed in full-scale vehicle crash tests can be greatly reduced by using a modified torso back plate and by changing the piston-cylinder. Results presented here show that the prototype "needle bearing type ribs", developed jointly by TNO and FTSS, eliminates the risk of flat-top in the pendulum test conditions employed in this stndy. The adoption of this rib design in ES-2 may, however, require further tuning of the damping in order to meet biofidelity requirements, such that injury risk on the basis of VC can be assessed appropriately. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Europe KW - Europe KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Load KW - Loads KW - Risk KW - Risk assessment KW - Thorax KW - Thorax UR - https://trid.trb.org/view/708804 ER - TY - CONF AN - 00920778 AU - Ydenius, A AU - Kullgren, A AU - Tingvall, C AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF A CRASHWORTHY SYSTEM: INTERACTION BETWEEN CAR STRUCTURAL INTEGRITY, RESTRAINT SYSTEMS AND GUARDRAILS PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - In the development of a crashworthy road transport system, guard-rails could play an important role in preventing frontal collisions on roads without separated lanes and in avoiding collisions with roadside objects. Crash pulses in crashes into guard rails may differ from e.g. car-to-car collisions, concerning the duration and mean acceleration. If the characteristics of crash pulses into guard-rails differ from those used in the design of vehicle interior restraint systems, it may influence the performance of these systems. Collisions with soft guardrails, such as wire ropes, may often have pulse duration of 200 ms or more. The performance of e.g. airbag systems in collisions with such duration is rarely studied. This study presents the results of six crash tests, carried out with identical vehicles running into three types of guard rails at two different test speeds, 80 and 110 km/h, and at two different impact angles, 45 degrees and 20 degrees respectively. The three tested guard-rails were: a flexible harder - a wire rope, a semi-rigid barrier - a W-beam guard rail and a rigid type - the concrete barrier. The characteristics of these types of guardrails were found to vary a lot concerning the transferred crash severity and physical behavior. The airbags did not deploy in either of the two wire-rope tests, whereas they deployed in the tests with concrete barriers and W-beam barriers at 45 degrees, 80 km/h. Severe car deformations occurred in the 45 degrees, 80 km/h test with the concrete barrier, while no interior deformation occurred in the wire rope and W-beam tests. The tests demonstrated the wide range of crash behavior with different barriers and guard-rails. Furthermore they demonstrated the importance of choosing the right barrier for a particular need in road construction. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Concrete KW - Concrete KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Frontal crashes KW - Guardrails KW - Head on collision KW - Highway design KW - Highway design KW - Impact test (veh) KW - Impact tests KW - Interior (veh) KW - Safety KW - Safety KW - Safety fence KW - Selection KW - Selection KW - Speed KW - Speed KW - Vehicle compartments KW - Vehicle interiors KW - Wire KW - Wire UR - https://trid.trb.org/view/708827 ER - TY - CONF AN - 00920780 AU - WORDENWEBER, B AU - National Highway Safety Advisory Committee TI - DRIVER ASSISTANCE THROUGH LIGHTING PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - Headlamps are the primary active safety device for over 25 % of the vehicle operating time. During twilight and night the driver relies on the headlamps for safe guidance, that is for both visual tracking and obstacle detection. The dynamic nature of driving requires adaptive lighting. Technology can supply practical solutions now. The paper describes both the new qualities and the underlying technologies of adaptive headlamps. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Headlamp KW - Headlamps KW - Intelligent transport system KW - Intelligent transportation systems KW - Night KW - Night KW - Vision KW - Vision UR - https://trid.trb.org/view/708829 ER - TY - CONF AN - 00920787 AU - Ivanov, V AU - BOUTYLIN, V AU - LEPESHKO, J AU - National Highway Safety Advisory Committee TI - TENDENCIES RECOGNITION AND ANALYSIS OF CRITICAL SITUATIONS BY THE ACTIVE SAFETY SYSTEMS PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - Critical situations, which can arise at car's motion and should be prevented by its safety systems, are subdivided into two levels. The micro-level is connected directly to wheel-road-interaction, and the macro-level with the car's behavior. For creation of effective control philosophy of the systems of active safety a new approach for description of the tire grip - wheel slip - dependencies is offered that gives the basic performance for an evaluation of critical situations. For authentic recognition of critical situations the system of active safety should be constructed on intelligent principles with parallel information channels and with possibility of self-configuration. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Intelligent transport system KW - Intelligent transportation systems KW - Prevention KW - Safety KW - Safety KW - Skidding KW - Skidding KW - Tires KW - Tyre UR - https://trid.trb.org/view/708836 ER - TY - CONF AN - 00920789 AU - Katayama, T AU - Hashimoto, H AU - Yang, Z AU - National Highway Safety Advisory Committee TI - TRAFFIC ACCIDENTS IN RURAL AREA AND ASSISTANCE SYSTEM FOR TRAFFIC SAFETY PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - An investigation based on human visual search functions was conducted into the causative factors of traffic accidents at clear intersections in rural areas. The results indicated that it is difficult for drivers to detect a vehicle traveling on a collision course because the vehicle remains in the same position in the driver's visual field. Two systems are introduced to assist drivers' visual searches. One system uses an image processing technique, and the other utilizes DGPS (differential global positioning system) and IVC (inter-vehicle communications) techniques. This paper presents the development of the assistance system. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Accident prevention KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Crashes KW - Driver KW - Drivers KW - Fatalities KW - Fatality KW - Highway design KW - Highway design KW - Image processing KW - Image processing KW - Japan KW - Japan KW - Layout KW - Layout KW - Prevention KW - Rural area KW - Rural areas KW - Safety KW - Vision KW - Vision UR - https://trid.trb.org/view/708838 ER - TY - CONF AN - 00920848 AU - LAINE, V AU - ERNVALL, T AU - CAMERON, M AU - Newstead, S AU - National Highway Safety Advisory Committee TI - AGGRESSIVITY VARIABLES AND THEIR SENSITIVITY IN CAR AGGRESSIVITY RATINGS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - This paper presents a review of possible parameters that effect on vehicle aggressivity ratings and also gives a definition of aggressivity of vehicle models. The selection of the most important aggressivity variables in vehicle aggressivity measures is based on expert evaluations and detailed variable analyses. Further, the sensitivity of the most important aggressivity variables in vehicle aggressivity measures is examined using logistic regression analysis. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Aggression KW - Aggressiveness (psychol) KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Driver KW - Drivers KW - Hazards KW - Injury severity KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Severity (accid, injury) KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708893 ER - TY - CONF AN - 00920850 AU - KRAFFT, M AU - Kullgren, A AU - Ydenius, A AU - Tingvall, C AU - National Highway Safety Advisory Committee TI - THE CORRELATION BETWEEN CRASH PULSE CHARACTERISTICS AND DURATION OF SYMPTOMS TO THE NECK - CRASH RECORDING IN REAL LIFE REAR IMPACTS PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - AIS 1 neck injuries has become the most common disabling injury in vehicle crashes. Research has shown that there are variations in rear impacts causing short- and long-term disability to the neck. Therefore impacts where the duration of symptoms differ need to be separated in analyses. Crash severity is usually measured as change of velocity. The conelation between injury risk and impact severity parameters based on acceleration levels is to a high extent unknown. Since 1995, approx. 15,000 vehicles on the Swedish market have been equipped with crash pulse recorders measuring the acceleration time history in rear impacts. In the present study, the results from crash recording of 34 real life rear impacts were analysed where the change of velocity and the crash pulse were measured. The injury status of the 49 front occupants was classified as no symptoms, or symptoms less or more than 1 month after the impact. Also injury risk functions were calculated for different duration of symptoms correlated to the crash severity parameters. Most of the occupants that sustained symptoms more than 1 month, the change of velocity was higher than 15 km/h and the mean acceleration more than 5g. The average impact speed and mean acceleration for this group were 23 km/h and 5.4g. Furthermore, the crash pulses form a corridor with acceleration between 5 and 10g and duration between 80 and 150ms. Those occupants that sustained symptoms less than 1 month, the average change of velocity were 10 km/h and the mean acceleration was 3.5g. When designing test methods for evaluating vehicle safety concerning AIS 1 neck injuries, the acceleration pulse will differ considerably depending on focusing short- or long term consequences. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Acceleration KW - Acceleration (Mechanics) KW - Accident KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Hazards KW - Injuries KW - Injury KW - Injury severity KW - Intelligent transport system KW - Intelligent transportation systems KW - Occupant (Veh) KW - Rear end collision KW - Rear end crashes KW - Risk KW - Risk assessment KW - Severity (accid, injury) KW - Speed KW - Speed KW - Sweden KW - Sweden KW - Vehicle KW - Vehicle occupant KW - Vehicle occupants KW - Vehicles KW - Vertebrae UR - https://trid.trb.org/view/708895 ER - TY - CONF AN - 00920857 AU - SPORNER, A AU - KRAMLICH, T AU - National Highway Safety Advisory Committee TI - MOTORCYCLE BRAKING AND ITS INFLUENCE ON SEVERITY OF INJURY PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - At first glance there seems to be no correlation between braking and injuries, but an in-depth study of fatal motorcycle collisions reveals the cause of accident to be incorrect braking. Modern motorcycles have excellent brakes but the driver is often overtaxed in pre-accident situations. There is a great risk that even an experienced driver will overbrake the front wheel due to the stress situation. As an investigation of 613 motorcycle collisions with cars shows, the only solution to this problem is to equip motorcycles with antilock braking systems (ABS). The reconstruction and practical analysis of these cases and a collaboration with the University of Darmstadt showed the different braking parameters, reduced braking distance and increased stability. The study also demonstrates the influence of different motorcycle and driver movement during the impact with or without a fall after emergency braking. This has a direct effect on the type of injuries suffered. Secondary safety elements of the motorcycle are greatly reduced if the motorcycle driver falls prior to the collision. Finally a list of proposals is presented for optimizing motorcycle braking systems. A theoretical presupposition for positive influence by ABS is given in more than 50% of all motorcycle accidents. In more than 90% of all accidents involving a fall prior to the collision, an ABS system could have completely prevented the fall. This would result in a substantial reduction of serious and fatal injuries to motorcycle drivers. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Accident prevention KW - Anti locking device KW - Antilock brake systems KW - Behavior KW - Behaviour KW - Brake KW - Brakes KW - Braking KW - Braking KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Design KW - Design (overall design) KW - Driver KW - Drivers KW - Emergencies KW - Emergency KW - Injuries KW - Injury KW - Injury severity KW - Motorcycle KW - Motorcycles KW - Prevention KW - Safety KW - Severity (accid, injury) UR - https://trid.trb.org/view/708902 ER - TY - CONF AN - 00920860 AU - Kowalick, T M AU - National Highway Safety Advisory Committee TI - REAL-WORLD PERCEPTIONS OF EMERGING EVENT DATA RECORDER (EDR) TECHNOLOGIES PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - This research focuses on what college-age motorists perceive to be the positive and negative aspects of implementing on-board Event Data Recorders (EDR's) in the highway mode of transport. The achievements and findings offer safety researchers insight as to which societal issues need to be addressed and overcome to assure successful implementation. A number of key issues ranging from perceived safety benefits versus fear of privacy invasion are included. Research was conducted by a professor/member of the USDOT/NHTSA "EDR Working Group" at a North Carolina Community College. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Adolescent KW - Adolescents KW - Attitude (psychol) KW - Attitudes KW - Conference KW - Conferences KW - Crashes KW - Data acquisition KW - Data collection KW - Interior (veh) KW - Private KW - Private enterprise KW - Real time KW - Real time control KW - Real time data processing KW - Safety KW - Safety KW - Technology KW - Technology KW - Vehicle KW - Vehicle compartments KW - Vehicle interiors KW - Vehicles UR - http://ntl.bts.gov/lib/19000/19100/19127/PB2002104555.pdf UR - https://trid.trb.org/view/708904 ER - TY - CONF AN - 00920883 AU - KITAGAWA, Y AU - PAL, C AU - National Highway Safety Advisory Committee TI - DEVELOPMENT AND EVALUATION OF A HUMAN LOWER EXTREMITY MODEL PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - A finite element model of the human lower extremity has been developed in this study to simulate lower extremity behavior in frontal car crashes. Precise geometry of the human lower extremity and material properties of the hard and soft tissues were introduced to the model. The performance of the model was evaluated by comparing with dynamic loading test data using post mortem human subjects (PMHS). The comparison proved its ability to estimate dynamic responses of the human lower extremity. A study was conducted using the model to investigate possible factors of loading to the ankle and tibia. Force and moment was calculated with different time history profiles of footwell intrusion and pelvis motion. The results suggested that timing of maximum intrusion was important as well as its magnitude. It was also found that loading to the tibia could be affected not only by intrusion but also by pelvis motion. Although footwell deformation has been measured in car crash tests, it is suggested to use force and moment measured on the dummy leg for injury assessment. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Anthropometry KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Foot KW - Foot (not a measure) KW - Frontal crashes KW - Head on collision KW - Human body KW - Injuries KW - Injury KW - Interior (veh) KW - Leg KW - Leg (human) KW - Vehicle compartments KW - Vehicle interiors UR - https://trid.trb.org/view/708927 ER - TY - CONF AN - 00920885 AU - MONCLUS-GONZALEZ, J AU - ESKANDARIAN, A AU - TAKATORI, O AU - MORIMOTO, J AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF DETAILED FINITE ELEMENT MODELS OF CHILD RESTRAINT SYSTEMS FOR OCCUPANT PROTECTION PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - A previously defined methodology for the development of Finite Element (FE) detailed models of road vehicles has been utilized to create four different FE models of Child Restraint Systems (CRS). The resulting CRS "fleet" includes two convertible toddler seats, one infant rear-facing seat and a booster seat. Model dimensions range from 5,865 nodes, 4,168 elements and 2 parts for the reduced booster seat to 18,204 nodes, 21,345 elements and more than 20 parts for the most complex convertible one. All adjustable reclining/rocking positions have been considered during the model definition. The main characteristics of the models, as well as the reverse engineering process, are discussed in this paper. Particular material properties have not been studied in depth, but some insight is also offered on this subject to the prospective analyst or modeler. Versatility of the models and future research work required to fully validate the models are briefly commented. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Child KW - Children KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Finite element method KW - Finite element method KW - Safety KW - Safety KW - Seat (veh) KW - Seats UR - https://trid.trb.org/view/708929 ER - TY - CONF AN - 00920892 AU - WHALEN, W P AU - SCHAFER, A F AU - National Highway Safety Advisory Committee TI - NATIONAL ADVANCED DRIVING SIMULATOR SYSTEM ARCHITECTURE PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - The National Advanced Driving Simulator (NADS) system was designed to conduct driver centered safety studies. The NADS contains three major components: the Software Engineering Environment (SEE), the Simulation Development Module (SDM), and the main NADS (the real-time simulator). The purpose of the SEE is to provide an environment for development of the NADS software, databases, and scenarios. The purpose of the SDM is to validate scenarios before actual execution on the NADS. The full NADS contains all of the capabilities required for driver centered research using the general population, including a state of the art Scenario Definition and Control capability. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Computer programs KW - Conference KW - Conferences KW - Control KW - Control KW - Data banks KW - Database KW - Driving KW - Driving (veh) KW - Simulation KW - Simulation KW - Software UR - https://trid.trb.org/view/708936 ER - TY - CONF AN - 00920894 AU - AMBROZ, M AU - Prebil, Ivan AU - National Highway Safety Advisory Committee TI - PRESENTING THE RESULTS OF VEHICLE DYNAMICS SIMULATION IN VIRTUAL 3D ENVIRONMENT PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - Results of simulations done by mathematical models of driving dynamics have to be presented in a clear and appealing way. One possibility of this is presentation by means of animation in virtual 3D environment. For the mathematical model of control and riding dynamics of road vehicles, developed at CEMEK, University of Ljubljana, a library of low-polygon 3D geometrical vehicle models is being built. Animations are written in VRML2 and are composed of mathematical model output data, vehicle geometry and animation core. Software has been developed to compose the animations, write them programmatically and display the results in virtual 3D environment. The required vehicle-specific input data is retrieved from an existing vehicle database. Currently, the mathematical model simulates riding control and riding dynamics, and deals with vehicles as systems of rigid bodies. The flexible structure of software for writing animations and of the animation core itself provides easy adaptation to possible future expansions of the mathematical model. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Car KW - Computer programs KW - Conference KW - Conferences KW - Driving KW - Driving (veh) KW - Image processing KW - Image processing KW - Mathematical model KW - Mathematical models KW - Simulation KW - Simulation KW - Software UR - https://trid.trb.org/view/708938 ER - TY - CONF AN - 00920917 AU - SUGIMOTO, T AU - Suzuki, H AU - KADOTANI, Y AU - National Highway Safety Advisory Committee TI - INFLUENCE OF BODY INTRUSION AND DECELERATION ON OCCUPANT INJURIES IN FRONTAL COLLISIONS BETWEEN PASSENGER CARS PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - In this paper, the results from a matrix of tests performed to evaluate the response of the occupant injuries in collisions between passenger cars at 55 km/h are reviewed. Various crash tests were conducted with different vehicle weights and stiffness to investigate the effect of body intrusion and vehicle deceleration on occupant injuries. Some cases showed high intrusion which resulted in high occupant injury. Conversely some cases exhibited severe body deceleration which resulted in high occupant injury. In the cases with severe body deceleration, the body intrusion was almost the same as a 64km/h ODB (offset deformable barrier) test but the injuries occur because the body deceleration is much greater in the car-to-car collision than the ODB test. To assess vehicle compatibility, an MDB test method is proposed which is one of the representative test methods of real world car-to-car accidents. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometry KW - Anthropometry KW - Automobiles KW - Body (car) KW - Car KW - Conference KW - Conferences KW - Crash severity KW - Frontal crashes KW - Guardrails KW - Head on collision KW - Human body KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Motor vehicle bodies KW - Offset impact test KW - Safety fence KW - Severity (accid, injury) KW - Shape KW - Shape KW - Test method KW - Test procedures KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/708961 ER - TY - CONF AN - 00920919 AU - DIGGES, K AU - Eigen, A AU - National Highway Safety Advisory Committee TI - MEASUREMENTS OF STIFFNESS AND GEOMETRIC COMPATIBILITY IN FRONT-TO-SIDE CRASHES PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - The National Highway Traffic Safety Administration (NHTSA) routinely measures the force exerted on the barrier in crash tests. Thirty-six load cells on the face of the rigid barrier measure the force. This study examines the load cell barrier data collected during recent years of NCAP testing to determine how it can be used to assess vehicle compatibility in vehicle-to-vehicle front-to-side crashes. The height of the center-of-force measured by the columns of load cells is proposed as a metric for quantitatively describing the geometric properties of the crash forces. For front-to-side crashes, the geometric and stiffness properties of frontal structures during the early stages of crush are applicable. Consequently, geometric and stiffness measurements at a crush of 125 mm are presented in this paper. This paper shows the range of the compatibility and stiffness parameters measured on cars, pickups, vans, and multi-purpose vehicles. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Delivery vehicle KW - Delivery vehicles KW - Front KW - Front KW - Impact test (veh) KW - Impact tests KW - Load KW - Loads KW - Offset impact test KW - Shape KW - Shape KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/708963 ER - TY - CONF AN - 00920924 AU - Bae, H AU - Lim, J AU - Park, K AU - National Highway Safety Advisory Committee TI - VEHICLE COMPATIBILITY IN CAR-TO-CAR FRONTAL OFFSET CRASH PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - A series of full-scaled car-to-car frontal offset crash tests within passenger car category were conducted to research the current incompatible situations using Hyundai Autonomous Crash Vehicle System. The first test using two midsize cars with 50% overlap and 50km/h each was conducted to compare the injury levels and deformations with the offset regulation case, and check the test results within two sane vehicles for test repeatability. The second test using midsize and minisize car with mass ratio of 1.58:1 was done. The last test with MPV and small car at closing speeds of 120kph was followed. Mass, stiffness and geometry effects are investigated. Simulation results of car-to-car frontal offset and side impacts in case of MPV-to-small and small-to-MPV are included for better understanding. Finally a few design recommendations are also suggested. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dimension KW - Front KW - Front KW - Impact test (veh) KW - Injuries KW - Injury KW - Offset impact test KW - Overlapping KW - Overlapping KW - Shape KW - Shape KW - Simulation KW - Simulation KW - Size KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/708968 ER - TY - CONF AN - 00920747 AU - HAGEDORN, A V AU - RHULE, D A AU - National Highway Safety Advisory Committee TI - CHILD INJURY TOLERANCE THROUGH CASE RECONSTRUCTION PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - A basis for verification of child dummy injury criteria performance limits, ICPLs, is needed. Presently, the ICPLs used for child dummies are derived from the Hybrid III adult dummies using scale factors for size and strength considerations. This study presents the preliminary results of an ongoing effort to verify the ICPLs through reconstructions of real world incidents which have resulted in child injuries. Incident cases which have the potential for reconstruction were identified utilizing various sources. Tests were then conducted utilizing available case information in order to best approximate the pre-injury positioning of the injured child. A comparison of injury measurements collected from a child crash test dummy could then be made to real-life injuries as a method of ascertaining validity of current child dummy injury criteria. Test results are presented for three case studies. This paper summarizes the results. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Child KW - Children KW - Conference KW - Conferences KW - Crash reconstruction KW - Crashes KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Reconstruction (accid) UR - https://trid.trb.org/view/708797 ER - TY - CONF AN - 00920748 AU - Scherer, R AU - Cesari, D AU - UCHIMURA, T AU - KOSTYNIUK, G AU - Page, M AU - Asakawa, K AU - HAUTMANN, E AU - BORTENSCHLAGER, K AU - SAKURAI, M AU - HARIGAE, T AU - National Highway Safety Advisory Committee TI - DESIGN AND EVALUATION OF THE WORLDSID PROTOTYPE DUMMY PY - 2001 IS - DOT HS 809220 SP - 11 p. AB - The WorldSID is a new, advanced Worldwide Side Impact Dummy that has the anthropometry of a mid-sized adult male. It has a mass of 77.3 kg, a standing height of 1753 mm and a seated height of 911 mm. Almost every body region is a new, innovative design, setting the WorldSID apart from all existing side impact dummies. It incorporates over 200 available data channels, in-dummy wiring, and an in-dummy data acquisition system (DAS). The dummy is designed to be used for research and future harmonized side impact test procedures as defined by the International Harmonized Research Activities (IHRA) and other organizations. It is expected to have a biofidelity classification of "good" to "excellent" using the International Organization for Standardization (ISO) dummy classification scale. The WorldSID will be the basis for the future development of a side impact dummy family. The WorldSID project is run under the auspices of the ISO working group on Anthropomorphic Test Devices -- ISO/TC22/SC12/WG5. Worldwide vehicle manufacturers and governmental bodies have sponsored its development. A design team of worldwide dummy manufacturers, instrumentation manufacturers and research organizations was formed to design, develop and fabricate the prototype. This paper provides the general design requirements for the WorldSID dummy and a description of each of the critical body regions. A description of the unique instrumentation found in the WorldSID dummy and the data from the biofidelity testing conducted to date are also presented. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Data acquisition KW - Data collection KW - Design KW - Design (overall design) KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Prototype KW - Prototypes KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/708798 ER - TY - CONF AN - 00920765 AU - CIGLARIC, I AU - Prebil, Ivan AU - AMBROZ, M AU - RAVNIK, D AU - National Highway Safety Advisory Committee TI - COMPUTER SIMULATION OF IMPACT TEST AND INJURY CRITERIA ANALYSIS BY USING SENSITIVITY ANALYSIS PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - Articulated multibody mechanical model of human body is used as a tool to investigate injury mechanism during a car crash event. Dynamic response of the proposed multibody system is calculated for two sets of human body mechanical parameters. First set of mechanical parameters is generated by GEBOD (GEnerator of BOdy Data) from Wright Patterson Air Force Base (WPAFB) and in this research represents standard dummy. The second set of mechanical parameters was obtained from measurements of human body parts conducted on real human corpses. On the basis of both dynamic responses some injury criteria are calculated and discussed. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cadaver KW - Cadavers KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Digital computer KW - Digital computers KW - Dummies KW - Human body KW - Injuries KW - Injury KW - Injury severity KW - Severity (accid, injury) KW - Simulation KW - Simulation UR - https://trid.trb.org/view/708815 ER - TY - CONF AN - 00920766 AU - Reed, M P AU - Ebert, S M AU - Schneider, L W AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF PERFORMANCE SPECIFICATIONS FOR THE OCCUPANT CLASSIFICATION ANTHROPOMETRIC TEST DEVICE (OCATD) PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - Advanced airbag systems use a variety of sensors to classify vehicle occupants so that the airbag deployment can be modulated accordingly. One potential input to such systems is the distribution of pressure applied to the seat surface by the occupant. However, the development of such systems is hindered by the lack of suitable human surrogates. The OCATD program has developed two new surrogates for advanced airbag applications representing a small adult woman and a six-year-old child. This paper describes the development of performance specifications for the OCATDs based on a study of the seat surface pressure distributions produced by vehicle occupants. The pressure distributions of sixty-eight small women and children ranging in body weight between 23 and 48 kg were measured on four seats in up to twelve postures per seat. The data were analyzed to determine the parameters of the pressure distribution that best predict occupant body weight. Target values for these parameters were then developed for the two OCATD sizes. Measurements of pressure distributions produced by the OCATDs showed good agreement between the human-derived targets and the OCATD performance. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Child KW - Children KW - Conference KW - Conferences KW - Data acquisition KW - Data collection KW - Females KW - Posture KW - Posture KW - Pressure KW - Pressure KW - Safety KW - Safety KW - Seat (veh) KW - Seats KW - Sensor KW - Sensors KW - Vehicle KW - Vehicles KW - Woman UR - https://trid.trb.org/view/708816 ER - TY - CONF AN - 00920784 AU - WITTEMAN, W J AU - KRIENS, RFC AU - National Highway Safety Advisory Committee TI - THE NECESSITY OF AN ADAPTIVE VEHICLE STRUCTURE TO OPTIMIZE DECELERATION PULSES FOR DIFFERENT CRASH VELOCITIES PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - To minimize injury to the occupants, the frontal vehicle structure must absorb much more energy in the first deformation phase in case of a high-speed collision. Depending on the crash situation an intelligent system must regulate the structure stiffness yielding additional energy absorption by means of friction. Concept ideas are mentioned to achieve different crash pulses at different crash velocities within the available deformation length. An independent search for optimal deceleration pulses at several crash velocities is necessary, because the usually found structure-based pulses are not obviously the optimal pulses for minimal injury to the occupants. Therefore, in this paper the more interesting case of the reverse question is answered: which crash pulse gives the lowest injury levels with an already optimized restraint system, instead of finding the optimized restraint system for a given crash pulse. For this research, a method is described in which a numeric model of an interior and an FEM dummy has been used to find the levels of the injury criteria. To compare the results of different crash pulses, an overall severity index has been used. From a described research an optimal pulse has been found after several considered pulse variations at a crash speed of 56 km/h. This pulse, used as example, gives as it seems much lower injuries. During the first 18 cm deformation length the deceleration level must be high, then a low deceleration interval is required, and at the end (dummy is restrained by belt and airbag) the deceleration must be high again. Also for other crash velocities, pulses are mentioned with adapted pulse characteristics for optimal results. The only way to generate an optimal crash pulse at different collision speeds is variable structure stiffness. After detection of the crash velocity, the optimal stiffness of the front structure should be realized. Solutions are presented based on controllable energy absorption by additional friction or based on controllable hydraulic flow restriction. With this new design, an optimal vehicle deceleration curve is possible for each velocity over the entire frontal collision spectrum, yielding the lowest levels of the occupant injury criteria, also in case of compatibility problems. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Crash severity KW - Deformation KW - Deformation KW - Dummies KW - Frontal crashes KW - Head on collision KW - High speed KW - High speed ground transportation KW - High speed vehicles 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 - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708833 ER - TY - CONF AN - 00920785 AU - SFERCO, R AU - Page, Y AU - LE COZ, J-Y AU - FAY, P A AU - National Highway Safety Advisory Committee TI - POTENTIAL EFFECTIVENESS OF ELECTRONIC STABILITY PROGRAMS (ESP) - WHAT EUROPEAN FIELD STUDIES TELL US PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - ESP (Electronic Stability Programme) systems enable the stability of a car to be maintained during critical manoeuvres and to correct potential understeering or oversteering. As a result, ESP could help improve car safety by avoiding loss of vehicle control accidents as well as by reducing their severity or consequences. This paper describes an evaluation of the potential effectiveness of ESP if it was installed more widely. It is based on data from the European Accident Causation Survey (or "EACS") which contains information about 1,674 accidents in 5 European countries. Analysis of the EACS data shows that in approximately 18% of all injury accidents and in 34% of fatal accidents, ESP would have a certain influence (either reducing the likelihood of an accident or avoiding the accident altogether). Where accident causation was identified as "loss of vehicle control", ESP would have a certain benefit in 42% of cases with injury outcome and in 67% of the fatal crashes. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident prevention KW - Conference KW - Conferences KW - Control KW - Control KW - Driver KW - Drivers KW - Electronics KW - Electronics KW - Error KW - Errors KW - Fatalities KW - Fatality KW - Prevention KW - Safety KW - Safety KW - Stability KW - Stability (Mechanics) KW - Steering KW - Steering (process) KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708834 ER - TY - CONF AN - 00920798 AU - Ando, K AU - TOZAWA, H AU - Yamazaki, K AU - National Highway Safety Advisory Committee TI - JNCAP: DEVELOPING OVERALL RATING PROTOCOL PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The Japan New Car Assessment Program (JNCAP) was launched in 1995 in order to improve car safety performance. According to this program, installation condition of safety devices and the results for braking performance and full-frontal crash test are published every year. The side impact test was introduced in 1999. In 2000, the offset frontal crash test was also introduced. From the viewpoint of such a diversification of the crash tests, an overall assessment method for the safety of cars which reflects road accidents has been demanded. A new overall assessment method capable of reflecting the traffic accident situation in Japan using methods employed or planned by USA-NCAP, Euro-NCAP, TUB-NCAP and others as references was developed. JNCAP conducts three types of crash tests including the full-frontal crash test, offset frontal crash test, and side impact test to assess the dummy injury parameters. For the portions of the body which cannot be represented by the dummy injury parameters, the amount of car deformation is added to the assessment. Scores converted from the dummy injury parameters are weighted according to portions of the human body and modes of collision. The weighting functions are determined taking into consideration the traffic accident situation in Japan and anticipated economic losses. Collision data for the same vehicle were compared according to both the JNCAP method and the Euro-NCAP method in order to determine the differences in the rating methods. As a result, high overall correlation between these methods was confirmed. The rate of scores for individual cars was calculated according to the Euro-NCAP method and the new assessment method. Cars scored high in the Euro-NCAP method also got high points in the new asessment method, although some minor differences were observed in the ranking. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Braking KW - Braking KW - Coefficients KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Japan KW - Japan KW - Offset impact test KW - Safety KW - Safety KW - Safety coefficient KW - Side crashes KW - Side impact UR - https://trid.trb.org/view/708847 ER - TY - CONF AN - 00920799 AU - WANI, K AU - OHTA, S AU - Ishikawa, H AU - National Highway Safety Advisory Committee TI - JNCAP: TODAY AND TOMORROW PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - The New Car Assessment Program in Japan (JNCAP) was launched in 1995 in order to improve car safety performance. According to this program, installation conditions of safety devices and the results for braking performance and full-frontal crash tests are published every year. Introduction of JNCAP significantly increases the installation rate of safety devices and contributes much in enhancement of safety as seen in the decrease in the average injury severity of drivers and passengers. Side impact and offset frontal crash tests were introduced in 1999 and 2000, respectively. At present, the overall crash safety rating is carried out based on the results of the full-frontal, offset frontal, and side impact tests. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Braking KW - Braking KW - Conference KW - Conferences KW - Crash severity KW - Driver KW - Drivers KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Japan KW - Japan KW - Offset impact test KW - Passengers KW - Safety KW - Safety KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - Vehicle occupant UR - https://trid.trb.org/view/708848 ER - TY - CONF AN - 00920852 AU - Ueyama, M AU - National Highway Safety Advisory Committee TI - DRIVER CHARACTERISTIC USING DRIVING MONITORING RECORDER PY - 2001 IS - DOT HS 809220 SP - 13 p. AB - A field trial has been carried out using a set of automatic recording system, Driving Monitoring Recorder (DMR) with GPS and Event Eye Camera (EEC). They were installed on total numbers of 105 vehicles in four fleets of taxi and truck in Tokyo area for 4 years in order to assess the implications in driving characteristic and traffic conditions. DMR can record the data such as running speed vs. time continually, and frequencies of emergency behavior are counted and recorded on drive whenever hard braking exceed by 3.75m/s squared, and rapid starting and sharp acceleration exceed by 3.5 m/s squared. Also, EEC can record the driver views in pre- and post scene during 10 seconds by event detecting trigger. The 80 subjects are taxi drivers including 10 females and 30 truck drivers. The drivers were monitored for some months continuously. In addition, the drivers were examined by a driving aptitude test. The analysis result indicates that individual drivers have a specific driving performance on drives, and it suggests that drivers will be able to have their driver characteristics specified by DMR data. For simplicity, we defined the "Index of bad behavior" score as simply adding points of numbers of the three emergency actions per 100 km running. The drivers are classified into 4 groups, ranked A, B, C and D levels according to the index score, which ranges from careless driver to model of safety driver. The ranks are compared with the results of driving aptitude test. To assess driver behavior, EEC images were examined when, where and what condition emergency behavior occurred. As a result of EEC image analysis, some drivers with high bad index scores had driven at the head mostly, and frequent rapid lane changing and sharp turn actions. In conclusion, a set of the automatic recording systems can offer useful data to study driver characteristics. In addition, the important aspect of this study is persuasively, most drivers tend to accept these data without complaining to improve their safety drive because of digital data and image data. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Behavior KW - Behaviour KW - Braking KW - Braking KW - Conference KW - Conferences KW - Data acquisition KW - Data collection KW - Driver KW - Drivers KW - Evaluation (assessment) KW - Evaluation and assessment KW - Intelligent transport system KW - Intelligent transportation systems KW - Lorry KW - Safety KW - Safety KW - Speed KW - Speed KW - Surveillance KW - Surveillance KW - Taxi KW - Taxicabs KW - Trucks UR - https://trid.trb.org/view/708897 ER - TY - CONF AN - 00920853 AU - MOOI, H G AU - GALLIANO, F AU - National Highway Safety Advisory Committee TI - DUTCH IN-DEPTH ACCIDENT INVESTIGATION: FIRST EXPERIENCES AND ANALYSIS RESULTS FOR MOTORCYCLES AND MOPEDS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - In September 1999 the Dutch Accident Research Team (DART) within TNO Automotive started with the in-depth investigation of traffic accidents. In this paper, the methodology, working procedures and experiences of the team are described and explained in detail. Furthermore, an elaborate description of a European study of Powered Two-Wheeler (PTW) accidents is given: MAIDS (Motorcycle Accident In-Depth Study). Some preliminary analysis results of the Dutch part are shown. Results on accident configurations, accident causes, injuries, collision speeds and helmet damages are presented. The results were also compared with former foreign studies. The preliminary results give interesting insight in some aspects of PTW accidents. Therefore, it can be expected that highly valuable insights can be gained from the project when finalised. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Collision KW - Conference KW - Conferences KW - Crash helmet KW - Crashes KW - Helmets KW - Injuries KW - Injury KW - Motorcycle KW - Motorcycles KW - Netherlands KW - Netherlands KW - Protective clothing KW - Speed KW - Speed UR - https://trid.trb.org/view/708898 ER - TY - CONF AN - 00920856 AU - CARRA, J S AU - STERN, S D AU - National Highway Safety Advisory Committee TI - LARGE TRUCK CRASH DATA COLLECTION PY - 2001 IS - DOT HS 809220 SP - 3 p. AB - The National Highway Traffic Safety Administration (NHTSA), USA, is collecting crash data relating to large trucks. Two data collection programs are specified. One is a crash causation study to investigate the cause of fatal and serious large truck crashes over two years. The other study is a continuous effort collecting data on large truck motor carrier crashes in each state, as coded on police accident reports. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Data banks KW - Database KW - Fatalities KW - Fatality KW - Injuries KW - Injury KW - Injury severity KW - Lorry KW - Severity (accid, injury) KW - Trucks KW - United States KW - Usa KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708901 ER - TY - CONF AN - 00920871 AU - DE COO, P AU - HAZELEBACH, R AU - VAN OORSCHOT, E AU - WESSELS, J AU - National Highway Safety Advisory Committee TI - IMPROVED SAFETY FOR DRIVERS AND COURIERS OF COACHES PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - According to general accidents statistics, a coach is the safest means of transportation with respect to fatalities per billion traveller kilometers. Reasons for this include the existing regulations related to coach safety and the self regulation of the coach building industry. Most passive safety standards are, however, more related to the safety of the passengers and less to the safety of driver and courier. Their typical position at the front of the coach and the fact that most heavy structural parts of the coach are behind their position in the coach, make the driver and courier vulnerable in case of a frontal collision. The injury risk in specific frontal collisions can be reduced by applying crash technology within the front structure of the coach. By redesign and reorganising the structure and the packaging underneath the driver and courier, the kinetic energy developed in a typical coach-to-trailerback collision can be absorbed whilst maintaining a survival space for driver and courier. This paper describes the development of a procedure for improvement in the frontal crashworthiness of coaches. Starting with analyses of related accident data and heavy vehicle crash experience from truck testing, numerical simulation, component and full scale testing have been combined to create a new passive safety structural concept. The experience gained has since been used and is demonstrated in the design of a new coach. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Absorption KW - Absorption KW - Accident KW - Buses KW - Coach KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Driver KW - Drivers KW - Energy KW - Energy KW - Frontal crashes KW - Hazards KW - Head on collision KW - Injuries KW - Injury KW - Passengers KW - Passive restraint systems KW - Passive safety system KW - Personnel KW - Personnel KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Statistics KW - Statistics KW - Vehicle occupant UR - https://trid.trb.org/view/708915 ER - TY - CONF AN - 00920872 AU - LONGHITANO, D C AU - TURLEY, J E AU - National Highway Safety Advisory Committee TI - LOWER EXTREMITY RESPONSE OF THE THOR-LX COMPARED TO THE HYBRID-III LOWER LEG IN FRONTAL BARRIER CRASH TESTS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The Thor-Lx leg and foot complex is being developed by the National Highway Traffic Safety Administration (NHTSA), the Applied Safety Technologies Corporation, and GESAC, Inc. as a new research and development (R&D) tool which will be more biofidelic than the current Hybrid-III lower extremity. This paper reviews the results from a matrix of tests performed to evaluate the response of the Thor-Lx in comparison to the Hybrid-III lower extremity in high-speed frontal crashes. The testing included three 64 km/h frontal offset deformable barrier tests and two 56 km/h flat rigid barrier tests. Testing was done using the following Anthropomorphic Test Device (ATD) combinations: Hybrid-III with the Hybrid-III Enhanced Instrumented Tibia, Hybrid-III with the Thor-Lx, and Thor with the Thor-Lx. The response of the lower extremity was found to vary with each leg and torso combination. Tibia bending moments were reduced and the lower tibia axial compressive force was increased in the Thor-Lx when compared to the Hybrid-III tibia. This phenomenon is attributed to the Achilles' tendon added to the Thor-Lx. When the Thor torso was used, loads measured in the lower extremity were lower than when the Hybrid-III torso was used. This lower level of loading is a result of changes in the torso kinematics that reduce the forward stroke of the pelvis. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Foot KW - Foot (not a measure) KW - Frontal crashes KW - Guardrails KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Leg KW - Leg (human) KW - Load KW - Loads KW - Safety fence KW - Test method KW - Test procedures UR - https://trid.trb.org/view/708916 ER - TY - CONF AN - 00920889 AU - Chen, X AU - Wagner, D A AU - POISAC, J AU - National Highway Safety Advisory Committee TI - FINITE ELEMENT SIMULATION OF DRIVE SHAFT IN TRUCK/SUV FRONTAL CRASH PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - Drive shaft modeling affects frontal crash finite element simulation. A 35mph rigid barrier impact of a body on frame SUV with a one piece drive shaft and a unibody SUV with a two piece drive shaft have been studied and simulated using finite element analyses. In the model, the drive shaft can take significant load in frontal impact crash. Assumptions regarding the drive shaft model can change the predicted engine motion in the simulation. This change influences the rocker @ B-pillar deceleration. Two modeling methods have been investigated in this study considering both joint mechanisms and material failure in dynamic impact. Model parameters for joint behavior and failure should be determined from vehicle design information and component testing. A body on frame SUV FEA model has been used to validate the drive shaft modeling technique by comparing the simulation results with crash test data. These drive shaft models have also been applied to a unibody SUV model to demonstrate the contribution of drive shaft for simulated frontal impact performance. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Finite element method KW - Finite element method KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Lorry KW - Safety KW - Safety KW - Simulation KW - Simulation KW - Transmission (veh) KW - Transmissions KW - Trucks UR - https://trid.trb.org/view/708933 ER - TY - CONF AN - 00920890 AU - ROBIN, S AU - National Highway Safety Advisory Committee TI - HUMOS: HUMAN MODEL FOR SAFETY - A JOINT EFFORT TOWARDS THE DEVELOPMENT OF REFINED HUMAN-LIKE CAR OCCUPANT MODELS PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - Car occupant safety is an increasing concern among car manufacturers, their suppliers, user organisations and legislative authorities. As for structural analysis, computer methods are more and more widely used to optimise the effectiveness of safety devices. However, no biofidelic numerical tools are currently available. Furthermore, there is a need for a future harmonisation of the methods and tools used. The HUMOS programme is a first step toward the development of commonly accepted models and computer methods. Fourteen partners were involved in this research programme, including car manufacturers, suppliers, software developers, universities and public research organisations. It was launched in December 1997 and is planned to be almost finished in March 2001. The HUMOS programme though was conceived as a three-fold project: (1) Synthesis and completion of the current knowledge of the human body in terms of geometry, kinematics behaviour, injury threshold and risk; (2) Implementation of this knowledge in new human body models; and (3) Development of the utilities for the design office use, and delivering of the models available for their integration in the car design process. A wide bibliographical review supported those major goals. Afterwards, the geometry acquisition of a mid-sized male in a car driver seated position was achieved. The main human body structures were then reconstructed using a CAD method and delivered to the so-called 'modelling partners'. The meshing of the different structures was achieved based on the CAD definition and led to models accounting for skin, bones, and muscles as well as the main organs (lungs, heart, liver, kidneys, intestine etc.). The validation process was undertaken on a segment basis, each main part of the human body being confronted to the available literature results. The assembly of the whole model will be the conclusive part of this programme. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Anthropometry KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Digital computer KW - Digital computers KW - Driver KW - Drivers KW - Dummies KW - Human beings KW - Human body KW - Man KW - Mathematical model KW - Mathematical models KW - Safety KW - Safety KW - Simulation KW - Simulation KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708934 ER - TY - CONF AN - 00920904 AU - WEBER, T AU - PLATTFAUT, C AU - National Highway Safety Advisory Committee TI - VIRTUAL NIGHT DRIVE PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - If one has in mind that more than 45% of all deadly accidents occur at night time or dawn, although just 25% percent of the averaged traffic occurs at night, optimal lighting devices are very important to increase traffic safety. In this paper a new night time driving simulator is described, which allows to simulate night time scenery with the computer using virtual reality technologies. As the main point, the real light distribution is used to illuminate the scene and it is possible to perform an interactive virtual night drive even with low cost hardware. This technology is essential for the development of optimal lighting devices. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Conference KW - Conferences KW - Crashes KW - Design (overall design) KW - Digital computer KW - Digital computers KW - Driving KW - Driving (veh) KW - Fatalities KW - Fatality KW - Headlamp KW - Headlamps KW - Lighting (street) KW - Night KW - Night KW - Safety KW - Safety KW - Simulation KW - Simulation KW - Street lighting UR - https://trid.trb.org/view/708948 ER - TY - CONF AN - 00920907 AU - BARBAT, S AU - Li, Xiaopeng AU - Prasad, P AU - National Highway Safety Advisory Committee TI - A COMPARATIVE ANALYSIS OF VEHICLE-TO-VEHICLE AND VEHICLE-TO-RIGID FIXED BARRIER FRONTAL IMPACTS PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - The relationship between designing for both rigid fixed barrier (RFB) and vehicle-to-vehicle tests is a topical area of research. Specifically, vehicle-to-vehicle compatibility has been a topic of keen interest to many researchers, and the interplay between the two aspects of design is presently addressed. In this paper, the studied vehicles for potential vehicle-to-vehicle impacts included: sport utility vehicles (SUVs), Pickups (PUs), and passenger cars. The SUV/PU-to-Car frontal impact tests were compared to those obtained from vehicle-to-rigid fixed barrier frontal impacts. Acceleration pulses at the B-pillar/rocker as well as dash and cabin intrusions were monitored and compared. Additionally, the energy distributions in SUV/PU-to-Car crash tests were compared to those of single vehicle-to-RFB tests. It was concluded from the analysis that vehicle weight and front-end stiffness were not always the overriding factors dictating performance. Design alternatives that have positive impact on the distribution of energy on both vehicles involved in a crash were shown to provide improvement in vehicle compatibility. In the present work, it was also shown that good geometrical interaction in SUV/PU-to-Car impact was fundamental in providing self and partner risk-reducing potential. Moreover, the effect of geometry was shown to possibly mask the effects of mass and stiffness. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Delivery vehicle KW - Delivery vehicles KW - Four wheel drive KW - Four wheel drive KW - Front KW - Front KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Shape KW - Shape KW - Stiffness KW - Stiffness KW - Weight KW - Weight UR - https://trid.trb.org/view/708951 ER - TY - CONF AN - 00920921 AU - MONNET, S AU - National Highway Safety Advisory Committee TI - PSA'S VIEWS ON COMPATIBILITY: A POTENTIAL TWO-STEP APPROACH TO IMPROVE COMPATIBILITY AMONG THE VEHICLE FLEET PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - Up to now, self-protection was the main item car manufacturers focused on for passive safety. But the improvements have led to more aggressive vehicles in car to car impacts, and phenomena that happen in these crashes are not well understood. However it seems that good interaction is a prerequisite, otherwise cars have to cope with loads they have not been designed for. PSA's proposal is to achieve car compatibility in two steps. The first step consists in dealing with the most important problems: (1) Improve geometrical compatibility with a test in which the vehicle has to use the connections between its load paths in order to create a good interaction surface with the barrier; and (2) Improve compartment stiffness - we are sure it will reduce the risks of being crushed in case of incompatibility - by imposing a minimum compartment resistance. Front-end stiffness and energy absorption could then be put under control in a second step when we have a better knowledge of compatibility, and depending on the improvements obtained with the first step. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Absorption KW - Absorption KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Energy KW - Energy KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Load KW - Loads KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Shape KW - Shape KW - Standardization KW - Standardization KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/708965 ER - TY - CONF AN - 00920922 AU - KUCHAR, A C AU - National Highway Safety Advisory Committee TI - A SYSTEMS MODELING METHODOLOGY FOR ESTIMATION OF HARM IN THE AUTOMOTIVE CRASH ENVIRONMENT PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - A systems modeling approach is presented for assessment of harm in the automotive crash environment. The recent surge in light truck sales has highlighted the need to evaluate these vehicles' aggressivity in two-vehicle crashes while also considering potential self protection benefits in single-vehicle crashes. The methodology consists of parametric simulation of several controlled accident variables, with case results weighted by the relative frequency of each specific event. A hierarchy of models is proposed, consisting of a statistical model to define the crash environment and assign weighting factors for each crash situation case, and vehicle models for parametric simulation of crash events. Approximating functions are utilized to estimate occupant harm metrics based on vehicle crash response. Head and chest injury results for each case are converted to harm vectors, in terms of probabilistic Abbreviated Injury Scale (AIS) distributions. These harm vectors are weighted by each case's probability as defined by the statistical model, and summed to obtain a total estimate of harm for the crash environment. The methodology is applied to a subset impact environment consisting of single- and two-vehicle frontal collisions among passenger cars and light trucks. The model is validated against injury field data, and is found to accurately reflect trends in distribution of injury severity. The model is also exercised for variable sensitivity analyses, wherein changes in light truck/car population mix and LTV frontal stiffness are evaluated in terms of their effects on occupant harm within the frontal crash environment. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Delivery vehicle KW - Delivery vehicles KW - Front KW - Front KW - Frontal crashes KW - Head KW - Head KW - Head on collision KW - Injuries KW - Injury KW - Injury severity KW - Real time KW - Real time control KW - Real time data processing KW - Severity (accid, injury) KW - Simulation KW - Simulation KW - Stiffness KW - Stiffness KW - Thorax KW - Thorax UR - http://ntl.bts.gov/lib/19000/19000/19007/PB2002104051.pdf UR - https://trid.trb.org/view/708966 ER - TY - CONF AN - 00920744 AU - TAKAHASHI, Y AU - KIKUCHI, Y AU - National Highway Safety Advisory Committee TI - BIOFIDELITY OF TEST DEVICES AND VALIDITY OF INJURY CRITERIA FOR EVALUATING KNEE INJURIES TO PEDESTRIANS PY - 2001 IS - DOT HS 809220 SP - 13 p. AB - In the current test procedure proposed by the European Enhanced Vehicle-safety Committee (EEVC)/WG17 for evaluating leg injuries to pedestrians, a legform impactor with a rigid bony structure is used. The risk of damages to knee ligaments is evaluated with the shearing displacement and the bending angle at the knee joint. A recent study has focused on evaluating biofidelity of the legform. However, it was not possible to obtain a local deformation at the knee joint from published experiments with Post Mortem Human Subjects (PMHSs). In addition, past PMHS experiments have suggested that the height of a bumper significantly affects the risk of ligamentous damages. In this study, three kinds of finite element models were used in order to investigate the relationship between the bumper height and the shearing displacement/bending angle of the knee; 1) a legform impactor with a rigid bony structure, 2) a recently developed pedestrian dummy (Polar) with both a flexible tibia and a biofidelic knee joint structure, 3) a human lower limb. By utilizing the human model, a local deformation at the knee joint could be obtained. The model for the legform impactor and the pedestrian dummy have been validated against experiments with an actual car and in component level, respectively. The human lower limb model has been validated against published PMHS experiments. The result of a parameter study with these models in a range of bumper heights showed that the dynamic response of the dummy model is quite similar to that of the human model. In addition, it was found that the mass of the upper body significantly affects the bending angle of the knee. A geometric analysis of the knee joint was also performed to obtain tensile strains of four principal knee ligaments as a function of both the shearing displacement and the bending angle. The result suggested that the shearing displacement and the bending angle should be considered in combination when developing an injury criteria for knee ligaments. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Bumper KW - Bumpers KW - Cadaver KW - Cadavers KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Knee KW - Knee (human) KW - Leg KW - Leg (human) KW - Pedestrian KW - Pedestrians KW - Weight KW - Weight UR - https://trid.trb.org/view/708794 ER - TY - CONF AN - 00920751 AU - FUNK, J R AU - Crandall, J R AU - TOURRET, L J AU - MacMahon, C B AU - Bass, C R AU - Khaewpong, N AU - EPPINGER, R H AU - National Highway Safety Advisory Committee TI - THE EFFECT OF ACTIVE MUSCLE TENSION ON THE AXIAL INJURY TOLERANCE OF THE HUMAN FOOT/ANKLE COMPLEX PY - 2001 IS - DOT HS 809220 SP - 15 p. AB - Axial loading of the foot/ankle complex is an important injury mechanism in vehicular trauma that is responsible for severe injuries such as calcaneal and tibia pilon fractures. Axial loading may be applied to the leg externally, by the toepan and/or pedals, as well as internally, by active muscle tension applied through the Achilles tendon during pre-impact bracing. In order to evaluate the effect of active muscle tension on the injury tolerance of the foot/ankle complex, blunt axial impact tests were performed on 44 isolated lower legs with and without experimentally simulated Achilles tension. The primary fracture mode was calcaneal fracture in both groups, but tibia pilon fractures occurred more frequently with the addition of Achilles tension. Acoustic emission demonstrated that fracture initiated at the time of peak local axial force. A survival analysis was performed on the injury data set using a Weibull regression model with specimen age, gender, body mass, and peak Achilles tension as predictor variables. A closed-form solution was developed to predict the risk of fracture to the foot/ankle complex in terms of axial tibia force. Several potential injury assessment reference values are presented for different ages, body types, and injury risks. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Crashes KW - Evaluation (assessment) KW - Evaluation and assessment KW - Foot KW - Foot (not a measure) KW - Fracture (bone) KW - Fractures (Anatomy) KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Risk KW - Risk assessment KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708801 ER - TY - CONF AN - 00920762 AU - Trosseille, X AU - CASSAN, F AU - SCHROOTEN, M AU - National Highway Safety Advisory Committee TI - CHILD RESTRAINT SYSTEM FOR CHILDREN IN CARS - CREST RESULTS PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - Child restraint systems (CRS) for cars are intended to protect children in the case of a car accident. Unfortunately their effectiveness is still too low: in the range 30-50 % when it would be expected to be much higher. The low effectiveness of child restraint systems can partly be explained for the youngest passengers by their greater cervical vulnerability and for the oldest (from 3 to 12 years old) by the morphological immaturity of the pelvis. However, tools available to evaluate the effectiveness of CRS are very poor, as well as knowledge on injury mechanisms and criteria. The CREST project was created to develop the knowledge on child behaviour and tolerances, the final aim being to propose new test procedures for determining the effectiveness of CRS using instrumented child dummies. Eleven partners were involved, namely Fiat Auto-SpA (with Elasis), INRETS, PSA Peugeot Citroen, Renault, TNO Automotive, TUB, RICE, BAST, GDV, MUH, VTI. The method used in this project was to collect data from accident investigations and from reconstruction crash tests in order to determine the physical parameters (forces, accelerations and deformations on the child) which correspond to the various child injury mechanisms. Hence, limits should be prescribed under which injuries could be avoided. This paper presents roughly the methods used for the achievement of this project and the main results. In particular, data from the 56 accident reconstructions are presented and injury criteria are evaluated against reconstruction results. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Behavior KW - Behaviour KW - Child KW - Children KW - Conference KW - Conferences KW - Crash reconstruction KW - Crashes KW - Deformation KW - Deformation KW - Dummies KW - Injuries KW - Injury KW - Manual safety belts KW - Reconstruction (accid) KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats UR - https://trid.trb.org/view/708812 ER - TY - CONF AN - 00920769 AU - GUCCIONE, S J AU - KAMINSKY, E J AU - National Highway Safety Advisory Committee TI - HUMAN HEAD-NECK KINEMATIC RESPONSE TO IMPACT ACCELERATION: COMPARISON OF OBLIQUE TO COMBINED FRONTAL AND LATERAL RESPONSE PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - This paper relates human oblique head-neck kinematics to human frontal and lateral head-neck kinematics for three subjects of varying anthropometry. Head-neck kinematic response to indirect impact acceleration for an oblique test is compared to the superposition of the head/neck behavior of appropriate frontal and lateral tests for the same subject. The results have important implications in terms of the complexity required in the design and validation of omni-directional biofidelic crash test manikins and mathematical models of human head-neck response. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Acceleration KW - Acceleration (Mechanics) KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Conference KW - Conferences 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 - Mathematical model KW - Mathematical models KW - Side crashes KW - Side impact KW - Vertebrae UR - https://trid.trb.org/view/708819 ER - TY - CONF AN - 00920776 AU - PATTERSON, C AU - WELLES, R AU - National Highway Safety Advisory Committee TI - THE CONTRIBUTIVE BENEFITS THAT STATE-OF-THE-ART SOUND GENERATION TECHNOLOGY PROVIDES FOR ADVANCED TECHNOLOGY SAFETY SYSTEMS IN THE NADS PROGRAM PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - The use of synthetic test and research platforms is becoming more prevalent in the effort to capture a better understanding of critical vehicle and traffic safety issues as well as analyze and clarify high probability data. In the area of traffic safety, driving simulators have become the ultimate synthetic human factors research platform. These simulators expand the ability of researchers to explore issues that to date could only be safely studied from raw data interpretation or anecdotal observation and review. As a human factors research platform, realistic driving simulators must mimic and present accurate stimuli to the driver, which influence the dominant or effected human sensory organs. Driving a vehicle presents a "cue hungry" environment. The absence of critical or expected cues influences driver behavior. The importance of providing accurate auditory cues is possibly one of the most subtle, yet critical, and often overlooked prerequisites to achieving realistic immersion in a simulated driving environment. Accurate sound replication includes critical placement of speakers, speaker design, frequency response, appropriate and safe sound pressure levels all leading to creation of a believable, 3-D spatial auditory environment reinforcing the correlated visual and motion cues. This paper addresses the auditory system criteria, its stae-of-art design, philosophy, functional issues, and contributive benefits from the sound subsystem which is incorporated in the NADS program. Additionally, the symphony of properly correlated driving cues is reviewed in relationship with the role of the sound subsystem. Special emphasis is provided on the human factor aspects, which define proper auditory immersion and its expected effect on driver behavior. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Behavior KW - Behaviour KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Driving KW - Driving (veh) KW - Intelligent transport system KW - Intelligent transportation systems KW - Safety KW - Safety KW - Simulation KW - Simulation KW - Sound KW - Sound UR - https://trid.trb.org/view/708826 ER - TY - CONF AN - 00920781 AU - Kanianthra, J AU - Carter, A AU - Preziotti, G AU - National Highway Safety Advisory Committee TI - ENHANCING POST-CRASH VEHICLE SAFETY THROUGH AN AUTOMATIC COLLISION NOTIFICATION SYSTEM PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - In August of 2000, the National Highway Traffic Safety Administration (NHTSA) completed an Automated Collision Notification (ACN) Field Operational Test (FOT) in Erie County, New York that combined crash sensing, position location, and wireless communications technology in a system with the goal of saving lives and reducing disabilities from injuries by providing faster and more informed emergency medical responses to serious injury crashes. The ACN FOT Team designed and built an ACN system prior to the start of the test period in July 1997. ACN in-vehicle systems were then installed in 850 vehicles. The crash notification messages were delivered to emergency response and dispatch equipment installed at the Erie County Sheriff's Office, which served as the Public Safety Answering Point (PSAP) for this FOT. The data collected during the three-year test period and the crashes experienced by the test fleet demonstrated the feasibility of fielding an ACN system and the potential benefits of the system to the victims of motor vehicle crashes. An estimate of the potential benefits using a methodology based on the FOT data is also given. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Conference KW - Conferences KW - Crashes KW - Emergencies KW - Emergency KW - Incident detection KW - Incident detection KW - Intelligent transport system KW - Intelligent transportation systems KW - Traffic control KW - Traffic control KW - United States KW - Usa UR - https://trid.trb.org/view/708830 ER - TY - CONF AN - 00920788 AU - BECKER, G AU - MOUSEL, T AU - SCHOCKMEL, P AU - National Highway Safety Advisory Committee TI - TOR (TOTAL OCCUPANT RECOGNITION) SYSTEM PY - 2001 IS - DOT HS 809220 SP - 4 p. AB - The TOR-system is based on a sensor combination using 2 different physical properties independent of each other, in order to realise an occupant detection system. Purpose of the system is to fulfill the NHTSA FMVSS 208 regulation for an automatic suppression system. It includes an additional feature for an automatic suppression zone of 15 - 20 cm around the airbag cover. The system consists of a force sensitive matrix-mat under the seat-cover and an EFD-system (Electrical Field Detection), with sensors in the seatplain, the backrest and the dashboard. Additionally, two sensors installed at the seat-frame provide the information on seat-position and backrest-angle. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Interior (veh) KW - Location KW - Location KW - Passive restraint systems KW - Passive safety system KW - Seat (veh) KW - Seats KW - Sensor KW - Sensors KW - Vehicle compartments KW - Vehicle interiors UR - https://trid.trb.org/view/708837 ER - TY - CONF AN - 00920795 AU - HALEY, J AU - CASE, M AU - PAINE, M AU - National Highway Safety Advisory Committee TI - HARMONISATION OF AUSTRALIAN NCAP WITH EURONCAP - LESSONS LEARNED PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - Australian NCAP (ANCAP) began in 1992 with full frontal 56 km/h barrier tests and added the 40% offset deformable barrier test shortly afterwards. In 1999 ANCAP decided to harmonise its testing and evaluation procedures with EuroNCAP (ENCAP). This was so ANCAP could use the results of ENCAP testing on European vehicles where the vehicle specifications were essentially similar to those of the Australian model, thereby reducing the number and cost of tests required to produce consumer information. The process has involved a joint Memorandum of Understanding, close communication between technical and management staff, auditing of ANCAP test results by ENCAP and has required very careful examination of vehicle specifications in the respective continents. Presentation of the results has been different to ENCAP based on Australian research. Training in vehicle inspection techniques to evaluate the subjective aspects of the crash test results required under ENCAP protocols has been an ongoing concern for ANCAP. The harmonisation process has been surprisingly smooth and has already benefited both groups by providing information which would not otherwise have been available. For instance, ANCAP has published consumer ratings for a range of expensive European car models which would not otherwise have been tested. There has been close liaison with the motor industry on the changes to the program. Future directions of the program will follow ENCAP in principle. The New Zealand Government and auto club joined the program in 2000 to form Australasian NCAP. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Australia KW - Australia KW - Conference KW - Conferences KW - Europe KW - Europe KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - New zealand KW - New Zealand KW - Offset impact test KW - Side crashes KW - Side impact KW - Specification (standard) KW - Standards KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708844 ER - TY - CONF AN - 00920802 AU - KLANNER, W AU - National Highway Safety Advisory Committee TI - STATUS REPORT AND FUTURE DEVELOPMENT OF THE EURO NCAP PROGRAMME PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - Euro NCAP has prevailed as the uniform consumer protection crash test programme throughout Europe. It delivers information about occupant protection during frontal and side impact collision and about pedestrian protection. Since the start of the programme in 1996 nine test series have been conducted so far and a total of about 100 vehicle models have been analysed. The test procedures are founded on real life accident studies and have been developed on the basis of current standards or drafts. However impact speeds and vehicle occupancy in some cases exceed the defined values. The rating system uses dummy loading as well as dummy and vehicle related modifiers. Both test and rating procedures continuously are tuned and developed further in close co-ordination with research and industry. For this Euro NCAP has established a route map for the next 10 years. During the ongoing short time phase existing modifiers are objectivized and additional modifiers are introduced. Additionally integration of child restraint performance in overall rating are under discussion. For the second medium time phase new procedures such as rear impact/whiplash protection tests are planned. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Child KW - Children KW - Coefficients KW - Conference KW - Conferences KW - Europe KW - Europe KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Improvement KW - Improvements KW - Manual safety belts KW - Pedestrian KW - Pedestrians KW - Safety KW - Safety KW - Safety belt KW - Safety coefficient KW - Seat (veh) KW - Seat belts KW - Seats KW - Side crashes KW - Side impact KW - Speed KW - Speed UR - https://trid.trb.org/view/708851 ER - TY - CONF AN - 00920849 AU - CAMERON, M AU - NARAYAN, S AU - Newstead, S AU - ERNVALL, T AU - LAINE, V AU - LANGWIEDER, K AU - National Highway Safety Advisory Committee TI - COMPARATIVE ANALYSIS OF SEVERAL VEHICLE SAFETY RATING SYSTEMS PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - The paper examines the application of six vehicle safety rating systems to a common crash database, for the purpose of making a comparison of the rating results produced by each system and to develop an understanding of the differences which emerge. The rating results are compared based on rank order of crashworthiness of vehicle models, and relationships between each pair of results. Finally, the results with their respective confidence limits are used to classify each vehicle model as having inferior, not defined or superior crashworthiness, and the classification is used to compare the relative discrimination of the methods. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Classification KW - Classification KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Data banks KW - Database KW - Deformation KW - Deformation KW - Impact test (veh) KW - Impact tests KW - Safety KW - Safety KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708894 ER - TY - CONF AN - 00920861 AU - THOMPSON, K M AU - Graham, J D AU - Zellner, J W AU - National Highway Safety Advisory Committee TI - RISK-BENEFIT ANALYSIS METHODS FOR VEHICLE SAFETY DEVICES PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - Vehicle safety devices, similar to new pharmaceuticals and medical devices, may be associated with injury risks as well as injury benefits. Available analytical methods from the public health, medical and vehicle safety fields are described. A literature review is provided that includes an overview of relevant principles of risk analysis, risk-benefit terminology, fields of application, types of risk-benefit analysis, methods of quantification, assumptions, data needs, treatment of uncertainties, and risk-benefit criteria. Several applicable quantification methods are further described, including Quality Adjusted Life-Years, Disability Adjusted Life-Years, and Normalized Injury-Fatality Costs. Data input sources are described, including accident sampling and analysis, and paired comparison test and simulation methods. Example applications are presented for car seatbelts, head restraints, driver and passenger airbags; motorcycle leg protectors and airbags; and all terrain vehicle rollover protection structures. In the context of historical trends in the public health, medical and transport safety fields, typical risk-benefit criteria are presented and described. Discussion and recommendations regarding potential applications, further development and standardization issues are provided. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Evaluation (assessment) KW - Evaluation and assessment KW - Hazards KW - Head restraint KW - Headrests KW - Health KW - Health KW - Injuries KW - Injury KW - Manual safety belts KW - Motorcycle KW - Motorcycles KW - Passive restraint systems KW - Passive safety system KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Safety belt KW - Seat belts KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708905 ER - TY - CONF AN - 00920868 AU - NOLAN, J M AU - LUND, A K AU - National Highway Safety Advisory Committee TI - FRONTAL OFFSET DEFORMABLE BARRIER CRASH TESTING AND ITS EFFECT ON VEHICLE STIFFNESS PY - 2001 IS - DOT HS 809220 SP - 13 p. AB - Since 1995, the Insurance Institute for Highway Safety (IIHS) has evaluated the crashworthiness of more than 120 new vehicle models in a 64 km/h (40 mi/h), 40 percent offset deformable barrier crash test. The offset test is especially demanding of the vehicle structure, requiring only 40 percent of the vehicle width to manage the crash energy. Many of the models originally tested have been redesigned and retested, with the majority producing better structural performance than their predecessors. Critics of such testing have suggested that these tests are forcing vehicle stiffness too high for compatibility with other vehicles and other crash modes. IIHS has studied the relationship between vehicle mass, stiffness, and front-end length to the structural rating in the offset test. IIHS then studied vehicle accelerations, deformation, and interior intrusion for eight pairs of vehicles whose structural performance changed in the offset test after redesign for evidence of front-end stiffness changes. The data indicate that there were no significant correlations between mass, front-end length, and stiffness to structural performance in the offset test. The data also indicate that for models that sustained catastrophic collapse of the vehicle structure in the offset test, an increase in overall stiffness was required for better structural performance. The majority of vehicles whose structural performance improved did so without significant alteration to the stiffness of the vehicle for the first half-meter of deformation. These vehicles have maintained essentially the same stiffness in the front crush zone but have rapidly increasing stiffness as the deformation approaches the occupant compartment. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Acceleration KW - Acceleration (Mechanics) KW - Collision KW - Compression KW - Compression KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Impact test (veh) KW - Offset impact test KW - Stiffness KW - Stiffness KW - Strength (mater) KW - Strength of materials KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708912 ER - TY - CONF AN - 00920875 AU - BERG, F A AU - RUCKER, P AU - NIEWOHNER, W AU - MILTNER, E AU - STEIN, K M AU - National Highway Safety Advisory Committee TI - PROGRESS OF PASSIVE SAFETY IN CAR-TO-CAR FRONTAL COLLISIONS: RESULTS FROM REAL-LIFE CRASH ANALYSES AND FROM CRASH TESTS PY - 2001 IS - DOT HS 809220 SP - 14 p. AB - The progress of passive safety in car-to-car frontal collisions can be seen very clearly from the results of crash tests with old and new car models. The published federal accident statistics show an overall effort in passive safety, which is obvious by decreasing figures of killed and severely injured car occupants per year on German roads. But it is not possible to exclusively focus on car crashes with frontal collisions because the characteristics investigated in official statistics are not detailed enough. Therefore additional in-depth studies are necessary. The paper shows results of car-to-car and car-to-barrier frontal impacts for old and new car models. Some results of evaluations using the federal German statistics show historical trends in a more general view. Interdisciplinary real-life crash studies are focused on car-to-car frontal collisions. Results of connecting assessments using vehicle deformation index (VDI), energy equivalent speed (EES), velocity change (delta-v) and occupant injuries (injury severity, AIS) for old and new cars certify an effort of passive safety. Finally compatibility aspects of "new car to old car" caused by different front-end stiffness and mass are discussed. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Age KW - Age KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Deformation KW - Deformation KW - Fatalities KW - Fatality KW - Frontal crashes KW - Germany KW - Germany KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Passive restraint systems KW - Passive safety system KW - Real time KW - Real time control KW - Real time data processing KW - Severity (accid, injury) KW - Speed KW - Speed KW - Statistics KW - Statistics UR - https://trid.trb.org/view/708919 ER - TY - CONF AN - 00920886 AU - SAUNDERS, J W AU - MOLINO, L N AU - SUN, E AU - National Highway Safety Advisory Committee TI - EFFECTS OF SEAT BACK FORCE-DEFLECTION PROPERTIES ON INJURIES FOR BOTH FRONT AND REAR SEAT OCCUPANTS IN REAR IMPACTS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The public debate over the most appropriate seat design to best protect occupants at all rear impact speeds is more than an decade old. There have been numerous publications in the technical literature discussing the relative merits of lower versus higher seat back strength. Proponents of lower seat back strength assert that the larger rearward deformation of seat backs allowed by most current seats is less injurious to the seats' occupants than seats with higher seat back strength. However, proponents of higher seat back strength assert that stiffer seat backs provide greater overall safety benefits to occupants of the seats and also protect passengers that may be seated behind them. The current study used a modified version of a validated MADYMO computer model of a 1986-1994 GM Grand Am production seat, originally developed by the University of Virginia (UVA), to determine the effect of seat back strength on occupant injury in rear impacts. Both a single seat and tandem seat arrangement were modeled at a crash change of velocity (delta V) approximately seventeen and thirty kilometers-per-hour. Seat occupants were 5th percentile female, 50th and 95th percentile male Hybrid III dummies. The maximum injury measure for each dummy, normalized by performance limits, were used to assess the results. The single seat results for 30 kph delta V rear impacts indicate that the least severe injury occurs at a seat strength three to five times the baseline seat for all dummy sizes, except the 95th percentile male. For the 95th percentile male a slightly lower injury value was obtained for a non-deforming or rigid seat. The 17 kph delta V rear impacts results varied with occupant size and head restraint position. In the dual seat simulations with a baseline front seat, highly injurious contact occurred between the 95th percentile male front seat dummy and 5th percentile female rear seat dummy. Increasing the front seat strength by three times prevented this contact. For a single out-of-position 50th percentile male dummy, the injury measures for the baseline seat were similar to those for a seat with three times the baseline strength. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Crash severity KW - Design KW - Design (overall design) KW - Front KW - Front KW - Injuries KW - Injury KW - Injury severity KW - Rear KW - Rear KW - Rear end collision KW - Rear end crashes KW - Seat (veh) KW - Seats KW - Severity (accid, injury) KW - Simulation KW - Simulation KW - Speed KW - Speed KW - Strength (mater) KW - Strength of materials KW - Vehicle occupant KW - Vehicle occupants KW - Vehicle rear end UR - https://trid.trb.org/view/708930 ER - TY - CONF AN - 00920893 AU - SUMMERS, S M AU - HOLLOWELL, W T AU - National Highway Safety Advisory Committee TI - NHTSA'S CRASHWORTHINESS MODELING ACTIVITIES PY - 2001 IS - DOT HS 809220 SP - 5 p. AB - NHTSA uses a variety of computer modeling techniques to develop and evaluate test methods and mitigation concepts, and to estimate safety benefits for many of NHTSA's research activities. Computer modeling has been particularly beneficial for estimating safety benefits where often very little data are available. Also modeling allows researchers to augment test data by simulating crashes over a wider range of conditions than would otherwise be feasible. These capabilities are used for a wide range of projects from school bus to frontal, side, and rollover research programs. This paper provides an overview of these activities. NHTSA's most extensive modeling research involves developing finite element and articulated mass models to evaluate a range of vehicles and crash environments. These models are being used to develop a fleet wide systems model for evaluating compatibility issues. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Bus KW - Buses KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Digital computer KW - Digital computers KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Mathematical model KW - Mathematical models KW - Overturning KW - Overturning (veh) KW - Safety KW - Safety KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Test method KW - Test procedures UR - http://ntl.bts.gov/lib/19000/19000/19006/PB2002104050.pdf UR - https://trid.trb.org/view/708937 ER - TY - CONF AN - 00920900 AU - Zou, R AU - Rechnitzer, G AU - Grzebieta, R AU - National Highway Safety Advisory Committee TI - SIMULATION OF TRUCK REAR UNDERRUN BARRIER IMPACT PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - Rear underrun crashes involving heavy vehicles with rear overhangs represent the most extreme examples of incompatibility between heavy vehicles and passenger cars. This type of crash often causes severe or fatal injuries to car occupants. This paper describes the development of a three-dimensional MADYMO model simulating a car crashing first at 48 km/h and then at 75 km/h into the rear of a truck with an energy-absorbing rear underrun barrier attached. The underrun barrier was designed to absorb part of the impact energy of the car and hence reduce the injuries of the car occupants. The collision was simulated in order to aid the design and analysis of energy-absorbing truck underrun barrier systems. A Hybrid III 50th percentile male dummy was used to model the driver and to calculate the Head Injury Criterion (HIC), head resultant deceleration and the chest resultant deceleration. The vehicle deceleration pulse during impact, resultant forces in the barrier and in the tube-in-tube struts as well as the injwy outcomes from the dummy, were first validated using laboratory crash tests carried out at a speed of 48 km/h [Rechnitzer et al l996]. This model was then used to predict the vehicle deceleration, strut forces and injury outcomes for the 75 km/h crash. The simulation results show fairly good agreement with the crash test indicating that such models can be used at a relatively low cost to design crashworthy structures and investigate such injury prevention counter measures. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Absorption KW - Absorption KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Automobiles KW - Car KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Digital computer KW - Digital computers KW - Dummies KW - Energy KW - Energy KW - Head KW - Head KW - Human beings KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Lorry KW - Man KW - Mathematical model KW - Mathematical models KW - Simulation KW - Simulation KW - Speed KW - Speed KW - Trucks KW - Underride override crashes KW - Underride prevention UR - https://trid.trb.org/view/708944 ER - TY - CONF AN - 00920911 AU - BREWER, J C AU - National Highway Safety Advisory Committee TI - EFFECTS OF ANGLES AND OFFSETS IN CRASH SIMULATIONS OF AUTOMOBILES WITH LIGHT TRUCKS PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - Two series of finite element and lumped parameter model vehicle-to-vehicle frontal crash simulations were conducted. The vehicles modeled are the 1994 Chevrolet C-1500 light truck and the 1997 Ford Crown Victoria. The first set of simulations involves fully-engaged angled impact. Angles range from +50 to -50 degrees. The second set simulates offset impacts in head-on vehicle crashes. The front-end overlap ranged from 20% of the average width of the vehicles to 100% (fully engaged). Driver and passenger injury is assessed using a MADYMO model of a generic automobile interior subject to the horizontal occupant compartment translation and rotations. The results of the two simulation sets are examined for qualitative changes in structural deformation modes, energy absorption, and injury. Relative injury is assessed by head injury criterion (HIC) with a 36-millisecond window and 3-millisecond chest acceleration clip. These criteria are less sensitive to occupant compartment intrusion than other injury metrics. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Delivery vehicle KW - Delivery vehicles KW - Finite element method KW - Finite element method KW - Front KW - Front KW - Frontal crashes KW - Head KW - Head KW - Head on collision KW - Injuries KW - Injury KW - Mathematical model KW - Mathematical models KW - Overlapping KW - Overlapping KW - Simulation KW - Simulation KW - Thorax KW - Thorax UR - https://trid.trb.org/view/708955 ER - TY - CONF AN - 00920918 AU - Kullgren, A AU - LIE, A AU - Tingvall, C AU - National Highway Safety Advisory Committee TI - MASS DATA EVALUATION OF THE IMPORTANCE OF STRUCTURAL AND MASS RELATED AGGRESSIVITY PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - The problem of incompatibility between different car types has become an important issue in society. In two-car crashes, the aggressivity to the other vehicles is a factor often mentioned. In this study aggressivity is defined as the influence on injury outcome in the other vehicle due to differences in car structure and mass of the studied vehicle. The study was based on police reported two-car collisions in Sweden. The influence of car mass and structure on driver relative injury risk was for some vehicle categories analyzed with a new developed technique where the influence of mass and structure was separated. SUVs (sports utility vehicles) were found to have 32% higher mass factor and 23% higher structural aggressivity factor than the average value, resulting in a 62% higher total aggressivity factor than the average. MPVs (multi-purpose vehicles) were found to have 3% higher structural aggressivity factor than average, while the mass factor was 28% higher than average, resulting in 32% higher total aggressivity than that of the average car. It was also found that small cars had higher structural aggressivity factor than larger cars among the family car categories. Only small differences in the structural aggressivity factor was found for cars with different year of introduction, while an increase in the mass factor of approximately 10% between 1970 and 1995 was found. Only a small difference in the structural aggressivity factor was found for cars with different Euro NCAP star rating. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Car KW - Classification KW - Classification KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Europe KW - Europe KW - Four wheel drive KW - Four wheel drive KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Shape KW - Shape KW - Sweden KW - Sweden KW - Vehicle KW - Vehicles KW - Weight KW - Weight UR - https://trid.trb.org/view/708962 ER - TY - CONF AN - 00920755 AU - KUPPA, S AU - Wang, J AU - HAFFNER, M AU - EPPINGER, R AU - National Highway Safety Advisory Committee TI - LOWER EXTREMITY INJURIES AND ASSOCIATED INJURY CRITERIA PY - 2001 IS - DOT HS 809220 SP - 15 p. AB - An analysis of the National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) for the years 1993-1999 was conducted to determine the risk of injury to different body regions in frontal crashes. Lower extremities were the leading injured body region. The risk of lower limb injuries was significant in all crash modes. A detailed examination of these lower extremity injuries was then conducted using the AIS-90 injury codes. The long term consequence of lower extremity injuries was estimated using the Functional Capacity Index (FCI) associated with each AIS-90 injury code. The effect of a particular injury on society was reported in terms of total Functional Life-years Lost to Injury (LLI) which is defined as the product of FCI and the injured person's life expectancy. Using existing biomechanical data on lower extremity injuries, injury criteria and associated injury risk curves were synthesized for different regions of the lower extremity, namely 1) knee-thigh-hip complex fractures, 2) knee ligaments tears, 3) tibial plateau/condyle fractures, 4) tibia/fibula shaft fractures, 5) calcaneus, ankle, and midfoot fractures, 6) malleolar, ligament, and ankle injuries. The threshold for a 25% probability of injury for the 50th percentile male were then scaled to obtain the corresponding threshold for other adult sizes. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Adult KW - Adults KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Crashes KW - Dimension KW - Externalities KW - Fracture (bone) KW - Fractures (Anatomy) KW - Hazards KW - Injuries KW - Injury KW - Knee KW - Knee (human) KW - Leg KW - Leg (human) KW - Risk KW - Risk assessment KW - Size KW - Social cost KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708805 ER - TY - CONF AN - 00920757 AU - Schmitt, K-U AU - MUSER, M H AU - NIEDERER, P AU - National Highway Safety Advisory Committee TI - A NEW NECK INJURY CRITERION CANDIDATE FOR REAR-END COLLISIONS TAKING INTO ACCOUNT SHEAR FORCES AND BENDING MOMENTS PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - It is generally accepted today that the cervical spine of a car occupant who is involved in a low-speed rear end impact may suffer from soft tissue neck injuries leading to long term impairment. Therefore, to assess the risk of such injuries is a major issue in traffic safety, and various neck injury criteria are being discussed for this purpose. In this study a new candidate for such an injury predictor, called Nkm, was developed. Results from a total of 37 sled tests with various car front seat models were evaluated to validate the new criterion. These results indicate that the new criterion offers the possibility to assess the kinematic phase of forward motion rear-end collision. In contrast, the NICmax which was also calculated for these tests allows to evaluate the retraction phase only. Furthermore, the influence of the seat design on its protective potential could be related to the Nkm values obtained. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Hazards KW - Injuries KW - Injury KW - Long term KW - Long term KW - Rear end collision KW - Rear end crashes KW - Risk KW - Risk assessment KW - Seat (veh) KW - Seats KW - Time duration KW - Vertebrae UR - https://trid.trb.org/view/708807 ER - TY - CONF AN - 00920759 AU - BRADSHAW, DRS AU - MORFREY, C L AU - National Highway Safety Advisory Committee TI - PRESSURE AND SHEAR RESPONSES IN BRAIN INJURY MODELS PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Finite element (FE) models of the brain are regularly used to investigate brain injury mechanisms. Validation of these models against cadaver impacts is usually restricted to intracranial pressure data. However, the low shear modulus of neural tissue means that injurious strains result from shear deformations. It is shown that brain injury models that are validated for pressure alone can give a wide range of shear responses to the same impact. Holbourn's arguments on the harmlessness of pressure are extended by introducing separate wave equations for pressure and shear, derived from the Helmholtz vector decomposition. Two idealised models of traumatic brain injury are used to show that there is no one-to-one relation between pressure and shear in head impacts lasting a few milliseconds. The first is an analytical model of wave propagation in the brain under the action of local skull bending. The second is a strain-validated FE representation of the coronal plane of the human head under rotational acceleration. As there is no one-to-one relation between dilatation and distortion in typical head impacts, it is not acceptable to validate FE models for pressure and then use them to predict injury. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Acceleration KW - Acceleration (Mechanics) KW - Accident KW - Anthropometry KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Brain KW - Brain KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Finite element method KW - Finite element method KW - Forecast KW - Forecasting KW - Head KW - Head KW - Human body KW - Injuries KW - Injury KW - Pressure KW - Pressure KW - Shear KW - Shear strength UR - https://trid.trb.org/view/708809 ER - TY - CONF AN - 00920772 AU - BANDAK, F A AU - ZHANG, A X AU - TANNOUS, R E AU - DIMASI, F AU - MASIELLO, P AU - EPPINGER, R AU - National Highway Safety Advisory Committee TI - SIMON: A SIMULATED INJURY MONITOR; APPLICATION TO HEAD INJURY ASSESSMENT PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - Advancements in computational techniques used to simulate human impact injury response, coupled with those in computer hardware, bring the idea of detailed injury assessment closer to reality. Consequently, next-generation (G2) injury assessment processes are being explored to potentially augment or replace methods using dummy-based, empirically-derived, gross injury risk relationships. These processes use computational models that give more detailed injury response resulting from dummy-measured loading. This paper discusses the development of an initial version of such a next-generation injury assessment tool called SiMon: A Simulated Injury Monitor, as it is applied to the assessment of brain injury. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Brain KW - Brain KW - Conference KW - Conferences KW - Crashes KW - Digital computer KW - Digital computers KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Hazards KW - Head KW - Head KW - Injuries KW - Injury KW - Risk KW - Risk assessment KW - Simulation KW - Simulation UR - https://trid.trb.org/view/708822 ER - TY - CONF AN - 00920774 AU - Friedman, D AU - NASH, C E AU - National Highway Safety Advisory Committee TI - ADVANCED ROOF DESIGN FOR ROLLOVER PROTECTION PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Roof strength clearly affects the probability of occupant head and neck injury in light vehicle rollovers. Despite this, most manufacturers continue to design and build vehicles with inadequate roof strength. From experimental and biomechanics evidence and rollover crash data, the case is presented that weak, antiquated roof designs contribute to severe head and neck injuries. The deficiencies in modern roof designs, how they cause severe head and neck injuries, and the limitations inherent in the Federal roof crush standard, FMVSS 216, are discussed. Cost-effective examples of materials and technologies that can provide adequate roof strength to protect occupants in most rollovers without imposing significant weight penalties are described. Finally, an approach to dynamic roof strength testing is discussed that is based on what occurs in an actual, serious injury-producing rollover. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Head KW - Head KW - Injuries KW - Injury KW - Overturning KW - Overturning (veh) KW - Roof (veh) KW - Safety KW - Safety KW - Strength (mater) KW - Strength of materials KW - Test method KW - Test procedures KW - Vehicle roofs KW - Vertebrae UR - https://trid.trb.org/view/708824 ER - TY - CONF AN - 00920790 AU - CLARK, A J AU - SPARKS, H V AU - CARMEIN, J A AU - National Highway Safety Advisory Committee TI - UNIQUE FEATURES AND CAPABILITIES OF THE NADS MOTION SYSTEM PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Developed by the U.S. National Highway Traffic Safety Administration, the National Advanced Driving Simulator (NADS) has many unique capabilities, including a large excursion envelope motion system with high performance. MTS Systems Corporation was responsible for the manufacture of the thirteen degree of freedom motion system driven by forty-five actuation channels. The motion system features a redundantly actuated +/- 10 meter X and Y longitudinal and lateral steel belt drive for high stiffness and smoothness. A Stewart platform hexapod designed for taking advantage of the large X-Y travel rides on top the translation system. The hexapod supports a redundantly actuated +/- 330-degree yaw turntable for more effective maneuver simulation and washout coordination. Finally, four high frequency vibration actuators beneath the cab feature self-reaction to minimize vibration to the graphics display dome and the projector support structure. This paper discusses the real-time control and mechanical design solutions that support the high motion envelope capacity of the NADS, including representative performance data. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Driving KW - Driving (veh) KW - Frequency KW - Frequency (Electromagnetism) KW - Motion KW - Movement KW - Real time KW - Real time control KW - Real time data processing KW - Simulation KW - Simulation KW - Vibration KW - Vibration UR - https://trid.trb.org/view/708839 ER - TY - CONF AN - 00920792 AU - LIE, A AU - Kullgren, A AU - Tingvall, C AU - National Highway Safety Advisory Committee TI - COMPARISON OF EURO NCAP TEST RESULTS WITH FOLKSAM CAR MODEL SAFETY RATINGS PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - The European crash test program, Euro NCAP, has since it's launch presented results of some 80 individual car models. The improvements in the general level of protection have been substantial. While the intention of the test program is to stimulate the use of best practice, and not to predict real life outcome, it is nevertheless important to validate the positive development, and to pinpoint potential areas not included in the laboratory safety ratings. In this study, Euro NCAP rating results were compared with a comprehensive car model safety rating method based on real-life crashes, developed by Folksam. In addition, correlation with relative injury risks was also studied. In the Folksam method, the ratings are based on the risk of fatalities and long-term consequences due to injury. The car models were grouped together according to the Euro NCAP star ratings. A correlation was found between Euro NCAP scoring and relative risk of serious and fatal injury as well as for the Folksam rating score (relative risk of fatality or permanent disability). No correlation between Euro NCAP scoring and relative risk of any injury was found. A stronger correlation between risks for serious consequences was found when AIS 1 neck injuries were excluded compared to when they were included. This indicates correctly that these injuries are not reflected in the Euro NCAP ratings. The risk to sustain a police reported severe or fatal injury was found to diminish with 12% per star. The risk to be fatally injured or sustaining a long-term disability was found to diminish with 7% per star. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Automobiles KW - Car KW - Cervical vertebrae KW - Coefficients KW - Collision KW - Conference KW - Conferences KW - Crashes KW - Deformation KW - Deformation KW - Fatalities KW - Fatality KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Real time KW - Real time control KW - Real time data processing KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Safety coefficient KW - Vehicle KW - Vehicles KW - Vertebrae UR - https://trid.trb.org/view/708841 ER - TY - CONF AN - 00920847 AU - Arai, Y AU - NISHIMOTO, T AU - EZAKA, Y AU - YOSHIMOTO, K AU - National Highway Safety Advisory Committee TI - ACCIDENTS AND NEAR-MISSES ANALYSIS BY USING VIDEO DRIVE-RECORDERS IN A FLEET TEST PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - The drive-recorder records automobile accidents and/or near-misses data. To realize the practical use of drive-recorders in automobiles, a fleet test was conducted on 202 cars and trucks that were in regular use on roads. Some of the tested drive-recorders were video drive-recorders (VDR) equipped with a video recording unit to obtain visual data on accidents and near-misses from the driver's viewpoint. This was the first time for VDRs to be included in a fleet test on drive-recorders. During the fleet test period a total of 30 actual accidents occurred and were recorded, enabling the significance of adding a video recording unit to drive-recorders for obtaining useful data for accident analysis to be examined. It was found that the data collected by VDR enabled traffic accidents to be analyzed chronologically and quantitatively. It was therefore concluded that VDRs are an effective means of analyzing accidents in greater detail. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Automobiles KW - Camera KW - Car KW - Conference KW - Conferences KW - Crashes KW - Data acquisition KW - Data collection KW - Intelligent transport system KW - Intelligent transportation systems KW - Lorry KW - Near midair crashes KW - Near miss KW - Surveillance KW - Surveillance KW - Trucks KW - Vehicle KW - Vehicles KW - Video cameras UR - https://trid.trb.org/view/708892 ER - TY - CONF AN - 00920863 AU - Hendrie, D AU - LYLE, G AU - HALEY, J AU - National Highway Safety Advisory Committee TI - SAFETY BENEFITS OF IMPROVEMENTS IN VEHICLE DESIGN SINCE THE INTRODUCTION OF THE ANCAP CRASH TEST PROGRAM PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The Australian New Car Assessment Program (ANCAP) has for several years funded research at the Road Accident Prevention Research Unit at the University of Western Australia aimed at quantifying the value of reducing injuries by improving vehicle safety design. An injury cost database was developed using claims data from the Motor Accidents Authority of NSW (MAA) and additional cost data from other sources. These costs were used together with the measurements from the test instruments in the ANCAP crash tests to estimate the cost of injuries to front seat occupants in the ANCAP-tested vehicles. The aim of this study was to use the injury cost information from this previous research to estimate the safety benefits of improvements in vehicle design in cars entering the passenger vehicle fleet in Western Australia since the introduction of the ANCAP crash test program in 1992. The results of the study show significant safety benefits from the design and equipment changes introduced in new models of ANCAP-tested cars manufactured between 1992 and 1997. In crashes occurring in 1997 that involved these models and variants with a similar design, the safety benefits from improvements in vehicle design amounted to $42.6 million. Over the assumed 20-year lifetime of these vehicles, the benefits from vehicle safety improvements introduced in successive models was estimated to be $890.0 million. These findings show the considerable impact of improvements in vehicle safety design on the cost of road injuries to the community. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Australia KW - Australia KW - Benefit cost analysis KW - Conference KW - Conferences KW - Cost KW - Cost benefit analysis KW - Costs KW - Crashes KW - Design KW - Design (overall design) KW - Evaluation (assessment) KW - Evaluation and assessment KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708907 ER - TY - CONF AN - 00920865 AU - HUERE, J-F AU - FORET-BRUNO, J-Y AU - Faverjon, G AU - LE COZ, J-Y AU - National Highway Safety Advisory Committee TI - AIRBAG EFFICIENCY IN FRONTAL REAL WORLD ACCIDENTS PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - An analysis of accidents studied by LAB shows that, among injured belted drivers involved in frontal crashes, in cars without airbags, head injury risk is highest along with lower limbs. The LAB investigation of severe accidents, involving new car models, regularly carried out all over the French territory, has given the opportunity to analyse head injury risks for about 300 belted drivers in crashes with activated airbags. The average severity of these accidents was in the range of EuroNCAP tests (between 36 and 65 km/h EES). The risk of head injury for belted drivers with and without airbag is compared. Other body area injury risk, like neck and upper limbs was also considered. High airbag efficiency in reducing severe facial and brain injuries was found. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Arm KW - Arm (human) KW - Automobiles KW - Brain KW - Brain KW - Car KW - Cervical vertebrae KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Driver KW - Drivers KW - Face KW - Face (human) KW - France KW - France KW - Hazards KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Leg KW - Leg (human) KW - Risk KW - Risk assessment KW - Severity (accid, injury) KW - Vertebrae UR - https://trid.trb.org/view/708909 ER - TY - CONF AN - 00920878 AU - DELANNOY, P AU - DIBOINE, A AU - National Highway Safety Advisory Committee TI - STRUCTURAL FRONT UNIT GLOBAL APPROACH PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - The structural design of current vehicle front units has to account for an increasing number of constraints: improvement of real world performance in safety for occupants and other road users, perform in the various ratings and meet future regulations. Therefore the structural car design is the result of a compromise between pedestrian protection, car to car compatibility and self-protection. In addition to these safety considerations, reparability constraints are becoming more and more demanding and intrusive toward the other safety requirements. The need to reduce emissions through fuel consumption control requires a reduction of the overall body weight which leads usually to more difficulties to achieve a correct structural behaviour. Some of these constraints lead to solutions which are in opposition and in general to unsatisfactory compromises. It is suggest to develop a more comprehensive approach in order to better take into account both safety requirements and reparability. This paper describes the different relevant factors for each safety and reparability requirement, proposes compromise among them in terms of structural aspects. It will also show that it is often difficult to find an answer which satisfies all these aspects. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air quality management KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Emission control KW - Front KW - Front KW - Pedestrian KW - Pedestrians KW - Repair KW - Repairing KW - Safety KW - Safety KW - Strength (mater) KW - Strength of materials KW - Vehicle KW - Vehicles KW - Weight KW - Weight UR - https://trid.trb.org/view/708922 ER - TY - CONF AN - 00920880 AU - RASHIDY, M AU - DESHPANDE, B AU - GUNASEKAR, T J AU - Morris, R AU - MUNSON, R A AU - LINDBERG, J A AU - SUMMERS, L AU - National Highway Safety Advisory Committee TI - ANALYTICAL EVALUATION OF AN ADVANCED INTEGRATED SAFETY SEAT DESIGN IN FRONTAL, REAR, SIDE AND ROLLOVER CRASHES PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - Analytical computer simulations were used to optimize and fabricate an Advanced Integrated Safety Seat (AISS) for frontal, rear, side, and rollover crash protection. The AISS restraint features included dual linear recliners, pyrotechnic lap belt pretensioner, 4 kN load-limiter, extended head restraint system, rear impact energy absorber, seat-integrated belt system, and side impact air bag system. The evaluation and optimization of the AISS design was achieved through analytical simulations using MADYMO multi-body analysis software, LS-DYNA3D finite element software, and through LS-DYNA3D/MADYMO coupling. Frontal and rear impact sled tests were also conducted with physical AISS prototypes and baseline integrated seats to verify performance. Both the analytical modeling and the experimental sled testing demonstrated safety improvements over the baseline integrated seat. The AISS pyrotechnic lap belt pretensioner and 4 kN load-limiter contributed to a 26 percent reduction in occupant chest acceleration in the frontal impact mode. In the rear impact mode, the AISS dual linear recliners, rear impact energy absorber and extended head restraint system contributed to reducing the occupant upper neck injury parameters. Full vehicle finite element models were used in both the side impact and rollover simulations to evaluate occupant restraint performance. Two generic AISS restraint features were modeled for side impact protection: an inflatable tubular cushion air bag system and a combination head/thorax side impact air bag system. The combination head/thorax side impact air bag system model was found to provide improved occupant protection due to its ability to cover both head and thorax regions and provided a softer reaction surface for the occupant. Upper and lower rib Thoracic Trauma Index (TTI) were reduced 22.1 percent and 14.8 percent, respectively in the side impact simulations. The AISS extended head restraint, pyrotechnic lap belt pretensioner, and seat-integrated belt system also provided benefit in restraining the occupant and minimizing roof crush in the rollover simulations. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Absorption KW - Absorption KW - Air bag (restraint system) KW - Air bags KW - Cervical vertebrae KW - Conference KW - Conferences KW - Digital computer KW - Digital computers KW - Energy KW - Energy KW - Finite element method KW - Finite element method KW - Frontal crashes 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 - Pretensioning KW - Pretensioning KW - Prototype KW - Prototypes KW - Rear end collision KW - Rear end crashes KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Simulation KW - Simulation KW - Thorax KW - Thorax KW - Vertebrae UR - https://trid.trb.org/view/708924 ER - TY - CONF AN - 00920882 AU - DENNIS, B AU - Sturt, R AU - National Highway Safety Advisory Committee TI - CAE METHODS FOR SIMULATING FMVSS 201 INTERIOR HEAD IMPACT TESTS PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - This paper describes progress in CAE techniques for the simulation of interior head impact (IHI) tests to FMVSS 201. Validation of the FT-Arup Free Motion Headform finite element model as a predictive tool for IHI is shown. Details of modelling the behaviour of plastic trim under impact conditions are included, and an efficient method of setting up the many load cases is described. Results are compared with test, showing the importance of the level of detail in the models. Finally, some models are presented that illustrate the effect of using the same Body-in-White for multiple tests at the same impact point, which is a common testing procedure. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Dummies KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Load KW - Loads UR - https://trid.trb.org/view/708926 ER - TY - CONF AN - 00920895 AU - RICHARDSON, S A AU - Grzebieta, R H AU - BELLION, P AU - National Highway Safety Advisory Committee TI - PROPOSED FOUR 1/4 TURN METRIC TO SIMULATE ROLLOVER CRASHES PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - Rollovers are injurious crash events, causing a disproportionate amount of harm. Current rollover with metrics, Critical Sliding Velocity, Tilt Table Ratio, etc are based on turning a vehicle onto its side (one 1/4 turn). 1/4 turn rollovers account for 6.9% of Abbreviated Injury Scale (AIS) 3 to 6 injuries, whereas four 1/4 turn rollovers (one full revolution) account for 69.5% of AIS 3 to 6 injuries. This paper proposes a four 1/4 turn rollover metric based on vehicle geometry and mass. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Injuries KW - Injury KW - Injury severity KW - Mathematical model KW - Mathematical models KW - Overturning KW - Overturning (veh) KW - Severity (accid, injury) KW - Simulation KW - Simulation UR - https://trid.trb.org/view/708939 ER - TY - CONF AN - 00920897 AU - BOUCHARD, L AU - Pajon, M AU - PIMORT, I AU - PALANCHON, L AU - National Highway Safety Advisory Committee TI - RENAULT FAURECIA: METHODOLOGY FOR DESIGN OF THE SEAT AS A RESTRAINT SYSTEM PY - 2001 IS - DOT HS 809220 SP - 4 p. AB - This study is the result of 2 years of work between the Renault safety department and the Faurecia R&D department. The paper is based on 5 different items aimed at developing improved occupant safety and controlling development of the safety components: (1) definition of different crash configurations and the associated biomechanical criteria by the car manufacturer; (2) definition of functional specifications (geometry and stiffness for each component) using global simulations. This is the starting point for discussions between the car manufacturer and the suppliers. Comparison of the specifications to the state of the art gives the first orientations for future developments; (3) An exchange of simulation data to allow overall simulations as early as possible by the supplier's simulation department: Each component can be represented by springs or contact interfaces in the different calculation programs. This simplifies the simulation without the need to exchange information supplier expertise or technical solutions; (4) Definition of common numerical tools and specific outputs: The supplier's global simulation method is compared to Renault's and an objective result is obtained. The performance of each component in the global configuration has to be evaluated with special outputs called force balance; and (5) creation by the supplier of a technical solutions database to reduce development times for new projects. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Administration KW - Administration KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Method KW - Methodology KW - Safety KW - Safety KW - Seat (veh) KW - Seats KW - Simulation KW - Simulation KW - Stiffness KW - Stiffness UR - https://trid.trb.org/view/708941 ER - TY - CONF AN - 00920912 AU - MEYERSON, S L AU - NOLAN, J M AU - National Highway Safety Advisory Committee TI - EFFECTS OF GEOMETRY AND STIFFNESS ON THE FRONTAL COMPATIBILITY OF UTILITY VEHICLES PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - The issue of vehicle incompatibility, especially between passenger cars and utility vehicles/pickup trucks, has received a lot of attention in recent years. Real-world crash data show that occupants of cars are much more likely to be injured in frontal crashes with utility vehicles and pickup trucks than with other passenger cars, even after controlling for vehicle mass. Factors in addition to mass that can influence compatibility are stiffness and geometry. In this paper, the effects of these factors on occupant injury measures and vehicle deformation patterns are examined. The Insurance Institute for Highway Safety conducted a series of car-to-utility-vehicle frontal offset tests with the Ford Taurus as a common collision partner. To vary stiffness, the Taurus collided with either a Mercedes ML320 or a relatively stiffer Isuzu Rodeo. To vary geometry, the test matrix included an ML320 at normal ride height, a Rodeo at normal ride height, an ML320 lowered 9 cm so the frame rails matched the ride height of the normal Rodeo, and a Rodeo raised 9 cm to match the ride height of the normal ML320. In each test, both vehicles were traveling at 48 km/h (30 mi/h). A Hybrid III 50th percentile male dummy was seated in the driver's seat of each vehicle. Vehicle deformation patterns, dummy injury measures, and vehicle accelerations were recorded and compared. Results indicated that, despite its lesser stiffness, the normally higher ride height of the ML320 produced a less 'compatible' crash than the Rodeo, whose front end is stiffer but normally lower. The benefits of lesser front-end stiffness were smaller and only apparent in comparisons of tests at a common ride height. These results indicate that there is little benefit of reduced utility vehicle stiffness without good geometrical alignment of vehicles' front structures. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Delivery vehicle KW - Delivery vehicles KW - Front KW - Front KW - Frontal crashes KW - Head on collision KW - Height KW - Height KW - Impact test (veh) KW - Injuries KW - Injury KW - Offset impact test KW - Real time KW - Real time control KW - Real time data processing KW - Seat (veh) KW - Seats KW - Shape KW - Shape KW - Stiffness KW - Stiffness KW - United States KW - Usa KW - Vehicle occupant KW - Vehicle occupants UR - https://trid.trb.org/view/708956 ER - TY - CONF AN - 00920914 AU - BARBAT, S AU - Li, Xiaopeng AU - Prasad, P AU - National Highway Safety Advisory Committee TI - EVALUATION OF VEHICLE COMPATIBILITY IN VARIOUS FRONTAL IMPACT CONFIGURATIONS PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - Light truck vehicles (LTVs), sport utility vehicles (SUVs), and vans collectively make up a growing segment of the total automotive fleet sales, particularly in the United States. The National Highway Traffic Safety Administration (NHTSA) has identified this trend and has increased the extent of its research in vehicle-to-vehicle compatibility. Additionally, vehicle compatibility concerns have also been emphasized by International Harmonization Research Activity (IHRA). Accordingly, with intention to further enhance road safety, research in the area of crash compatibility between cars and LTVs in different crash configurations is of significant importance. This paper describes a part of ongoing research at Ford Motor Company to further investigate the effect of compatibility in SUV/LTV-to-Car crashes. Test results of SUV/LTV-to-Car crashes involving various frontal impact configurations were analyzed in order to develop test procedures and requirements to help assess vehicle compatibility. Specifically, three SUV-to-Car frontal impact configurations were assessed in the present study: full overlap collinear impact, 50% offset collinear impact, and 30-degree oblique impact. In each of the tests, both the target and bullet vehicles contained a Hybrid III 50th percentile instrumented test dummy (HIII50) for the driver and a Hybrid III 5th percentile instrumented test dummy (HIII05) for the passenger. Analysis of the tests yielded the following results: (1) Structural and occupant responses were used to help quantify the effect of mass, stiffness, and geometry, (2) A robust and repeatable vehicle-to-vehicle test procedure was proposed, and (3) Preliminary results indicated that geometric incompatibility was the dominating factor in the studied vehicle design characteristics. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Delivery vehicle KW - Delivery vehicles KW - Dummies KW - Four wheel drive KW - Four wheel drive KW - Front KW - Front KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Offset impact test KW - Safety KW - Safety KW - Shape KW - Shape KW - Side crashes KW - Side impact KW - Standardization KW - Standardization KW - Stiffness KW - Stiffness KW - Weight KW - Weight UR - https://trid.trb.org/view/708958 ER - TY - CONF AN - 00920761 AU - Tamura, A AU - FURUSU, K AU - Miki, K AU - HASEGAWA, J AU - Yang, K H AU - National Highway Safety Advisory Committee TI - A TIBIAL MID-SHAFT INJURY MECHANISM IN FRONTAL AUTOMOTIVE CRASHES PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - Lower extremity injuries in frontal automotive crashes usually occur with footwell intrusion where both the knee and foot are constrained. In order to identify factors associated with tibial shaft injury, a series of numerical simulations were conducted using a finite element model of the whole human body. These simulations demonstrated that tibial mid-shaft injuries in frontal crashes could be caused by an abrupt change in velocity and a high rate of footwell intrusion. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Anthropometry KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Crashes KW - Finite element method KW - Finite element method KW - Front KW - Front KW - Human body KW - Interior (veh) KW - Knee KW - Knee (human) KW - Leg KW - Leg (human) KW - Simulation KW - Simulation KW - Speed KW - Speed KW - Vehicle KW - Vehicle compartments KW - Vehicle interiors KW - Vehicles UR - https://trid.trb.org/view/708811 ER - TY - CONF AN - 00920763 AU - GOTOU, T AU - ONO, K AU - Ito, M AU - MATUOKA, F AU - National Highway Safety Advisory Committee TI - A COMPARISON BETWEEN BIORID AND HYBRID III HEAD/NECK/TORSO RESPONSE IN MIDDLE SPEED SLED REAR IMPACT TESTS PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - The most important tool used in testing methods for evaluating the performance of seat-systems in rear-end impacts is a biofidelic crash test dummy. It has been reported that there are differences in response between two kinds of such dummies, BioRID P3 and Hybrid III, in rear-end impacts at delta V=9.2 km/h. The objective of this study is to compare the responses of these two types of dummies, at moderate speeds with HYGE sled tests (delta V=15 km/h, 25 km/h). At delta V=25 km/h or less, the BioRID and HYIII dummies showed clear differences in their response to a rear-end collision, and the BioRID showed higher biofidelity than the HyIII in this condition. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Rear end collision KW - Rear end crashes KW - Seat (veh) KW - Seats KW - Speed KW - Speed UR - https://trid.trb.org/view/708813 ER - TY - CONF AN - 00920768 AU - HAFFNER, M AU - EPPINGER, R AU - RANGARAJAN, N AU - SHAMS, T AU - ARTIS, M AU - Beach, D AU - National Highway Safety Advisory Committee TI - FOUNDATIONS AND ELEMENTS OF THE NHTSA THOR ALPHA ATD DESIGN PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - Early influences upon Thor ATD (anthropomorphic test device) development are described, and the path of Thor development is traced up to the release of the current Thor ALPHA ATD design. Since the display of the first Thor ATD prototype at the 15th ESV Conference in Melbourne in 1996, Thor has undergone extensive test and evaluation on an international basis in cooperation with many partner institutions. This paper summarizes some of the lessons learned from this broad test experience, and documents actions which have been undertaken to upgrade the Thor product to ALPHA status in light of this experience. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Evaluation (assessment) KW - Evaluation and assessment KW - Safety KW - Safety KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708818 ER - TY - CONF AN - 00920770 AU - AGARAM, V AU - Kang, Junsuk AU - Nusholtz, G AU - KOSTYNIUK, G AU - National Highway Safety Advisory Committee TI - HYBRID III DUMMY NECK RESPONSE TO AIR BAG LOADING PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - This paper discusses issues related to the Hybrid III dummy head/neck response due to deploying air bags. The primary issue is the occurrence of large moment at the occypital condyles of the dummy, when the head-rotation with respect to the torso is relatively small. The improbability of such an occurrence in humans is discussed in detail based on the available biomechanical data. A secondary issue is the different anthropometric characteristics of the head/neck region of the Hybrid III dummy when compared to humans. Different modes of interaction between the deploying air bag and the Hybrid III dummy's neck are discussed. Key features of the dummy's response in these interaction modes have been described in light of the laxity of the atlanto-occypital joint and the effect of the neck muscle pairs. Issues for improving the biofidelity of the Hybrid III dummy's neck response due to deploying air bags are discussed. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 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 - Dummies KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Vertebrae UR - https://trid.trb.org/view/708820 ER - TY - CONF AN - 00920794 AU - BENDJELLAL, F AU - DIBOINE, A AU - National Highway Safety Advisory Committee TI - EURONCAP - VIEWS AND SUGGESTIONS FOR IMPROVEMENTS PY - 2001 IS - DOT HS 809220 SP - 6 p. AB - Since its creation in 1996, EuroNCAP evaluated more than 80 cars, ranging from small and city cars, to larger vehicles such as executive cars and people carriers (MPVs). The testing protocol comprises 3 types of tests: a frontal offset test against a deformable barrier, a 90 degree lateral impact with a moving deformable barrier , and - since March 2000 - a pole side impact. In addition a set of subsystem tests with impactors on the bonnet and the front face of the car are conducted to assess the pedestrian protection. The aim of this paper is to review the testing and assessment protocols and to compare them with those used in other NCAP systems in the USA, Australia, Japan and Europe. In particular, important EuroNCAP issues such as the stiffness of heavier vehicles that could be increased in the future, and the nature and weight of the modifiers are discussed. Ways to improve the system are suggested in relation with real world accident data. Improvements are suggested in the areas of knee assessment, and chest assessment in frontal impact. For side impact, issues such as the type of barrier and the dummy back plate load are dealt with. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Automobiles KW - Car KW - Conference KW - Conferences KW - Crashes KW - Dummies KW - Europe KW - Europe KW - Frontal crashes KW - Guardrails KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Knee KW - Knee (human) KW - Offset impact test KW - Pedestrian KW - Pedestrians KW - Real time KW - Real time control KW - Real time data processing KW - Safety fence KW - Side crashes KW - Side impact KW - Specification (standard) KW - Standards KW - Statistics KW - Statistics KW - Thorax KW - Thorax UR - https://trid.trb.org/view/708843 ER - TY - CONF AN - 00920796 AU - HURNALL, J AU - COXON, C AU - HALEY, J AU - National Highway Safety Advisory Committee TI - INFLUENCE OF A PASSENGER DUMMY ON CONSUMER RATING IN OFFSET FRONTAL NCAP CRASH TESTING PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - The offset frontal crash test used by both Australian NCAP (ANCAP) and EuroNCAP has both a front seat passenger and driver dummy while the offset frontal crash test used by the IIHS has only a driver dummy. Additionally Japan NCAP will also include the offset frontal test into their program. All of these consumer crash test programs use the same basic test protocols for the offset frontal test based on the EEVC test which has been included as ECE R94/01, but at the higher test speed of 64 km/hr. However, one major difference between the ANCAP/EuroNCAP programs and the IIHS program is the use of a front seat passenger dummy. This paper reviews influence of the passenger dummy on the NCAP ratings given to cars that have been part of both the ANCAP and EuroNCAP programs. This was done through an evaluation of the passenger dummy results from the ANCAP tests and the EuroNCAP tests and how these results were used in the evaluation process. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Australia KW - Australia KW - Coefficients KW - Conference KW - Conferences KW - Driver KW - Drivers KW - Dummies KW - Europe KW - Europe KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Japan KW - Japan KW - Offset impact test KW - Passengers KW - Safety KW - Safety coefficient KW - Speed KW - Speed KW - Vehicle occupant UR - https://trid.trb.org/view/708845 ER - TY - CONF AN - 00920803 AU - HERSHMAN, L L AU - National Highway Safety Advisory Committee TI - THE U.S. NEW CAR ASSESSMENT PROGRAM (NCAP): PAST, PRESENT AND FUTURE PY - 2001 IS - DOT HS 809220 SP - 13 p. AB - The New Car Assessment Program (NCAP) tests and results provide crucial information to consumers on the relative safety of new vehicles. The expanded visibility and use of NCAP information by consumers in their buying decisions, and increased references to NCAP information by vehicle manufacturers in their advertisements, contribute to the manufacture and purchase of safer vehicles and attest to the expanded importance of NCAP. NHTSA has increased the types of tests and the categories and numbers of vehicles it tests and is considering the use of smaller stature dummies in NCAP. Developmental testing has been conducted and consideration is being given to adding crash avoidance information, such as braking and headlamp performance, as well as child restraint ratings, to NCAP. A fully developed plan for the future of NCAP will assure its maximum safety benefits and cost effectiveness. This paper reviews NHTSA's NCAP program, including its history and present status, with a reference comparison to NCAP programs of other organizations in the U.S. and abroad. It discusses NCAP in relation to rulemaking. It examines NCAP's future prospects, including changes and additions to its testing program and the presentation of its information, international harmonization, program management, and strategic issues. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Braking KW - Braking KW - Child KW - Children KW - Coefficients KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Headlamp KW - Headlamps KW - Impact test (veh) KW - Impact tests KW - Improvement KW - Improvements KW - Manual safety belts KW - Safety KW - Safety KW - Safety belt KW - Safety coefficient KW - Seat (veh) KW - Seat belts KW - Seats KW - Standardization KW - Standardization KW - United States KW - Usa KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708852 ER - TY - CONF AN - 00920867 AU - BERKOWITZ, A AU - National Highway Safety Advisory Committee TI - EVALUATION OF THE EFFECT OF AIR BAGS IN MULTI-YEAR LIGHT TRUCK NCAP TESTS PY - 2001 IS - DOT HS 809220 SP - 8 p. AB - The New Car Assessment Program (NCAP) has evaluated the crashworthiness of numerous vehicles since 1979. Each year selected models were frontally crashed at 35 mph into a fixed barrier. Due to increased interest by the public in vehicle safety as part of their car-buying decisions, NHTSA has recently undertaken an expanded program of consumer information on vehicle safety issues. As part of this program, an analysis was performed to determine the effectiveness of light truck driver air bags to reduce the risk of severe injury as measured by the head and chest injury responses of selected NCAP tests. The light trucks tested most frequently were analyzed to obtain reliable estimates of air bag effectiveness. The vehicles were tested with all the restraints available on that model, which in the case of the early years were safety belts, and in the latter years were a combination of safety belts and air bags. Analysis of NCAP data for multi-tested vehicle models for the period 1979 through 2000 indicated a significant reduction of 56% for light trucks in the risk of severe trauma for drivers in air bag equipped vehicles. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Decision making KW - Decision process KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Hazards KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Lorry KW - Manual safety belts KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Safety belt KW - Seat belts KW - Severity (accid, injury) KW - Speed KW - Speed KW - Trucks UR - https://trid.trb.org/view/708911 ER - TY - CONF AN - 00920869 AU - LOMONACO, C AU - GIANOTTI, E AU - National Highway Safety Advisory Committee TI - 5-YEARS STATUS REPORT OF THE ADVANCED OFFSET FRONTAL CRASH PROTECTION PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - This paper provides an overview of the work progress of the advanced offset frontal crash protection group of IHRA (International Harmonised Research Activities). It resumes, including tables, the strategy of the group to cope with the assigned task. This is the commitment to achieve a harmonised frontal crash protection procedure taking into account the different world wide views in this field. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Conference KW - Conferences KW - Crashes KW - Impact test (veh) KW - Offset impact test KW - Safety KW - Safety KW - Standardization KW - Standardization UR - https://trid.trb.org/view/708913 ER - TY - CONF AN - 00920874 AU - HESSE, S AU - BLABER, S AU - HOFFMANN, J AU - National Highway Safety Advisory Committee TI - PARAMETER STUDY ON DIFFERENT FACTORS INFLUENCING LOWER EXTREMITY INJURIES PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Accident statistics show that injuries to the lower extremities are quite frequent in accidents. In most cases these injuries are not life-threatening, but the related treatment and convalescence costs are quite high. In this study different factors influencing lower extremity injuries were investigated. To define the relevant parameters, a baseline crash test under Euro NCAP conditions with instrumented hybrid III legs was performed. Using these test results, a simulation model and a sled test model were set up in parallel and validated with respect to the baseline crash test. The main areas for improvement to the lower extremities were defined and from these, six different protection concepts were investigated: (1) Foot airbag; (2) Foam padding (toeboard); (3) Active unlocking of brake pedal; (4) Reduction of translational toeboard intrusion; (5) Reduction of rotational toeboard intrusion; and (6) Pop-up kneebolster. In order to investigate different combinations of these six protection concepts, a Design of Experiments (DoE) matrix was created and 108 simulation runs were performed. Based on the simulation results, six different combinations of these protection concepts were tested on the sled. Finally, the performance of the best protection system combination was verified in a full scale crash test. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Cost KW - Costs KW - Crash severity KW - Crashes KW - Dummies KW - Foot KW - Foot (not a measure) KW - Impact test (veh) KW - Impact tests KW - Injury severity KW - Interior (veh) KW - Leg KW - Leg (human) KW - Passive restraint systems KW - Passive safety system KW - Safety KW - Safety KW - Severity (accid, injury) KW - Simulation KW - Simulation KW - Vehicle compartments KW - Vehicle interiors UR - https://trid.trb.org/view/708918 ER - TY - CONF AN - 00920876 AU - TYLKO, S AU - Dalmotas, D AU - National Highway Safety Advisory Committee TI - STATIC OUT-OF-POSITION TEST METHODOLOGIES: IDENTIFYING A REALISTIC WORST CASE FOR SMALL STATURE FEMALE DRIVERS PY - 2001 IS - DOT HS 809220 SP - 9 p. AB - The NHTSA's final interim rule on advanced airbags describes two static out-of-position test procedures for the 5th percentile female dummy. Recent testing by Transport Canada suggests that the procedure described for the positions may not be representative of the worst case condition and may include elements that are not realistic for a 5th percentile driver. A modified positioning procedure which prioritizes chest placement and positions the steering wheel in a location that is compatible with the visibility and comfort requirements of a 5th percentile female driver is described. A modified chin on hub procedure is also described. Results of the modified procedures are compared to the NHTSA procedures for a number of late model vehicles. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Dummies KW - Females KW - Head KW - Head KW - Injuries KW - Injury KW - Thorax KW - Thorax KW - Woman UR - https://trid.trb.org/view/708920 ER - TY - CONF AN - 00920899 AU - VAN DER HORST, M J AU - Bovendeerd, PHM AU - HAPPEE, R AU - WISMANS, JSHM AU - KINGMA, H AU - National Highway Safety Advisory Committee TI - SIMULATION OF REAR END IMPACT WITH A FULL BODY HUMAN MODEL WITH A DETAILED NECK: ROLE OF PASSIVE MUSCLE PROPERTIES AND INITIAL SEATING POSTURE PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - To study the mechanics of the neck during rear end impact, in this paper an existing global human body model and an existing detailed submodel of the neck were combined into a new model. The combined model is validated with responses of volunteers and post mortem human subjects (PMHSs) subjected to rear end impacts of resp 5g and 12g. The volunteers (n=7, 7 tests) were seated on a standard car seat with head restraint, while the PMHSs (n=3, 6 tests) were placed on a rigid seat without head restraint. The model shows good agreement with the PMHS responses when muscle tensile stiffness is increased towards published PMHS tissue properties. For the volunteer simulations, initial seating posture and head restraint position were found to strongly influence the model response. More leaning forward (increasing of horizontal distance head restraint) results in larger T1 and head motions. A correct vertical position of the head restraint (top of head in one line with top of head restraint) reduces the head extension angle. The model has the potential to study injury mechanisms. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Anthropometric dummy KW - Anthropometry KW - Anthropometry KW - Cervical vertebrae KW - Conference KW - Conferences KW - Dummies KW - Head restraint KW - Headrests KW - Human body KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Rear end collision KW - Rear end crashes KW - Seat (veh) KW - Seats KW - Simulation KW - Simulation KW - Vertebrae UR - https://trid.trb.org/view/708943 ER - TY - CONF AN - 00920901 AU - McCray, L AU - BARSAN-ANELLI, A AU - National Highway Safety Advisory Committee TI - SIMULATIONS OF LARGE SCHOOL BUS SAFETY RESTRAINTS - NHTSA PY - 2001 IS - DOT HS 809220 SP - 14 p. AB - This paper describes computer crash simulations performed by the National Highway Traffic Safety Administration (NHTSA) under the current research and testing activities on large school bus safety restraints. The simulations of a frontal rigid barrier test and comparative dynamic sled testing for compartmentalization, lap belt, and lap/shoulder belt restraint strategies are presented. School bus transportation is one of the safest forms of transportation in the United States. School age children transported in school buses are safer than children transported in motor vehicles of any other type. Large school buses provide protection because of their size and weight. Further, they must meet minimum Federal motor vehicle safety standards (FMVSSs) mandating compartmentalized seating, improved emergency exits, stronger roof structures and fuel systems, and better bus body joint strength. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Bus KW - Buses KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Digital computer KW - Digital computers KW - Emergencies KW - Emergency KW - Exit KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Intersection elements KW - Legislation KW - Legislation KW - Manual safety belts KW - Public transit KW - Public transport KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Safety belt KW - School KW - Schools KW - Seat (veh) KW - Seat belts KW - Seats KW - Simulation KW - Simulation KW - Strength (mater) KW - Strength of materials UR - https://trid.trb.org/view/708945 ER - TY - CONF AN - 00920903 AU - LIN, C-H AU - Gao, Rundong AU - CHENG, Y-P AU - National Highway Safety Advisory Committee TI - A STOCHASTIC APPROACH FOR THE SIMULATION OF AN INTEGRATED VEHICLE AND OCCUPANT MODEL PY - 2001 IS - DOT HS 809220 SP - 10 p. AB - Stochastic simulation is used to account for the variation in the manufacturing and assembling processes of the vehicle structure and occupant restraint system. An integrated full vehicle model with belted driver, 50th percentile male Hybrid III dummy, subjected to a 35 mph zero degree impact test, is used to present the scatter in the vehicle crash and occupant restraint performance. Yield stress of a typical mild steel has scatter values between 10 to 20% and a coefficient of variation of 5% is derived for scaling the stress and strain curve. The thickness tolerance has scatter values specified between 5 to 10% and a coefficient of variation of 2% is used in the study. The material properties and thickness of major structural components for absorbing impact energies, such as the motor/occupant compartment rails and upper rails, bumper beam, cradle, and toe pan are the random input variables for the structure. Characteristics of a restraint system also vary among the same design and a coefficient of variation of 5% is adopted in this study. The restraint system for the occupant, such as steering column stroke force, seat belt retractor force, airbag mass flow rate, and airbag deployment time, are the random variables selected in this study. Typical injury criteria (head injury criteria (HIC), chest G, chest deflection, neck loads, and femur loads) and structural performance (intrusions of toe pan, steering column, and A-pillar) are extracted. These values are then used to determine the effect of the structural and the restraint system variations on the occupant and vehicle crash behaviors. The cross relationships between the structural crash behavior and occupant injury numbers are also studied. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Absorption KW - Absorption KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Body (car) KW - Conference KW - Conferences KW - Crash severity KW - Driver KW - Drivers KW - Dummies KW - Energy KW - Energy KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Manual safety belts KW - Manufacture KW - Manufactures KW - Mathematical model KW - Mathematical models KW - Motor vehicle bodies KW - Properties KW - Properties of materials KW - Safety belt KW - Seat belts KW - Severity (accid, injury) KW - Simulation KW - Simulation KW - Steel KW - Steel KW - Steering column KW - Steering columns KW - Thickness KW - Thickness KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708947 ER - TY - CONF AN - 00920908 AU - HUIBERS, J AU - DE BEER, E AU - National Highway Safety Advisory Committee TI - CURRENT FRONT STIFFNESS OF EUROPEAN VEHICLES WITH REGARD TO COMPATIBILITY PY - 2001 IS - DOT HS 809220 SP - 12 p. AB - EuroNCAP tests have been carried out since 1997. The test procedure in general is comparable to the EC Directive 96/79 with a test speed of 64 km/h. This increased test speed implies a higher frontal stiffness for new vehicle designs in order to achieve a high ranking. This frontal stiffness is one of the major factors for compatibility in car to car collisions. To support the European 4th framework compatibility research activity, load cell barriers are used in ENCAP tests carried out at the TNO Crash Safety Centre and TRL. In this paper global force displacement characteristics of a number of different vehicle classes are compared and analysed. It will be made clear that small vehicles in the past known not to be strong can produce comparable force levels as large cars. For compatibility this means that in small car against large car collisions, the small car's passenger compartment can stay stable and can offer better protection to the occupants, since from accident analyses it is known that serious injury often is caused by high intrusion into the passenger compartment. For frontal impacts this means that ENCAP tests have driven small cars to increased compatibility for one aspect of compatibility (cabin integrity) at higher speed. MPV's with high masses and little crushable space show more aggressive force displacement characteristics. This car category is expected to behave less compatible hitting small cars or medium size passenger cars. A longer crushable space for this category is desired, which is in conflict with the special look for these vehicles. This trend in stiffer vehicle fronts might result in future modifications of the European side impact barrier, which is currently based on average vehicle fronts of old vehicles. This item is only mentioned and will not be further discussed. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Collision KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Dimension KW - Europe KW - Europe KW - Front KW - Front KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Prevention KW - Prevention KW - Severity (accid, injury) KW - Shape KW - Shape KW - Size KW - Stiffness KW - Stiffness KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/708952 ER - TY - CONF AN - 00920910 AU - FAERBER, E AU - National Highway Safety Advisory Committee TI - EEVC RESEARCH IN THE FIELD OF IMPROVEMENT OF CRASH COMPATIBILITY BETWEEN PASSENGER CARS PY - 2001 IS - DOT HS 809220 SP - 7 p. AB - EEVC Working Group 15 (Compatibility Between Passenger Cars) has carried out research for several years thanks to collaborative project funded by the E.C. and also by exchanging results of projects funded by national programmes. The main collaborative activity of the EEVC WG15 for the last four years was a research project partly funded by the European Commission, where the group made the first attempt to investigate compatibility between passenger cars in a comprehensive research program. Accident, crash test, and mathematical modelling data were analysed. The main result was that structural incompatibilities were frequently found and identified as the main source of incompatibility problems but were not easy to quantify. Unfortunately as little vehicle information other than mass is recorded in most accident databases, most analyses have only been able to show the effect of mass or mass ratio. Common ideas to improve compatibility have been reached by this group and from discussion with other research groups. They will be investigated in the next phase, where research work will concentrate on the development of methods to assess compatibility of passenger cars. The main idea is that the prerequisite to improve crash compatibility between cars is to improve structural interaction. The most important issue is that improved compatibility must not compromise a vehicle's self protection. Test methods should lead to vehicles which show good structural interaction in car to car accidents. Test methods to prove good compatibility may be an adaptation of existing regulatory test procedures (offset deformable barrier test or full width test like in the USA) for frontal impact or may be new compatibility tests. Additional criteria, e.g. impact force distribution, and maximum vehicle deceleration or maximum vehicle impact force should result in compatible cars. Attempts will be made to estimate the benefit of a more compatible car fleet for the European Community. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES. CD ROMAmsterdam,Netherlands StartDate:20010604 EndDate:20010607 KW - Accident KW - Automobiles KW - Body (car) KW - Car KW - Conference KW - Conferences KW - Crashes KW - Data banks KW - Database KW - Design (overall design) KW - Eu KW - European Union KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Mathematical model KW - Mathematical models KW - Shape KW - Shape KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles KW - Weight KW - Weight UR - https://trid.trb.org/view/708954 ER - TY - CONF AN - 00823905 AU - OAKLEY, C AU - National Highway Safety Advisory Committee TI - HUMAN INJURY MODELLING - CAPABILITIES AND LIMITATIONS PY - 2001 IS - DOT HS 809 220 SP - 9 p. AB - Numerical simulation is increasingly being used in the field of biomechanics to predict the response of the human body to traumatic loading. Techniques such as finite element analysis and multi-body modelling are being widely applied to analyse and predict the occurrence of injury to various body parts and the results are now being used in the design of new dummies and the derivation of injury criteria. This paper discusses the considerations that must be made when examining models of human injury, and exposes areas where knowledge of human tissue and human response is lacking to the extent that such models cannot be created without an unacceptably high degree of uncertainty in the results. Despite these limitations, numerical simulation is a vital biomechanics research tool and examples are provided demonstrating how numerical models of different parts of the body have been effectively developed and how the results have been interpreted in the light of the assumptions on which they are based. There is now a need to direct research effort into the development of fundamental data for improved modelling accuracy and this paper aims to inform those outside of the modelling community of the limitations of these models and the considerations that must be made when assessing their results. It also aims to suggest the directions that future research should take in order to provide the data that are essential for improving the usefulness of these models. (A) For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM. THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Dummies KW - Finite element method KW - Finite element method KW - Human body KW - Injuries KW - Injury KW - Mathematical model KW - Mathematical models KW - Simulation KW - Simulation UR - https://trid.trb.org/view/716765 ER - TY - CONF AN - 00823901 AU - LE CLAIRE, M AU - VISVIKIS, C AU - National Highway Safety Advisory Committee TI - THE INFLUENCE OF REAR LOADING ON THE PROTECTION OF CHILD CAR OCCUPANTS IN CHILD RESTRAINTS PY - 2001 IS - DOT HS 809 220 SP - 6 p. AB - The risk of injury to child car occupants can be markedly reduced by their use of appropriate child restraints. These can be child seats with their own integral harness, child booster seats or booster cushions in association with adult seat belts or, if the child is old and large enough, by the use of adult seatbelts alone. However, the protection afforded can be negated if there is significant loading to the child and restraint through the car seat backrest. This paper describes analyses of accident data to demonstrate the occurrence of this effect in field accidents and presents the results of dynamic tests performed to explore the effect on different restraint types of limiting the load intrusion from the rear. Results of tests with child seats with integral harnesses show that head forward excursion is the main concern, the R44 limits being impossible to meet if the seat back is allowed to move as far forward as the R-point. Where the child is restrained by the adult belt, belt forces in excess of the injury tolerance for adults were exceeded, raising to very high levels for backrest movement up to 150mm ahead of the R-point. (A) For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM. THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident KW - Child KW - Children KW - Conference KW - Conferences KW - Crashes KW - Data processing KW - Hazards KW - Head KW - Head KW - Information processing KW - Insecure loads KW - Load KW - Load fastening KW - Loading and unloading KW - Loads KW - Manual safety belts KW - Risk KW - Risk assessment KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats UR - https://trid.trb.org/view/716761 ER - TY - CONF AN - 00823903 AU - Hill, J AU - THOMAS, P AU - SMITH, M AU - BYARD, N AU - RILLIE, I AU - National Highway Safety Advisory Committee TI - THE METHODOLOGY OF ON THE SPOT ACCIDENT INVESTIGATIONS IN THE UK PY - 2001 IS - DOT HS 809 220 SP - 10 p. AB - A new 'On-The-Spot' (OTS) accident research project is now underway in the UK. This project enables expert investigators to attend the scene of an accident within 15 minutes of the incident occurring, which allows the collection of accident data that would otherwise be quickly lost. This paper considers previous studies and the justification for a new research approach before describing methodology used on the spot and during subsequent follow-up research. Investigations focus on all types of vehicles (including damage, failures, features fitted and their contribution); the highway (including design, features, maintenance and condition); the human factors (including drivers, riders, passengers and pedestrians); and the injuries sustained. Five hundred crashes will be studied in depth each year. The project objectives include establishing an in-depth database that will permit analyses to better understand the causes of crashes and injuries, and assist in the development of solutions. (A) For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM. THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident KW - Accident prevention KW - Conference KW - Conferences KW - Crash investigation KW - Crashes KW - Data acquisition KW - Data banks KW - Data collection KW - Database KW - Highway design KW - Highway design KW - Injuries KW - Injury KW - Method KW - Methodology KW - On the scene crash investigation KW - On the spot accident investigation KW - Prevention KW - Safety KW - United kingdom KW - United Kingdom KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/716763 ER - TY - CONF AN - 00823897 AU - Edwards, M AU - HAPPIAN-SMITH, J AU - DAVIES, H AU - BYARD, N AU - Hobbs, A AU - National Highway Safety Advisory Committee TI - THE ESSENTIAL REQUIREMENTS FOR COMPATIBLE CARS IN FRONTAL COLLISIONS PY - 2001 IS - DOT HS 809 220 SP - 9 p. AB - The work reported here forms part of a research project that is being undertaken to further the understanding of compatibility in car to car collisions and develop crash evaluation procedures that are suitable for consumer and legislative testing. For frontal impact, full scale crash testing, accident analysis case studies and supportive finite element modelling studies have been used to identify the major factors that influence compatibility. One result is that the geometrical interaction of car structures has a large effect and it is now believed that obtaining good structural interaction is an essential prerequisite for frontal impact compatibility. Having achieved this, the next step is to control the global stiffness of the cars to ensure that they are able to absorb the collision energy, with minimal occupant compartment intrusion, without compromising the vehicle's deceleration pulse profile. Frontal impact evaluation procedures are being developed, which use load cell wall measurements to asess a car's compatibility. The current state of development of possible procedures is described, with an emphasis on results from full width deformable barrier tests. Procedures to assess side impact compatibility may be added following further research. This reported research is being used to support the European Enhanced Vehicle-safety Committee (EEVC) and the International Harmonisation of Research Activities (IHRA) Compatibility Working Group activities, and is funded by the Department of the Environment, Transport and the Regions (DETR). (A) For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM. THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Conference KW - Conferences KW - Deformation KW - Deformation KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Safety KW - Safety KW - Stiffness KW - Stiffness KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/716757 ER - TY - RPRT AN - 00823894 AU - Edwards, M AU - HAPPIAN-SMITH, J AU - DAVIES, H AU - BYARD, N AU - Hobbs, A AU - National Highway Safety Advisory Committee TI - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM. THE NETHERLANDS, 4-7 JUNE 2001. CD ROM PY - 2001 IS - DOT HS 809 220 AB - This conference considers all types of motor vehicle engineering in relation to improved vehicle safety, including vehicle structure, occupant protection systems, human factors, intelligent transport systems and international harmonisation. It is available only on CD-ROM. For abstracts of some of the papers see ITRD E111578-E111589, KW - Accident prevention KW - Conference KW - Conferences KW - Design KW - Design (overall design) KW - Intelligent transport system KW - Intelligent transportation systems KW - International KW - International KW - Prevention KW - Safety KW - Safety KW - Specification (standard) KW - Standardization KW - Standardization KW - Standards KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/713578 ER - TY - CONF AN - 00823896 AU - OAKLEY, C AU - National Highway Safety Advisory Committee TI - A NEW APPROACH TO MODELLING VEHICLE INTERACTIONS WITH ROADSIDE RESTRAINT SYSTEMS PY - 2001 IS - DOT HS 809 220 SP - 8 p. AB - Vehicle interactions with roadside restraints such as crash barriers and bridge parapets are extremely complex events and the outcome can be greatly influenced by very local effects. Such impacts typically take place over a time period of 23 seconds which presents particular challenges when simulating the process numerically. The inclusion of these local effects necessitates very small time increments during the analysis and this consequently results in extremely long analysis times. A technique has been developed that predicts the outcome of vehicle to roadside restraints in a computationally efficient manner. The methodology capitalises on advanced features and material models available in the LS-DYNA finite element code, and avoids the use of detailed vehicle models that can over-complicate the analysis and lead to vehicle-specific performance predictions for the barrier. The technique uses advanced beam element and contract formulations and makes use of a generic vehicle representation. Use of a generic vehicle in this form removes the possiblity of vehicle-specific performance predictions for the barrier, and allows the computational resources to be focussed on analysis of the barrier rather than the vehicle, which is effectively only a loading mechanism for the barrier. The approach has been validated throughout against test results and has been proved capable of predicting all contentional roadside restraint performance measures including injury measures as defined in BS EN 1317. Validation has taken place against a range of restraint systems including aluminium parapets, reinforced concrete parapets and wire-rope safety fences, which makes the approach an effective tool for establishing legislative test conditions and for researching and predicting RRS performance. (A) For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM. THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident KW - Crashes KW - Evaluation (assessment) KW - Evaluation and assessment KW - Finite element method KW - Finite element method KW - Forecast KW - Forecasting KW - Guardrails KW - Load KW - Loads KW - Parapet KW - Parapets KW - Safety fence KW - Simulation KW - Simulation KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/716756 ER - TY - CONF AN - 00823898 AU - HOLDING, P N AU - CHINN, B P AU - HAPPIAN-SMITH, J AU - National Highway Safety Advisory Committee TI - AN EVALUATION OF THE BENEFITS OF ACTIVE RESTRAINT SYSTEMS IN FRONTAL IMPACTS THROUGH COMPUTER MODELLING AND DYNAMIC TESTING PY - 2001 IS - DOT HS 809 220 SP - 9 p. AB - Frontal restraint systems are currently designed to optimise the protection afforded to 50th percentile car occupants in one particular impact type at one particular speed, largely because of regulatory testing. The purpose of this work was to investigate active adaptive systems for vehicle occupants of different sizes and to quantify the benefits. A variety of active adaptive systems were evaluated in computer simulation using discrete and scaleable dummies and in tests on a sled rig using 5th, 50th and 95th percentile discrete dummies. The restraint system characteristics studied parametrically included: seat belt anchor height, pre-tensioner stroke and load, load limiter maximum force, airbag size and vent area, out of position occupant and a moving seat concept. The results indicated that adaptive systems can provide substantial benefits but disadvantages can also be introduced if the system is not properly optimised and tested. A moving seat concept was shown to have the potential to reduce injury substantially to smaller occupants and in some out of position cases, especially when coupled with occupant sensing and collision prediction. (A) For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM. THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident KW - Adaptive cruise control KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Anthropometry KW - Child KW - Conference KW - Conferences KW - Crash avoidance systems KW - Crashes KW - Digital computer KW - Digital computers KW - Dimension KW - Forecast KW - Forecasting KW - Human body KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Load KW - Loads KW - Location KW - Manual safety belts KW - Pretensioning KW - Pretensioning KW - Safety belt KW - Seat (veh) KW - Seat belts KW - Seats KW - Simulation KW - Simulation KW - Size KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/716758 ER - TY - CONF AN - 00823900 AU - LAWRENCE, GJL AU - National Highway Safety Advisory Committee TI - STUDY OF IMPROVED SAFETY FOR MINIBUSES BY BETTER SEAT AND OCCUPANT RETENTION PY - 2001 IS - DOT HS 809 220 SP - 15 p. AB - There is considerable inerest in improving the crash safety of buses, minibuses and coaches despite their comparatively good safety record. Publicity given to accidents involving these vehicles has led to demand for safety measures, notably the installation of seatbelts in coaches and minibuses. This demand has been met to some extent in the UK by the recent requirement for all children, on journeys relating to school or other child activities, to be transported in vehicles fitted with seatbelts. Further UK legislation will require all new buses and coaches, apart from those specifically designed for urban use and standing passengers, to be fully equipped with seatbelts. However, the requirements for seatbelt anchorage strengths in these larger vehicles are less demanding than for cars. An evaluation for samples of seats, seatbelt systems and minibuses, the potential for improving their performance and the appropriateness of current regulations was undertaken. This paper describes: a study of the available UK minibus accidents held in the TRL database of police files of fatal accidents, the selection of a suitable crash pulse for testing minibus seatbelt systems which represents the real life accident situation, tests of standard minibuses in order to establish the performance of current seatbelt systems, the development and testing of improved minibus seatbelt sytems and suggestions for improved test methods for minibus seatbelt systems. (A) For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM. THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident rate KW - Anchorage KW - Anchorages KW - Bus KW - Buses KW - Child KW - Children KW - Coach KW - Conference KW - Conferences KW - Crash rates KW - Data banks KW - Database KW - Fatalities KW - Fatality KW - Legislation KW - Legislation KW - Manual safety belts KW - Minibus KW - Minibuses KW - Safety belt KW - Seat belts KW - Test method KW - Test procedures KW - United kingdom KW - United Kingdom UR - https://trid.trb.org/view/716760 ER - TY - CONF AN - 00823902 AU - FAILS, A AU - MINTON, R AU - National Highway Safety Advisory Committee TI - COMPARISON OF EURONCAP ASSESSMENTS WITH INJURY CAUSATION IN ACCIDENTS PY - 2001 IS - DOT HS 809 220 SP - 10 p. AB - In this analysis, body-region injury-risk ratings determined for consumers by EuroNCAP are examiend from the perspective of real contemporary accidents. The aim is to compare the real-life experience of various occupants with the objective and subjective conclusions that are presented by EuroNCAP. The accident sample, of several car models, is taken from the Co-operative Crash Injury Study (CCIS), and is comprised of crashes similar to the impact tests. CCIS is the in-depth project that analyses a sample of severe car accidents and provides the foundation of much of the UK's secondary car-safety research programme. The European New Car Assessment programme (EuroNCAP) has had a significant influence on the way that cars are designed. Objective measurements from frontal and side impact tests of each vehicle are augmented by assessments based on real-world accident investigation experience. Using real-world car accidents that are as similar as possible to the EuroNCAP impact tests, detailed accident cases are analysed to determine the injuries to the occupants; the body-region severities; the causes of the injuries; and the global patterns of damage to the vehicle. (A) For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM. THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Data banks KW - Database KW - Design KW - Design (overall design) KW - Europe KW - Europe KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Hazards KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Risk KW - Risk assessment KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - United kingdom KW - United Kingdom KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/716762 ER - TY - CONF AN - 00823904 AU - OWEN, C AU - LOWNE, R AU - MCMASTER, J AU - National Highway Safety Advisory Committee TI - REQUIREMENTS FOR THE EVALUATION OF THE RISK OF INJURY TO THE ANKLE IN CAR IMPACT TESTS PY - 2001 IS - DOT HS 809 220 SP - 11 p. AB - Injuries to the lower leg are still a frequent occurrence in frontal crashes and the most serious injuries have been found to be associated with the ankle region (pilon, calcaneal and talar neck fractures). These injuries are not only of a high severity, they are also associated with long term impairment, which contributes signficiantly to the societal cost associated with road traffic accidents. In order to reduce these injuries, the ability to determine the potential injury risk in legislative crash tests as well as the capability to assess the performance of proposed enhanced safety measures in the vehicle footwell region is essential. If this is to be achieved a biofidelic assessment tool with appropriate injury criteria is required. In Europe, the protection afforded against injury in frontal impacts is currently assessed by the Hybrid III dummy in an offset deformable barrier test. For the lower leg the tibia index injury criterion is used, however this relates primarily to the risk of tibia fracture and is not appropriate for the determination of the risk of injury to the ankle. This paper reports an overview of the biofidelity of existing dummy legs and the results of a series of PMHS tests which have recreated in the laboratory the more serious ankle injuries seen in real world crashes. The limitations of this work in terms of its application to an ankle injury criterion using peak tibia force for the Hybrid III are discussed and proposals for future work using a different approach are made in order to obtain these important criteria. The results show the significantly enhanced biofidelity of the THORLx lower leg compared to the Hybrid III leg. The paper concludes that the early introduction of a more biofidelic leg such as the THORLx lower extremity is essential if additional and reliable lower leg criteria are to be usefully implemented. (A) For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM. THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident KW - Anthropometric dummy KW - Anthropometry KW - Conference KW - Conferences KW - Crashes KW - Design KW - Design (overall design) KW - Dummies KW - Externalities KW - Foot KW - Foot (not a measure) KW - Frontal crashes KW - Hazards KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Risk KW - Risk assessment KW - Safety KW - Safety KW - Social cost KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/716764 ER - TY - CONF AN - 00823899 AU - HOLDING, P N AU - CHINN, B P AU - HAPPIAN-SMITH, J AU - National Highway Safety Advisory Committee TI - PEDESTRIAN PROTECTION - AN EVALUATION OF AN AIRBAG SYSTEM THROUGH MODELLING AND TESTING PY - 2001 IS - DOT HS 809 220 SP - 10 p. AB - Pedestrian impacts currently account for over 900 deaths and over 40,000 casualties each year in Britain. The chance of death or serious long-term disability increases greatly with impact speed. At 20mile/h (32km/h) the probability of killing or seriously injuring a child is 20%, but this rises to 80% at 40mile/h (64 km/h). Advanced Active Adaptive Secondary Safety systems were studied, which comprised sensors to identify a pedestrian within the vicinity of a vehicle and determine the likelihood of an impact and airbags fitted to various parts of the vehicle front to protect the pedestrian in an impact. The research comprised modelling in MADYMO followed by impact testing. Sensor systems were investigated in parallel. Impacts between a 50th percentile adult dummy and a saloon car and a Sports Utility Vehicle (SUV) were simulated in MADYMO at two impact velocities; 25mile/h (40km/h) and 30mile/h (48km/h). The vehicle models were modified, where possible, to ensure likely compliance with the proposed EEVC pedestrian protection lmits. These models and the resulting potential injuries were used as the basis for comparison with the active systems. The simulation results for active systems showed that the potential for injury reduction was substantial. For example HIC was reduced from 1062 to 113 in an impact of 25mile/h (40km/h) with the saloon car. These results were used to select the system for experimental tests. Testing consisted of impacts to an instrumented adult OPAT dummy and a child OPAT dummy with vehicles and conditions similar to those modelled and at the same velocities. Injury potential from the impacts was assessed. Results were similar to the simulation predictions and showed that a substantial reduction in lower limb and head injury may be possible with airbags mounted on the bumper and the bonnet. The paper describes the research including a brief resume of the sensor development. (A) For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM. THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident KW - Adult KW - Adults KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Bonnet (car) KW - Bumper KW - Bumpers KW - Child KW - Children KW - Conference KW - Conferences KW - Crashes KW - Dummies KW - Head KW - Head KW - Hoods KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Pedestrian KW - Pedestrians KW - Sensor KW - Sensors KW - Simulation KW - Simulation KW - Speed KW - Speed KW - Vehicle KW - Vehicles UR - https://trid.trb.org/view/716759 ER - TY - CONF AN - 00823895 AU - MCCARTHY, M G AU - CHINN, B P AU - Hill, J AU - National Highway Safety Advisory Committee TI - THE EFFECT OF OCCUPANT CHARACTERISTICS ON INJURY RISK AND THE DEVELOPMENT OF ACTIVE-ADAPATIVE RESTRAINT SYSTEMS PY - 2001 IS - DOT HS 809 220 SP - 10 p. AB - "Smart" restraint systems are being researched and developed. However, whilst technology can ultimately be produced that will give rise to adaptive restraint systems, injury research is necessary in order to identify and quantify the most important occupant characteristics. This is necessary to ensure that future adaptive restraint systems are optimised. 12,605 car occupant records from phases 4 and 5 of the UK Co-operative Crash Injury Study (CCIS) were analysed to establish the injury potential for front seat occupants in both frontal and side impacts. Casualties were grouped by gender, seating position and injury severity, with the latter measured in relation to the Maximum Abbreviated Injury Scale (MAIS). Data from a further 4,758 accidents contained within a Fatals database was also incorporated into the analysis. Cumulative frequency graphs for occupant characteristics such as age, weight, height and Body Mass Index (BMI) were produced against accident parameters, such as injury severity (MAIS) for each occupant grouping. The aim was to identify specific occupant characteristics for which active-adaptive restraint systems might confer the most significant injury reductions. This paper describes and discusses the analysis and identifies casualty groups who are at above average risk in frontal and side impacts. For example, in frontal impacts male drivers with a high BMI were shown to be at an increased risk of serious injury, compared with male drivers with an 'average' BMI. The effect of each occupant characteristic on injury severity in frontal and side automobile collisions are described and discussed and their implications for active-adaptive restraint systems emphasised. (A) For the covering abstract see ITRD E111577. U1 - PROCEEDINGS OF 17TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, HELD AMSTERDAM. THE NETHERLANDS, 4-7 JUNE 2001. CD ROM KW - Accident KW - Conference KW - Conferences KW - Crash severity KW - Crashes KW - Females KW - Front KW - Front 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 KW - Vehicles KW - Weight KW - Weight KW - Woman UR - https://trid.trb.org/view/716755 ER - TY - RPRT AN - 00823148 AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - NCSA - NATIONAL CENTER FOR STATISTICS AND ANALYSIS OF THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION PY - 2001 SP - 10 p. AB - This brochure describes the National Center for Statistics and Analysis (NCSA) of the National Highway Traffic Safety Administration. It asks and answers the following questions: What data programs are conducted by NCSA? Are NCSA's data collection programs flexible? What type of quality control support does NCSA provide to ensure that the data collected are of adequate quality? How does NCSA use these data? How have NCSA data been used? What benefits does NCSA provide? How can I obtain information from NCSA? KW - Analysis KW - Benefits KW - Data collection KW - National Center for Statistics and Analysis KW - Quality control KW - Statistics UR - https://trid.trb.org/view/713302 ER - TY - JOUR AN - 00821217 JO - Move PB - American Association of Motor Vehicle Administrators AU - Morrissey, L AU - American Association of Motor Vehicle Administrators TI - SAFE DRIVING IS A FULL TIME JOB PY - 2001 VL - 6 IS - 4 SP - p. 28-31 AB - This article addresses the problem of driver distraction. It notes that any activity while driving - for example, adjusting radio, looking at things outside the vehicle, eating and drinking, etc. - other than concentrating on driving is distracting for the driver and can cause him/her and the vehicle passengers great risk. The article describes Network of Employers for Traffic Safety (NETS), a public-private partnership of leaders in government and business that assists employers with traffic safety programs. NETS developed a distracted driver toolkit, which relates the dangers of driver distraction and helps drivers to develop strategies to handle the distractions. KW - Attention KW - Distraction KW - Drivers KW - Driving KW - Employers KW - Networks of Employers for Traffic Safety KW - Passengers KW - Risk management KW - Safety programs KW - Strategic planning KW - Traffic safety UR - https://trid.trb.org/view/714689 ER - TY - JOUR AN - 00821216 JO - Move PB - American Association of Motor Vehicle Administrators AU - King, J AU - American Association of Motor Vehicle Administrators TI - TAKING AN ALTERNATE ROUTE: INNOVATIVE SAFETY PROGRAMS PY - 2001 VL - 6 IS - 4 SP - p. 22-26 AB - This article discusses various innovative traffic safety programs being implemented around the country. It describes the Virginia Department of Motor Vehicles Interactive Intersections web site, which places the user in the "No Zone", the no passing zone around a truck, and displays graphic photos of what happens to people and their vehicles if they enter the no zone. The article discusses a program operated cooperatively by the District of Columbia, Maryland and Virginia to counteract aggressive driving. The program, called Smooth Operator targets aggressive drivers on the Capital Beltway. The article also describes the state of Delaware's new driving under the influence (DUI) Tracking System, a computer program that addresses a weakness in the Delaware system that allowed DUI offenders to escape rehabilitation and treatment for DUI. KW - Aggression KW - Commercial vehicles KW - Computer programs KW - Delaware KW - Drunk drivers KW - Drunk driving KW - Innovation KW - Maryland KW - Medical treatment KW - Partnerships KW - Passing zones KW - Rehabilitation (Medical treatment) KW - Traffic safety KW - Trucks KW - Virginia KW - Washington (District of Columbia) KW - Websites (Information retrieval) UR - https://trid.trb.org/view/714688 ER - TY - JOUR AN - 00821215 JO - Move PB - American Association of Motor Vehicle Administrators AU - American Association of Motor Vehicle Administrators TI - SAFE AT ANY SPEED PY - 2001 VL - 6 IS - 4 SP - p. 15-20 AB - This article discusses the technology available to make roads safer and reduce traffic accidents. Technologies presented include Smart Ideas, especially the Intelligent Vehicle Initiative (for example, adaptive cruise control, rear collision avoidance, and truck rollover prevention); Smart Roads, particularly the smart road in Southwestern Virginia which will be used to test weather, pavement interactions with weather, highway lighting, and advanced communications systems; Smart Simulators; Smart Anklets, used to restrict an impaired driver from operating his/her car, while allowing his/her family to operate it; and Smart Cameras. In addition, smart highway systems, which will not be developed for years, are described. KW - Adaptive control KW - Automated highway systems KW - Cameras KW - Communications KW - Crash avoidance systems KW - Cruise control KW - Experimental roads KW - Impaired drivers KW - Intelligent vehicles KW - Lighting KW - Pavements KW - Prevention KW - Rear end crashes KW - Rollover crashes KW - Sanctions KW - Simulation KW - Smart anklets KW - Technology KW - Traffic crashes KW - Traffic safety KW - Trucks KW - Weather UR - https://trid.trb.org/view/714687 ER - TY - JOUR AN - 00821200 JO - Move PB - American Association of Motor Vehicle Administrators AU - Webb, M I AU - American Association of Motor Vehicle Administrators TI - THE 3 RS: PUTTING A STOP TO REPEAT DUI OFFENDERS PY - 2001 VL - 6 IS - 3 SP - p. 20-24 AB - This article discusses drunk driver repeat offenders. It notes the hardship these drivers cause, how little they are punished for the deaths they incur, and possible means to stop their drunk driving. The Mothers Against Drunk Driving (MADD) propose a program with three components - restrictions on driving, restitution sanctions, and recovery provisions. They relate that it usually takes a full year, at least, for an alcoholic in recovery to stop drinking, so, driving restrictions should suspend the driver's license for a full year. KW - Alcoholism KW - Countermeasures KW - Driver licenses KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Medical treatment KW - Mothers Against Drunk Driving KW - Sanctions KW - Suspensions KW - Traffic crashes UR - https://trid.trb.org/view/714680 ER - TY - JOUR AN - 00821191 JO - Home & Away (Indianapolis Edition) PB - Automobile Association of America AU - Strongman, T AU - Automobile Association of America TI - HUE ARE YOU PY - 2001 VL - 22 IS - 4 SP - p. 32 AB - This article discusses the colors of automobiles. It notes that automobile colors can have an impact on traffic safety, as some colors (especially white) are more visible than other (usually darker) colors. In addition, the colors that individuals choose for their cars might say something about the personality types of the individuals. KW - Automobiles KW - Color KW - Personality KW - Traffic safety KW - Visibility UR - https://trid.trb.org/view/714675 ER - TY - RPRT AN - 00821055 AU - General Motors Corporation TI - PROTECTING OUR FUTURE. SPECIAL REPORT: AFRICAN AMERICAN SEAT BELT SAFETY PY - 2001 SP - 12 p. AB - The United Automobile Workers (UAW) and General Motors (GM), along with the National Safe Kids Campaign (NSKC) and the National Association for the Advancement of Colored People (NAACP), are working together to distribute valuable safety information and 2.5 million dollars in car seats, free to families in need. This booklet presents some information on the following: Black leaders support for seat belt use; a letter from Dr. David Satcher, Assistant Secretary for Health and Surgeon General; the Meharry Medical College seat belt study; the National Conference of Black Mayors, Inc., Resolution #7 in support of seat belt use by African Americans; the NAACP, UAW and GM car seat giveaway program; the GM and NSKC partnership to enhance child passenger safety; a close encounter - one family's brush with tragedy; and a safe kids' fact sheet. KW - African Americans KW - Child restraint systems KW - General Motors Corporation KW - National Association for the Advancement of Colored People KW - National Safe Kids Campaign KW - Safety campaigns KW - Safety education KW - Seat belts KW - United Automobile Workers UR - https://trid.trb.org/view/712598 ER - TY - RPRT AN - 00821052 AU - National Highway Traffic Safety Administration TI - GETTING TO SCHOOL SAFELY: THE FIVE KEY DANGERS KIDS FACE; THE TOP TEN STEPS TO KEEP KIDS SAFE PY - 2001 SP - 2 p. AB - This leaflet presents and comments on the five key dangers kids face in getting to school safely. Briefly, these are (1) lack of seat belt and child safety seat use, (2) busy streets, unsafe motorists, (3) low bicycle helmet use, (4) school bus stops, and (5) school drop-off zones. The second page of this leaflet presents the top ten steps to keep kids safe on the way to school. These concern motor vehicles, pedestrians, bicycles, school buses, and school drop-off zones. KW - Bicycle helmets KW - Brochures KW - Bus stops KW - Child restraint systems KW - Pedestrian safety KW - Safety KW - School children KW - School zones KW - Seat belts UR - https://trid.trb.org/view/712595 ER - TY - RPRT AN - 00821172 AU - University of Michigan Transportation Research Institute TI - CONTRIBUTION OF THE AUTOMOTIVE INDUSTRY TO THE U.S. ECONOMY IN 1998: THE NATION AND ITS FIFTY STATES PY - 2001 SP - 62 p. AB - The automotive industry is the largest manufacturing industry in the United States. No other single industry is linked to as much of U.S. manufacturing or generates as much retail business and employment. This study describes the economic and social contributions of the automotive industry to the U.S. economy and to the economies of the fifty states and the District of Columbia. The automotive industry in this study includes companies that make, sell, or service (under warranty) new passenger cars and light-duty trucks in the United States. KW - Automobile industry KW - Automobiles KW - Economic benefits KW - Economic impacts KW - Light trucks KW - Manufacturing KW - Social benefits KW - United States UR - http://ntl.bts.gov/lib/18000/18000/18028/PB2001106327.pdf UR - https://trid.trb.org/view/712666 ER - TY - JOUR AN - 00817832 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Tsuji, Masafumi AU - Shirato, Ryota AU - Furusho, Hiroshi AU - Akutagawa, Kiyoshi AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - ESTIMATION OF ROAD CONFIGURATION AND VEHICLE ATTITUDE BY LANE DETECTION FOR A LANE-KEEPING SYSTEM PY - 2001 SP - p. 45-51 AB - abstract pending KW - Automatic steering control KW - Image processing KW - In vehicle sensors KW - Road markings UR - https://trid.trb.org/view/694150 ER - TY - JOUR AN - 00817834 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Choi, Jae Weon AU - Fang, Tae Hyun AU - Kim, Young Ho AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - REMOTE-CONTROLLED VEHICLE PLATOONING VIA STATE ESTIMATION IN A COMMUNICATION NETWORK PY - 2001 SP - p. 59-65 AB - abstract pending KW - Merge control KW - Traffic platooning UR - https://trid.trb.org/view/694152 ER - TY - JOUR AN - 00817830 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Burgett, August AU - Miller, Robert J AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - A NEW PARADIGM FOR REAR-END CRASH PREVENTION DRIVING PERFORMANCE PY - 2001 SP - p. 11-18 AB - abstract pending KW - Crashes KW - Driving UR - https://trid.trb.org/view/694148 ER - TY - JOUR AN - 00817829 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - LeBlanc, David J AU - Kiefer, Raymond J AU - Deering, Richard K AU - Shulman, Michael A AU - Palmer, Melvin D AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - FORWARD COLLISION WARNING : PRELIMINARY REQUIREMENT FOR CRASH ALERT TIMING PY - 2001 SP - p. 1-9 AB - abstract pending KW - Crash avoidance systems UR - https://trid.trb.org/view/694147 ER - TY - JOUR AN - 00817836 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Uehara, Naohisa AU - Kai, Koichi AU - Honma, Shinichi AU - Takahara, Toshiyuki AU - Akasu, Masahira AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - HIGH RELIABILITY COLLISION AVOIDANCE RADAR USING FM-PULSE DOPPLER METHOD PY - 2001 SP - p. 73-78 AB - abstract pending KW - Crash avoidance systems KW - Radar UR - https://trid.trb.org/view/694154 ER - TY - JOUR AN - 00817843 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Shahine, Ghassan E AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - SYSTEM SPECIFICATIONS OF AN AFFORDABLE AREA, HIGHWAY, OR ROUTE SPECIFIC INCIDENT ALERTING SYSTEM USING RDS PY - 2001 SP - p. 129-134 AB - abstract pending KW - Driver information systems KW - Radio Data System Traffic Message Channel UR - https://trid.trb.org/view/694161 ER - TY - JOUR AN - 00817839 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Kobayashi, Kazuyuki AU - Sugishita, Shigenori AU - Watanabe, Kajiro AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - MAP RECONSTRUCTION IN THE INDOOR ENVIRONMENT FOR THE PURPOSE OF AUTONOMOUS VEHICLE USING LASER RADAR PY - 2001 SP - p. 101-106 AB - abstract pending KW - Automated guided vehicle systems KW - Data fusion UR - https://trid.trb.org/view/694157 ER - TY - JOUR AN - 00817840 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Odagiri, Kei AU - Kobayashi, Kazuyuki AU - Watanabe, Kajiro AU - Umino, Hideo AU - Numata, Nakaho AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - DEVELOPMENT OF ACTIVE CONTOUR EXTRACTION FOR AUTONOMOUS VEHICLE LANE DETECTION AT OUTDOOR ENVIRONMENT PY - 2001 SP - p. 107-112 AB - abstract pending KW - Image processing KW - Persons with disabilities KW - Road markings UR - https://trid.trb.org/view/694158 ER - TY - JOUR AN - 00817831 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Yamamura, Yoshinori AU - Tabe, Masahiko AU - Kenehira, Minoru AU - Murakami, Takuya AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - DEVELOPMENT OF AN ADAPTIVE CRUISE CONTROL SYSTEM WITH STOP-AND-GO CAPABILITY PY - 2001 SP - p. 37-43 AB - abstract pending KW - Adaptive control KW - Cruise control UR - https://trid.trb.org/view/694149 ER - TY - JOUR AN - 00817833 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Higashida, Hirofumi AU - Nakamura, Ryuichi AU - Hitotsuya, Masaki AU - Honda, Kanako F AU - Shima, Nobukazu AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - FUSION SENSOR FOR AN ASSIST SYSTEM FOR LOW SPEED IN TRAFFIC CONGESTION USING MILLIMETER-WAVE RADAR AND AN IMAGE RECOGNITION SENSOR PY - 2001 SP - p. 53-57 AB - abstract pending KW - Cameras KW - Data fusion KW - In vehicle sensors KW - Millimeter wave devices KW - Millimeter waves UR - https://trid.trb.org/view/694151 ER - TY - JOUR AN - 00817835 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Amada, Kenji AU - Kobayashi, Kazuyuki AU - Watanabe, Kajiro AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - PLATOONING REAR VEHICLE CONTROL USING VEHICLE-TO-VEHICLE COMMUNICATION PY - 2001 SP - p. 67-71 AB - abstract pending KW - Traffic platooning KW - Vehicle to vehicle communications UR - https://trid.trb.org/view/694153 ER - TY - JOUR AN - 00817837 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Garthe, E A AU - Mango, N K AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - CONFLICTING USES OF DATA FROM PRIVATE VEHICLE DATA SYSTEMS PY - 2001 SP - p. 79-92 AB - abstract pending KW - Crashes KW - Information processing KW - Security UR - https://trid.trb.org/view/694155 ER - TY - JOUR AN - 00817844 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Motz, Phil AU - Wills, Arch AU - Hersberger, Jill AU - Laur, Mike AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - MOBILE MULTI MEDIA OPEN COMPUTING PLATFORM PY - 2001 SP - p. 135-151 AB - abstract pending KW - Mobile computing UR - https://trid.trb.org/view/694162 ER - TY - JOUR AN - 00817841 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Chiang, Dean P AU - Brooks, Aaron M AU - Weir, David H AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - AN EXPERIMENTAL STUDY OF DESTINATION ENTRY WITH AN EXAMPLE AUTOMOBILE NAVIGATION SYSTEM PY - 2001 SP - p. 113-123 AB - abstract pending KW - Automobile navigation systems KW - Human factors UR - https://trid.trb.org/view/694159 ER - TY - JOUR AN - 00817842 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Shahine, Ghassan E AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - ANALYSIS OF VEHICLE SPEED MEASUREMENT USING MAGNETIC LOOPS PY - 2001 SP - p. 125-127 AB - abstract pending KW - Loop detectors KW - Motor vehicles KW - Speed KW - Traffic speed KW - Vehicle detectors UR - https://trid.trb.org/view/694160 ER - TY - JOUR AN - 00817838 JO - Intelligent Vehicle Initiative (IVI) technology and navigation systems PB - National Highway Traffic Safety Administration AU - Kawashima, Aoi AU - Kobayashi, Kazuyuki AU - Watanabe, Kajiro AU - National Highway Traffic Safety Administration AU - Nissan Jidosha Kabushiki Kaisha AU - Fujitsu Kabushiki Kaisha AU - Pusan Taehakkyo AU - Hosei Daigaku. Kogakubu AU - Mitsubishi Denki Kabushiki Kaisha AU - Garthe Associates AU - Hosei Daigaku AU - Dynamic Research, Incorporated AU - University of Michigan, Ann Arbor AU - Delphi Delco Electronics Systems TI - IMPLEMENTATION OF HUMAN-LIKE DRIVING FOR AUTONOMOUS VEHICLE PY - 2001 SP - p. 95-100 AB - abstract pending KW - Advanced vehicle control systems KW - Image processing UR - https://trid.trb.org/view/694156 ER - TY - CONF AN - 00814803 AU - Look, Horace AU - Abdulhai, Baher AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - ACCIDENT RISK ASSESSMENT USING MICROSIMULATION FOR DYNAMIC ROUTE GUIDANCE PY - 2001 SP - 31 p. AB - Under Intelligent Transportation Systems (ITS), dynamic route guidance systems (DRG) provide routing information to motorists based on current traffic conditions on a network. Not enough attention however, has been given to the impact of such dynamic routing decisions on the overall safety of the network in terms of the predicted number of accidents. The objectives of this paper are to investigate the variation of network-wide accidents caused by traffic redistribution subject to various levels of DRG market penetration and to examine the potential of a new safety-enhanced route guidance system (SRG). A microsimulation model was developed and integrated with a set of accident prediction models for links and intersections. This integrated model was utilized to collect pertinent flow information on a network every five minutes and quantified the accident potential for both links and intersections. These accident estimates were plotted against time to produce an accident profile that could describe the instantaneous change of accident occurrence during a given period of peak traffic. This accident profile together with the average travel time calculated by the model, could be used to explain the relationships between DRG market penetrations and the number of network-wide accidents. The integrated simulation model was also applied to enhance DRG by suggesting routes with the fewest estimated accidents. The accident profiles for various SRG market penetrations were also produced to examine the SRG impact on network-wide accidents. Key findings from traffic simulations were presented which were followed by detailed discussions and conclusions U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Crashes KW - Risk assessment KW - Route guidance KW - Simulation UR - https://trid.trb.org/view/689852 ER - TY - CONF AN - 00814825 AU - Krishnan, Hariharan AU - Gibb, Scott AU - Steinfeld, Aaron AU - Shladover, Steven E AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - REAR END COLLISION WARNING SYSTEM : DESIGN AND EVALUATION VIA SIMULATION PY - 2001 SP - 22 p. AB - This paper addresses the design and evaluation of the effectiveness of an innovative rear-end collision warning system, by means of which an equipped vehicle stopped in traffic can flash its brake lights and/or CHMSL (center high mounted stop lamp) to warn the driver of a following vehicle that is approaching too rapidly. The crash scenario involves a Lead Vehicle Not Moving (LVNM) in one lane of a straight dry, paved arterial road. The following vehicle is approaching in the same lane. The LVNM has a rear-facing sensor and is equipped with the rear crash warning system. Since this is a complex problem, the scope was narrowed and it was assumed that the driver of the following vehicle always detected the warning after a response time lag and then applied hard braking. The warning algorithm was designed (i.e. selecting the most appropriate warning distance for each approaching vehicle speed) based on trade-offs to maximize the capability of preventing crashes, reduce frequency of nuisance alarms, and minimize severity of crashes. The overall measures of effectiveness of the warning design were then evaluated for a vehicle speed distribution representing a suburban arterial road U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Crash avoidance systems KW - In vehicle sensors UR - https://trid.trb.org/view/689886 ER - TY - CONF AN - 00814830 AU - Fellendorf, Martin AU - Vortisch, Peter AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - VALIDATION OF THE MICROSCOPIC TRAFFIC FLOW MODEL VISSIM IN DIFFERENT REAL-WORLD SITUATIONS PY - 2001 SP - 9 p. AB - This paper presents the possibilities of validating the microscopic traffic flow simulation model VISSIM, both on a microscopic and a macroscopic level. VISSIM implements a psycho-physical car-following model and thus provides a very realistic driving behavior. The complex model offers, but also requires, many model parameters that can be calibrated using measurement data from driving experiments. Some examples of how certain parameters influence driving behavior are given by comparing a simulated approach-and-following-process with records from a probe vehicle. The model parameters can be adjusted to reflect different traffic situations. As examples, the model is validated using measurement data taken from a German freeway and from a US freeway, where driver behavior as well as traffic regulations are substantially different U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Car following KW - Freeways KW - Simulation KW - Traffic flow UR - https://trid.trb.org/view/689890 ER - TY - CONF AN - 00814826 AU - Abdulhai, Baher AU - Pringle, Rob AU - Karakoulas, Grigoris J AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - REINFORCEMENT LEARNING FOR ITS : INTRODUCTION AND A CASE STUDY ON ADAPTIVE TRAFFIC SIGNAL CONTROL PY - 2001 SP - 12 p. AB - The ability to exert real-time, adaptive control of transportation processes is arguably the core of many Intelligent Transportation Systems (ITS) decision support tools. Reinforcement learning, an artificial intelligence (AI) approach undergoing development in the machine-learning community, appears to offer some key advantages in this regard. The ability of a control agent to directly learn the relationships between control actions and their effect on the environment while pursuing a goal is seen as a distinct improvement over the use of pre-specified models of the environment. Such pre- specified models are a prerequisite of conventional control methods and their accuracy is usually a limiting factor in the performance of control agents. This paper contains a brief introduction to Q- learning, a conceptually simple yet potentially powerful reinforcement learning algorithm, and presents a case study involving application to the problem of traffic signal control. Encouraging results of application to an isolated traffic signal, particularly under variable traffic conditions, are presented. A broader research effort, now underway, is outlined, including extension to coordinated linear and network signal systems and integration with dynamic route guidance. The objective of this broader program involves the optimal control of traffic under a variety of congestion conditions across a two- dimensional road network, a challenging task for more conventional traffic signal control methodologies U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Adaptive control KW - Artificial intelligence KW - Traffic control KW - Traffic signals UR - https://trid.trb.org/view/689887 ER - TY - CONF AN - 00814829 AU - Brown, Timothy L AU - Lee, John D AU - McGehee, Daniel V AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - VALIDATION OF AN ATTENTION-BASED MODEL OF DRIVER PERFORMANCE IN REAR- END COLLISION SITUATIONS PY - 2001 SP - 19 p. AB - This paper demonstrates the validation of a model of the driver that was developed to help address issues concerning the prevalence of rear-end collisions. The model validated here is the implementation longitudinal control of a vehicle based on Gibson's Field Theory of driving. It was found that the field-theoretic models of the driver could be successfully implemented to examine longitudinal control. It was also determined that this implementation of the field-theoretic model could accurately predict most of the findings from a more traditional simulator approach to examining collision situations. This model was able to predict difference not only as to the outcome of the situation, but also with regard to the process used by the driver to reach that outcome. This model of driving was not perfect however, and there were several areas where the model could not produce results that matched the simulator study. Overall, the field- theoretic approach to modeling was able to produce valid and accurate predictions of driver performance in terms of both process and outcome. This field-theoretic model of the driver will provide a valuable tool for examining a wide range of issues that are not necessarily limited to rear-end collisions U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Crashes KW - Driving KW - Longitudinal control KW - Simulation UR - https://trid.trb.org/view/689889 ER - TY - RPRT AN - 00810974 AU - National Highway Traffic Safety Administration TI - CHILD PASSENGER SAFETY WEEK - FEBRUARY 11-17, 2001. 4 STEPS FOR KIDS. USE CHILD SAFETY SEATS FOR KIDS UP TO 80 POUNDS AND MAKE SURE THEY'RE BUCKLED IN RIGHT! PY - 2001 SP - 8 p. AB - This pamphlet was prepared for the Buckle Up America Child Passenger Safety Week, February 11-17, 2001, campaign. The message it conveys is to encourage parents and caregivers to have their child safety seats inspected and follow the four essential steps to protect children in motor vehicles. Portions of this pamphlet can be copied and posted on bulletin boards or distributed. KW - Brochures KW - Campaigns KW - Child restraint systems KW - Promotion KW - Publicity UR - https://trid.trb.org/view/679613 ER - TY - CONF AN - 00806575 AU - Chen, Mei AU - Chien, Steven I J AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - DYNAMIC FREEWAY TRAVEL TIME PREDICTION USING PROBE VEHICLE DATA : LINK-BASED VS. PATH-BASED PY - 2001 SP - 14 p. AB - Short-term travel time prediction is very important to real time traveler information and route guidance systems. Various methodologies have been developed for dynamic travel time prediction. However, most of the existing studies presume that path travel time is the simple addition of travel times on the consisting links. Through simulation it is shown that, under recurrent traffic condition, direct measuring of path travel time rather than adding link travel times could generate a more accurate prediction. Factors that would have an impact on the prediction accuracy are analyzed U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Freeways KW - Probe vehicles KW - Traffic estimation KW - Travel time UR - https://trid.trb.org/view/675737 ER - TY - CONF AN - 00806581 AU - Ullman, Gerald L AU - Dudek, Conrad L AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - EFFECT OF ROADWAY GEOMETRICS AND LARGE TRUCKS ON VARIABLE MESSAGE SIGN READABILITY PY - 2001 SP - 20 p. AB - One of the most critical aspects of a variable message sign (VMS) is that the sign provide a legibility distance that meets or exceeds the required reading distance by a driver. Whereas the VMS design itself dictates the maximum legibility distance that is possible from a given sign, the distance at which it can be truly seen by motorists is dependent upon a number of external factors. In this paper researchers present mathematical models to evaluate the influences of the following three types of VMS viewing constraints: Crest vertical curves; Horizontal curves where roadside obstructions may be present; and Roadways carrying a significant number of large trucks U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Human factors KW - Variable message signs UR - https://trid.trb.org/view/675739 ER - TY - CONF AN - 00806590 AU - Burdette, Debra AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - AN EVALUATION OF ADVANCED PARKING INFORMATION SYSTEMS AT AIRPORTS PY - 2001 SP - 26 p. AB - The goal of this research was to develop criteria to assist in implementing an advanced parking information system using ITS technologies for communicating real-time parking information to airport users. A review of current literature and previous research was conducted to become familiar with issues related to airport parking and advanced parking information systems. To fill in gaps from the literature reviewed, officials from airports with existing and planned systems were contacted and interviewed via telephone. Using information gathered from literature reviewed and airport interviews, guidelines for implementing an API system at an airport were developed U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Airports KW - Parking guidance systems UR - https://trid.trb.org/view/675744 ER - TY - CONF AN - 00806592 AU - Cutler, Marc R AU - Cahill, Susan AU - Proussaloglou, Kimon E AU - Jeannotte, Krista L AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - AN EVALUATION OF THE DEPLOYMENT OF ADVANCED TRAVELER INFORMATION SYSTEMS (ATIS) IN THE MINNEAPOLIS/ST. PAUL METROPOLITAN REGION PY - 2001 SP - 25 p. AB - The Orion Program is the deployment of ITS technologies by the Minnesota Department of Transportation (Mn/DOT) in the Minneapolis-St. Paul region. This paper presents the evaluation findings for two ATIS projects: Ramp Queue Wait Signs and the Traveler Information Center (TIC). In each case, the evaluation includes empirical field data and customer market research. Ramp Queue Wait Signs were posted near the entrances to metered freeway ramps to provide drivers with information on the length of the queue at the meter in order to increase consumer satisfaction with the quality of traveler information, and provide information which could inform route choice. The Traveler Information Center (TIC) is intended to add value to regional traveler information services by providing it in a customized, route-specific basis available via telephony and Internet-based services. The TIC was evaluated by means of before and after consumer market research, and field travel time runs intended to assess the accuracy of TIC data U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Advanced traveler information systems KW - Ramp metering KW - Real time information KW - Route choice UR - https://trid.trb.org/view/675746 ER - TY - CONF AN - 00806631 AU - MacCarley, C Arthur AU - Mattingly, Stephen P AU - McNally, Michael G AU - Moore, James E AU - Mezger, Daniel B AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - LESSONS LEARNED FROM THE IRVINE INTEGRATED FREEWAY RAMP METERING / ARTERIAL ADAPTIVE SIGNAL CONTROL FIELD OPERATIONAL TEST PY - 2001 SP - 20 p. AB - A systematic evaluation of the performance and effectiveness of a Field Operational Test (FOT) of an integrated corridor-level adaptive control system was attempted from fall 1994 through spring 1999 in the City of Irvine, California. The FOT involves an integrated Advanced Transportation Management System (ATMS) which extends the capabilities of existing traffic management systems in the City of Irvine and in Caltrans District 12. The evaluation originally entailed both a technical performance assessment and a comprehensive institutional analysis. This report of the Irvine Field Operation Test presented here does not constitute a technical evaluation due to the failure of any of the planned technologies to be successfully implemented in the field. Due to the extended time frame associated with the project and the significant range of technical and institutional issues associated with the development and eventual failure of the FOT, a summary of project development, institutional barriers, and lessons learned is provided U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Advanced traffic management systems KW - Socioeconomic factors KW - Technology assessment UR - https://trid.trb.org/view/675771 ER - TY - CONF AN - 00806644 AU - Oh, Heung-Un AU - Sisiopiku, Virginia P AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - A MODIFIED ALINEA RAMP METERING MODEL PY - 2001 SP - 26 p. AB - This study suggests the introduction of a new strategy for upstream monitoring, as a basis for ramp metering control. The new ramp metering strategy proposed in this paper is MALINEA, and is a modified version of ALINEA, an existing ramp metering strategy. After the study of parameters, MALINEA was constructed as a mathematical and macroscopic flow model and was verified using field data. MALINEA was tested as a feedback control and ramp metering model using Monte Carlo simulation. Comparisons of MOEs (measures of effectiveness) obtained from simulation runs of MALINEA and ALINEA under similar conditions showed that MALINEA demonstrates superior performance. Therefore MALINEA was introduced as a new ramp metering strategy with good potential U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Feedback control KW - Ramp metering KW - Simulation KW - Traffic flow UR - https://trid.trb.org/view/675778 ER - TY - CONF AN - 00806649 AU - Teng, Hualiang AU - Falcocchio, John C AU - Lapp, Floyd AU - Price, Glen A AU - Prassas, Stratos AU - Kolsal, Altan AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - PARKING INFORMATION AND TECHNOLOGY FOR A PARKING INFORMATION SYSTEM PY - 2001 SP - 34 p. AB - Parking information systems are being developed in the U.S. for improving parking difficulty and reducing traffic congestion. The study on the preference of parking information and technology is sparse, however. The objective of the study presented in this paper is to identify what are the parking information items that are needed for the technologies of web site and roadside display, who would like to have these information available, and what are the comparison between these two technologies with others. To identify the parking information and technology needs, a survey was conducted to collect data on parkers' demographic and trips characteristics. Based on these data, the ANOVA method was employed to determine the rank of the information items for the technologies of web site and roadside display. The user profiles of these technologies were also identified based on developed binary logit and ordered probit models. Selected technologies for parking information were classified into two groups those for pretrip and those for en-route, and they were surveyed in the study U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Parking guidance systems KW - Travel behavior UR - https://trid.trb.org/view/675780 ER - TY - CONF AN - 00806544 AU - Liu, Hongchao AU - Kuwahara, Masao AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - AN APPROACH ON NETWORK TRAFFIC SIGNAL CONTROL UNDER THE REAL-TIME AND OVERSATURATED FLOW CONDITION PY - 2001 SP - 12 p. AB - Signalized intersections with more than one over-saturated approach present a challenge for traffic engineers when determining the most appropriate apportion of the green time to each approach. This paper applies queuing theory analysis and mathematical approximation techniques to formulate the signal timing problem for oversaturated intersections as a dynamic linear programming model. The objectives of this study was to develop a real-time optimization model which could most effectively allocate the green time to each approach of a signalized intersection under any traffic condition. In this paper, we present an interesting and effective approach which deals with the problem following a so called inverse cause-and-effect procedure. In the formulation model, the traffic flows are presented as smoothed cumulative functions as if there were no interruption from the signals. Instead of optimizing some specific intersections, the objective is to maximize the total vehicular output from the network subject to prevailing capacity and operational constraints. Then, the optimized value of departure flow rate (effect) is converted to the value of split (cause) according to their interrelation. The expected benefit from this research comes from its ability to constantly modify the value of splits to most effectively accommodate changing traffic conditions over the network U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Real time control KW - Traffic control KW - Traffic signals UR - https://trid.trb.org/view/675716 ER - TY - CONF AN - 00806566 AU - Chiu, Yi-Chang AU - Huynh, Nhan AU - Mahmassani, Hani S AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - DETERMINING OPTIMAL LOCATIONS FOR VARIABLE MESSAGE SIGNS UNDER STOCHASTIC INCIDENT SCENARIOS PY - 2001 SP - 28 p. AB - This paper introduces a framework for finding an optimal set of locations to install a given a number of VMS (variable message signs) in a traffic network. Of particular interest is the planning problem of strategically locating a limited number of VMS to maximize their expected benefit under a variety of traffic incident situations that are not known a priori. Due to the randomness in demand patterns and incident characteristics combined with the complexity of the associated traffic and behavior dynamics, one seeks a solution that is optimal in the sense of minimizing a long run expectation of the system costs. The framework is formulated as a bilevel stochastic integer programming model. The model is constructed as a nested optimization problem in which there are two levels of decision-making. The upper level represents that of a planning agency wanting to evaluate a potential strategy and the lower level represents that of a traffic network capable of carrying out those strategies. The upper level seeks to minimize the total user travel time taken as an expectation over the space of stochastic incidents. A tabu search algorithm is employed at the upper level to generate potential solutions, which are then evaluated at the lower level by solving the user equilibrium dynamic traffic assignment (DTA) problem via simulation. To demonstrate the applicability of the proposed formulation, a solution algorithm is implemented to determine an optimal set of locations for installing VMS in the Fort Worth network. The results underscore the complex dynamics of traffic flow and tripmakers' travel behavior in the presence of real-time information especially in regard to VMS-induced diversions. Important factors affecting the solution include demand, network structure, VMS compliance rate and incidence characteristics U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Planning KW - Simulation KW - Traffic assignment KW - Variable message signs UR - https://trid.trb.org/view/675731 ER - TY - CONF AN - 00806568 AU - Lee, Young-Ihn AU - Hwang, Jun-Hwan AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - DEVELOPMENT OF A LOGIT-BASED INCIDENT DETECTION ALGORITHM FOR URBAN STREETS PY - 2001 SP - 13 p. AB - A logit-based incident detection algorithm for urban streets is developed. Incidents, temporary events that reduce the capacity of roadway segments and cause delays, are a major cause of urban roadway congestion. The performance of the proposed algorithm, California algorithm, and neural network technique were evaluated on the basis of their operating characteristic curves. The evaluation results revealed that the proposed algorithm can identify incidents more effectively than other models. Detection rate (DR) and false alarm rate (FAR) of the proposed model are 96.3%, and 5.3% respectively, and at all levels of DR and FAR, the proposed algorithm is superior to the California algorithm and neural network. Test results with the proposed algorithm show that the area of uncertainty decreases when the incident index is applied. The distribution curves of the proposed algorithm are almost separated so that most of the incident could be detected accurately U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Arterial highways KW - Automatic incident detection UR - https://trid.trb.org/view/675733 ER - TY - CONF AN - 00806570 AU - Sayed, Riaz AU - Eskandarian, Azim AU - Oskard, Mort AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - DRIVER DROWSINESS DETECTION USING ARTIFICIAL NEURAL NETWORKS PY - 2001 SP - 13 p. AB - This paper presents a method for detecting drowsiness/sleepiness in drivers. This method is based on an artificial neural network (ANN). The ANN observes the steering angle patterns and classifies them into drowsy and non-drowsy driving intervals. Most of the driver drowsiness detection systems are based on the analysis of physical and/or physiological signals from the drivers body such as EEG data, eye movements, driver body movements, and body conditions like heart rate blood pressure and body temperature. Sensing these signals require devices that are highly obtrusive and unreliable under certain environmental conditions. We present a drowsiness detection method which relies on signals from the vehicle only and thus presents no obstruction to the driver. An ANN was trained and tested. The training and testing data were obtained from a previous experiment in a driving simulator driven by twelve drivers, each under different levels of sleep deprivation. The network classifies driving intervals into drowsy and non-drowsy intervals with high accuracy U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Driver monitoring KW - Neural networks UR - https://trid.trb.org/view/675735 ER - TY - CONF AN - 00806595 AU - KIM, WONKYU AU - Park, Kwangho AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - A FRAMEWORK FOR THE MICROSCOPIC TRAFFIC SIMULATION : SYSTOLIC PARALLEL PROCESSING APPROACH PY - 2001 SP - 15 p. AB - This paper presents a new approach for microscopic traffic simulation to solve dynamic traffic assignment problems. The approach employs a mixed method of real-time microscopic traffic simulation and off-line route optimization. The fundamental approach to the simulation is systolic parallel processing based on autonomous agent modeling. Agents continuously act on their own initiatives and access to database to get the status of the simulation world. Various agents are defined in order to populate the simulation world. In particular existing models and algorithms were incorporated in designing the behavior of relevant agents such as car-following model and headway distribution. Simulation is based on predetermined routes between centroids that are computed off-line by a optimal path-finding algorithm. Iterating the cycles of optimization-then-simulation, the proposed system will provide a practical and valuable traffic assignment. Gangnam-Gu district in Seoul is selected for the target area for the modeling. It is expected that real time traffic assignment services can be provided on the Internet within 3 years U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Parallel processing KW - Simulation KW - Traffic assignment UR - https://trid.trb.org/view/675748 ER - TY - CONF AN - 00806598 AU - Wall, Z AU - Sanchez, R AU - Dailey, Daniel J AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - A GENERAL AUTOMATA CALIBRATED WITH ROADWAY DATA FOR TRAFFIC PREDICTION PY - 2001 SP - 20 p. AB - The authors present a microscopic model of traffic flow with the intent of using the model in conjunction with real-time loop inductance loop data to predict downstream traffic volumes and speeds. The model is calibrated so that the output of the model and the observed loop data match in a least squares sense. The model parameters are determined using a line search on a least squares cost function with a Newton's method update and a finite difference differential approximation. Once the model is calibrated, the output of the model is experimentally validated using observed roadway data. The differentiating feature of this work is the manner in which the loop inductance data is used to calibrate and validate the microscopic model parameters and the consequential predictive ability of the model. Past work in the literature does not use historical data calibrate model parameters in an iterative process, whereas the present work optimizes the model parameters using real traffic data from a variety of conditions U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Loop detectors KW - Simulation KW - Traffic estimation KW - Traffic flow UR - https://trid.trb.org/view/675750 ER - TY - CONF AN - 00806618 AU - Takyi, Isaac K AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - INTEGRATION CHALLENGES OF INTELLIGENT TRANSPORTATION SYSTEMS IMPLEMENTATION IN TRANSIT AGENCIES PY - 2001 SP - 24 p. AB - This paper examines the goals and benefits of ITS integration and discusses the institutional, operational and technical barriers in achieving them. It attempts to balance the often-competing project goals of cost and schedule efficiency with broad organizational goals of ease of maintenance and coordinated management. It uses data obtained from interviews of ITS project managers in large systems such as Chicago Transit Authority, Kings County (Seattle) Metro, New Jersey Transit, and New York City Transit and medium and small-sized systems such as Montgomery County, Maryland and Ann Arbor, Michigan. The paper provides lessons for project managers as well as the transit industry as the ITS community is approaching widespread testing and implementation of data and communication standards that enable open exchange of information between and among transit and traffic institutions. This contributes to the debate of mandating ITS standards and/or requiring ITS projects to demonstrate consistency with the national system architecture U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Advanced public transportation systems KW - Electronic data interchange KW - Planning KW - Standards UR - https://trid.trb.org/view/675765 ER - TY - CONF AN - 00806620 AU - Tan, Amy AU - Timmermans, Harry J P AU - Vries, Bauke de AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - INTERACTIVE COMPUTER EXPERIMENTS IN VIRTUAL REALITY : ISSUES AND PROSPECTS PY - 2001 SP - 12 p. AB - We discuss here on how to employ virtual reality in setting up interactive computer experiments as a means to probe the attitudes motivations, reasoning and principles underlying travel decision- making. Modeling travel patterns has remained a difficult problem in urban planning recently made even more complex by transportation modelers attempts to incorporate aspects of human decision making in a traffic demand forecast methodology. There is a need for experimental methods to elicit and not to simply hold constant many factors related to decisions. The importance of choice as processes rather than an event implies the need for tracking, gaming-simulation, and experimentation. Virtual reality promises greater possibilities of achieving these objectives. However, a corresponding added dimension of difficulty is added to the design of this relatively new approach of interactive experiments in transport research. As the emphasis is on the internal psychological processes that people utilize to anticipate or rehearse what will eventually be their behavior in moving through an environment, we are basing our design of the human memory prosthesis on research findings and insights derived from studies about how humans behave in the recall of everyday activities. Issues of designing a practical virtual reality system and prospects of more in-depth investigation of respondents behavior in the new medium will be expanded U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Travel behavior KW - Virtual reality UR - https://trid.trb.org/view/675767 ER - TY - CONF AN - 00806652 AU - Adler, Jeffrey L AU - Blue, Victor J AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - PRINCIPLED NEGOTIATION AND MULTIAGENT TRANSPORTATION MANAGEMENT AND INFORMATION SYSTEMS PY - 2001 SP - 24 p. AB - Optimally routing vehicles over time and space is a central theme within real-time traffic management. This paper explores the application of a distributed artificial intelligence multiagent system that uses principled negotiation to improve dynamic routing and traffic management within roadway networks. On the demand side vehicles of individual drivers are equipped with intelligent route guidance systems capable of seeking and acquiring knowledge and assisting the traveler in developing trip itineraries. Real-time control over the transportation network is accomplished through an agent-based distributed hierarchy of system operators. Traveler information is gathered and disseminated by information service providers. Through pre-trip and en-route principled negotiation between agents, network performance is enhanced from the point of view of both drivers and system operators. The paper also demonstrates how this view of traffic management complements and builds upon the National ITS Architecture U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Artificial intelligence KW - Real time control KW - Routing KW - Traffic control UR - https://trid.trb.org/view/675782 ER - TY - CONF AN - 00806557 AU - Hellinga, Bruce AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - COMPARATIVE ASSESSMENT OF AVI TAG MATCHING ALGORITHMS FOR ESTIMATING VEHICLE TRAVEL TIMES PY - 2001 SP - 24 p. AB - This paper examines the computational complexity associated with three candidate AVI tag matching algorithms that could be used to obtain individual vehicle travel time data in real-time. These algorithms are suitable for application to a linear roadway facility using transponder tags that do not have programmable memory. Analytical expressions are derived to estimate the worst-case and average computational load associated with each algorithm. A simulation is performed to test the validity of the assumptions made in these derivations, and also to perform a sensitivity analysis on several key system parameters, including the rate of flow of AVI equipped vehicles, the mean travel time between tag reader stations, the coefficient of variation of travel time, and the proportion of vehicles that pass the upstream tag readers U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Automatic vehicle identification KW - Computer algorithms KW - Traffic estimation KW - Transponders KW - Travel time UR - https://trid.trb.org/view/675722 ER - TY - CONF AN - 00806564 AU - Li, Yue Irene AU - Waller, S Travis AU - Ziliaskopoulos, Athanasios K AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - A DECOMPOSITION SCHEME FOR DYNAMIC TRAFFIC ASSIGNMENT MODELS PY - 2001 SP - 18 p. AB - Many models have been proposed in the literature for solving dynamic traffic assignment (DTA) problems. While various solution procedures have been developed for certain of these formulations, the approaches are often computationally expensive. In this paper, a solution algorithm is developed for the linear programming model for DTA by applying the Dantzig-Wolfe decomposition scheme. The algorithm takes advantage of the special structure within the constraint set of the problem. It solves a minimum-cost-flow problem as the sub-problem and a restricted optimization as the master. It is demonstrated that this is more efficient than using mathematical programming solvers that are commercially available. The algorithm is tested on an example network and the performance is presented U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Computer algorithms KW - Traffic assignment UR - https://trid.trb.org/view/675729 ER - TY - CONF AN - 00806593 AU - Bose, Arnab AU - Ioannou, Petros AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - EVALUATION OF THE ENVIRONMENTAL EFFECTS OF INTELLIGENT CRUISE CONTROL (ICC) VEHICLES PY - 2001 SP - 25 p. AB - Intelligent Cruise Control (ICC) vehicles are already commercially available in Japan and should be ready for the North American market by next year. Though ICC controllers are local and string stable however, it is not clear how these vehicles perform environmentally. In this paper we show that ICC vehicles can accurately track a lead vehicle and attenuate position errors generated by the lead vehicle during smooth transients. Furthermore, the smooth response of ICC vehicles designed for human factor considerations filters out traffic disturbances caused by rapid acceleration transients. Such ICC vehicle properties have beneficial air pollution and fuel consumption effects that are significant when the manual vehicles perform aggressive rapid acceleration maneuvers. These results are obtained using Pipes human driver vehicle following model which models the slinky type effects observed in today's manual driving. In this paper the response of the Pipes model is compared with that of human drivers. It is observed that Pipes model gives a smooth approximation of human driver response during the presence of transients. We have demonstrated using simulations that the fuel consumption and pollution levels present in manual traffic can be reduced during rapid acceleration transients by 28.5% and 1.5%-60.6% respectively due to the presence of 10% semi- automated vehicles U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Cruise control KW - Energy consumption KW - Environmental impacts UR - https://trid.trb.org/view/675747 ER - TY - CONF AN - 00806602 AU - Pagano, Anthony M AU - Metaxatos, Paul AU - King, Mark AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - HOW EFFECTIVE ARE COMPUTER-ASSISTED SCHEDULING AND DISPATCHING SYSTEMS IN PARATRANSIT? : RESULTS FROM A SAMPLE OF OPERATORS PY - 2001 SP - 25 p. AB - Although a number of computer assisted scheduling and dispatching (CASD) systems have been implemented, few implementation processes have been observed and methodically described. This paper documents the relevant experiences through a survey of paratransit operators across the country and provides insights into the processes used problems encountered and benefits and costs experienced in implementing CASD systems. Half of the operators do not use major features of their new CASD system. Operators have noted gains in efficiency, effectiveness and quality, with some reporting significant changes, but on the whole, pre- and post- implementation comparisons do not show the kind of dramatic efficiency changes operators have hoped for. Moreover, training efforts are likely to become a lightning rod for discontent as the staff transitions to the new system, and management should make every effort to ensure that funding and time are allocated for training as early as possible. In addition, vendors and funding agencies must allow for custom reports to be added to the initial pricing model, and that separate, focused training is provided for management U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Benefit cost analysis KW - Education and training KW - Information processing KW - Paratransit services KW - Scheduling UR - https://trid.trb.org/view/675754 ER - TY - CONF AN - 00806648 AU - Teng, Hualiang AU - Falcocchio, John C AU - Qi, Yi AU - Lapp, Floyd AU - Price, Glen A AU - Prassas, Stratos AU - Kolsal, Altan AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - PARKING DIFFICULTY AND PARKING INFORMATION NEEDS FOR OFF-STREET SPACES IN THE CBD PY - 2001 SP - 30 p. AB - As an ITS component, parking information systems have been deployed to alleviate parking difficulty. There is a void, however, in investigating the parking difficulty and its relationship with parking information, which is needed for justifying the implementation of a parking information system. This paper presented an investigation of impact of levels of parking information on parking difficulty, with the development of ordered probit models. By varying the level of parking information, the reduction in parking difficulty was quantified. The study presented in this paper is actually one part of a project. A survey was conducted in the project to collect data about parking difficulty and information and technology needs. The relationship between parking difficulty and information levels was presented in this paper, while the parking information and technology needs were presented in other papers U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Parking guidance systems UR - https://trid.trb.org/view/675779 ER - TY - CONF AN - 00806560 AU - Barr, Lawrence AU - Najm, Wassim AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - CRASH PROBLEM CHARACTERISTICS FOR THE INTELLIGENT VEHICLE INITIATIVE PY - 2001 SP - 30 p. AB - The Volpe Center has been providing technical support to the Federal Highway Administration of the U.S. Department of Transportation (DOT) under the Intelligent Vehicle Initiative (IVI) program. As part of this effort, a comprehensive study of highway vehicle run-off-road crashes, rear-end collisions, lane change collisions, and intersection/crossing path collisions has been completed for the following four vehicle platforms: light, commercial, transit, and specialty vehicles. This is the first study in which detailed statistical descriptions of the major crash types have been provided for each of the four vehicle platforms as defined in the IVI. The study provides a better understanding of crash avoidance opportunities using intelligent vehicle safety systems U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Crash avoidance systems KW - Crashes KW - Intelligent Vehicle Initiative KW - Vehicle dynamics UR - https://trid.trb.org/view/675725 ER - TY - CONF AN - 00806561 AU - Golob, Thomas F AU - Regan, Amelia C AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - CVO PERSPECTIVES ON THE USEFULNESS OF VARIOUS SOURCES OF TRAFFIC INFORMATION PY - 2001 SP - 30 p. AB - The objective of this research is to understand how trucking companies perceive the benefits of traditional and advanced traveler information sources. There is considerable interest in identifying the appropriate public sector role for investments in real-time traveler information sources. Managers in charge of the California operations of more than 1,100 private and for-hire trucking companies were asked to evaluate the usefulness of various sources of traffic information. These evaluations were collected on ordinal scales, and nonlinear canonical correlations analysis models were computed to simultaneously link company characteristics and perceptions of the value of information sources for dispatchers and for drivers. In addition, perceptions of the benefits of a set of improved sources of accurate, up-to-the- minute traffic information were examined. The results show how segments of the trucking industry value different sources of traffic information U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Advanced traveler information systems KW - Commercial vehicle operations KW - Marketing KW - Trucking UR - https://trid.trb.org/view/675726 ER - TY - CONF AN - 00806584 AU - Kuhne, Reinhart D AU - Schick, Peter AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - THE EFFECTS OF CORRIDOR CONTROL SYSTEMS UPON TRAFFIC FLOW PY - 2001 SP - 21 p. AB - The paper analyzes the effects of corridor control systems on traffic flow by recording and evaluating traffic data along a series of typical corridor-controlled segments. Based upon a comparison with segments without corridor control systems and with the help of before and after statements with respect to traffic flow, the effects on freeway performance can be provided. A case study of traffic analysis of a freeway-segment in the vicinity of Munich, Germany, is reported. Along this corridor there have been detected remarkable effects which can be generalized forming a promising basis for comprehensive investigations U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Freeway management systems KW - Highway capacity KW - Variable message signs UR - https://trid.trb.org/view/675740 ER - TY - CONF AN - 00806588 AU - Abdelghany, Khaled AU - Abdelghany, Ahmed F AU - Mahmassani, Hani S AU - Abdelfatah, Akmal S AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - EVALUATING BUS PREEMPTION STRATEGIES AT SIGNALIZED INTERSECTIONS USING A MULTI-MODAL DYNAMIC NETWORK ASSIGNMENT-SIMULATION METHODOLOGY PY - 2001 SP - 34 p. AB - Bus preemption at signalized intersections is evaluated in the context of its potential network-level effects, including changes in traffic pattern due to driver reassignment, as well as modal shifts by travelers to take advantage of improved transit service. The performance assessment is conducted using a multi-modal dynamic traffic assignment-simulation model. The model dynamically assigns travelers to the different modes and routes in the network according to prevailing traffic conditions, which result from applying a certain network control/bus preemption scheme. Three different bus preemption strategies are considered: phase extension, red truncation, and phase advance. A set of simulation experiments is performed to compare these strategies considering two different assignment scenarios: single-mode assignment and multi-mode assignment. The results of these experiments highlight the importance of considering reassignment and potential modal shifts in evaluating traffic network performance under different control schemes, especially when these schemes are expected to affect the modal split in the network such as bus preemption U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Adaptive control KW - Simulation KW - Traffic assignment KW - Traffic signal preemption UR - https://trid.trb.org/view/675743 ER - TY - CONF AN - 00806607 AU - Golob, Thomas F AU - Regan, Amelia C AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - IMPACTS OF INFORMATION TECHNOLOGY ON PERSONAL TRAVEL AND COMMERCIAL VEHICLE OPERATIONS : RESEARCH CHALLENGES AND OPPORTUNITIES PY - 2001 SP - 45 p. AB - Travel, like many other aspects of daily life is being transformed by the information technology revolution. Accessibility can no longer be measured only in terms of travel time, distance or generalized travel cost. Information technology gives people virtual accessibility to a rapidly growing range of activities. E-commerce has become a catalyst for structural changes in the freight transportation industry and is changing where freight moves, the size of typical shipments and the time within which goods must be delivered. In this paper we explore some of the potential effects of information technology on transportation, both personal and freight U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Commercial vehicle operations KW - Information systems KW - Internet KW - Telecommunications KW - Trucking UR - http://www.uctc.net/papers/572.pdf UR - https://trid.trb.org/view/675757 ER - TY - CONF AN - 00806608 AU - Hu, Kang AU - Skehan, Sean AU - Gephart, Rex AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - IMPLEMENTING A SMART TRANSIT PRIORITY SYSTEM FOR METRO RAPID BUS IN LOS ANGELES PY - 2001 SP - 14 p. AB - The City of Los Angeles Department of Transportation (LADOT), in collaboration with the Los Angeles County Metropolitan Transportation Authority (MTA), has successfully implemented an advanced Transit Priority System (TPS) project for buses along two major transit corridors in the Los Angeles Region. The TPS project is a critical element of the Metro Rapid Bus Demonstration Program jointly developed by LADOT and MTA. The purpose of the Metro Rapid Bus program is to provide frequent and high quality bus services connecting the terminus of the Metro Subway Red Line to major destinations in the outlining areas. The TPS project serves to improve the on-time performance of the Metro Rapid Bus by adjusting the signal timing at intersections for buses as their approach is detected. The TPS can also be used to assist bus fleet management in tracking individual buses and recording the travel time for each run U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Buses KW - Traffic signal preemption UR - https://trid.trb.org/view/675758 ER - TY - CONF AN - 00806638 AU - Fancher, Paul S AU - Bareket, Zevi AU - Bogard, Scott AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - MODELING DRIVER BEHAVIOR USING MIND'S EYE COORDINATES PY - 2001 SP - 14 p. AB - This paper is aimed at providing concepts suitable for use in modeling and understanding the driving process. Attention is focused on modeling driver-control of forward speed and the range-gap between vehicles. The structure of the model is based upon psychological concepts associated with knowledge-, rule-, and skill-based behavior. The model uses variables representing features of the forward scene as projected onto the driver's retina. These variables are referred to as minds eye coordinates. For example, driver perceptual-motor skills, as used in increasing or decreasing speed, are expressed by variables associated with looming effects for moving and stationary objects as well as streaming effects associated with passing nearby stationary objects. Inequalities expressed in terms of mind's eye coordinates are used in the model to identify signs that indicate to the driver which control rule to choose in various driving situations. The driving situations include closing on a slower moving vehicle, following a preceding vehicle, braking in response to preceding vehicle deceleration, and accelerating. Examples are presented showing how the model works and comparing its predicted results with measured manual driving performance in situations involving the control of the range- gap to a preceding vehicle. Conceptual reasoning, employing combined physical and psychological concepts is used to address issues associated with model validation U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Driving KW - Simulation UR - https://trid.trb.org/view/675775 ER - TY - CONF AN - 00806639 AU - Jou, Yow-Jen AU - Lo, Shih-Ching AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - MODELING OF NONLINEAR STOCHASTIC DYNAMIC TRAFFIC FLOW PY - 2001 SP - 15 p. AB - Most dynamic flow models are developed under deterministic assumptions or simple linear models. Although these models can describe dynamic phenomena, they can not adopt a variance of the real world. However in the developing trend of intelligent transportation system (ITS) operators have to understand and accurately predict traffic flow so as to predict, evaluate and manage the performance of both present and future systems. Thus, a model capable of describing variant traffic phenomena, which encompasses both nonlinearity and stochasticity, is necessary. This study is formulates nonlinear stochastic dynamic traffic flow models based on conventional macroscopic models, the nonlinear terms are decomposed by polynomials to reduce the complexity of models. Then, the equation is introduced to convert the deterministic model to a stochastic one. Also, considered herein is the traffic flow model with diffusion effect U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Traffic estimation KW - Traffic flow UR - https://trid.trb.org/view/675776 ER - TY - CONF AN - 00806543 AU - Ervin, Robert D AU - MacAdam, Charles AU - Vayda, Alan AU - Anderson, Eric AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - APPLYING THE SAVME DATABASE OF INTER-VEHICLE KINEMATICS TO EXPLORE THE NATURAL DRIVING ENVIRONMENT PY - 2001 SP - 17 p. AB - A method of roadside measurement has been developed for creating permanent "track files" that quantitatively capture the vehicle trajectories and intervehicular relationships that prevail in normal driving. Beginning with digital video images from cameras mounted on telescoping towers, the data are processed to produce one track file for each vehicle that passes through the measurement site. Combined into a relational database, the state and control variables of each vehicle are augmented with range, range- rate, and azimuth angles that relate each vehicle to all others that coexist in the file at each time increment. Vehicle length and width are also imputed, together with instantaneous lane positions and the state of any signal phase that is influencing the ambient traffic. Thus defined, the dataset provides rather complete documentation of the "kinematic truth" of natural vehicular motion within the traffic environment. The paper presents sample results from a first production run of this technique covering 30,500 vehicles over 18 hours of operation on a 5-lane arterial street. Example queries of the database are shown for stereotypical maneuver types, including the flying pass, dispersal of a queue, and left turn across oncoming traffic. The overall measurement method is believed to open up a vast new range of inquiry into the normal driving process and the potential impact that new driver assistance technologies may have on how the vehicle is controlled in the presence of others U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Driving KW - Image processing KW - Vehicle dynamics UR - https://trid.trb.org/view/675715 ER - TY - CONF AN - 00806545 AU - Mirchandani, Pitu B AU - Knyazyan, Anna AU - Head, K Larry AU - Wu, Wenji AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - AN APPROACH TOWARDS THE INTEGRATION OF BUS PRIORITY AND TRAFFIC ADAPTIVE SIGNAL CONTROL PY - 2001 SP - 12 p. AB - This paper addresses the integration of adaptive traffic signal control and bus priority. When one refers to bus priority, several possible approaches are used for giving more "weight" to the buses: (1) passive priority, when signal timings are set, ahead of time, so that buses incur fewer delays, (2) active priority, where buses are detected at approaches to the intersection and phases are extended started early, added or omitted to accommodate the bus, and (3) "optimization-based" priority where the current state of the system is estimated and the signals are changed as per active priority schemes. The work reported here is related to last approach where the signals are set based on real-time optimization of the phasing that considers all the vehicles on the network, as well as the buses, the passenger counts in the buses, and the schedule status (is the bus late, on time, early, etc.) of the buses. The architecture for phase optimization is based on the RHODES traffic adaptive signal control system developed at the University of Arizona U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Adaptive control KW - Traffic signal preemption KW - Traffic signals UR - https://trid.trb.org/view/675717 ER - TY - CONF AN - 00806567 AU - Baniak, John AU - Ross, Nancy A AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - THE DEVELOPMENT AND EVOLUTION OF THE I-95 CORRIDOR COALITION : THINK REGIONALLY, ACT LOCALLY PY - 2001 SP - 30 p. AB - This case study explores the evolution of the I-95 Corridor Coalition a "virtual" organization created in 1993 by twenty-six Northeastern transportation agencies. New approaches were needed to solve complex transportation problems prevalent in this twelve-state corridor. Recognizing the need to increase the capacity of existing systems through improved management and operations, these autonomous agencies formed a coalition to coordinate their use of Intelligent Transportation Systems (ITS), and received USDOT "Priority Corridor" funds to enable this effort. Now in its eighth year, the Coalition has faced many management challenges by developing creative approaches for structure, funding, program development, administration, and decision-making processes. The Coalition's program evolved from studying technical issues to field-testing solutions to direct support of individual agency deployment plans. The importance of advocating for technical standards increased; information exchange continued to be valuable, especially for regional coordination of traffic operations and for education and training U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Intelligent transportation systems KW - Intelligent transportation systems programs KW - Policy UR - https://trid.trb.org/view/675732 ER - TY - CONF AN - 00806569 AU - Lin, Shiow-Min AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - A DISTRIBUTED OPTIMUM SIGNAL SCHEME FOR DYNAMIC TRAFFIC CONTROL PY - 2001 SP - 28 p. AB - The development of the proposed distributed optimum signal scheme (DOSS) prototype for network-wide signal optimization is to demonstrate the capability of overcoming the deficiencies found in the existing 3-GC (third generation control) strategies. DOSS solves the generally recognized network-wide signal optimization problem using an algorithm based entirely on dynamic programming. It has been shown that the solution algorithm developed is more computationally efficient without compromising global optimality. In addition, a heuristic search procedure has been developed. It can significantly reduce the computation and still generate comparable results. Both solution algorithms have been implemented and evaluated in a simulation testing environment, and the simulation results indicate significant improvements compared to a well-timed fixed-time control and an actuated signal. DOSS fully exploits a microscopic simulation technology. It is designed to provide a feasible computational framework applicable to dynamic traffic control (DTC) in conjunction with Advanced Traffic Management Systems (ATMS) and Advanced Traveler Information Systems (ATIS) U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Advanced traffic management systems KW - Simulation KW - Traffic control KW - Traffic signals UR - https://trid.trb.org/view/675734 ER - TY - CONF AN - 00806597 AU - Ervin, Robert AU - Bogard, Scott AU - Fancher, Paul AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - GAINING AWARENESS OF IMPENDING CONFLICT IN A VEHICLE STRING : CONSIDERING AUTOMOTIVE RADAR THAT SEES AHEAD OF THE VEHICLE AHEAD PY - 2001 SP - 17 p. AB - A database of empirical driving measurements is employed in computing the situation-awareness benefit of a driver assistance function that uses the ability of radar to detect targets several-deep in a string of vehicles ahead in the same lane. The database has resulted from a new roadside video imaging method that has yielded the complete X-Y trajectories, state response variables, and intervehicular motion relationships of some 30,500 vehicles on a segment of 5-lane arterial street. Having compiled these data as a relational database, queries were run for detecting all cases in which a string of three vehicles is disturbed by a conflict that arises in the leading vehicle pair. Computations reveal, through distributions of the actual motion responses, the larger time cushion that would be available if any following driver in a string became aware of an impending headway conflict as soon as it develops ahead of the preceding vehicle. Results show the value to the following driver that might accrue from a crash warning function that employs such anticipatory detection. The results indicate that the threat of rear-end crashes in vehicle strings could be mitigated by driver assistance devices that sense range and range-rate relationships several-deep in the string. Since most modern radar technologies have some degree of this capability but do not use it, the results encourage the development of crash warning applications that would be based upon the look-ahead feature. U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Crash avoidance systems KW - In vehicle sensors KW - Radar KW - Vehicle dynamics UR - https://trid.trb.org/view/675749 ER - TY - CONF AN - 00806599 AU - Jung, Soojung AU - Haghani, Ali AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - A GENETIC ALGORITHM FOR THE TIME-DEPENDENT VEHICLE ROUTING PROBLEM PY - 2001 SP - 30 p. AB - In this paper, we formulate a mathematical model for the Time- Dependent Vehicle Routing Problem (TDVRP) and propose a Genetic Algorithm (GA) for solving it. The formulation of the problem considers multiple vehicles with different capacities, pick-up or delivery demands with soft time-windows, real-time service requests and real-time variations in travel times between demand nodes. The objective in this paper is to minimize the total cost that consists of the routing cost, the fixed cost for using the vehicles and the customer inconvenience costs. The paper presents a mixed integer linear programming formulation of the TDVRP. Like other combinatorial problems, to solve the TDVRP exactly, a significant amount of processing time is required. We propose a genetic algorithm to solve the problem. We test the proposed GA on some test problems and compare the GA results with the exact solutions for small test problems. We also compare the GA results with the Lower Bounds that are obtained for the solution of the larger size problems U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Computer algorithms KW - Routing UR - https://trid.trb.org/view/675751 ER - TY - CONF AN - 00806619 AU - Huang, Ruihong AU - Peng, Zhong-Ren AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - AN INTEGRATION OF NETWORK DATA MODEL AND ROUTING ALGORITHMS FOR ONLINE TRANSIT TRIP PLANNING PY - 2001 SP - 27 p. AB - Algorithms for transit network analysis are much less developed than those for highway networks. With the growing demand for online transit information services and trip itinerary planning, there is a great need for efficient path finding algorithms. Many existing algorithms are based on shortest path algorithms for highways. But a path finding algorithm for transit network is much more complex than that for a highway network because it is determined by transit schedules and involves transfers. This paper presents routing algorithms for online trip itinerary planning on transit networks, including forward searching (from origin to destination with known trip start time) backward searching (from destination to origin with expected arrival time), and minimal transfer paths. The algorithms take into account unique characteristics of the transit network such as schedule variations of time of day and days of the week, multiple bus routes on the same street, walk time of a transfer. A transit network topology has been developed that was based on a relational database structure to increase network-searching efficiency U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Computer algorithms KW - Geographic information systems KW - Public transit KW - Routing UR - https://trid.trb.org/view/675766 ER - TY - CONF AN - 00806624 AU - Van Houte, Ron AU - Malenfant, J E Louis AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - ITS ANIMATED LED SIGNALS ALERT DRIVERS TO PEDESTRIAN THREATS PY - 2001 SP - 16 p. AB - An ITS animated LED signal designed to alert drivers to the presence of pedestrians crossing in front of them was evaluated at the exit to an indoor parking garage and a midblock crosswalk location. Directional microwave detectors were used to detect the presence and direction of pedestrians. The signal consisted of a pair of animated 'eyes' positioned between two pedestrians symbols. The sign indicated the presence of a pedestrian, the direction the pedestrian was crossing, and a specific request to look via the search eyes display. The signal increased yielding at both locations and was associated with reduced conflicts U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Light emitting diodes KW - Microwave detectors KW - Pedestrian detectors KW - Safety KW - Traffic signals UR - https://trid.trb.org/view/675768 ER - TY - CONF AN - 00806653 AU - Bochner, Brian AU - Stockton, Bill AU - Burke, Dock AU - Harrison, Robert AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - A PROTOTYPE SOUTHERN BORDER FACILITY TO EXPEDITE NAFTA TRUCKS ENTERING THE UNITED STATES PY - 2001 SP - 24 p. AB - This paper is based on a Texas Senate Bill initiative to examine the possibility of expediting current port of entry processing of commercial vehicles entering the U.S. from Mexico. The paper describes the basic prototype plan and operational concept proposed for northbound commercial border inspection stations with automated processing. The prototype would use the International Trade Data System (ITDS) currently under development by the U.S. federal inspection agencies. This database would use Intelligent Transportation Technologies to link ITDS and the inspection process. This combination of a consolidated electronic database and appropriate Intelligent Transportation System (ITS) technologies can significantly reduce border crossing delays by most commercial vehicles without compromising the processes required by the federal and state agencies responsible for interdiction and law enforcement. The prototype also includes a state vehicle safety inspection facility that the State of Texas has committed to operate to implement state and federal safety inspection requirements U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Automated clearance KW - Commercial vehicle operations KW - Customs administration KW - Safety KW - Trucking UR - https://trid.trb.org/view/675783 ER - TY - CONF AN - 00806551 AU - Misener, James A AU - Thorpe, Chuck AU - Ferlis, Robert AU - Hearne, Ron AU - Siegal, Mel AU - Perkowski, Joe AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - BENEFITS ESTIMATION OF SENSOR-FRIENDLY VEHICLE AND ROADWAY COOPERATIVE SAFETY SYSTEMS PY - 2001 SP - 24 p. AB - An analysis was performed to estimate the potential national costs and benefits of cooperative vehicle and roadway measures to enhance the effectiveness of driver assistance systems. These cooperative measures - query-response communication system, light emitting diode brake light messaging, radar cross section paint striping modifications, fluorescent paint for lane and other marking applications, passive amplifiers on license plates, spatial tetrahedral arrays of reflectors, in-vehicle corner cubes - are briefly described, along with assumptions were made regarding performance. For the example lane departure case, the incremental nationwide effectiveness over an autonomous collision avoidance system is estimated and monetized. This will generally be determined with respect to annual crash reduction savings, although the technique used allows other mobility benefits to be considered. The marginal benefits of providing each sensor friendly technology were then calculated and aggregated across the various IVI services so that a total marginal benefit was determined for each technology. Complementing this method has been established to estimate the magnitude of at- and near- intersection LVNM crashes for these technologies. Together, these methods illustrate national benefits across all crash types (the three-step process) and a more focused means to estimate benefits for a particular crash type (rear end collisions at or near intersections) - and provide a composite approach to the problem U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Benefit cost analysis KW - Driver support systems KW - In vehicle sensors KW - Intelligent Vehicle Initiative KW - Safety UR - https://trid.trb.org/view/675721 ER - TY - CONF AN - 00806563 AU - He, Rachel R AU - Ran, Bin AU - Choi, Keechoo AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - DECISION SUPPORT SYSTEM FOR VALUE PRICING STRATEGIES ON I-394 CORRIDOR NETWORK PY - 2001 SP - 35 p. AB - The rapid evolution of ITS technologies presents more and more specific requirements for dynamic network modeling. Conversely implementation of dynamic models is becoming more and more important for the design and evaluation of ITS. Dynamic transportation network models can be considered for various ITS applications, such as value pricing studied in the paper. Implementation of value pricing on a network may result in reduced congestion, improved productivity of transportation network and reduced emissions. Substantial revenues can also be generated to finance highway construction and maintenance. We use a stochastic dynamic transportation network model with Monte Carlo simulation and the Method of Successive Averages to evaluate value pricing strategies for I-394 corridor network, which is a feasible decision support system U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Decision support systems KW - Road pricing KW - Simulation UR - https://trid.trb.org/view/675728 ER - TY - CONF AN - 00806565 AU - Thill, Jean-Claude AU - Rogova, Galina AU - Yan, Jun AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - DELAY MODELING FOR CORRIDOR-LEVEL BENEFITS EVALUATION OF VMS DEPLOYMENTS PY - 2001 SP - 28 p. AB - This paper presents the delay model that sits at the core of the ITSOAM (Intelligent Transportation Systems Options Analysis Model) evaluation framework of many ITS elements. For the sake of the exposition, the model is described in the context of the evaluation of a variable message sign (VMS) deployment along a freeway corridor. The scenario that is assumed here is that of an incident (accident or vehicle disablement) that occurs on the freeway and reduces capacity. The same model can serve to handle other types of disrupting events such as road construction or a scheduled special event (e.g., a fair or football game) U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Benefit cost analysis KW - Special events KW - Variable message signs UR - https://trid.trb.org/view/675730 ER - TY - CONF AN - 00806601 AU - Seitz, Christofer G AU - Gilg, Sharon K AU - Hanson, John J AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - HIGHWAY GRADE CROSSING OFF-TRACK TRAIN DETECTION SYSTEM PY - 2001 SP - 37 p. AB - This paper provides an analysis of the EVA off-track train detection system, focusing on live train events, theory of operation and detailed functional data. It compares the performance of the EVA system to a traditional track circuit system, including advantages and disadvantages. Operational data have been accumulated for two years and four months and are summarized in this report U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Detectors KW - Railroad grade crossings UR - https://trid.trb.org/view/675753 ER - TY - CONF AN - 00806605 AU - Bham, Ghulam H AU - Benekohal, Rahim F AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - ILLISIM, A FAST HIGH FIDELITY TRAFFIC SIMULATION MODEL BASED ON CELLULAR AUTOMATA AND CAR-FOLLOWING CONCEPTS PY - 2001 SP - 22 p. AB - A fast high fidelity cell based traffic simulation model (ILLISIM) has been developed for simulation of high volume of traffic on a large network. Simple algorithms and efficient use of computational resources makes the model run faster making it suitable for real time traffic simulation. The model formulation uses concepts of cellular automata (CA) and car-following (CF) models. But it is more detailed than CA models with realistic acceleration and deceleration behavior of vehicles. A dual-regime constant acceleration model has been used that requires minimal calculation as compared to long and detailed models used in CF models. Realistic driver behavior is considered using preferred time headway (TP). A computationally efficient car- following logic has been developed as well. Space is discretized and is utilized to develop percent space occupancy (SO) as an alternative to density and percent time occupancy (TO). Integer values are used to make the model run faster U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Car following KW - Simulation KW - Traffic flow UR - https://trid.trb.org/view/675755 ER - TY - CONF AN - 00806614 AU - Gold, David L AU - Turner, Shawn M AU - Gajewski, Byron J AU - Spiegelman, Clifford AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - IMPUTING MISSING VALUES IN ITS DATA ARCHIVES FOR INTERVALS UNDER 5 MINUTES PY - 2001 SP - 8 p. AB - Previous studies at the Texas Transportation Institute (TTI) have indicated that missing data values (i.e., non-response) are a common occurrence with intelligent transportation system (ITS) data archives. Non-response in ITS data archives should be addressed if analysts wish to utilize the full potential of their archives. In this paper, the authors describe several methods for imputing non-response in traffic volumes occurring in intervals under five minutes. Traffic volume data from the TransGuide traffic monitoring system in San Antonio is used to develop and test the imputation methods U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Automatic vehicle monitoring KW - Databases KW - Traffic estimation KW - TransGuide (Program : San Antonio, Texas) KW - Vehicle detectors UR - https://trid.trb.org/view/675762 ER - TY - CONF AN - 00806617 AU - Regan, Amelia C AU - Song, Jiongjiong AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - AN INDUSTRY IN TRANSITION : THIRD PARTY LOGISTICS IN THE INFORMATION AGE PY - 2001 SP - 25 p. AB - The third party logistics industry is currently undergoing a rapid transition. The main drivers of these changes are advances in information and communications technologies and the emergence worldwide of the so called "e-tailers or dot-coms". The advances in information technology (IT) make possible many new strategies and enable integration of the supply chain system. In addition, the new Internet-enabled companies are setting up shop quickly and in some cases outsourcing all of their logistics and transportation functions increasing the need for both logistics services and a wide variety of new product offerings. In this paper we provide a characterization of the industry and discuss past and future research opportunities U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Commercial vehicle operations KW - Information systems KW - Internet KW - Logistics KW - Trucking UR - http://www.uctc.net/papers/634.pdf UR - https://trid.trb.org/view/675764 ER - TY - CONF AN - 00806558 AU - Papelis, Yiannis AU - Ahmad, Omar AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - A COMPREHENSIVE MICROSCOPIC AUTONOMOUS DRIVER MODEL FOR USE IN HIGH- FIDELITY DRIVING SIMULATION ENVIRONMENTS PY - 2001 SP - 18 p. AB - Driving simulation is an invaluable tool for conducting driving- related research. In any virtual driving environment, autonomous traffic is necessary to complete the driver's experience. The higher the fidelity of a driving simulator, the more stringent are the requirements for the realistic appearance of autonomous traffic. Unfortunately, an increase in the fidelity, or the complexity, of the traffic simulation model does not always enhance the appearance of realism. In our experience with driving simulation applications, the number of behaviors exhibited by the autonomous driver models is the biggest factor in how observers rate the realism of the autonomous traffic, even when compared with a smaller number of high-fidelity or validated behaviors. Based on this feedback, we have developed a comprehensive driver model that focuses on breadth of behaviors and is founded on a software architecture that supports growth by providing a framework that allows progressive addition and improvement of behaviors U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Advanced vehicle control systems KW - Driving simulators UR - https://trid.trb.org/view/675723 ER - TY - CONF AN - 00806559 AU - MacCarley, C A AU - Hemme, Brian AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - A COMPUTER VISION DETECTION SYSTEM FOR NETWORK MODEL VALIDATION PY - 2001 SP - 18 p. AB - This paper describes the development and testing of a computer- vision-based traffic detection system capable of uniquely identifying vehicles in a traffic network from video images, and later re- identifying each vehicle at subsequent detection sites in the network. This capability permits deterministic validation of microscopic network flow models, origin-destination tables, and travel-time tables. The system is referred to as the Video-based Vehicle Signature Analysis and Tracking (V2SAT) System. Using video cameras are primary sensors, detection modules generate a numeric Video Signature Vector (VSV) for each vehicle, and transmit these to a central Internet- connected correlation computer via a public low-power wireless network. The correlation computer attempts to match vehicles, as represented by their VSVs, generated at successive detection sites to enable a real-time microscopic flow representation of the freeway network. Test results indicate a 93.6% accurate ability to correctly re-identify vehicles at successive sites. The tendency of the system to incorrectly match different vehicles at successive sites was measured at 0.0116% U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Automatic vehicle identification KW - Cameras KW - Computer vision KW - Technology assessment KW - Vehicle detectors UR - https://trid.trb.org/view/675724 ER - TY - CONF AN - 00806585 AU - Tavana, Hossein AU - Mahmassani, Hani S AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - ESTIMATION OF DYNAMIC ORIGIN-DESTINATION FLOWS FROM SENSOR DATA USING BI-LEVEL OPTIMIZATION METHOD PY - 2001 SP - 27 p. AB - Numerous methods have been proposed to estimate origin-destination (OD) flows from traffic counts. In most of the formulations, link-flow proportions play a key role, though often their dependence on the unknown demand flows is ignored. A few studies have addressed this problem in the static case. In this paper, a bi-level optimization method is used to address this problem to estimate time-dependent OD flows from on-line or archived traffic data. In the upper level the generalized least-squares estimation method is used and in the lower level the network equilibrium is satisfied. The proposed method is implemented as an internal module of a well-established dynamic traffic assignment simulation program (DYNASMART-P); hence it can also be used to improve the external consistency of the simulation. The performance of the procedure is investigated through a set of experiments performed on a test network under varying network congestion levels U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Simulation KW - Traffic assignment KW - Traffic estimation UR - https://trid.trb.org/view/675741 ER - TY - CONF AN - 00806637 AU - Dion, Francois AU - Hellinga, Bruce AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - A METHODOLOGY FOR OBTAINING SIGNAL COORDINATION WITHIN A DISTRIBUTED REAL-TIME NETWORK SIGNAL CONTROL SYSTEM WITH TRANSIT PRIORITY PY - 2001 SP - 31 p. AB - Real-time network signal controls offer the potential to provide delay benefits over traditional fixed time and actuated control. The SPPORT (Signal Priority Procedure for Optimization in Real-Time) model is a fully distributed heuristic rule-based signal control method that explicitly considers transit priority. While a distributed architecture enables the network control problem to be decomposed in such way that local controllers can optimize individual intersections it also prevents the explicit development of coordination along signalized corridors. In this case, coordination can only be achieved when local controllers are instructed to consider the timing plans of adjacent controllers, the vehicle departures from upstream adjacent intersections, and the projected vehicle arrivals at downstream adjacent intersections. This paper describes a coordination methodology that was developed for use within the SPPORT model to allow it consider traffic progression objectives. In this methodology specific considerations are given to coordination with downstream signal timings, downstream queues, downstream transit activities upstream signal timings, upstream queue spillback events, and upstream transit activities. An evaluation of the resulting model for a five- intersection arterial corridor with scenarios considering a range of traffic conditions finally shows the benefits that the application of the model can provide, particularly over fixed-time control U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Real time control KW - Traffic signal preemption UR - https://trid.trb.org/view/675774 ER - TY - CONF AN - 00806550 AU - Stowe, Robert AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - A BENEFIT/COST ANALYSIS OF INTELLIGENT TRANSPORTATION SYSTEM APPLICATIONS FOR WINTER MAINTENANCE PY - 2001 SP - 13 p. AB - This paper explores the feasibility of incorporating an intelligent transportation system (ITS) method to assist maintenance operations at a high accident location on Interstate 90 in Washington State. The section of I-90 is located near Vantage, Washington just east of the Columbia River and is under the jurisdiction of the Washington State Department of Transportation (WSDOT), North Central Region. A portion of this corridor is highly prone to ice and snow related accidents. Only that portion is addressed in this paper. It is proposed to address ice and snow related accidents by preventing the formation of ice on the roadway surface. The process explored by this paper is with anti-icing chemicals applied to the roadway surface by an automatic anti-icing system and the installation of a roadway weather information system (RWIS). This paper identifies the system costs cost savings due to accident prevention and calculates a benefit cost ratio U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Benefit cost analysis KW - Road weather information systems KW - Transportation operations UR - https://trid.trb.org/view/675720 ER - TY - CONF AN - 00806562 AU - Smith, Brian Lee AU - Scherer, William T AU - Hauser, Trisha A AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - DATA MINING TOOLS FOR THE SUPPORT OF TRAFFIC SIGNAL TIMING PLAN DEVELOPMENT PY - 2001 SP - 17 p. AB - Intelligent transportation systems (ITS) include large numbers of traffic condition sensors that collect enormous quantities of data. There is a great need for data mining tools that automate the analysis of this data to identify information that will directly assist in the improvement of traffic operations and control. This paper describes a research program that is investigating the application of statistical clustering and classification techniques to aid in the development of traffic signal timing plans. Specifically, a case study was conducted that illustrated that the use of k-Means Hierarchical Cluster Analysis can be used to identify temporal interval break points that support the design of a time-of-day (TOD) signal control system. The cluster analysis approach was able to utilize a high-resolution system state definition that takes full advantage of the extensive set of sensors deployed in a traffic signal system. Finally, the case study also demonstrated that a Classification and Regression Tree (CART) could be developed that can be used to automatically monitor the quality of TOD intervals as traffic conditions change through time. The results of this research indicate that advanced data mining techniques hold high potential to provide automated tools that assist traffic engineers in signal control system design and operations U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Databases KW - Traffic control KW - Traffic signals UR - https://trid.trb.org/view/675727 ER - TY - CONF AN - 00806576 AU - McCoy, Patrick T AU - Pesti, Geza AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - DYNAMIC LATE MERGE CONTROL CONCEPT FOR WORK ZONES ON RURAL INTERSTATE HIGHWAYS PY - 2001 SP - 17 p. AB - Conventional traffic control plans for lane closures of rural interstate normally work well as long as congestion does not develop. However, when the traffic demand exceeds the capacity of the work zone, queues may extend back passed the advance warning signs, often surprising approaching traffic and increasing the accident potential. Also, smooth and orderly merging operations may be lost as some drivers remain in the closed lane attempting to squeeze into the open lane at the head of queue while other drivers try to prevent drivers in the closed lane from passing them by straddling the centerline or traveling slowly in tandem with another vehicle in the closed lane. These erratic maneuvers tend to reduce the capacity of the merging operation and increase the accident potential and road rage among drivers. The Early Merge and Late Merge are two forms of merge control designed to deal with these problems. However, they also have operational characteristics that limit their effectiveness under both congested and uncongested traffic flow conditions. This paper examines the advantages and disadvantages of each approach. It then describes a new concept called the Dynamic Late Merge, which features the integration of the Late Merge and the conventional lane closure merge control based on real-time measurements of traffic conditions in advance of the lane closure U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Freeways KW - Merging control KW - Variable message signs KW - Work zone safety UR - https://trid.trb.org/view/675738 ER - TY - CONF AN - 00806591 AU - Hakkert, A Shalom AU - Gitelman, Victoria AU - Ben-Shabat, Eliah AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - AN EVALUATION OF CROSSWALK WARNING SYSTEMS PY - 2001 SP - 21 p. AB - A field experiment with a new type of uncontrolled pedestrian crossing is presented. The type includes systems for detecting pedestrians near the crosswalk zone and for warning drivers on pedestrian presence, by means of flashing lights embedded in the pavement adjacent to a marked crossing. The study aims to evaluate the safety impact of the device through the consideration of changes in road user behavior after system installation, and also to examine the operation under field conditions. Two variants of the device were involved, ARMS and Hercules, where each device was installed at two urban locations. The findings are that, under certain conditions, the system can bring about a reduction in vehicle speeds near the crosswalk zone; an increase in the rate of giving way to pedestrians; a significant reduction in vehicle-pedestrian conflicts in the crosswalk zone - to a rate of less than 1%; a reduction in the share of pedestrians crossing outside the crosswalk area - up to 10% U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Pedestrian detectors KW - Safety KW - Traffic signals UR - https://trid.trb.org/view/675745 ER - TY - CONF AN - 00806600 AU - Marca, James E AU - Rindt, Craig R AU - McNally, Michael G AU - Doherty, Sean AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - A GPS ENHANCED IN-VEHICLE EXTENSIBLE DATA COLLECTION UNIT PY - 2001 SP - 21 p. AB - The rapid advancement of technology has created the opportunity for applying new, powerful tools to transportation engineering problems but often the very speed of technological change hinders the adoption of these tools in a research environment. This paper documents the development of an extensible data collection unit (EDCU). The unit combines a standard GPS unit, a cellular data modem, and an embedded processor running the Linux operating system. The EDCU satisfies multiple functional requirements, due to the flexibility of its modular components and its full-powered operating system. The EDCU will serve the in-vehicle data collection needs of travel demand modelers and ITS researchers for the foreseeable future U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Automatic vehicle monitoring KW - Electronic equipment KW - Global Positioning System UR - https://trid.trb.org/view/675752 ER - TY - CONF AN - 00806606 AU - Lee, Young-Lee AU - Chon, Kyung Soo AU - Hill, David L AU - Desai, Nimish AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - IMPACT OF AVL SYSTEM ON SCHEDULE ADHERENCE FOR MTA BUS SYSTEM PY - 2001 SP - 29 p. AB - This paper presents the impact of the automatic vehicle location (AVL) system on schedule adherence and operators operational behavior. For the analysis, during the two sets of four weeks, one without AVL intervention and the other with AVL intervention, data was collected from the Mass Transit Administration (MTA) bus system in Baltimore MD. Among the many benefits of AVL systems, improvement in schedule adherence, and operators behavior after abnormal arrival are the main focus of this paper. While the operation ahead of schedule generates longer waiting time, it is easily adjusted by the operator's awareness of and their willingness to keep the schedule. Thus, arrival status at the next timepoints (after the early arrival occurs at the main timepoints), and link travel time between those two timepoints were carefully analyzed. As a result, an improvement in schedule adherence with AVL was demonstrated with a 99% confidence level, however, under current AVL intervention by the MTA, the schedule adherence and link travel time after the early arrival at the previous timepoint were not significantly improved U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Automatic vehicle location KW - Buses KW - Scheduling KW - Travel time UR - https://trid.trb.org/view/675756 ER - TY - CONF AN - 00806615 AU - Sun, Carlos AU - Ritchie, Stephen Graham AU - Oh, Seri AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - INDUCTIVE CLASSIFYING ARTIFICIAL NETWORK FOR VEHICLE TYPE CATEGORIZATION PY - 2001 SP - 22 p. AB - As transportation surveillance technology continues to advance, the measurement of more complete traffic information is becoming increasingly feasible. ICAN stands for Inductive Classifying Artificial Network and is used to conveniently describe a self- organizing feature map (SOFM) for vehicle type categorization using inductive signatures as input. Vehicle type categorization is the separation of vehicles into predefined classes and can be useful for improving transportation efficiency, cost, environmental sustainability, enforcement, safety, and education. ICAN mainly focuses on the challenging task of differentiating between two-axle vehicles such as passenger car, sports utility vehicle (SUV), van truck, and bus. This is in contrast to systems that classify according to the number of axles. One characteristic of ICAN is the simplicity of the 13 neuron 1-dimensional neural network, and the employment of a small training set of 13 signatures. The overall classification results of 87% (dataset 1) and 82% (dataset 2) for 7 categories coupled with consistent performance across all vehicle categories was significant and encouraging U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Automatic vehicle classification KW - Neural networks UR - https://trid.trb.org/view/675763 ER - TY - CONF AN - 00806630 AU - Skabardonis, Alexander AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - ITS BENEFITS : THE CASE OF TRAFFIC SIGNAL CONTROL SYSTEMS PY - 2001 SP - 19 p. AB - Signal timing optimization of existing systems, signal coordination and advanced traffic control, all have been proposed as components of ITS measures. However, quoted benefits are based on limited data. This paper presents the findings from the analysis of the impacts of signal control improvements based on a large number of real-world implemented projects. Three major types of signal control improvements were analyzed: optimization of existing signal timing plans, signal coordination, and traffic responsive control. The study quantified both the level of, and the factors affecting improvements in traffic performance U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Benefit cost analysis KW - Traffic control KW - Traffic signals UR - https://trid.trb.org/view/675770 ER - TY - CONF AN - 00806642 AU - Wei, Heng AU - Meyer, Eric AU - Lee, Joe AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - MODELS FOR ROUTE-CHOICE REFLECTING THE USE OF TRAVEL INFORMATION IN A VEHICLE-BASED MICROSCOPIC SIMULATION SYSTEM PY - 2001 SP - 14 p. AB - Advanced traveler information systems are anticipated to have significant impacts on driver behavior by disseminating routing information to drivers. Consequently, diversion of traffic between different routes might be resulted from drivers having more information available to them. To evaluate the impacts of traveler information through microscopic simulation, it is essential and critical to build route choice models that are expected to correctly represent the use of traveler information by various categories of drivers. Some related studies indicated that using shortest path guidance alone is unlikely to allow simulation algorithms to take the impact of real-time information on drivers route choice into account. Urban commuters' route choices are usually based on the perceived delay between actual arrival time and preferred arrival time (indifference band of route delay). In this paper, the authors attempt to build the structure of models for pre-trip and en route choices reflecting the effects of traveler information in a lane- vehicle-based microscopic simulation system. In the proposed models, a fuzzy set is used to represent the effect of an indifference band of route delay on the tendency for a specific category of drivers to change routes. Fuzzy sets are used to describe the reactions of drivers to traveler information with respect to their tendency to change routes U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Fuzzy logic KW - Fuzzy systems KW - Route choice KW - Simulation UR - https://trid.trb.org/view/675777 ER - TY - CONF AN - 00806650 AU - Jayakrishnan, R AU - Mattingly, Stephen P AU - McNally, Michael G AU - University of Toronto AU - University of California, Berkeley AU - California Department of Transportation AU - University of Toronto AU - Natural Sciences and Engineering Research Council Canada AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration AU - PTV AG TI - PERFORMANCE STUDY OF SCOOT TRAFFIC CONTROL SYSTEM WITH NON-IDEAL DETECTORIZATION : FIELD OPERATIONAL TEST IN THE CITY OF ANAHEIM PY - 2001 SP - 22 p. AB - The Split Cycle Offset Optimization Technique (SCOOT) is a signalized urban network traffic control system developed in the United Kingdom which has been implemented in many cities around the world over the last three decades. It has however not found wide application in the United States. A primary reason for this is the nature of the pavement vehicle detectors prevalent in the US, and the expected cost associated with placing new detectors if SCOOT were to be implemented. SCOOT requires detectors that measure the traffic leaving each intersection in the network, and uses the measurement for controlling the signals at the intersections the traffic travels to. On the other hand, most US networks typically have had actuated signal control at many intersection based on stop line detectors that use traffic arrivals at each intersection approach. Some US networks however have detectors placed for the purpose of running the UTCS control systems which are sufficiently upstream from the intersection stop-lines which can be used for the purposes of SCOOT. In this paper, we report the performance of SCOOT implemented in the City of Anaheim using the UTCS detectors, as part of a FHWA Field Operational Test (FOT). The UTCS detectors are a few hundred feet ahead of the intersection approach stop line and could partially substitute for the "departure" detectors that SCOOT requires. Such detectorization is admittedly non-ideal for SCOOT, and thus the interest was in finding out whether there was a possibility for the traffic performance to still be reasonably acceptable under SCOOT U1 - Transportation Research Board 80th Annual MeetingWashington,D.C. StartDate:20010107 EndDate:20010111 KW - Adaptive control KW - Loop detectors KW - Traffic control KW - Traffic signals KW - Vehicle detectors UR - https://trid.trb.org/view/675781 ER - TY - RPRT AN - 00824685 AU - Agent, K R AU - Pigman, J G AU - Steenbergen, L C AU - Pollack, S H AU - Kidd, P S AU - McCoy, C AU - University of Kentucky, Lexington AU - National Highway Traffic Safety Administration TI - EVALUATION OF KENTUCKY'S GRADUATED DRIVER LICENSING SYSTEM PY - 2000/12/15 SP - 52 p. AB - Kentucky's current graduated driver licensing (GDL) program, which applies to drivers up to age 18, was enacted in 1996. The program includes a six-month instruction permit for drivers under age 18 (minimum age 16), a restriction on driving between midnight and 6 am and a requirement for adult-supervised driving for permit drivers. In addition, there is a six-point limit on traffic violations with a penalty of license suspension for drivers under age 18, a requirement for a four-hour driving safety education class (or driver education course) and a 0.02 ml/dl limit on blood alcohol concentration (continues up to age 21). The objectives of this program evaluation were: (a) to examine teen driver motor vehicle crashes, crash-related injuries, and crash-related costs before and after the implementation of the GDL program; (b) to examine the implementation of the program at the local level; and (c) to recommend actions to enhance the program's effectiveness in addressing the teen crash problem. Crash and licensing data before (1993-1995) and after (1997-2000) GDL were analyzed. Data on miles driven were obtained from driving logs of over 1,000 high school students. Estimation of the cost of crashes was derived from analysis of crash data using the CrashCost computer software program. Information on local implementation of GDL was obtained through interviews and through a questionnaire survey of 700 law enforcement officers and over 40 district judges. Results indicate a 31% reduction in crashes for 16 year-old drivers after the GDL program, and a similar reduction in fatal crashes (31%) and injury crashes (33%), crashes between midnight and 6 am (36%), and alcohol-related crashes (32%). Cost analysis indicates an estimated reduction of $36 million per year in 16 year-old teen driver crash-related expenses. Results indicate this is due to the 88% reduction in crash rates for young drivers during their first six-month period after acquiring an instruction permit. However, the number of crashes has not been reduced for drivers over 16 1/2, i.e. drivers who may be past the permit level. In addition, the six-point limit on traffic violations and the non-cumulative penalties on 0.02 blood alcohol limit violations have not reduced the number of traffic violations or alcohol-related crashes for teen drivers over age 16 1/2. The six-month permit level has been successful in substantially reducing crash-related injuries and fatalities and should be retained. Additional measures, such as upgrading to an expanded GDL program, are needed to reduce crash-related injuries and fatalities for 16 1/2 to 18 year-old drivers. Specific recommendations are made to increase parental awareness and enforcement of program provisions. KW - Awareness KW - Before and after studies KW - Costs KW - Evaluation and assessment KW - Fatalities KW - Graduated licensing KW - Implementation KW - Injuries KW - Kentucky KW - Law enforcement KW - Parents KW - Recommendations KW - Teenage drivers KW - Traffic crashes UR - http://ntl.bts.gov/lib/18000/18800/18822/PB2002102158.pdf UR - https://trid.trb.org/view/713792 ER - TY - RPRT AN - 00810979 AU - Royal, D AU - Gallup Organization AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF DRINKING AND DRIVING, ATTITUDES AND BEHAVIOR: 1999. VOLUME I: FINDINGS PY - 2000/12 SP - 126 p. AB - This report represents the fifth in a series of biennial national surveys undertaken by the National Highway Traffic Safety Administration (NHTSA) starting in 1991, and reports data from this fifth administration as well as those of the first four administrations (1991, 1993, 1995 and 1997). The objective of these recurrent studies is to measure the status of self-reported attitudes, knowledge and behavior of the general driving age public related to drinking and driving and to track trends in certain measures. The data are used to help support NHTSA initiatives and to identify areas of improvement and those in need of further attention in the pursuit of the reduction of drinking and driving. This volume, Volume I: Findings, reports 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. The second volume, Volume II: Methods Report, describes the methods used to conduct the interviews and analyze the data. It also contains copies of the most recent questionnaires. The 1999 survey administration findings indicate that, for the most part, following improvement between 1993 and 1995, attitudes and behaviors among those aged 16-64 have relapsed slightly. The proportion of the population who report "driving within two hours of drinking in the past year" declined from 23% in 1991 and 24% in 1993, to 20% in 1995 and 21% in 1997. This proportion has increased in 1999 to 23%. Despite the increase in the proportion of persons who drove within two hours of consuming alcohol, the total number of impaired driving trips has remained consistent with 1997 measures and is a significant decline from 1991. The proportion 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%. Eighty percent (80%) of the driving age public sees drinking and driving as a major threat to their personal safety decreasing from 84% who felt this way in 1991. Perceptions of the certainty of being stopped for violating drinking and driving laws have declined since 1993 (from 32% saying such a stop is unlikely to 39% in 1999). Support for increased use of sobriety checkpoints increased slightly since 1993 from 62% to 66% in 1997, holding at 64% in 1999. More persons age 16-64 correctly knows the BAC limit in their state (28% up from 20% in 1995). Support for a legal limit of .08 or lower has increased to 68% of those who are aware of BAC levels, up from 56% in 1997. KW - Attitudes KW - Behavior KW - Drunk driving KW - Knowledge KW - Surveys KW - Trend (Statistics) UR - http://ntl.bts.gov/lib/26000/26000/26009/DOT-HS-809-190.pdf UR - https://trid.trb.org/view/679622 ER - TY - RPRT AN - 00810980 AU - Royal, D AU - Gallup Organization AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF DRINKING AND DRIVING, ATTITUDES AND BEHAVIOR: 1999. VOLUME II: METHODS REPORT PY - 2000/12 SP - 68 p. AB - This report represents the fifth in a series of biennial national surveys undertaken by the National Highway Traffic Safety Administration (NHTSA) starting in 1991, and reports data from this fifth administration as well as those of the first four administrations (1991, 1993, 1995 and 1997). The objective of these recurrent studies is to measure the status of self-reported attitudes, knowledge and behavior of the general driving age public related to drinking and driving and to track trends in certain measures. The data are used to help support NHTSA initiatives and to identify areas of improvement and those in need of further attention in the pursuit of the reduction of drinking and driving. This volume, Volume II: Methods Report, describes the methods used to conduct the interviews and analyze the data. It also contains copies of the most recent questionnaires. The first volume, Volume I: Findings, reports 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. The 1999 survey administration findings indicate that, for the most part, following improvement between 1993 and 1995, attitudes and behaviors among those aged 16-64 have relapsed slightly. The proportion of the population who report "driving within two hours of drinking in the past year" declined from 23% in 1991 and 24% in 1993 to 20% in 1995 and 21% in 1997. This proportion has increased in 1999 to 23%. Despite the increase in the proportion of persons who drove within two hours of consuming alcohol, the total number of impaired driving trips has remained consistent with 1997 measures and is a significant decline from 1991. The proportion 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%. Eighty percent (80%) of the driving age public sees drinking and driving as a major threat to their personal safety decreasing from 84% who felt this way in 1991. Perceptions of the certainty of being stopped for violating drinking and driving laws have declined since 1993 (from 32% saying such a stop is unlikely to 39% in 1999). Support for increased use of sobriety checkpoints increased slightly since 1993 from 62% to 66% in 1997, holding at 64% in 1999. More persons age 16-64 correctly know the BAC limit in their state (28% up from 20% in 1995). Support for a legal limit of .08 or lower has increased to 68% of those who are aware of BAC levels, up from 56% in 1997. KW - Attitudes KW - Behavior KW - Drunk driving KW - Knowledge KW - Questionnaires KW - Surveys KW - Trend (Statistics) UR - http://ntl.bts.gov/lib/17000/17500/17593/PB2001102439.pdf UR - http://ntl.bts.gov/lib/26000/26000/26023/DOT-HS-809-191.pdf UR - https://trid.trb.org/view/679624 ER - TY - RPRT AN - 00936815 AU - Zaloshnja, E AU - Miller, T AU - Spicer, R AU - Pacific Institute for Research and Evaluation AU - Federal Motor Carrier Safety Administration TI - COSTS OF LARGE TRUCK- AND BUS-INVOLVED CRASHES PY - 2000/12//Final Report SP - 53p AB - This study provides comprehensive, economically sophisticated estimates of the costs of highway crashes involving large trucks and buses by severity. Based on the latest data available, the estimated cost of police-reported crashes involving trucks with a gross weight rating of more than 10,000 pounds averaged $75,637 (in 1999 dollars). The average cost of police-reported crashes involving transit or inter-city buses was $54,455 per crash. These costs represent the present value, computed at a 4% discount rate, of all costs over the victims' expected life span that result from a crash. They include medically related costs, emergency services costs, property damage costs, lost productivity, and the monetized value of the pain, suffering, and quality of life that the family loses because of a death or injury. KW - Bus crashes KW - Buses KW - Costs KW - Crash severity KW - Emergency medical services KW - Heavy duty trucks KW - Loss and damage KW - Medical treatment KW - Productivity KW - Property KW - Public transit KW - Quality of life KW - Traffic safety KW - Truck crashes UR - http://ai.fmcsa.dot.gov/CarrierResearchResults/PDFs/CCT_FinalReport.pdf UR - https://trid.trb.org/view/730074 ER - TY - RPRT AN - 00925994 AU - Lonero, L P AU - Clinton, K M AU - Black, D AU - Northport Associates AU - National Highway Traffic Safety Administration TI - TRAINING TO IMPROVE THE DECISION MAKING OF YOUNG NOVICE DRIVERS, VOLUME II: LITERATURE REVIEW. CONSISTENCY NOT CAPACITY: COGNITIVE, MOTIVATIONAL AND DEVELOPMENTAL ASPECTS OF DECISION MAKING IN YOUNG NOVICE DRIVERS PY - 2000/12 SP - 123 p. AB - The Final Report is comprised of two Volumes. Volume I provides information on the development and field testing of the CD-based training program. Volume II is the Literature Review and Bibliography conducted to support the CD development. This report documents the relevant literature and experience related to various aspects of perceptual skills and decision making in young novice drivers. It includes chapters on 1) understanding the challenges of decision making as a young novice driver; 2) the relationship between risk taking and decision making for adolescent drivers including motivation and biases in young drivers' decisions; 3) the implications of key aspects of adolescent development for decision making and driving; and 4) guidance available for decision making training for adolescent drivers. The report concludes with guidelines that are intended to inform the development of the project's computer-based decision making training module for young novice drivers. The findings of this literature review supported development of a computer-based training module that would result in less risky driving related behaviors through improved perceptual skills and decision making by young novice drivers. Individualized automated training has strong possibilities for supporting effective training of decision making in novice drivers, because of its potential ability to 1) permit self-pacing; 2) diagnose developmental and individual differences; 3) provide practice in specific decision content and processes; 4) reward effort; 5) provide immediate process feedback; 6) alter time frames; and 7) simulate consequences. KW - Adolescents KW - Cognition KW - Computer aided instruction KW - Decision making KW - Driver education KW - Driver training KW - Literature reviews KW - Motivation KW - Novices KW - Recently qualified drivers KW - Risk taking KW - Teenage drivers UR - https://trid.trb.org/view/718159 ER - TY - RPRT AN - 00925936 AU - Hodell, L AU - Brock, J AU - Hersch, R AU - Lonero, L P AU - Clinton, K M AU - Black, D AU - Elf, Incorporated AU - National Highway Traffic Safety Administration TI - TRAINING TO IMPROVE THE DECISION MAKING OF YOUNG NOVICE DRIVERS, VOLUME I: FINAL REPORT PY - 2000/12 SP - 254 p. AB - The Final Report is comprised of two volumes. Volume I provides information on the development and field testing of the CD-based training module. Volume II is the Literature Review and Bibliography conducted to support CD development efforts. Novice drivers are over-represented in automobile crashes and fatalities. What kind of education and training solutions might help to solve this problem? This effort attempted to answer this question, first by performing an analysis of the problem, including a literature review, focus groups, and expert panel discussions, proposing training recommendations based on analysis results, and then designing, developing, and testing a CD-based training module called Driver's Choice. Driver's Choice uses an "edutainment" format to teach decision-making on the road. It currently includes four trip scenarios in which students make driving decisions, moving their vehicle through a town map toward a given destination. Students are accompanied by animated characters who provide prompting and feedback. Students receive or lose points based on their decisions. At the end of each trip, students review their decisions and receive more formal feedback regarding each one. The program runs from a database and is completely engine driven, which provides for easy revision or addition of decision events or even full trips. KW - Computer aided instruction KW - Decision making KW - Driver education KW - Driver training KW - Novices KW - Recently qualified drivers UR - https://trid.trb.org/view/718100 ER - TY - RPRT AN - 00810959 AU - Macadam, C AU - Hagan, M AU - Fancher, P AU - Winkler, C AU - Ervin, R AU - Zhou, J AU - Bogard, S AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - REARWARD AMPLIFICATION SUPPRESSION (RAMS) PY - 2000/12 SP - 90 p. AB - The basic goal of this work was to develop and demonstrate an automatic brake control system that could intervene -- only when needed -- to help suppress unwanted trailer oscillations (commonly referred to as rearward amplification) in large combination vehicles (typically double and triple trailer combinations). The system would only be enabled for highway speed conditions greater than 50 mph. If possible, the system would be so simple that it could be provided on a trailer-by-trailer basis. That is, the proposed system, when implemented on a particular trailer within a combination vehicle train, would not have to depend upon sensor information from units ahead of it or behind it in order to function properly and yet provide significant benefit. The primary focus therefore of this work was on the development and demonstration of a so-called "trailer-only" RAMS (Rearward Amplification Suppression) system. Another aspect of this work was the perceived need to "keep it simple," thereby facilitating the implementation and potential adoption of a RAMS functionality (and its associated vehicle outfitting) by the truck and trailer user community. Thus the emphasis here on a "trailer-only" system. Further, if the outcome of this study was successful at demonstrating the effectiveness of a practical and simple-to-implement RAMS system, then it was deemed likely that a follow-on field trial of the proposed system could be executed by a third party subsystem manufacturer (perhaps in partnership with the U.S. Department of Transportation) to evaluate the RAMS system in actual practice. Key findings from the work include: A particular "Trailer-Only RAMS System" has been developed and shown to be highly effective at reducing rearward amplification in double and triple trailer combinations on both dry and wet high friction surfaces. None of the RAMS systems examined within the study was seen to provide directional stability benefits on very low friction surfaces (e.g., wet jennite, ice/snow, etc.). A "safe harbor" -- in terms of rearward amplification tendencies -- exists for most combination vehicles at speeds below 45 mph. Consequently, the speed reduction that accompanies a RAMS intervention provides a beneficial byproduct of increased directional damping to the vehicle as it slows down. KW - Algorithms KW - Automatic braking KW - Brakes KW - Control systems KW - Damping (Physics) KW - Directional stability KW - Oscillation KW - Rearward amplification suppression KW - Rollover crashes KW - Tractor trailer combinations KW - Trucks UR - https://trid.trb.org/view/679589 ER - TY - RPRT AN - 00923414 AU - Kahane, C J AU - National Highway Traffic Safety Administration TI - FATALITY REDUCTION BY SAFETY BELTS FOR FRONT-SEAT OCCUPANTS OF CARS AND LIGHT TRUCKS: UPDATED AND EXPANDED ESTIMATES BASED ON 1986-99 FARS DATA PY - 2000/12 SP - 79 p. AB - The National Highway Traffic Safety Administration estimated in 1984 that manual 3-point safety belts reduce the fatality risk of front-seat occupants of passenger cars by 45% relative to the unrestrained occupant. The agency still relies on that estimate. Shortly after 1985, the prime analysis technique for Fatality Analysis Reporting System (FARS) data, double-pair comparison, began producing inflated, unreliable results. This report develops an empirical tool to adjust double-pair comparison analyses of 1986-99 FARS data. It validates the adjustments by comparing the belt use of fatally injured people in certain types of crashes to belt use observed on the road in State and national surveys. These methods reconfirm the agency's earlier estimates of fatality reduction by manual 3-point belts: 45% in passenger cars and 60% in light trucks. Furthermore, they open the abundant 1986-99 FARS data to additional analyses, permitting point-estimation of belt effectiveness by crash type, occupant age and gender, belt type, vehicle type, etc. KW - Automobiles KW - Fatalities KW - Fatality Analysis Reporting System KW - Front seat occupants KW - Light trucks KW - Manual safety belts KW - Risk analysis KW - Seat belts KW - Statistical analysis UR - http://www.nhtsa.dot.gov/cars/rules/regrev/evaluate/pdf/809199.pdf UR - http://ntl.bts.gov/lib/17000/17900/17989/PB2001105774.pdf UR - https://trid.trb.org/view/707393 ER - TY - RPRT AN - 00821174 AU - University of Michigan Transportation Research Institute TI - DELPHI X FORECAST AND ANALYSIS OF THE NORTH AMERICAN AUTOMOTIVE INDUSTRY. VOLUME 2: MATERIALS PY - 2000/12 SP - 153 p. AB - Delphi X analyzes forecasts of three panels of automotive industry engineers, executives, managers and directors who are considered experts in marketing, automotive technology or materials. Delphi X has been published in three volumes. This volume addresses materials. The document discusses opportunities and challenges facing the North American automotive industry. This volume is divided into six parts - strategic planning, strategic materials, total vehicle, powertrain/drivetrain, body/chassis, and recycling. KW - Analysis KW - Automobile industry KW - Chassis KW - Forecasting KW - Materials KW - North America KW - Power trains KW - Recycling KW - Strategic planning KW - Vehicle bodies KW - Vehicles UR - https://trid.trb.org/view/712668 ER - TY - RPRT AN - 00821175 AU - Richardson, B C AU - Huang, H-C AU - Ebarvia, B N AU - Kearney, O P AU - University of Michigan Transportation Research Institute AU - Department of Transportation TI - TOWARD ESTIMATING INTELLIGENT TRANSPORTATION SYSTEM BENEFITS BASE ON USER NEEDS PY - 2000/12 SP - 83 p. AB - With anticipated demographic and economic changes, there is an expectation of need for innovative transportation for different segments of society, for drivers as well as nondrivers. In this study, two groups, the elderly and those of low income, were studied in regard to their current and future transportation needs and modes. It is anticipated that intelligent transportation system technologies could help meet these needs. A review of the literature was supplemented by interviews with service providers and focus groups. The findings of the study are organized by which intelligent transportation solutions (for both personal and public modes) are likely to contribute positively in meeting the desired transportation attributes indicated by the two populations. It was found that travel and transportation demand management, electronic payment, and public transportation operations will yield the most benefits to the elderly and low-income people in terms of their desired transportation attributes. KW - Aged KW - Electronics KW - Intelligent transportation systems KW - Interviewing KW - Low income groups KW - Needs assessment KW - Payment KW - Public transit KW - Technology KW - Transportation modes KW - Travel demand management KW - User benefits UR - http://ntl.bts.gov/lib/18000/18000/18029/PB2001106328.pdf UR - https://trid.trb.org/view/712669 ER - TY - RPRT AN - 00821170 AU - Flynn, Michael S AU - McAlinden, S P AU - Hill, K AU - Alkire, K F AU - Edwards, M H AU - University of Michigan Transportation Research Institute TI - CARS, CAPACITY, AND COMPETITION IN THE 21ST CENTURY PY - 2000/12 SP - 43 p. AB - The end of the 20th century finds the automotive industry undergoing massive expansion as its markets and production bases become truly global. Globalization challenges are particularly complex for automotive suppliers because their processes and economic situations often differ from the vehicle assemblers, as well as from one supplier to another. This report reviews the effects of differing constraints on sourcing/production decisions for a simulated car in a model world. The car consists of three components, and competes in a world of seven countries. The components cover a wide range of capital investment, scale requirements, transportation costs, and tariff levels. The countries represent different size markets, growth potential, and access to regional markets. KW - Automobiles KW - Capital investments KW - Competition KW - Costs KW - Demand KW - Economics KW - Globalization KW - Industries KW - Markets KW - Production KW - Supply KW - Tariffs UR - http://ntl.bts.gov/lib/18000/18000/18027/PB2001106325.pdf UR - https://trid.trb.org/view/712664 ER - TY - RPRT AN - 00800258 AU - Voas, R B AU - TAYLOR, E AU - Baker, T K AU - Tippetts, A S AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - EFFECTIVENESS OF THE ILLINOIS .08 LAW PY - 2000/12 SP - 53 p. AB - This interim report presents the preliminary findings and tentative conclusions of an evaluation of the .08 law enacted in Illinois in July 1997. The three main objectives of the study are to (1) determine the public's awareness, knowledge, and support of the .08 law; (2) examine the effectiveness of the .08 per se law regarding the number of drinking drivers in crashes using time series analysis; and (3) examine the law's impact on enforcement, prosecution, court, sanctioning systems, and the department of motor vehicles. These objectives have been accomplished with site visits to three localities and through the ongoing collection and analysis of state-level data comparing arrest and crash trends in Illinois before and after implementation of the .08 law. The analysis indicated that the number of drivers in fatal crashes with positive blood alcohol concentrations (BACs) in Illinois decreased by 13.7% after implementation of the law. In the same period, there were no changes in the surrounding States (Indiana, Iowa, Kentucky, Missouri, and Wisconsin). It is estimated that the .08 law may have saved 47 lives in Illinois in 1998. Only 18 months of data were available for this interim report, but the results suggest that the law may be reducing the number of alcohol-related crashes, without having a major impact on the operations of the criminal justice system or the driver licensing system. KW - Awareness KW - Before and after studies KW - Blood alcohol levels KW - Courts KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Illinois KW - Impact studies KW - Per se laws KW - Prosecution KW - Sanctions KW - Time series analysis KW - Traffic crashes KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/people/injury/research/pub/composite.pdf UR - http://ntl.bts.gov/lib/26000/26000/26006/DOT-HS-809-186.pdf UR - http://ntl.bts.gov/lib/9000/9200/9216/composite.pdf UR - https://trid.trb.org/view/666439 ER - TY - RPRT AN - 00810983 AU - General Motors Corporation AU - Delphi Delco Electronics Systems AU - National Highway Traffic Safety Administration TI - AUTOMOTIVE COLLISION AVOIDANCE SYSTEM FIELD OPERATIONAL TEST: FIRST ANNUAL REPORT PY - 2000/12 SP - 164 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 on public roads in the United States. The five-year program consists of a 2-year development phase during which refinement of component technologies will continue and be integrated into a prototype test vehicle. In the 3-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 first year of this research program. KW - Annual reports KW - Autonomous intelligent cruise control KW - Crash avoidance systems KW - Field tests KW - Passenger vehicles KW - Prototype tests KW - Rear end crashes KW - Technological innovations KW - Vehicle safety UR - http://www.nhtsa.dot.gov/people/injury/research/pub/ACAS/ACAS-fieldtest/index.htm UR - https://trid.trb.org/view/679628 ER - TY - RPRT AN - 00810975 AU - National Highway Traffic Safety Administration AU - Insurance Institute for Highway Safety TI - BEGINNING TEENAGE DRIVERS PY - 2000/12 SP - 8 p. AB - This brochure provides information on teenage drivers. It discusses how beginning drivers' crashes differ from those of experienced drivers; how graduated licensing can help reduce teenagers' crash rates; and what parents of teenagers can do to improve the situation for their children. KW - Brochures KW - Crash characteristics KW - Graduated licensing KW - Parents KW - Teenage drivers UR - https://trid.trb.org/view/679615 ER - TY - RPRT AN - 00810978 AU - ZADOR, P L AU - Krawchuk, S A AU - Moore, B AU - National Highway Traffic Safety Administration TI - DRINKING AND DRIVING TRIPS, STOPS BY THE POLICE, AND ARRESTS: ANALYSES OF THE 1995 NATIONAL SURVEY OF DRINKING AND DRIVING ATTITUDES AND BEHAVIOR PY - 2000/12 SP - 27 p. AB - Since 1991, the National Highway Traffic Safety Administration (NHTSA) has been conducting a representative national telephone survey on drinking and driving every other year to measure the status of attitudes, knowledge, and behavior of the general driving age public about drinking and driving. This report describes an analysis of the 1995 NHTSA survey data to assess self-reported drinking and driving prevalence using two key definitions -- driving within 2 hours of drinking alcohol and driving over the legal blood alcohol concentration (BAC) limit. Additionally, using FBI crime reports, this report estimates drink-driving arrest rates. Overall, for the year 1995, 21.9% of the population 16 and over reported 791 million trips within two hours of drinking, 90 million trips above the legal limit for their state, 6.4 million stops by police officers for suspicion of driving under the influence, and 1 million arrests for driving under the influence. KW - Arrests KW - Attitudes KW - Behavior KW - Drunk driving KW - Knowledge KW - Police KW - Stopping KW - Surveys KW - Telephone UR - http://ntl.bts.gov/lib/26000/26600/26662/809_184.pdf UR - https://trid.trb.org/view/679619 ER - TY - RPRT AN - 00810976 AU - National Highway Traffic Safety Administration TI - STRENGTHENING THE CITIZEN AND LAW ENFORCEMENT PARTNERSHIP AT THE TRAFFIC STOP: PROFESSIONALISM IS A TWO-WAY STREET. BUILDING BRIDGES TO THE COMMUNITY...ONE TRAFFIC STOP AT A TIME PY - 2000/12 SP - 15 p. AB - The purpose of the traffic stop is threefold: to stop a violation of the law for public safety; to serve as a general deterrent to other drivers; and to change the driver's future driving behavior. Officers' interaction with drivers during the stop will be a major determining factor in their attitude toward law enforcement in the future. Professionalism is important at the traffic stop. Part I of this publication offers some techniques that traffic law enforcement officers might use during typical stops. Part II presents some practices for drivers. KW - Attitudes KW - Guidelines KW - Police KW - Professionalism KW - Public relations KW - Traffic law enforcement KW - Traffic violators UR - https://trid.trb.org/view/679616 ER - TY - RPRT AN - 00810981 AU - Piper, D AU - Nelkin, V AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - EVALUATION OF FEMALE DRIVER RESPONSES TO IMPAIRED DRIVING MESSAGES PY - 2000/12 SP - 68 p. AB - This study explored young women's perceptions of impaired driving messages. Six focus groups were conducted in the Washington, D.C. area and six groups were conducted in Madison, Wisconsin. The 94 participants averaged 26 years of age, drove regularly, and had drunk alcohol in the past month. A guided discussion covered their driving and drinking behaviors and attitudes, plus their general views on the media. They then rated thirteen public service announcements (PSAs) in three mediums: video, radio, and print. By far, television was preferred over other mediums. The data analysis showed that women were most affected by emotional appeals, graphic images of negative consequences, PSAs depicting realistic situations, and those in which they could identify with the characters. Authoritative messages were rejected by the participants, especially the youngest women. Using celebrities in these messages was not viewed as effective. Humor in PSAs was seen positively by some participants and negatively by others. The data indicate that impaired driving messages targeting young women would be more effective if they were tailored for them. KW - Attitudes KW - Behavior KW - Drivers KW - Drunk driving KW - Emotions KW - Females KW - Focus groups KW - Messages (Communications) KW - Perception (Point of view) KW - Printed publicity KW - Public information programs KW - Radio KW - Television KW - Young adults UR - http://www.nhtsa.dot.gov/people/injury/research/pub/femaledriver/index.htm UR - https://trid.trb.org/view/679625 ER - TY - RPRT AN - 00810956 AU - Vivoda, J M AU - Fordyce, T A AU - Eby, D W AU - Kostyniuk, L P AU - University of Michigan Transportation Research Institute TI - SAFETY BELT USE IN MICHIGAN'S UPPER PENINSULA PY - 2000/12 SP - 59 p. AB - Reported here are the results of a direct observation survey of safety belt use in Michigan's Upper Peninsula (UP), conducted in the fall of 2000. In this study, 3,814 occupants traveling in four vehicle types (passenger cars, sport utility vehicles, vans/minivans, and pickup trucks) were surveyed during October 17 to October 29, 2000. Belt use was estimated for all commercial/noncommercial vehicle types combined and separately for each vehicle type. Belt use by stratum, seating position, sex, prevailing weather conditions, and age was also calculated. Overall belt use was 78.6%. Belt use was 83.7% for vans/minivans, 83.3% for passenger cars, 82.3% for sport utility vehicles, and 66.4% for pickup trucks. Overall belt use was higher for females than for males, and higher for drivers than for passengers. Overall belt use was similar for the 16-to-29 and 30-to-59 year old age groups, and was higher in the 60-and-up age group. Safety belt use rates did not significantly differ by stratum or weather conditions. These findings enable us to obtain a baseline safety belt use rate for Michigan's UP, with which to examine and measure safety belt use trends in the UP. This study also provides information for the creation of Public Information and Education programs specific to the unique characteristics of UP residents. KW - Age KW - Automobiles KW - Gender KW - Pickup trucks KW - Public information programs KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - Surveys KW - Trend (Statistics) KW - Upper Peninsula (Michigan) KW - Utilization KW - Vans KW - Weather conditions UR - http://ntl.bts.gov/lib/17000/17700/17702/PB2001103194.pdf UR - https://trid.trb.org/view/679583 ER - TY - SER AN - 00810931 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NATIONAL AGENDA FOR MOTORCYCLE SAFETY PY - 2000/12 IS - 236 SP - 2 p. AB - In 1997, the National Highway Traffic Safety Administration partnered with the Motorcycle Safety Foundation, a national, nonprofit organization promoting the safety of motorcyclists, to provide the leadership and resources to create the "National Agenda for Motorcycle Safety," a strategic planning document designed to provide a shared vision for future motorcycle safety efforts by incorporating input from a broad, multidisciplinary spectrum of stakeholders. This Traffic Tech briefly describes the development of this document, lists the 23 issues discussed in it, and concludes by listing its four urgent recommendations. KW - Future KW - Highway safety KW - Motorcycle Safety Foundation KW - Motorcyclists KW - Recommendations KW - Strategic planning KW - U.S. National Highway Traffic Safety Administration 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=b1481c8e13cbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/684727 ER - TY - SER AN - 00810932 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - SAFE RIDES HOME: AN EVALUATION OF ASPEN'S TIPSY TAXI PROGRAM PY - 2000/12 IS - 237 SP - 2 p. AB - Mid-America Research Institute conducted a study for the National Highway Traffic Safety Administration to evaluate a year-round ride service program in Aspen, Colorado called Tipsy Taxi. This Traffic Tech summarizes findings of that study concerning how the program works and its effectiveness in preventing injury crashes. KW - Aspen (Colorado) KW - Countermeasures KW - Drunk driving KW - Injuries KW - Mid-America Research Institute KW - Prevention KW - Ride service programs KW - Taxi services KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration 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=d5bd00d2a0cbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/684728 ER - TY - RPRT AN - 00806450 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1999: A COMPILATION OF MOTOR VEHICLE CRASH DATA FROM THE FATALITY ANALYSIS REPORTING SYSTEM AND THE GENERAL ESTIMATES SYSTEM PY - 2000/12 SP - 219 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 1999) and GES (1988 through 1999). The remaining chapters present data only from 1999. 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 - http://ntl.bts.gov/lib/17000/17700/17719/PB2001103419.pdf UR - https://trid.trb.org/view/672707 ER - TY - RPRT AN - 00821078 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-33 PY - 2000/11/21 SP - 3 p. AB - This safety recommendation, addressed to Mr. Walter B. McCormick, Jr., President and Chief Executive Officer, American Trucking Associations, and Mr. Steve Campbell, Executive Director, Commercial Vehicle Safety Alliance, recommends that the Maintenance Council of the American Trucking Associations and the Commercial Vehicle Safety Alliance advise their members of the importance of requiring a brake application during inspections of tractor protection systems and the consequences of not doing so, as evidenced by the circumstances of the October 21, 1999, accident in Central Bridge, New York (H-00-33). KW - Brakes KW - Commercial vehicles KW - Inspection KW - Recommendations KW - Tractor protection system UR - http://www.ntsb.gov/safety/safety-recs/recletters/H00_33.pdf UR - https://trid.trb.org/view/712628 ER - TY - RPRT AN - 00821077 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-31 AND -32 PY - 2000/11/21 SP - 4 p. AB - This safety recommendation, addressed to Mr. Charlie Gauthier, Executive Director, National Association of State Directors of Pupil Transportation Services, recommends that the National Association of State Directors of Pupil Transportation Services inform its members of the potential for injury to passengers from protruding door handles or latching mechanisms on emergency exit doors and consider not placing passengers in those seat positions adjacent to emergency exit doors so equipped (H-00-31), and inform its members again of the safety hazards of not ensuring that the seat cushion bottom latching clips are properly latched at all times (H-00-32). KW - Door handles KW - Door latches KW - Emergency exits KW - Hazards KW - Latching clips KW - Recommendations KW - School buses KW - Seat cushions KW - Seating position UR - http://www.ntsb.gov/safety/safety-recs/recletters/H00_31_32.pdf UR - https://trid.trb.org/view/712627 ER - TY - RPRT AN - 00821075 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-28 AND -29 PY - 2000/11/21 SP - 4 p. AB - This safety recommendation, addressed to Dr. Sue Bailey, Administrator, National Highway Traffic Safety Administration (NHTSA), recommends that NHTSA modify the Federal Motor Vehicle Safety Standards (FMVSS) to prohibit protruding door handles or latching mechanisms on emergency exit doors (H-00-28) and modify the FMVSS to include the requirement that school bus seat cushion bottoms be installed with fail-safe latching devices to ensure they remain in their installed position during impacts and rollovers (H-00-29). KW - Door handles KW - Door latches KW - Emergency exits KW - Fail-safe latching devices KW - Federal Motor Vehicle Safety Standards KW - Recommendations KW - School buses KW - Seat cushions UR - http://www.ntsb.gov/safety/safety-recs/recletters/H00_28_29.pdf UR - https://trid.trb.org/view/712625 ER - TY - RPRT AN - 00821076 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-30 PY - 2000/11/21 SP - 3 p. AB - This safety recommendation, addressed to Ms. Julie Cirillo, Acting Assistant Administrator and Chief Safety Officer, Federal Motor Carrier Safety Administration (FMCSA), recommends that the FMCSA advise relevant staff of the importance of requiring a brake application during inspections of tractor protection systems and the consequences of not doing so, as evidenced by the circumstances of the October 21, 1999, accident in Central Bridge, New York (H-00-30). KW - Brakes KW - Commercial vehicles KW - Inspection KW - Recommendations KW - Tractor protection system UR - http://www.ntsb.gov/safety/safety-recs/recletters/H00_30.pdf UR - https://trid.trb.org/view/712626 ER - TY - RPRT AN - 00961952 AU - Westat, Incorporated AU - National Highway Traffic Safety Administration TI - NHTSA DRIVER DISTRACTION EXPERT WORKING GROUP MEETINGS SUMMARY & PROCEEDINGS, SEPTEMBER 28 & OCTOBER 11, 2000, WASHINGTON, DC PY - 2000/11/10 SP - 90 p. AB - A series of expert working group meetings, sponsored by the National Highway Traffic Safety Administration (NHTSA), were convened to address concerns associated with the explosive growth of in-vehicle technologies (e.g., cell-phones, navigation systems, wireless Internet, information and entertainment systems, night vision systems, etc.) and the potential for driver distraction. The purpose of these meetings was to solicit a broad range of views and perspectives relating to distraction and to identify needed research to support and advance the development of comprehensive research programs to address the driver distraction problem. The goal was to identify basic issues and existing research needs within each of the following five areas: (1) Understanding the Nature and Extent of the Driver Distraction Problem; (2) Understanding the Human Cognitive Process as it Relates to Driving, Distraction and Safety; (3) Human Factors Guidelines to Aid in Equipment Design; (4) Integrated Approaches to Reduce Distraction from In-Vehicle Devices; (5) Ways to Effect Social Change Regarding the Use of Distracting Devices While Driving. Five individual expert working groups were convened; these were structured around each of the five topic areas listed above. A number of common themes and observations emerged from the working group meetings. These include the following points and findings: (1) Many forms of distraction exist. Experts generally recognize that distraction is a broad and encompassing phenomenon and is not limited to in-vehicle technologies - distraction can assume a variety of forms and result from a wide range of sources. Although NHTSA's focus on technology-related problems is warranted, other non-technological forms of distraction should not be ignored. (2) Very little is known about the magnitude and characteristics of the distraction problem. Our understanding about how drivers use in-vehicle technologies and the context in which drivers use these devices is limited. Naturalistic studies using data recorders capable of capturing pre-crash scenarios and controlled epidemiological studies are needed to better understand usage and circumstances surrounding crashes caused by distraction. (3) Objective, standardized methods and metrics need to be developed. (4) Current research does not fully address the issue of cognitive distraction. As a community, we need to develop tools and methods to quantify this type of distraction. Drivers need to understand that some technologies and activities may impose significant demands on their attention and may not be safe to use while driving - keeping their eyes on the road and hands on the wheel may not be enough. (5) Safety benefits of in-vehicle devices and systems should be considered when thinking about restricting or limiting their use. (6) Individual differences appear to play a significant role in the distraction problem. KW - Advanced driver information systems KW - Attention KW - Attention lapses KW - Attitudes KW - Automobile navigation systems KW - Behavior KW - Behavior modification KW - Benefits KW - Cellular telephones KW - Cognition KW - Crash causes KW - Data recorders KW - Distraction KW - Drivers KW - Equipment design KW - Human factors KW - Individual differences KW - Intelligent transportation systems KW - Internet KW - Measurement KW - Precrash scenarios KW - Research KW - Standardization KW - Technology KW - Traffic crashes KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration KW - Wireless communication systems UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/Driver%20Distraction/GroupProceedings.pdf UR - https://trid.trb.org/view/660499 ER - TY - RPRT AN - 00821083 AU - Rumar, K AU - University of Michigan Transportation Research Institute TI - RELATIVE MERITS OF THE U.S. AND ECE HIGH-BEAM MAXIMUM INTENSITIES AND OF TWO- AND FOUR-HEADLAMP SYSTEMS PY - 2000/11 SP - 50 p. AB - The current maximum high-beam intensity per lamp is 75,000 cd in the United States and 140,000 cd in the Economic Commission of Europe (ECE) and Japan. The primary goal of this study was to evaluate the relative merits of these two intensity levels for visibility and safety. The analysis reviewed evidence related to the following nine factors: visibility without opposing headlights, glare from opposing and following vehicles, dimming distance, sensitivity to degradation, priority between the high and low beams and within the high beam, driver eye-fixations, difference between the intensity of the low beam and the high beam, range of high beam intensities in actual traffic, and high-beam usage. Although some relevant data do not yet exist, the available information generally favors raising the U.S. maximum from 75,000 cd to the current ECE/Japanese level of 140,000 cd. It is also recommended that the minimum high-beam intensity be raised in both the U.S. and the ECE/Japanese regulations in order to improve visibility and safety. The second topic of this study, the relative merits of two- and four-headlamp systems, is briefly discussed in the Appendix. KW - Europe KW - Eye fixations KW - Glare KW - High beamed headlamps KW - Highway safety KW - Japan KW - Low beamed headlamps KW - Luminous intensity KW - Recommendations KW - Regulations KW - United States KW - Visibility UR - https://trid.trb.org/view/712633 ER - TY - RPRT AN - 00821081 AU - Sivak, M AU - Flannagan, M J AU - Schoettle, B AU - NAKATA, Y AU - University of Michigan Transportation Research Institute TI - SIMULTANEOUS MASKING OF FRONT TURN SIGNALS BY HEADLAMPS AND OTHER FRONT LAMPS PY - 2000/11 SP - 19 p. AB - Previous studies have shown that the visibility of a front turn signal is decreased if a headlamp is located near the turn signal. Consequently, both the United States and Economic Commission of Europe regulations require the turn signals to be more intense in such situations. However, it is unclear how adjacent light sources affect suprathreshold aspects, such as conspicuity. The present field study was designed to examine the effects of several factors on the nighttime conspicuity of front signals. Specifically of interest were the effects of the number, luminous intensity, and spatial arrangement (including spacing) of the masking lamps. The following are the main findings: (1) The conspicuity of a turn signal was significantly lower when it was separated from a 1000-cd low-beam headlamp by 50 mm rather than 100 mm (center-to-edge). A 200-cd turn signal at 100 mm was equal in conspicuity to a 288-cd turn signal at 50 mm. This effect is smaller than the effects obtained in previous studies using the threshold-visibility paradigms. (2) Adding a second masking light source (e.g., fog lamps), at the same 50-mm spacing as the first masking light source, significantly influenced the conspicuity of the turn signal. The effect of the second masking source can be compensated for by an increase in the turn signal intensity corresponding to 8.5% of the intensity of the second masking source. (3) The conspicuity of the turn signal was unaffected by the spatial arrangement of two masking light sources. KW - Europe KW - Fog lamps KW - Front turn signals KW - Headlamps KW - Location KW - Luminous intensity KW - Night visibility KW - Regulations KW - Spacing KW - Turn signals KW - United States KW - Visibility UR - https://trid.trb.org/view/712631 ER - TY - RPRT AN - 00821082 AU - SCHUMANN, J AU - University of Michigan Transportation Research Institute TI - POST-MOUNTED DELINEATORS AND PERCEPTUAL CUES FOR LONG-RANGE GUIDANCE DURING NIGHT DRIVING PY - 2000/11 SP - 21 p. AB - In order to perform the steering task for lane keeping, drivers rely on both short-range and long-range guidance cues. However, at night, because of reduced visibility, drivers have to rely primarily on short-range guidance. Consequently, improvements to long-range guidance at night should improve nighttime driving performance. Previous research showed that retroreflective lane markings, while assisting in short-range guidance, do not provide long-range guidance. On the other hand, there is some evidence that post-mounted delineators can provide valuable long-range information concerning the road ahead. This evidence (briefly reviewed in this report) comes from information-processing and driver-steering models, as well as from some limited, prior, empirical studies. Frequency analysis of steering performance is a possible approach for obtaining information about the effects of post-mounted delineators on driving at night. An exploratory field study was performed using this approach. The results indicate that adding post-mounted delineators to regular lane markings tended to decrease compensatory steering actions. Consequently, these results suggest that a combination of lane markings and post-mounted delineators might be optimal for night guidance, with lane markings assisting in short-range guidance and post-mounted delineators assisting in long-range guidance. KW - Automatic steering control KW - Driving KW - Field studies KW - Highway delineators KW - Lane lines KW - Night KW - Post-mounted delineators KW - Road markings KW - Steering UR - https://trid.trb.org/view/712632 ER - TY - RPRT AN - 00822687 AU - National Highway Traffic Safety Administration TI - PART C - INFORMATION, STANDARDS, AND REQUIREMENTS - TITLE 49, UNITED STATES CODE, CHAPTERS 321, 323, 325, 327, 329, AND 331 ADMINISTERED BY THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION PY - 2000/11 SP - 74 p. AB - This document presents the following legislation from Title 49, United States Code: Chapter 321 - General, Chapter 323 - Consumer information, Chapter 325 - Bumper standards, Chapter 327 - Odometers, Chapter 329 - Automobile fuel economy, and Chapter 331 - Theft prevention. KW - Automobiles KW - Bumpers KW - Consumers KW - Fuel conservation KW - Fuel consumption KW - Information dissemination KW - Laws and legislation KW - Motor vehicles KW - Odometers KW - Prevention KW - Standards KW - Theft KW - United States Code. Title 49 UR - https://trid.trb.org/view/713219 ER - TY - RPRT AN - 00822685 AU - National Highway Traffic Safety Administration TI - HIGHWAY SAFETY - TITLE 23, UNITED STATES CODE, CHAPTER 4 AND RELATED HIGHWAY SAFETY PROVISIONS ADMINISTERED BY THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION PY - 2000/11 SP - 37 p. AB - This document presents Title 23, United States Code, Chapter 4, legislation regarding Highway Safety and related highway safety provisions. It includes the following sections: Authority of the Secretary, Highway safety programs, Highway safety research and development, National Highway Safety Advisory Committee, Occupant protection incentive grants, School bus driver training, Innovative project grants, Alcohol traffic safety programs, Discovery and admission as evidence of certain reports and surveys, Alcohol-impaired driving countermeasures, and State highway safety data improvements. Related highway safety provisions include those in Chapter 1 - Federal-Aid Highways, and in Public Law 105-178 (Transportation Equity Act for the 21st Century). KW - Alcohol use KW - Countermeasures KW - Data collection KW - Federal aid highways KW - Grant aid KW - Highway safety KW - Impaired drivers KW - Improvements KW - Laws and legislation KW - Occupant protection devices KW - Research KW - Safety programs KW - School bus drivers KW - Traffic safety KW - Training KW - Transportation Equity Act for the 21st Century KW - United States Code. Title 23 UR - https://trid.trb.org/view/713217 ER - TY - RPRT AN - 00822686 AU - National Highway Traffic Safety Administration TI - NATIONAL DRIVER REGISTER - TITLE 49, UNITED STATES CODE, CHAPTER 303 ADMINISTERED BY THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION PY - 2000/11 SP - 10 p. AB - This document presents the legislation known as the National Driver Register. It includes the following sections: Definitions; National Driver Register; State participation; Reports by chief driver licensing officials; Access to register information; National Driver Register Advisory Committee; Criminal penalties; and Authorization of appropriations. Related provisions in the Transportation Equity Act for the 21st Century are also presented. KW - Appropriations KW - Definitions KW - Driver licensing KW - Laws and legislation KW - National Driver Register KW - Penalties KW - Transportation Equity Act for the 21st Century KW - United States Code. Title 49 UR - https://trid.trb.org/view/713218 ER - TY - RPRT AN - 00822688 AU - National Highway Traffic Safety Administration TI - MOTOR VEHICLE SAFETY - TITLE 49, UNITED STATES CODE, CHAPTER 301 AND RELATED UNCODIFIED PROVISIONS ADMINISTERED BY THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION PY - 2000/11 SP - 47 p. AB - This document presents Title 49, United States Code, Chapter 301 legislation and related uncodified provisions regarding Motor Vehicle Safety. Chapter 301 contains the following subchapters: (I) General; (II) Standards and Compliance; (III) Importing Noncomplying Motor Vehicles and Equipment; and (IV) Enforcement and Administrative. The related uncodified provisions are from the Transportation Equity Act for the 21st Century and the Transportation Recall Enhancement, Accountability, and Documentation (TREAD) Act. KW - Administrative procedures KW - Compliance KW - Imports KW - Law enforcement KW - Laws and legislation KW - Motor vehicles KW - Standards KW - Transportation Equity Act for the 21st Century KW - TREAD Act KW - United States Code. Title 49 KW - Vehicle safety UR - https://trid.trb.org/view/713220 ER - TY - JOUR AN - 00821079 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - OBSERVED SAFETY BELT USE FROM DECEMBER 1999 & JUNE 2000 MININOPUS PY - 2000/11 SP - 4 p. AB - Overall front seat outboard passenger shoulder belt use in the United States was estimated at 67% in December 1999 and at 71% in June 2000, according to results obtained from Mini-National Occupant Protection Use Surveys (MiniNOPUS) conducted by the National Highway Traffic Safety Administration (NHTSA). Estimates from the June 2000 MiniNOPUS also showed that overall shoulder belt use in states with standard enforcement (primary) seat belt laws was 77% and in states without standard enforcement laws was 63%. This Research Note presents results from these two MiniNOPUS and provides a chronology of overall shoulder belt use from all nationwide shoulder belt use surveys conducted by NHTSA. KW - Front seat occupants KW - Passengers KW - Seat belts KW - Shoulder harnesses KW - State laws KW - Surveys KW - United States KW - Utilization UR - http://www-nrd.nhtsa.dot.gov/Pubs/00025.PDF UR - https://trid.trb.org/view/714601 ER - TY - RPRT AN - 00810973 AU - National Highway Traffic Safety Administration AU - Motorcycle Safety Foundation TI - NATIONAL AGENDA FOR MOTORCYCLE SAFETY PY - 2000/11 SP - 120 p. AB - This "National Agenda for Motorcycle Safety" points the way to the most promising avenues for future motorcycling safety efforts in the United States by incorporating information and ideas from a broad, multidisciplinary spectrum of stakeholders. It provides guidance to those seeking to enhance motorcycling safety at the national, state, and local levels. The contents of this document are organized as follows: Introduction; About the Organization of this Document; A Brief History of Motorcycling; Research & Information (The Need for Research, Research in Motorcycle Crashes, Conveying Research Information to Users); Human Factors (Motorcyclist Attitudes, Rider Education & Training, Licensing, Crash Avoidance Skills, Motorcyclist Alcohol & Other Impairment, Personal Protective Equipment); Social Factors (Motorist Awareness, Insurance Industry Involvement, Enforcement & Adjudication, Traffic Safety Community Attitude); Motorcycle Factors (Introduction to Motorcycles, Motorcycle Design, Braking, Vehicle Modifications, Conspicuity, Lane Use); Environmental Factors (Roadway Characteristics, Other Vehicle Design, First Response, Intelligent Transportation Systems); Summary of Recommendations; Members of the Technical Working Group; Glossary; Resources; References; and Appendices. KW - Attitudes KW - Braking KW - Driver education KW - Driver licensing KW - Driver training KW - Drunk driving KW - Emergency medical services KW - First aid KW - Highway facilities KW - Highway safety KW - History KW - Human factors KW - Information dissemination KW - Intelligent transportation systems KW - Motor skills KW - Motorcycle crashes KW - Motorcycle helmets KW - Motorcycles KW - Motorcycling KW - Motorcyclists KW - Protective clothing KW - Recommendations KW - Research KW - Social factors KW - Vehicle design KW - Visibility UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/00-NHT-212-motorcycle/index.html UR - https://trid.trb.org/view/679612 ER - TY - RPRT AN - 00810985 AU - Llaneras, R E AU - Westat, Incorporated AU - National Highway Traffic Safety Administration TI - NHTSA DRIVER DISTRACTION INTERNET FORUM: SUMMARY AND PROCEEDINGS, JULY 5 - AUGUST 11, 2000 PY - 2000/11 SP - 78 p. AB - The National Highway Traffic safety Administration sponsored a virtual conference on the Internet (held July 5 - August 11, 2000) to understand the risks from distraction associated with the explosive growth of in-car electronics. The Internet Forum provided an opportunity for technical experts and the public (both in the U.S. and internationally) to download research papers, ask questions, and share experiences regarding the use of in-vehicle devices (cell phones, navigation systems, wireless Internet, information and entertainment systems, night vision systems, etc.). Content on the site was organized into two basic areas: (1) Experience with technologies, and (2) Technical issues. The former provided opportunities for the driving public to share their experience with specific technologies in the context of driving and to provide their perspectives on basic issues related to their use. Discussions emphasized use of cell phones, navigation systems, night vision systems, wireless Internet, and information and entertainment systems. The "Technical Issues" section was devoted to general cross-cutting issues related to the safety impacts of in-vehicle technologies. Five separate discussion areas were provided: Defining benefits and safety risks; Technical challenges associated with measuring distraction; Equipment design features and design solutions; Regulations, guidelines, and enforcement; and Safety campaigns and public education surrounding the safe use of in-vehicle technologies. In all, the site received over 23,000 hits with over 9,500 unique users and 2,500 registered guests. The site remains available as an information repository and can be accessed at www-nrd.nhtsa.dot.gov/driver-distraction/Welcome.htm. KW - Cellular telephones KW - Conferences KW - Design KW - Distraction KW - Education KW - Entertainment KW - Highway safety KW - Information display systems KW - Internet KW - Law enforcement KW - Night vision devices KW - Onboard navigational aids KW - Regulations KW - Risk analysis KW - Safety campaigns KW - Vehicle electronics KW - Wireless communication systems UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/Driver%20Distraction/FinalInternetForumReport.pdf UR - https://trid.trb.org/view/679631 ER - TY - RPRT AN - 00810954 AU - Eby, D W AU - Fordyce, T A AU - Vivoda, J M AU - University of Michigan Transportation Research Institute TI - SAFETY BELT USE IN FIVE WAYNE COUNTY COMMUNITIES: FALL 2000 PY - 2000/11 SP - 52 p. AB - Reported here are the results of a direct observation survey of safety belt use in a five city area of Wayne County, Michigan, conducted in the fall of 2000. The five cities included in the survey area were: Dearborn, Detroit, Livonia, Taylor, and Westland. In this study, 1,685 occupants traveling in four vehicle types (passenger cars, sport utility vehicles, vans/minivans, and pickup trucks) were surveyed September 16 to September 21, 2000. 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 74.7% Belt use was 76.4% for passenger cars, 71.0% for sport utility vehicles, 78.1% for vans/minivans, and 66.3% for pickup trucks. Overall 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 commute, 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 five cities, and to assess the effects of Public Information and Education programs. This study is superior to the statewide survey for assessing the effects of local programs in the five cities since it focuses entirely on local traffic. KW - Age KW - Automobiles KW - Dearborn (Michigan) KW - Detroit (Michigan) KW - Gender KW - Impacts KW - Livonia (Michigan) 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 - Taylor (Michigan) KW - Trend (Statistics) KW - Utilization KW - Vans KW - Westland (Michigan) UR - http://ntl.bts.gov/lib/17000/17700/17700/PB2001103192.pdf UR - https://trid.trb.org/view/679580 ER - TY - RPRT AN - 00810955 AU - Eby, D W AU - Fordyce, T A AU - Vivoda, J M AU - University of Michigan Transportation Research Institute TI - DIRECT OBSERVATION OF SAFETY BELT USE IN MICHIGAN: FALL 2000 PY - 2000/11 SP - 62 p. AB - Reported here are the results of a direct observation survey of safety belt use conducted in the fall of 2000. In this study, 14,366 occupants traveling in four vehicle types (passenger cars, sport utility vehicles, vans/minivans, and pickup trucks) were surveyed during August 31 to September 18, 2000. 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 81.9%. When compared with last year's rate, this year's estimated use rate shows that safety belt use in Michigan has increased by almost 12 percentage points over the past year. Belt use was 85.0% for passenger cars, 83.1% for sport utility vehicles, 83.2% for vans/minivans, and 71.2% 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 4-to-15 and 60-and-older age groups. Survey results suggest that the implementation of standard enforcement safety belt use laws and the accompanying enforcement and public information efforts have been very effective in increasing safety belt use in Michigan over the past year. KW - Age KW - Automobiles KW - Days KW - Gender KW - Highway classification KW - Law enforcement KW - Michigan 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 - Utilization KW - Vans UR - http://ntl.bts.gov/lib/17000/17700/17701/PB2001103193.pdf UR - https://trid.trb.org/view/679581 ER - TY - JOUR AN - 00810933 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - OLDER DRIVER FATALITY RATES BY STATE, 1998 PY - 2000/11 SP - 4 p. AB - Older drivers age 65 and over are increasing in number. The number of fatal crashes in which they are involved is also increasing. This research note takes a look at the latest data available to formulate fatality rates for this segment of the population. A table is presented showing, for each state and the District of Columbia, population estimates, licensed drivers, registered vehicles, driver fatality rates, and older driver fatality rates. The data are for the year 1998. KW - Aged drivers KW - Fatalities KW - Tables (Data) UR - http://www-nrd.nhtsa.dot.gov/Pubs/00030.pdf UR - https://trid.trb.org/view/684730 ER - TY - JOUR AN - 00821069 JO - Newsweek PB - Newsweek incorporated AU - Naughton, K AU - Newsweek incorporated TI - SAFETY FIRST: WILL 'SMART' SEAT BELTS AND NEW HIGH-TECH SENSORS SAVE MORE LIVES? PY - 2000/10/30 VL - 136 IS - 18 SP - p. 56-59 AB - Auto engineers are hard at work deploying "Star Wars"-like technology, including electronic sensors, radar, lasers and even satellites, in the service of helping drivers survive their daily commute. Coming soon is a new generation of "crash avoidance" technology, with devices like electronic feelers that will detect danger ahead and then steer you out of harm's way. The installation of dual front airbags on all new cars and the fact that 70% of Americans wear seat belts today have greatly improved highway safety. Still, however, 41,611 people were killed on American roads last year. To lower that death toll, even the once crude crash test is going high tech. The first new technologies to hit the road will probably be in airbags, such as Ford's front bumper pedestrian airbags. Mercedes already has eight airbags in some models, including ones that drop from the ceiling to protect the head. To avoid accidents altogether, carmakers are developing technology to give drivers a clearer view of the crowded roads and technology that takes control away from the driver. KW - Air bags KW - Automobiles KW - Crash avoidance systems KW - Technological innovations KW - Vehicle safety UR - https://trid.trb.org/view/714598 ER - TY - RPRT AN - 00823153 AU - Winston, F K AU - Moll, Elisa K AU - Durbin, D R AU - Kassam-Adams, N AU - TraumaLink, The Children's Hospital of Philadelphia AU - National Highway Traffic Safety Administration TI - THE PREMATURE GRADUATION OF CHILDREN FROM CHILD RESTRAINTS TO VEHICLE SAFETY BELTS PY - 2000/10/13 SP - 302 p. AB - Belt-positioning booster seats are recommended for children between 40 and 80 pounds, however, usage is estimated at only 5% nationally. The goal of this project was to determine reasons for the premature graduation of children from child safety seats to vehicle seat belts and to suggest strategies for increasing booster seat use. The project utilized multiple methods, including a review of existing literature and programs regarding premature graduation and booster seat use; discussions with parents, children and experts via telephone or focus groups; and facilitated brainstorming sessions. These qualitative methods were used to gain a broad understanding of the issues relating to the premature use of seat belts by young children and to suggest strategies to increase booster seat use. This research showed that the premature graduation of children from child safety seats to vehicle seat belts occurs for a variety of reasons. Most notably, a parent's perception of risk of their child being injured in a crash plays an important role - parents who used booster seats tended to have a higher risk perception than parents who used seat belts for their children. Parents' knowledge of best practice for child passenger safety and the potential consequences for not following these recommendations played a key role among the subjects studied in this research. Parents identified several potential barriers to optimal restraint for their young children including situational circumstances (e.g., extra adult or child in the vehicle), child behavior, child discomfort, the law, availability of the booster seat, cost, convenience/ease of use, and perceptions of safer alternatives. This research also identified potential strategies to overcome barriers to booster seat use, and to promote continued booster seat use among parents who use them. KW - Booster seats KW - Child restraint systems KW - Children KW - Knowledge KW - Parents KW - Risk analysis KW - Seat belts KW - Strategic planning KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/outreach/traftech/TT253.htm UR - https://trid.trb.org/view/713306 ER - TY - RPRT AN - 00821065 AU - Hersch, R K AU - Couch, D J AU - Cook, R F AU - ISA Associates, Incorporated AU - University of Utah, Salt Lake City AU - National Highway Traffic Safety Administration TI - FIELD TEST OF ON-SITE DRUG DETECTION DEVICES PY - 2000/10/05 SP - 66 p. AB - This report presents the results from a study that assessed the utility of police on-site testing devices for driver drug use. It is the first comprehensive study to systematically select the on-site devices to be used, capture a representative sample of driving under the influence arrestees in two major urban areas, evaluate the accuracy of five on-site testing devices when used by actual arresting officers, and provide police officer subjective ratings of the on-site devices. The project was designed to assess how well the devices performed when they were placed in the hands of law enforcement personnel. The devices are based on urinalysis drug screening technology. KW - Accuracy KW - Drug tests KW - Field tests KW - Law enforcement KW - On-site testing devices KW - Police KW - Testing equipment KW - Urine KW - Urine drug levels UR - http://www.nhtsa.dot.gov/people/injury/research/pub/onsitedetection/Drug_index.htm UR - http://ntl.bts.gov/lib/17000/17600/17660/PB2001102816.pdf UR - http://ntl.bts.gov/lib/26000/26000/26016/DOT-HS-809-192.pdf UR - https://trid.trb.org/view/712611 ER - TY - JOUR AN - 00821057 JO - US News & World Report PB - US News and World Report, Incorporated AU - Pasternak, D AU - US News and World Report, Incorporated TI - A SAFETY RULE, A FATAL FLAW PY - 2000/10/02 VL - 129 IS - 13 SP - p. 40 AB - Underride accidents kill an estimated 1,000 people a year. Safety advocates have been lobbying for improved underguards ever since actress Jayne Mansfield was killed in an underride accident on a dark, two-lane highway outside New Orleans in 1967. Three decades after that accident, the National Highway Traffic Safety Administration (NHTSA) finally issued a rule requiring rear-impact guards on trailers, but only on trucks manufactured after January 1998. There are 2 million older rigs still on the road. Even more important, the rules do not require side or front underguards. The British experience has been different. The British government has mandated rear and side underride guards on new trucks since 1984. While U.S. truck manufacturers are unwilling to spend the money to install side and front guards on new trucks, from the point of view of underride victims and their families the cost is worth it. After all, the $500 cost for side guards per trailer is minuscule compared with the $80,000 plus price of the trailer. KW - Costs KW - Fatalities KW - Federal laws KW - Front underguards KW - Rear underguards KW - Safety equipment KW - Side underguards KW - Truck crashes KW - Trucks KW - Underride override crashes KW - United Kingdom KW - United States KW - Vehicle fitness UR - https://trid.trb.org/view/714593 ER - TY - RPRT AN - 00984943 AU - North Carolina Department of Public Insruction AU - North Carolina State University, Raleigh AU - National Highway Traffic Safety Administration TI - A COOPERATIVE PROGRAM TO REDUCE INCIDENTS OF VEHICLES PASSING STOPPED SCHOOL BUSES IN A COASTAL REGION OF NORTH CAROLINA PY - 2000/10 SP - 52 p. AB - In September, 1998, the North Carolina Department of Public Instruction was awarded one of four national grants by the National Highway Traffic Safety Administration (NHSTA) to demonstrate strategies for reducing the incidences of motorists passing stopped school buses. The North Carolina project focused on three coastal school districts: Onslow County, Pender County, New Hanover County. The project was conducted by the pupil transportation program at the Institute for Transportation Research and Education, North Carolina State University. An approach designed to demonstrate various applications of technology yielded lessons learned more in the area of cooperation among agencies and, more specifically, the individuals within those agencies. The statewide Information Management System (TIMS) - a computer assisted system for school bus routing and scheduling - was used to document and report on incidents of motorists passing stopped school buses reported by school bus drivers. Law enforcement agencies were provided with these data to conduct week-long stepped-up enforcement campaigns, funded in part by the grant. In addition to providing an opportunity for increased enforcement, the campaigns provided an opportunity for public awareness through the local media. The key component of this project, however, resulted from the installation of a video camera on a school bus in Onslow County. Stop arm violations caught on videotape provided law enforcement with additional information about stop arm violations reported by school bus drivers. Working together to review these violations, Onslow County Transportation Director Mr. Jeff Smith and State Highway Patrol Trooper R.A. Hood developed a close working relationship that has turned things around in Onslow County. Onslow County's stop arm violations have decreased significantly. The success of the video camera has spread to other North Carolina school districts. Further, it was picked up by the media and continues to generate free publicity to bring this issue to the attention of the public. This was supplemented by statewide radio advertising and local television advertising during the project. The project also highlighted the need for continuing training of school bus drivers on this subject and several important training materials were developed. These included brochures, an instructional videotape and school bus stop arm pamphlets targeted at the public. While it is not an exact science, the numbers clearly tell us that somewhere between 1000 and 2000 times a day across the state of North Carolina, a motorist passes a stopped school bus, endangering the lives of students. School bus drivers, school district transportation staff, law enforcement and motorists have an important part to play in preventing such a risky act. Technology can be a valuable tool in this endeavor but, like most other things, it comes down to hard work and determination. KW - Automobile drivers KW - Children KW - Cooperation KW - Highway safety KW - Information management KW - Information systems KW - Interagency relations KW - North Carolina KW - Passing KW - Routing KW - Safety programs KW - Scheduling KW - School bus drivers KW - School buses KW - Stop arm (School buses) KW - Students KW - Traffic law enforcement KW - Traffic safety KW - Traffic violations KW - Traffic violators KW - Training KW - Video cameras UR - http://itre.ncsu.edu/stg/downloads/NHTSAFinalReport.PDF UR - https://trid.trb.org/view/747758 ER - TY - RPRT AN - 00929194 AU - Funke, D AU - Bellis, E AU - Donnelly, B AU - BLATT, A AU - McClellan, R AU - Wilson, G AU - Veridian Engineering AU - National Highway Traffic Safety Administration TI - AUTOMATED COLLISION NOTIFICATION (ACN) FIELD OPERATIONAL TEST (FOT) FINAL REPORT PY - 2000/10 SP - 50 p. AB - The goal of the Automated Collision Notification (ACN) Field Operational Test (FOT) was to design, develop and field test new technology to automatically detect and characterize potential injury-causing vehicle crashes and then provide 9-1-1 dispatchers with information about the crash events. The effort resulted in the development of specialized ACN equipment. This equipment was designed to be easily installed in vehicles and to operate independently of existing vehicle safety systems. The design integrated commercially available accelerometers, cellular communications equipment, Global Positioning Satellite receivers, and automated map display technologies. A critical component of the system was the crash recognition and characterization software that analyzed crash forces in real time to determine when thresholds indicating the likelihood of serious injuries were exceeded. The primary objectives of the FOT were to: 1) Identify and evaluate technical issues associated with ACN system reliability, effectiveness, and performance; 2) Evaluate deployment issues relating to the use of ACN systems by Emergency Medical Service and Public Safety agencies, and 3) Collect data to evaluate the potential benefits of the ACN system. To achieve these objectives a plan was executed with the following elements: 1) design and development of hardware and software that could reliably sense vehicle crashes that are likely to cause injuries and initiate automatic notification procedures; 2) recruitment of volunteers; 3) design, development and installation of communications, special processing, and display hardware and software; and 4) establishment of data collection procedures. The principal measure of performance was whether the use of ACN systems would reduce the time for delivery of medical care to victims of motor vehicle crashes. Baseline (non-ACN) response time data were collected to compare to the response times of crashes involving the ACN system. KW - Automatic crash notification KW - Benefits KW - Data collection KW - Deployment KW - Development KW - Emergency medical services KW - Emergency response time KW - Equipment KW - Field tests KW - Intelligent transportation systems KW - Performance KW - Reliability KW - Software KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2000/ACNFinal.pdf UR - https://trid.trb.org/view/719096 ER - TY - RPRT AN - 00822653 AU - National Highway Traffic Safety Administration TI - STOP AGGRESSIVE DRIVING: TOOL KIT PY - 2000/10 SP - v.p. AB - Over 60% of motorists believe aggressive drivers are a threat to them and their families. This tool kit contains resources for a community action program dealing with aggressive driving. Included in the packet are a sample press release, a drop in article, an OP-ED article, an aggressive driving fact-tip sheet with talking points, logos, printed public service announcements (PSAs), radio PSA scripts (CD-ROM), and a program brochure. All materials are provided in English and in Spanish. KW - Aggression KW - Community action programs KW - Drivers UR - https://trid.trb.org/view/713920 ER - TY - RPRT AN - 00822655 AU - National Highway Traffic Safety Administration TI - STOP AGGRESSIVE DRIVING: RADIO PSA SCRIPTS PY - 2000/10 SP - n.p. AB - Over 60% of motorists believe aggressive drivers are a threat to them and their families. This CD-ROM contains radio public service announcement (PSA) scripts to be used in a community action program dealing with aggressive driving. The PSA scripts are in English and Spanish. KW - Aggression KW - CD-ROM KW - Community action programs KW - Drivers KW - Public service announcements KW - Publicity KW - Radio UR - https://trid.trb.org/view/713921 ER - TY - RPRT AN - 00822654 AU - National Highway Traffic Safety Administration TI - STOP AGGRESSIVE DRIVING: BROCHURE PY - 2000/10 SP - 6 p. AB - Over 60% of motorists believe aggressive drivers are a threat to them and their families. This brochure, in English and Spanish, provides information on the following: (1) how to determine if you are an aggressive driver; (2) how to cope with life in the fast lane; and (3) what to do when confronted with aggressive drivers. This brochure is part of a tool kit to be used in a community action program dealing with aggressive driving. KW - Aggression KW - Brochures KW - Community action programs KW - Drivers KW - Traffic safety education UR - https://trid.trb.org/view/713188 ER - TY - JOUR AN - 00821072 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - 1999 STATE SHOULDER BELT USE SURVEY RESULTS PY - 2000/10 SP - 2 p. AB - In 1999, 46 States, the District of Columbia, and Puerto Rico each reported a statewide estimate of passenger vehicle shoulder belt use, based on surveys conducted following guidelines issued by the National Highway Traffic Safety Administration in September 1998. This Research Note describes the guidelines for conducting the state safety belt use surveys, and presents the results of the surveys. KW - Guidelines KW - Seat belts KW - Shoulder harnesses KW - States KW - Surveys KW - Utilization UR - http://www-nrd.nhtsa.dot.gov/Pubs/00-020.pdf UR - https://trid.trb.org/view/714600 ER - TY - JOUR AN - 00821051 JO - Motor Trend PB - Petersen Publishing Company AU - Nikkel, C AU - Petersen Publishing Company TI - THE TRUTH ABOUT LEMON LAWS PY - 2000/10 VL - 52 IS - 10 SP - p. 93-96 AB - While automakers have made continual leaps in product quality, still some 100,000 out of 17 million new vehicles produced last year were lemons. If you are one of the unfortunate few to have purchased a lemon, this article offers some guidelines on what you should do. KW - Automobiles KW - Consumer protection KW - Guidelines KW - Lemon laws KW - Purchasing KW - State laws UR - https://trid.trb.org/view/714591 ER - TY - RPRT AN - 00803927 AU - Lacey, J H AU - Jones, R K AU - Anderson, E W AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - EVALUATION OF A FULL-TIME RIDE SERVICE PROGRAM: ASPEN, COLORADO'S TIPSY TAXI SERVICE PY - 2000/10 SP - v.p. AB - This report summarizes a study of Aspen, Colorado's Tipsy Taxi ride service program. This service, which provides a free ride home for persons who are too intoxicated to drive, has been in place since December 1983. Funded through donations from the community, this program is available 365 days a year, 24 hours per day. The program is distinctive in that it has been operating for over sixteen years and is self-sustaining. An examination of injury crashes as a proxy of alcohol-related crashes revealed a significant reduction associated with implementation of the program. It is argued that a year-round alternative transportation program is an important component of a comprehensive anti-DUI countermeasure program which should also include deterrence components such as public information, enforcement, and sanctioning. KW - Aspen (Colorado) KW - Countermeasures KW - Drunk drivers KW - Evaluation KW - Free ride home program UR - http://www.nhtsa.dot.gov/people/injury/research/pub/tipsytaxi/toc.htm UR - http://ntl.bts.gov/lib/25000/25900/25970/DOT-HS-809-155.pdf UR - https://trid.trb.org/view/667672 ER - TY - SER AN - 00812582 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - TRAINING PHYSICIANS ABOUT IMPAIRED DRIVING ISSUES PY - 2000/10 IS - 235 SP - 2 p. AB - One of eight National Highway Traffic Safety Administration grants to support the development of innovative programs for reducing alcohol-related fatalities was awarded to the Harborview Injury Prevention and Research Center in Seattle, Washington in 1997. This Traffic Tech lists the goals of the Harborview project and briefly summarizes their activities conducted under the grant. The objective of the project was to address alcohol abuse at the individual patient level and at the community level. Among the study's conclusions were: Training medical students and residents about alcohol screening and intervention is feasible and well-received, but obtaining training time is difficult; in order to institutionalize substance abuse training, champions are needed; using a theme approach for training is best; many physicians show little interest in learning about brief interventions; and physicians' concerns that screening for alcohol abuse may result in denial of coverage by insurance companies appear to be based in fact, as codified in the statutes of most states. KW - Alcohol abuse KW - Countermeasures KW - Drunk driving KW - Fatalities KW - Health care KW - Impaired drivers KW - Insurance KW - Intervention KW - Physicians 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=48051c8e13cbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/686802 ER - TY - SER AN - 00812581 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STATE ALCOHOL COST FACT SHEETS DOCUMENT THE COSTS OF IMPAIRED DRIVING FOR EACH STATE PY - 2000/10 IS - 234 SP - 3 p. AB - The National Public Services Research Institute developed state-specific data on impaired driving for the National Highway Traffic Safety Administration (NHTSA). The series of State Cost Fact Sheets is available only on NHTSA's website. These fact sheets show the cost of impaired driving for a particular state and estimate the savings a state could realize if it implemented certain impaired driving countermeasures. There is also a U.S. Cost Fact Sheet that lists the national costs. This Traffic Tech provides a sample of the U.S. Fact Sheet, as well as the website: www.nhtsa.dot.gov/people/injury/alcohol/facts.htmMost. KW - Costs KW - Countermeasures KW - Drunk driving KW - Impaired drivers KW - Savings KW - States KW - Traffic crashes KW - United States 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=2119fbe219cbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/686800 ER - TY - RPRT AN - 00810928 AU - Tsimhoni, O AU - WATANABE, H AU - Green, P AU - Friedman, D AU - University of Michigan Transportation Research Institute TI - DISPLAY OF SHORT TEXT MESSAGES ON AUTOMOTIVE HUDS: EFFECTS OF DRIVING WORKLOAD AND MESSAGE LOCATION PY - 2000/10 SP - 49 p. AB - This report describes the second in a series of studies to identify best locations for presenting various types of information on a simulated head-up display (HUD). In the current study, 16 participants drove a simulator on roads with curves of several different radii while responding to messages appearing at 1 of 8 locations on a HUD. Two types of information were presented on the HUD. In the reading condition, participants indicated the gender (male, female) of a first name shown on the HUD. In the detection condition, participants responded as soon as a name (scrambled) appeared. Response time to messages increased with the horizontal eccentricity of the HUD location. The center positions (straight ahead) had mean response times of 1100 ms, whereas the outer positions (10 degrees to either side) had mean response times of 1250 ms. In contrast to reading time, detection time was not significantly affected by where the message appeared. Driving performance was only degraded when the HUD appeared at the center position. The most preferred position was 5 degrees to the right of the center, at eye level. Increasing driving workload significantly increased detection and as a result increased response time to reading the messages. In addition to the slower response times, participants missed more HUD messages while driving on sharper curves. Overall, the driving performance of older men was less variable than other age-gender groups, but their responses to HUD messages were slower and they committed more errors. KW - Driving simulators KW - Head up displays KW - Highway curves KW - Human subject testing KW - Location KW - Messages (Communications) KW - Performance KW - Reaction time KW - Workload UR - http://www.umich.edu/~driving/publications/UMTRI-2000-13.pdf UR - https://trid.trb.org/view/679532 ER - TY - RPRT AN - 00806451 AU - National Highway Traffic Safety Administration TI - BLUE RIBBON PANEL TO INCREASE SEAT BELT USE AMONG AFRICAN AMERICANS: A REPORT TO THE NATION PY - 2000/10 SP - 111 p. AB - The fact that African Americans use seat belts significantly less than other Americans is a public health crisis. This crisis must be addressed by all those concerned with saving lives, reducing injuries and ensuring quality public health, safety and justice for all Americans. On June 26, 2000, Secretary of Transportation Rodney E. Slater established a Blue Ribbon Panel to identify strategies to increase seat belt use among African Americans. The Panel was given the task of issuing a Report to the Nation with recommendations that can be used by individuals, families, public and private corporations and organizations, law enforcement agencies, civil rights and religious communities, and others. This Report to the Nation is organized as follows: Introduction: A Public Health Epidemic; Summary of Strategy Recommendations; Strategy Recommendations for (A) Education, Training and Communications, (B) Health and Safety, (C) Research and Evaluation, (D) Improving Public Compliance With Seat Belt Laws, and (E) Programs That Support Community-Based Partnerships; Summary Conclusion; and Reviewed References. Appendices are as follows: (A) Selected model provisions for Primary Seat Belt Law; (B) Executive Summary from the Meharry Report entitled "Achieving a Credible Health and Safety Approach to Increasing Seat Belt Use Among African Americans"; (C) Correspondence between the Congressional Black Caucus and the U.S. Surgeon General and Correspondence between the Congressional Black Caucus and the National Governors Association; (D) Special Report: African American Seat Belt Safety "Protecting Our Future"; (E) Detroit NAACP Interim Report - The Child Safety Seat Program; (F) Statement from James Thomas, President, National Black Caucus of State Legislators; (G) Quotes from: Dr. Dorothy Height, General Colin Powell, Dr. Alvin Pouissant, Gene Upshaw, Charles Hurley, Father George Clements, et al.; (H) List of Blue Ribbon Panel Members; and (I) List of Blue Ribbon Panel Advisory Members. KW - African Americans KW - Communications KW - Community action programs KW - Compliance KW - Education and training KW - Highway safety KW - Laws KW - Public health KW - Recommendations KW - Research KW - Seat belts KW - Strategic planning KW - Utilization UR - https://trid.trb.org/view/672708 ER - TY - JOUR AN - 00821058 JO - Electronic Design PB - Penton Media, Incorporated AU - MORRISON, D AU - Penton Media, Incorporated TI - SENSORS MEASURE UP TO EMERGING AUTOMOTIVE SAFETY STANDARDS PY - 2000/09/05 VL - 48 IS - 18 SP - 6 p. AB - Automotive applications are spawning the development of a host of sensor types for use in systems related to rider safety; engine and drive train; comfort, convenience, or security; and vehicle diagnostics or monitoring. Automakers are starting to implement occupancy seat sensors that improve airbag deployment and angular-rate sensors for enhancing vehicle dynamic controls. A detailed discussion of these sensor types is provided in this article. It is pointed out that, given the evolving safety standards, we can expect to see a migration to the more sophisticated sensing schemes. KW - Air bags KW - Automotive engineering KW - Sensors KW - Standards KW - Vehicle dynamics KW - Vehicle safety UR - https://trid.trb.org/view/714594 ER - TY - RPRT AN - 00813204 AU - Tijerina, Louis AU - Johnston, S AU - Parmer, E AU - Pham, H A AU - Winterbottom, M D AU - Vehicle Research and Test Center (U.S.) AU - National Highway Traffic Safety Administration TI - PRELIMINARY STUDIES IN HAPTIC DISPLAYS FOR REAR-END COLLISION AVOIDANCE SYSTEM AND ADAPTIVE CRUISE CONTROL SYSTEM APPLICATIONS PY - 2000/09 SP - 159 p. AB - In this report, the authors examine the applicability of haptic displays for rear-end collision avoidance warnings. Concepts and published research studies are reviewed in the report. This is followed by three small-scale studies of mono-pulse braking and active steering displays. Two parameter setting studies are first discussed. The first examined the display parameter settings of a mono-pulse braking display, while the second examined the effects of active steering vibration amplitude frequency, and duration on display detectability and appropriateness ratings. Based on the results obtained, the authors suggest that active steering displays be reserved for future collision avoidance system integration. In the third study, the authors examined the response of drivers in a car following situation to a mono-pulse braking display under two different simulated rear-end collision avoidance warning scenarios. Results suggest that mono-pulse braking displays might be of use in rear-end collision avoidance applications. KW - Brakes KW - Crash avoidance systems KW - Cruise control KW - Driver information systems KW - Emergency communication systems KW - Information display systems KW - Steering systems UR - https://trid.trb.org/view/680993 ER - TY - RPRT AN - 00822681 AU - Hoover, R L AU - Howe, J G AU - Flick, M A AU - Dashner, D A AU - National Highway Traffic Safety Administration TI - S-CAM BRAKE EFFECTIVENESS COMPARISON USING TWO FIXTURES AND TWO LINING TYPES ON A SINGLE INERTIA DYNAMOMETER PY - 2000/09 SP - 104 p. AB - There are currently no Federal performance standards for either original equipment or replacement brake linings for air-braked vehicles. The National Highway Traffic Safety Administration (NHTSA) has been petitioned to institute such a standard. An integral part of a brake lining performance standard would be a procedure for determining lining performance. This report documents the results of NHTSA research to examine the variability present in the Society of Automotive Engineers (SAE) recommended practice J1802, "Brake Block Effectiveness Rating." For this research, four SAE J1802 brake test fixtures were obtained from government and industry testing laboratories. Physical measurements were made on three of the major fixture components: the s-cams, the spiders, and the rotochambers, in an attempt to identify geometric variations between the fixtures. The spiders were measured at a precision machine shop for hole alignment and planarity. The s-cams were measured for lobe rise with respect to input shaft rotation angle. The rotochambers were calibrated for linearity in output force versus displacement and pressure. Two fixtures were then tested on a brake dynamometer. Each fixture was tested with two sets each of two types of brake lining blocks. A single operator performed the tests on a single dynamometer to reduce the number of sources of variability. The variability in brake effectiveness values found in this study was considerably smaller than that found during a previous round-robin test series that used multiple operators running multiple dynamometers. The geometric variances found from the physical measurements probably contributed only a negligible amount to the total variability of the effectiveness values measured during the dynamometer tests. While only a very limited number of tests were performed, the results suggest that much of the variability found in the past round-robin testing may have come from sources other than the test fixtures (dynamometer, operator, slightly different set-up procedures, brake lining and/or brake drum material differences, etc.). KW - Air brakes KW - Brake linings KW - Dynamometers KW - Federal Motor Vehicle Safety Standards KW - Heavy duty vehicles KW - Performance based specifications KW - Society of Automotive Engineers KW - Testing equipment UR - https://trid.trb.org/view/713213 ER - TY - RPRT AN - 00822676 AU - National Highway Traffic Safety Administration TI - THERE'S ONE SURE WAY TO TAKE A LETHAL WEAPON OUT OF A CRIMINAL'S HANDS. THE STANDARDIZED FIELD SOBRIETY TESTS (SFSTS)--A HIGHLY ACCURATE WAY TO DETECT IMPAIRED DRIVERS PY - 2000/09 SP - 4 p. AB - This pamphlet describes the National Highway Traffic Safety Administration's (NHTSA's) training program for conducting the Standardized Field Sobriety Tests (SFSTs) and two companion courses that teach officers to recognize drivers who are impaired by drugs other than alcohol. Also described is NHTSA's free three-hour SFST refresher training module on CD-ROM for officers previously trained to perform the SFST. KW - Brochures KW - CD-ROM KW - Curricula KW - Drugged drivers KW - Drunk driving KW - Impaired drivers KW - Retraining KW - Standardized Field Sobriety Tests KW - Traffic law enforcement KW - Training programs UR - https://trid.trb.org/view/713209 ER - TY - RPRT AN - 00822677 AU - National Highway Traffic Safety Administration TI - THREE WAYS TO KEEP A FRIEND ALIVE PY - 2000/09 SP - 4 p. AB - This pamphlet, part of the Designated Driver/Safe Rides Community Action Guide planner kit, outlines three things a person can do to protect the life of a friend who has been drinking. Briefly, these are (1) drive your friend home, (2) call a cab, or (3) have your friend sleep over. KW - Brochures KW - Community action programs KW - Countermeasures KW - Drunk driving KW - Safety campaigns UR - https://trid.trb.org/view/713210 ER - TY - RPRT AN - 00822678 AU - National Highway Traffic Safety Administration TI - YOU DRINK & DRIVE. YOU LOSE. A CAMPAIGN TO STOP IMPAIRED DRIVING PY - 2000/09 SP - 6 p. AB - This pamphlet, part of the Designated Driver/Safe Rides Community Action Guide planner kit, describes the "You Drink & Drive. You Lose" campaign. This campaign was developed as the voice of an energized national partnership aimed at intensifying the fight against impaired driving. It provides a framework for state and local impaired driving prevention programs. KW - Brochures KW - Community action programs KW - Countermeasures KW - Drunk driving KW - Safety campaigns UR - https://trid.trb.org/view/713211 ER - TY - RPRT AN - 00822680 AU - de Vos, A P AU - TNO Human Factors Research Institute AU - National Highway Traffic Safety Administration TI - NON-PLANAR DRIVER'S SIDE REARVIEW MIRRORS: A SURVEY OF MIRROR TYPES AND EUROPEAN DRIVER EXPERIENCE AND A DRIVER BEHAVIOR STUDY ON THE INFLUENCE OF EXPERIENCE AND DRIVER AGE ON GAP ACCEPTANCE AND VEHICLE DETECTION PY - 2000/09 SP - 114 p. AB - Some European drivers have been using different types of convex, driver-side rear-view mirrors which provide a wider field-of-view than flat mirrors, but produce a minified image. With a minified image, some drivers may have difficulty judging distances and approach speeds. To assess the potential benefits and difficulties experienced by European drivers using non-planar driver-side rearview mirrors, this research included a survey of mirror use as well as an experiment to measure the performance of drivers when making lane change decisions based on mirror information. In addition, an inventory of mirror characteristics on vehicles in use was performed. The survey found that only one third of the drivers knew what optical type of mirror they had. The field experiment quantified the tradeoff between drivers' improved detection of adjacent vehicles due to wider fields of view and their decision to make lane changes at smaller gaps to approaching vehicles. Drivers' experience with non-planar mirrors did not generally compensate for the negative effect of accepting smaller gaps, with the exception of drivers who were accustomed to spherical convex mirrors. There was no increase in the visual workload required to process information in non-planar mirrors. The conclusion was that the relative benefits of non-planar mirrors should be greater than the negative effects. KW - Age KW - Behavior KW - Benefits KW - Convex mirrors KW - Driver experience KW - Drivers KW - Europe KW - Field of view KW - Gap acceptance KW - Lane changing KW - Performance KW - Rearview mirrors KW - Surveys UR - http://ntl.bts.gov/lib/17000/17400/17402/PB2001101421.pdf UR - https://trid.trb.org/view/713212 ER - TY - RPRT AN - 00822679 AU - National Highway Traffic Safety Administration TI - DESIGNATED DRIVER/SAFE RIDES COMMUNITY ACTION GUIDE. PLANNER KIT PY - 2000/09 SP - v.p. AB - This Designated Driver/Safe Rides Community Action Guide planner kit, prepared for the December 2000 National Drunk and Drugged Driving (3D) Prevention Month campaign, contains the following campaign materials: a Designated Driver/Safe Ride Program Community Action Guide; brochures; fact sheets; sample media tools for law enforcement; a poster; camera-ready artwork; a National Organizations for Youth Safety newsletter; and mocktail recipes. KW - Community action programs KW - Countermeasures KW - Designated drivers KW - Drunk driving KW - Planning KW - Publicity KW - Safety campaigns UR - https://trid.trb.org/view/713922 ER - TY - RPRT AN - 00822651 AU - National Highway Traffic Safety Administration TI - ANTILOCK BRAKE SYSTEMS (ABS) PY - 2000/09 SP - 6 p. AB - The subject of this pamphlet is the antilock brake system (ABS). Information is provided on wheel lockup, how an ABS works, how to know if your vehicle is equipped with an ABS, the kinds of ABSs, the feel and sound of an ABS, ABS stopping distance, and giving your ABS a mini-road test. Information is also provided on other considerations for better braking. KW - Antilock brake systems KW - Braking KW - Brochures KW - Road tests KW - Stopping distances UR - https://trid.trb.org/view/713186 ER - TY - RPRT AN - 00822640 AU - National Highway Traffic Safety Administration TI - BUCKLE UP AMERICA: THE PRESIDENTIAL INITIATIVE FOR INCREASING SEAT BELT USE NATIONWIDE. THIRD REPORT TO CONGRESS PY - 2000/09 SP - 36 p. AB - This Third Report to Congress documents the status of the Buckle Up America campaign from October 1, 1998 - April 1, 1999. Submitted to the U.S. House and Senate Appropriations Committees, this report keeps the committees fully apprised of the activities that have been conducted in pursuit of the national goals outlined in the Presidential Initiative for Increasing Seat Belt Use Nationwide and Executive Order 13043 (April 1997), Increasing Seat Belt Use in the United States. Support for the Buckle Up America campaign has steadily mounted over the six months covered by this report. Public-private partnerships continue to form and expand in response to the National Highway Traffic Safety Administration's outreach efforts. Strong state legislation and highly visible enforcement of occupant restraint laws also continue as communities across the country work to educate the public about the importance of buckling up and placing children in appropriate safety restraints. KW - Buckle Up America Campaign KW - Child restraint systems KW - Law enforcement KW - Public private partnerships KW - Public support KW - Safety campaigns KW - Safety education KW - Seat belts KW - State laws KW - Utilization UR - https://trid.trb.org/view/713176 ER - TY - RPRT AN - 00821063 AU - Sayer, J R AU - Mefford, M L AU - University of Michigan Transportation Research Institute TI - THE EFFECT OF COLOR CONTRAST ON DAYTIME AND NIGHTTIME CONSPICUITY OF ROADWORKER VESTS PY - 2000/09 SP - 33 p. AB - A static field study was conducted, both during the day and at night, to examine the effect that color contrast within a safety vest has on noticeability. Fluorescent orange and yellow fabrics were matched with orange, yellow, silver, or white retroreflective trim to appear similar to a safety vest. The method of paired comparisons was used to develop a linear scale of how noticeable the various color combinations appeared under cluttered and uncluttered viewing conditions. The results indicate that color contrast within the safety vest, as well as relative to the environmental surround, affects judgments of noticeability. However, in the nighttime condition color contrast was not an identifiable attribute, as all the retroreflective materials used appeared white when illuminated. In the nighttime condition, the luminance of the retroreflective trim accounted for almost all of the variance in the noticeability judgments. The results of this study suggest that a design for safety apparel that includes a combination of fluorescent yellow and fluorescent orange fabrics (providing color contrast for the daytime) with silver/white micro-prismatic retroreflective trim (providing high luminance for nighttime) is likely to be the most noticeable combination in both daytime and nighttime conditions. KW - Clothing KW - Color KW - Contrast KW - Daylight KW - Field studies KW - Fluorescence KW - Luminance KW - Maintenance personnel KW - Night KW - Orange KW - Retroreflectivity KW - Road crews KW - Safety KW - Safety vests KW - Visibility KW - White KW - Yellow UR - https://trid.trb.org/view/712609 ER - TY - RPRT AN - 00821064 AU - Sivak, M AU - Flannagan, M J AU - Schoettle, B AU - University of Michigan Transportation Research Institute TI - A MARKET-WEIGHTED DESCRIPTION OF LOW-BEAM HEADLIGHTING PATTERNS IN EUROPE PY - 2000/09 SP - 13 p. AB - This study was designed to provide photometric information about current European low-beam headlamps. The sample included 20 low-beam headlamps manufactured for use on the 20 best-selling passenger vehicles for calendar year 1999 in 17 European countries. These 20 vehicles represent 47% of all vehicles sold in these countries. The lamps were purchased directly from vehicle dealerships, and photometered in 0.25 deg steps from 45 deg left to 45 deg right, and from 5 deg down to 7 deg up. The photometric information for each lamp was weighted by 1999 sales figures for the corresponding vehicle. The results are presented both in tabular form for the 25th-percentile, the median (50th-percentile), and the 75th-percentile luminous intensities, as well as in graphical form (for the median luminous intensities). KW - Europe KW - Graphs KW - Low beamed headlamps KW - Luminous intensity KW - Photometry KW - Tables (Data) UR - https://trid.trb.org/view/712610 ER - TY - JOUR AN - 00821056 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Cherpitel, C J AU - Tam, T W AU - Alcohol Research Documentation, Incorporated TI - VARIABLES ASSOCIATED WITH DUI OFFENDER STATUS AMONG WHITES AND MEXICAN AMERICANS PY - 2000/09 VL - 61 IS - 5 SP - p. 698-703 AB - Among arrests for driving under the influence of alcohol (DUI) in California, the arrests of Hispanics was found to be overrepresented. An analysis of the variables associated with offender status (first vs multiple) among Mexican-American and white DUI arrestees was conducted to test the hypothesis that acculturation will be related to DUI among Mexican Americans while risk-taking dispositional variables will be related to DUI among whites. A sample of 249 Mexican-American clients and 250 white clients were interviewed in all five DUI treatment programs in one northern California county. An analysis of the data collected suggests that there are significant ethnic differences in attitudes and norms toward DUI that are related to frequency of drinking large amounts at one sitting. Future research is needed to determine how these variables along with dispositional and acculturation variables may be associated with DUI offender status. KW - Alcohol use KW - Arrests KW - Attitudes KW - California KW - Culture (Social sciences) KW - Drunk driving KW - Ethnic groups KW - Future KW - Hispanics KW - Hypothesis testing KW - Repeat offenders KW - Research KW - Risk taking KW - Variables KW - Whites UR - https://trid.trb.org/view/714592 ER - TY - JOUR AN - 00821050 JO - Popular Science PB - Times Mirror Magazines, Incorporated AU - McCosh, D AU - Times Mirror Magazines, Incorporated TI - POLLUTION BUSTERS PY - 2000/09 VL - 257 IS - 3 SP - p. 84-87 AB - This article describes a new generation of internal combustion engines that exhibit dramatic improvements in fuel economy. Some will have emission control systems so efficient that on a bad air day in Los Angeles, the exhaust from these engines is cleaner than the air the driver is breathing. Examples of new engine technology and design that are already on the road are the Nissan CA model of the 2001 Sentra, a Honda Accord that meets the Super-Ultra-Low-Emission Vehicle standard, and a GM turbodiesel sport utility vehicle. On the horizon are other exotic solutions to long-standing engine design issues that could become available on production cars within a decade. KW - Design KW - Emission control systems KW - Fuel conservation KW - Fuel consumption KW - General Motors Corporation KW - Honda automobile KW - Improvements KW - Internal combustion engines KW - Nissan automobile KW - Sport utility vehicles KW - Technological innovations KW - Turbodiesel engines UR - https://trid.trb.org/view/714590 ER - TY - RPRT AN - 00818818 AU - Hertz, E AU - National Highway Traffic Safety Administration TI - ANALYSIS OF THE CRASH EXPERIENCE OF VEHICLES EQUIPPED WITH ALL WHEEL ANTILOCK BRAKING SYSTEMS (ABS) - A SECOND UPDATE INCLUDING VEHICLES WITH OPTIONAL ABS PY - 2000/09 SP - 11 p. AB - This analysis updates the 1998 Antilock Braking System (ABS) analysis (Hertz et al, 1998) by including vehicles whose owners had selected it as an option. The inclusion of the vehicles with optional ABS does not seem to make very much difference in the estimation of the effect of all wheel ABS in crashes of all severities. ABS still seems to have a beneficial effect in preventing each crash type except for side impacts, where it appears to be associated with a higher response rate especially for passenger cars. It appears to be beneficial in preventing pedestrian crashes, rollovers, run-off-road crashes and frontal crashes with another moving vehicle. The previous study indicated several disbenefits in fatal crashes. The only statistically significant one remaining is rollovers of LTVs (light trucks and vans). As with all protective devices, the National Highway Traffic Safety Administration plans to update these estimates periodically as more data become available. KW - Antilock brake systems KW - Light trucks KW - Prevention KW - Rollover crashes KW - Traffic crashes KW - Vans KW - Vehicle options UR - http://ntl.bts.gov/lib/17000/17900/17960/PB2001105492.pdf UR - https://trid.trb.org/view/691434 ER - TY - SER AN - 00814089 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MOTORCYCLE HELMET LAW REPEAL EVALUATED IN TEXAS AND ARKANSAS PY - 2000/09 IS - 231 SP - 3 p. AB - In 1997, Arkansas and Texas amended their motorcycle helmet use laws. Before then, both states had required all motorcycle riders to wear helmets. Effective August 1, 1997, Arkansas required helmet use only for riders under the age of 21, and effective September 1, 1997, Texas required helmet use only for riders under the age of 21 and for older riders who have not completed a rider education course or who do not have at least $10,000 medical insurance coverage. The National Highway Traffic Safety Administration sponsored a study by Preusser Research Group to evaluate the initial effects of the law changes in Texas and Arkansas. The results of this study are briefly summarized in this Traffic Tech. KW - Amendments KW - Arkansas KW - Impact studies KW - Motorcycle helmets KW - State laws KW - Texas 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=a65b8a8e0acbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/688905 ER - TY - SER AN - 00814090 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - AN EVALUATION OF THE .08 PER SE LAW IN ILLINOIS FINDS 13.7 PERCENT FEWER FATAL CRASHES WITH POSITIVE BACS PY - 2000/09 IS - 232 SP - 3 p. AB - As of August 2000, 19 states plus the District of Columbia and Puerto Rico have enacted .08 per se laws. One concern that has been voiced about the legislation is that it would lead to more driving while intoxicated (DWI) arrests, since now people with blood alcohol concentrations (BACs) in the .08 to .10 range are more likely to be arrested, and that additional arrests would overburden the criminal justice system. As several states are considering legislation to lower their current .10 per se limit to .08, more information is needed on both the effectiveness of .08 legislation and the impact of the law on the enforcement and court systems. The Pacific Institute for Research and Evaluation conducted a study for the National Highway Traffic Safety Administration to examine Illinois' .08 per se law, which became effective on July 2, 1997. This Traffic Tech briefly summarizes the study results. Based on only a year and a half of experience, alcohol-related fatalities decreased 13.7 percent after implementation of the .08 per se law in Illinois. No major problems were reported by the local law enforcement or sanctioning systems. KW - Arrests KW - Blood alcohol levels KW - Court operations KW - Fatalities KW - Illinois KW - Impact studies KW - Per se laws 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=ac198a8e0acbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/688907 ER - TY - SER AN - 00812580 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - AGE OF DRINKING ONSET AND INVOLVEMENT IN ALCOHOL-RELATED CRASHES AND OTHER UNINTENTIONAL INJURIES PY - 2000/09 IS - 233 SP - 3 p. AB - The National Highway Traffic Safety Administration contracted with researchers from the Boston University School of Public Health to use data from the National Longitudinal Alcohol Epidemiologic Survey (NLAES) in two studies on drinking and driving. The NLAES is a national probability survey covering many issues related to alcohol use. This Traffic Tech summarizes the findings of the two studies. The studies raise the likelihood that efforts to delay drinking onset are associated with reductions in traffic injuries and other unintentional injuries incurred under the influence of alcohol for those 21 and older. KW - Age KW - Alcohol use KW - Drinking onset KW - Drunk driving KW - Injuries KW - National Longitudinal Alcohol Epidemiologic Survey KW - Traffic crashes 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=be72fbe219cbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/686799 ER - TY - RPRT AN - 00810971 AU - National Highway Traffic Safety Administration TI - DESIGNATED DRIVER/SAFE RIDE PROGRAM. COMMUNITY ACTION GUIDE PY - 2000/09 SP - 39 p. AB - Designated Driver programs are a key component of a community-based comprehensive impaired driving prevention effort. Combined with highly visible law enforcement, a Designated Driver program gives people the information they need to make informed choices and seek alternatives to driving while impaired. Safe Rides programs are organized methods of transportation for persons who plan to drink. The Safe Rides program is an important part of a community-based Designated Driver program. This community action guide provides information on how to implement a community-based Designated Driver program; gives tips for specific groups such as community organizations, employers, the medical and health care community, etc.; provides examples of publicity and promotion efforts; and lists additional resources. KW - Community action programs KW - Countermeasures KW - Designated drivers KW - Drunk driving KW - Guidelines KW - Impaired drivers KW - Implementation KW - Promotion KW - Publicity UR - https://trid.trb.org/view/679609 ER - TY - RPRT AN - 00810972 AU - National Highway Traffic Safety Administration TI - BUYING A SAFER CAR 2001: VALUABLE INFORMATION ON: CRASH TESTS, SAFETY FEATURES AND BUYING TIPS PY - 2000/09 SP - 44 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 2001 vehicles are contained in the charts in the back of this pamphlet. Some of the safety features described are crash-test ratings, weight, seat belts, air bags, new child seat attachment system, head restraints, antilock brake systems, traction control, all-wheel drive, electronic stability control, automatic-dimming rearview mirrors, daytime running lights, 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 - 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 - Safety hotline KW - Seat belts KW - Sport utility vehicles KW - Traction control KW - Vans KW - Vehicle safety KW - Vehicle weight KW - Websites (Information retrieval) UR - https://trid.trb.org/view/679610 ER - TY - RPRT AN - 00804721 AU - Pierowicz, J AU - Jocoy, E AU - LLOYD, M AU - BITTNER, A AU - Pirson, B AU - Veridian Engineering AU - Battelle Human Factors Transportation Center AU - National Highway Traffic Safety Administration TI - INTERSECTION COLLISION AVOIDANCE USING ITS COUNTERMEASURES. TASK 9: FINAL REPORT: INTERSECTION COLLISION AVOIDANCE SYSTEM PERFORMANCE GUIDELINES PY - 2000/09 SP - 173 p. AB - Phase III of the Intersection Collision Avoidance Using ITS Countermeasures program developed testbed systems, implemented the systems on a vehicle, and performed testing to determine the potential effectiveness of this system in preventing intersection crashes. The results are presented in this report in the following chapters: (1) Introduction; (2) Approach; (3) The Intersection Collision Problem; (4) Intersection Collision Avoidance System (ICAS) Testbed Design; (5) ICAS System Specifications; (6) ICAS System Analysis; and (7) Summary and Recommendations. KW - Countermeasures KW - Crash avoidance systems KW - Guidelines KW - Intelligent transportation systems KW - Intersections KW - Performance KW - Prevention KW - Recommendations KW - Specifications KW - Systems analysis KW - Test beds KW - Testing KW - Traffic crashes UR - http://ntl.bts.gov/lib/9000/9900/9902/L01.pdf UR - https://trid.trb.org/view/672132 ER - TY - RPRT AN - 00800158 AU - Preusser, D F AU - Hedlund, J H AU - Ulmer, R G AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - EVALUATION OF MOTORCYCLE HELMET LAW REPEAL IN ARKANSAS AND TEXAS PY - 2000/09 SP - 58 p. AB - In 1997, Arkansas and Texas became the first states since 1983 to repeal "universal" laws requiring all motorcycle riders to wear helmets. Helmet use under the universal law was 97% in statewide surveys (1996 in Arkansas and 1997 in Texas). By May of 1998, observed helmet use had fallen to 52% in Arkansas and to 66% in Texas. Helmet use among all reported injured motorcyclists in Texas dropped from over 90% before the law change in 1997 to 69% in the remainder of the year and to 57% in 1998. Helmet use of injured young riders still covered by the helmet law also declined. Helmet use among motorcyclists receiving EMS services in Arkansas dropped from about 55% in 1996 and in 1997 before the law change, to 33.5% in the remainder of 1997 and to 29% in 1998. Arkansas EMS data showed an increase in the number of motorcyclists with head injuries. Texas Trauma Registry data showed that the proportion of cases involving head injury increased and that the cost per case of treating head injury increased substantially after the law change. Arkansas motorcycle operator fatalities increased by 21% comparing 1998 with 1996. Texas motorcycle operator fatalities increased by 31% comparing 1998 with 1996. KW - Arkansas KW - Fatalities KW - Head KW - Helmet use KW - Injuries KW - Motorcycle helmets KW - Motorcyclists KW - Repeal KW - State laws KW - Texas UR - http://www.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/EvalofMotor.pdf UR - http://ntl.bts.gov/lib/17000/17200/17227/PB2001100417.pdf UR - http://ntl.bts.gov/lib/25000/25900/25965/DOT-HS-809-131.pdf UR - http://ntl.bts.gov/lib/9000/9300/9358/EvalofMotor.pdf UR - https://trid.trb.org/view/666338 ER - TY - JOUR AN - 00798835 JO - Motor Trend PB - Petersen Publishing Company AU - Keebler, J AU - Petersen Publishing Company TI - AIRBAGS: SAFE OR INSANE? PY - 2000/09 VL - 52 IS - 9 SP - 4 p. AB - Society and the government pushed for them, yet more than 150 Americans have been killed by them. This article addresses the question, "How safe are airbags, really?" Motor Trend studied the facts and spoke to a number of experts, from automakers and their suppliers to government officials, to discover the truth concerning airbag safety. They examined the important differences between recent "depowered" bags and the even newer "smart" airbags that are safer and more responsive to specific types of crashes. And finally, they asked the experts to look into their crystal balls to tell us how they see the future of airbags. The results of this investigation are in this article. KW - Air bags KW - Design KW - Future KW - Safety KW - Technological innovations UR - https://trid.trb.org/view/667750 ER - TY - JOUR AN - 00797072 JO - Accident Analysis & Prevention PB - Elsevier AU - Langley, J AU - Mullin, B AU - Jackson, R AU - Norton, R AU - Elsevier TI - MOTORCYCLE ENGINE SIZE AND RISK OF MODERATE TO FATAL INJURY FROM A MOTORCYCLE CRASH PY - 2000/09 VL - 32 IS - 5 SP - p. 659-663 AB - Current New Zealand law requires that motorcyclists with a learner or restricted licence ride a motorcycle with an engine capacity of 250 cc or less. Previous research has reported inconsistent findings regarding the relationship between cubic capacity and risk of a crash. The authors sought to determine: (1) compliance with the law; (2) if the risk of an injury crash is increased for learner/restricted licence holders who do not comply with the cubic capacity regulations; and (3) whether the risk of an injury crash increases with increasing capacity of the motorcycle. A population-based case-control study was conducted in the Auckland region over a 3 year period from February 1993. Among the controls, 66% were riding motorcycles with a capacity greater than 250 cc. The percentages for those with full, learner and restricted, and no licence were 82, 29 and 60%, respectively. There was no evidence that learner and restricted licence holders who did not comply with the cubic capacity requirement were at increased risk. It should be noted, however, that 75% of those who were complying were doing so on motorcycles of 250 cc or less. Relative to motorcycles of less than 250 cc the risk of an injury crash was elevated by at least 50% for all cubic capacity categories, with the exception of the 251-499 group. There was, however, no consistent pattern of increasing risk as cubic capacity increased. The findings of this study coupled with the fact that cubic capacity is a poor measure of power suggest that, if cubic capacity were to remain the sole basis for restricting learner and restricted licence holders, consideration should be given to having a substantially lower cubic capacity than 250 cc. An analysis of risk in terms of power to weight ratio and style of motorcycle may provide a more useful insight into the benefits of motorcycle design restrictions for novice riders. KW - Auckland (New Zealand) KW - Compliance KW - Cubic capacity KW - Driver licenses KW - Engines KW - Fatalities KW - Injuries KW - Laws KW - Motorcycles KW - Motorcyclists KW - Novices KW - Risk assessment KW - Size UR - https://trid.trb.org/view/658556 ER - TY - JOUR AN - 00797073 JO - Accident Analysis & Prevention PB - Elsevier AU - BAUM, S AU - Elsevier TI - DRINK DRIVING AS A SOCIAL PROBLEM: COMPARING THE ATTITUDES AND KNOWLEDGE OF DRINK DRIVING OFFENDERS AND THE GENERAL COMMUNITY PY - 2000/09 VL - 32 IS - 5 SP - p. 689-694 AB - Using data from a community survey together with data from a survey of drink-driving offenders, this paper compares the attitudes and knowledge of two matched samples on a number of drink driving issues. The total sample (149 offenders and 149 community sample respondents) were interviewed using a survey instrument containing a number of comparable questions. The offender sample were interviewed by trained interviewers in a face-to-face format, while the general community sample were interviewed using a computer aided telephone interview system. The specific issues dealt with include: a) knowledge of safe drinking and blood alcohol consumption levels; b) attitudes towards strategies for avoiding drink driving; and c) general attitudes regarding drink driving. The analysis uses logistic regression to investigate the differences between the responses given by the two samples. The findings illustrate a number of significant differences in knowledge and attitudes between offenders and the general community. KW - Attitudes KW - Australia KW - Communities KW - Drunk drivers KW - Drunk driving KW - Knowledge KW - Regression analysis KW - Surveys UR - https://trid.trb.org/view/658557 ER - TY - RPRT AN - 00822684 AU - Bareket, Z AU - Blower, D F AU - Macadam, C AU - University of Michigan Transportation Research Institute AU - Volpe National Transportation Systems Center TI - BLOWOUT RESISTANT TIRE STUDY FOR COMMERCIAL HIGHWAY VEHICLES PY - 2000/08/31 SP - 56 p. AB - This report is organized in the following principal sections: (1) Overview, (2) Crash Data Analysis of Truck Tire Blowouts, (3) Information Review of Truck Tire Blowouts, (4) Blowout Resistant Tire Developments and Related Industry Contacts, and (5) Summary Observations. Section 1 provides a short summary of the report and its organization. Section 2 contains analyses conducted by the UMTRI Center for National Truck Statistics that address findings regarding the crash record relating to heavy truck tire blowouts. Observations from the crash data analysis note the very small percentage of fatal crashes associated with tire failures overall and the even smaller involvement of tire blowouts in fatal crashes when the blowout occurs at a rearward location on the truck (non-steering axle cases). Crashes related to road debris (of which tire debris represents some unknown portion) are also addressed briefly in Section 2. A key observation from the crash data analysis is the significant linkage between fatalities involving truck tire blowouts and front tire (steering axle) involvement. A strong relationship between type of crash and left- versus right-side front axle blowouts is also noted. Left front blowouts are more frequently associated with multiple vehicle fatal crashes, whereas right front blowouts are more frequently associated with single-vehicle crashes (presumably involving greater chances of truck driver fatalities). These observations are consistent with general expectations that left front blowouts produce a leftward path disturbance to the truck (potentially into oncoming or adjacent traffic), while right front blowouts produce rightward disturbances to the truck which are more likely to involve road departure crashes. Section 3 contains results and associated discussion of the literature review conducted by the UMTRI Engineering Research Division. In addition to a discussion of certain key studies of truck tire blowouts conducted previously by various agencies in the literature review, more current developments within the tire industry were pursued through industry contacts (as reported in Section 4) and through inquiries of current patent databases to supplement the technical literature review. Section 4 identifies various technologies relevant to blowout resistant tires as well as associated industry contacts. Lastly, Section 5 provides a summary of the key observations from each of these areas. KW - Blowout resistant tires KW - Blowouts KW - Commercial vehicles KW - Crash data KW - Crash types KW - Failure KW - Fatalities KW - Literature reviews KW - Technology KW - Tire position KW - Tires KW - Trucks UR - http://ntl.bts.gov/lib/17000/17800/17823/PB2001104625.pdf UR - https://trid.trb.org/view/713216 ER - TY - RPRT AN - 00821047 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-27 PY - 2000/08/07 SP - 6 p. AB - This safety recommendation, addressed to the Honorable Rodney E. Slater, Secretary, U.S. Department of Transportation (DOT), recommends that the DOT evaluate modifications to the provisions of the Transportation Equity Act for the 21st Century so that it can be more effective in assisting the States to reduce the hardcore drinking driver problem and recommend changes to Congress as appropriate. Considerations should include (a) a revised definition of "repeat offender" to include administrative actions on driving while intoxicated (DWI) offenses; (b) mandatory treatment for hard core offenders; (c) a minimum period of 10 years for records retention and DWI offense enhancement; (d) administratively imposed vehicle sanctions for hard core drinking drivers; (e) elimination of community service as an alternative to incarceration; and (f) inclusion of home detention with electronic monitoring as an alternative to incarceration. KW - Definitions KW - Drunk driving KW - Hard core offenders KW - Home detention with electronic monitoring KW - Incarceration KW - Mandatory treatment KW - Recommendations KW - Records management KW - Repeat offenders KW - Revisions KW - Sanctions KW - Transportation Equity Act for the 21st Century KW - U.S. National Highway Traffic Safety Administration UR - http://www.ntsb.gov/safety/safety-recs/recletters/H00_27.pdf UR - https://trid.trb.org/view/712588 ER - TY - RPRT AN - 00821048 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-26 PY - 2000/08/07 SP - 5 p. AB - This safety recommendation, addressed to the Governors and Legislative leaders of the 50 States and the Mayor and Council of the District of Columbia, recommends that they establish a comprehensive program that is designed to reduce the incidence of alcohol-related crashes and fatalities caused by hard core drinking drivers and that includes elements such as those suggested in the National Transportation Safety Board's Model Program. KW - Countermeasures KW - Drunk drivers KW - Drunk driving KW - Recommendations KW - Repeat offenders KW - Safety programs KW - States UR - http://www.ntsb.gov/safety/safety-recs/recletters/H00_26.pdf UR - https://trid.trb.org/view/712589 ER - TY - RPRT AN - 00798860 AU - Royal, D AU - Gallup Organization AU - National Highway Traffic Safety Administration TI - VOLUME I: FINDINGS. RACIAL AND ETHNIC GROUP COMPARISONS: NATIONAL SURVEYS OF DRINKING AND DRIVING ATTITUDES AND BEHAVIOR - 1993, 1995 AND 1997 PY - 2000/08 SP - 72 p. AB - Differences in drinking and driving attitudes and behaviors among diverse groups of persons, i.e., White, Black, Asian, American Indian/Eskimo and Hispanic, were examined by pooling data from the 1993, 1995, and 1997 administrations of the National Highway Traffic Safety Administration's National Survey on Drinking and Driving Attitudes and Behavior. The special analysis is based on responses from 10,453 persons, age 16 to 64 including 7,955 persons of White (non-Hispanic) descent, 1,026 of Black (non-Hispanic) descent, 743 Hispanics, 274 Asians, and 197 persons of American Indian or Eskimo descent. This report, Volume I: Findings, reports respondents' behaviors and attitudes on the frequency of drinking and driving, general attitudes regarding the problem, enforcement, legal limits, prevention, and crash and injury experience. 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. The findings show that self-reported prevalence of driving within two hours of drinking in the past year is at 28% for Whites, 21% for American Indians/Eskimos, 17% for Hispanics, 16% for Blacks, and 13% for Asians. While Whites as a group are the most likely to drive after drinking, those of Hispanic or American Indian/Eskimo descent are almost twice as likely as others to put themselves at risk by riding with a potentially impaired driver. Hispanics and American Indians/Eskimos are also more likely than other groups to meet the criteria of being a "problem drinker." Of the general driving age public, 98% see drinking and driving as a threat to their personal safety, and 86% feel it is very important to do something to reduce the problem. Whites, however, are least likely to see a problem or feel something should be done about it. American Indians/Eskimos are twice as likely as others to report being stopped for suspicion of drinking and driving, and Hispanics are most likely to report arrests from drinking and driving violations. Those of American Indian/Eskimo or Hispanic descent are less likely than others to feel that following a drinking-driving charge, punishment is a certainty. A majority of those who are aware of blood alcohol concentration levels (56%) support a legal limit of .08 or lower for their state, with the weakest support for an .08 limit occurring among White persons of driving age. KW - American Eskimos KW - Asians KW - Attitudes KW - Behavior KW - Blacks KW - Blood alcohol levels KW - Drunk driving KW - Ethnic groups KW - Hispanics KW - Native Americans KW - Race KW - Self describing data KW - Surveys KW - Whites UR - http://ntl.bts.gov/lib/17000/17000/17060/PB2000107362.pdf UR - http://ntl.bts.gov/lib/9000/9300/9356/comparison_vol1.html UR - https://trid.trb.org/view/665882 ER - TY - RPRT AN - 00798861 AU - Royal, D AU - Gallup Organization AU - National Highway Traffic Safety Administration TI - VOLUME II: METHODS REPORT. RACIAL AND ETHNIC GROUP COMPARISONS: NATIONAL SURVEYS OF DRINKING AND DRIVING ATTITUDES AND BEHAVIOR - 1993, 1995 AND 1997 PY - 2000/08 SP - 53 p. AB - Differences in drinking and driving attitudes and behaviors among diverse groups of persons, i.e., White, Black, Asian, American Indian/Eskimo and Hispanic, were examined by pooling data from the 1993, 1995, and 1997 administrations of the National Highway Traffic Safety Administration's National Survey on Drinking and Driving Attitudes and Behavior. The special analysis is based on responses from 10,453 persons, age 16 to 64 including 7,955 persons of White (non-Hispanic) descent, 1,026 of Black (non-Hispanic) descent, 743 Hispanics, 274 Asians, and 197 persons of American Indian or Eskimo descent. 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: Findings reports respondents' behaviors and attitudes on the frequency of drinking and driving, general attitudes regarding the problem, enforcement, legal limits, prevention, and crash and injury experience. The findings show that self-reported prevalence of driving within two hours of drinking in the past year is at 28% for Whites, 21% for American Indians/Eskimos, 17% for Hispanics, 16% for Blacks, and 13% for Asians. While Whites as a group are the most likely to drive after drinking, those of Hispanic or American Indian/Eskimo descent are almost twice as likely as others to put themselves at risk by riding with a potentially impaired driver. Hispanics and American Indians/Eskimos are also more likely than other groups to meet the criteria of being a "problem drinker." Of the general driving age public, 98% see drinking and driving as a threat to their personal safety, and 86% feel it is very important to do something to reduce the problem. Whites, however, are least likely to see a problem or feel something should be done about it. American Indians/Eskimos are twice as likely as others to report being stopped for suspicion of drinking and driving, and Hispanics are most likely to report arrests from drinking and driving violations. Those of American Indian/Eskimo or Hispanic descent are less likely than others to feel that following a drinking-driving charge, punishment is a certainty. A majority of those who are aware of blood alcohol concentration levels (56%) support a legal limit of .08 or lower for their state, with the weakest support of an .08 limit occurring among White persons of driving age. KW - American Eskimos KW - Asians KW - Attitudes KW - Behavior KW - Blacks KW - Blood alcohol levels KW - Drunk driving KW - Ethnic groups KW - Hispanics KW - Native Americans KW - Questionnaires KW - Race KW - Self describing data KW - Surveys KW - Whites UR - http://ntl.bts.gov/lib/17000/17000/17061/PB2000107363.pdf UR - http://ntl.bts.gov/lib/9000/9300/9353/comparison_vol2.html UR - https://trid.trb.org/view/665883 ER - TY - RPRT AN - 00931934 AU - Talmadge, S AU - Chu, R AU - EBERHARD, C AU - Jordan, K AU - Moffa, P AU - TRW Space and Defense AU - National Highway Traffic Safety Administration TI - DEVELOPMENT OF PERFORMANCE SPECIFICATIONS FOR COLLISIONS AVOIDANCE SYSTEMS FOR LANE CHANGE CRASHES PY - 2000/08 SP - 194 p. AB - This report presents preliminary guidelines to develop an effective lane change Collision Avoidance System (CAS). These guidelines were developed, to a large part, based on the experiences from a small number of naive drivers tested on public roads with a testbed vehicle. A functional lane change CAS was implemented on the testbed utilizing today's technology. This was done to demonstrate utility and to perform realistic testing. However, the implementation described in this report is not the only acceptable one and it is certainly not the least expensive. Nevertheless, it demonstrates that an effective lane change CAS can be built today. In order to avoid lane change collisions, the lane change CAS must monitor the areas on either side of the vehicle to determine the presence of another vehicle that could interfere with a planned lane change. It must also determine if a vehicle is approaching those areas with enough relative speed to potentially be in conflict with the instrumented vehicle. Those two tasks must be accomplished in any and all driving environments. The effectiveness of the lane change CAS was estimated using drivers' errors as a surrogate for collisions. This method led to an estimate of 43% effectiveness, which is consistent with previous estimates found in the literature. Although the cost saving per vehicle is estimated to be relatively small for a lane change CAS, eliminating lane change crashes is still deemed to be a worthwhile endeavor, one that focus groups say they want and will pay for. KW - Benefits KW - Costs KW - Crash avoidance systems KW - Driver errors KW - Guidelines KW - Lane changing KW - Performance based specifications KW - Test vehicles UR - https://trid.trb.org/view/724277 ER - TY - RPRT AN - 00822673 AU - National Highway Traffic Safety Administration TI - TECHNOLOGY OVERVIEW PY - 2000/08 SP - 4 p. AB - The National Highway Traffic Safety Administration (NHTSA) supports the development, testing, and adaptation of technologies that enhance the efficiency and effectiveness of traffic enforcement operations. NHTSA also recognizes that technologies must be tested for reliability and accuracy in order to be accepted by the courts and the public. This resource article discusses law enforcement's role in technology development, testing, and adaptation, and describes the resources that NHTSA can offer. KW - Technological innovations KW - Traffic law enforcement KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/713206 ER - TY - RPRT AN - 00822675 AU - MCGEHEE, D V AU - Mazzae, E N AU - Baldwin, GHS AU - Grant, P AU - Simmons, C J AU - Hankey, J AU - Forkenbrock, G AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration TI - NHTSA LIGHT VEHICLE ANTILOCK BRAKE SYSTEMS RESEARCH PROGRAM TASK 5, PART 1: EXAMINATION OF DRIVERS' COLLISION AVOIDANCE BEHAVIOR USING CONVENTIONAL AND ANTILOCK BRAKE SYSTEMS ON THE IOWA DRIVING SIMULATOR PY - 2000/08 SP - 100 p. AB - The National Highway Traffic Safety Administration (NHTSA) has developed its Light Vehicle Antilock Brake Systems (ABS) Research Program in an effort to determine the cause(s) of the apparent increase in single-vehicle run-off-road crashes and decrease in multi-vehicle on-road crashes as vehicles transition from conventional brakes to ABS. As part of this program, NHTSA conducted research examining driver crash avoidance behavior and the effects of ABS on drivers' ability to avoid a collision in a crash-imminent situation. The study described here was conducted on the Iowa Driving Simulator and examined the effects of ABS versus conventional brakes, speed limit, ABS instruction, and time-to-intersection (TTI) on driver behavior and crash avoidance performance. This study found that drivers do tend to brake and steer in realistic crash avoidance situations and that excessive steering can occur. However, a significant number of road departures did not result from this behavior. Drivers in the ABS group showed significantly increased stability and control relative to conventional brakes. KW - Antilock brake systems KW - Behavior KW - Braking KW - Control KW - Crash avoidance systems KW - Drivers KW - Driving simulators KW - Light vehicles KW - Ran off road crashes KW - Single vehicle crashes KW - Stability (Mechanics) KW - Steering UR - http://ntl.bts.gov/lib/17000/17100/17109/PB2000108115.pdf UR - https://trid.trb.org/view/713208 ER - TY - RPRT AN - 00822672 AU - National Highway Traffic Safety Administration TI - SPEED OVERVIEW PY - 2000/08 SP - 4 p. AB - Speeding - exceeding the posted speed limits or driving too fast for conditions - is a significant threat to public safety. This resource article presents some recent statistics on speeding, discusses law enforcement's role, and discusses what the National Highway Traffic Safety Administration has to offer, including speed enforcement training, speed enforcement programs, and speed enforcement materials. KW - Documents KW - Highway safety KW - Speed enforcement programs KW - Speeding KW - Statistics KW - Traffic crashes KW - Traffic law enforcement KW - Training KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/713205 ER - TY - RPRT AN - 00822674 AU - National Highway Traffic Safety Administration TI - SPEEDING AND HIGHWAY SAFETY: THE U.S. DEPARTMENT OF TRANSPORTATION'S POLICY AND IMPLEMENTATION STRATEGY PY - 2000/08 SP - 6 p. AB - Speeding is a significant threat to public safety and warrants priority attention. This pamphlet explains the U.S. Department of Transportation's policy on highway speeds and presents the key elements of a balanced speed management program to implement the speed policy at the federal, state, and local levels. KW - Highway safety KW - Speed management program KW - Speeding KW - Transportation policy KW - U.S. Department of Transportation UR - https://trid.trb.org/view/713207 ER - TY - RPRT AN - 00822668 AU - National Highway Traffic Safety Administration TI - NHTSA FACT SHEETS PY - 2000/08 SP - 1 p. AB - This resource article describes the National Highway Traffic Safety Administration (NHTSA) fact sheets, which were developed to provide timely data about fatal motor vehicle crashes in specific subject areas. Information is provided on how to access these NHTSA fact sheets on the Internet. KW - Crash data KW - Fact sheets KW - Fatalities KW - Internet KW - Statistics KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/713201 ER - TY - RPRT AN - 00822670 AU - National Highway Traffic Safety Administration TI - IMPAIRED DRIVING OVERVIEW PY - 2000/08 SP - 4 p. AB - This resource article presents an overview of the impaired driving problem and points out the vital role that traffic law enforcement personnel play in helping to prevent impaired driving. It then describes the resources that the National Highway Traffic Safety Administration offers in support of enforcement activities, including training programs in Standardized Field Sobriety Testing, Drug Recognition Expert training, a youth enforcement workshop for police managers, and impaired driving programs. KW - Community action programs KW - Drugged drivers KW - Drunk driving KW - Impaired drivers KW - Traffic law enforcement KW - Training programs KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/713203 ER - TY - RPRT AN - 00822657 AU - National Highway Traffic Safety Administration TI - AGGRESSIVE DRIVING - POLLS AND SURVEYS PY - 2000/08 SP - 6 p. AB - Concern about aggressive driving is increasing. This brochure presents some of the findings from (1) a national survey of 6,000 drivers over the age of 16, entitled National Survey of Speeding and Other Unsafe Driving Actions, sponsored by the National Highway Traffic Safety Administration and released January 1999, (2) a Louis Harris Poll in September 1999 by Advocates for Highway and Auto Safety, an alliance of consumer, safety and insurance organizations, and (3) the AAA Mid-Atlantic Transportation Poll released in February 2000. KW - AAA Mid-Atlantic KW - Advocates for Highway and Auto Safety KW - Aggression KW - Brochures KW - Driving KW - Surveys KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/713190 ER - TY - RPRT AN - 00822664 AU - National Highway Traffic Safety Administration TI - PROFESSIONALISM AT THE TRAFFIC STOP: STRENGTHENING THE CITIZEN AND POLICE PARTNERSHIP PY - 2000/08 SP - 6 p. AB - Community relations is fast emerging as one of the primary concerns of law enforcement throughout the country. This brochure outlines the five purposes for every traffic stop, then describes a manual being developed by the National Highway Traffic Safety Administration to ensure professionalism at the traffic stop. The manual describes best practices for officers (Part I) and for drivers (Part II). KW - Best practices KW - Brochures KW - Drivers KW - Police KW - Police motorist contacts KW - Professionalism KW - Public relations KW - Traffic law enforcement UR - https://trid.trb.org/view/713197 ER - TY - RPRT AN - 00822660 AU - National Highway Traffic Safety Administration TI - SPEED-MEASURING DEVICE OPERATOR TRAINING PROGRAM PY - 2000/08 SP - 6 p. AB - Highway safety and law enforcement administrators must ensure that speed-measuring device operators receive adequate training, including recognition and avoidance of the electronic anomalies associated with such devices. This brochure describes a modular format training program for speed-measuring device operators which the National Highway Traffic Safety Administration, through a Cooperative Agreement with the International Association of Directors of Law Enforcement Standards and Training, is currently developing. KW - Brochures KW - Detectors KW - Operators (Persons) KW - Speed measurement KW - Speeding KW - Training programs UR - https://trid.trb.org/view/713193 ER - TY - RPRT AN - 00822661 AU - National Highway Traffic Safety Administration TI - SPEED-MEASURING DEVICE PERFORMANCE SPECIFICATIONS PY - 2000/08 SP - 6 p. AB - This brochure describes a document prepared for those interested in radar speed-measuring devices, including law enforcement agencies, the legal community, and the speed-measuring device manufacturers. The document contains the results of research work on speed-measuring devices completed by the National Institute of Standards and Technology under an Interagency Agreement with the National Highway Traffic Safety Administration. KW - Brochures KW - Measuring instruments KW - Performance based specifications KW - Radar devices KW - Speed measurement UR - https://trid.trb.org/view/713194 ER - TY - RPRT AN - 00822666 AU - National Highway Traffic Safety Administration TI - CRIME VS. TRAFFIC OVERVIEW PY - 2000/08 SP - 4 p. AB - This resource article discusses criminal enforcement versus traffic enforcement. Traffic enforcement is not commonly viewed as a crime fighting tool, but it has proven to be an effective means for identifying and apprehending criminals. In support of this effort, the National Highway Traffic Safety Administration (NHTSA) has developed a one-day training workshop for state and local law enforcement officers and traffic specialists who are interested in learning how to use aggressive traffic law enforcement techniques as an effective means to detect and deter criminal behavior. NHTSA has also developed materials that examine the relationship between traffic law enforcement and community-based crime reduction. KW - Crimes KW - Police KW - Reports KW - Traffic law enforcement KW - Training KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/713199 ER - TY - RPRT AN - 00822659 AU - National Highway Traffic Safety Administration TI - IMPAIRED DRIVING - LAW ENFORCEMENT TRAINING PY - 2000/08 SP - 8 p. AB - Comprehensive enforcement training programs are essential to maximize the likelihood of detecting, investigating, arresting and convicting impaired drivers. This brochure describes some impaired driving training courses that are available for law enforcement personnel who are committed to reducing the numbers of deaths and injuries resulting from impaired drivers. KW - Brochures KW - Curricula KW - Drugged drivers KW - Drunk drivers KW - Impaired drivers KW - Traffic law enforcement KW - Training UR - https://trid.trb.org/view/713192 ER - TY - RPRT AN - 00822662 AU - National Highway Traffic Safety Administration TI - LAW ENFORCEMENT DRIVER TRAINING REFERENCE GUIDE PY - 2000/08 SP - 6 p. AB - This brochure describes the publication, "Law Enforcement Driver Training Reference Guide" (the Guide), which was initially published in 1989 and has now been revised. The Guide provides information and guidelines for establishing a new driver training process or evaluating an existing one. The revision includes new material on risk management and pursuit issues. KW - Brochures KW - Driver training KW - Guidelines KW - Police pursuit driving KW - Risk management KW - Traffic law enforcement UR - http://www.pursuitpolicy.org/?p=408 UR - https://trid.trb.org/view/713195 ER - TY - RPRT AN - 00822663 AU - National Highway Traffic Safety Administration TI - PURSUIT SEMINARS FOR LAW ENFORCEMENT DRIVER TRAINERS PY - 2000/08 SP - 6 p. AB - Operating a law enforcement vehicle in a pursuit situation is a highly stressful and demanding experience. The National Highway Traffic Safety Administration seeks to reduce the number of deaths and injuries resulting from vehicular pursuits. This brochure describes seminars that are designed to provide law enforcement driver trainers the knowledge and skills necessary to develop and implement a pursuit driver trainer program at their agencies, training academies, community colleges and universities. KW - Brochures KW - Driver training KW - Instructors KW - Police pursuit driving KW - Training programs KW - Workshops UR - https://trid.trb.org/view/713196 ER - TY - RPRT AN - 00822656 AU - National Association of Governors' Highway Safety Representatives AU - National Association of State EMS Directors AU - National Highway Traffic Safety Administration TI - COOPERATION AND PARTNERSHIP: KEYS TO SUCCESS. STATE HIGHWAY SAFETY AND EMS AGENCIES WORKING TOGETHER TO IMPROVE PUBLIC HEALTH PY - 2000/08 SP - 50 p. AB - This report profiles the efforts in some states where the state highway safety and the emergency medical service (EMS) agencies are working together to improve public health. The profiles are broken down into three major areas: data collection, public policy and consumer education. Each state profile makes an excellent "case study" to learn from, and each takes different approaches and uses different techniques to achieve their goals. KW - Case studies KW - Cooperation KW - Data collection KW - Emergency medical services KW - Highway safety KW - Partnerships KW - Public health KW - Public policy KW - Safety education KW - State government agencies UR - https://trid.trb.org/view/713189 ER - TY - RPRT AN - 00822658 AU - National Highway Traffic Safety Administration TI - SOBRIETY CHECKPOINTS AND SATURATION PATROLS PY - 2000/08 SP - 6 p. AB - Law enforcement resources must be used efficiently and effectively in order to reduce impaired driving. Saturation patrols and sobriety checkpoints act as deterrents to drivers who drink or use drugs and drive. These enforcement techniques increase the perceived risk of arrest if they are adequately publicized. This brochure answers the questions, what are sobriety checkpoints, what are saturation patrols and are sobriety checkpoints legal. It discusses full-scale sobriety checkpoint tips, small-scale sobriety checkpoint tips, and key operational procedures, and points out areas to be considered when planning a saturation patrol. KW - Brochures KW - Drugged drivers KW - Drunk driving KW - Planning KW - Procedures KW - Saturation patrols KW - Sobriety checkpoints KW - Traffic law enforcement UR - https://trid.trb.org/view/713191 ER - TY - RPRT AN - 00822665 AU - National Highway Traffic Safety Administration TI - AGGRESSIVE DRIVING OVERVIEW PY - 2000/08 SP - 4 p. AB - This resource article distinguishes between aggressive driving and road rage, lists the behavioral characteristics of the aggressive driver, and provides information on the following: law enforcement's role; what the National Highway Traffic Safety Administration (NHTSA) has to offer - aggressive driving training, programs and materials; NHTSA's aggressive driving enforcement clearinghouse; NHTSA's aggressive driving public information campaign; and the National Aggressive Driving Action Plan. KW - Aggression KW - Behavior KW - Clearinghouses KW - Community action programs KW - Drivers KW - National Aggressive Driving Action Plan KW - Public information programs KW - Reports KW - Road rage KW - Traffic law enforcement KW - Training KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/713198 ER - TY - RPRT AN - 00822667 AU - National Highway Traffic Safety Administration TI - YOU DRINK & DRIVE. YOU LOSE. DRIVING HOME THE FACTS - ABOUT IMPAIRED DRIVING PY - 2000/08 SP - 4 p. AB - This resource article discusses the facts about impaired driving, presents information on the National Highway Traffic Safety Administration's impaired driving program, and concludes with information on a demonstration project initiated on September 30, 1999, when five states were awarded federal cooperative agreements to implement highly visible impaired driving enforcement activities. KW - Campaigns KW - Demonstration projects KW - Drunk driving KW - Impaired drivers KW - Safety programs KW - Traffic law enforcement KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/713200 ER - TY - RPRT AN - 00822669 AU - National Highway Traffic Safety Administration TI - GENERAL OVERVIEW PY - 2000/08 SP - 2 p. AB - This resource article presents traffic accident statistics from 1998; discusses law enforcement's role in helping the National Highway Traffic Safety Administration (NHTSA) to achieve its mission of saving lives, preventing injuries, and reducing traffic-related health care and other economic costs resulting from motor vehicle crashes; and refers to the programs, training, public information and education materials, and technical resources created by NHTSA for traffic law enforcement personnel. The Law Enforcement Liaison Resource Manual is described in detail. KW - Law Enforcement Liaison Resource Manual KW - Manuals KW - Statistics KW - Traffic crashes KW - Traffic law enforcement KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/713202 ER - TY - RPRT AN - 00822671 AU - National Highway Traffic Safety Administration TI - OCCUPANT PROTECTION OVERVIEW PY - 2000/08 SP - 4 p. AB - This resource article discusses the Presidential Initiative for Increasing Seat Belt Use Nationwide, reviews law enforcement's role in this effort to increase seat belt use, and describes what the National Highway Traffic Safety Administration has to offer, such as training programs and courses for law enforcement officers, safety campaigns, and materials to support the safety campaigns. KW - Child restraint systems KW - Curricula KW - Public information programs KW - Safety campaigns KW - Seat belts KW - Traffic law enforcement KW - Training programs KW - U.S. National Highway Traffic Safety Administration KW - Utilization UR - https://trid.trb.org/view/713204 ER - TY - RPRT AN - 00822652 AU - National Highway Traffic Safety Administration TI - SAFE COMMUNITIES: THE FIRST SIX MONTHS PY - 2000/08 SP - 24 p. AB - This guide is designed for concerned individuals and community groups who are committed to reducing the motor vehicle injury problem in their community. In the last twenty years a great deal has been learned from traffic safety advocates and public health officials about reducing motor vehicle injury. Guidelines are offered on getting the process started and organizing the effort to prevent and reduce injuries. The contents are as follows: Introduction (Safe Communities; Getting Organized); The Beginning (Planning the First Meeting; Conducting the First Meeting; The Next Meeting: Establishing a Coalition Structure); The First Six Months (Strategic Planning; Data Driven Planning; Setting Priorities; Goals and Objectives; Implementation; Marketing the Message; Evaluation; Sustaining Your Success); and Appendices (A: Injury in Our Community; B: Suggestions for Writing A Sample Letter of Invitation; C: Sample Agenda for First Community/Town Hall Meeting; D: Sample Safe Communities Program Goals and Objectives; and E: Resources). KW - Community action programs KW - Countermeasures KW - Evaluation and assessment KW - Fatalities KW - Implementation KW - Injuries KW - Marketing KW - Strategic planning KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/713187 ER - TY - RPRT AN - 00822650 AU - National Center for Statistics and Analysis TI - FARS ANALYTIC REFERENCE GUIDE: 1975 TO 1999 PY - 2000/08 SP - 326 p. AB - The Fatality Analysis Reporting System (FARS) is a collection of files documenting all qualifying fatal crashes since 1975 that occurred within the 50 states, the District of Columbia, and Puerto Rico. To be included in this census of crashes a crash had to involve a motor vehicle traveling on a trafficway customarily open to the public, and must have resulted in the death of a person (occupant of a vehicle or a nonmotorist) within 30 days of the crash. The purpose of this document is to provide an analytic reference to individuals who wish to conduct crash and vehicle research using the FARS data. There are a total of seven sections within this reference guide, namely the preface/instructions, list of variables, accident file, vehicle file, person file, compact disk comments, and references. KW - Analytic reference KW - Coding systems KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - Manuals KW - Traffic crashes UR - https://trid.trb.org/view/713185 ER - TY - RPRT AN - 00822647 AU - National Highway Traffic Safety Administration TI - GETTING TO SCHOOL SAFELY COMMUNITY ACTION KIT PY - 2000/08 SP - v.p. AB - Children travel to school in many different ways - walking, bicycling, and riding in school buses and public transportation and private cars. "Getting to School Safely" is a new program launched by the National Highway Traffic Safety Administration and a broad range of national organizations committed to child safety to address the full range of school transportation safety issues. This planner kit has been designed to help teachers, administrators, school transportation directors, parents, and concerned citizens plan activities at the community level to ensure that all students get to school safely during the coming school year and beyond. The pockets of this folder have a variety of tools to help plan activities for a school transportation safety program. Some activities are date-specific, but many can be conducted whenever they are appropriate for a state or community. KW - Community action programs KW - School children KW - Transportation safety UR - https://trid.trb.org/view/713919 ER - TY - RPRT AN - 00822645 AU - National Highway Traffic Safety Administration TI - THE HIGHWAY SAFETY DESK BOOK PY - 2000/08 SP - 6 p. AB - This pamphlet describes the National Highway Traffic Safety Administration's publication entitled "The Highway Safety Desk Book," which provides information that can help officers be more knowledgeable about the resources available for an effective traffic enforcement program. KW - Brochures KW - Highway safety KW - Monographs KW - Police traffic services KW - Traffic law enforcement UR - http://ntl.bts.gov/DOCS/deskbk.html UR - http://ntl.bts.gov/DOCS/deskbk.html#PMFPTS UR - https://trid.trb.org/view/713181 ER - TY - RPRT AN - 00822643 AU - National Highway Traffic Safety Administration TI - LAW ENFORCEMENT STRATEGIES TO PREVENT AGGRESSIVE DRIVING PY - 2000/08 SP - 6 p. AB - This pamphlet defines aggressive driving and describes two documents developed by the National Highway Traffic Safety Administration which offer law enforcement strategies to prevent it. KW - Aggression KW - Brochures KW - Definitions KW - Drivers KW - Law enforcement KW - Prevention KW - Strategic planning UR - https://trid.trb.org/view/713179 ER - TY - RPRT AN - 00822648 AU - USAA Educational Foundation AU - American Association of Retired Persons AU - National Highway Traffic Safety Administration TI - DRIVING SAFELY WHILE AGING GRACEFULLY PY - 2000/08 SP - 15 p. AB - Most older people are capable and have a lifetime of valuable driving experience. For these reasons, decisions about a person's ability to drive should never be based on age alone. However, changes in vision, physical fitness and reflexes may cause safety concerns. People who accurately assess these changes can adjust their driving habits so that they stay safe on the road, or choose other kinds of transportation. This booklet outlines the physical effects of aging, as well as tips on coping with them so that you can remain a safe driver as long as you can. KW - Aged drivers KW - Attention KW - Awareness KW - Highway safety KW - Physical fitness KW - Reaction time KW - Vision UR - http://www.nhtsa.dot.gov/people/injury/olddrive/Driving%20Safely%20Aging%20Web/index.html UR - http://ntl.bts.gov/lib/25000/25900/25969/DOT-HS-809-079.pdf UR - https://trid.trb.org/view/713183 ER -