TY - RPRT AN - 01626691 AU - Kahane, Charles J AU - Bowhead Logistics Solutions, LLC AU - National Highway Traffic Safety Administration TI - Fatality Reduction by Seat Belts in the Center Rear Seat and Comparison of Occupants’ Relative Fatality Risk at Various Seating Positions PY - 2017/02 SP - 77p AB - In 2002, Anton’s Law (Public Law 107-318) directed National Highway Traffic Safety Administration (NHTSA) to require 3-point belts for each rear seating position – including center rear seats – in new passenger motor vehicles by September 1, 2007. Manufacturers had begun installing 3-point belts at the center rear seats in some makes and models as early as 1994 and completed the transition from lap belts to 3-point belts on time. Double-pair comparison and logistic regression analyses of Fatality Analysis Reporting System (FARS) data for 1990 to 2014 show that 3-point belts are highly effective in the center rear seats: Buckling up reduces passengers’ fatality risk by an estimated 58% in passenger cars (95% confidence bounds: 41% to 69%) and by 75% in light trucks and vans (LTVs) (confidence bounds: 63% to 84%). In cars of the 1960s and 70s, when few people buckled up, the rear seats were substantially safer than the front seats for unrestrained occupants, and the center rear seat even safer than the outboard rear seats. These differences between seats have substantially diminished over the past 30 years. Statistical analyses of FARS do not show statistically significant mitigation of fatality risk for outboard rear or center rear seats of passenger cars relative to the driver’s or right front seats, for belted occupants of the same age and gender. Corresponding analyses of LTVs show reduced fatality risk for the right front and right rear seats relative to the driver’s seat; however, they do not show significant advantages for the outboard rear or center rear seats relative to the right front seats. KW - Age KW - Anton's Law KW - Fatalities KW - Fatality Analysis Reporting System KW - Gender KW - Passenger vehicles KW - Rear seats KW - Risk assessment KW - Seat belts KW - Seats KW - Statistical analysis KW - Three point restraint systems KW - Vehicle occupants UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812369 UR - https://trid.trb.org/view/1454023 ER - TY - RPRT AN - 01624266 AU - Van Houten, Ron AU - Malenfant, Louis AU - Blomberg, Richard D AU - Huitema, Bradley E AU - Western Michigan University, Kalamazoo AU - National Highway Traffic Safety Administration TI - The Effect of High-Visibility Enforcement on Driver Compliance With Pedestrian Right-of-Way Laws: Four-Year Follow-Up PY - 2017/01//Final Report SP - 29p AB - This is a follow-up to a previous study titled High-Visibility Enforcement on Driver Compliance With Pedestrian Right-of-Way Laws to determine the extent observed increases in driver yielding in the previous study persisted nearly 4 years after the high-visibility enforcement intervention program ended. The study involved no new enforcement or publicity. Observers collected data on staged and naturally occurring crossings at the same six sites used in the previous study and at the same six spillover effect sites where no enforcement had taken place. The same observation procedures were used as in the original study. Results showed yielding behavior continued on an upward trend with both the enforcement and generalization sites exhibiting significantly higher rates of driver yielding during the follow-up than at the end of the intervention almost 4 years earlier. Yielding rates averaged 76.5% at the enforcement sites and 77.0% at the generalization sites. Thus, above and beyond the significant increase documented by the original study from before to immediately after the intervention, this study showed an additional significant increase in yielding from the end of the intervention to the follow-up. The results suggest a notable and continuing increase in general deterrence, a fundamental change in driver behavior and courtesy to pedestrians crossing the road, or both. However, a caveat of the increased yielding results is that it is unknown if similar changes took place in surrounding localities that may suggest additional factors affecting change other than the high-visibility enforcement (HVE) program. KW - Behavior KW - Compliance KW - Crosswalks KW - Drivers KW - Gainesville (Florida) KW - Pedestrians KW - Right of way (Traffic) KW - Safety programs KW - Traffic law enforcement KW - Yielding UR - https://one.nhtsa.gov/staticfiles/nti/pdf/812364_HighVisibilityEnfDriverCompPeds4YearFollowUp.pdf UR - https://trid.trb.org/view/1442729 ER - TY - SER AN - 01625552 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2015 Data: Motorcycles PY - 2016/12 SP - 9p AB - In this fact sheet for 2015, the motorcycle information is presented in the following sections: Overview; Registration; Environmental Characteristics; Crash Involvement; Speeding; Age; Motorcycle Engine Size; Licensing and Previous Driving Records; Alcohol; and Helmet Use and Effectiveness. Key findings are as follows: In 2015, there were 4,976 motorcyclists killed—an 8-percent increase from the 4,594 motorcyclists killed in 2014. An estimated 88,000 motorcyclists were injured during 2015, a 3-percent decrease from the 92,000 motorcyclists injured in 2014. Per vehicle mile traveled in 2014 (latest available data), motorcyclist fatalities occurred nearly 27 times more frequently than passenger car occupant fatalities in traffic crashes. Twenty-seven percent of motorcycle riders involved in fatal crashes in 2015 were riding without valid motorcycle licenses. In 2015, motorcycle riders involved in fatal crashes were found to have the highest percentage of alcohol-impaired drivers than any other vehicle types (27% for motorcycles, 21% for passenger cars, 20% for light trucks, and 2% for large trucks). Forty-two percent of motorcycle riders who died in single-vehicle crashes in 2015 were alcohol-impaired. Motorcycle riders killed in traffic crashes at night were three times more frequently alcohol-impaired than those killed during the day in 2015. The National Highway Traffic Safety Administration (NHTSA) estimates that helmets saved 1,772 motorcyclists’ lives in 2015, and that 740 more could have been saved if all motorcyclists had worn helmets. In States without universal helmet laws, 58 percent of motorcyclists killed in 2015 were not wearing helmets, as compared to 8 percent in States with universal helmet laws. KW - Age KW - Crash injuries KW - Driver licensing KW - Drunk driving KW - Engine size KW - Fatalities KW - Helmet use KW - Motorcycle crashes KW - Motorcycle helmets KW - Motorcycles KW - Motorcyclists KW - Nighttime crashes KW - Registrations KW - Single vehicle crashes KW - Speeding KW - Trend (Statistics) KW - Universal motorcycle helmet law UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812353 UR - https://trid.trb.org/view/1442083 ER - TY - RPRT AN - 01624273 AU - Ramirez, Anthony AU - Berning, Amy AU - Kelley-Baker, Tara AU - Lacey, John H AU - Yao, Julie AU - Tippetts, A Scott AU - Scherer, Michael AU - Carr, Katherine AU - Pell, Karen AU - Compton, Richard AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Drug and Alcohol Crash Risk: A Case-Control Study PY - 2016/12//Draft Final Report SP - 190p AB - This study used a “case-control” design to estimate the risk of crashes involving drivers using drugs, alcohol or both. Data was collected in Virginia Beach, Virginia, for 20 months. The study obtained biological measures on more than 3,000 crash drivers at the scenes of the crashes, and 6,000 control (comparison) drivers. Control drivers were recruited one week after the crashes at the same time, day of week, location, and direction of travel as the crash-involved drivers. Data included 10,221 breath samples, 9,285 oral fluid samples, and 1,764 blood samples. Oral fluid and blood samples were screened and confirmed for the presence of alcohol and drugs. The crash risk associated with alcohol and other drugs was estimated using odds ratios that indicate the probability of a crash occurring over the probability that such an event does not occur. If a variable (alcohol and/or drugs) is not associated with a crash, the odds ratio for that variable will be 1.00. A higher or lower number indicates a stronger relationship between the probability of a crash occurring and the presence of that variable (alcohol and/or drugs in the driver). Confidence intervals (CIs) of an odds ratio indicate the range in which the true value lies—with 95 percent confidence. Alcohol: Alcohol was the largest contributor to crash risk. The unadjusted crash risk estimates for alcohol indicated drivers with a breath alcohol concentrations (BrACs) of .05 grams per 210 liters (g/210L) are 2.05 times more likely to crash than drivers with no alcohol. For drivers with BrACs of .08 g/210L, the unadjusted relative risk of crashing is 3.98 times that of drivers with no alcohol. When adjusted for age and gender, drivers with BrACs of .05 g/210L are 2.07 times more likely to crash than drivers with no alcohol. The adjusted crash risk for drivers at .08 g/210L is 3.93 times that of drivers with no alcohol. Drugs: Unadjusted drug odds ratio estimates indicated a significant increase in crash risk. For the active ingredient in marijuana, delta-9-tetrahydrocannabinol (THC), this yielded an unadjusted odds ratio of 1.25. However, after adjusting for gender, age, race/ethnicity, and alcohol, there was no indication that any drug significantly contributed to crash risk. The adjusted odds ratios for THC were 1.00, 95 percent CI [.83, 1.22], indicating no increased or decreased crash risk. Odds ratios for antidepressants were .86, 95 percent CI [.56, 1.33]; narcotic analgesics were 1.17, 95% percent drugs as an overall category were .99, 95 percent CI [.84, 1.18], and prescription and over-the-counter medications were 1.02, 95 percent CI [.83, 1.26]. Alcohol and Drugs: Analyses found no statistically significant interaction effects when drivers were positive for both alcohol and drugs. Although initial analyses suggested that the combination of alcohol and other drugs were contributors to increased crash risk, additional analyses adjusting for other risk factors indicated no significant effect. When both alcohol and other drugs were consumed, alcohol alone was associated with crash risk. KW - Crash risk forecasting KW - Drugged drivers KW - Drunk drivers KW - Drunk driving KW - Probability KW - Traffic crashes KW - Virginia Beach (Virginia) UR - https://one.nhtsa.gov/staticfiles/nti/impaired_driving/pdf/812355_DrugAlcoholCrashRisk.pdf UR - https://trid.trb.org/view/1442731 ER - TY - RPRT AN - 01624264 AU - Ramirez, Anthony AU - Berning, Amy AU - Kelley-Baker, Tara AU - Lacey, John H AU - Yao, Julie AU - Tippetts, A Scott AU - Scherer, Michael AU - Carr, Katherine AU - Pell, Karen AU - Compton, Richard AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - 2013–2014 National Roadside Study of Alcohol and Drug Use by Drivers: Alcohol Results PY - 2016/12//Final Report SP - 76p AB - This report describes the alcohol results from the 2013–2014 National Roadside Survey (NRS), a national field study to estimate the prevalence of alcohol-, drug-, and alcohol-plus-drug-involved driving, primarily among nighttime weekend drivers, but also daytime Friday drivers. This study involved a random sample of drivers at 300 locations across the continental United States. The sites were selected through a stratified random sampling procedure. Data was collected during one 2-hour Friday daytime session (either 9:30 to 11:30 a.m. or 1:30 to 3:30 p.m.) at 60 locations and during four 2-hour nighttime periods (10 p.m. to midnight and 1 to 3 a.m. on both Friday and Saturday nights) at 240 locations. Data included observational and biological samples. Biological samples included breath-alcohol measurements from 9,455 respondents, oral fluid samples from 7,881 respondents, and blood samples from 4,686 respondents. This report focuses on the alcohol breath-test results, presents the 2013−2014 prevalence estimates for alcohol-involved driving, and compares them with the four previous NRS studies. The data indicates a continuing trend of decreasing alcohol-involved driving on U.S. roads during weekend nights over the five NRS studies, including a large change in the percentage of drivers who were alcohol positive, from 36.1% in 1973 to 8.3% in 2013-2014, and an 80% reduction in the percentage of drivers with breath alcohol concentrations (BrACs) of .08 grams per deciliter (g/dL) and higher, from 7.5% in 1973 to 1.5% in 2013-2014. KW - Alcohol breath tests KW - Drunk drivers KW - Drunk driving KW - Field studies KW - National Roadside Survey KW - Night KW - Trend (Statistics) KW - United States KW - Weekends UR - https://one.nhtsa.gov/staticfiles/nti/pdf/812362_2013-2014NRSAlcoholReport.pdf UR - https://trid.trb.org/view/1442730 ER - TY - SER AN - 01620249 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2015 Data: Alcohol-Impaired Driving PY - 2016/12 SP - 7p AB - Drivers are considered to be alcohol-impaired when their blood alcohol concentrations (BACs) are .08 grams per deciliter (g/dL) or higher. Thus, any fatal crash involving a driver with a BAC of .08 g/dL or higher is considered to be an alcohol-impaired-driving crash, and fatalities occurring in those crashes are considered to be alcohol-impaired-driving fatalities. The term “driver” refers to the operator of any motor vehicle, including a motorcycle. Estimates of alcohol-impaired driving are generated using BAC values reported to the Fatality Analysis Reporting System (FARS) and BAC values imputed when they are not reported. The term “alcohol-impaired” does not indicate that a crash or a fatality was caused by alcohol impairment, only that an alcohol-impaired driver was involved in the crash. In this fact sheet for 2015, the alcohol-impaired-driving information is presented as follows: Overview; Economic Cost for All Traffic Crashes; Children; Time of Day and Day of Week; Drivers; and Fatalities by State. This fact sheet contains information on fatal motor vehicle crashes and fatalities based on data from FARS. FARS is a census of fatal crashes in the 50 States, the District of Columbia, and Puerto Rico (Puerto Rico is not included in U.S. totals). KW - Blood alcohol levels KW - Children KW - Drivers KW - Drunk drivers KW - Drunk driving KW - Economic impacts KW - Fatalities KW - Fatality Analysis Reporting System KW - Periods of the day KW - Puerto Rico KW - States KW - United States KW - Washington (District of Columbia) UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812350 UR - https://trid.trb.org/view/1440501 ER - TY - SER AN - 01620248 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2015 Data: State Alcohol-Impaired-Driving Estimates PY - 2016/12 SP - 13p AB - This fact sheet contains estimates of driver alcohol involvement in fatal crashes for the United States and individually for the 50 States, the District of Columbia, and Puerto Rico. Estimates for Puerto Rico are not included in the national estimates. Data from the current year (2015) and 10 years ago (2006) are presented for comparison. These estimates are based on data from the Fatality Analysis Reporting System (FARS). In this fact sheet, the 2006 and 2015 State alcohol-impaired-driving estimates are presented as follows: Definitions and Explanations; Missing FARS Alcohol Data; and State-by-State Data Tables. The State-by-State Data Tables are as follows: (1) Motor Vehicle Traffic Fatalities, by State and Highest Driver BAC in the Crash, 2006; (2) Motor Vehicle Traffic Fatalities, by State and Highest Driver BAC in the Crash, 2015; (3) Drivers Involved in Fatal Crashes, by State and BAC of the Driver, 2006; (4) Drivers Involved in Fatal Crashes, by State and BAC of the Driver, 2015; (5) BAC Test Status for Drivers Involved in Fatal Traffic Crashes, by State, 2006 and 2015; (6) Driver Fatalities, by State and BAC Test Status, 2006; (7) Driver Fatalities, by State and BAC Test Status, 2015; (8) Surviving Drivers Involved in Fatal Crashes, by State and BAC Test Status, 2006; (9) Surviving Drivers Involved in Fatal Crashes, by State and BAC Test Status, 2015; and (10) Percentage of Fatalities in Alcohol-Impaired-Driving Crashes and Percentage of Drivers Involved in Fatal Crashes with BACs of .08 or Higher, by Region and State, 2006 and 2015. KW - Blood alcohol levels KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Puerto Rico KW - States KW - Trend (Statistics) KW - United States KW - Washington (District of Columbia) UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812357 UR - https://trid.trb.org/view/1440500 ER - TY - SER AN - 01618811 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Li, Hongying (Ruby) TI - Seat Belt Use in 2016—Overall Results PY - 2016/11 SP - 4p AB - Seat belt use in 2016 reached 90.1 percent, up from 88.5 percent in 2015; this was a statistically significant increase at the 0.05 level. This result is from the National Occupant Protection Use Survey (NOPUS), the only survey that provides nationwide probability-based observed data on seat belt use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. Seat belt use has shown an increasing trend since 2000, accompanied by a steady decline in the percentage of unrestrained passenger vehicle (PV) occupants killed during the daytime. The 2016 survey also found the following: Seat belt use for occupants in the West is higher than in the other regions, Northeast, Midwest, and South, in 2016; Seat belt use continued to be higher in the States in which vehicle occupants can be pulled over solely for not using seat belts (“primary law States”) as compared with the States with weaker enforcement laws (“secondary law States”) or without seat belt laws; Seat belt use for occupants in rural areas increased significantly from 86.8 percent in 2015 to 89.5 percent in 2016; and Seat belt use for occupants of vans and sport utility vehicles (SUVs) increased significantly from 90.3 percent in 2015 to 92.3 percent in 2016. KW - National Occupant Protection Use Survey (NOPUS) KW - Primary enforcement laws KW - Regional analysis KW - Rural areas KW - Seat belt use KW - Sport utility vehicles KW - Trend (Statistics) KW - United States KW - Vans UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812351 UR - https://trid.trb.org/view/1436769 ER - TY - RPRT AN - 01616247 AU - Howe, Gavin AU - Xu, Guogang AU - Hoover, Dick AU - Elsasser, Devin AU - Barickman, Frank AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Commercial Connected Vehicle Test Procedure Development and Test Results – Blind Spot Warning/Lane Change Warning PY - 2016/11//Final Report SP - 141p AB - This report is one of four documenting the National Highway Traffic Safety Administration's (NHTSA’s) test track research performed to support development of objective test procedures to evaluate the safety applications of commercial vehicles with vehicle-to-vehicle (V2V) equipment. The primary focus of this research was on developing the test procedures, with a secondary goal of evaluating the performance of the prototype V2V safety applications. Objective test procedures were developed to evaluate a range of safety applications including intersection movement assist (IMA), blind spot warning/lane change warning (BSW/LCW), forward collision warning (FCW), and emergency electronic brake light (EEBL) warning. This report documents the BSW/LCW test procedures and the results of testing commercial vehicles with the developed procedures. The prototype V2V equipment was observed to be capable of tracking potential BSW/LCW threats, but occasionally the equipment would not recognize that a vehicle was in the V2V equipment determined blind spot warning zone due to the equipment’s error in estimating the lateral range between the vehicles. The V2V equipment determined blind zone was different for each side of the vehicle evaluated in this study (shorter on right side). When the turn signals were activated, the blind zone was extended by a time based on the closing speed of the approaching vehicle. The BSW/LCW test procedures are generally well developed, but the blind zone definition for commercial vehicles/tractor-trailers combinations needs to be further refined. KW - Blind spots KW - Commercial vehicles KW - Connected vehicles KW - Lane changing KW - Mobile communication systems KW - Test procedures KW - Test tracks KW - Vehicle to vehicle communications KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2016/812317_ConnectedVeh.pdf UR - https://trid.trb.org/view/1429537 ER - TY - RPRT AN - 01616897 AU - National Highway Traffic Safety Administration TI - Cybersecurity Best Practices for Modern Vehicles PY - 2016/10 SP - 22p AB - This document describes the National Highway Traffic Safety Administration’s (NHTSA's) nonbinding guidance to the automotive industry for improving motor vehicle cybersecurity. Vehicles are cyber-physical systems and cybersecurity vulnerabilities could impact safety of life. Therefore, NHTSA’s authority would be able to cover vehicle cybersecurity, even though it is not covered by an existing Federal Motor Vehicle Safety Standard at this time. Nevertheless, motor vehicle and motor vehicle equipment manufacturers are required by the National Traffic and Motor Vehicle Safety Act, as amended, to ensure that systems are designed free of unreasonable risks to motor vehicle safety, including those that may result due to existence of potential cybersecurity vulnerabilities. NHTSA believes that it important for the automotive industry to make vehicle cybersecurity an organizational priority. This includes proactively adopting and using available guidance such as this document and existing standards and best practices. Prioritizing vehicle cybersecurity also means establishing other internal processes and strategies to ensure that systems will be reasonably safe under expected realworld conditions, including those that may arise due to potential vehicle cybersecurity vulnerabilities. The automotive cybersecurity environment is dynamic and is expected to change continually and, at times, rapidly. NHTSA believes that the voluntary best practices described in this document provide a solid foundation for developing a risk-based approach and important processes that can be maintained, refreshed and updated effectively over time to serve the needs of the automotive industry. KW - Automobile industry KW - Best practices KW - Computer security KW - Motor vehicles KW - Risk assessment KW - Vehicle safety UR - http://www.nhtsa.gov/staticfiles/nvs/pdf/812333_CybersecurityForModernVehicles.pdf UR - https://trid.trb.org/view/1428799 ER - TY - RPRT AN - 01616888 AU - Kahane, Charles J AU - Bowhead Logistics Solutions, LLC AU - National Highway Traffic Safety Administration TI - Comparison of 2013 VMT Fatality Rates in U.S. States and in High-Income Countries PY - 2016/10 SP - 33p AB - Traffic fatality rates per 100 million vehicle miles of travel (VMT) in 2013 are estimated for the 44 U.S. States and the 43 high-income comparison countries with populations of 1,000,000 or more. States and comparison countries are assigned to four groups based on population density, urbanization, and climate (factors that influence fatality rates). Within each of these four groups, the rates for U.S. States are similar to the comparison countries of Western, Northern, and Southern Europe as well as Australia, New Zealand, and Canada; they are usually lower than in the high-income countries of Eastern Europe, East Asia, the Middle East, and Latin America. These findings point to an international commonality in safety challenges and underline the importance of global collaboration in identifying and sharing techniques for improving road safety. KW - Climate KW - Countries KW - Fatalities KW - Population density KW - States KW - Statistical analysis KW - Urbanization KW - Vehicle miles of travel UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812340 UR - https://trid.trb.org/view/1428235 ER - TY - RPRT AN - 01616257 AU - Lococo, Kathy H AU - Stutts, Jane AU - Staplin, Loren AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - Medical Review Practices for Driver Licensing, Volume 1: A Case Study of Guidelines and Processes in Seven U.S. States PY - 2016/10//Final Report SP - 230p AB - This report is the first of three examining driver medical review practices in the United States and how they fulfilled the basic functions of identifying, assessing, and rendering licensing decisions on medically at-risk drivers. The aim was not to identify an optimal medical review method, but rather to document strengths and weaknesses of a variety of approaches. This report presents the methods used to group the diverse medical review practices across the 51 driver licensing agencies into four broad medical review structures, describes selection of States for case study, and identifies strengths and weaknesses associated with each of the four medical review structures. The classification scheme was based on (1) whether a State had a Medical Advisory Board (MAB); and (2) whether in-house medical professionals performed case review. The seven States for case study were: Maine and North Carolina (States with MABs and medical professionals on the licensing agency case review staffs [MAB & MP]); Texas and Wisconsin (States with MABs and where administrative staff perform case reviews [MAB & Admin]); Ohio and Washington (States with no MABs and where administrative staffs perform case reviews [Admin Only]); and Oregon (no MAB but with medical professionals on the licensing agency case review staff [MP Only]). The authors contacted each case study State and followed up with telephone interviews and e-mail queries where more information was needed. Although programs within targeted medical review structures varied considerably, each allowed the State to determine whether a driver flagged as potentially medically unfit posed an unacceptable crash risk. Preliminary data from the case study States suggests that having an MAB, and/or having medical professionals on the case review staff, may convey some advantages to the driver medical review process with respect to identifying at-risk drivers, and the assessment of referred drivers. The four case study States with MABs and the MP Only State had more comprehensive medical guidelines in place, and were the only States among those in the case study that provided legal immunity to physicians who voluntarily reported an at-risk driver. Both measures may encourage physician referrals. The two Admin Only States relied heavily on the opinion of the driver’s physician regarding fitness to drive, as well as testing carried out at local licensing offices. In contrast, States with MABs were more likely to base licensing decisions on whether medical standards were met. Practices in the MP Only State were a hybrid of the two. States with MABs and/or medical professionals on their staffs also generally had a broader range of licensing options available. However, appeals were lowest in the two Admin Only States. Finally, having medical professionals on staff, or having paid MABs perform reviews, was not always associated with a higher overall cost per case, although the lowest cost was found for one of the Admin Only States. Volume 2 describes the findings of data collected prospectively, by following 500 people in each case study State through their medical review process and Volume 3 describes the medical review guidelines and practices in each State and the District of Columbia. KW - Case studies KW - Diseases and medical conditions KW - Driver licensing KW - Guidelines KW - Maine KW - Medical Advisory Boards KW - Medical policy KW - North Carolina KW - Ohio KW - Oregon KW - Reporting medical impairment KW - State of the practice KW - Texas KW - Washington (State) KW - Wisconsin UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812331-MedReviewforLicensing.pdf UR - https://trid.trb.org/view/1429538 ER - TY - RPRT AN - 01616256 AU - Jenness, James W AU - Boyle, Linda Ng AU - Lee, John D AU - Chang, Chun-Cheng AU - Venkatraman, Vindhya AU - Gibson, Madeleine AU - Riegler, Kaitlin E AU - Kellman, Daniel AU - Westat, Incorporated AU - National Highway Traffic Safety Administration TI - In-Vehicle Voice Control Interface Performance Evaluation PY - 2016/10//Final Report SP - 112p AB - The purpose of the National Highway Traffic Safety Administration (NHTSA) project titled, In-Vehicle Voice Control Interface Performance Evaluation was to conduct empirical research about the use of voice control systems (VCS) by drivers and potential measures that could be used for evaluating possible distraction from using these systems while driving. An on-road, contextual interview study was conducted in Rockville, Maryland, and Seattle, Washington, to identify drivers’ existing patterns of use and interaction errors encountered with VCS while driving. Differences were observed between those who used original equipment VCS and those who used portable smart devices that were paired to the vehicle. In total, the research team noted 22 themes that characterized participants’ interactions with VCS. Most notably, drivers often had trouble using their VCS but did not necessarily blame the system for the errors or the lengthy system interactions that they experienced. Interactions frequently included several types of errors including speech recognition errors. These results suggest that an evaluation protocol based solely on error free trials would not be representative of many VCS interactions commonly experienced by users while driving. Two other studies were conducted in controlled laboratory environments. Participants interacted with a “Wizard of Oz” voice control system while they performed a surrogate driving task with a driving simulator or with a computer-based collision detection task (CDT). Cognitive load was measured by performance on the ISO Tactile Detection Response Task (TDRT). Eye glance measures, based on Visual-Manual NHTSA Driver Distraction Guidelines for In-Vehicle Electronic Devices were also used. Results indicated that both TDRT performance and eye glance measures may be appropriate for evaluation of VCS and that the CDT protocol yielded similar results to the driving simulator protocol. The findings of these studies will inform development of Phase 3 of NHTSA’s Driver Distraction Guidelines. KW - Cognitive load KW - Distraction KW - Driver performance KW - Driver vehicle interfaces KW - Drivers KW - Errors KW - Glance behavior KW - In-vehicle technologies KW - Speech recognition KW - Voice control systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2016/8122314_In_VehVoiceCntrlItrfacePerformEval.pdf UR - https://trid.trb.org/view/1429535 ER - TY - RPRT AN - 01616255 AU - Stevens, Scott AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Driver Acceptance of Collision Warning Applications Based on Heavy-Truck V2V Technology PY - 2016/10//Research Report SP - 70p AB - Battelle conducted a series of driver acceptance clinics (DACs) with heavy-truck drivers to gauge their acceptance of collision-warning applications using vehicle-to-vehicle (V2V) communication technology. This report describes the results from Volpe’s independent analysis of DAC data, in particular data generated from intersection collision warnings (intersection movement assist, or IMA), forward collision warnings (FCW), blind spot/lane change warnings (BSW/LCW), and emergency electronic brake light (EEBL) warnings of hard braking by one or more vehicles ahead. A total of 112 subjects drove trucks towing 53-foot semitrailers through scripted maneuvers on closed courses and rated their impressions in surveys. The results indicated high acceptance in each of five criteria used to define driver acceptance; usability, perceived safety benefits, understandability, desirability, and security and privacy. The majority of subjects viewed the system as no more distracting to use than a car radio, but nonetheless thought it would result in drivers paying somewhat less attention to the road. There was no effect of age on acceptance. Warnings had both auditory and visual components and the combination of the two was preferred to either the visual or auditory components alone (although, for the visual component, some subjects felt uneasy with having to take their eyes off the road to see the screen). KW - Acceptance KW - Collision warning systems KW - Driver support systems KW - Driver vehicle interfaces KW - Intelligent vehicles KW - Trailers KW - Truck drivers KW - Vehicle safety KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov//DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2016/812336_HeavyTruckDriverClinicAnalysis.pdf UR - http://ntl.bts.gov/lib/60000/60400/60413/812336_HeavyTruckDriverClinicAnalysis.pdf UR - https://trid.trb.org/view/1429536 ER - TY - ABST AN - 01612991 TI - National Survey of Drowsy Driving Knowledge, Attitudes and Behaviors AB - In the United States a number of surveys have asked drivers if they have fallen asleep while driving, and the survey results have shown which demographic characteristics are predictive of falling asleep while driving. These surveys have also shown that the public sees drowsy drivers as a dangerous risk on the roads. In recent years there have been a number of drowsy driving laws proposed throughout the United States, and laws were recently passed in New Jersey and Arkansas. Unfortunately not much is known about drowsy driving knowledge or attitudes, or how laws may impact these characteristics. The primary objective of this project is to conduct a nationally representative survey of a randomly selected sample of drivers on their attitudes, behavior and awareness of drowsy driving. A secondary objective is to collect additional survey data in New Jersey and/or Arkansas. Understanding the public’s attitudes and knowledge is an important step in designing and deploying education and other countermeasures that will impact the incidence of drowsy driving across the United States. KW - Arkansas KW - Attitudes KW - Awareness KW - Behavior KW - Countermeasures KW - Distraction KW - Driving KW - Drowsiness KW - Laws KW - New Jersey KW - Surveys KW - United States UR - https://trid.trb.org/view/1425723 ER - TY - ABST AN - 01612990 TI - Rear Seat Belt Law Evaluation AB - The 2014 National Occupant Protection Use Survey (NOPUS) found observed seat belt use to be 14 percent lower in the backseat than in the front. The rear seat occupant protection problem is also underlined by the fact that in 2014 the percentage of people dying unrestrained in the backseat was 11 percent higher than for people dying in in the front. Part of the explanation appears to be attributable to differences in State laws. In 2016 there are 22 States without laws requiring all occupants to buckle up, and NOPUS found observed rear seat belt use in States without a rear seat law was 14 percent lower than in States requiring belt use in all seating positions. The primary objective of this project is to evaluate the effect of an all positions seat belt law. This evaluation will include how the law is implemented, public awareness surrounding the law, the effect of the law on seat belt use, and its effect on crashes, injuries, and fatalities. A secondary objective is to monitor legislative activity and describe the legislative process relating to all seating positions seat belt laws. Conducting the current research could provide evidence for legislators to support the passing of more rear seat belt laws. KW - Awareness KW - Crashes KW - Fatalities KW - Laws KW - Occupant protection devices KW - Rear seat occupants KW - Seat belt use KW - United States UR - https://trid.trb.org/view/1425722 ER - TY - ABST AN - 01612998 TI - Older Driver Rearview Video Systems AB - In 2014 the National Highway Traffic Safety Administration (NHTSA) issued a rule requiring rear visibility technology in all new passenger vehicles by May 2018 to significantly reduce the risk of fatalities and serious injuries caused by backover crashes. While research has shown that rearview video systems (RVSs), when used appropriately, can reduce crash risk, a number of drivers with RVSs report that they ignore them and instead rely on mirrors to avoid obstacles when backing. Previous research by NHTSA and others has found that training can improve drivers' ability to use the systems effectively. Older adults in particular may benefit from this type of training because they are likely to be less comfortable with technology and therefore have more difficulty learning to use these systems than younger adults. In addition, older drivers, particularly ones with age-related stiffness in the spine, may gain the benefit of fewer pedal misapplications if they learn to use the systems effectively. Using an RVS and mirror to check behind the vehicle, instead of turning to the right to check before backing, could help the driver retain his or her position in the seat and thereby reduce the risk of pedal errors. The objective of this study is to assess driving performance of older adults using inside and outside rearview mirrors compared to using an RVS while operating a motor vehicle in reverse. After documenting participants' performance, the project will develop and evaluate an RVS training protocol that addresses the errors identified during the performance period. KW - Backing (Driving) KW - Cameras KW - Crash injuries KW - Driver training KW - Fatalities KW - Rearview mirrors KW - Risk assessment KW - Visibility UR - https://trid.trb.org/view/1425823 ER - TY - ABST AN - 01613026 TI - Managing the Human and Vehicle Factors of Fatigue AB - The need for sleep is an inescapable biological phenomenon that when not met leads to widespread and deleterious effects on the mind and body. Sleepiness, without fail, results in cognitive and behavioral decrements that can contribute to diverse negative outcomes including poor school performance, accidents at work, long-term physical and mental health consequences, and, most pertinent to the National Highway Traffic Safety Administration (NHTSA), motor vehicle crashes resulting in injuries and death. As such, NHTSA is interested in drowsy driving's impact on our Nation's roads. While NHTSA has made research contributions throughout the years, including our frequently cited report from the 1998 Expert Panel on Driver Fatigue and Sleepiness and our ongoing work on in-vehicle drowsy driving detection, many research gaps still exist that, if closed, would provide substantial progress toward understanding the impact of drowsy driving as well as offering potential solutions to problems it causes. This project will focus on gathering experts across the vehicle industry, government, and academia to share and produce new research and programs related to the human factors of fatigue management in vehicles by organizing a meeting and evaluating and reporting on the overall impact of the meeting in regards to in-vehicle technologies, safety and regulations. KW - Cognition KW - Crash injuries KW - Driver performance KW - Fatigue (Physiological condition) KW - Impaired drivers KW - Sleep disorders KW - Traffic crashes UR - https://trid.trb.org/view/1425963 ER - TY - ABST AN - 01612994 TI - Visual Scanning Training for Older Drivers AB - In 2013, 14% of the U.S. population was 65 or older; however, this population accounted for 17% of driver fatalities. Previous National Highway Traffic Safety Association (NHTSA) research showed that the oldest drivers, those in their 70s, and to a greater extent those 80 and older, were more likely than middle-aged drivers to have made an error that contributed to the crash. These errors often involved failure to obey traffic control devices or to yield to oncoming traffic. In most instances the older driver simply failed to notice the hazard. A 2013 NHTSA report, “Validation of Rehabilitation Training Programs for Older Drivers,” examined a group of older drivers who completed Visual Treatment Protocol (VTP) training, which was designed to help older adults gather more visual information from the driving environment. The training method showed promise in improving driver performance and could be administered by Occupational Therapists without the relatively scarce Driver Rehabilitation Specialist credential. The goal of this project is to extend the 2013 findings for VTP described above to explore the training method's effect on an older driver's ability to make use of visual stimuli in the driving environment. If the training’s effectiveness can be substantiated, it could provide a lower cost, readily available refresher training method for reducing crash risk, particularly for multiple vehicle crashes that the data show are particularly problematic for older drivers. KW - Aged drivers KW - Driver performance KW - Traffic crashes KW - Training programs KW - Visual perception UR - https://trid.trb.org/view/1425758 ER - TY - RPRT AN - 01619055 AU - Pickrell, Timothy M AU - Li, Hongying (Ruby) AU - KC, Shova AU - National Highway Traffic Safety Administration TI - Occupant Restraint Use in 2015: Results From the NOPUS Controlled Intersection Study PY - 2016/09 SP - 33p AB - This report presents results from the 2015 National Occupant Protection Use Survey (NOPUS) Controlled Intersection Study. NOPUS is the only nationwide probability-based occupant restraint use survey. The National Center for Statistics and Analysis of the National Highway Traffic Safety Administration conducts this survey annually. The 2015 NOPUS found that seat belt use continued to be higher for females (90.7%) than for males (86.6%). Seat belt use among male drivers increased from 84.3% in 2014 to 86.6% in 2015. Seat belt use in the rear seat (74.8%) was lower than in the front seat (88.5%). Overall restraint use for children under 8 years old in 2015 was 89.8% compared to 90.9% in 2014. KW - Age groups KW - Children KW - Front seat occupants KW - Gender KW - Intersections KW - National Occupant Protection Use Survey (NOPUS) KW - Rear seat occupants KW - Restraint systems KW - Seat belt use KW - Surveys KW - Trend (Statistics) KW - United States UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812330 UR - https://trid.trb.org/view/1435483 ER - TY - RPRT AN - 01616905 AU - Radja, Gregory A AU - National Highway Traffic Safety Administration AU - Department of Transportation TI - National Automotive Sampling System – Crashworthiness Data System, 2015 Analytical User’s Manual PY - 2016/09 SP - 152p AB - The National Automotive Sampling System (NASS) Crashworthiness Data System (CDS) provides an automated, comprehensive national traffic crash database. Data collection is accomplished at 24 geographic sites, called Primary Sampling Units (PSUs). These data are weighted to represent all police reported motor vehicle crashes occurring in the USA during the year involving passenger cars, light trucks and vans that were towed due to damage. This manual and the NASS 2014 Crashworthiness Data System's Data Collection, Coding and Editing Manual (a separate 2015 manual wasn’t created) are the primary documentation supporting the automated 2015 file. KW - Computer program documentation KW - Crash data KW - Data collection KW - Databases KW - National Automotive Sampling System - Crashworthiness Data System KW - Sampling KW - Traffic crashes UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812321 UR - https://trid.trb.org/view/1428765 ER - TY - RPRT AN - 01616253 AU - Nichols, J L AU - Chaffe, R AU - Solomon, M G AU - Tison, J AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of a Rural Seat Belt Demonstration Program in Florida, Georgia and Tennessee PY - 2016/09//Final Report SP - 42p AB - Three southeastern States initiated high-visibility enforcement campaigns to address lower seat belt use in their rural areas than in non-rural areas. Florida, Georgia, and Tennessee conducted four waves of intensified enforcement and media from November 2008 to May 2010. The May campaigns were conducted just prior to the national Click It or Ticket campaigns. Combining activity, awareness and usage data from all three States, there was a significant positive correlation between media expenditures and awareness of rural seat belt messages. Two awareness indices correlated highly with usage and achieved statistical significance: awareness of rural seat belt messages and perceived risk of a ticket for not buckling up. While the significant correlations between awareness measures and belt usage suggest that the message got through to drivers, comparison of changes in belt use in the rural demonstration program (RDP) versus the control areas produced mixed results. Seat belt usage increased significantly in the targeted rural areas of all three States, but it also increased at about the same rate in the control areas in two of the States. Only Georgia provided evidence of a rate of increase in rural usage greater than experienced in the control area, which may have been partially due to the use and public awareness of checkpoints. KW - Demonstration projects KW - Florida KW - Georgia KW - Law enforcement KW - Mass media KW - Rural areas KW - Seat belt use KW - Tennessee UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812328-RuralSeatBeltDemoRegion4.pdf UR - https://trid.trb.org/view/1429539 ER - TY - RPRT AN - 01616239 AU - Holmes, LaTanya AU - Song, Miao AU - Neurauter, Luke AU - Doerzaph, Zac AU - Britten, Nicholas AU - Virginia Tech Transportation Institute AU - National Highway Traffic Safety Administration TI - Validations of Integrated DVI Configurations PY - 2016/09 SP - 128p AB - This report documents a multi-phased effort that oversaw the development and proof-of-concept validation of an integration architecture (IA) prototype designed to manage message presentation within a connected vehicle environment. A connected vehicle system (CVS) prototype was developed along the parameters defined during prior phases of research within the Human Factors for Connected Vehicles (HFCV) program. Following rounds of development and internal testing, participants were recruited to experience the CVS within a simulated connected vehicle environment. Thirty-two participants evaluated the system iteratively for two rounds, two groups per round, by driving the same pre-determined test route, designed to maximize exposure to various roadway environments. The first round relied on a think-aloud approach in an effort to capture as much subjective feedback as possible, with the intent to identify possible changes that should be made both based on observations made by researchers and preferences suggested by participants. Adjustments were made, creating a user-modified configuration that was then directly compared to the original configuration within a more normative driving environment in the second round. Objective and subjective measures were collected and analyzed in accordance with the targeted research questions. Ultimately, this effort demonstrates the need and resulting impact of a defined IA in managing message presentation in a CV environment. KW - Connected vehicles KW - Driver vehicle interfaces KW - Human factors KW - Messages (Communications) KW - Mobile communication systems KW - Validation KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov//DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2016/812310_ValidationsIntegratedDVIconfigurations.pdf UR - https://trid.trb.org/view/1429381 ER - TY - RPRT AN - 01616237 AU - Howe, Gavin AU - Xu, Guogang AU - Hoover, Dick AU - Elsasser, Devin AU - Barickman, Frank AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Commercial Connected Vehicle Test Procedure Development and Test Results – Emergency Electronic Brake Light PY - 2016/09//Final Report SP - 109p AB - This report is one of four documenting the National Highway Traffic Safety Administration's (NHTSA’s) test track research performed to support development of objective test procedures to evaluate the safety applications of commercial vehicles with vehicle-to-vehicle (V2V) equipment. The primary focus of this research was on developing the test procedures, with a secondary goal of evaluating the performance of the prototype V2V safety applications. Objective test procedures were developed to evaluate a range of safety applications including intersection movement assist, blind spot warning/lane change warning, forward collision warning, and emergency electronic brake light (EEBL) warning. This report documents the EEBL test procedures and the results of testing commercial vehicles with the developed procedures. The prototype V2V equipment was capable of tracking potential EEBL threats, but had some issues when vehicles were on curved roadways. The V2V equipment on these trucks did not issue hard braking event flags and was not able to suppress EEBL alerts when the driver applied corrective action under the conditions tested. KW - Commercial vehicles KW - Connected vehicles KW - Emergency electronic brake lights KW - Mobile communication systems KW - Test procedures KW - Test tracks KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2016/812327-ElectronicBrakeLight.pdf UR - https://trid.trb.org/view/1429382 ER - TY - RPRT AN - 01614856 AU - Kubas, Andrew AU - Kayabas, Poyraz AU - Vachal, Kimberly AU - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - National Highway Traffic Safety Administration TI - The Effects of Legislatively-Mandated Sobriety on First-Time and Repeat DUI Offenders in North Dakota PY - 2016/09 SP - 52p AB - The 24/7 Sobriety Program is an intervention strategy mandating that impaired driving offenders remain sober as a condition of bond or pre-trial release. The goal is to monitor the most at-risk offenders in North Dakota and require that these individuals remain sober in order to keep roadways safe from hazardous drivers. As a component of the program, offenders are required to submit to twice-a-day blood alcohol concentration tests, ankle bracelet monitoring, drug patches, or urinalysis as a monitoring technique. If a program participant fails to remain sober, the individual is sent directly to jail. In 2013, House Bill 1302 – which mandated longer enrollment periods for repeat DUI offenders – went into effect. This project seeks to understand if the passing of this legislation altered behavioral performance of participants in the program. It also addresses potential deterrent effects stemming from the program. Results show that participants significantly improve crash and citation metrics after enrolling in the program. Longer sentencing periods appear to have stronger deterrent effects. Individuals who participate in the program multiple times have an above-average likelihood of relapsing into negative behavior. These individuals typically perform positively when enrolled in the program, but recidivate shortly after completing program mandates. Other programs may be more appropriate for these individuals as they represent the North Dakota driver population which likely has issues with alcohol abuse and self-control. KW - Behavior KW - Crash rates KW - Drunk drivers KW - Drunk driving KW - Legislation KW - North Dakota KW - Offenders KW - Recidivism KW - Safety programs UR - http://www.ugpti.org/resources/reports/downloads/dp-290.pdf UR - https://trid.trb.org/view/1425903 ER - TY - RPRT AN - 01613857 AU - National Highway Traffic Safety Administration TI - Federal Automated Vehicles Policy: Accelerating the Next Revolution In Roadway Safety PY - 2016/09 SP - 116p AB - For the U.S. Department of Transportation (DOT), the excitement around highly automated vehicles (HAVs) starts with safety. Two numbers exemplify the need. First, 35,092 people died on U.S. roadways in 2015 alone. Second, 94 percent of crashes can be tied to a human choice or error. An important promise of HAVs is to address and mitigate that overwhelming majority of crashes. DOT is also encouraged about the potential for HAV systems to use other complementary sensor technologies such as vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) capabilities to improve system performance. The benefits don’t stop with safety. Innovations have the potential to transform personal mobility and open doors to people and communities—people with disabilities, aging populations, communities where car ownership is prohibitively expensive, or those who prefer not to drive or own a car—that today have limited or impractical options. Cities will reconsider how space is utilized and how public transit is provided. Infrastructure capacity could be increased without pouring a single new truck load of concrete. HAVs may also have the potential to save energy and reduce air pollution from transportation through efficiency and by supporting vehicle electrification. Recognizing this great potential, this Policy sets out an ambitious approach to accelerate the HAV revolution. The remarkable speed with which increasingly complex HAVs are evolving challenges DOT to take new approaches that ensure these technologies are safely introduced (i.e., do not introduce significant new safety risks), provide safety benefits today, and achieve their full safety potential in the future. To meet this challenge, the U.S. must rapidly build our expertise and knowledge to keep pace with developments, expand our regulatory capability, and increase our speed of execution. This Policy is an important early step in that effort. This Policy is issued as agency guidance rather than in a rulemaking in order to speed the delivery of an initial regulatory framework and best practices to guide manufacturers and other entities in the safe design, development, testing, and deployment of HAVs. In the following pages, the authors divide the task of facilitating the safe introduction and deployment of HAVs into four sections: (1) Vehicle Performance Guidance for Automated Vehicles; (2) Model State Policy; (3) National Highway Traffic Safety Administration's (NHTSA’s) Current Regulatory Tools; and (4) New Tools and Authorities. KW - Best practices KW - Highway safety KW - Implementation KW - Intelligent vehicles KW - Performance measurement KW - Policy KW - Regulations KW - U.S. National Highway Traffic Safety Administration KW - United States KW - Vehicle performance UR - https://www.transportation.gov/sites/dot.gov/files/docs/AV%20policy%20guidance%20PDF.pdf UR - https://trid.trb.org/view/1424209 ER - TY - RPRT AN - 01613854 AU - Vachal, Kimberly AU - Benson, Laurel AU - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - National Highway Traffic Safety Administration TI - Seat Belt Use on North Dakota Rural Roads, 2016 PY - 2016/09 SP - 37p AB - North Dakota crash reports show that nearly 82% of fatal crashes occurred on non-interstate rural roads over the past five years. A total of 5,535 driver observations were collected at 143 sites across 24 rural counties. Seat belt use was found to be significantly different on rural highways and in rural towns. Highway seat belt use rose slightly from 67.2% in 2015 to 67.8% in 2016. Average observed highway use rates ranged from 55.5% to 82.0% on rural highways in individual counties and from 20.2% to 58.3% in rural towns between 2014 and 2016. The survey indicates a 19.5 percentage point increase in rural highway seat belt use compared to average use between 2009 and 2011. Seat belt use remains significantly higher in the eastern regions compared to the west. KW - Highway safety KW - North Dakota KW - Rural areas KW - Rural highways KW - Seat belt use KW - Trend (Statistics) UR - http://www.ugpti.org/resources/reports/downloads/dp-289.pdf UR - https://trid.trb.org/view/1424752 ER - TY - SER AN - 01613827 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Li, Hongying (Ruby) AU - KC, Shova TI - Driver Electronic Device Use in 2015 PY - 2016/09 SP - 9p AB - The percentage of passenger vehicle drivers text-messaging or visibly manipulating handheld devices remained constant at 2.2 percent in 2015. Driver handheld cell phone use decreased from 4.3 percent in 2014 to 3.8 percent in 2015; this was not a statistically significant decrease. These results are from the National Occupant Protection Use Survey (NOPUS), which provides the only nationwide probability-based observed data on driver electronic device use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The 2015 NOPUS found that handheld cell phone use continued to be higher among female drivers than male drivers. It also found that handheld cell phone use continued to be highest among 16- to 24-year-old drivers and lowest among drivers 70 and older. KW - Age groups KW - Automobile drivers KW - Cellular telephones KW - Gender KW - National Occupant Protection Use Survey (NOPUS) KW - Text messaging KW - Trend (Statistics) KW - United States UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812326 UR - https://trid.trb.org/view/1424580 ER - TY - RPRT AN - 01611982 AU - Li, Hongying (Ruby) AU - Pickrell, Timothy M AU - KC, Shova AU - National Highway Traffic Safety Administration TI - The 2015 National Survey of the Use of Booster Seats PY - 2016/09 SP - 40p AB - This technical report presents results from the 2015 National Survey of the Use of Booster Seats (NSUBS), the only probability-based nationwide child restraint use survey in the United States that observes restraint use and interviews an adult occupant to collect race, ethnicity, and other data. National Highway Traffic Safety Administration's (NHTSA’s) National Center for Statistics and Analysis conducts the NSUBS. The 2015 NSUBS found that 44.5 percent of 4- to 7-year-old children were restrained in booster seats as compared to 46.3 percent in 2013 when the last NSUBS was conducted. Restraint use for all children under 13 decreased slightly to 89.2 percent in 2015. There were some indications of premature graduation to restraint types that are not appropriate for children’s age, height, and weight along with some decline in use of appropriate restraint types in 2015 as compared to 2013. About 12.6 percent of children under age one were not in rear-facing car seats in 2015. KW - Age groups KW - Booster seats KW - Child restraint systems KW - Children KW - Occupant protection devices KW - Persons by race and ethnicity KW - Surveys KW - Trend (Statistics) KW - United States UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812309 UR - https://trid.trb.org/view/1423974 ER - TY - RPRT AN - 01616150 AU - Swanson, Elizabeth D AU - Yanagisawa, Mikio AU - Najm, Wassim AU - Foderaro, Frank AU - Azeredo, Philip AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Crash Avoidance Needs and Countermeasure Profiles for Safety Applications Based on Light-Vehicle-to-Pedestrian Communications PY - 2016/08//Final Report SP - 155p AB - This research supports establishing an updated understanding of the pedestrian crash problem and defining a way to connect the crash problem with vehicle-to-pedestrian (V2P) communication crash avoidance technology. It describes 5 priority pre-crash scenarios that might be addressed by V2P communications. Priority scenarios are: 1. Vehicle going straight and pedestrian crossing the road; 2. Vehicle going straight and pedestrian in the road; 3. Vehicle going straight and the pedestrian adjacent to the road; 4. Vehicle turning left and the pedestrian crossing the road; and 5. Vehicle turning right and the pedestrian crossing the road. The focus is on vehicle-pedestrian crashes involving light vehicles (passenger car, van, minivan, sport utility vehicle, or light pickup truck) with a gross vehicle weight rating of 10,000 pounds or less. The 2011-2012 General Estimates System (GES) and Fatality Analysis Reporting System (FARS) crash databases were used to quantify the societal cost and describe the driving environment, driver- and pedestrian-characteristics, and crash contributing factors. These priority scenarios account for 79 percent of all target pedestrian crashes and 91 percent of the fatal target pedestrian crashes. Target pedestrian crashes include a light vehicle striking a pedestrian in the first event of the crash. The highest frequencies of pedestrian crashes (GES) occur in scenarios where the pedestrian is crossing the road. The majority of fatalities (FARS) involved vehicles that were going straight (i.e., not turning or making a maneuver). Kinematic depictions for the time-to-collision and avoidance maneuvers are presented to identify information needs for the crash countermeasures based on V2P technology. This information serves the development of functional requirements, performance specifications, test procedures, and benefits estimation for potential V2P-based safety applications. The document is intended for the use of various groups currently researching and prototyping different V2P-based safety systems to help determine which ones are most useful in preventing or mitigating pedestrian-vehicle crashes. KW - Countermeasures KW - Crash avoidance systems KW - Fatality Analysis Reporting System KW - General Estimates System KW - Light vehicles KW - Pedestrian-vehicle crashes KW - Vehicle to pedestrian communications UR - http://ntl.bts.gov/lib/60000/60100/60121/V2PPedestrianReport.pdf UR - https://trid.trb.org/view/1428259 ER - TY - RPRT AN - 01611961 AU - Vanlaar, Ward AU - Brown, Steve AU - Ireland, Leanna AU - Robertson, Robyn AU - Traffic Injury Research Foundation AU - National Highway Traffic Safety Administration TI - Driving While Impaired Arrest Process Improvement: Six Case Studies of Strategies Used by Law Enforcement to Reduce the Cost and Time of Processing a DWI Arrest PY - 2016/08//Final Report SP - 62p AB - This final report of the Driving While Impaired Arrest Process project includes six case studies of strategies used by law enforcement to reduce the cost and time of processing driving while impaired (DWI) arrests. The objectives of this study are to identify law enforcement agencies that have made improvements to their DWI arrest procedures that have resulted in time and/or cost savings, and gather data from these jurisdictions to describe any such savings experienced as a result of these improvements. The improvements, their resulting time and cost savings, as well as experiences regarding the implementation of these improvements are described in this report and used to inform the development of a roadmap that other agencies can rely upon if they are interested in implementing these types of solutions. KW - Arrests KW - Automation KW - Case studies KW - Costs KW - Drunk driving KW - Implementation KW - Law enforcement KW - Police departments KW - Time duration UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812308-DWI-Arrest-Process-Improvement.pdf UR - https://trid.trb.org/view/1423975 ER - TY - SER AN - 01610807 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - 2015 Motor Vehicle Crashes: Overview PY - 2016/08 SP - 9p AB - The Nation lost 35,092 people in crashes on U.S. roadways during 2015, an increase from 32,744 in 2014. The 7.2-percent increase is the largest percentage increase in nearly 50 years. The largest percentage increase previously was an 8.1-percent increase from 1965 to 1966. The estimated number of people injured on the Nation’s roads increased in 2015, rising from 2.34 to 2.44 million injured people. Fatalities increased from 2014 to 2015 in almost all segments of the population—passenger vehicle occupants, passengers of large trucks, pedestrians, pedalcyclists, motorcyclists, alcohol-impaired driving fatalities, male/female, daytime/nighttime. Fatalities of drivers of large trucks was one of the few groups that remained unchanged. The estimated number of police-reported crashes increased by 3.8 percent, from 6.0 to 6.3 million. This Research Note provides a brief overview of the 2015 fatal crash picture using data from the National Highway Traffic Safety Administration’s Fatality Analysis Reporting System (FARS), a census of motor vehicle fatal traffic crashes in the 50 States, the District of Columbia, and Puerto Rico, and the National Automotive Sampling System General Estimates System (NASS GES), a nationally representative sample of police reported motor vehicle crashes. KW - Crash rates KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injury rates KW - National Automotive Sampling System KW - Traffic safety KW - Trend (Statistics) KW - United States UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812318 UR - https://trid.trb.org/view/1422917 ER - TY - RPRT AN - 01610520 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System (FARS) Analytical User’s Manual 1975-2015 PY - 2016/08 SP - 592p AB - One of the primary objectives of the National Highway Traffic Safety Administration (NHTSA) is to reduce the staggering human toll and property damage that motor vehicle traffic crashes impose on our society. Crashes each year result in thousands of lives lost, hundreds of thousands of injured victims, and billions of dollars in property damage. Accurate data are required to support the development, implementation, and assessment of highway safety programs aimed at reducing this toll. NHTSA uses data from many sources, including the Fatality Analysis Reporting System (FARS) which began operation in 1975. Providing data about fatal crashes involving all types of vehicles, the FARS is used to identify highway safety problem areas, provide a basis for regulatory and consumer information initiatives, and form the basis for cost and benefit analyses of highway safety initiatives. FARS is a census of fatal motor vehicle crashes with a set of data files documenting all qualifying fatalities that occurred within the 50 States, the District of Columbia, and Puerto Rico since 1975. To qualify as a FARS case, the 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 motorist or a non-motorist within 30 days of the crash. This multi-year analytical user’s manual provides documentation on the historical coding practices of the Fatality Analysis Reporting System from 1975 to 2015. In other words, this manual presents the evolution of FARS coding from inception through present. The manual includes the data elements that are contained in FARS and other useful information that will enable the users to become familiar with the data system. FARS/NASS GES Coding and Validation Manuals provide more detailed definitions for each data element and attribute for a given year. The compilation of FARS data for almost four decades has been a priority for NHTSA. These data store valuable information that have been preserved over time and are available for present and future use. This analytical user’s manual should help improve the usefulness and accessibility of the FARS data. With the exception of personal notes, there is no reason to keep older versions of this reference manual. All information in earlier editions has been retained in this newer version. KW - Coding systems KW - Computer program documentation KW - Crash data KW - Definitions KW - Fatalities KW - Fatality Analysis Reporting System KW - Traffic crashes UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812315 UR - https://trid.trb.org/view/1422918 ER - TY - RPRT AN - 01610517 AU - National Highway Traffic Safety Administration TI - National Automotive Sampling System (NASS) General Estimates System (GES) Analytical User's Manual 1988-2015 PY - 2016/08 SP - 455p AB - One of the primary objectives of the National Highway Traffic Safety Administration (NHTSA) is to reduce the staggering human toll and property damage that motor vehicle traffic crashes impose on our society. Crashes each year result in thousands of lives lost, hundreds of thousands of injured victims, and billions of dollars in property damage. Accurate data are required to support the development, implementation, and assessment of highway safety programs aimed at reducing this toll. NHTSA uses data from many sources, including the National Automotive Sampling System (NASS) General Estimates System (GES) which began operation in 1988. Providing data about all types of crashes involving all types of vehicles, the NASS GES is used to identify highway safety problem areas, provide a basis for regulatory and consumer information initiatives, and form the basis for cost and benefit analyses of highway safety initiatives. The NASS GES obtains its data from a nationally representative probability sample selected from the more than five million police-reported crashes which occur annually. These crashes include those that result in a fatality or injury and those involving major property damage. Although various sources suggest that there are many more crashes that are not reported to the police, the majority of these unreported crashes involve only minor property damage and no significant personal injury. By restricting attention to police-reported crashes, the NASS GES concentrates on those crashes of greatest concern to the highway safety community and the general public. This multi-year analytical user’s manual provides documentation on the historical coding practices of the General Estimates System from 1988 to 2015. In other words, this manual presents the evolution of NASS GES coding from inception through present. The manual includes the data elements that are contained in the NASS GES and other useful information that will enable the users to become familiar with the data system. FARS/NASS GES Coding and Validation Manuals provide more detailed definitions for each data element and attribute for a given year. The compilation of NASS GES data for more than three decades has been a priority for NHTSA. These data store valuable information that have been preserved over time and are available for present and future use. This analytical user’s manual should help improve the usefulness and accessibility of the NASS GES data. With the exception of personal notes, there is no reason to keep older versions of this reference manual. All information in earlier editions has been retained in this newer version. KW - Coding systems KW - Computer program documentation KW - Crash data KW - Definitions KW - General Estimates System KW - National Automotive Sampling System KW - Traffic crashes UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812320 UR - https://trid.trb.org/view/1422919 ER - TY - SER AN - 01608625 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Drivers’ Use of Marijuana in Washington State PY - 2016/08 SP - 2p AB - In July 2014, Washington State allowed legal sales of recreational marijuana. Working with the Washington Traffic Safety Commission, the National Highway Traffic Safety Administration (NHTSA) assisted the State in conducting a roadside study to examine the prevalence of marijuana use before and after sales began. The study also examined drivers’ use of alcohol and other drugs. National roadside studies have been conducted approximately every decade since the 1970s. This study used a similar research design as the national studies but included several enhancements. It included more than 70 over-the-counter, prescription (antidepressants, sleep medications, etc.), and illegal drugs (cocaine, opioids, etc.) that may impair driving-related skills. This project’s objective was to examine whether the percentage of drivers who tested positive for marijuana increased after sales of the drug became legal and what the effect was on alcohol-impaired driving. Data was collected in three waves: (1) immediately before implementation of legal sales, (2) six months after implementation, and (3) one year after implementation. KW - Before and after studies KW - Drivers KW - Drugged drivers KW - Drunk driving KW - Marijuana KW - Policy, legislation and regulation KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812307-TT-Marijuana_Use_in_WA.pdf UR - https://trid.trb.org/view/1420402 ER - TY - RPRT AN - 01616246 AU - Chang, James AU - National Highway Traffic Safety Administration TI - Summary of NHTSA Heavy-Vehicle Vehicle-to-Vehicle Safety Communications Research PY - 2016/07 SP - 124p AB - This report provides a complete summary of the National Highway Traffic Safety Administration's (NHTSA’s) heavy-vehicle (trucks and buses over 10,000 pounds) vehicle to vehicle (V2V) research activities and results to date, to facilitate access to results by researchers, developers, and others in a single source. The document consists of excerpts from and summaries of reports from projects in the heavy-vehicle V2V safety research program, and related research activities. Significant topics include development of integrated truck and Retrofit V2V systems, V2V and vehicle to infrastructure (V2I) applications for heavy trucks, testing and evaluation based on real-world (Safety Pilot Model Deployment) and controlled test-track experiences, and safety benefits estimation for heavy-truck V2V systems. KW - Buses KW - Connected vehicles KW - Crash avoidance systems KW - Dedicated short range communications KW - Heavy vehicles KW - Mobile communication systems KW - Research KW - Safety benefits KW - Safety Pilot Model Deployment KW - Test tracks KW - Trucks KW - Vehicle retrofitting KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2016/812300.pdf UR - https://trid.trb.org/view/1429385 ER - TY - RPRT AN - 01616242 AU - Howe, Gavin AU - Xu, Guogang AU - Hoover, Dick AU - Elsasser, Devin AU - Barickman, Frank AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Commercial Connected Vehicle Test Procedure Development and Test Results – Forward Collision Warning PY - 2016/07//Final Report AB - This report is one of four that documents the National Highway Traffic Safety Administration's (NHTSA’s) test track research performed to support development of objective test procedures to evaluate the safety applications of vehicle-to-vehicle (V2V) equipped commercial vehicles. The primary focus of this research was on developing the test procedures, with a secondary goal of evaluating the performance of the prototype V2V safety applications. Objective test procedures were developed to evaluate a range of safety applications including intersection movement assist (IMA), blind spot warning/lane change warning (BSW/LCW), forward collision warning (FCW), and emergency electronic brake light (EEBL) warning. This report documents the FCW test procedures and the results of testing commercial vehicles with the developed procedures. The prototype V2V equipment was observed to be capable of tracking potential FCW threats, but had some issues when vehicles were in a curve or when switching lanes. For the curve tests, the V2V equipment had trouble determining the lateral distance between the host vehicle (HV – test subject) and the remote vehicle (RV – collision threat) for certain scenarios. Future testing with commercial vehicles equipped with V2V technology will be required to fully develop some of the FCW objective test track procedures and performance metrics. KW - Commercial vehicles KW - Connected vehicles KW - Forward collision warning KW - Mobile communication systems KW - Test procedures KW - Test tracks KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2016/812298_ConnectedVehicleV2VReport.pdf UR - https://trid.trb.org/view/1429383 ER - TY - RPRT AN - 01610802 AU - Schneider, Lawrence W AU - Manary, Miriam A AU - Orton, Nichole R AU - Hu, Jingwen H AU - Klinich, Kathleen D AU - Flannagan, Carol A AU - Moore, Jamie L AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Wheelchair Occupant Studies PY - 2016/07//Final Report SP - 209p AB - The goal of this project was to improve transportation safety for occupants of motor vehicles seated in wheelchairs (i.e., to improve wheelchair transportation safety, or WTS), with an emphasis on drivers seated in wheelchairs. Investigation of crash and non-crash events involving one or more occupants in wheelchairs indicates that a primary reason occupants in wheelchairs sustain serious-to-fatal injuries is improper or incomplete use of lap/shoulder-belt restraints due, in large part, to interference by wheelchair arm supports with proper belt positioning. Efforts to improve frontal crash protection for drivers in wheelchairs resulted in a prototype seat-belt deployment system (SBDS) that provides components needed to complete the vehicle lap/shoulder belt for use in a passive mode while eliminating obstacles that interfere with maneuvering a wheelchair into the driver space. Sled-test evaluations and design improvements of a commercially available vehicle-anchored head-and-back restraint for rear-impact protection of drivers in wheelchairs led to several design and material changes that improved performance and that the manufacturer can use to improve the commercial system. Results of sled tests and computer simulations of drivers in wheelchairs with and without steering-wheel air-bag deployments during a 48-kph frontal crash indicate that there is little basis for concern that advanced steering-wheel air bags will cause serious injuries in frontal crashes. Rather, steering-wheel air bags almost always reduce the risk of head, neck, and chest injuries. Deactivating steering-wheel air bags should only be considered when the driver in a wheelchair is positioned with his/her chest or chin 200 cm or less from the air-bag module during normal operation of the vehicle. Using a fixed upper shoulder-belt anchor point instead of the original equipment manufacturer (OEM) seat-belt retractor will reduce driver movement toward the airbag module during pre-impact braking and may enhance safety for many drivers in wheelchairs by providing greater torso stability in their optimal posture. Safety Tip Sheets and a DriveSafe brochure have been developed to provide vehicle modifiers and other key stakeholder with information on how to provide safer transportation for occupants seated in wheelchairs. These are being made available on a new University of Michigan Transportation Research Institute (UMTRI) website that provides a wide range of educational materials on WTS, including lists of wheelchairs, wheelchair tiedown and occupant restraint systems (WTORS), and wheelchair seating systems that comply with WTS industry standards. Additional work is needed to implement the SBDS into a commercial product and to continue efforts to educate key stakeholder groups with regard to best practice in WTS and their role in improving transportation safety for passengers and drivers seated in wheelchairs. KW - Air bags KW - Automobiles for the physically disabled KW - Crash victim simulation KW - Drivers KW - Occupant kinetics KW - Occupant protection devices KW - Seat belts KW - Sled tests KW - Vehicle safety KW - Wheelchairs UR - https://deepblue.lib.umich.edu/handle/2027.42/122860 UR - https://trid.trb.org/view/1421307 ER - TY - RPRT AN - 01609740 AU - Kelley-Baker, Tara AU - Lacey, John H AU - Berning, Amy AU - Ramirez, Anthony AU - Moore, Christine AU - Brainard, Katharine AU - Yao, Julie AU - Tippetts, A Scott AU - Romano, Eduardo AU - Carr, Katherine AU - Pell, Karen AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - 2013-2014 National Roadside Study of Alcohol and Drug Use by Drivers: Methodology PY - 2016/07//Final Report SP - 183p AB - This report describes the methodology for the National Roadside Study (NRS), a national field study to estimate the prevalence of alcohol-, drug-, and alcohol-plus-drug-involved driving primarily among nighttime weekend drivers, but also daytime Friday drivers. This study involved randomly stopping drivers at 300 locations across the continental United States. The locations were selected through a stratified random sampling procedure. Researchers collected the data during a 2-hour Friday daytime session (either 9:30 a.m. to 11:30 a.m. or 1:30 p.m. to 3:30 p.m.) at 60 locations and during four 2-hour nighttime periods (10 p.m. to midnight and 1 a.m. to 3 a.m. on Friday and Saturday nights) at 240 locations, for a total of 300 locations. Data included both self-report and biological measures. Self-report portions were funded by the National Institute of Drug Abuse (NIDA) and the Insurance Institute for Highway Safety (IIHS). An objective was to obtain at least 7,500 oral fluid samples for analysis. Oral fluid and blood samples were subjected to laboratory screening and liquid chromatography-mass spectrometry (LC/MS/MS; the term MS/MS is the combination of two mass analyzers in one mass spec instrument) and gas chromatography-mass spectrometry (GC/MS) confirmation respectively for alcohol and six classes of drugs, allowing researchers to estimate a national prevalence of alcohol and other drugs in drivers. This report describes the field methods used to conduct this study, including data collection procedures. The report also details overall response rates. Two additional reports will present the results of the data collection and analyses. One will focus on alcohol-use prevalence estimates among drivers and compare them with previous NRS results from studies conducted in 1973, 1986, 1996, and 2007. The other will provide drug-use prevalence estimates among drivers, including comparison to the 2007 numbers. This will then present the first trend data on on-road drug-positive driving in the United States. All drivers’ responses were completely voluntary and anonymous. KW - Alcohol tests KW - Alcohol use KW - Data collection KW - Drivers KW - Drug tests KW - Drug use KW - Drugged drivers KW - Drunk driving KW - Field studies KW - Methodology KW - National Roadside Survey KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812294-National-Roadside-Study-Methodology-Report-2013-2014.pdf UR - https://trid.trb.org/view/1420912 ER - TY - RPRT AN - 01609739 AU - Reyes, M L AU - McGehee, D V AU - Jenness, J W AU - Krueger, J AU - Riegler, K AU - Westat AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration TI - Video and Non-Video Feedback Interventions for Teen Drivers PY - 2016/07//Final Report SP - 30p AB - In-vehicle feedback technologies, including some that use video, help parents monitor and mentor their young drivers. While different feedback technologies have been shown to reduce some risky driving behaviors, teens and parents cite privacy concerns as deterrents to using them, especially when the technologies use video. This study evaluated two similar technology-based interventions, one with video feedback and one without, to determine to what extent they reduced unsafe driving behaviors in newly licensed teen drivers relative to (a) a baseline period, and (b) a control group. Whether the video intervention produced a significantly different effect than the non-video intervention was also evaluated. The study enrolled two diverse cohorts of teen drivers: 32 from a rural site and 28 from a suburban site. Each was randomly assigned to the video feedback, the non-video feedback, or the control condition. A video event recorder installed in each teen’s vehicle for 20 weeks recorded a 12-second video when the vehicle’s lateral or longitudinal acceleration exceeded ±0.50g. All teens initially drove without feedback during a 4-week baseline segment. In the subsequent 16-week intervention phase, teens assigned to the intervention conditions received feedback. The number of unsafe driving events per 1,000 miles driven (event rate) for the intervention conditions significantly decreased over time and was 66% lower at the end of the study relative to the baseline segment. The event rate for the control condition did not change significantly over time and was about six times greater than the intervention condition. Event rates for the video and non-video feedback groups did not differ significantly. Both interventions reduced unsafe driving behaviors to a similar degree for two diverse groups of newly licensed teen drivers. One limitation of this study is that although feedback in the non-video condition did not contain any video-based information, the teens were aware that they were being video recorded. Future research should compare these findings to a feedback device that does not employ any video cameras. KW - Behavior KW - Driver performance KW - Evaluation KW - Event data recorders KW - Highway safety KW - Rural areas KW - Suburbs KW - Teenage drivers KW - Video UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812291_Video-and-NonVideoFeedback.pdf UR - https://trid.trb.org/view/1420908 ER - TY - RPRT AN - 01609738 AU - Ramirez, Anthony AU - Berning, Amy AU - Carr, Katherine AU - Scherer, Michael AU - Lacey, John H AU - Kelley-Baker, Tara AU - Fisher, Deborah A AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Marijuana, Other Drugs, and Alcohol Use by Drivers in Washington State PY - 2016/07//Final Report SP - 73p AB - In Washington State legal sales of marijuana began July 8, 2014. A voluntary, anonymous roadside study was conducted to assess the prevalence of drivers testing positive for alcohol and other drugs, including marijuana, on Washington’s roads. Data was collected in three waves, before implementation of legal sales, about 6 months after implementation, and 1 year after implementation. Of the almost 2,400 participants who provided an oral fluid or blood sample, 14.6 percent of drivers, 19.4 percent of drivers, and 21.4 percent of drivers were delta-9-tetrahydrocannabinol (THC)-positive in Waves 1, 2, and 3, respectively. There were no statistically significant differences between waves. There was a statistically significant increase in daytime prevalence of THC-positive drivers between Wave 1 (7.8%) and Wave 2 (18.4%), and also between Wave 1 and Wave 3 (18.9%). There was an increase in the percentage of THC-positive nighttime drivers with each successive wave, but these increases were not statistically significant. Synthetic marijuana was found in only 2 of the participants. KW - Alcohol tests KW - Alcohol use KW - Before and after studies KW - Drivers KW - Drug tests KW - Drug use KW - Drugged drivers KW - Drunk driving KW - Laws and legislation KW - Marijuana KW - Surveys KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812299-WashingtonStatedrugstudy.pdf UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812299a-WashingtonStateDrugStudy-appendices.pdf UR - https://trid.trb.org/view/1420909 ER - TY - RPRT AN - 01605771 AU - Environmental Protection Agency AU - National Highway Traffic Safety Administration AU - California Air Resources Board TI - Midterm Evaluation of Light-Duty Vehicle Greenhouse Gas Emission Standards and Corporate Average Fuel Economy Standards for Model Years 2022-2025 PY - 2016/07//Draft Technical Assessment Report SP - 1217p AB - The Environmental Protection Agency (EPA) and the Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) have established a coordinated program for Federal standards for greenhouse gas (GHG) emissions and corporate average fuel economy (CAFE) for light-duty vehicles. This program was developed in cooperation and alignment with the California Air Resources Board (CARB) to ensure a single National Program. The National Program established standards that increase in stringency year-over-year from model year (MY) 2012 through MY2025 for EPA and through MY2021 for NHTSA. The rulemaking establishing the National Program for MY 2017-2025 light-duty vehicles included a regulatory requirement for EPA to conduct a Midterm Evaluation (MTE) of the GHG standards established for MYs 2022-2025. This Draft Technical Assessment Report (TAR), issued jointly by EPA, NHTSA, and CARB for public comment, is the first formal step in the MTE process. In this Draft TAR, the agencies examine a wide range of technical issues relevant to GHG emissions and augural CAFE standards for MY2022-2025, and share with the public the initial technical analyses of those issues. KW - Corporate Average Fuel Economy (CAFE) KW - Evaluation KW - Greenhouse gases KW - Light vehicles KW - Pollutants KW - Standards UR - https://www3.epa.gov/otaq/climate/documents/mte/420d16900.pdf UR - https://trid.trb.org/view/1416621 ER - TY - SER AN - 01605767 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Webb, Caitlin TI - Motor Vehicle Traffic Crashes as a Leading Cause of Death in the United States, 2012–2014 PY - 2016/07 SP - 6p AB - This Research Note examines the status of motor vehicle crashes as a leading cause of death in the United States 2012-2014. In 2014, for the sixth consecutive year, motor vehicle traffic crashes were not among the top 10 causes of death in the United States. Motor vehicle crashes were the 13th leading cause of death from 2012 to 2014. When ranked by age, motor vehicle traffic crashes were the number one cause of death among people 16 to 24 years old for each year 2012 to 2014. Motor vehicle crashes were also the number one leading cause of death for 11-year-old children in 2014, as well as for 4-year-old children in 2013. Similarly, motor vehicle traffic crashes were the number one leading cause of death for 13-year-olds and those 16 to 25 in 2012. This continued drop in the rank of motor vehicle traffic crashes as a leading cause of death can be attributed to the 25-percent decline in traffic fatalities over the last decade. Nevertheless, despite this drop, motor vehicle traffic crashes continue to be among top 10 leading causes of death among the younger age groups. Assessing by another measure — the years of life lost, i.e., the number of years people would have lived had they not died — motor vehicle traffic crashes ranked 7th in 2014, 2013, and 2012; as it was ranked in 2011. This reflects the toll that motor vehicle traffic crashes take on the younger population. KW - Age groups KW - Fatalities KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812297 UR - https://trid.trb.org/view/1417060 ER - TY - SER AN - 01605722 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2014 Data: Rural/Urban Comparison PY - 2016/07 SP - 7p AB - This fact sheet contains information on motor vehicle fatalities and fatal crashes, based on data from the Fatality Analysis Reporting System (FARS). FARS is a census of fatal crashes within the 50 States, the District of Columbia, and Puerto Rico (although Puerto Rico is not included in U.S. totals). For the purpose of this fact sheet, rural and urban boundaries are determined by the State highway departments and approved by the Federal Highway Administration. Of the 32,675 motor vehicle traffic fatalities in 2014 there were 16,710 (51%) that occurred in rural areas, 15,487 (47%) that occurred in urban areas, and 478 (1%) that occurred in unknown areas. According to the 2014 American Community Survey from the U.S. Census Bureau an estimated 19% of the U.S. population lived in rural areas. However, rural fatalities accounted for 51% of all traffic fatalities in 2014. Rural traffic fatalities decreased by 34% from 24,587 in 2005 to 16,710 in 2014. Urban traffic fatalities decreased by 17% from 18,627 in 2005 to 15,487 in 2014. Additional statistics provided in this traffic safety fact sheet include: speeding-related fatalities, alcohol-impaired driving fatalities, restraint use, rollover crashes, and rural/urban fatalities by State. KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Rollover crashes KW - Rural areas KW - Seat belt use KW - Speeding KW - States KW - Trend (Statistics) KW - United States KW - Urban areas UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812301 UR - https://trid.trb.org/view/1417061 ER - TY - SER AN - 01605705 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2014 Data: Passenger Vehicles PY - 2016/07 AB - Passenger vehicles are defined as motor vehicles weighing less than 10,000 pounds and include passenger cars and light trucks (SUVs, pickup trucks, vans, and other light trucks). There were 21,022 passenger vehicle occupants who lost their lives in traffic crashes and an estimated 2.07 million passenger vehicle occupants who were injured. Passenger vehicles made up 93 percent of registered vehicles and accounted for nearly 90 percent of total vehicle miles traveled (VMT). There were an estimated 10,579,000 vehicles involved in police-reported traffic crashes; 96 percent (10,165,000) were passenger vehicles. There were 44,820 vehicles involved in fatal crashes, of which 78 percent (34,984) were passenger vehicles. Additional statistics include: registrations, restraint use, ejections, rollover crashes, alcohol impairment, and occupant fatalities by State. KW - Crash rates KW - Drunk drivers KW - Ejection KW - Fatalities KW - Injury rates KW - Passenger vehicles KW - Registrations KW - Rollover crashes KW - Seat belt use KW - States KW - Trend (Statistics) KW - United States UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812302 UR - https://trid.trb.org/view/1417062 ER - TY - RPRT AN - 01612311 AU - Sandt, Laura AU - Gallagher, James AU - Gelinne, Dan AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Advancing Pedestrian Safety Using Education and Enforcement Efforts in Pedestrian Focus Cities and States: North Carolina PY - 2016/06//Draft Final Report SP - 390p AB - The goal of this effort was to assist selected communities in North Carolina in implementing and evaluating education and enforcement activities. The team worked with communities in the Triangle area of NC to develop a comprehensive, community-wide pedestrian safety program. The program was influenced by an understanding of health behavior theories and best practices and informed by several data sources, including an analysis of pedestrian crash data, site visits, stakeholder input, and pedestrian safety action plans. The intervention used several strategies including radio ads, printed material, paid advertising, community engagement, earned media, and training of law enforcement officers to build their level of effectiveness in the project. Program evaluation included multiple measures, including tracking program implementation records, self-reporting by law enforcement regarding their knowledge, attitudes, and capacity, and driver yielding behaviors. Results identified significant use of paid media to spread pedestrian safety messages and large amounts of positive earned media coverage. The officer training course resulted in significant improvements in knowledge, self-reported behaviors, and capacity to perform enforcement operations to support the campaign. While first-year enforcement operations were noteworthy, more effort is needed to maximize the visibility of the enforcement and plan more routine, sustained efforts throughout the region. Driver yielding behaviors varied by location but significant changes from the pre-enforcement period to the post-enforcement period were not observed in the first-year time frame. The exception was at sites where law enforcement was at its highest intensity. Yielding rates were associated with site characteristics such as crossing placement and speed limits, and may be affected by seasonal trends. Lessons learned on program development and deliveries are provided. KW - Before and after studies KW - Behavior KW - Crash analysis KW - Drivers KW - Education and training KW - Evaluation KW - Implementation KW - Law enforcement personnel KW - North Carolina KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Public information programs KW - Safety programs KW - Traffic law enforcement KW - Yielding UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812286-PromotingPedSafetyEdu-NC.pdf UR - https://trid.trb.org/view/1423976 ER - TY - RPRT AN - 01611972 AU - Block, Alan AU - Avar Consulting, Incorporated AU - National Highway Traffic Safety Administration TI - Survey of DWI Courts PY - 2016/06 SP - 153p AB - Driving While Intoxicated (DWI) Courts are a relatively new approach to combatting alcohol-impaired driving that borrows from the Drug Court Model and is directed at repeat DWI offenders and offenders having high blood alcohol concentrations at time of arrest. They attack the source of the problem by taking a comprehensive approach to changing behavior that includes accountability and long-term treatment. The National Highway Traffic Safety Administration (NHTSA) conducted a web-based survey of DWI Courts and DWI/Drug Courts (court programs that handle both DWI and drug offenders) in April/May 2015 in order to obtain detailed information on how DWI Courts were operating. NHTSA conducted the survey in collaboration with the National Center for DWI Courts, who alerted State Drug Court Coordinators to the survey, supported NHTSA webinars that described the survey, and provided NHTSA with contact information for the court programs. In addition, NHTSA contracted with Avar Consulting, Inc., to develop, test, and manage the data collection website. A total of 156 courts responded to the survey from a contact list of 473. Two indicated that they did not operate a DWI Court, and 21 did not meet the minimum number of DWI cases (5) for survey eligibility. Another 28 began the survey but stopped after completing a small number of questions. This left 105 that filled out the questionnaire from beginning to end. With some exceptions, most participants in the responding court programs were non-Hispanic, White, and English-speaking. Two-thirds of the responding programs indicated that half or more of their DWI participants in 2014 were employed full time. The reported number of DWI participants currently active in the programs ranged from fewer than 10 to more than 200. More than half the responding programs reported fewer than 30 DWI participants; the median number was 25. Most programs said that they had the capacity to serve all convicted DWI offenders eligible to participate in their programs, although one-third reported that was not the case. Where the number eligible exceeded capacity, 56 percent of the programs indicated that the difference was 15 or fewer slots while one-in-six said the difference was more than 75 slots. The vast majority of responding court programs said that treatment and supervision of program participants changes as the participant proceeds through the program, with programs having a minimum of three phases. The median reported amount of time that participants spent in the program before graduating was 17 months. The programs had a DWI Court team involved in decisions regarding the program for DWI participants and in monitoring their progress. Staffing meetings to discuss the participants were held weekly or else every other week. For treatment services, most responding programs referred DWI participants to treatment providers operating independently from the court. Available treatment services usually included counseling, support group services, relapse prevention, and intensive outpatient. Programs tended to integrate mental health and substance abuse treatment for DWI participants having co-occurring disorders. The programs typically drug/alcohol tested the participants multiple times a week during the initial phase of the program. Participants were likely to receive sanctions for positive drug tests and other forms of program non-compliance. The vast majority of programs also handed out rewards for achievements. KW - Court operations KW - Courts KW - Demographics KW - Driver rehabilitation KW - Drugged drivers KW - Drunk drivers KW - Drunk driving KW - Offenders KW - Safety programs KW - Surveys UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812283-Survey-of-DWI-Courts.pdf UR - https://trid.trb.org/view/1423449 ER - TY - SER AN - 01605683 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2014 Data: State Traffic Data PY - 2016/06 SP - 11p AB - In 2014 there were 32,675 fatalities in the United States (50 States and the District of Columbia, excluding Puerto Rico), a decrease of 1 percent from 2013 (32,894). Wyoming and Alaska had the greatest fatality increases from 2013 to 2014 at 72 and 43 percent, while Vermont and New Hampshire had the greatest decreases at 36 and 30 percent, respectively. This fact sheet includes fatalities and percent change by State 1975-2014 and the following 2014 data by State: fatalities involving alcohol or speeding, motorcyclists fatalities and helmet use, passenger vehicle occupant fatalities and restraint use, and vehicles involved in fatal crashes by person type. An additional section provides an overview of restraint use and motorcycle helmet use laws as of 2014. KW - Drunk driving KW - Fatalities KW - Motor vehicles KW - Motorcycle helmets KW - Motorcyclists KW - Seat belt use KW - Speeding KW - State laws KW - States KW - Trend (Statistics) KW - United States KW - Vehicle occupants UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812293 UR - https://trid.trb.org/view/1415845 ER - TY - SER AN - 01605668 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2014 Data: Motorcycles PY - 2016/06 SP - 8p AB - In 2014 there were 4,586 motorcyclists killed in motor vehicle traffic crashes—a decrease of 2 percent from the 4,692 motorcyclists killed in 2013. There were an estimated 92,000 motorcyclists injured during 2014, a 5-percent increase from 88,000 motorcyclists injured in 2013. In 2014 two-wheeled motorcycles accounted for 93 percent of all motorcycles in fatal crashes. In 2014 motorcyclists accounted for 14 percent of all traffic fatalities, 4 percent of all people injured, 17 percent of all occupants (driver and passenger) fatalities, and 4 percent of all occupants injured. Of the 4,586 motorcyclists killed in traffic crashes, 94 percent (4,311) were riders and 6 percent (275) were passengers. This document presents information about motorcyclists killed and injured over the decade from 2005 to 2014. During this time both the number of injured people and people killed peaked around 2007 and 2008 but have fallen slightly since that time. The number of registered motorcycles and motorcycle vehicle miles traveled (VMT) are also presented, along with the respective fatality and injury rates (2014 VMT and registration data not yet available). Additional information is provided in this report including: motorcyclist fatalities by age, year, and day of the week; fatalities by motorcycle engine size; previous driving records; fatalities by state and blood alcohol levels; and helmet use and effectiveness. KW - Age KW - Blood alcohol levels KW - Engines KW - Fatalities KW - Injury rates KW - Motorcycle crashes KW - Motorcycle helmets KW - Motorcyclists KW - States KW - Trend (Statistics) KW - United States UR - https://crashstats.nhtsa.dot.gov/Api/Public/Publication/812292 UR - https://trid.trb.org/view/1415848 ER - TY - SER AN - 01605622 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Survey of DWI Courts PY - 2016/06 SP - 2p AB - Driving While Intoxicated (DWI) Courts are a relatively new approach to combatting alcohol-impaired driving that borrows from the Drug Court Model and is directed at repeat DWI offenders and offenders having high blood alcohol contents (BACs) at time of arrest. These court programs attack the source of the problem by taking a comprehensive approach to changing behavior that includes accountability and long-term treatment. Whereas there is a substantial body of research demonstrating the effectiveness of Drug Courts, the same depth of research is lacking for DWI Courts. National Highway Traffic Safety Administration (NHTSA) conducted a web-based survey of DWI Courts and DWI/Drug Courts (court programs that handle both DWI and drug offenders) in April through May 2015 in order to obtain detailed information on how DWI Courts were operating. NHTSA plans to use that information to help guide development of a program to evaluate DWI Courts. KW - Court operations KW - Courts KW - Drunk drivers KW - Drunk driving KW - Offenders KW - Surveys UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812283-Survey-of-DWI-Courts.pdf UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812287-Survey-of-DWI-Courts-TT.pdf UR - https://trid.trb.org/view/1416829 ER - TY - RPRT AN - 01605556 AU - Grove, Kevin AU - Atwood, Jon AU - Hill, Pete AU - Fitch, Greg AU - Blanco, Myra AU - Guo, Feng AU - Russell, Sheldon AU - Marchese, Matthew AU - Bartholomew, Paul AU - Richards, Trevor AU - Virginia Tech Transportation Institute AU - National Highway Traffic Safety Administration TI - Field Study of Heavy-Vehicle Crash Avoidance Systems PY - 2016/06//Final Report SP - 147p AB - In 2013 there were 3,964 people killed and an estimated 95,000 people injured in crashes involving large trucks. In order to reduce crashes many trucks are currently equipped with crash avoidance systems (CASs), which alert drivers to impending conflicts with objects and initiate automatic emergency braking (AEB). A total of 169 drivers operating 150 CAS-equipped trucks from seven trucking companies across the country participated in a 1-year field operational test, which included video and vehicle data to study CASs in a naturalistic environment. In over 3 million miles of data, no rear-end crashes of the type CASs are designed to prevent were identified. A total of 6,000 CAS activations were sampled and analyzed to evaluate their reliability. A high-priority activation was most likely to occur when the driver needed to take action. Lower priority activations were generally advisory and did not require immediate driver response. Fleet safety managers reported that they would recommend CAS technology. While the CAS user experience can be improved, and some activation types were found to be less reliable than others, the results from this study suggest that the overall systems work as intended KW - Automatic data collection systems KW - Behavior KW - Crash avoidance systems KW - Drivers KW - Evaluation KW - Field studies KW - Heavy vehicles KW - Reliability KW - Trucking safety KW - Trucks UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2016/812280_FieldStudyHeavy-VehicleCAS.PDF UR - https://trid.trb.org/view/1415843 ER - TY - RPRT AN - 01604578 AU - Van Eikema Hommes, Qi D AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Assessment of Safety Standards for Automotive Electronic Control Systems PY - 2016/06 SP - 49p AB - This report summarizes the results of a study that assessed and compared six industry and government safety standards relevant to the safety and reliability of automotive electronic control systems. These standards include ISO 26262 (Road Vehicles - Functional Safety), MIL-STD-882E (Department of Defense Standard Practice, System Safety), DO-178C (Software Considerations in Airborne Systems and Equipment Certification), Federal Motor Vehicle Safety Standards, AUTOSAR (Automotive Open System Architecture), and MISRA C (Guidelines for the Use of the C Language in Critical Systems). The assessment was carried out along the following 11 dimensions: (1) type of standard, (2) definition of safety and hazard, (3) identification of safety requirements, (4) hazard and safety analysis methods, (5) management of safety requirements, (6) risk assessment approach, (7) design for safety approach, (8) software safety, (9) system life cycle consideration, (10) human factors consideration, and (11) approach for review, audit, and certification. The observed strengths and limitations of the standards studied in this report could support the future development of a robust functional safety approach for automotive electronic control systems. KW - Automobiles KW - Evaluation and assessment KW - Federal Motor Vehicle Safety Standards KW - Safety standards KW - Vehicle electronics UR - http://ntl.bts.gov/lib/59000/59300/59359/812285_ElectronicsReliabilityReport.pdf UR - https://trid.trb.org/view/1414863 ER - TY - RPRT AN - 01620257 AU - Adams, Ed AU - Andrews, Scott AU - Asudegi, Mona AU - Ayhan, Seyithan AU - Chuang, Patrick AU - Collins, John AU - Fisher, Justin AU - Fleming, Dennis AU - Frank, Larry AU - Freckleton, Derek AU - Fuja, Ben AU - Garcia, Dominie AU - Goodwin, Stefanie AU - Henclewood, Dwayne AU - Hill, Christopher AU - Kamalanathsharma, Raj AU - Kolleda, Josh AU - Kumar, Virendra AU - Le, Steven AU - McNew, Justin AU - Petit, Jonathan AU - Poling, Tyler AU - Raboy, Kelli AU - Resendes, Ray AU - Sarkhili, Sara AU - Whyte, William AU - Booz Allen Hamilton AU - National Highway Traffic Safety Administration TI - Development of DSRC Device and Communication System Performance Measures: Recommendations for DSRC OBE Performance and Security Requirements PY - 2016/05/22/Final Report SP - 296p AB - This report presents recommendations for minimum Dedicated Short Range Communications (DSRC) device communication performance and security requirements to ensure effective operation of the DSRC system. The team identified recommended DSRC communications requirements aligned to use cases, performance needs, DSRC functions, existing research, testing and simulation findings, and also developed compliance test procedure recommendations. The team also identifies recommended security functional requirements following the Common Criteria methodology which aligns requirements to a Target of Evaluation (TOE), threats, assumptions, security organizational policies, and security objectives. The report also includes discussions about outstanding decisions that will affect the operations and performance of the DSRC elements in the system. Next steps and additional analyses that could help further define performance and security requirements are also discussed. KW - Connected vehicles KW - Dedicated short range communications KW - On board equipment KW - Performance KW - Recommendations KW - Requirements KW - Security KW - Vehicle to vehicle communications UR - http://ntl.bts.gov/lib/60000/60500/60536/FHWA-JPO-17-483.pdf UR - https://trid.trb.org/view/1440555 ER - TY - RPRT AN - 01608559 AU - Howe, Gavin AU - Xu, Guogang AU - Hoover, Dick AU - Elsasser, Devin AU - Barickman, Frank AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Commercial Connected-Vehicle Test Procedure Development and Test Results – Intersection Movement Assist PY - 2016/05//Final Report SP - 150p AB - This report is one of four that documents National Highway Traffic Safety Administration's (NHTSA’s) test track research performed to support development of objective test procedures to evaluate the safety applications of commercial vehicles with vehicle-to-vehicle (V2V) equipment. The primary focus of this research was on developing the test procedures, with a secondary goal of evaluating the performance of the prototype V2V safety applications. Objective test procedures were developed to evaluate a range of safety applications including intersection movement assist (IMA), blind spot warning/lane change warning (BSW/LCW), forward collision warning (FCW), and emergency electronic brake light (EEBL) warning. This report documents the IMA test procedures and the results of testing commercial vehicles with the developed procedures. The prototype V2V equipment was observed to track potential IMA threats, but the IMA warnings and alerts issued from the V2V equipment on the trucks evaluated in this study occurred very early. Due to the early warnings it was not possible to fully evaluate some of the test procedures. Future testing with commercial vehicles equipped with V2V technology will be required to fully develop the IMA objective test track procedures and performance metrics. KW - Commercial vehicles KW - Crash avoidance systems KW - Evaluation and assessment KW - Intersections KW - Performance measurement KW - Prototype tests KW - Test procedures KW - Test tracks KW - Vehicle to vehicle communications KW - Warning devices UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2016/812276_TruckV2VReport.pdf UR - https://trid.trb.org/view/1417092 ER - TY - SER AN - 01605752 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2014 Data: Young Drivers PY - 2016/05 SP - 7p AB - In 2014, there were 1,717 young drivers 15 to 20 years old who died in motor vehicle crashes, an increase of 1 percent from 1,697 in 2013. Additionally, an estimated 170,000 young drivers were injured in motor vehicle crashes in 2014, a decrease of 4 percent from 177,000 in 2013. Motor vehicle crashes are a leading cause of death for 15- to 20-year-olds, according to the most recent data available (2014) from the National Center for Health Statistics. There were 214.1 million licensed drivers in the United States in 2014. Young drivers accounted for 5.5 percent (11.7 million) of the total, a 7-percent decrease from the 12.6 million young drivers in 2005. Population for this age group decreased from 2005 to 2014 by 0.9 percent. This fact sheet presents information on young driver fatalities 2005-2014; involvement in fatal crashes by gender, 2005 and 2014, and by age group, 2014; restraint use; motorcycle fatalities and injuries; alcohol involvement in fatal crashes; and fatalities by state. KW - Age groups KW - Crash injuries KW - Crash rates KW - Drunk driving KW - Fatalities KW - Gender KW - Motorcycle crashes KW - Seat belt use KW - Teenage drivers KW - Trend (Statistics) KW - United States UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812278 UR - https://trid.trb.org/view/1415847 ER - TY - SER AN - 01605615 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2014 Data: Bicyclists and other Cyclists PY - 2016/05 SP - 9p AB - In 2014, there were 726 pedalcyclists killed and an additional 50,000 injured in motor vehicle traffic crashes. Pedalcyclist deaths accounted for 2 percent of all motor vehicle traffic fatalities and made up 2 percent of the people injured in traffic crashes during the year. The number of pedalcyclists killed in 2014 is 3 percent lower than the 749 pedalcyclists killed in 2013. The decrease in 2014 is the first decrease after 3 years of increases in pedalcyclist fatalities. Additional statistics presented in this fact sheet include: pedalcyclist fatalities 2005-2014; fatality time of day and day of week, 2014; age and gender, 2014; alcohol involvement, 2005 and 2014; fatalities by state and fatalities by city, 2014. KW - Age groups KW - Blood alcohol levels KW - Cities KW - Crash injuries KW - Cyclists KW - Fatalities KW - Gender KW - Periods of the day KW - States KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812282 UR - https://trid.trb.org/view/1415846 ER - TY - RPRT AN - 01605543 AU - Tison, Julie AU - Chaudhary, Neil K AU - Connolly, Joyce W AU - Preusser, David F AU - Hutchinson, Kimberly AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Functional Outcomes for Older Adults Injured in a Crash PY - 2016/05//Final Report SP - 19p AB - This project explored long-term health and quality-of-life implications of crashes among older and middle-age motor vehicle occupants in Connecticut and Indiana. Analysts compared outcomes of a sample of older (65+) injured occupants with those of a sample of similarly involved yet uninjured older occupants in Connecticut. The results, as measured by the eight SF-36 Health Survey scales, indicated that the injured had substantial health decrements approximately two years following the crash. Analyses of cases from Indiana included older (65+) injured occupants as well as middle-age (40-55) injured occupants. Both groups showed continuing health decrements approximately 15 months following the crash, particularly among occupants whose injuries required hospitalization. Although older and middle-age injured occupants showed similar physical effects, the middle-age group showed greater quality-of-life decrements. KW - Age groups KW - Aged KW - Connecticut KW - Crash injuries KW - Health KW - Indiana KW - Injury severity KW - Quality of life KW - Vehicle occupants UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812288-FunctionalOutcomesOlderAdults.pdf UR - https://trid.trb.org/view/1415850 ER - TY - SER AN - 01603641 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Li, Hongying (Ruby) TI - Motorcycle Helmet Use in 2015—Overall Results PY - 2016/05 SP - 6p AB - Use of Department of Transportation (DOT)-compliant motorcycle helmets was 60.7 percent in 2015, statistically unchanged from 64.3 percent in 2014. This result is from the National Occupant Protection Use Survey (NOPUS), the only survey that provides nationwide probability-based observed data on motorcycle helmet use in the United States. The 2015 survey also found the following: (1) Helmet use among motorcyclists in the northeastern States increased significantly to 77.2 percent, up from 56.1 percent in 2014. (2) Use of non-compliant motorcycle helmets increased significantly to 10.6 percent, up from 4.8 percent in 2014. (3) Helmet use continued to be significantly higher in States that require all motorcyclists to be helmeted than in other States. (4) Helmet use among motorcyclists traveling in moderately dense traffic decreased significantly to 53.6 percent, from 72.8 percent in 2014. KW - Motorcycle helmets KW - Motorcyclists KW - National Occupant Protection Use Survey (NOPUS) KW - State laws KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812275.pdf UR - https://trid.trb.org/view/1410831 ER - TY - SER AN - 01603620 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Webb, Caitlin TI - Estimating Lives Saved by Electronic Stability Control, 2010-2014 PY - 2016/05 SP - 4p AB - In 2014 an estimated 1,580 lives were saved by electronic stability control (ESC) among passenger vehicle (PV) occupants. These lives saved consisted of 681 passenger car (PC) occupants and 899 light-truck and van (LTV) occupants. The estimated 1,580 lives saved in 2014 is an increase over the estimated lives saved in previous years, 1,366 lives saved in 2013, 1,225 lives saved in 2012, 896 lives saved in 2011, and 682 lives saved in 2010. Added together ESC has saved more than 4,100 lives during the 5-year period from 2010 to 2014. National Highway Traffic Safety Administration's (NHTSA's) estimates of effectiveness for ESC have been updated in the technical report, Updated Estimates of Fatality Reduction by Electronic Stability Control (Kahane, 2014) which is discussed in the Background section of this Research Note. KW - Crash data KW - Electronic stability control KW - Fatalities KW - Occupant protection devices KW - Passenger vehicles KW - Stability (Mechanics) KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812277.pdf UR - https://trid.trb.org/view/1410513 ER - TY - SER AN - 01603589 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Older Occupants' Recovery From Crash Injuries PY - 2016/05 SP - 2p AB - The goal of this study was to provide better understanding of the consequences of older adults’ crash injuries on their health and functional performance – their ability to carry out normal activities – by addressing these research questions: What are the differences in measures of self-reported health and performance between: (1) People 65 and older who were injured in crashes, and those of similar age who were in crashes but not injured? and (2) People 65 and older and people 40 to 55 who were injured in crashes? Researchers reviewed police crash reports from Connecticut and Indiana from 2009 to identify potential participants who fit into one of the groups of interest for this study. KW - Age groups KW - Aged KW - Connecticut KW - Crash data KW - Crash injuries KW - Health KW - Indiana KW - Injury severity UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812281-OlderOccupantsRecoveryTT.pdf UR - https://trid.trb.org/view/1410830 ER - TY - SER AN - 01599768 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2005-2014 Data: School-Transportation-Related Crashes PY - 2016/05 SP - 5p AB - A school-transportation-related crash is a crash that involves, either directly or indirectly, a school bus body vehicle or a non-school bus functioning as a school bus, transporting children to or from school or school-related activities. In this fact sheet school-age children are defined as children 18 and younger. This fact sheet includes 10 years of data, from 2005 to 2014. Information on school-transportation-related crashes is presented as follows: Overview; Person Type; Age Group; School Age Fatalities by Time of Day; School Bus Occupant Fatalities by Impact Point and Crash Type; School Bus Occupant Fatalities; and Vehicle Maneuver and Pedestrian Fatalities. KW - Age groups KW - Crash types KW - Fatalities KW - Pedestrians KW - Periods of the day KW - School bus drivers KW - School bus passengers KW - School buses KW - Traffic crashes KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812272.pdf UR - https://trid.trb.org/view/1407790 ER - TY - SER AN - 01599766 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2014 Data: Summary of Motor Vehicle Crashes PY - 2016/05 SP - 4p AB - In this fact sheet, the overview of 2014 data is presented as follows: Overview; Trends: 2005 to 2014; and Economic Cost. Motor vehicle travel is a major means of transportation in the United States, providing an unparalleled degree of mobility. Yet for all its advantages, motor vehicle crashes were the leading cause of death for age 11 and every age 16 to 24 in 2014. The mission of the National Highway Traffic Safety Administration is to reduce deaths, injuries, and economic losses from motor vehicle crashes. KW - Costs KW - Crash injuries KW - Fatalities KW - Losses KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812263.pdf UR - https://trid.trb.org/view/1407794 ER - TY - RPRT AN - 01609737 AU - Thomas, F Dennis AU - Blomberg, Richard D AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of Kansas and Missouri Rural Seat Belt Demonstrations PY - 2016/04//Final Report SP - 43p AB - Research has shown seat belt use is lower in rural areas of the United States, which may be one reason fatalities are higher in these areas. National Highway Traffic Safety Administration (NHTSA) sponsored two State-level demonstration projects to increase seat belt use in rural areas of Kansas and Missouri. During the study, both Kansas and Missouri had secondary seat belt laws. Kansas used multiple media and enforcement waves, and Missouri employed a month-long media and enforcement campaign. Evaluations demonstrated increases in seat belt usage in many of the rural counties participating in the project, but some counties showed no change or even a decrease in seat belt use. Despite variations by county, Kansas showed an overall increase in seat belt use, going from 61 percent use in the baseline to 70 percent use after the second intervention. Missouri showed increases in belt use in some of the 10 counties; these increases, however, were offset by decreases or no change in the other counties that ultimately limited the observed overall increase in belt use to 2.8 percentage points when data from all counties were combined. Both States also showed increases in exposure to seat belt messages after the campaign activities. In Kansas for example, when asked, “Have you recently read, seen or heard anything about seat belt enforcement?” 78 percent answered “yes” during the baseline survey, and 85 percent answered “yes” for all subsequent surveys combined. Similarly in Missouri, when asked, “In the past month, have you seen or heard about police enforcement focused on seat belt use?” about 51 percent answered “yes” during the baseline while about 62 percent answered “yes” during the post-rural initiative measurement wave. Results from the evaluations support the conclusion that the supplemental efforts of the demonstration projects produced positive results in the target counties and also benefited the total occupant protection programs in the States. KW - Before and after studies KW - Demonstration projects KW - Evaluation KW - Kansas KW - Missouri KW - Rural areas KW - Safety campaigns KW - Seat belt use KW - Surveys KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812268-EvaluationKansasMissouriDemo.pdf UR - https://trid.trb.org/view/1420913 ER - TY - RPRT AN - 01603633 AU - Brookshire, Kristen AU - Sandt, Laura AU - Sundstrom, Carl AU - Thomas, Libby AU - Blomberg, Richard AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Advancing Pedestrian and Bicyclist Safety: A Primer for Highway Safety Professionals PY - 2016/04 SP - 101p AB - Communities across the country are encouraging walking and biking to meet safety, health, livability, equity, and mobility goals. This primer is intended for highway safety professionals, including State Highway Safety Officials, as well as their partners and grantees, as a reference for an integrated and comprehensive effort to improve pedestrian and bicycle safety and support broader transportation-related goals. The primer summarizes the most promising infrastructure treatments and behavioral programs available for addressing specific safety problems and highlights how these approaches can be combined and implemented. It identifies opportunities for various agencies to collaborate and combine their respective approaches and funding for a more comprehensive program. It also offers real-world examples of what States and local jurisdictions are doing to address pedestrian and bicycle issues in a comprehensive manner. Finally, the primer includes descriptions of key concepts and definitions of common terms and acronyms to help readers understand the essentials of pedestrian and bicycle safety issues when discussing and collaborating with diverse partners to develop comprehensive programs. KW - Bicycle safety KW - Case studies KW - Countermeasures KW - Crash data KW - Cyclists KW - Implementation KW - Pedestrian safety KW - Trend (Statistics) KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812258-Peds_Bike_Primer.pdf UR - https://trid.trb.org/view/1411080 ER - TY - RPRT AN - 01603542 AU - National Highway Traffic Safety Administration TI - Digest of Impaired Driving and Selected Beverage Control Laws. Twenty-Ninth Edition. Current as of December 31, 2014. PY - 2016/04//29th Edition SP - 515p AB - This digest reports the status of State laws concerned with impaired driving offenses and alcoholic beverage control for all 50 States, the District of Columbia, and Puerto Rico. It is designed to be an easily accessible reference to all States’ current laws on alcohol and other issues related to impaired driving. The digest contains a selection of the most important laws pertaining to impaired driving. Each State entry includes: Basis for a DWI Offense; Chemical Breath Tests for Alcohol; Adjudication of Driving While Intoxicated (DWI) Charges; Sanctions; Pre and Post DWI Conviction Administrative Licensing Actions; Ignition Interlock; Sobriety Checkpoints; Homicide by Vehicle; DWI Offenses and Commercial Motor Vehicles; Driving While License Suspended for DWI; Habitual Traffic Offender Law; Other State Laws Related to Alcohol Use, including Minimum Age Alcohol Laws; Dram Shop and Social Host Laws; Establishments Serving Alcohol; Happy Hour Laws; Open Container Laws; and Alcohol Exclusion Laws. KW - Adjudication KW - Alcohol breath tests KW - Alcohol ignition interlock devices KW - Commercial drivers KW - Drinking establishments KW - Drunk drivers KW - Drunk driving KW - Legal drinking age KW - Sanctions KW - Sobriety checkpoints KW - State laws KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812267_2014-ImpairedDrivingDigest.pdf UR - https://trid.trb.org/view/1409637 ER - TY - SER AN - 01599763 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2014 Data: Speeding PY - 2016/04 SP - 7p AB - The National Highway Traffic Safety Administration (NHTSA) considers a crash to be speeding-related if the driver was charged with a speeding-related offense or if a police officer indicated that racing, driving too fast for conditions, or exceeding the posted speed limit was a contributing factor in the crash. In this fact sheet the 2014 information on speeding-related data in fatal crashes is presented in the following order: Overview; Driver Characteristics; Alcohol; Restraint Use; Environmental Characteristics; and Speeding-Related Fatalities by State. KW - Age groups KW - Drivers KW - Drunk driving KW - Fatalities KW - Gender KW - Seat belt use KW - Speeding KW - States KW - Traffic crashes KW - Weather conditions UR - http://www-nrd.nhtsa.dot.gov/Pubs/812265.pdf UR - https://trid.trb.org/view/1407791 ER - TY - SER AN - 01599761 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2014 Data: State Alcohol-Impaired-Driving Estimates PY - 2016/04 SP - 13p AB - This fact sheet contains estimates of driver alcohol involvement in fatal crashes for the United States and individually for the 50 States, the District of Columbia, and Puerto Rico. Estimates for Puerto Rico are not included in the national estimates. Data from the current year (2014) and 10 years ago (2005) are presented for comparison. These estimates are based on data from the Fatality Analysis Reporting System (FARS). In this fact sheet, the 2005 and 2014 State alcohol-impaired-driving estimates are presented as follows: Alcohol-Impaired Definitions and Explanations; Missing FARS Alcohol Data; and State-by-State Data Tables. The State-by-State Data Tables are as follows: (1) Motor Vehicle Traffic Fatalities, by State and Highest Driver BAC in the Crash, 2005; (2) Motor Vehicle Traffic Fatalities, by State and Highest Driver BAC in the Crash, 2014; (3) Drivers Involved in Fatal Crashes, by State and BAC of the Driver, 2005; (4) Drivers Involved in Fatal Crashes, by State and BAC of the Driver, 2014; (5) BAC Test Status for Drivers Involved in Fatal Traffic Crashes, by State, 2005 and 2014; (6) Driver Fatalities, by State and BAC Test Status, 2005; (7) Driver Fatalities, by State and BAC Test Status, 2014; (8) Surviving Drivers Involved in Fatal Crashes, by State and BAC Test Status, 2005; (9) Surviving Drivers Involved in Fatal Crashes, by State and BAC Test Status, 2014; and (10) Percentage of Fatalities in Alcohol-Impaired-Driving Crashes and Percentage of Drivers Involved in Fatal Crashes with BACs of .08 or Higher, by Region and State, 2005 and 2014. KW - Blood alcohol levels KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Puerto Rico KW - States KW - Trend (Statistics) KW - United States KW - Washington (District of Columbia) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812264.pdf UR - https://trid.trb.org/view/1407792 ER - TY - RPRT AN - 01599287 AU - Scopatz, Robert A AU - Zhou, Yuying AU - VHB Engineering NC, P.C. AU - National Highway Traffic Safety Administration TI - Effect of Electronic Device Use on Pedestrian Safety: A Literature Review PY - 2016/04 SP - 67p AB - This literature review on the effect of electronic device use on pedestrian safety is part of a research project sponsored by the Office of Behavioral Safety Research in the National Highway Traffic Safety Administration (NHTSA). An extensive literature review was conducted and summarized into three sections: pedestrian distraction, driver distraction, and pedestrian-vehicle interactions. Within each section, the findings were further divided into several subsections based on the study methodologies, such as naturalistic observations, simulation, laboratory, or crash database analysis. It was discovered that a very limited number of studies have investigated the effect of electronic device use by pedestrians and drivers on pedestrian safety. Even fewer naturalistic observation studies have been performed. Furthermore, most previous studies focus primarily on cell phone use, but the discussion regarding other types of electronic devices is missing. In conclusion, the review illustrates that there is a need to conduct naturalistic observations of the effect of electronic device use on pedestrian distraction and safety. KW - Automatic data collection systems KW - Cellular telephones KW - Distraction KW - Drivers KW - Literature reviews KW - Pedestrian safety KW - Pedestrians KW - Traffic conflicts UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812256-EffectElectronicDeviceUsePedestrianSafety.pdf UR - https://trid.trb.org/view/1406500 ER - TY - RPRT AN - 01598806 AU - Klein, Katelyn F AU - Reed, Matthew P AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Development of Geometric Specifications for a Small Female Anthropomorphic Test Device Pelvis PY - 2016/04 SP - 16p AB - Target surface geometry for the small female anthropomorphic test device pelvis was predicted by a statistical pelvis geometry model developed through analysis of medical imaging data. The resulting geometry was compared to the Hybrid III small female pelvis geometry and an estimate of female pelvis geometry obtained by length scaling the midsize male pelvis based on bispinous breadth. Differences were found in the shape of the pubic rami, ischial tuberosities, and anterior superior iliac wings between the small female pelvis model and the Hybrid III pelvis, which may affect interactions with seat belts and vehicle structures. KW - Anthropometry KW - Anthropomorphic test devices KW - Dummies KW - Females KW - Geometry KW - Pelvis KW - Seat belts KW - Specifications KW - Vehicle design UR - https://deepblue.lib.umich.edu/bitstream/handle/2027.42/117574/103243.pdf UR - https://trid.trb.org/view/1405108 ER - TY - SER AN - 01596761 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Distracted Driving 2014 PY - 2016/04 SP - 6p AB - The Department of Transportation works to reduce the occurrence of distracted driving and raise awareness of the dangers of distracted driving. This risky behavior poses a danger to vehicle occupants as well as nonoccupants such as pedestrians and bicyclists. Driver distraction is a specific type of driver inattention. Distraction occurs when drivers divert their attention from the driving task to focus on some other activity. Oftentimes, discussions regarding distracted driving center around cell phone use and texting, but distracted driving also includes other activities such as eating, talking to other passengers, or adjusting the radio or climate controls, to name but a few. A distraction-affected crash is any crash in which a driver was identified as distracted at the time of the crash. Ten percent of fatal crashes, 18 percent of injury crashes, and 16 percent of all police-reported motor vehicle traffic crashes in 2014 were reported as distraction-affected crashes. In 2014, there were 3,179 people killed and an estimated additional 431,000 injured in motor vehicle crashes involving distracted drivers. Ten percent of all drivers 15 to 19 years old involved in fatal crashes were reported as distracted at the time of the crashes. This age group has the largest proportion of drivers who were distracted at the time of the crashes. In 2014, there were 520 nonoccupants killed in distraction-affected crashes. This report presents data from the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System (NASS) General Estimates System (GES). KW - Age groups KW - Crash data KW - Crash injuries KW - Distraction KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - National Automotive Sampling System KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812260.pdf UR - https://trid.trb.org/view/1403174 ER - TY - SER AN - 01596709 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - System Analysis of Automated Speed Enforcement Implementation PY - 2016/04 SP - 2p AB - Speeding is a major factor in a large proportion of traffic crashes, injuries, and fatalities in the United States. Automated speed enforcement (ASE) is one effective countermeasure for reducing speeding and crashes. National Highway Traffic Safety Administration (NHTSA) and the Federal Highway Administration (FHWA) co-published the Speed Enforcement Camera Systems Operational Guidelines (2008) to assist State and local agencies to plan and operate ASE systems as a component of comprehensive speed management programs. This survey, conducted in 2011-2012, examined the protocols and practices of U.S. law enforcement agencies in the deployment and implementation of ASE, public perceptions of fairness, and the nature of communication by communities regarding any positive outcomes of ASE operations. It also examined the alignment of existing ASE programs with FHWA/NHTSA Guidelines. The authors identified 107 U.S. jurisdictions with ASE programs as of October 2011, located in 12 States and the District of Columbia (91 currently active, 15 discontinued, and 1 agency that had both currently active and discontinued components of their ASE program). The authors mailed each of the 107 jurisdictions a questionnaire with follow-ups conducted by mail, e-mail, phone, and site visit. Completed questionnaires were received from 90 agencies (84% response rate). Highlights from the findings are presented in this document. KW - Automated enforcement KW - Implementation KW - Public opinion KW - Speeding KW - State of the practice KW - Surveys KW - Systems analysis KW - Traffic law enforcement KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812259-TT-AutomatedSpeedEnforcement.pdf UR - https://trid.trb.org/view/1403173 ER - TY - SER AN - 01597301 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Motivations for Speeding—Additional Data Analysis PY - 2016/03 SP - 2p AB - The National Highway Safety Administration's naturalistic driving study, Motivations for Speeding (Richard et al., 2013), examined motivations and situations conducive to speeding behavior. The study collected data from 88 drivers in Seattle, Washington, and 76 drivers in College Station, Texas, over a 3- to 4-week period to record how fast they drove on different roadways. Personal inventories were also collected from drivers to measure demographic, personality, attitudinal, and risk-taking behaviors. A cluster analysis was conducted using variables that measured the magnitude, duration, variability, and form or shape of the speeding episodes (SEs). The cluster analysis revealed five types of speeding behavior. A cluster analysis was also conducted using the individual drivers’ speeding profiles. In Texas, there were too few SEs to conduct this analysis; however, there were sufficient SEs for Seattle drivers. The analysis identified four speeding driver types. This Traffic Tech outlines the five types of speeding behavior and the four types of speeding drivers. KW - Automatic data collection systems KW - Behavior KW - Cluster analysis KW - College Station (Texas) KW - Drivers KW - Motivation KW - Seattle (Washington) KW - Speeding UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812250_TT-Motivations-for-Speeding.pdf UR - https://trid.trb.org/view/1404756 ER - TY - SER AN - 01596837 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - 2014 Motor Vehicle Crashes: Overview PY - 2016/03 SP - 6p AB - In 2014, there were 32,675 people who died in motor vehicle traffic crashes in the United States, a 0.7-percent decrease from the 32,894 fatalities in 2013. This decline shows a continuation in the general decline in fatalities that started in 2006, except for the slight increase in 2012, according to the National Highway Traffic Safety Administration's (NHTSA’s) Fatality Analysis Reporting System (FARS). In 2014, an estimated 2.34 million people were injured in motor vehicle traffic crashes, compared to 2.31 million in 2013 according to NHTSA’s National Automotive Sampling System (NASS) General Estimates System (GES), an increase of 1.1 percent. The change in the number of injured people from 2013 to 2014 is not statistically significant. KW - Crash data KW - Crash rates KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - National Automotive Sampling System KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812246.pdf UR - https://trid.trb.org/view/1402107 ER - TY - RPRT AN - 01596832 AU - Kim, Anita AU - Perlman, David AU - Bogard, Dan AU - Harrington, Ryan AU - Volpe National Transportation Systems Center AU - Department of Transportation AU - National Highway Traffic Safety Administration TI - Review of Federal Motor Vehicle Safety Standards (FMVSS) for Automated Vehicles: Identifying potential barriers and challenges for the certification of automated vehicles using existing FMVSS PY - 2016/03//Preliminary Report SP - 148p AB - The purpose of this work is to identify instances where the existing Federal Motor Vehicle Safety Standards (FMVSS) may pose challenges to the introduction of automated vehicles. It identifies standards requiring further review - both to ensure that existing regulations do not unduly stifle innovation and to help ensure that automated vehicles perform their functions safely. The Volpe team conducted two reviews of the FMVSS: a driver reference scan to identify which standards include an explicit or implicit reference to a human driver and an automated vehicle concepts scan to identify which standards could pose a challenge for a wide range of automated vehicle capabilities and concepts. In summary, the review revealed that there are few barriers for automated vehicles to comply with FMVSS, as long as the vehicle does not significantly diverge from a conventional vehicle design. Yet, automated vehicles that begin to push the boundaries of conventional design (e.g., alternative cabin layouts, omission of manual controls) would be constrained by the current FMVSS or may not fully meet the objectives of the FMVSS. Many standards, as currently written, are based on assumptions of conventional vehicle designs and thus pose challenges for certain design concepts, particularly for ‘driverless’ concepts where human occupants have no way of driving the vehicle. Some constraints, of course, may be warranted; this work does not assess the merits of potential future requirements for such vehicles. KW - Drivers KW - Federal Motor Vehicle Safety Standards KW - Intelligent vehicles KW - Regulations KW - Standards KW - Technological innovations KW - Vehicle design KW - Vehicle safety UR - http://ntl.bts.gov/lib/57000/57100/57104/Review_FMVSS_AV_Scan.pdf UR - https://trid.trb.org/view/1402515 ER - TY - RPRT AN - 01596687 AU - Dunn, L AU - Holliday, A AU - Vegega, M AU - National Highway Traffic Safety Administration TI - Motor vehicle occupant protection facts – Children, youth, young adults PY - 2016/03 SP - 28p AB - The National Highway Traffic Safety Administration (NHTSA) has produced this booklet since 2002 to explain the need for legislation, enforcement, education, and public awareness campaigns about protecting children, youth, and young adults in motor vehicles. Collectively, this information underscores why protecting young people is so important. The majority of data in this fact book comes from 2013, the most recent year data was available. It has been generated from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) produced by the National Center for Statistics and Analysis (NCSA) at NHTSA. Data from NHTSA’s 2013 National Occupant Protection Use Survey (NOPUS) is also included. The booklet has five main sections: (1) The national scope of motor vehicle crashes; (2) The need for and importance of appropriately sized restraint systems for each age group; (3) Facts about restraint use for children and youth from birth to 15 years old; (4) Facts about restraint use for young adults 16 to 20; and (5) Biennial telephone survey findings from NHTSA’s 2007 Motor Vehicle Occupant Safety Survey (MVOSS) on the behavior, attitudes, and opinions about seat belts and seat belt laws, including those of 16- to 20-year-olds. Three appendices cover State-specific information on fatalities, restraint use, and child restraint laws. KW - Age groups KW - Attitudes KW - Behavior KW - Children KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injury rates KW - Laws and legislation KW - Motor vehicles KW - National Occupant Protection Use Survey (NOPUS) KW - Occupant protection devices KW - Seat belt use KW - Seat belts KW - Surveys KW - Young adults UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812251-YouthFactsBook2016.pdf UR - https://trid.trb.org/view/1402177 ER - TY - RPRT AN - 01594586 AU - National Highway Traffic Safety Administration TI - Retrofit Assessment for Existing Motorcoach: A Report to Congress PY - 2016/03 SP - 37p AB - This report, Retrofit Assessment for Existing Motorcoaches, is submitted in response to Section 32703(e)(2) of the Moving Ahead for Progress in the 21st Century Act (MAP-21), enacted on July 6, 2012, and Conference Report Number 112-557, pages 414-416. MAP-21 requires the Secretary of Transportation to issue a report to Congress on the feasibility, costs, and benefits of retrofitting motorcoaches with lap/shoulder belts. On November 25, 2013, National Highway Traffic Safety Administration (NHTSA) issued a final rule requiring lap/shoulder belts for each passenger seating position in all new over-the-road buses, and in new buses other than over-the road buses with gross vehicle weight ratings (GVWR) greater than 11,793 kg (26,000 lb), see 78 FR 70416. This report discusses the findings of the final rule, and in addition includes additional analysis of the retrofitting issue in light of the decision of the U.S. Department of Transportation (USDOT) to increase its value of a statistical life, as well as the subsequent adoption of electronic stability control (ESC) technology in new motorcoaches. Among the findings of the final rule and this report are: (1) The cost of retrofitting motorcoaches with lap/shoulder belts is expected to range from $14,650 to $40,000 per vehicle. (2) Retrofitting would produce a significant burden on the small entities that would be responsible for accomplishing it. (3) Safety benefits are a function of belt use rates. The final rule estimated that if 15 percent of motorcoach passengers wore belts, about 1.5 fatalities and 140 injuries would be prevented annually. If 83 percent of motorcoach passengers wore belts (the then current rate for passenger cars and light trucks), about 8 fatalities and 790 injuries would be prevented. (4) Belt use rates for motorcoaches are much lower than for other passenger vehicles, typically under 10 percent even in countries where usage in passenger vehicles is 90 percent. (5) Given low belt use rates, retrofitting was unlikely to produce substantial safety benefits. (6) After adjusting for a higher value of statistical life and the installation of ESC in new motorcoaches, NHTSA finds that, due to the substantial impact on small entities, the phase-in of lap/shoulder belts on new motorcoaches, and low belt use rates, it would be impractical to require retrofitting on older vehicles. KW - Benefits KW - Buses KW - Costs KW - Feasibility analysis KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Policy, legislation and regulation KW - Retrofitting KW - Seat belt use KW - Seat belts KW - Transit safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/812242.pdf UR - https://trid.trb.org/view/1401094 ER - TY - RPRT AN - 01605729 AU - Flannagan, Carol AU - LeBlanc, David AU - Bogard, Scott AU - Nobukawa, Kazutoshi AU - Narayanaswamy, Prabha AU - Leslie, Andrew AU - Kiefer, Raymond AU - Marchione, Michael AU - Beck, Christopher AU - Lobes, Kyle AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Large-Scale Field Test of Forward Collision Alert and Lane Departure Warning Systems PY - 2016/02 SP - 130p AB - This report covers a field study on an innovative large-scale data collection technique used to gather information about how crash avoidance systems operate in the field and how drivers respond to them. Although the specific systems studied were the General Motors (GM) camera-based forward collision alert (FCA) and lane departure warning (LDW) systems, this technique could be readily applied to other emerging active safety (crash avoidance) systems and used to better inform emerging active safety consumer metrics. It should be noted that both the FCA and LDW systems evaluated have consistently met the National Highway Traffic Safety Administration’s Crash Avoidance New Car Assessment Program (CA NCAP) performance criteria since this program was initiated. The study team found that this data collection technique has several distinct strengths, including cost, sample size, drivers using their own vehicles where they can turn systems off, ability to look at long-term effects, data efficiency, and the ability to acquire “rapid-turnaround” large-scale results, and that this new data collection technique is ideally suited for understanding the safety impacts of crash avoidance systems. KW - Behavior KW - Crash avoidance systems KW - Data analysis KW - Data collection KW - Drivers KW - Field tests KW - Lane occupancy KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2016/812247b-LaneDepartureWarningSystems.pdf UR - https://trid.trb.org/view/1415844 ER - TY - RPRT AN - 01593711 AU - Pickrell, Timothy M AU - Choi, Eun-Ha AU - KC, Shova AU - National Highway Traffic Safety Administration TI - Occupant Restraint Use in 2014: Results from the NOPUS Controlled Intersection Study PY - 2016/02 SP - 30p AB - This report presents results from the 2014 National Occupant Protection Use Survey (NOPUS) Controlled Intersection Study. NOPUS is the only nationwide probability-based occupant restraint use survey. The National Center for Statistics and Analysis of the National Highway Traffic Safety Administration conducts this survey annually. The 2014 NOPUS found that seat belt use continued to be higher for females (89%) than for males (84%). Seat belt use in the rear seat (73%) was lower than in the front seat (87%). Overall restraint use for children under 8 years old in 2014 was 91 percent compared to 89 percent in 2013. KW - Age groups KW - Child restraint systems KW - Demographics KW - Front seat occupants KW - Gender KW - National Occupant Protection Use Survey (NOPUS) KW - Rear seat occupants KW - Seat belt use KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812244.pdf UR - https://trid.trb.org/view/1400182 ER - TY - SER AN - 01591992 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Li, Hongying (Ruby) TI - Seat Belt Use in 2015—Overall Results PY - 2016/02 SP - 5p AB - Seat belt use in 2015 reached 88.5 percent, up from 86.7 percent in 2014; this was not a statistically significant difference. This result is from the National Occupant Protection Use Survey (NOPUS), which is the only survey that provides nationwide probability-based observed data on seat belt use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration (NHTSA). In 2015, NHTSA conducted a redesign to select a new NOPUS sample representative of the most current demographic and traffic conditions. Seat belt use has shown an increasing trend since 2000, accompanied by a steady decline in the percentage of unrestrained passenger vehicle (PV) occupant fatalities during daytime. The 2015 survey also found that (1) seat belt use continued to be higher in the States in which vehicle occupants can be pulled over solely for not using seat belts; (2) seat belt use for occupants in passenger cars increased significantly from 88.1 percent in 2014 to 90.3 percent in 2015; and (3) seat belt use for occupants in pickup trucks increased significantly from 77.2 percent in 2014 to 80.8 percent in 2015. KW - Fatalities KW - National Occupant Protection Use Survey (NOPUS) KW - Seat belt use KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812243.pdf UR - https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/812243 UR - https://trid.trb.org/view/1398129 ER - TY - SER AN - 01618688 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Nichols, James AU - Chaffe, Robert AU - Solomon, Mark AU - Tison, Julie TI - The Click It or Ticket Evaluation, 2013 PY - 2016/01 SP - 5p AB - The Click It or Ticket (CIOT) high-visibility enforcement (HVE) program has been a primary component of national, State, and local efforts to increase seat belt use, being conducted at least annually since 2003. The 2013 CIOT mobilization included 48 States, the District of Columbia, Guam, Puerto Rico, the Northern Mariana Islands, and the Indian Nations. This Research Note discusses the 2013 CIOT under the following headings: Publicity; Enforcement Activity; Awareness Survey; Belt Use; and Lives Saved and Fatalities. KW - Awareness KW - Click It or Ticket KW - Fatalities KW - Law enforcement KW - Publicity KW - Safety campaigns KW - Seat belt use UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812238_RN-CIOT_2013_Evaluation.pdf UR - https://trid.trb.org/view/1436154 ER - TY - RPRT AN - 01604581 AU - Guglielmi, John AU - Wilson, Bruce AU - Stevens, Scott AU - Lam, Andy AU - Nodine, Emily AU - Jackson, Chris AU - Najm, Wassim G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Independent Evaluation of Heavy-Truck Safety Applications Based on Vehicle-to-Vehicle and Vehicle-to-Infrastructure Communications Used in the Safety Pilot Model Deployment PY - 2016/01//Research Report SP - 102p AB - This report presents the methodology and results of the independent evaluation of heavy trucks (HTs) in the Safety Pilot Model Deployment (SPMD); part of the United States Department of Transportation’s Intelligent Transportation Systems research program. In 2012 the SPMD deployed approximately 2,800 vehicles equipped with designated short-range-communication-based vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) technology in a real-world driving environment. The goals of the independent evaluation were to characterize capability, assess unintended consequences, and gauge driver acceptance of the V2V and V2I safety applications. The evaluation is based on naturalistic driving by 33 participants who drove HTs equipped with integrated and retrofit safety devices (RSDs). The V2V and V2I devices in the 3 integrated trucks and 16 trucks equipped with RSDs contained a suite of safety applications that issued alerts to participants in potential crash scenarios. The results of the analysis suggest that V2V safety applications work in real-world environment and issue useful alerts in driving conflicts, but improvements in their accuracy are needed. Results from the SPMD will help shape future research direction. KW - Automatic data collection systems KW - Field tests KW - Heavy duty trucks KW - Highway safety KW - Safety Pilot Model Deployment KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/812224-heavytruckv2vreport.pdf UR - http://ntl.bts.gov/lib/59000/59200/59247/812224-HeavyTruckV2VReport.pdf UR - https://trid.trb.org/view/1414864 ER - TY - SER AN - 01591978 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Countermeasures That Work, Eighth Edition PY - 2016/01 SP - 2p AB - The National Highway Traffic Safety Administration has published its eighth edition of Countermeasures That Work. The guide is a basic reference to assist State Highway Safety Offices (SHSOs) and other professionals interested in highway safety in selecting effective, evidence-based countermeasures for traffic safety problem areas. The guide: describes major strategies and countermeasures that are relevant to SHSOs; summarizes strategy and countermeasure use, effectiveness, costs, and implementation time; and provides references to the most important research summaries and individual studies. KW - Costs KW - Countermeasures KW - Highway safety KW - Implementation KW - Research KW - State Highway Safety Offices UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812239_Countermeasures_8thEd_TT.pdf UR - https://trid.trb.org/view/1398130 ER - TY - RPRT AN - 01591962 AU - Thomas, F Dennis AU - Rilea, Stacy AU - Blomberg, Richard D AU - Peck, Raymond C AU - Korbelak, Kristopher T AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the Safety Benefits of the Risk Awareness and Perception Training Program for Novice Teen Drivers PY - 2016/01//Final Report SP - 68p AB - This project evaluated the impact of the PC-based Risk Awareness and Perception Training (RAPT) program on young driver crashes and traffic violations. Young drivers 16 to 18 years of age were recruited immediately after they passed the on-road driving exam at six California Department of Motor Vehicles licensing offices. Participants were assigned to a group that completed the RAPT program or to a comparison group that received a pre-test but did not receive any training. A total of 5,251 young drivers participated in the project and had their crash and violation records tracked for 12 months post-licensure. An analysis of group equivalency revealed the group assignment paradigm was effective in producing equivalent groups. Analyses of pre-test and post-test data included in the RAPT program showed substantial improvements in trainee performance, which suggests participants attended to the training materials. Crash analyses did not show an overall main effect for treatment, but there was a significant treatment by sex interaction effect. Analyses were then conducted for males and females separately to explore this interaction. The results showed a significant treatment effect for males, χ² (l, n = 2743) = 5.517, p =.019, but not for females χ² (l, n = 2447) = 0.553 p = .457. RAPT-trained males showed an approximately 23.7% lower crash rate relative to the male comparison group. For females, the RAPT group had an estimated 10.7% higher crash rate than the comparison group, but this increase was not statistically significant. Researchers used Cox regression analysis to evaluate the number of weeks after licensure at which each studied driver had their first crash (time to first crash). None of the overall models were statistically significant. Thus, the hypothesis that RAPT had an effect on time to first crash could not be confirmed. None of the analyses of traffic violations demonstrated any association with the RAPT treatment. The results of this study provide perhaps the first encouraging evidence that brief, computer-based training interventions can have a positive influence on driving safety for newly licensed teen drivers. Further research is needed to clarify the uncertainties arising from this study, particularly related to the lack of effectiveness of RAPT on female crash rates, and to assess how best to employ hazard perception training using a program such as RAPT in the driver training process. KW - Before and after studies KW - Crash rates KW - Driver training KW - Evaluation KW - Gender KW - Recently qualified drivers KW - Regression analysis KW - Risk KW - Teenage drivers KW - Traffic violations UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812235-AwarenessPerceptionTrainingNoviceTeenDrivers.pdf UR - https://trid.trb.org/view/1398131 ER - TY - RPRT AN - 01622398 AU - National Highway Traffic Safety Administration TI - Report to Congress: “Electronic Systems Performance in Passenger Motor Vehicles” PY - 2015/12 SP - 63p AB - The use of electronics in the design of modern automobiles is a rapid ongoing progression. The first common use of automotive electronics dates back to the 1970s and by now a typical automobile features over 100 microprocessors, 50 electronic control units (ECUs), five miles of wiring and 100 million lines of code. This report responds to the Moving Ahead for Progress in the 21st Century Act (MAP-21) requirement that the Secretary of Transportation to “complete an examination of the need for safety standards with regard to electronic systems in passenger motor vehicles.” As outlined in section 31402, MAP-21 directed the agency to consider the following topics in conducting this examination: (1) electronic components, (2) interaction of electronic components, (3) security needs for those electronic components to prevent unauthorized access, and (4) effect of surrounding environments on the electronic systems. Moreover, MAP-21 directed the agency to allow for public comment in conducting this examination. Upon completing the examination, MAP-21 also directed the agency to submit a report to Congress on the highest priority areas for safety with regard to the electronic systems. On October 7, 2014, the National Highway Traffic Safety Administration (NHTSA) issued a Request For Comment (RFC) in the Federal Register (FR) requesting public comment on Automotive Electronic Control Systems Safety and Security [Docket No. NHTSA-2014-0108 ]. This report conveys NHTSA’s findings from conducting its examination, addresses the public comments received from said examination, and subsequently lists “the highest priority areas for safety with regard to electronic systems.” KW - Computer security KW - Electronic components KW - Motor vehicles KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Technological innovations KW - Vehicle electronics KW - Vehicle safety UR - https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/electronic-systems-performance-in-motor20vehicles.pdf UR - https://trid.trb.org/view/1440987 ER - TY - RPRT AN - 01620258 AU - Nodine, Emily AU - Stevens, Scott AU - Lam, Andy AU - Jackson, Chris AU - Najm, Wassim G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Independent Evaluation of Light-Vehicle Safety Applications Based on Vehicle-to-Vehicle Communications Used in the 2012-2013 Safety Pilot Model Deployment PY - 2015/12//Research Report SP - 129p AB - This report presents the methodology and results of the independent evaluation of safety applications for passenger vehicles in the 2012-2013 Safety Pilot Model Deployment, part of the United States Department of Transportation’s Intelligent Transportation Systems research program. In 2012, the pilot model deployed approximately 2,800 vehicles equipped with designated short-range-communication-based vehicle-to-vehicle (V2V) and vehicle-to-infrastructure technology in a real-world driving environment. The goals of the independent evaluation were to characterize the capability, assess unintended consequences, and gauge driver acceptance of the V2V safety applications. The evaluation is based on naturalistic driving by 127 participants who drove passenger vehicles with fully integrated V2V communication systems for 6 months each. Additionally, 293 participants drove passenger cars with aftermarket communication systems for 12 months each. The 127 integrated-vehicle and 293 aftermarket-device participant’s vehicles were equipped with a suite of V2V safety applications that issued alerts to participants in potential crash scenarios. The results of the analysis suggest that V2V safety applications work in a real-world environment and issue valid alerts in driving conflicts, but improvements in their ability to correctly differentiate imminent threats from various normal driving situations are needed so as to reduce nuisance warnings. Results from the model deployment will help shape future research direction. KW - Automatic data collection systems KW - Crash avoidance systems KW - Dedicated short range communications KW - Evaluation KW - Intelligent transportation systems KW - Passenger vehicles KW - Safety Pilot Model Deployment KW - Vehicle to vehicle communications UR - http://ntl.bts.gov/lib/60000/60500/60548/812222-EvalLightVehicleSafetyAppsBasedV2V.pdf UR - https://trid.trb.org/view/1440554 ER - TY - RPRT AN - 01614850 AU - Delaware Department of Transportation AU - Delaware Office of Highway Safety AU - Delaware State Police AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - Delaware Strategic Highway Safety Plan: Toward Zero Deaths PY - 2015/12 SP - 76p AB - This plan builds upon the success of Delaware’s previous plans and is designed to be a “living document” that provides a framework within which roadway safety programs and initiatives can be evaluated and selected based on their consistency with the goals of the Strategic Highway Safety Plan (SHSP). Delaware’s coordinating agencies collaborated to update Delaware’s emphasis areas based on current crash data, establish performance-based goals, identify strategies and countermeasures, and evaluate progress of the SHSP. The overall mission of the plan is to eliminate fatalities and serious injuries on Delaware’s roadways through a multi-agency approach that utilizes education, enforcement, engineering, and emergency medical service strategies. The emphasis areas for the 2015 plan are: intersections, roadway departure, impaired driving, unrestrained motorists, motorcycles, speeding, pedestrians, and traffic records. Performance measures relevant to the emphasis areas as well as those required by Moving Ahead for Progress in the 21st Century Act (MAP-21) are included in the plan. KW - Countermeasures KW - Crash rates KW - Delaware KW - Emergency medical services KW - Evaluation KW - Fatalities KW - Highway safety KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Performance measurement KW - Safety programs KW - Stakeholders KW - Strategic Highway Safety Plan KW - Strategic planning UR - https://www.deldot.gov/information/pubs_forms/manuals/shsp/DE_SHSP.pdf UR - https://trid.trb.org/view/1426162 ER - TY - RPRT AN - 01604574 AU - Hastings, Aaron AU - Ahearn, Meghan AU - Guthy-McInnis, Catherine AU - Garrott, Riley AU - Garay-Vega, Lisandra AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Acoustic Data for Hybrid and Electric Heavy-Duty Vehicles and Electric Motorcycles PY - 2015/12 SP - 31p AB - The Pedestrian Safety Enhancement Act (PSEA) of 2010 requires the National Highway Traffic Safety Administration (NHTSA) to conduct a rulemaking to establish a Federal Motor Vehicle Safety Standard requiring an alert sound for pedestrians to be emitted by all types of motor vehicles that are electric or hybrid. NHTSA completed acoustic measurements for hybrid and electric heavy-duty vehicles (gross vehicle weight rating over 10,000 lb) and for electric motorcycles. This acoustic data analysis was conducted to support activities related to the PSEA. The measurements protocol used follows general procedures in SAE J 2889/1, Measurement of Minimum Noise Emitted by Road Vehicles, May 2012. Two electric motorcycles were tested at the Transportation Research Center in Columbus, Ohio. The test surface conforms to ISO 10844:2011 specifications. One electric vehicle delivery truck was tested at Navistar’s Fort Wayne, Indiana, proving grounds. The test surface conforms to an ISO 10844:1994 surface that is suitable for heavy vehicles. In addition, screening data for four hybrid and electric heavy-duty vehicles were collected. The purpose of the screening test was to obtain raw descriptions of the sound characteristics for a subset of heavy-duty vehicles. The measurements protocol used for the screening tests follows general procedures in SAE J 2889/1, Measurement of Minimum Noise Emitted by Road Vehicles. However, the measurement protocol used for screening tests does not fulfill all the parameters stated in SAE J 2889/1. Several aspects are different, including the acoustic environment, operating conditions, test surface, number of microphones, and microphone position. Therefore the results obtained may deviate appreciably from the results obtained using specified conditions. KW - Electric motorcycles KW - Electric vehicles KW - Federal Motor Vehicle Safety Standards KW - Heavy duty vehicles KW - Hybrid vehicles KW - Measurement KW - Pedestrian Safety Enhancement Act KW - Screening tests KW - Sound UR - http://ntl.bts.gov/lib/59000/59200/59248/812225-ElecHybridNoiseReport.pdf UR - https://trid.trb.org/view/1414855 ER - TY - RPRT AN - 01596005 AU - Tiernan, Tim AU - Toma, Samuel AU - Najm, Wassim AU - Altan, Osman AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Characterization Test Procedures for Intersection Collision Avoidance Systems Based on Vehicle-to-Vehicle Communications PY - 2015/12 SP - 57p AB - Characterization test procedures have been developed to quantify the performance of intersection collision avoidance (ICA) systems based on vehicle-to-vehicle communications. These systems warn the driver of an imminent crossing-path collision at a road junction, and apply automatic braking if the driver does not respond in a timely manner to prevent the collision. This report describes test procedures for most common crossing-path pre-crash scenarios that involve light vehicles (passenger cars, vans, minivans, SUVs, or light pickup trucks with gross vehicle weight ratings less than 10,000 pounds). The test procedures include crash-imminent test scenarios to collect information on the ranges and time-to-collisions of crossing-path collision alerts and automatic braking onsets in prototype systems. In addition, the test procedures incorporate dynamic scenarios where countermeasure action is not needed so as to assess the capability of ICA systems to distinguish between crash-imminent and benign driving scenarios. KW - Automatic braking KW - Crash avoidance systems KW - Intersections KW - Prototypes KW - Test procedures KW - Vehicle to vehicle communications UR - http://ntl.bts.gov/lib/56000/56800/56846/DOT-VNTSC-NHTSA-12-07.pdf UR - https://trid.trb.org/view/1400026 ER - TY - SER AN - 01587769 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Retrospective Analysis of Heat Stroke Deaths of Children in Motor Vehicles PY - 2015/12 SP - 2p AB - The National Highway Traffic Safety Administration (NHTSA) collects information from death certificates to identify noncrash motor vehicle fatalities including heat-stroke-related deaths of children from birth to age 14 in motor vehicles. In this document information from the National Death Index (NDI) was analyzed and cause of death is presented for 147 matched deaths. Based on this analysis, if the underlying cause of death from the death certificate is not considered, an enumeration of heat stroke deaths based on other sources will differ from NHTSA’s counts. KW - Children KW - Data analysis KW - Death certificates KW - Fatalities KW - Heat KW - Methodology KW - Motor vehicles UR - http://www-nrd.nhtsa.dot.gov/Pubs/812220.pdf UR - https://trid.trb.org/view/1378689 ER - TY - RPRT AN - 01587755 AU - Blomberg, Richard D AU - Van Houten, Ron AU - Thomas, F Dennis AU - Korbelak, Kristopher T AU - Hilton, Bryan W AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Automated Feedback to Foster Safe Driving in Young Drivers, Phase 2 PY - 2015/12//Final Report SP - 53p AB - Intelligent Speed Adaptation (ISA) represents a promising approach to reduce speeding. A core principle for ISA systems is that they provide real-time feedback to drivers, prompting them to reduce speed when some threshold at or above the limit is reached. The overall goal of the study was to provide insight into the effectiveness and acceptance by young drivers in the United States, of an ISA consisting of an Active Accelerator Pedal (AAP) system. The project involved the design, development, and production of an AAP that included speed mapping and data logging and its installation in two vehicles used for data collection. The AAP system provided increased accelerator pedal resistance above the 2 lbs. of the original pedal up to a maximum total of 38 lbs. if a person exceeded the posted speed limit. If drivers allowed the vehicle speed to drop back to or below the speed limit, the pedal force returned to normal. After successful development and pilot testing of the system, researchers conducted two separate studies with young drivers (18-24 years old) to examine its speed reduction effects, the workload experienced, and satisfaction with the system. For one study, researchers defined a driving route within the Kalamazoo/Portage area of Michigan consisting of 6 segments. Twenty-two pairs of participants (n=44) matched on age and gender drove the route twice on a single day—morning and afternoon— with one participant in each pair having the AAP active in the afternoon drive. Results of this study showed the AAP led to less speeding and somewhat increased driver workload when activated. The second study involved giving an AAP-equipped vehicle to 4 participants to use for 15 days in place of their personal vehicles. The system was off during the first 5 days, activated during the second 5 days, and again turned off for the final 5 days. Results of this study were encouraging with 2 of the 4 participants showing significantly reduced speeding 5+ mph over the limit when the pedal was active. Participants expressed support for the widespread use of the AAP if it saved them money (e.g., lower insurance premiums).They liked the increased awareness of the speed limit but disliked being slower than prevailing traffic. Overall, the studies produced results not unlike those reported in the literature from Europe. The AAP system showed promise for reducing speeding among young drivers in the United States, but more research is needed to further refine the system and understand how best to introduce it into the total vehicle fleet. KW - Attitudes KW - Drivers KW - Field studies KW - Intelligent speed adaptation KW - Pedals KW - Real time information KW - Speed control KW - Speeding KW - United States KW - Young adults UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812230-AutomatedFeedbackFinalReport.pdf UR - https://trid.trb.org/view/1396050 ER - TY - SER AN - 01587709 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Automated Feedback to Foster Safe Driving in Young Drivers: Phase 2 PY - 2015/12 SP - 2p AB - Intelligent Speed Adaptation (ISA) provides a promising approach to reduce speeding. A core principle of ISA is real-time feedback that lets drivers know when they are driving over the speed limit. The overall goal of the study was to provide insight into the effectiveness and acceptance by young drivers in the United States, of an ISA consisting of an Active Accelerator Pedal (AAP) system using haptic feedback (pedal resistance) to promote specific driving behavior. This project adapted the AAP from an earlier study that used haptic feedback to promote seat belt use. For this study, an upgraded AAP, speed mapping software, and a data logger were installed in two vehicles used for data collection. The AAP provided increased accelerator pedal resistance that required more effort to push the accelerator pedal whenever the driver exceeded the speed limit. It returned to normal pedal force when the vehicle speed dropped back to or below the speed limit. Researchers conducted two separate studies with young drivers (18-24 years old) to examine AAP effects on speeding, driver workload, and satisfaction with the system. KW - Attitudes KW - Drivers KW - Field studies KW - Intelligent speed adaptation KW - Pedals KW - Speed control KW - Speeding KW - United States KW - Young adults UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812233-TT-Automated_Speed_Feedback.pdf UR - https://trid.trb.org/view/1394939 ER - TY - SER AN - 01587661 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2014 Data: Alcohol-Impaired Driving PY - 2015/12 SP - 7p AB - In 2014, there were 9,967 fatalities in motor vehicle traffic crashes involving a driver with a blood alcohol concentration (BAC) of .08 g/dL or higher; this was 31% of total traffic fatalities for the year. An average of 1 alcohol-impaired-driving fatality occurred every 53 minutes in 2014. The estimated economic cost of alcohol-impaired-driving crashes in the United States in 2010 (the most recent year for which cost data is available) was $44 billion. Of the traffic fatalities among children 14 and younger in 2014, 19% occurred in alcohol-impaired-driving crashes. In 2014, the 21- to 24-year-old age group had the highest percentage of drivers with BACs of .08 g/dL or higher (30%) in fatal crashes. The percentage of drivers with BACs of .08 g/dL or higher in fatal crashes in 2014 was highest for motorcycle riders (29%), compared to passenger cars (22%), light trucks (22%), and large trucks (2%). The rate of alcohol impairment among drivers involved in fatal crashes in 2014 was almost four times higher at night than during the day. Among the 9,967 alcohol-impaired-driving fatalities in 2014, 69% (6,852) were in crashes in which at least one driver in the crash had a BAC of .15 g/dL or higher. Additional statistics on alcohol-impaired-driving fatal crashes in 2014 are provided in this traffic safety fact sheet. KW - Age groups KW - Blood alcohol levels KW - Drunk drivers KW - Drunk driving KW - Economic impacts KW - Fatalities KW - Periods of the day KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812231.pdf UR - https://trid.trb.org/view/1378639 ER - TY - SER AN - 01587630 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - School Start Times and Teen Driver Crashes PY - 2015/12 SP - 2p AB - As the critical importance of sleep has become fully recognized and teen sleep patterns better understood, some school systems in the United States have reversed the decades-long trend toward earlier high school start times. This study examined the hypothesis that a later high school start time could reduce crash rates by aligning school start time with the sleep needs of adolescents. Researchers collected data from four comparable counties in North Carolina, one of which (Forsyth County) changed their school start time from 7:30 a.m. to 8:45 a.m. beginning in August 2003. In addition to the program in North Carolina, researchers explored previously collected teen crash data from an earlier study of a similar school start-time change in Kentucky. Researchers evaluated the data from these two changes in start time to determine whether there was a drop in crash rates among 16- and 17-year-old drivers due to later school start times.The current study cautiously supports the hypothesis that changing high school start times can decrease crash rates among teen drivers. KW - Crash causes KW - Crash rates KW - Drowsiness KW - Kentucky KW - North Carolina KW - Schools KW - Sleep KW - Teenage drivers UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812227-SchoolStartTimesAndTeenDriverCrashesTT.pdf UR - https://trid.trb.org/view/1378640 ER - TY - RPRT AN - 01586643 AU - Foss, Robert D AU - Smith, Richard L AU - Shi, Funan AU - O'Brien, Natalie P AU - University of North Carolina, Chapel Hill AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - School Start Times and Teenage Driver Motor Vehicle Crashes PY - 2015/12 SP - 50p AB - There is substantial evidence that lack of sleep is a significant factor in motor vehicle crashes experienced by teenage drivers. This report examines the hypothesis that a later high school start time may reduce crash rates by reducing the interference of school start time with the sleep needs of adolescents. The authors collected data from two jurisdictions, Forsyth County, North Carolina, and Fayette County, Kentucky, that changed to substantially later high school start times. The authors examined whether these changes were accompanied by a drop in crash rates among 16- and 17-year-old drivers. Monthly time series were compiled corresponding to the overall rate of crashes on school days, adjusted for the 16- and 17-year-old population. An intervention time series analysis was applied to determine whether the change in school start time was accompanied by a downward shift in the level of the crash rate series. To control for possible confounding factors, comparable statistics were also compiled, using the same analyses, for several other counties where there was no change in school start times. For Forsyth County, North Carolina, there was a decrease in crash rates corresponding to the change in school start time, though the statistical significance of the effect is only moderate (one-sided p-value = .04). No corresponding effect was observed for three comparable counties of North Carolina. For Fayette County, Kentucky, there was no evidence of a statistically significant change in crash rates. Because of anomalous data in the one available comparable county, the authors were unable to derive meaningful results for a comparison county in Kentucky. The authors conclude that there is mild evidence that the change in school start times in Forsyth County, North Carolina, had a beneficial effect, but there is no corresponding evidence for Fayette County, Kentucky. KW - Crash causes KW - Crash rates KW - Drowsiness KW - Fayette County (Kentucky) KW - Forsyth County (North Carolina) KW - Schools KW - Sleep KW - Teenage drivers KW - Time series analysis UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812221-HighSchoolStartTimesAndTeenDriverCrashes.pdf UR - https://trid.trb.org/view/1385829 ER - TY - RPRT AN - 01583645 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System (FARS): Analytical User’s Manual 1975-2014 PY - 2015/11 SP - 562p AB - One of the primary objectives of the National Highway Traffic Safety Administration (NHTSA) is to reduce the staggering human toll and property damage that motor vehicle traffic crashes impose on our society. Crashes each year result in thousands of lives lost, hundreds of thousands of injured victims, and billions of dollars in property damage. Accurate data are required to support the development, implementation, and assessment of highway safety programs aimed at reducing this toll. NHTSA uses data from many sources, including the Fatality Analysis Reporting System (FARS) which began operation in 1975. Providing data about fatal crashes involving all types of vehicles, the FARS is used to identify highway safety problem areas, provide a basis for regulatory and consumer information initiatives, and form the basis for cost and benefit analyses of highway safety initiatives. FARS is a census of fatal motor vehicle crashes with a set of data files documenting all qualifying fatalities that occurred within the 50 States, the District of Columbia, and Puerto Rico since 1975. To qualify as a FARS case, the 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 motorist or a non-motorist within 30 days of the crash. This multi-year analytical user’s manual provides documentation on the historical coding practices of the Fatality Analysis Reporting System from 1975 to 2014. In other words, this manual presents the evolution of FARS coding from inception through present. The manual includes the data elements that are contained in FARS and other useful information that will enable the users to become familiar with the data system. KW - Coding systems KW - Computer program documentation KW - Data dictionaries KW - Data files KW - Databases KW - Fatalities KW - Fatality Analysis Reporting System KW - Highway safety KW - Traffic crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812214.pdf UR - https://trid.trb.org/view/1377035 ER - TY - RPRT AN - 01583603 AU - Masten, Scott V AU - Thomas, F Dennis AU - Korbelak, Kristopher T AU - Peck, Raymond C AU - Blomberg, Richard D AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Meta-Analysis of Graduated Driver Licensing Laws PY - 2015/11//Final Report SP - 93p AB - The objective of the present study was to assess the effectiveness of graduated driver licensing (GDL) programs for reducing total, injury, and fatal crashes among drivers 15 to 20 years old by conducting a meta-analysis of GDL research since 2001 that evaluated the effectiveness of GDL systems overall and GDL components individually. The final sample of 14 selected studies represented 13 different States, and three represented GDL programs across most or all U.S. States. Results of the meta-analysis showed that GDL programs as a whole were associated with statistically reliable reductions in traffic crashes outcomes of 16 percent for 16-year-olds and 11 percent for 17-year-olds, but were not reliably associated with changes in crash outcomes for 18- or 19-year-olds. Unfortunately, the numbers of effect sizes representing the unique effects of individual GDL components and calibrations were small for most of the components, particularly when stratified by the ranges of possible calibrations for those components. Although the exact effectiveness of individual GDL provisions could not be determined, the meta-analysis uncovered no indication that any provision was necessarily counterproductive for the GDL target audience of 16- and 17-year olds. Thus, a reasonable strategy for any State considering passage of a GDL law might involve enumerating the full range of provisions applicable to that State, determining which could be reasonably operationalized given available resources and support from key agencies and organizations, and adopting as comprehensive an approach as possible. KW - Age KW - Crash rates KW - Fatalities KW - Graduated licensing KW - Literature reviews KW - Meta-analysis KW - State laws KW - Teenage drivers KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812211-MetaAnalysisGDLLaws.pdf UR - https://trid.trb.org/view/1376323 ER - TY - SER AN - 01583572 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Meta-Analysis of Graduated Driver Licensing Laws: Effectiveness of Specific Program Components PY - 2015/11 SP - 2p AB - Graduated driver licensing (GDL) programs in the United States do not represent a single homogeneous intervention; rather, they contain different combinations and variations of program components. Programs vary by the duration of each stage of the GDL process, age restrictions imposed at each stage, nighttime and passenger restrictions, and supervised driving requirements. While research has suggested GDL is effective at reducing young driver crashes, results are not as clear about which specific program component variations are associated with the largest crash reductions. Studies on the effectiveness of GDL implementations have produced a substantial amount of data and analysis results. The National Highway Traffic Safety Administration (NHTSA) used these data to conduct a meta-analysis in which the results of existing research were pooled to look for effects revealed by their combined power. As part of the meta-analysis process, researchers first screened studies of GDL programs for relevance and quality. Researchers then coded separate rate ratio effect sizes from the 14 selected studies to estimate the impact of overall GDL programs and variations of program components (referred to as GDL component “calibrations” from here forward) on 15, 16, 17, 18, 19, and 20 year-olds’ total, injury, and fatal crash outcomes. The full technical report explains the meta-analysis methodology more completely together with all of the study results. This Traffic Tech focuses on the effectiveness of GDL component calibrations for reducing per capita crash rates for 16- and 17-year-olds when at least two effect sizes were available for a given analysis. KW - Age KW - Crash rates KW - Fatalities KW - Graduated licensing KW - Literature reviews KW - Meta-analysis KW - Teenage drivers KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812212-TT-Meta-AnalysGDL-LawsEffectSpecProgCompnts.pdf UR - https://trid.trb.org/view/1376321 ER - TY - RPRT AN - 01583560 AU - National Highway Traffic Safety Administration TI - National Automotive Sampling System (NASS) General Estimates System (GES): Analytical User’s Manual 1988–2014 PY - 2015/11 SP - 429p AB - The National Automotive Sampling System (NASS) - General Estimates System (GES) data are obtained from a nationally representative probability sample selected from all police-reported crashes. The data system began operation in 1988. To be eligible for the NASS GES sample, a Police Accident Report (PAR) must be completed for the crash, and the crash must involve at least one motor vehicle traveling on a trafficway and must result in property damage, injury, or death. This multi-year analytical user’s manual provides documentation on the historical coding practices of the General Estimates System from 1988 to 2014. In other words, this manual presents the evolution of NASS GES coding from inception through present. The manual includes the data elements that are contained in the NASS GES and other useful information that will enable the users to become familiar with the data system. Fatality Analysis Reporting System (FARS)/NASS GES Coding and Validation Manuals provide more detailed definitions for each data element and attribute for a given year. Years 1995 to current are available at: http://www-nrd.nhtsa.dot.gov/cats/listpublications.aspx?Id=k&ShowBy=DocType. KW - Coding systems KW - Computer program documentation KW - Data dictionaries KW - General Estimates System KW - Highway safety KW - National Automotive Sampling System KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/812215.pdf UR - https://trid.trb.org/view/1377404 ER - TY - RPRT AN - 01583519 AU - Goodwin, Arthur AU - Thomas, Libby AU - Kirley, Bevan AU - Hall, William AU - O'Brien, Natalie AU - Hill, Kate AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Countermeasures That Work: A Highway Safety Countermeasure Guide for State Highway Safety Offices, Eighth Edition, 2015 PY - 2015/11//Final Report SP - 437p AB - The guide is a basic reference to assist State Highway Safety Offices (SHSOs) in selecting effective, evidence-based countermeasures for traffic safety problem areas. These areas include: Alcohol- and Drug-Impaired Driving; Seat Belts and Child Restraints; Speeding and Speed Management; Distracted and Drowsy Driving; Motorcycle Safety; Young Drivers; Older Drivers; Pedestrians; and Bicycles. The guide: • describes major strategies and countermeasures that are relevant to SHSOs; summarizes strategy/countermeasure use, effectiveness, costs, and implementation time; and provides references to the most important research summaries and individual studies. KW - Aged drivers KW - Child restraint systems KW - Costs KW - Countermeasures KW - Cyclists KW - Distraction KW - Drowsiness KW - Drugged drivers KW - Drunk driving KW - Highway safety KW - Implementation KW - Motorcycles KW - Pedestrian safety KW - Research KW - Seat belts KW - Teenage drivers UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812202-CountermeasuresThatWork8th.pdf UR - https://trid.trb.org/view/1376322 ER - TY - SER AN - 01581076 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Estimating Lives and Costs Saved by Motorcycle Helmets With Updated Economic Cost Information PY - 2015/10 SP - 10p AB - In 2013, an estimated 1,630 lives were saved in the United States by motorcycle helmets; an estimated 715 additional fatalities could have been prevented if all motorcyclists had worn helmets. The lives saved resulted in an estimated $2.8 billion saved in economic costs, and $17.3 billion in comprehensive costs, by helmet-wearing motorcyclists. An additional $1.1 billion could have been saved in economic costs, and $7.2 billion in comprehensive costs, if all motorcyclists had worn helmets. The National Highway Traffic Safety Administration (NHTSA) annually provides information on the number of lives saved by the use of Department of Transportation (DOT)-compliant motorcycle helmets, as well as the potential number of lives that could have been saved at 100-percent helmet use. In addition, the economic costs saved by those wearing helmets, and how much could have been saved had all riders worn helmets, are also estimated. This information is provided for each State as well as the nation as a whole. A recently published report, The Economic and Societal Impact of Motor Vehicle Crashes, 2010 (Revised) (Blincoe, Miller, Zaloshnja, & Lawrence, 2015), updated the cost information used with these estimates. This Research Note provides information on how NHTSA determines estimates of lives and costs saved by the use of motorcycle helmets, principally presenting updated economic cost estimate data. The Appendix details the process for calculating these estimates. KW - Costs KW - Estimating KW - Fatalities KW - Methodology KW - Motorcycle crashes KW - Motorcycle helmets KW - Motorcyclists KW - States KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812206.pdf UR - https://trid.trb.org/view/1375062 ER - TY - SER AN - 01580988 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Liu, Y AU - Singh, S AU - Subramanian, R TI - Motor Vehicle Traffic Crashes as a Leading Cause of Death in the United States, 2010 and 2011 PY - 2015/10 SP - 5p AB - This Research Note examines the status of motor vehicle crashes as a leading cause of death in the United States in 2010 and 2011. In 2011, for the third year in a row, motor vehicle traffic crashes were not among the top 10 causes of death in the United States. Motor vehicle crashes were the 12th leading cause of death during 2011 as compared to their rank as the 11th leading cause of death in 2010. When ranked by age, motor vehicle traffic crashes were the number one cause of death in 2011 among people ages 8, 13, 14 and every age 16 through 25. In contrast, motor vehicle traffic crashes were the number one leading cause of death for people ages 13 through 25 in 2010. This continued drop in the rank of motor vehicle traffic crashes as a leading cause of death is attributed to a significant (25%) decline in motor vehicle traffic fatalities over the period 2005 to 2011. Nevertheless, despite this drop, motor vehicle traffic crashes continue to be among the top 10 leading causes of death among the younger age groups. In order to highlight the tremendous toll that motor vehicle traffic crashes take on the younger population, the National Center for Statistics and Analysis also included the ranking based on the years of life lost, i.e., the number of years a person would have lived had he/she not died. Accordingly, this study found that while motor vehicle traffic crashes ranked 12th overall as a cause of death in 2011, they were ranked as high as 7th in terms of the years of life lost. Similarly, in 2010, motor vehicle traffic crashes ranked 11th overall as a cause of death and 6th in terms of the years of life lost. KW - Age groups KW - Fatalities KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812203.pdf UR - https://trid.trb.org/view/1374057 ER - TY - ABST AN - 01618803 TI - Evaluation of Community-Oriented Enforcement Demonstrations AB - Starting in 2017, National Highway Traffic Safety Administration (NHTSA) will engage in two demonstration projects: "Building Community Support for Seat Belt Enforcement" and "Support for Impaired Driving Enforcement." These demonstration projects are based upon existing law enforcement models and will be used to increase public awareness and build community support for law enforcement efforts in seat belt and alcohol-impaired driving enforcement. This project will include an evaluation of the effectiveness of community-oriented seat belt and impaired driving enforcement modeled after proven law enforcement models with respect to increasing community support for enforcement, a process evaluation to document the implementation, an outcome evaluation including changes in community awareness of and attitudes towards enforcement, and to the extent possible, a safety impact evaluation. KW - Alcohol breath tests KW - Awareness KW - Drunk driving KW - Evaluation KW - Impaired drivers KW - Seat belt use KW - Traffic law enforcement UR - https://trid.trb.org/view/1440009 ER - TY - ABST AN - 01607470 TI - Awareness and Availability of Child Passenger Safety Information Resources AB - Many information resources are available to aid parents and caregivers with proper and accurate child restraint system selection and installation including hands-on instruction. In 1998, National Highway Traffic Safety Administration (NHTSA) implemented a program for training and certifying child passenger safety technicians (CPSTs). Presently, Safe Kids Worldwide hosts Child Car Seat Inspection Stations nationwide, which provide parents and caregivers an opportunity to receive one-on-one instruction regarding proper use and installation of child restraints from a certified CPST. Unfortunately, this resource seems to be underutilized, and it is unclear what obstructs and what encourages use of this resource. This research will use a survey to assess the awareness and availability of child passenger safety information resources including the degree of awareness parents and caregivers have of Child Passenger Safety Technicians and inspection stations; the relationships between parent and caregiver confidence, risk perception, and the intent to visit an inspection station; and barriers to use of inspection stations. KW - Awareness KW - Child restraint systems KW - Inspection KW - Installation KW - Parents KW - Passengers KW - Safe Kids (Program) KW - Safety KW - Surveys UR - https://trid.trb.org/view/1418975 ER - TY - ABST AN - 01619673 TI - In-Vehicle Drowsy Driving Detection and Alerting AB - This research project focuses on exploring the currently available and near-term drowsy detection and alerting systems on the market and developing a methodology for determining what warnings and/or specific messages should be provided to drivers to prevent drowsy driving after the detection of drowsiness has occurred. Currently, drowsy driving detection systems provided by Original Equipment Manufacturers alert drivers that they are drowsy by a simple auditory and/or a visual warning. However, it is unlikely that this alert would be sufficient to affect behavior change in many populations of frequent drowsy drivers. To determine what type of alerting strategy is most effective, the project will develop a methodology that will allow in-vehicle alerts and messages to be tested in a motivationally and emotionally valid environment. The project has four objectives. The first objective is to determine and report on the state-of-the-field in regards to commercial systems that detect and alert drivers of their drowsy state. The second is to identify and report on countermeasures and alerting strategies (content and timing) that may ameliorate the effects of drowsy driving and/or persuade drivers to cease driving while drowsy. The third is to identify and report on potential methodologies that will allow for the testing of potential countermeasures and alerting strategies in a driving simulator. The fourth is to perform a pilot-study demonstrating the effectiveness of National Highway Traffic Safety Administration (NHTSA) approved methodologies and countermeasures. KW - Alertness KW - Countermeasures KW - Detectors KW - Driver performance KW - Driving simulators KW - Drowsiness KW - In vehicle sensors KW - Warning systems UR - https://trid.trb.org/view/1440623 ER - TY - ABST AN - 01618725 TI - Understanding Belt Use Beyond Demographic Factors AB - While much progress has been made in raising belt use, targeting the remaining nonusers has posed a challenge. Further understanding these individuals, specifically their attitudes, risk perceptions, and other psychological factors, may prove beneficial for program development and subsequently effective for promoting behavior change. Insight into the psychological make-up and psycho-social patterns of behavior of rare and situational belt users will provide a basis for developing new programs directed at these individuals. The objectives of this project are to determine psychological constructs and psycho-social factors related to belt users and create profiles of user types based on these constructs and demographic factors through a nationally representative survey. The results will yield a more comprehensive picture of belt user groups that can be transitioned to program development. KW - Attitudes KW - Behavior KW - Demographics KW - Psychological aspects KW - Risk assessment KW - Seat belt use KW - Surveys UR - https://trid.trb.org/view/1437008 ER - TY - ABST AN - 01618776 TI - Feasibility of Modeling the Relationship between Seat Belt Program Inputs and Outcomes AB - As States make progress with their occupant protection programs and reach high levels of observed seat belt use, program goals may shift to become more maintenance-oriented, requiring States to make changes in how they allocate their programmatic resources. Such adjustments may include changes in funding and program activity levels for communications, education, and enforcement, for example. Adjusting resources within a program as problems shift and new ones are identified is a key practice of effectively using resources. However, it can sometimes be challenging to gauge how resources should be shifted to maintain the positive program effects already achieved. This objective of this research is to determine the feasibility of modeling the relationship between seat belt program inputs and outcomes with the goal of maintaining high levels of stable seat belt use in high performing States. The project will explore data needed to build such a model and, if feasible, prepare a plan to build it. KW - Feasibility analysis KW - Highway safety KW - Occupant protection devices KW - Resource allocation KW - Safety programs KW - Seat belt use UR - https://trid.trb.org/view/1439920 ER - TY - ABST AN - 01615067 TI - Quantifying Drowsy Driving AB - The National Highway Traffic Safety Administration (NHTSA) uses imputation methods to predict the values of missing alcohol data based upon characteristics of existing data. In the case of alcohol use by drivers, objective measures are available for many cases, and these known values can be used as a basis for imputing missing data. In the case of driver fatigue, objective data are not available, so other methodological and statistical approaches need to be developed to gain a greater understanding of the risks of drowsy driving and incidence of related crashes. By combining multiple methods of determining driver drowsiness and measuring related factors, we will explore the potential of utilizing methods such as those used in alcohol data imputation to generate sound estimates and cross-validate drowsy driving. A number of datasets are currently available that lend themselves to exploring crash numbers and the driving risks associated with drowsy driving. One of the most promising datasets for exploring drowsy driving is from the 2nd Strategic Highway Research Program (SHRP2) naturalistic study. By exploring and linking variables and estimates in the SHRP2 dataset and others, such as NHTSA’s crash databases, NHTSA hopes to create new statistical models and cross-validate findings in order to establish more reliable and valid estimates of drowsy driving crash risks and incidence. KW - Crash causes KW - Crash data KW - Driver performance KW - Drowsiness KW - Fatigue (Physiological condition) KW - Risk assessment KW - Statistical analysis KW - Strategic Highway Research Program 2 UR - https://trid.trb.org/view/1427692 ER - TY - RPRT AN - 01581010 AU - Tidwell, Scott AU - Blanco, Myra AU - Trimble, Tammy AU - Atwood, Jon AU - Morgan, Justin F AU - Virginia Tech Transportation Institute AU - National Highway Traffic Safety Administration TI - Evaluation of Heavy-Vehicle Crash Warning Interfaces PY - 2015/09//Final Report SP - 121p AB - This document describes an evaluation of heavy-vehicle collision warning interfaces as it pertains to the auditory and visual components of a forward collision warning system. The results indicate that drivers receiving an imminent collision warning alert responded significantly quicker than drivers who did not receive an alert to a potential rear-end event. Moreover, the effects of muting other sources of in-cab audio were explored. Participants were able to perform as well or even better when the other audio sources were not muted as long as the alert was salient enough (15 dBA above in-cab noise level). If a visual component is issued as part of the alert in the instrument panel, the data suggests that it may be more effective if presented as an information component, not as the main alert component. This will assist drivers to look at the forward roadway as their first reaction instead of getting drawn to the visual component initially. Data also suggests the auditory component should be the main alerting component in order to elicit the drivers looking to the forward roadway as their first reaction. This result was found to be true in both truck-trailer combination units and motorcoaches. It should be noted that haptic alerts were not considered in this study. KW - Crash avoidance systems KW - Drivers KW - Evaluation KW - Heavy vehicles KW - Information display systems KW - Trucks KW - User interfaces (Computer science) KW - Warning devices UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2015/812191_EvalHeavyVehicleCrashWarnInterface.pdf UR - https://trid.trb.org/view/1373768 ER - TY - SER AN - 01579612 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - KC, Shova TI - Driver Electronic Device Use in 2014 PY - 2015/09 SP - 8p AB - The percentage of drivers text-messaging or visibly manipulating handheld devices increased from 1.7 percent in 2013 to 2.2 percent in 2014; this was a statistically significant increase. Driver handheld cell phone use decreased from 4.6 percent in 2013 to 4.3 percent in 2014; however, this was not a statistically significant decrease. These results are from the National Occupant Protection Use Survey (NOPUS), which provides the only nationwide probability-based observed data on driver electronic device use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The 2014 NOPUS found that handheld cell phone use continued to be higher among female drivers than male drivers. It also found that handheld cell phone use continued to be highest among 16- to 24-year-old drivers and lowest among drivers 70 and older. KW - Age groups KW - Automobile drivers KW - Cellular telephones KW - Gender KW - National Occupant Protection Use Survey (NOPUS) KW - Text messaging KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812197.pdf UR - https://trid.trb.org/view/1372280 ER - TY - SER AN - 01579179 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Fatalities in Traffic Crashes Involving All‑Terrain Vehicles PY - 2015/09 SP - 6p AB - Traffic fatalities related to on-road all-terrain vehicles (ATVs) represented 1 percent of total motor vehicle traffic fatalities each year from 2004 to 2013. The yearly ATV-related fatality counts from 2004 to 2013 ranged from a low of 307 in 2012 to a high of 381 in 2008. Most of these ATV-related fatalities were ATV occupants who were (in no particular order and mutually exclusive): ATV operators (drivers), unhelmeted, killed in single-vehicle crashes, male, killed in rural areas, killed during the weekend, killed during nighttime, and killed between May and September. The majority of ATV occupant fatalities (operators and passengers) were 15 to 24 years old. From 2004 to 2013, an estimated 39 percent of ATV operators involved in fatal crashes were legally alcohol-impaired with blood alcohol concentrations (BACs) of .08 grams per deciliter (g/dL) or higher, compared to 28 percent for motorcycle operators, 23 percent for passenger car drivers, and 22 percent for light-truck drivers. The States with the highest number of ATV occupant fatalities from 2004 to 2013 were West Virginia, Kentucky, Pennsylvania, Florida, and Texas. This research note uses data from the National Highway Traffic Safety Administration's Fatality Analysis Reporting System (FARS) to analyze the crash characteristics and factors associated with many of the ATV-related fatalities. KW - Age KW - All terrain vehicles KW - Crash analysis KW - Crash data KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Gender KW - Helmets KW - States KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/812193.pdf UR - https://trid.trb.org/view/1371189 ER - TY - ABST AN - 01625573 TI - Improved Thermal and Acoustic Comfort for Motorcycle Helmets AB - Wearing a motorcycle helmet that meets the Federal Motor Vehicle Safety Standard (FMVSS) No. 218, “Motorcycle helmets,” is one of the most effective measures available to a rider to reduce the risk of a fatality or serious brain injury in the event of a crash. Nonetheless, many riders choose not to wear a helmet, for a variety of reasons, one of them being that wearing a helmet may be uncomfortable. A factor contributing to helmet comfort is the helmet’s adequate ventilation. Helmets that do not have sufficient ventilation may be uncomfortable, especially when worn in warm weather. Designing and manufacturing helmets with effective means to ventilate, are comfortable and meet safety standards is challenging. The activities of this phase of the research project will focus on concept development for a helmet ventilation system that provides adequate ventilation yet complies with the safety requirements in FMVSS No. 218. The proposed ventilation system should result in a helmet that improves the comfort of the helmet, is convenient and easy to use, affordable, and does not introduce new risks to the rider. The outcome of the six-month effort will be a maximum of three concepts for helmets with ventilation systems. At lest one of the candidate helmets must meet all of FMVSS No 218 requirements. The concept development will include a design and supporting documentation and some simulation to evaluate its potential effectiveness. KW - Acoustics KW - Comfort KW - Crash injuries KW - Fatalities KW - Federal Motor Vehicle Safety Standards KW - Motorcycle crashes KW - Motorcycle helmets KW - Simulation UR - https://trid.trb.org/view/1453685 ER - TY - RPRT AN - 01576280 AU - Mazzae, Elizabeth N AU - Baldwin, G H Scott AU - Andrella, Adam AU - Smith, Larry A AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Adaptive Driving Beam Headlighting System Glare Assessment PY - 2015/08//Final Report SP - 201p AB - This report summarizes the National Highway Traffic Safety Administration's (NHTSA’s) evaluation of existing European adaptive driving beam headlighting systems. “Adaptive Driving Beam" (ADB) is a type of adaptive front-lighting system that automatically enables upper beam headlamps and adapts their beam patterns to create a shaded area around oncoming and preceding vehicles to improve long-range visibility for the driver without causing discomfort, distraction, or glare to other road users. In recent years, Europe and Japan have begun to allow adaptive beam headlighting systems as optional equipment. Using Economic Commission for Europe (ECE) test procedure maneuver scenarios for ADB and glare limit values derived from current static beam pattern information in Federal Motor Vehicle Safety Standard (FMVSS) No. 108, the amount of glare cast on other vehicles by ADB systems was assessed. Overall in these tests, ADB was shown to have the ability to dynamically adapt the headlamp beams to shade oncoming and preceding vehicles. However, in many cases, ADB illuminance levels exceeded that of lower beam mode in the location of other vehicles. In particular, tested ADB systems exceeded derived lower beam glare limit values in curve scenarios involving both the ADB-equipped vehicle and other vehicle moving, and in intersection scenarios. Some ADB systems were also unable to control glare to lower beam levels in scenarios involving a motorcycle. This effort was successful in objectively assessing the performance of European ADB headlighting systems. A comprehensive objective test procedure was achieved. The test procedure was developed based on driving scenarios from the ECE R48 test procedure and incorporated use of the glare limit values derived from existing static beam pattern requirements of FMVSS No. 108. Existing FMVSS No. 108 requirements and the work summarized here together can provide a basis for performance criteria and an objective test procedure for ADB headlighting systems. KW - Adaptive control KW - Evaluation KW - Glare KW - Headlamps KW - Test procedures UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2015/812174_LightingADB.pdf UR - https://trid.trb.org/view/1369980 ER - TY - RPRT AN - 01575837 AU - Blanco, Myra AU - Atwood, Jon AU - Vasquez, Holland M AU - Trimble, Tammy E AU - Fitchett, Vikki L AU - Radlbeck, Joshua AU - Fitch, Gregory M AU - Russell, Sheldon M AU - Green, Charles A AU - Cullinane, Brian AU - Morgan, Justin F AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Human Factors Evaluation of Level 2 and Level 3 Automated Driving Concepts PY - 2015/08//Final Report SP - 320p AB - The purpose of this study was to investigate user interactions with Level 2 and Level 3 partially automated vehicles. L2 and L3 were of interest because it is at this point where the driver’s role transitions and longitudinal and lateral control are ceded in varying degrees to the vehicle. At this point, the driver becomes an intermittent operator. For L2 and L3, the level of involvement by the human might vary. Therefore, the authors use the term operator as opposed to driver. The study focused on how these intermittent operators transition between automated and non-automated vehicle operation, and how this interaction is affected by the human-machine interface (HMI). Three experiments were performed with prototype partially automated vehicles on controlled test tracks in mixed traffic. The first experiment investigated which HMI characteristics are most effective at issuing a take-over request (TOR) during the operation of an L2 automated vehicle. The second experiment investigated how to prompt operators to attend to the road when distracted during the operation of an L2 automated vehicle, and whether these prompts are effective over time. The third experiment investigated which HMI characteristics are most effective at issuing a TOR during the operation of an L3 automated vehicle. The findings suggest that the most effective hand-off strategies were those that incorporated nonvisual components. The driver engagement patterns observed in this study provide data and evidence that could support the future development of human factors design principles for L2 and L3 partially automated vehicles. KW - Automation KW - Driver vehicle interfaces KW - Human factors KW - Human machine interface KW - Intelligent vehicles KW - Prototypes KW - Test tracks UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2015/812182_HumanFactorsEval-L2L3-AutomDrivingConcepts.pdf UR - https://trid.trb.org/view/1367054 ER - TY - RPRT AN - 01583518 AU - Rudd, Rodney AU - Prasad, Aloke AU - Weston, Doug AU - Wietholter, Kedryn AU - National Highway Traffic Safety Administration AU - TRC Incorporated TI - Functional Assessment of Unattended Child Reminder Systems PY - 2015/07 SP - 76p AB - Leaving an unattended child in a parked automobile can lead to heat stroke and death, even if only left for a few minutes. Child deaths from automobile-related heat stroke occur with lower frequency than those that occur in traffic crashes, but the nature of these completely preventable deaths warrants special attention. A young child’s inability to exit the vehicle on his/her own combined with a low tolerance for elevated temperatures requires that children never be left unattended in an automobile. The National Highway Traffic Safety Administration (NHTSA) has conducted research and supported public awareness efforts in an attempt to address the problem of children dying of heat stroke after being left unattended in a parked vehicle or by gaining access to a parked vehicle. The largest subset of fatalities is children who have been unintentionally left in the vehicle by the driver or caregiver upon arrival at the destination. Acknowledging that technology may help to prevent cases of forgotten children, NHTSA has investigated electronic reminder devices developed specifically to address this problem. With this document, NHTSA describes observations of system capabilities and outlines its new methodology for a functional assessment of both add-on and integrated reminder systems. The document includes results from the functional assessments of several of these commercially available products. The test methodology presented in this document may help innovators bring more robust child safety products to market. KW - Audible warning devices in vehicles KW - Children KW - Evaluation and assessment KW - Occupant protection devices KW - Reminder systems KW - Technological innovations KW - Test procedures KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/812187_UnattendedChildReminderSystems.pdf UR - https://trid.trb.org/view/1377468 ER - TY - RPRT AN - 01577531 AU - National Highway Traffic Safety Administration AU - M. Davis and Company, Incorporated TI - National Telephone Survey of Reported and Unreported Motor Vehicle Crashes PY - 2015/07 SP - 244p AB - The National Highway Traffic Safety Administration (NHTSA) publishes crash statistics based on police accident reports, but many crashes are never reported by the police. In 1981 NHTSA sponsored a telephone survey to estimate the incidence of unreported crashes. That survey estimated 47 percent of crashes go unreported. In 2008 NHTSA paid for an updated survey, reported here. The present survey, completed in 2010, collected data on 2,299 crashes, 697 of which were unreported to police. When the data were properly weighted, the participant responses indicated that approximately 30 percent of crashes go unreported. In both surveys the crashes were mostly property-damage-only crashes, although some unreported injury crashes were found. However, the data in this report is only one aspect of the unreported crash problem. See Chapter 5 of The Economic and Societal Impact of Motor Vehicle Crashes, 2010 (DOT HS 812 013), for a more thorough explanation of this problem. KW - Crash injuries KW - Motor vehicles KW - Police reports KW - Surveys KW - Traffic crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812183.pdf UR - https://trid.trb.org/view/1370634 ER - TY - RPRT AN - 01570626 AU - Governors Highway Safety Association AU - National Highway Traffic Safety Administration TI - Mapping to MMUCC: A Process for Comparing Police Crash Reports and State Crash Databases to the Model Minimum Uniform Crash Criteria PY - 2015/07 SP - 34p AB - The Model Minimum Uniform Crash Criteria (MMUCC) Guideline, Fourth Edition (2012), is a voluntary guideline designed to help States determine what crash data to collect on their police accident reports (PARs) and what data to code and carry in their crash databases. The MMUCC Guideline does not provide States with guidance on implementation. States have their own data collection guidelines, which has resulted in substantial variation among States regarding how and what crash data is collected across jurisdictions and what data is maintained on their crash databases. States often use different formats and names for data elements and attributes or they may combine (or split) elements and attributes. As a result, it is very difficult to compare or share crash data among States, between State and Federal data sets, and—in some cases—even between different agencies within a State. To assist States in evaluating their consistency with MMUCC, the National Highway Traffic Safety Administration (NHTSA) and the Governors Highway Safety Association (GHSA) have developed a methodology for mapping the data collected on PARs and the data entered and maintained on crash databases to the data elements and attributes in the MMUCC Guideline. This methodology is intended to standardize how States compare both their PARs and their crash databases to MMUCC. The process recognizes that while State data systems often use different terminology and formatting, different data sets often can be mapped to the recommended MMUCC data elements and attributes. KW - Crash data KW - Crash reports KW - Data collection KW - Databases KW - Guidelines KW - Model Minimum Uniform Crash Criteria KW - Police reports KW - States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812184.pdf UR - https://trid.trb.org/view/1361874 ER - TY - SER AN - 01587761 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2013 Data: Speeding PY - 2015/06 SP - 7p AB - There were 32,719 traffic fatalities in 2013, among them 9,613 (29%) in speeding-related crashes. The number of speeding-related fatalities in 2013 decreased by 7% from 10,329 in 2012 to 9,613. In 2013, about 35% of 15- to 20-year-old and 21- to 24-year-old male drivers involved in fatal crashes were speeding, the highest among all age groups. In 2013, some 42% of the speeding drivers in fatal crashes had blood alcohol concentrations (BACs) of .08 grams per deciliter (g/dL) or higher, compared to 16% of non-speeding drivers. In 2013, of motorcycle riders involved in fatal crashes, 34% were speeding, more than drivers of any other vehicle type. In fatal crashes in 2013, fewer than half (49%) of speeding passenger vehicle drivers were restrained at the time of the crashes, compared to 78% of non-speeding passenger vehicle drivers. In 2013, only 13% of speeding-related fatalities occurred on Interstate highways. Additional statistics on speeding-related fatal crashes in 2013 are provided in this traffic safety fact sheet. KW - Age groups KW - Blood alcohol levels KW - Drivers KW - Fatalities KW - Gender KW - Motorcyclists KW - Seat belt use KW - Speeding KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812162.pdf UR - https://trid.trb.org/view/1378638 ER - TY - RPRT AN - 01583520 AU - National Highway Traffic Safety Administration TI - Overview of NHTSA Priority Plan for Vehicle Safety and Fuel Economy, 2015 to 2017 PY - 2015/06 SP - 22p AB - This plan serves as an internal management tool as well as a means to communicate to the public and regulators in other countries the National Highway Traffic Safety Administration's (NHTSA’s) highest priorities. The hope is that this plan will advance motor vehicle safety by providing information that stakeholders and others can use for their own planning as well as encouraging regulatory cooperation as NHTSA works to improve safety for the American public. The selection of projects as priorities is informed by a wide variety of external and internal factors. The primary driving forces are crash data indicating the areas in greatest need of improvement and knowledge of the technologies that are or can be expected to become available to address those areas. Projects in the plan are organized within the following program areas: Data Improvement, Crash Avoidance and Automation, Electronics Reliability and Security, Pedestrian Safety, Crashworthiness and Post-Crash Safety, Fuel Efficiency and Alternative Fuels, and Consumer Safety Information and Outreach. KW - Alternate fuels KW - Crash avoidance systems KW - Crashworthiness KW - Data collection KW - Fuel conservation KW - Outreach KW - Pedestrian safety KW - Strategic planning KW - Technological innovations KW - Transportation planning KW - U.S. National Highway Traffic Safety Administration KW - Vehicle electronics KW - Vehicle safety UR - http://www.nhtsa.gov/staticfiles/nvs/pdf/NVS_priority-plan-June2015_final.pdf UR - https://trid.trb.org/view/1377474 ER - TY - RPRT AN - 01579222 AU - Scopatz, Robert A AU - Lefler, Nancy AU - Peach, Kara AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration AU - National Highway Traffic Safety Administration TI - State Traffic Records Coordinating Committee Noteworthy Practices PY - 2015/06//Final Report SP - 123p AB - This State Traffic Records Coordinating Committee Noteworthy Practices Guide was developed under the direction of the U.S. Department of Transportation|Traffic Records Coordinating Committee (USDOT|TRCC) as a way to help State TRCCs become more effective. It includes definitions of successful TRCCs and provides examples of noteworthy practices drawn from six case study States and others. The recommendations provide State TRCC Coordinators and Chairs, TRCC participants, and executive leaders with ideas they can adopt and adapt to their own situation. The recommendations point to TRCC roles and responsibilities well beyond those mandated by the Moving Ahead for Progress in the 21st Century (MAP-21) legislation and grant program requirements. Examples from State TRCC noteworthy practices point to roles for the TRCC in traffic records assessments, self-assessments, strategic planning, and performance measurement. Formal foundational documents and a purposeful focus on relationship building are seen as keys to success. KW - Best practices KW - Case studies KW - Coordination KW - Crash data KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Performance measurement KW - Recommendations KW - Records management KW - Strategic planning KW - Traffic data UR - http://safety.fhwa.dot.gov/rsdp/downloads/trcc_noteworthy.pdf UR - https://trid.trb.org/view/1370741 ER - TY - RPRT AN - 01575835 AU - Reinhart, Thomas E AU - Southwest Research Institute AU - National Highway Traffic Safety Administration TI - Commercial Medium- and Heavy-Duty Truck Fuel Efficiency Technology Study - Report #1 PY - 2015/06//Technical Report SP - 302p AB - This research project is to inform the National Highway Traffic Safety Administration (NHTSA) and the Environmental Protection Agency's (EPA’s) development of Phase 2 Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles (Class 2b – 8). A literature review is used to identify potential fuel saving technologies and review the state of the art. A large number of engine and vehicle technologies are selected for additional analysis, and their fuel saving performance is simulated to project the fuel savings potential of each technology over a wide range of duty cycles. Wherever possible, experimental data are used to inform and validate the simulation results. All baseline engine and vehicle models are validated against experimental data. Trade-offs between engine-out NOx levels and fuel consumption are reviewed. There is a review of fuel consumption, fuel economy, and greenhouse gas (GHG) metrics, and of test and analysis procedures. The existing international truck fuel consumption and GHG regulations are compared and contrasted. Certification issues are explored, including the potential for including trailers in future regulations. KW - Experimental data KW - Fuel consumption KW - Fuel efficiency KW - Greenhouse gases KW - Heavy duty trucks KW - Literature reviews KW - Medium trucks KW - Nitrogen oxides KW - Simulation KW - State of the art KW - Technology assessment UR - http://www.nhtsa.gov/staticfiles/rulemaking/pdf/cafe/812146-CommercialMDHD-TruckFuelEfficiencyTechStudy%E2%80%93Report1.pdf UR - https://trid.trb.org/view/1367057 ER - TY - RPRT AN - 01575493 AU - National Highway Traffic Safety Administration TI - Phase 2 Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles Draft EIS PY - 2015/06 SP - v.p. AB - This Draft Environmental Impact Statement (Draft EIS) analyzes the environmental impacts of fuel efficiency standards and reasonable alternative standards for model years 2018 and beyond for medium- and heavy-duty engines and vehicles that the National Highway Traffic Safety Administration (NHTSA) has proposed under the Energy Policy and Conservation Act, as amended. Environmental impacts analyzed in this Draft EIS include those related to fuel and energy use, air quality, and climate change. In developing the proposed Medium- and Heavy-Duty Fuel Efficiency Improvement Program, NHTSA sought to achieve the maximum feasible improvement in fuel efficiency, accounting for technological feasibility, appropriateness, and cost effectiveness, as well as relevant environmental and safety considerations. The proposal is consistent with President Obama’s directive to improve the fuel efficiency of and reduce greenhouse gas emissions from model year 2018 and beyond medium- and heavy-duty vehicles through coordinated Federal standards. KW - Air quality KW - Climate change KW - Energy consumption KW - Energy Policy and Conservation Act KW - Environmental impact statements KW - Fuel consumption KW - Fuel efficiency KW - Greenhouse gases KW - Heavy duty vehicles KW - Medium duty vehicles KW - Standards UR - http://ntl.bts.gov/lib/55000/55200/55224/Appendix_A_AirQuality.pdf UR - http://ntl.bts.gov/lib/55000/55200/55224/Appendix_B_ScopingComments.pdf UR - http://ntl.bts.gov/lib/55000/55200/55224/Appendix_C_LCA-Studies.pdf UR - http://ntl.bts.gov/lib/55000/55200/55224/Draft_Environmental_Impact_Statement_for_Phase_2_MDHD_Fuel_Efficiency_Standards.pdf UR - https://trid.trb.org/view/1366774 ER - TY - RPRT AN - 01574121 AU - Collins, William D AU - Evans, Larry AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Measurement of School Bus Pedal Dimensions PY - 2015/06 SP - 181p AB - The National Transportation Safety Board (NTSB) investigated four crashes of school buses and one of a fire truck, all of which occurred from 2005 to 2009 and concluded that these accidents were consistent with pedal misapplication. Among the NTSB recommendations was that the National Highway Traffic Safety Administration (NHTSA) analyze pedal configurations in heavy vehicles to determine the effect of pedal design on the driver’s task. This research was performed at NHTSA’s Vehicle Research and Test Center (VRTC), in East Liberty, Ohio, to provide an overview of the range of typical pedal dimensions in school buses. However, analysis to determine the effect of pedal design on the driver’s task was beyond the scope of this study. NHTSA identified 21 dimensions based on the SAE J1100 standard and also developed a procedure capable of determining pedal position. Two additional dimensions were used for the analysis of the transit style buses to account for the steering column position. The dimensions for 24 Type C (conventional style) buses and 8 Type D (transit style) buses were measured and compared. Only the stepover distance, the seat cushion width, and the steering wheel width and height were not significantly different between the two types. The Type C buses measured were assembled by three different manufacturers, Bluebird Corporation, Fort Valley, GA; IC Corporation, Warrenville, IL (a subsidiary of Navistar); and Thomas Built Corporation, High Point, NC (a subsidiary of Daimler Trucks, N.A.). The Bluebird and Thomas Built buses were the most similar, but they had statistically significant differences in the brake pedal width and the stepover distance from the face planes of the pedals, as well as some differences in seating position. The IC buses were statistically different in 11 and 12 of 21 measurements from the Bluebird and Thomas Built buses, respectively. The dimensions for six Type D buses manufactured by Bluebird and two by Thomas were measured. The dimensions were statistically different in only 8 of the 23 dimension measured. Most of the differences were smaller distances from the pedals to the “tunnel” on the right side of the pedals for the Bluebird buses. The measurements for the 32 buses were compared to the dimensions of 101 passenger vehicles. Seventeen of the 21 dimensions were statistically different. Even though the means were different, the distributions of values had considerable overlap. The variables that had little overlap were that the bus accelerator and brake pedals had a shorter overall travel to the floor, and the steering wheel was farther from the floor and pedals for buses than for the passenger vehicles. The dimensions of both the Type C and Type D buses were compared to the average dimensions of the passenger cars. The measurements of Type D buses differed from passenger cars in nearly every dimension. Only the distance from the accelerator to the tunnel and the seat cushion width were not significantly different, and for 14 of the dimensions there was no overlap between the outliers of the 2 distributions. The Type C buses were more similar to passenger car dimensions, differing in 10 of the 21 dimensions measured, with only the height and size of the steering wheel having no overlap between the distributions. KW - Automobiles KW - Brake pedals KW - Pedals KW - School buses KW - Size KW - Steering wheels KW - Transit buses KW - Vehicle design UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Child Safety Crashworthiness Research/812168-SchoolBusPedalDimensions.pdf UR - https://trid.trb.org/view/1363781 ER - TY - RPRT AN - 01574026 AU - Lascurain, Mary Beth AU - Oak Ridge National Laboratory AU - National Highway Traffic Safety Administration AU - Federal Motor Carrier Safety Administration TI - Effects of Tire Rolling Resistance on Class 8 Tractor-trailer Stopping Distance PY - 2015/06 SP - 51p AB - The Federal Motor Carrier Safety Administration and National Highway Traffic Safety Administration conducted a joint test program through Oak Ridge National Laboratory to explore the effects of tire rolling resistance levels on Class 8 tractor-trailer stopping distance performance over a range of loading and surface conditions. The objective was to determine whether there is a relationship between tire rolling resistance and stopping distance for vehicles of this type. The results of this research suggest that tire rolling resistance is not a reliable indicator of Class 8 tractor-trailer stopping distance. The correlation coefficients (R2 values) for linear regressions of wet and dry stopping distance versus overall vehicle rolling resistance values did not meet the minimum threshold for statistical significance for any of the test conditions. Correlation between the tire coefficient of rolling resistance (CRR) and stopping distance was found to be negligible for the dry tests for both loading conditions. While correlation was higher for the wet testing (showing a slight trend in which lower CRRs correspond to longer stopping distances), it still did not meet the minimum threshold for statistical significance. In terms of compliance with Federal safety standards, it was found that the stopping distance performance of the vehicle with the four tire sets studied in this research (with estimated tractor CRRs which varied by 33%), were well under the Federal Motor Vehicle Safety Standards No. 121 stopping distance requirements. KW - Linear regression analysis KW - Rolling resistance KW - Stopping distances KW - Tires KW - Tractor trailer combinations UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2015/812176-TireRollResistClass8TractrTrailrStopDistPerfm.pdf UR - https://trid.trb.org/view/1363780 ER - TY - RPRT AN - 01571972 AU - Schubert, Ray AU - Chan, Michael AU - Law, Karen AU - Southwest Research Institute AU - Tetra Tech, Incorporated AU - National Highway Traffic Safety Administration TI - Commercial Medium- and Heavy-Duty Truck Fuel Efficiency Technology Cost Study PY - 2015/06//Technical Report SP - 279p AB - This report accompanies the work performed by Southwest Research Institute (SwRI) in collaboration with the National Highway Traffic Safety Administration on fuel efficiency and emissions reduction technologies. Technologies are evaluated for medium- and heavy-duty vehicles for model years 2019 and beyond. Based on the list of technologies and configurations identified by SwRI, this report examines the costs of implementation in constant 2011 U.S. dollars in the areas of incremental retail prices and life cycle cost elements. Incremental retail prices are evaluated relative to the prices of the specific baseline technologies that would otherwise be used in the vehicles if the fuel efficiency and emissions reduction technologies were not implemented. These prices include the technology components as well as their installation and incorporation in the vehicle. These prices account for all costs associated with the manufacturers and suppliers’ production and sale of the technologies to the retail purchaser. The life cycle cost element examines the costs of using the technologies during the vehicles’ lifetimes and are intended to inform separate, full-scale, life-cycle analysis. This report provides the overall details of the costing methodology and findings of the study. Note: This report was subjected to external peer review per Office of Management and Budget (OMB) guidelines for a Highly Influential Scientific Assessment (HISA). Material from the peer review process are publicly available in accompanying documents. KW - Costs KW - Evaluation KW - Fuel consumption KW - Heavy duty trucks KW - Life cycle costing KW - Medium trucks KW - Pollutants KW - Technological innovations UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2015/812177-ComMedHDTruckFuelEfficTechCostStudy.pdf UR - https://trid.trb.org/view/1363226 ER - TY - RPRT AN - 01571961 AU - Forkenbrock, Garrick J AU - Snyder, Andrew S AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NHTSA’s 2014 Automatic Emergency Braking Test Track Evaluations PY - 2015/06//Final Report SP - 60p AB - National Highway Traffic Safety Administration's (NHTSA’s) 2014 light vehicle automatic emergency braking (AEB) test program evaluated the ability of four vehicles, a 2014 Acura MDX, a 2014 BMW i3, a 2015 Hyundai Genesis, and a 2014 Jeep Grand Cherokee, to be tested with the agency’s August 2014 draft crash‐imminent braking (CIB) and dynamic brake support (DBS) test procedures.  The maneuvers were successfully validated and the performance of the vehicles compared to a common set of draft assessment reference values (ARVs).  None of the vehicles discussed in this report were able to satisfy all CIB ARVs if their performance was considered against a “seven of eight” evaluation criteria, and only the Jeep Grand Cherokee was able to satisfy the DBS ARVs during at least seven of eight trials for each test condition. The Jeep Grand Cherokee was evaluated with NHTSA’s AEB test procedures once a month for four months to assess test repeatability and to examine the effect of nominal calendar month and ambient temperature.  Statistically significant differences were present in month‐to‐month speed reductions for the lead vehicle stopped tests performed with CIB and for the lead vehicle decelerates‐to‐a‐stop tests performed with DBS.  However, these differences were < 1.0 mph (1.6 km/h), not believed to be practically significant, and did not affect the ability of the vehicle to satisfy the ARVs during at least seven of eight trials for each test condition.  Ambient temperatures within a range of 49 to 81ºF (9.4 to 27.2ºC) were not found to have a meaningful effect on mean speed reduction or speed reduction variability. The tests described in this report were based on the agency’s August 2014 draft AEB procedures, but included some minor differences to address unique situations that occurred during test conduct. These differences were intended to provide clarification, not to affect (increase) test severity. KW - Automatic braking KW - Braking performance KW - Dynamic braking KW - Evaluation KW - Light vehicles KW - Performance tests KW - Temperature UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2015/812166-2014AutomaticEmergencyBrakingTestTrackEval.pdf UR - https://trid.trb.org/view/1363227 ER - TY - RPRT AN - 01570518 AU - Brecher, Aviva AU - Epstein, Aexander K AU - Breck, Andrew AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Review and Analysis of Potential Safety Impacts of and Regulatory Barriers to Fuel Efficiency Technologies and Alternative Fuels in Medium- and Heavy-Duty Vehicles PY - 2015/06//Technical Report SP - 193p AB - This report summarizes a safety analysis of medium- and heavy-duty vehicles (MD/HDVs) equipped with fuel efficiency (FE) technologies and/or using alternative fuels (natural gas-CNG and LNG, propane, biodiesel and power train electrification). The study included a comprehensive literature review, complemented with inputs from subject matter experts (SMEs), and a scenario-based hazard analysis. Specific FE technologies examined include: Intelligent Transportation Systems (ITS) and telematics, speed limiters, idle reduction devices, tire technologies (single-wide tires, tire pressure monitoring systems-TPMS and Automated Tire Inflation Systems-ATIS), aerodynamic components, long combination vehicles (LCVs) and lightweighting materials. Federal and State safety regulations, and voluntary technical standards affecting MD/HDV fleet adoption of FE technologies and alternative fuels were discussed, and potential regulatory barriers identified. The findings suggest that the potential safety hazards identified can be prevented or mitigated by complying with safety regulations and voluntary standards and industry best practices. The study did not identify any major regulatory barriers to rapid adoption of FE technologies and alternative fuels by the MD/HDV fleet. KW - Aerodynamic features (Vehicle body components) KW - Alternate fuels KW - Buses KW - Compliance KW - Fuel efficiency KW - Heavy duty trucks KW - Heavy duty vehicles KW - Idle reduction KW - Intelligent transportation systems KW - Lightweight materials KW - Literature reviews KW - Longer combination vehicles KW - Medium trucks KW - Safety analysis KW - Safety regulations KW - Speed limiters KW - Telematics KW - Tires KW - Vehicle fleets UR - http://ntl.bts.gov/lib/55000/55100/55162/812159-RevSafetyImpactsRegulatoryFuelEfficiencyTechMDHD.pdf UR - https://trid.trb.org/view/1361255 ER - TY - SER AN - 01570264 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Greenwall, N K TI - National Child Restraint Use Special Study PY - 2015/06 SP - 2p AB - From June to August of 2011 the National Highway Traffic Safety Administration conducted the National Child Restraint Use Special Study (NCRUSS). This survey was nationally representative, with data collected at 24 randomly selected geographic areas in the United States. The survey data includes observations of the restraint systems of child passengers from birth to age 8, conducted by certified child passenger safety technicians, as well as associated interview data given by the drivers of these child passengers. In total, 4,167 complete observations (child restraint inspections with driver interviews) were gathered by the research staff. The Study documents how car seats and booster seats are used in the field, drivers’ attitudes and beliefs about car seats and booster seats and their confidence with installing them, and lower anchor connectors and tether strap installations. Misuse of car seats and boosters seats can be derived from the study, which resulted in an estimated 46 percent combined rate of misuse for car seats and booster seats. Incorrect amount of recline, loose car seat installation, and improper lap belt position were the most observed misuses for rear-facing car seats, forward-facing car seats, and booster seats, respectively. KW - Attitudes KW - Child restraint systems KW - Children KW - Drivers KW - Lower Anchors and Tethers for Children (LATCH) KW - Surveys KW - United States KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/812157.pdf UR - https://trid.trb.org/view/1360888 ER - TY - CONF AN - 01568758 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Sunnevång, Cecilia AU - Sui, Bo AU - Lindkvist, Mats AU - Krafft, Maria TI - Census Study of Real-Life Near-Side Crashes with Modern Side Airbag-Equipped Vehicles in the United States PY - 2015/06 VL - 16 IS - sup1 SP - pp S117-S124 AB - This study aimed to investigate the crash characteristics, injury distribution, and injury mechanisms for Maximum Abbreviated Injury Score (MAIS) 2+ injured belted, near-side occupants in airbag-equipped modern vehicles. Furthermore, differences in injury distribution for senior occupants compared to non-senior occupants was investigated, as well as whether the near-side occupant injury risk to the head and thorax increases or decreases with a neighboring occupant. Method: National Automotive Sampling System's Crashworthiness Data System (NASS-CDS) data from 2000 to 2012 were searched for all side impacts (GAD LR, all principal direction of force) for belted occupants in modern vehicles (model year >1999). Rollovers were excluded, and only front seat occupants over the age of 10 were included. Twelve thousand three hundred fifty-four MAIS 2+ injured occupants seated adjacent to the intruding structure (near-side) and protected by at least one deployed side airbag were studied. To evaluate the injury risk influenced by the neighboring occupant, odds ratio with an induced exposure approach was used. The most typical crash occurred either at an intersection or in a left turn where the striking vehicle impacted the target vehicle at a 60 to 70° angle, resulting in a moderate change of velocity (delta-V) and intrusion at the B-pillar. The head, thorax, and pelvis were the most frequent body regions with rib fracture the most frequent specific injury. A majority of the head injuries included brain injuries without skull fracture, and non-senior rather than senior occupants had a higher frequency of head injuries on the whole. In approximately 50% of the cases there was a neighboring occupant influencing injury outcome. Compared to non-senior occupants, the senior occupants sustained a considerably higher rate of thoracic and pelvis injuries, which should be addressed by improved thorax side airbag protection. The influence on near-side occupant injury risk by the neighboring occupant should also be further evaluated. Furthermore, side airbag performance and injury assessments in intersection crashes, especially those involving senior occupants in lower severities, should be further investigated and side impact dummy biofidelity and injury criteria must be determined for these crash scenarios. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Age groups KW - Air bags KW - Crash injuries KW - Injury severity KW - Occupant kinetics KW - Risk assessment KW - Side crashes UR - http://dx.doi.org/10.1080/15389588.2015.1022895 UR - https://trid.trb.org/view/1355927 ER - TY - CONF AN - 01568757 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Schwartz, Doron AU - Guleyupoglu, Berkan AU - Koya, Bharath AU - Stitzel, Joel D AU - Gayzik, F. Scott TI - Development of a Computationally Efficient Full Human Body Finite Element Model PY - 2015/06 VL - 16 IS - sup1 SP - pp S49-S56 AB - A simplified and computationally efficient human body finite element model is presented. The model complements the Global Human Body Models Consortium (GHBMC) detailed 50th percentile occupant (M50-O) by providing kinematic and kinetic data with a significantly reduced run time using the same body habitus. The simplified occupant model (M50-OS) was developed using the same source geometry as the M50-O. Though some meshed components were preserved, the total element count was reduced by remeshing, homogenizing, or in some cases omitting structures that are explicitly contained in the M50-O. Bones are included as rigid bodies, with the exception of the ribs, which are deformable but were remeshed to a coarser element density than the M50-O. Material models for all deformable components were drawn from the biomechanics literature. Kinematic joints were implemented at major articulations (shoulder, elbow, wrist, hip, knee, and ankle) with moment vs. angle relationships from the literature included for the knee and ankle. The brain of the detailed model was inserted within the skull of the simplified model, and kinematics and strain patterns are compared. The M50-OS model has 11 contacts and 354,000 elements; in contrast, the M50-O model has 447 contacts and 2.2 million elements. The model can be repositioned without requiring simulation. Thirteen validation and robustness simulations were completed. This included denuded rib compression at 7 discrete sites, 5 rigid body impacts, and one sled simulation. Denuded tests showed a good match to the experimental data of force vs. deflection slopes. The frontal rigid chest impact simulation produced a peak force and deflection within the corridor of 4.63 kN and 31.2%, respectively. Similar results vs. experimental data (peak forces of 5.19 and 8.71 kN) were found for an abdominal bar impact and lateral sled test, respectively. A lateral plate impact at 12 m/s exhibited a peak of roughly 20 kN (due to stiff foam used around the shoulder) but a more biofidelic response immediately afterward, plateauing at 9 kN at 12 ms. Results from a frontal sled simulation showed that reaction forces and kinematic trends matched experimental results well. The robustness test demonstrated that peak femur loads were nearly identical to the M50-O model. Use of the detailed model brain within the simplified model demonstrated a paradigm for using the M50-OS to leverage aspects of the M50-O. Strain patterns for the 2 models showed consistent patterns but greater strains in the detailed model, with deviations thought to be the result of slightly different kinematics between models. The M50-OS with the deformable skull and brain exhibited a run time 4.75 faster than the M50-O on the same hardware. The simplified GHBMC model is intended to complement rather than replace the detailed M50-O model. It exhibited, on average, a 35-fold reduction in run time for a set of rigid impacts. The model can be used in a modular fashion with the M50-O and more broadly can be used as a platform for parametric studies or studies focused on specific body regions. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Biodynamics KW - Crash injuries KW - Crash victim simulation KW - Dummies KW - Impact tests KW - Injury severity KW - Occupant kinetics UR - http://dx.doi.org/10.1080/15389588.2015.1021418 UR - https://trid.trb.org/view/1355926 ER - TY - CONF AN - 01568756 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Hierlinger, T AU - Lienkamp, M AU - Unger, J AU - Unselt, T TI - Potential of a Precrash Lateral Occupant Movement in Side Collisions of (Electric) Minicars PY - 2015/06 VL - 16 IS - sup1 SP - pp S153-S158 AB - In minicars, the survival space between the side structure and occupant is smaller than in conventional cars. This is an issue in side collisions. Therefore, in this article a solution is studied in which a lateral seat movement is imposed in the precrash phase. It generates a pre-acceleration and an initial velocity of the occupant, thus reducing the loads due to the side impact. The assessment of the potential is done by numerical simulations and a full-vehicle crash test. The optimal parameters of the restraint system including the precrash movement, time-to-fire of head and side airbag, etc., are found using metamodel-based optimization methods by minimizing occupant loads according to European New Car Assessment Programme (Euro NCAP). The metamodel-based optimization approach is able to tune the restraint system parameters. The numerical simulations show a significant averaged reduction of 22.3% in occupant loads. The results show that the lateral precrash occupant movement offers better occupant protection in side collisions. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Electric vehicles KW - Impact tests KW - Mathematical models KW - Miniature automobiles KW - Occupant kinetics KW - Side crashes UR - http://dx.doi.org/10.1080/15389588.2015.1021417 UR - https://trid.trb.org/view/1355925 ER - TY - CONF AN - 01568755 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Antona-Makoshi, Jacobo AU - Eliasson, Erik AU - Davidsson, Johan AU - Ejima, Susumu AU - Ono, Koshiro TI - Effect of Aging on Brain Injury Prediction in Rotational Head Trauma—A Parameter Study with a Rat Finite Element Model PY - 2015/06 VL - 16 IS - sup1 SP - pp S91-S99 AB - The aim of this study was to investigate the possible effects of age-related intracranial changes on the potential outcome of diffuse axonal injuries and acute subdural hematoma under rotational head loading. A simulation-based parametric study was conducted using an updated and validated finite element model of a rat head. The validation included a comparison of predicted brain cortex sliding with respect to the skull. Further, model material properties were modified to account for aging; predicted tissue strains were compared with experimental data in which groups of rats in 2 different lifecycle stages, young adult and mature adult, were subjected to rotational trauma. For the parameter study, 2 age-dependent factors—brain volume and region-specific brain material properties—were implemented into the model. The models young adult and old age were subjected to several injurious and subinjurious sagittal plane rotational acceleration levels. Sequential analysis of the simulated trauma progression indicates that an increase in acute subdural hematoma injury risk indicator occurs at an early stage of the trauma, whereas an increase in diffuse axonal injury risk indicators occurs at a later stage. Tissue stiffening from young adult to mature adult rats produced an increase in strain-based thresholds accompanied by a wider spread of strain distribution toward the rear part of the brain, consistent with rotational trauma experiments with young adult and mature adult rats. Young adult to old age brain tissue softening and brain atrophy resulted in an increase in diffuse axonal injuries and acute subdural hematoma injury risk indicators, respectively. The findings presented in this study suggest that age-specific injury thresholds should be developed to enable the development of superior restraint systems for the elderly. The findings also motivate other further studies on age-dependency of head trauma. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Aging (Biology) KW - Brain KW - Crash injuries KW - Crash victim simulation KW - Finite element method KW - Head KW - Injury severity KW - Risk assessment KW - Traumatic brain injuries UR - http://dx.doi.org/10.1080/15389588.2015.1021416 UR - https://trid.trb.org/view/1355924 ER - TY - CONF AN - 01568754 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Brumbelow, Matthew L AU - Mueller, Becky C AU - Arbelaez, Raul A TI - Occurrence of Serious Injury in Real-World Side Impacts of Vehicles with Good Side-Impact Protection Ratings PY - 2015/06 VL - 16 IS - sup1 SP - pp S125-S132 AB - The Insurance Institute for Highway Safety (IIHS) introduced its side impact consumer information test program in 2003. Since that time, side airbags and structural improvements have been implemented across the fleet and the proportion of good ratings has increased to 93% of 2012–2014 model year vehicles. Research has shown that drivers of good-rated vehicles are 70% less likely to die in a left-side crash than drivers of poor-rated vehicles. Despite these improvements, side impact fatalities accounted for about one quarter of passenger vehicle occupant fatalities in 2012. This study is a detailed analysis of real-world cases with serious injury resulting from side crashes of vehicles with good ratings in the IIHS side impact test. NASS-CDS and Crash Injury Research and Engineering Network (CIREN) were queried for occupants of good-rated vehicles who sustained an Abbreviated Injury Scale (AIS) ≥ 3 injury in a side-impact crash. The resulting 110 cases were categorized by impact configuration and other factors that contributed to injury. Patterns of impact configuration, restraint performance, and occupant injury were identified and discussed in the context of potential upgrades to the current IIHS side impact test. Three quarters of the injured occupants were involved in near-side impacts. For these occupants, the most common factors contributing to injury were crash severities greater than the IIHS test, inadequate side-airbag performance, and lack of side-airbag coverage for the injured body region. In the cases where an airbag was present but did not prevent the injury, occupants were often exposed to loading centered farther forward on the vehicle than in the IIHS test. Around 40% of the far-side occupants were injured from contact with the struck-side interior structure, and almost all of these cases were more severe than the IIHS test. The remaining far-side occupants were mostly elderly and sustained injury from the center console, instrument panel, or seat belt. In addition, many far-side occupants were likely out of position due to events preceding the side impact and/or being unbelted. Individual changes to the IIHS side impact test have the potential to reduce the number of serious injuries in real-world crashes. These include impacting the vehicle farther forward (relevant to 28% of all cases studied), greater test severity (17%), the inclusion of far-side occupants (9%), and more restrictive injury criteria (9%). Combinations of these changes could be more effective. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Fatalities KW - Impact tests KW - Injury severity KW - Ratings KW - Risk assessment KW - Side crashes UR - http://dx.doi.org/10.1080/15389588.2015.1020112 UR - https://trid.trb.org/view/1355923 ER - TY - CONF AN - 01568753 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Larsson, Pontus AU - Niemand, Mathias TI - Using Sound to Reduce Visual Distraction from In-vehicle Human–Machine Interfaces PY - 2015/06 VL - 16 IS - sup1 SP - pp S25-S30 AB - Driver distraction and inattention are the main causes of accidents. The fact that devices such as navigation displays and media players are part of the distraction problem has led to the formulation of guidelines advocating various means for minimizing the visual distraction from such interfaces. However, although design guidelines and recommendations are followed, certain interface interactions, such as menu browsing, still require off-road visual attention that increases crash risk. In this article, the authors investigate whether adding sound to an in-vehicle user interface can provide the support necessary to create a significant reduction in glances toward a visual display when browsing menus. Two sound concepts were developed and studied; spearcons (time-compressed speech sounds) and earcons (musical sounds). A simulator study was conducted in which 14 participants between the ages of 36 and 59 took part. Participants performed 6 different interface tasks while driving along a highway route. A 3 × 6 within-group factorial design was employed with sound (no sound /earcons/spearcons) and task (6 different task types) as factors. Eye glances and corresponding measures were recorded using a head-mounted eye tracker. Participants’ self-assessed driving performance was also collected after each task with a 10-point scale ranging from 1 = very bad to 10 = very good. Separate analyses of variance (ANOVAs) were conducted for different eye glance measures and self-rated driving performance. It was found that the added spearcon sounds significantly reduced total glance time as well as number of glances while retaining task time as compared to the baseline (= no sound) condition (total glance time M = 4.15 for spearcons vs. M = 7.56 for baseline, p =.03). The earcon sounds did not result in such distraction-reducing effects. Furthermore, participants ratings of their driving performance were statistically significantly higher in the spearcon conditions compared to the baseline and earcon conditions (M = 7.08 vs. M = 6.05 and M = 5.99 respectively, p =.035 and p =.002). The spearcon sounds seem to efficiently reduce visual distraction, whereas the earcon sounds did not reduce distraction measures or increase subjective driving performance. An aspect that must be further investigated is how well spearcons and other types of auditory displays are accepted by drivers in general and how they work in real traffic. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Audible warning devices in vehicles KW - Design KW - Distraction KW - Driver performance KW - Eye movements KW - Vehicle electronics KW - Visual perception KW - Warning systems UR - http://dx.doi.org/10.1080/15389588.2015.1020111 UR - https://trid.trb.org/view/1355922 ER - TY - CONF AN - 01568752 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Tagesson, Kristoffer AU - Laine, Leo AU - Jacobson, Bengt TI - Combining Coordination of Motion Actuators with Driver Steering Interaction PY - 2015/06 VL - 16 IS - sup1 SP - pp S18-S24 AB - A new method is suggested for coordination of vehicle motion actuators; where driver feedback and capabilities become natural elements in the prioritization. The method is using a weighted least squares control allocation formulation, where driver characteristics can be added as virtual force constraints. The approach is in particular suitable for heavy commercial vehicles that in general are over actuated. The method is applied, in a specific use case, by running a simulation of a truck applying automatic braking on a split friction surface. Here the required driver steering angle, to maintain the intended direction, is limited by a constant threshold. This constant is automatically accounted for when balancing actuator usage in the method. Simulation results show that the actual required driver steering angle can be expected to match the set constant well. Furthermore, the stopping distance is very much affected by this set capability of the driver to handle the lateral disturbance, as expected. In general the capability of the driver to handle disturbances should be estimated in real-time, considering driver mental state. By using the method it will then be possible to estimate e.g. stopping distance implied from this. The setup has the potential of even shortening the stopping distance, when the driver is estimated as active, this compared to currently available systems. The approach is feasible for real-time applications and requires only measurable vehicle quantities for parameterization. Examples of other suitable applications in scope of the method would be electronic stability control, lateral stability control at launch and optimal cornering arbitration. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Actuators KW - Automatic braking KW - Drivers KW - Heavy duty trucks KW - Motion KW - Real time information KW - Stopping distances UR - http://dx.doi.org/10.1080/15389588.2015.1017044 UR - https://trid.trb.org/view/1355921 ER - TY - CONF AN - 01568751 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Aikyo, Yutaka AU - Kobayashi, Yuki AU - Akashi, Tomohiko AU - Ishiwatari, Makoto TI - Feasibility Study of Airbag Concept Applicable to Motorcycles Without Sufficient Reaction Structure PY - 2015/06 VL - 16 IS - sup1 SP - pp S148-S152 AB - An airbag system for motorcycle applications was developed and marketed in 2006 followed by many research projects on the system. In the airbag system, the bag should be supported during the kinetic energy–absorbing period of a rider in a collision. The previously developed system employed a configuration in which motorcycle structures support the airbag, such as a gauge unit and/or a steering structure. The supporting structure functions to receive the reaction force to hold the airbag during a crash to properly absorb the rider's kinetic energy. However, the previous system requires a larger area for this reaction structure and is applicable only to the motorcycles that can provide that area. To overcome this limitation, the authors propose an airbag system employing another concept. In this concept, the airbag does not use its vehicle structures as a reaction structure but uses the structures of an opposing vehicle, such as doors and/or pillars of an opposing vehicle. In this project, the authors aim to verify the effectiveness of the proposed system when installed in a motorcycle that cannot provide a larger area for the reaction structure. In the system with this concept, it is assumed that the occupant protection performance is largely affected depending on impact configurations. Accordingly, full-scale motorcycle-to-car crash tests using 125 cm3 scooter-type models with and without the proposed system were conducted in various impact configurations. The 7 impact configurations specified in ISO 13232 were selected as the test configurations. Injury variables and injury indices of head, neck, chest, and abdomen were evaluated with the motorcyclist dummy. Injury variables and indices obtained from the crash tests with the airbag were compared to those of the baseline tests. In 2 impact configurations, the airbags were supported by the side structures of the opposing vehicle and performed to reduce the injury variable of head and/or chest compared to that of the baseline test. Through the crash tests, beneficial protection effects of the airbag system were confirmed in particular impact configurations. No significant risk for the occupant due to the airbag was observed in the conducted crash tests. It was concluded that the proposed airbag system has feasibility to reduce rider injury in a collision of a motorcycle without sufficient reaction structure. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Design KW - Motorcycles KW - Motorcyclists KW - Occupant kinetics UR - http://dx.doi.org/10.1080/15389588.2015.1016156 UR - https://trid.trb.org/view/1355920 ER - TY - CONF AN - 01568750 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Yoganandan, Narayan AU - Arun, Mike W J AU - Pintar, Frank A AU - Banerjee, Anjishnu TI - Lower Leg Injury Reference Values and Risk Curves from Survival Analysis for Male and Female Dummies: Meta-analysis of Postmortem Human Subject Tests PY - 2015/06 VL - 16 IS - sup1 SP - pp S100-S107 AB - Derive lower leg injury risk functions using survival analysis and determine injury reference values (IRV) applicable to human mid-size male and small-size female anthropometries by conducting a meta-analysis of experimental data from different studies under axial impact loading to the foot–ankle–leg complex. Specimen-specific dynamic peak force, age, total body mass, and injury data were obtained from tests conducted by applying the external load to the dorsal surface of the foot of postmortem human subject (PMHS) foot–ankle–leg preparations. Calcaneus and/or tibia injuries, alone or in combination and with/without involvement of adjacent articular complexes, were included in the injury group. Injury and noninjury tests were included. Maximum axial loads recorded by a load cell attached to the proximal end of the preparation were used. Data were analyzed by treating force as the primary variable. Age was considered as the covariate. Data were censored based on the number of tests conducted on each specimen and whether it remained intact or sustained injury; that is, right, left, and interval censoring. The best fits from different distributions were based on the Akaike information criterion; mean and plus and minus 95% confidence intervals were obtained; and normalized confidence interval sizes (quality indices) were determined at 5, 10, 25, and 50% risk levels. The normalization was based on the mean curve. Using human-equivalent age as 45 years, data were normalized and risk curves were developed for the 50th and 5th percentile human size of the dummies. Out of the available 114 tests (76 fracture and 38 no injury) from 5 groups of experiments, survival analysis was carried out using 3 groups consisting of 62 tests (35 fracture and 27 no injury). Peak forces associated with 4 specific risk levels at 25, 45, and 65 years of age are given along with probability curves (mean and plus and minus 95% confidence intervals) for PMHS and normalized data applicable to male and female dummies. Quality indices increased (less tightness-of-fit) with decreasing age and risk level for all age groups and these data are given for all chosen risk levels. These PMHS-based probability distributions at different ages using information from different groups of researchers constituting the largest body of data can be used as human tolerances to lower leg injury from axial loading. Decreasing quality indices (increasing index value) at lower probabilities suggest the need for additional tests. The anthropometry-specific mid-size male and small-size female mean human risk curves along with plus and minus 95% confidence intervals from survival analysis and associated IRV data can be used as a first step in studies aimed at advancing occupant safety in automotive and other environments. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Age groups KW - Anthropometry KW - Axial loads KW - Crash injuries KW - Injury severity KW - Leg KW - Risk assessment UR - http://dx.doi.org/10.1080/15389588.2015.1015118 UR - https://trid.trb.org/view/1355919 ER - TY - CONF AN - 01568749 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Sturk, David AU - Hoffmann, Lars AU - Ahlberg Tidblad, Annika TI - Fire Tests on E-vehicle Battery Cells and Packs PY - 2015/06 VL - 16 IS - sup1 SP - pp S159-S164 AB - The purpose of this study was to investigate the effects of abuse conditions, including realistic crash scenarios, on Li ion battery systems in E-vehicles in order to develop safe practices and priorities when responding to accidents involving E-vehicles. External fire tests using a single burning item equipment were performed on commercial Li ion battery cells and battery packs for electric vehicle (E-vehicle) application. The 2 most common battery cell technologies were tested: Lithium iron phosphate (LFP) and mixed transition metal oxide (lithium nickel manganese cobalt oxide, NMC) cathodes against graphite anodes, respectively. The cell types investigated were “pouch” cells, with similar physical dimensions, but the NMC cells have double the electric capacity of the LFP cells due to the higher energy density of the NMC chemistry, 7 and 14 Ah, respectively. Heat release rate (HRR) data and concentrations of toxic gases were acquired by oxygen consumption calorimetry and Fourier transform infrared spectroscopy (FTIR), respectively. The test results indicate that the state of charge (SOC) affects the HRR as well as the amount of toxic hydrogen fluoride (HF) gas formed during combustion. A larger number of cells increases the amount of HF formed per cell. There are significant differences in response to the fire exposure between the NMC and LFP cells in this study. The LFP cells generate a lot more HF per cell, but the overall reactivity of the NMC cells is higher. However, the total energy released by both batteries during combustion was independent of SOC, which indicates that the electric energy content of the test object contributes to the activation energy of the thermal and heat release process, whereas the chemical energy stored in the materials is the main source of thermal energy in the batteries. The results imply that it is difficult to draw conclusions about higher order system behavior with respect to HF emissions based on data from tests on single cells or small assemblies of cells. This applies to energy release rates as well. The present data show that mass and shielding effects between cells in multicell assemblies affect the propagation of a thermal event. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Combustion KW - Crashworthiness KW - Electric batteries KW - Electric vehicles KW - Fire UR - http://dx.doi.org/10.1080/15389588.2015.1015117 UR - https://trid.trb.org/view/1355918 ER - TY - CONF AN - 01568748 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Chrysler, Susan T AU - Ahmad, Omar AU - Schwarz, Chris W TI - Creating Pedestrian Crash Scenarios in a Driving Simulator Environment PY - 2015/06 VL - 16 IS - sup1 SP - pp S12-S17 AB - In 2012 in the United States, pedestrian injuries accounted for 3.3% of all traffic injuries but, disproportionately, pedestrian fatalities accounted for roughly 14% of traffic-related deaths (NHTSA 2014). In many other countries, pedestrians make up more than 50% of those injured and killed in crashes. This research project examined driver response to crash-imminent situations involving pedestrians in a high-fidelity, full-motion driving simulator. This article presents a scenario development method and discusses experimental design and control issues in conducting pedestrian crash research in a simulation environment. Driving simulators offer a safe environment in which to test driver response and offer the advantage of having virtual pedestrian models that move realistically, unlike test track studies, which by nature must use pedestrian dummies on some moving track. An analysis of pedestrian crash trajectories, speeds, roadside features, and pedestrian behavior was used to create 18 unique crash scenarios representative of the most frequent and most costly crash types. For the study reported here, the authors only considered scenarios where the car is traveling straight because these represent the majority of fatalities. The authors manipulated driver expectation of a pedestrian both by presenting intersection and mid-block crossing as well as by using features in the scene to direct the driver's visual attention toward or away from the crossing pedestrian. Three visual environments for the scenarios were used to provide a variety of roadside environments and speed: a 20–30 mph residential area, a 55 mph rural undivided highway, and a 40 mph urban area. Many variables of crash situations were considered in selecting and developing the scenarios, including vehicle and pedestrian movements; roadway and roadside features; environmental conditions; and characteristics of the pedestrian, driver, and vehicle. The driving simulator scenarios were subjected to iterative testing to adjust time to arrival triggers for the pedestrian actions. This article discusses the rationale behind creating the simulator scenarios and some of the procedural considerations for conducting this type of research. Crash analyses can be used to construct test scenarios for driver behavior evaluations using driving simulators. By considering trajectories, roadway, and environmental conditions of real-world crashes, representative virtual scenarios can serve as safe test beds for advanced driver assistance systems. The results of such research can be used to inform pedestrian crash avoidance/mitigation systems by identifying driver error, driver response time, and driver response choice (i.e., steering vs. braking). U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Crash characteristics KW - Crash injuries KW - Driving simulators KW - Fatalities KW - Pedestrian-vehicle crashes KW - Pedestrians UR - http://dx.doi.org/10.1080/15389588.2015.1015001 UR - https://trid.trb.org/view/1355917 ER - TY - CONF AN - 01568747 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Iwamoto, Masami AU - Nakahira, Yuko AU - Kimpara, Hideyuki TI - Development and Validation of the Total HUman Model for Safety (THUMS) Toward Further Understanding of Occupant Injury Mechanisms in Precrash and During Crash PY - 2015/06 VL - 16 IS - sup1 SP - pp S36-S48 AB - Active safety devices such as automatic emergency brake (AEB) and precrash seat belt have the potential to accomplish further reduction in the number of the fatalities due to automotive accidents. However, their effectiveness should be investigated by more accurate estimations of their interaction with human bodies. Computational human body models are suitable for investigation, especially considering muscular tone effects on occupant motions and injury outcomes. However, the conventional modeling approaches such as multibody models and detailed finite element (FE) models have advantages and disadvantages in computational costs and injury predictions considering muscular tone effects. The objective of this study is to develop and validate a human body FE model with whole body muscles, which can be used for the detailed investigation of interaction between human bodies and vehicular structures including some safety devices precrash and during a crash with relatively low computational costs. In this study, the authors developed a human body FE model called THUMS (Total HUman Model for Safety) with a body size of 50th percentile adult male (AM50) and a sitting posture. The model has anatomical structures of bones, ligaments, muscles, brain, and internal organs. The total number of elements is 281,260, which would realize relatively low computational costs. Deformable material models were assigned to all body parts. The muscle–tendon complexes were modeled by truss elements with Hill-type muscle material and seat belt elements with tension-only material. The THUMS was validated against 35 series of cadaver or volunteer test data on frontal, lateral, and rear impacts. Model validations for 15 series of cadaver test data associated with frontal impacts are presented in this article. The THUMS with a vehicle sled model was applied to investigate effects of muscle activations on occupant kinematics and injury outcomes in specific frontal impact situations with AEB. In the validations using 5 series of cadaver test data, force–time curves predicted by the THUMS were quantitatively evaluated using correlation and analysis (CORA), which showed good or acceptable agreement with cadaver test data in most cases. The investigation of muscular effects showed that muscle activation levels and timing had significant effects on occupant kinematics and injury outcomes. Although further studies on accident injury reconstruction are needed, the THUMS has the potential for predictions of occupant kinematics and injury outcomes considering muscular tone effects with relatively low computational costs. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Finite element method KW - Impact tests KW - Injury severity KW - Mathematical models KW - Muscles KW - Occupant kinetics KW - Total Human Model for Safety KW - Validation UR - http://dx.doi.org/10.1080/15389588.2015.1015000 UR - https://trid.trb.org/view/1355916 ER - TY - CONF AN - 01568746 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Stigson, Helena AU - Gustafsson, Markus AU - Sunnevång, Cecilia AU - Krafft, Maria AU - Kullgren, Anders TI - Differences in Long-Term Medical Consequences Depending on Impact Direction Involving Passenger Cars PY - 2015/06 VL - 16 IS - sup1 SP - pp S133-S139 AB - There is limited knowledge of the long-term medical consequences for occupants injured in car crashes in various impact directions. Thus, the objective was to evaluate whether injuries leading to permanent medical impairment differ depending on impact direction. In total, 36,743 injured occupants in car crashes that occurred between 1995 and 2011 were included. All initial injuries (n = 61,440) were classified according to the Abbreviated Injury Scale (AIS) 2005. Injured car occupants were followed for at least 3 years to assess permanent medical impairment. The data were divided into different groups according to impact direction and levels of permanent impairment. The risk of permanent medical impairment was established for different body regions and injury severity levels, according to AIS. It was found that almost 12% of all car occupants sustained a permanent medical impairment. Given an injury, car occupants involved in rollover crashes had the highest overall risk to sustain a permanent medical impairment. Half of the head injuries leading to long-term consequences occurred in frontal impacts. Far-side occupants had almost the same risk as near-side occupants. Occupants who sustained a permanent medical impairment from cervical spine injuries had similar risk in all impact directions (13%) except from rollover (17%). However, these injuries occurred more often in rear crashes. Most of the injuries leading to long-term consequences were classified as minor injuries by AIS for all impact directions. Studying crash data from a perspective of medical impairment is important to identify injuries that might not be prioritized only considering the AIS but might lead to lower quality of life for the occupant and also costs for society. These results can be used for road transport system strategies and for making priority decisions in vehicle design. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Frontal crashes KW - Head and neck injuries KW - Impact tests KW - Injury severity KW - Occupant dynamics KW - Rear end crashes KW - Rollover crashes KW - Side crashes UR - http://dx.doi.org/10.1080/15389588.2015.1014999 UR - https://trid.trb.org/view/1355915 ER - TY - CONF AN - 01568745 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Wimmer, Peter AU - Benedikt, Martin AU - Huber, Philipp AU - Ferenczi, Izabella TI - Fast Calculating Surrogate Models for Leg and Head Impact in Vehicle–Pedestrian Collision Simulations PY - 2015/06 VL - 16 IS - sup1 SP - pp S84-S90 AB - In previous research, a tool chain to simulate vehicle–pedestrian accidents from ordinary driving state to in-crash has been developed. This tool chain allows for injury criteria-based, vehicle-specific (geometry, stiffness, active safety systems, etc.) assessments. Due to the complex nature of the included finite element analysis (FEA) models, calculation times are very high. This is a major drawback for using FEA models in large-scale effectiveness assessment studies. Therefore, fast calculating surrogate models to approximate the relevant injury criteria as a function of pedestrian vehicle collision constellations have to be developed. The development of surrogate models for head and leg injury criteria to overcome the problem of long calculation times while preserving high detail level of results for effectiveness analysis is shown in this article. These surrogate models are then used in the tool chain as time-efficient replacements for the FEA model to approximate the injury criteria values. The method consists of the following steps: Selection of suitable training data sets out of a large number of given collision constellations, detailed FEA calculations with the training data sets as input, and training of the surrogate models with the FEA model's input and output values. A separate surrogate model was created for each injury criterion, consisting of a response surface that maps the input parameters (i.e., leg impactor position and velocity) to the output value. In addition, a performance test comparing surrogate model predictions of additional collision constellations to the results of respective FEA calculations was carried out. The developed method allows for prediction of injury criteria based on impact constellation for a given vehicle. Because the surrogate models are specific to a certain vehicle, training has to be redone for a new vehicle. Still, there is a large benefit regarding calculation time when doing large-scale studies. The method can be used in prospective effectiveness assessment studies of new vehicle safety features and takes into account specific local features of a vehicle (geometry, stiffness, etc.) as well as external parameters (location and velocity of pedestrian impact). Furthermore, it can be easily extended to other injury criteria or accident scenarios; for example, cyclist accidents. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Finite element method KW - Injury severity KW - Mathematical methods KW - Pedestrian-vehicle crashes KW - Pedestrians UR - http://dx.doi.org/10.1080/15389588.2015.1014902 UR - https://trid.trb.org/view/1355914 ER - TY - CONF AN - 01568744 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Antona-Makoshi, Jacobo AU - Yamamoto, Yoshihiro AU - Kato, Ryosuke AU - Sato, Fusako AU - Ejima, Susumu AU - Dokko, Yasuhiro AU - Yasuki, Tsuyoshi TI - Age-Dependent Factors Affecting Thoracic Response: A Finite Element Study Focused on Japanese Elderly Occupants PY - 2015/06 VL - 16 IS - sup1 SP - pp S66-S74 AB - The ultimate goal of this research is to reduce thoracic injuries due to traffic crashes, especially in the elderly. The specific objective is to develop and validate a full-body finite element model under 2 distinct settings that account for factors relevant for thoracic fragility of elderly: one setting representative of an average size male and one representative of an average size Japanese elderly male. A new thorax finite element model was developed from medical images of a 71-year-old average Japanese male elderly size (161cm, 60 kg) postmortem human subject (PMHS). The model was validated at component and assembled levels against original series of published test data obtained from the same elderly specimen. The model was completed with extremities and head of a model previously developed. The rib cage and the thoracic flesh materials were assigned age-dependent properties and the model geometry was scaled up to simulate a 50th percentile male. Thereafter, the model was validated against existing biomechanical data for younger and elderly subjects, including hub-to-thorax impacts and frontal impact sled PMHS test data. Finally, a parametric study was conducted with the new models to understand the effect of size and aging factors on thoracic response and risk of rib fractures. The model behaved in agreement with tabletop test experiments in intact, denuded, and eviscerated tissue conditions. In frontal impact sled conditions, the model showed good 3-dimensional head and spine kinematics, as well as rib cage multipoint deflections. When properties representative of an aging person were simulated, both the rib cage deformation and the predicted number of rib fractures increased. The effects of age factors such as rib cortical thickness, mechanical properties, and failure thresholds on the model responses were consistent with the literature. Aged and thereby softened flesh reduced load transfer between ribs; the coupling of the rib cage was reduced. Aged costal cartilage increased the severity of the diagonal belt loading sustained by the lower loaded rib cage. When age-specific parameters were implemented in a finite element (FE) model of the thorax, the rib cage kinematics and thorax injury risk increased. When the effect of size was isolated, 2 factors, in addition to rib material properties, were found to be important: flesh and costal cartilage properties. These 2 were identified to affect rib cage deformation mechanisms and may potentially increase the risk of rib fractures. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Crash injuries KW - Finite element method KW - Fractures (Anatomy) KW - Injury severity KW - Mathematical models KW - Risk assessment KW - Thorax UR - http://dx.doi.org/10.1080/15389588.2015.1014552 UR - https://trid.trb.org/view/1355913 ER - TY - CONF AN - 01568743 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Doecke, Sam AU - Grant, Alex AU - Anderson, Robert W G TI - The Real-World Safety Potential of Connected Vehicle Technology PY - 2015/06 VL - 16 IS - sup1 SP - pp S31-S35 AB - This article estimates the safety potential of a current commercially available connected vehicle technology in real-world crashes. Data from the Centre for Automotive Safety Research's at-scene in-depth crash investigations in South Australia were used to simulate the circumstances of real-world crashes. A total of 89 crashes were selected for inclusion in the study. The crashes were selected as representative of the most prevalent crash types for injury or fatal crashes and had potential to be mitigated by connected vehicle technology. The trajectory, speeds, braking, and impact configuration of the selected in-depth cases were replicated in a software package and converted to a file format allowing “replay” of the scenario in real time as input to 2 Cohda Wireless MK2 onboard units. The Cohda Wireless onboard units are a mature connected vehicle technology that has been used in both the German simTD field trial and the U.S. Department of Transport's Safety Pilot project and have been tuned for low false alarm rates when used in the real world. The crash replay was achieved by replacing each of the onboard unit Global Positioning System (GPS) inputs with the simulated data of each of the involved vehicles. The time at which the Cohda Wireless threat detection software issued an elevated warning was used to calculate a new impact speed using 3 different reaction scenarios and 2 levels of braking. It was found that between 37 and 86% of the simulated crashes could be avoided, with highest percentage due a fully autonomous system braking at 0.7 g. The same system also reduced the impact speed relative to the actual crash in all cases. Even when a human reaction time of 1.2 s and moderate braking of 0.4 g was assumed, the impact speed was reduced in 78% of the crashes. Crash types that proved difficult for the threat detection engine were head-on crashes where the approach angle was low and right turn–opposite crashes. These results indicate that connected vehicle technology can be greatly beneficial in real-world crash scenarios and that this benefit would be maximized by having the vehicle intervene autonomously with heavy braking. The crash types that proved difficult for the connected vehicle technology could be better addressed if controller area network (CAN) information is available, such as steering wheel angle, so that driver intent can be inferred sooner. More accurate positioning in the real world (e.g., combining satellite positioning and accelerometer data) would allow the technology to be more effective for near-collinear head-on and rear-end crashes, because the low approach angles that are common in such crashes are currently ignored in order to minimize false alarms due to positioning uncertainty. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash injuries KW - Fatalities KW - Position fixing KW - Reaction time KW - South Australia KW - Technological innovations KW - Vehicle to vehicle communications UR - http://dx.doi.org/10.1080/15389588.2015.1014551 UR - https://trid.trb.org/view/1355912 ER - TY - CONF AN - 01568742 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Weaver, Ashley A AU - Talton, Jennifer W AU - Barnard, Ryan T AU - Schoell, Samantha L AU - Swett, Katrina R AU - Stitzel, Joel D TI - Estimated Injury Risk for Specific Injuries and Body Regions in Frontal Motor Vehicle Crashes PY - 2015/06 VL - 16 IS - sup1 SP - pp S108-S116 AB - Injury risk curves estimate motor vehicle crash (MVC) occupant injury risk from vehicle, crash, and/or occupant factors. Many vehicles are equipped with event data recorders (EDRs) that collect data including the crash speed and restraint status during a MVC. This study's goal was to use regulation-required data elements for EDRs to compute occupant injury risk for (1) specific injuries and (2) specific body regions in frontal MVCs from weighted NASS-CDS data. Logistic regression analysis of NASS-CDS single-impact frontal MVCs involving front seat occupants with frontal airbag deployment was used to produce 23 risk curves for specific injuries and 17 risk curves for Abbreviated Injury Scale (AIS) 2+ to 5+ body region injuries. Risk curves were produced for the following body regions: head and thorax (AIS 2+, 3+, 4+, 5+), face (AIS 2+), abdomen, spine, upper extremity, and lower extremity (AIS 2+, 3+). Injury risk with 95% confidence intervals was estimated for 15–105 km/h longitudinal delta-Vs and belt status was adjusted for as a covariate. Overall, belted occupants had lower estimated risks compared to unbelted occupants and the risk of injury increased as longitudinal delta-V increased. Belt status was a significant predictor for 13 specific injuries and all body region injuries with the exception of AIS 2+ and 3+ spine injuries. Specific injuries and body region injuries that occurred more frequently in NASS-CDS also tended to carry higher risks when evaluated at a 56 km/h longitudinal delta-V. In the belted population, injury risks that ranked in the top 33% included 4 upper extremity fractures (ulna, radius, clavicle, carpus/metacarpus), 2 lower extremity fractures (fibula, metatarsal/tarsal), and a knee sprain (2.4–4.6% risk). Unbelted injury risks ranked in the top 33% included 4 lower extremity fractures (femur, fibula, metatarsal/tarsal, patella), 2 head injuries with less than one hour or unspecified prior unconsciousness, and a lung contusion (4.6–9.9% risk). The 6 body region curves with the highest risks were for AIS 2+ lower extremity, upper extremity, thorax, and head injury and AIS 3+ lower extremity and thorax injury (15.9–43.8% risk). These injury risk curves can be implemented into advanced automatic crash notification (AACN) algorithms that utilize vehicle EDR measurements to predict occupant injury immediately following a MVC. Through integration with AACN, these injury risk curves can provide emergency medical services (EMS) and other patient care providers with information on suspected occupant injuries to improve injury detection and patient triage. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Crash injuries KW - Fractures (Anatomy) KW - Injury severity KW - Mathematical prediction KW - Risk assessment KW - Seat belt use UR - http://dx.doi.org/10.1080/15389588.2015.1012664 UR - https://trid.trb.org/view/1355911 ER - TY - CONF AN - 01568741 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Mattos, G A AU - Mcintosh, A S AU - Grzebieta, R H AU - Yoganandan, N AU - Pintar, F A TI - Sensitivity of Head and Cervical Spine Injury Measures to Impact Factors Relevant to Rollover Crashes PY - 2015/06 VL - 16 IS - sup1 SP - pp S140-S147 AB - Serious head and cervical spine injuries have been shown to occur mostly independent of one another in pure rollover crashes. In an attempt to define a dynamic rollover crash test protocol that can replicate serious injuries to the head and cervical spine, it is important to understand the conditions that are likely to produce serious injuries to these 2 body regions. The objective of this research is to analyze the effect that impact factors relevant to a rollover crash have on the injury metrics of the head and cervical spine, with a specific interest in the differentiation between independent injuries and those that are predicted to occur concomitantly. A series of head impacts was simulated using a detailed finite element model of the human body, the Total HUman Model for Safety (THUMS), in which the impactor velocity, displacement, and direction were varied. The performance of the model was assessed against available experimental tests performed under comparable conditions. Indirect, kinematic-based, and direct, tissue-level, injury metrics were used to assess the likelihood of serious injuries to the head and cervical spine. The performance of the THUMS head and spine in reconstructed experimental impacts compared well to reported values. All impact factors were significantly associated with injury measures for both the head and cervical spine. Increases in impact velocity and displacement resulted in increases in nearly all injury measures, whereas impactor orientation had opposite effects on brain and cervical spine injury metrics. The greatest cervical spine injury measures were recorded in an impact with a 15° anterior orientation. The greatest brain injury measures occurred when the impactor was at its maximum (45°) angle. The overall kinetic and kinematic response of the THUMS head and cervical spine in reconstructed experiment conditions compare well with reported values, although the occurrence of fractures was overpredicted. The trends in predicted head and cervical spine injury measures were analyzed for 90 simulated impact conditions. Impactor orientation was the only factor that could potentially explain the isolated nature of serious head and spine injuries under rollover crash conditions. The opposing trends of injury measures for the brain and cervical spine indicate that it is unlikely to reproduce the injuries simultaneously in a dynamic rollover test. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Finite element method KW - Head and neck injuries KW - Impact tests KW - Injury severity KW - Occupant kinetics KW - Rollover crashes KW - Total Human Model for Safety UR - http://dx.doi.org/10.1080/15389588.2015.1012585 UR - https://trid.trb.org/view/1355910 ER - TY - CONF AN - 01568740 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Wang, Yulong AU - Bai, Zhonghao AU - Cao, Libo AU - Reed, Matthew P AU - Fischer, Kurt AU - Adler, Angelo AU - Hu, Jingwen TI - A Simulation Study on the Efficacy of Advanced Belt Restraints to Mitigate the Effects of Obesity for Rear-Seat Occupant Protection in Frontal Crashes PY - 2015/06 VL - 16 IS - sup1 SP - pp S75-S83 AB - Recent field data analyses have shown that the safety advantages of rear seats relative to the front seats have decreased in newer vehicles. Separately, the risks of certain injuries have been found to be higher for obese occupants. The objective of this study is to investigate the effects of advanced belt features on the protection of rear-seat occupants with a range of body mass index (BMI) in frontal crashes. Whole-body finite element human models with 4 BMI levels (25, 30, 35, and 40 kg/m2) developed previously were used in this study. A total of 52 frontal crash simulations were conducted, including 4 simulations with a standard rear-seat, 3-point belt and 48 simulations with advanced belt features. The parameters varied in the simulations included BMI, load limit, anchor pretensioner, and lap belt routing relative to the pelvis. The injury measurements analyzed in this study included head and hip excursions, normalized chest deflection, and torso angle (defined as the angle between the hip–shoulder line and the vertical direction). Analyses of covariance were used to test the significance (P <.05) of the results. Higher BMI was associated with greater head and hip excursions and larger normalized chest deflection. Higher belt routing increased the hip excursion and torso angle, which indicates a higher submarining risk, whereas the anchor pretensioner reduced hip excursion and torso angle. Lower load limits decreased the normalized chest deflection but increased the head excursion. Normalized chest deflection had a positive correlation with maximum torso angle. Occupants with higher BMI have to use higher load limits to reach head excursions similar to those in lower BMI occupants. Discussion and Conclusion: The simulation results suggest that optimizing load limiter and adding pretensioner(s) can reduce injury risks associated with obesity, but conflicting effects on head and chest injuries were observed. This study demonstrated the feasibility and importance of using human models to investigate protection for occupants with various BMI levels. A seat belt system capable of adapting to occupant size and body shape will improve protection for obese occupants in rear seats. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Frontal crashes KW - Human body size KW - Injury severity KW - Obesity KW - Occupant dynamics KW - Rear seat occupants KW - Risk assessment KW - Seat belts UR - http://dx.doi.org/10.1080/15389588.2015.1010722 UR - https://trid.trb.org/view/1355909 ER - TY - CONF AN - 01568739 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Schoell, Samantha L AU - Weaver, Ashley A AU - Vavalle, Nicholas A AU - Stitzel, Joel D TI - Age- and Sex-Specific Thorax Finite Element Model Development and Simulation PY - 2015/06 VL - 16 IS - sup1 SP - pp S57-S65 AB - The shape, size, bone density, and cortical thickness of the thoracic skeleton vary significantly with age and sex, which can affect the injury tolerance, especially in at-risk populations such as the elderly. Computational modeling has emerged as a powerful and versatile tool to assess injury risk. However, current computational models only represent certain ages and sexes in the population. The purpose of this study was to morph an existing finite element (FE) model of the thorax to depict thorax morphology for males and females of ages 30 and 70 years old (YO) and to investigate the effect on injury risk. Age- and sex-specific FE models were developed using thin-plate spline interpolation. In order to execute the thin-plate spline interpolation, homologous landmarks on the reference, target, and FE model are required. An image segmentation and registration algorithm was used to collect homologous rib and sternum landmark data from males and females aged 0–100 years. The Generalized Procrustes Analysis was applied to the homologous landmark data to quantify age- and sex-specific isolated shape changes in the thorax. The Global Human Body Models Consortium (GHBMC) 50th percentile male occupant model was morphed to create age- and sex-specific thoracic shape change models (scaled to a 50th percentile male size). To evaluate the thoracic response, 2 loading cases (frontal hub impact and lateral impact) were simulated to assess the importance of geometric and material property changes with age and sex. Due to the geometric and material property changes with age and sex, there were observed differences in the response of the thorax in both the frontal and lateral impacts. Material property changes alone had little to no effect on the maximum thoracic force or the maximum percent compression. With age, the thorax becomes stiffer due to superior rotation of the ribs, which can result in increased bone strain that can increase the risk of fracture. For the 70-YO models, the simulations predicted a higher number of rib fractures in comparison to the 30-YO models. The male models experienced more superior rotation of the ribs in comparison to the female models, which resulted in a higher number of rib fractures for the males. Conclusion: In this study, age- and sex-specific thoracic models were developed and the biomechanical response was studied using frontal and lateral impact simulations. The development of these age- and sex-specific FE models of the thorax will lead to an improved understanding of the complex relationship between thoracic geometry, age, sex, and injury risk. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Age groups KW - Biophysics KW - Crash injuries KW - Finite element method KW - Gender KW - Mathematical models KW - Risk assessment KW - Thorax UR - http://dx.doi.org/10.1080/15389588.2015.1005208 UR - https://trid.trb.org/view/1355908 ER - TY - CONF AN - 01568738 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Edwards, Mervyn AU - Nathanson, Andrew AU - Carroll, Jolyon AU - Wisch, Marcus AU - Zander, Oliver AU - Lubbe, Nils TI - Assessment of Integrated Pedestrian Protection Systems with Autonomous Emergency Braking (AEB) and Passive Safety Components PY - 2015/06 VL - 16 IS - sup1 SP - pp S2-S11 AB - Autonomous emergency braking (AEB) systems fitted to cars for pedestrians have been predicted to offer substantial benefit. On this basis, consumer rating programs—for example, the European New Car Assessment Programme (Euro NCAP)—are developing rating schemes to encourage fitment of these systems. One of the questions that needs to be answered to do this fully is how the assessment of the speed reduction offered by the AEB is integrated with the current assessment of the passive safety for mitigation of pedestrian injury. Ideally, this should be done on a benefit-related basis. The objective of this research was to develop a benefit-based methodology for assessment of integrated pedestrian protection systems with AEB and passive safety components. The method should include weighting procedures to ensure that it represents injury patterns from accident data and replicates an independently estimated benefit of AEB. A methodology has been developed to calculate the expected societal cost of pedestrian injuries, assuming that all pedestrians in the target population (i.e., pedestrians impacted by the front of a passenger car) are impacted by the car being assessed, taking into account the impact speed reduction offered by the car's AEB (if fitted) and the passive safety protection offered by the car's frontal structure. For rating purposes, the cost for the assessed car is normalized by comparing it to the cost calculated for a reference car. The speed reductions measured in AEB tests are used to determine the speed at which each pedestrian in the target population will be impacted. Injury probabilities for each impact are then calculated using the results from Euro NCAP pedestrian impactor tests and injury risk curves. These injury probabilities are converted into cost using “harm”-type costs for the body regions tested. These costs are weighted and summed. Weighting factors were determined using accident data from Germany and Great Britain and an independently estimated AEB benefit. German and Great Britain versions of the methodology are available. The methodology was used to assess cars with good, average, and poor Euro NCAP pedestrian ratings, in combination with a current AEB system. The fitment of a hypothetical A-pillar airbag was also investigated. It was found that the decrease in casualty injury cost achieved by fitting an AEB system was approximately equivalent to that achieved by increasing the passive safety rating from poor to average. Because the assessment was influenced strongly by the level of head protection offered in the scuttle and windscreen area, a hypothetical A-pillar airbag showed high potential to reduce overall casualty cost. A benefit-based methodology for assessment of integrated pedestrian protection systems with AEB has been developed and tested. It uses input from AEB tests and Euro NCAP passive safety tests to give an integrated assessment of the system performance, which includes consideration of effects such as the change in head impact location caused by the impact speed reduction given by the AEB. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Automatic braking KW - Crash injuries KW - Emergency brakes KW - Mathematical methods KW - Pedestrian-vehicle crashes KW - Pedestrians UR - http://dx.doi.org/10.1080/15389588.2014.1003154 UR - https://trid.trb.org/view/1355907 ER - TY - RPRT AN - 01574079 AU - National Highway Traffic Safety Administration TI - The Need for Additional Heavy Truck Crashworthiness Standards PY - 2015/05 SP - 29p AB - The Moving Ahead for Progress in the 21st Century Act (MAP-21) directed the Secretary of Transportation to conduct a comprehensive analysis on the need for heavy truck crashworthiness standards. In response to MAP-21, the National Highway Traffic Safety Administration (NHTSA) contracted with the University of Michigan’s Transportation Research Institute (UMTRI) to review heavy truck crashworthiness. Heavy trucks are classified as vehicles having a gross vehicle weight rating (GVWR) greater than 26,000 lb (Class 7, 8). UMTRI performed a review of government and industry standards covering truck crashworthiness, providing background of the regulatory development addressing truck safety and cab integrity. To review heavy truck crashes, UMTRI used its Trucks in Fatal Accidents (TIFA) database, which was developed from an in-depth review of the thousands of fatal accidents involving trucks. UMTRI also reviewed the 2000-2003 Large Truck Crash Causation Study (LTCCS) to provide an anecdotal analysis of heavy truck crash events. A report has been submitted to NHTSA, “Heavy Truck Crashworthiness: Injury Mechanisms and Countermeasures to Improve Occupant Safety,” documenting the research on heavy truck crashes. UMTRI’s research and analysis is extensively cited in this report and is referred as the “UMTRI report.” In addition, NHTSA performed an in-house study of fatal heavy truck crashes that occurred in 2011. This research permitted evaluation of the crash performance of newer heavy trucks. Results are utilized within this report and the full study is provided in the Appendix. This report summarizes the UMTRI and NHTSA research. KW - Cabs (Vehicle compartments) KW - Crash causes KW - Crash injuries KW - Crashworthiness KW - Fatalities KW - Heavy duty trucks KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Standards KW - Trend (Statistics) KW - Truck crashes KW - Trucking safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Truck Underride/Rept2Congress-Need-for-Addl-Heavy-Truck-Crashworthiness-Stds.pdf UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Truck Underride/Truck Crashworthiness Data Special Study (APPENDIX).pdf UR - https://trid.trb.org/view/1363778 ER - TY - RPRT AN - 01570624 AU - Greenwell, Nathan K AU - National Highway Traffic Safety Administration TI - Results of the National Child Restraint Use Special Study PY - 2015/05 SP - 66p AB - The National Highway Traffic Safety Administration (NHTSA) conducted the National Child Restraint Use Special Study (NCRUSS) in 2011, observing the use of car seats and booster seats for child passengers (birth to 8 years old) in 4,167 vehicles. The study also interviewed drivers on their attitudes and beliefs about car seats and booster seats as well as their confidence with installing them. The NCRUSS is a nationally representative survey. Results showed that 94 percent of children were restrained in car seats or booster seats, 4 percent were restrained in seat belts, and 2 percent were unrestrained. By car seat or booster seat type, 50 percent of children were restrained in forward-facing car seats, 31 percent were restrained in booster seats, 9 percent were restrained in rear-facing infant car seats, and 4 percent were restrained in rear-facing convertible car seats. “Misuse” of car seats and booster seats is defined as a characteristic of installing the car seat/booster seat to the vehicle, or of restraining the child in a car seat/booster seat that may reduce the protection of the car seat/booster seat in the event of a crash. Not every divergence from a perfect installation was considered “misuse” for this study. Results showed that estimated overall car seat and booster seat misuse was 46 percent. By car seat or booster seat type, estimated misuse rates were 61 percent for forward-facing car seats, 49 percent for rear-facing infant car seats, 44 percent for rear-facing convertible car seats, 24 percent for backless booster seats, and 16 percent for highback booster seats. The NCRUSS also provides data on lower anchor connectors and tether strap installations (LATCH installations). Results showed that rear-facing car seats (both infant and convertible car seats) equipped with lower anchor connectors in seating positions equipped with lower anchors were more likely installed with lower anchor connectors (87%) than seat belts (22%). Similarly, forward-facing car seats equipped with lower anchor connectors and tether strap in seating positions equipped with lower anchors and tether anchor were more likely installed with lower anchors connectors and tether strap (48%) than the seat belt (27%). KW - Attitudes KW - Child restraint systems KW - Children KW - Drivers KW - Installation KW - Lower Anchors and Tethers for Children (LATCH) KW - Surveys KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/812142.pdf UR - https://trid.trb.org/view/1361381 ER - TY - RPRT AN - 01567287 AU - Collins, William AU - Evans, Larry AU - Hughes, Rick AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Driver Brake and Accelerator Controls and Pedal Misapplication Rates in North Carolina PY - 2015/05//Final Report SP - 52p AB - After a 2010 study of the phenomenon of unintended acceleration (UA), the National Highway Traffic Safety Administration (NHTSA) found that pedal misapplication could be a cause of many UA claims, specifically when drivers intend to apply the brake but instead apply the accelerator. Consequently, NHTSA determined that it would be worthwhile to study elements of vehicle pedal design and location to see if they might contribute to the propensity for pedal misapplication. Previous research efforts into UA hypothesized that certain design criteria such as lateral separation, the horizontal gap between the brake and accelerator pedal, and the distance between the surface planes of the brake and accelerator may contribute to driver error. As an exploratory effort, NHTSA conducted a quantifiable study of the relative locations of pedals in a limited set of passenger cars at its Vehicle Research and Test Center (VRTC) to determine whether elements of vehicle pedal design and location contribute to the propensity for pedal misapplication. Vehicles from populations of low and high rates of pedal misapplication were selected and dimensional variables as defined by an industry standard were measured. Since it was the only source of such comprehensive information, make and model information for pedal misapplication events were taken from the North Carolina State Crash Database. A NHTSA software program was used to define vehicle groups that were substantially similar based on factors such as brand, model, and vehicle wheelbase. North Carolina vehicle registration records were used to limit the vehicles studied to passenger vehicle groups with over 100,000 model-years of exposure in the State with high misapplication rate (HMR) and low misapplication rate (LMR). Ten HMR models and 10 LMR models were selected for study. In addition, 12 models were selected for special interest, including vehicles with the highest exposure that did not fall in either of the previous groups, vehicles similar to HMR or LMR models with significantly different rates, and a vehicle that was the subject of a previous investigation into pedal misapplication. Three vehicles of each model were located and measured. A statistical correlation of the measurements was conducted and for the first stage of the study, only vehicle dimensions were considered. No single variable had a high correlation to the misapplication rate, though stepover and accelerator position were the most correlated. Standard stepwise regression procedures produced an R2 value of 0.476, indicating a general relationship. After exhausting pedal variable data, a second analysis was performed that added variables regarding driver characteristics including age, height, and gender. This improved the model significantly and produced an overall R2 of 0.94. The addition of this data also inverted the correlation with stepover by indicating that higher stepover may specifically be related to higher pedal misapplication rates for older drivers, though this does not suggest that low stepover is not an issue for drivers in general. The results of the study indicate that adding driver characteristics with pedal dimensions affects the predicted rate and that optimal pedal dimensions for one demographic may not be optimal for another. KW - Acceleration (Mechanics) KW - Brake pedals KW - Crash data KW - Demographics KW - Driver errors KW - Drivers KW - North Carolina KW - Passenger vehicles KW - Pedals KW - Regression analysis KW - Vehicle design UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2015/NRDV13-001318 - Final Report - May 2015.pdf UR - https://trid.trb.org/view/1356904 ER - TY - RPRT AN - 01565333 AU - Casanova-Powell, Tara AU - Hedlund, James AU - Leaf, William AU - Tison, Julie AU - Preusser Research Group AU - Governors Highway Safety Association AU - National Highway Traffic Safety Administration AU - Centers for Disease Control and Prevention TI - Evaluation of State Ignition Interlock Programs: Interlock Use Analyses From 28 States, 2006-2011 PY - 2015/05//Final Report SP - 144p AB - In 2010, the Centers for Disease Control and Prevention (CDC) and the National Highway Traffic Safety Administration (NHTSA) began collaborating on a project to evaluate ignition interlock programs in selected States. The purpose of the evaluation was to provide information and best practices to States for ignition interlock programs. The project was managed by the Governor’s Highway Safety Association and conducted by the Preusser Research Group. Research was conducted to determine the following: (1) How States can increase interlock use among driving while intoxicated (DWI) offenders who are required or eligible to install one. (2) Which changes in ignition interlock programs led to increases in ignition interlock use. (3) Identify the key features of ignition interlock programs. (4) Which key program features were related to higher ignition interlock use rates. KW - Alcohol ignition interlock devices KW - Best practices KW - Drunk drivers KW - Drunk driving KW - Evaluation KW - States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812145-EvalStateIgnitionInterlockProg.pdf UR - https://trid.trb.org/view/1355556 ER - TY - SER AN - 01563890 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2013 Data: Bicyclists and other Cyclists PY - 2015/05 SP - 6p AB - In 2013, there were 743 pedalcyclists killed and an estimated 48,000 injured in motor vehicle traffic crashes. Pedalcyclist deaths accounted for 2 percent of all motor vehicle traffic fatalities and injured pedalcyclists made up 2 percent of the people injured in traffic crashes during the year. The number of pedalcyclists killed in 2013 is 1 percent higher than the 734 pedalcyclists killed in 2012. The increase in 2013 is the third straight increase in pedalcyclist fatalities, a 19-percent increase since 2010. Additional statistics are included in this fact sheet, which is presented in the following order: Overview; Environmental Characteristics; Age; Gender; Alcohol Involvement; Fatalities by State; and Important Safety Reminders. KW - Age KW - Blood alcohol levels KW - Crash injuries KW - Cyclists KW - Fatalities KW - Gender KW - Location KW - Periods of the day KW - States KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812151.pdf UR - https://trid.trb.org/view/1354336 ER - TY - RPRT AN - 01603617 AU - National Highway Traffic Safety Administration TI - Summary of Vehicle Occupant Protection and Motorcycle Laws, Twelfth Edition, Current as of November 15, 2013 PY - 2015/04//12th Edition SP - 183p AB - This publication provides summary charts of the key provisions of State occupant protection and motorcycle laws, and detailed lists of these laws in every State, the District of Columbia and Puerto Rico. Such laws include requiring the use of (1) seat belts, (2) child passenger restraint devices (child car seats and booster seats), and (3) motorcycle or bicycle helmets. Also included are laws concerning age restrictions for motorcycle passengers and laws that prohibit riding in the bed of a pickup truck. Except as noted, the State laws reported are current as of November 15, 2013. KW - Bicycle helmets KW - Child restraint systems KW - Motorcycle helmets KW - Motorcyclists KW - Occupant protection devices KW - Pickup trucks KW - Seat belts KW - State laws KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812129-SummaryVehicleOccupantProtection-MotorcycleLaws.pdf UR - https://trid.trb.org/view/1411006 ER - TY - RPRT AN - 01565336 AU - Tison, Julie AU - Nichols, James L AU - Casanova-Powell, Tara AU - Chaudhary, Neil K AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Comparative Study and Evaluation of SCRAM Use, Recidivism Rates, and Characteristics PY - 2015/04//Final Report SP - 35p AB - SCRAM (Secure Continuous Remote Alcohol Monitoring) is an ankle bracelet that conducts transdermal readings by sampling alcohol vapor just above the skin or insensible perspiration. It provides continuous monitoring of sobriety. The impact of SCRAM on the rate of repeat drinking and driving offenses (i.e., recidivism) was assessed for the first two years following arrest for 837 offenders in Wisconsin (avg. 85 days on SCRAM) and 672 offenders in Nebraska (avg. 87 days on SCRAM). SCRAM offenders, as compared to a Comparison group, recidivated (i.e. were rearrested for an alcohol offense), at higher rates in both states (7.6% versus 6.2% in WI; 9.8% versus 7.7% in NE, neither of which were statistically significant). However, there was virtually no recidivism while on SCRAM and those SCRAM offenders who did recidivate did so at a later time (360 days from original arrest for SCRAM versus 271 days for the Comparison group in WI, p<.05; 458 versus 333 in NE, p<.01). It was felt that the SCRAM population may represent a particularly high risk group of offenders (not fully controlled for in the current study) thus higher long-term recidivism was expected. However, SCRAM did delay recidivism even for this high risk group. KW - Continuous alcohol monitoring devices KW - Drunk drivers KW - Drunk driving KW - Evaluation KW - Monitoring KW - Nevada KW - Recidivism KW - Repeat offenders KW - Secure Continuous Remote Alcohol Monitoring (SCRAM) KW - Wisconsin UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812143-SCRAMRecidivismRatesReport.pdf UR - https://trid.trb.org/view/1355559 ER - TY - SER AN - 01564446 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Comparative Study and Evaluation of SCRAM Use, Recidivism Rates, and Characteristics PY - 2015/04 SP - 2p AB - Impaired driving continues to cause hundreds of thousands of alcohol-related crashes each year, many resulting in serious injury or death. Many offenders are repeat offenders despite sanctions and court processes that attempt to dissuade offenders from reoffending. A continuous alcohol monitoring (CAM) device may have a role to play when a repeat offender is court-ordered to maintain a state of sobriety. A CAM device typically consists of an ankle bracelet that conducts alcohol readings by sampling perspiration on the skin. Secure continuous remote alcohol monitoring (SCRAM) refers to a device commercially available from Alcohol Monitoring Systems, Inc. (AMS). While there are other CAM devices, SCRAM is currently the most widely used. Data from more than 3,000 drinking-and-driving offenders in Wisconsin and Nevada were explored to evaluate the impact of SCRAM on rates and speed of recidivism. Some similarities were apparent between the two States. Offenders using SCRAM showed higher percentages of recidivism than the control offenders in both States, though the difference was not statistically significant. Despite the higher percentage of recidivism in SCRAM offenders, recidivists using SCRAM tended to take more days to recidivate than the comparison group recidivists. This was true in both States. The two States also differ in the criteria used for assignment to SCRAM and it may be worth revisiting those conditions. Despite differences in the administration of the SCRAM program, both States showed that SCRAM can have a positive impact, if not regarding the occurrence of recidivism, at least regarding the number of days to recidivate. KW - Continuous alcohol monitoring devices KW - Drunk drivers KW - Drunk driving KW - Monitoring KW - Nevada KW - Recidivism KW - Repeat offenders KW - Secure Continuous Remote Alcohol Monitoring (SCRAM) KW - Wisconsin UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812144-SCRAM-RecidivismRates-TrafficTech.pdf UR - https://trid.trb.org/view/1354335 ER - TY - SER AN - 01563418 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M TI - Driver Electronic Device Use in 2013 PY - 2015/04 SP - 8p AB - The percentage of drivers text-messaging or visibly manipulating hand-held devices increased from 1.5 percent in 2012 to 1.7 percent in 2013; however, this was not a statistically significant increase. Driver hand-held cell phone use decreased from 5.2 percent in 2012 to 4.6 percent in 2013; this was a statistically significant decrease. These results are from the National Occupant Protection Use Survey (NOPUS), which provides the only nationwide probability-based observed data on driver electronic device use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The 2013 NOPUS found that hand-held cell phone use continued to be higher among female drivers than male drivers. It also found that hand-held cell phone use continued to be highest among 16- to 24-year-old drivers and lowest among drivers 70 and older. KW - Age groups KW - Automobile drivers KW - Cellular telephones KW - Gender KW - National Occupant Protection Use Survey (NOPUS) KW - Text messaging KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812114.pdf UR - https://trid.trb.org/view/1353214 ER - TY - SER AN - 01560377 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Distracted Driving 2013 PY - 2015/04 SP - 6p AB - The Department of Transportation works to reduce the occurrence of distracted driving and raise awareness of the dangers of distracted driving. This risky behavior poses a danger to vehicle occupants as well as nonoccupants such as pedestrians and bicyclists. Driver distraction is a specific type of driver inattention. Distraction occurs when drivers divert their attention from the driving task to focus on some other activity. Oftentimes, discussions regarding distracted driving center around cell phone use and texting, but distracted driving also includes other activities such as eating, talking to other passengers, or adjusting the radio or climate controls, to name but a few. A distraction-affected crash is any crash in which a driver was identified as distracted at the time of the crash. Ten percent of fatal crashes, 18 percent of injury crashes, and 16 percent of all police-reported motor vehicle traffic crashes in 2013 were reported as distraction-affected crashes. In 2013, there were 3,154 people killed and an estimated additional 424,000 injured in motor vehicle crashes involving distracted drivers. Ten percent of all drivers 15 to 19 years old involved in fatal crashes were reported as distracted at the time of the crashes. This age group has the largest proportion of drivers who were distracted at the time of the crashes. In 2013, there were 480 nonoccupants killed in distraction-affected crashes. This report presents data from the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System (NASS) General Estimates System (GES). KW - Age groups KW - Crash data KW - Crash injuries KW - Distraction KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - National Automotive Sampling System KW - Nonoccupants KW - Teenage drivers KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812132.pdf UR - https://trid.trb.org/view/1349709 ER - TY - RPRT AN - 01574050 AU - Woodrooffe, John AU - Blower, Daniel AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Heavy Truck Crashworthiness: Injury Mechanisms and Countermeasures to Improve Occupant Safety PY - 2015/03 SP - 110p AB - This study was conducted by the University of Michigan Transportation Research Institute (UMTRI) under a contract from National Highway Traffic Safety Administration (NHTSA). The objective of the study was to analyze truck driver injury and loss of life in truck crashes related to cab crashworthiness and investigate regulations and industry trends in relation to truck occupant protection. The goal is to assemble information on truck driver casualties in crashes that would assist in understanding injury mechanisms and to review regulatory and industry initiatives concerned with reducing the number of truck occupant fatalities and the severity of injuries. The commercial vehicle focus is on truck-tractors and single-unit vehicles in the NHTSA Class 7 and 8 weight range. The study used UMTRI’s Trucks Involved in Fatal Accidents (TIFA) survey file and NHTSA’s General Estimates System (GES) file for categorical analysis and the Large Truck Crash Causation Study (LTCCS) for a supplemental clinical review of cab performance in frontal and rollover crash types. The study includes analysis of truck driver injury and injury mechanisms, a review of regulatory development and industry safety initiatives including barriers to implementation. A set of countermeasures to address truck driver safety risk are presented. KW - Cabs (Vehicle compartments) KW - Countermeasures KW - Crash injuries KW - Crashworthiness KW - Fatalities KW - General Estimates System KW - Heavy duty trucks KW - Injury severity KW - Large Truck Crash Causation Study KW - Occupant protection devices KW - Regulations KW - Truck crashes KW - Truck drivers KW - Trucking safety KW - Trucks Involved in Fatal Accidents UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Truck Underride/812061_HeavyTruckInjuryCountermeasures.pdf UR - https://trid.trb.org/view/1363779 ER - TY - SER AN - 01560936 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Singh, Santokh AU - Stern, Seymour AU - Subramanian, Rajesh TI - Not-in-Traffic Surveillance: Non-Crash Fatalities and Injuries PY - 2015/03 SP - 6p AB - This Research Note provides updated information on fatalities and injuries among the overall population as well as among children 14 and younger who were involved in “motor vehicle non-crash incidents”. The data on such incidents are obtained by the National Highway Traffic Safety Administration (NHTSA) through its Not-in-Traffic Surveillance system. These updates reflect non-crash fatality data from 2005 to 2007 and injury estimates in 2011 and 2012. During 2005 through 2007, on average each year 506 persons were killed in non-crash vehicle incidents. The three most frequent reasons for these fatalities were carbon monoxide poisoning from motor vehicle exhaust gas (25%), crushed by a vehicle (25%), and fell from the vehicle (17%). Among children 14 and younger, on average annually, 37 children were killed in non-crash incidents. About 51 percent of them died due to vehicle-related heat stroke or hyperthermia from extreme heat. During 2011 and 2012, an estimated 647,000 persons were injured annually in non-crash incidents involving motor vehicles. The three most frequent injury mechanisms were from being struck by a vehicle part such as vehicle door, trunk lid, etc., or by striking a vehicle (32%), fall while entering or exiting a vehicle (23%), and overexertion such as while unloading cargo from a trunk or the bed of a pickup truck (11%). During 2011 and 2012, an estimated 95,000 injuries occurred annually to children 14 and younger. The three most frequent injury mechanisms for children were closing doors (48%), falls while entering or exiting vehicles (11%), and falls from exteriors of vehicles (8%). KW - Children KW - Fatalities KW - Injuries KW - Injury causes KW - Motor vehicles KW - Not-in-Traffic Surveillance System KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812120.pdf UR - https://trid.trb.org/view/1349607 ER - TY - RPRT AN - 01560892 AU - National Highway Traffic Safety Administration TI - NHTSA’s Review of the National Automotive Sampling System: Report to Congress PY - 2015/03 SP - 61p AB - The National Highway Traffic Safety's (NHTSA’s) National Automotive Sampling System (NASS) has provided nationally representative traffic crash information to the highway safety community for over 30 years. However, the data needs of the traffic safety community have increased and significantly changed since NASS was initially designed. In addition, the population demographics of the United States have changed over the last three decades, affecting how nationally representative the NASS data collection sites are. NHTSA recently undertook a thorough review of the NASS Crashworthiness Data System (CDS) and the NASS General Estimates System (GES), evaluating the sample design, the data collected, and the underlying information technology. The three major components of the review were an internal review, a Federal Register Notice, and a Public Listening Session. Given the input from the review process, NHTSA recommends expanding the types of crashes covered by the new system and the data elements collected on these crashes. Doing so will address two key areas identified by the agency and its stakeholders as not adequately covered in the current NASS: crash avoidance, and a crash involving a motorcycle, a pedestrian, or a large truck. In addition, as many stakeholders requested, NHTSA recommends increasing the size of the NASS samples so as to improve the ability of the data from the system to support most data needs. KW - Crash data KW - Data collection KW - Databases KW - Information technology KW - National Automotive Sampling System KW - Recommendations KW - Stakeholders KW - Statistical sampling KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/Pubs/812128.pdf UR - https://trid.trb.org/view/1349606 ER - TY - RPRT AN - 01560677 AU - Rao, Sughosh J AU - Davis, Ian AU - Elsasser, Devin AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Van Hool 2014 CX45 Motorcoach Lane Departure Warning System Evaluation PY - 2015/03//Final Report SP - 59p AB - This report documents an evaluation of a 2014 Van Hool Motorcoach equipped with a lane departure warning system. The main objective of this work was to perform test track research on lateral crash warning systems applications for motorcoaches. This work supports the 2012 U.S. Department of Transportation’s Motorcoach Safety Action Plans and Moving Ahead for Progress in the 21st Century Act (MAP-21) requirements. The system was evaluated for warning capabilities when presented with real-world driving situations in the safety of the test track. Test scenarios included lane change maneuvers for both straight-lane and curved-lane tests. Test results indicate that alerts were issued within 0.2m after crossing the lane line for straight line tests. The system performance on the curved left-side tests was comparable to the straight line tests. However, in curved right-side tests the system did not produce warnings in 3 out of 20 tests and produced warnings further into the lane change. KW - Buses KW - Lane departure warning systems KW - Performance tests KW - Test tracks UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2015/812130_VanHoolLDWTests.pdf UR - https://trid.trb.org/view/1350693 ER - TY - RPRT AN - 01603673 AU - National Highway Traffic Safety Administration TI - Digest of Impaired Driving and Selected Beverage Control Laws. Twenty-Eighth Edition. Current as of December 21, 2013. PY - 2015/02//28th Edition SP - 529p AB - This digest reports the status of State laws concerned with impaired driving offenses and alcoholic beverage control for all 50 States, the District of Columbia, and Puerto Rico. It is designed to be an easily accessible reference to all States’ current laws on alcohol and other issues related to impaired driving. The digest contains a selection of the most important laws pertaining to impaired driving. Each State entry includes: Basis for a DWI Offense; Chemical Breath Tests for Alcohol Concentration; Adjudication of Driving While Intoxicated (DWI) Charges; Sanctions; Administrative Licensing Actions; Ignition Interlock; Sobriety Checkpoints; Other Criminal Actions Related to DWI; DWI Offenses and Commercial Motor Vehicles; Driving While License Suspended or Revoked Where the Basis Was a DWI Offense; Minimum Age Alcohol Laws; Dram Shop Laws and Related Actions; Open Container Laws; and others. KW - Adjudication KW - Alcohol breath tests KW - Alcohol ignition interlock devices KW - Commercial drivers KW - Drinking establishments KW - Drunk drivers KW - Drunk driving KW - Legal drinking age KW - Sanctions KW - Sobriety checkpoints KW - State laws KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812119-2013ImpairedDrivingDigest.pdf UR - https://trid.trb.org/view/1409638 ER - TY - RPRT AN - 01583547 AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration TI - Crashworthiness Research of Prototype Hydrogen Fuel Cell Vehicles: Task Order 7 Project Report PY - 2015/02 SP - 64p AB - To ensure fuel system integrity of passenger vehicles in crashes, the National Highway Traffic Safety Administration (NHTSA) has promulgated regulations that impose limits on post-crash fuel leakage under representative crash conditions. These conditions are defined in FMVSS Nos. 301, Fuel System Integrity, and 303, Fuel System Integrity of Compressed Natural Gas Vehicles. FMVSS No. 301 limits liquid fuel leakage to one ounce per minute for 30 minutes post crash, and FMVSS No. 303 limits the leakage of natural gas to an energy equivalent measured by a post-crash pressure drop in the high-pressure portion of the fuel system. Similar testing requirements may need to be developed for hydrogen-fueled vehicles. Toward this end, NHTSA has tasked a team led by Battelle to evaluate various technical aspects of the safety of hydrogen fueled vehicles. Battelle was the prime contractor leading a team to conduct these experiments. Battelle led the team that recently completed a series of crashes on vehicles with mockup hydrogen fuel systems. The two vehicles crashed in the present project were non-working hydrogen fuel cell prototypes that had been retired from a demonstration program. The purpose of the tests was to evaluate test procedures to assess the safety performance of the high-pressure hydrogen fuel storage containers and the electrical isolation of high-voltage powertrain components in the crash test environment. KW - Crashworthiness KW - Fuel cell vehicles KW - Fuel storage and delivery devices KW - Impact tests KW - Leakage KW - Power trains KW - Prototypes KW - Test procedures UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Alternative Energy Vehicle Systems Safety Research/812112-MainReportCrashResearchPrototype.pdf UR - http://www.nhtsa.gov/Research/Crashworthiness/Crashworthiness+Research+of+Prototype+Hydrogen+Fuel+Cell+Vehicles UR - https://trid.trb.org/view/1377469 ER - TY - RPRT AN - 01581077 AU - Klinich, Kathleen D AU - Manary, Miriam A AU - Orton, Nichole R AU - Reed, Matthew P AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Performance of Harnessed Child Restraints on Vehicle Seats With Modified Cushion Lengths and Variable Belt Geometry PY - 2015/02 SP - 50p AB - The current series of tests was conducted to identify potential negative outcomes on child restraint performance if recommendations to shorten cushion length and use belt geometry optimized for older child occupants would be implemented. Forty frontal impact tests with four different forward-facing child restraints and 47 tests with five different rear-facing child restraints were performed. Some tests were run using the Federal Motor Vehicle Safety Standard (FMVSS) No. 213 bench to establish baseline conditions, but most were run using real vehicle seats with the cushion length set to 350 mm, 400 mm, or 450 mm. Lap belt anchorage locations were set to match the FMVSS No. 213 locations or the locations optimized for the 6-year-old (6YO) anthropomorphic test device (ATD) crash test dummies (Hu, Wu, Reed, Klinich, & Cao, 2013). Some tests attached the child restraint using the lower anchors rather than the lap+shoulder belt. Forward-facing tests were run with and without tethers. Under most testing conditions, the child restraints met applicable FMVSS No. 213 requirements and kinematics appeared reasonable. Among the forward-facing tests, two child restraints with a recline foot slipped off the front edge of the seat, but still met relevant head excursion criteria. Among rear-facing tests, one child restraint exceeded the allowable chest acceleration criteria under most conditions. Overall, the results suggest that shortening seat cushion length to provide a better restraint environment for children using the vehicle seat and belt alone would not adversely affect the performance of most child restraints. Modifications to the lap belt anchorages would also not have a substantial adverse effect. KW - Child restraint systems KW - Dummies KW - Geometry KW - Impact tests KW - Occupant kinetics KW - Seat belts KW - Seats KW - Vehicle design UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Child Safety Crashworthiness Research/812116-HarnessedChildRestraint.pdf UR - https://trid.trb.org/view/1375494 ER - TY - RPRT AN - 01570618 AU - Jans, Matthew AU - Aremia, Meghann AU - Killmer, Benjamin AU - Alaittar, Laith AU - Molnar, Lisa J AU - Eby, David W AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Potential Mechanisms Underlying the Decision to Use a Seat Belt: A Literature Review PY - 2015/02 SP - 134p AB - The purpose of this literature review was to serve as the background knowledgebase for a 5-year cooperative agreement between NHTSA and the University of Michigan. This discretionary cooperative agreement is intended to study promising lines of research that elucidate the mechanisms that underlie risk perception and can be applied to converting part-time belt users to full-time users. The overall goal of this cooperative agreement is to develop testable strategies, based on basic and applied research, for influencing risk perception to move motor vehicle occupants from part-time to full-time use of seat belts. Specific topics covered in this literature review are: individual belt user characteristics; social influences on belt use; applications from research on other risky behaviors; policy/enforcement/incentive; communication and education; and technology. Conclusions are drawn within each section and for the review overall. KW - Decision making KW - Demographics KW - Literature reviews KW - Personality KW - Policy KW - Risk taking KW - Safety programs KW - Seat belt use UR - http://hdl.handle.net/2027.42/110521 UR - https://trid.trb.org/view/1362212 ER - TY - SER AN - 01560978 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Will, Kelli England AU - Decina, Lawrence E AU - Maple, Erin L AU - Perkins, Amy M TI - Effectiveness of Child Passenger Safety Information for the Safe Transportation of Children PY - 2015/02 SP - 14p AB - The objective of this project was to develop and test various methods of framing child passenger safety recommendations for children under age 13. The goal of this first study was to determine how to best communicate child passenger safety recommendations to parents/caregivers, and which information to emphasize. Thus, this study investigated various ways of framing child passenger safety recommendations, and examined the relative effectiveness on parents/caregivers’ knowledge, attitudes, and behavioral intentions related to best practices and proper use of child restraints. Specifically, should the recommendations be organized by phase of childhood (e.g., by age, or by progression of younger to older)? Should they focus on key issues, such as combating premature graduation? Should they communicate risk-reduction rationale and consequences of noncompliance? A 5 (test conditions) x 2 (time periods) experiment was conducted using a randomized controlled trial design to examine relative effectiveness of parent and caregiver preferences for different methods of framing car seat safety recommendations. The study took place in the suburbs of Philadelphia, Pennsylvania, and in Norfolk/Hampton Roads, Virginia. Each site recruited and tested 150 participants each (300 total sample). KW - Attitudes KW - Behavior KW - Best practices KW - Child restraint systems KW - Children KW - Communication KW - Information dissemination KW - Norfolk (Virginia) KW - Parents KW - Philadelphia (Pennsylvania) KW - Safety programs KW - Vehicle occupants UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812121-Safe_Transportation_of_Children.pdf UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812245-Effective-CPS-Safety-Info.pdf UR - https://trid.trb.org/view/1347706 ER - TY - SER AN - 01555799 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Compton, Richard P AU - Berning, Amy TI - Drug and Alcohol Crash Risk PY - 2015/02 SP - 11p AB - The case control crash risk study reported here is the first large-scale study in the United States to include drugs other than alcohol. It was designed to estimate the risk associated with alcohol- and drug-positive driving. Virginia Beach, Virginia, was selected for this study. Data were collected from more than 3,000 crash-involved drivers and 6,000 control drivers (not involved in crashes). Breath alcohol measurements were obtained from a total of 10,221 drivers, oral fluid samples from 9,285 drivers, and blood samples from 1,764 drivers. Research teams responded to crashes 24 hours a day, 7 days a week over a 20-month period. In order to maximize comparability, efforts were made to match control drivers to each crash-involved driver. One week after a driver involved in a crash provided data for the study, control drivers were selected at the same location, day of week, time of day, and direction of travel as the original crash. This allowed a comparison to be made between use of alcohol and other drugs by drivers involved in a crash with drivers not in a crash, resulting in an estimation of the relative risk of crash involvement associated with alcohol or drug use. In this study, the term marijuana is used to refer to drivers who tested positive for delta-9-tetrahydrocannabinal (THC). THC is associated with the psychoactive effects of ingesting marijuana. Drivers who tested positive for inactive cannabinoids were not considered positive for marijuana. This study of crash risk found a statistically significant increase in unadjusted crash risk for drivers who tested positive for use of illegal drugs (1.21 times), and THC specifically (1.25 times). However, analyses incorporating adjustments for age, gender, ethnicity, and alcohol concentration level did not show a significant increase in levels of crash risk associated with the presence of drugs. This finding indicates that these other variables (age, gender ethnicity and alcohol use) were highly correlated with drug use and account for much of the increased risk associated with the use of illegal drugs and with THC. This study found a statistically significant association between driver alcohol level and crash risk both before and after adjustment for demographic factors. KW - Crash risk forecasting KW - Drugged drivers KW - Drunk driving KW - Marijuana KW - United States KW - Virginia Beach (Virginia) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812117-Drug_and_Alcohol_Crash_Risk.pdf UR - https://trid.trb.org/view/1343066 ER - TY - SER AN - 01555797 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Berning, Amy AU - Compton, Richard AU - Wochinger, Kathryn TI - Results of the 2013–2014 National Roadside Survey of Alcohol and Drug Use by Drivers PY - 2015/02 SP - 5p AB - Over the last four decades, the National Highway Traffic Safety Administration (NHTSA) and/or the Insurance Institute for Highway Safety (IIHS) conducted four national surveys to estimate the prevalence of drinking and driving in the United States. The first National Roadside Survey (NRS) was conducted in 1973, followed by national surveys of drivers in 1986, 1996, 2007, and now 2013–2014. These surveys used a stratified random sample of weekend nighttime drivers in the contiguous 48 States and collected data directly from drivers on the road. The 2007 NRS added procedures to the NRS for the first time to estimate the use by drivers of other potentially impairing drugs. Prior roadside surveys had only collected breath samples to determine breath alcohol concentration (BrAC). Due to developments in analytical toxicology, NHTSA determined it would be feasible in the 2007 and 2013–2014 surveys to determine driver use of a variety of potentially impairing drugs including illegal drugs as well as legal medications. In 2013–2014, NHTSA conducted the most recent National Roadside Survey of Alcohol and Drug Use by Drivers. This voluntary and anonymous study is the second to collect data on drug use, presenting the first opportunity to examine drug use trends on a national scale. The 2013–2014 NRS was designed to produce national estimates of alcohol and drug use by weekday daytime and weekend nighttime drivers. Thus, the use rates presented here are national prevalence rates calculated from the percentage of drivers using alcohol or drugs and adjusted with an appropriate weighting scheme. KW - Daylight KW - Drugged drivers KW - Drunk driving KW - National Roadside Survey KW - Night KW - Trend (Statistics) KW - United States KW - Weekdays KW - Weekends UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812118-Roadside_Survey_2014.pdf UR - https://trid.trb.org/view/1343065 ER - TY - SER AN - 01554243 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Choi, Eun-Ha TI - Seat Belt Use in 2014—Overall Results PY - 2015/02 SP - 4p AB - Seat belt use in 2014 remained at 87 percent, unchanged from 2013. This result is from the National Occupant Protection Use Survey (NOPUS), which is the only survey that provides nationwide probability-based observed data on seat belt use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. Seat belt use has shown an increasing trend since 1995, accompanied by a steady decline in the percentage of unrestrained passenger vehicle occupant fatalities during daytime. The 2014 survey also found the following: Seat belt use for occupants in the West is higher than in the other regions, Northeast, Midwest, and South in 2014; Seat belt use continued to be higher in the States in which vehicle occupants can be pulled over solely for not using seat belts (“primary law States”) as compared with the States with weaker enforcement laws (“secondary law States”) or without seat belt laws; and Seat belt use for occupants in moderately dense traffic decreased significantly from 86 percent in 2013 to 84 percent in 2014. KW - Fatalities KW - National Occupant Protection Use Survey (NOPUS) KW - Regions KW - Seat belt use KW - State laws KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812113.pdf UR - https://trid.trb.org/view/1343904 ER - TY - RPRT AN - 01587677 AU - Thomas, F Dennis AU - Blomberg, Richard D AU - Masten, Scott AU - Cicchino, Jessica AU - Tippetts, Scott AU - Korbelak, Kristopher T AU - Fell, James AU - Lacey, John AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the Washington State Target Zero Teams Project PY - 2015/01//Final Report SP - 67p AB - As part of its “Target Zero” strategic highway safety plan that has the goal to reduce traffic fatalities in Washington to zero by the year 2030, the State of Washington established three detachments of Washington State Patrol (WSP) troopers to focus on nighttime impaired-driving offenses. These detachments stationed in King, Pierce, and Snohomish counties were named Target Zero Teams (TZT). Each included one sergeant and six troopers funded by the Washington Traffic Safety Commission (WTSC). It is important to note that Snohomish also served as the pilot site for the successful Night Emphasis Enforcement Team (NEET) project that began in late 2006 and was the model for the TZT program. In addition to the WSP detachments, the TZT program also involved local law enforcement on overtime funded by WTSC. Researchers chose 3 other counties in Washington (Clark, Spokane, and Yakima) to serve as comparison sites since they did not have any formal, WTSC-funded TZT activities taking place. Overall, during the TZT period, there were notable countywide net increases in the number of driving under the influence (DUI) arrests by troopers in the TZT counties with Pierce increasing 47.21 percent, King 13.63 percent, and Snohomish 13.28 percent. The Snohomish increase is noteworthy since it represents a net gain above and beyond that achieved by the NEET program. The TZT detachments in King, Pierce, and Snohomish showed significantly higher percentages of trooper contacts resulting in DUI arrests (15.38%, 10.83%, and 9.78% respectively) than the non-TZT troopers in those counties (1.75%, 2.02, and 1.61%), and WSP troopers in the comparison counties (2.56%, 1.98%, and 1.91%) and the rest of the State (1.22%). The study results suggested that TZT led to reduced non-fatal crashes of all types in Pierce County, reduced crashes of some types in King County, but limited crash reductions in Snohomish County where the NEET program had already achieved significant reductions as reported previously by WTSC. Results showed that relative to the comparison counties the TZT counties had a reduction of 24.8 percent in driver alcohol involvement (BAC ≥ .01) in fatal crashes and a relative reduction of 22.4 percent for high driver BAC (BAC ≥ .15) involvement in fatal crashes. Using conservative assumptions, researchers compared projected driver alcohol-involved fatality data with observed fatality data to estimate that TZT saved 11 lives that would have been lost in driver alcohol-involved crashes in the TZT counties if TZT had not been in operation. Based on these fatalities avoided alone, TZT was highly cost-effective. Overall, the study results suggest the TZT approach markedly increased the DUI enforcement productivity of the law enforcement agencies in the intervention counties which led to safety gains in these counties during the study time period. KW - Arrests KW - Blood alcohol levels KW - Counties KW - Crash rates KW - Drunk driving KW - Evaluation KW - Fatalities KW - Night KW - Traffic law enforcement KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812097-WA-StateTargetZeroProject.pdf UR - https://trid.trb.org/view/1395626 ER - TY - RPRT AN - 01555765 AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Process Overview of the High-Visibility Enforcement Programs Targeting Handheld Device Users in California and Delaware PY - 2015/01//Final Report SP - 27p AB - The National Highway Traffic Safety Administration, the California Office of Traffic Safety, and the Delaware Highway Safety Office demonstrated State high-visibility enforcement (HVE) programs to reduce handheld phone use while driving. HVE was conducted statewide in Delaware and across the Sacramento Valley region of California. Local law enforcement officers conducted three HVE waves between November 2012 and June 2013. Paid advertisements and news coverage supported the enforcement efforts. Messages conveyed the slogan, Phone in One Hand, Ticket in the Other. The information in this process report includes: (1) how to plan and implement a regional/statewide HVE program that targets phone use while driving; (2) distracted driving enforcement practices; and (3) lessons learned from the California and Delaware distracted driving demonstration programs. KW - California KW - Cellular telephones KW - Delaware KW - Distraction KW - Implementation KW - Safety campaigns KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812109_ProcessOverviewDistractedDriving_CA-DE.pdf UR - https://trid.trb.org/view/1344287 ER - TY - RPRT AN - 01555753 AU - Chaudhary, Neil K AU - Connolly, Joyce AU - Tison, Julie AU - Solomon, Mark AU - Elliott, Kim AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the NHTSA Distracted Driving High-Visibility Enforcement Demonstration Projects in California and Delaware PY - 2015/01 SP - 72p AB - High-visibility enforcement (increased police presence supported by paid and earned media) was implemented in the Sacramento area of California and in Delaware in support of laws banning the use of handheld cell phones while driving. Three waves of enforcement were conducted from November 2012 to June 2013. Paid and earned media featured the tagline, Phone in One Hand, Ticket in the Other. The program evaluation included analyzing media and enforcement activity data, administering an awareness survey, conducting roadside observations of driver electronic device use, and analyzing crash data. Crash data analyses did not reveal any apparent effect on the incidence of distraction-related crashes in the same periods. This is likely due to the overall small percentage of crashes coded as distraction-related. Driver surveys showed an increase in awareness that cell phone laws were being enforced. Observed handheld driver cell phone use dropped by one-third from 4.1% to 2.7% in California (a 34% reduction); and from 4.5% to 3.0% in Delaware (a 33% reduction). It was concluded that high-visibility enforcement can be implemented over widespread, multijurisdictional areas and may reduce the number of people who use handheld cell phones while driving. KW - Automobile drivers KW - California KW - Cellular telephones KW - Crash data KW - Delaware KW - Distraction KW - Evaluation KW - Safety campaigns KW - Surveys KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812108_EvaluationDistractedDrivingCA-DE.pdf UR - https://trid.trb.org/view/1344288 ER - TY - SER AN - 01554241 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Validation of the National Estimates Produced From NASS GES PY - 2015/01 SP - 4p AB - The National Automotive Sampling System (NASS) General Estimates System (GES), operated by the National Highway Traffic Safety Administration, is responsible for producing national estimates for all types of motor vehicle traffic crashes that occur throughout the United States each year. The objective of this research note is to validate the GES estimate on the total number of motor vehicle traffic crashes occurring annually. The method used was to compare an annual GES estimate with numbers of motor vehicle traffic crashes reported by the 50 States and the District of Columbia in the same year. KW - Crash data KW - Estimating KW - General Estimates System KW - National Automotive Sampling System KW - Traffic crashes KW - United States KW - Validation UR - http://www-nrd.nhtsa.dot.gov/Pubs/812099.pdf UR - https://trid.trb.org/view/1342391 ER - TY - SER AN - 01554157 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Choi, Eun-Ha TI - Motorcycle Helmet Use in 2014—Overall Results PY - 2015/01 SP - 5p AB - Use of Department of Transportation (DOT)-compliant motorcycle helmets reached 64 percent in 2014, statistically unchanged from 60 percent in 2013. This result is from the National Occupant Protection Use Survey (NOPUS), the only survey that provides nationwide probability-based observed data on motorcycle helmet use in the United States. The NOPUS is conducted by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The 2014 survey also found the following: Helmet use among motorcyclists on expressways increased significantly to 81 percent, up from 64 percent in 2013; Helmet use among motorcyclists in the Southern states increased significantly to 78 percent, up from 65 percent in 2013; Use of non-compliant motorcycle helmets decreased significantly to 5 percent, from 7 percent in 2013; and Helmet use in 2014 continued to be significantly higher in states that require all motorcyclists to be helmeted than in other states. KW - Motorcycle helmets KW - Motorcyclists KW - National Occupant Protection Use Survey (NOPUS) KW - State laws KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812110.pdf UR - https://trid.trb.org/view/1343860 ER - TY - RPRT AN - 01553160 AU - Pickrell, Timothy M AU - Liu, Cejun AU - National Highway Traffic Safety Administration TI - Occupant Restraint Use in 2013: Results From the NOPUS Controlled Intersection Study PY - 2015/01 SP - 29p AB - This report presents results from the 2013 National Occupant Protection Use Survey (NOPUS) Controlled Intersection Study. NOPUS is the only nationwide probability-based occupant restraint use survey. The National Center for Statistics and Analysis of the National Highway Traffic Safety Administration conducts this survey annually. The 2013 NOPUS found that the national seat belt use in 2013 reached 87 percent, statistically unchanged from 86 percent in 2012. Seat belt use among younger drivers (age 16 to 24) with younger passengers (all age 16 to 24) increased significantly to 85 percent in 2013 from 76 percent in 2012. Restraint use for children traveling in pickup trucks decreased significantly from 91 percent in 2012 to 76 percent in 2013. Seat belt use among child (under age 8) passengers decreased significantly to 88 percent in 2013 from 92 percent in 2012 during weekends. KW - Automobile drivers KW - Child restraint systems KW - Children KW - Demographics KW - Pickup trucks KW - Seat belt use KW - Seat belts KW - Transportation safety KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/Pubs/812080.pdf UR - https://trid.trb.org/view/1341290 ER - TY - RPRT AN - 01552162 AU - Kahane, Charles J AU - National Highway Traffic Safety Administration TI - Lives Saved by Vehicle Safety Technologies and Associated Federal Motor Vehicle Safety Standards, 1960 to 2012 – Passenger Cars and LTVs – With Reviews of 26 FMVSS and the Effectiveness of Their Associated Safety Technologies in Reducing Fatalities, Injuries, and Crashes PY - 2015/01 SP - 525p AB - The National Highway Traffic Safety Administration (NHTSA) began in 1975 to evaluate the effectiveness of vehicle safety technologies associated with the Federal Motor Vehicle Safety Standards. By June 2014, NHTSA had evaluated the effectiveness of virtually all the life-saving technologies introduced in passenger cars, pickup trucks, sport utility vehicles (SUVs), and vans from about 1960 up through about 2010. A statistical model estimates the number of lives saved from 1960 to 2012 by the combination of these life-saving technologies. Fatality Analysis Reporting System (FARS) data for 1975 to 2012 documents the actual crash fatalities in vehicles that, especially in recent years, include many safety technologies. Using NHTSA’s published effectiveness estimates, the model estimates how many people would have died if the vehicles had not been equipped with any of the safety technologies. In addition to equipment compliant with specific Federal Motor Vehicle Safety Standards (FMVSS) in effect at that time, the model tallies lives saved by installations in advance of the FMVSS, back to 1960, and by non-compulsory improvements, such as pretensioners and load limiters for seat belts. FARS data has been available since 1975, but an extension of the model allows estimates of lives saved in 1960 to 1974. A previous NHTSA study using the same methods estimated that vehicle safety technologies had saved 328,551 lives from 1960 through 2002. The agency now estimates 613,501 lives saved from 1960 through 2012. The annual number of lives saved grew from 115 in 1960, when a small number of people used lap belts, to 27,621 in 2012, when most cars and light trucks and vans (LTVs) were equipped with numerous modern safety technologies and belt use on the road achieved 86 percent. KW - Automobiles KW - Crash injuries KW - Fatalities KW - Fatality Analysis Reporting System KW - Federal Motor Vehicle Safety Standards KW - Highway safety KW - Pickup trucks KW - Statistical analysis KW - Traffic crashes KW - Vans KW - Vehicle components KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/812069.pdf UR - https://trid.trb.org/view/1341338 ER - TY - RPRT AN - 01551316 AU - National Highway Traffic Safety Administration TI - Hospital Discharge Recommendations for Safe Transportation of Children: Best Practice Recommendations Developed By an Expert Working Group Convened By the National Highway Traffic Safety Administration PY - 2015/01 SP - 11p AB - While Child Passenger Safety (CPS) typically refers to the safety of children in car seats and booster seats, it also encompasses children who have outgrown car seats and booster seats and therefore need to be properly restrained by a seat belt. Hospitals and other health care providers have an interest in occupant protection no matter the age of the patient, so a thorough set of discharge protocols, including language about seat belt use beyond car seats and booster seats, is advantageous for everyone. The Hospital Child Passenger Safety Discharge Policy Planning Group met on March 25, 2014, and agreed to adopt the following consensus recommendations and best practices. This product resulted following many years of collaboration and shared ownership of a project that began with a literature review and case studies of hospitals with established discharge protocols. Consultation with experts in child passenger safety, interagency, and committee review yielded the current recommendations. KW - Best practices KW - Child restraint systems KW - Health care facilities KW - Policy KW - Recommendations KW - Seat belts UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812106_HospitalDischrgeRecSafeTransChildren.pdf UR - https://trid.trb.org/view/1341231 ER - TY - SER AN - 01551275 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Evaluation of the Washington State Target Zero Teams Project PY - 2015/01 SP - 2p AB - Washington State established three detachments of Washington State Patrol (WSP) troopers to focus on night-time impaired-driving offenses. The Washington Traffic Safety Commission (WTSC) and the WSP named these detachments Target Zero Teams (TZT) since they supported Washington’s “Target Zero” strategic highway safety plan, which includes the goal of reducing traffic fatalities in Washington State to zero by 2030. From July 2010 to June 2012, Washington deployed one detachment (one sergeant and six troopers) in each of the three largest counties in the State— King, Pierce, and Snohomish. The WTSC also provided TZT grant funding to local law enforcement to conduct overtime enforcement focused on driving under the influence (DUI) offenses. For research purposes, three other counties (Clark, Spokane, and Yakima) were chosen to serve as comparison sites. These counties did not have any formal WTSC-funded TZT activities taking place. The evaluation focused on (a) the program’s effectiveness in increasing DUI enforcement; (b) whether TZT resulted in decreased alcohol-involved driving, crashes, and fatalities in the intervention counties, in relation to the comparison counties and statewide; (c) public awareness and media coverage of the project; and (d) the cost/benefit of TZT to the State of Washington. KW - Benefit cost analysis KW - Crash rates KW - Drunk driving KW - Evaluation KW - Fatalities KW - Highway safety KW - Safety programs KW - Traffic law enforcement KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812098_EvalWashingtonStateTargetZero-TT.pdf UR - https://trid.trb.org/view/1340560 ER - TY - RPRT AN - 01603550 AU - Kierkus, Christopher A AU - Johnson, Brian R AU - Michigan State Court Administrative Office AU - Michigan Office of Highway Safety Planning AU - National Highway Traffic Safety Administration AU - Michigan Association of Treatment Court Professionals TI - Michigan DWI/Sobriety Court Ignition Interlock Evaluation PY - 2015 SP - 82p AB - This report was commissioned by the Michigan Association of Treatment Court Professionals (MATCP) in cooperation with the State Court Administrative Office (SCAO). Its purpose is to provide the legislature, the Secretary of State, and the Michigan Supreme Court documentation related to program participants’ compliance with court ordered conditions, their progress through the driving while impaired (DWI)/Sobriety Court program, and the outcome(s) of being placed on ignition interlock restrictions. This document is the fourth annual report: it provides the reader with an overview of issues pertaining to ignition interlock programs in Michigan for the period 2011-2014. It also summarizes the study design, provides a description of the data, analyzes the operation and effectiveness of the DWI/Sobriety Court ignition interlock program, and discusses data validation, innovative practices, obstacles, and lessons learned from the four year study. This report is directed toward legislators, court administrators and other criminal justice practitioners who are interested in the use of ignition interlock devices within DWI/Sobriety Court as a means of controlling and reducing drunk driving recidivism in the state of Michigan. Section 1 provides the reader with supplemental information regarding the use of interlocks to monitor and control offenders beyond the issues discussed in the 2012 - 2014 reports. Following this review, Sections 2 and 3 provide the methods and findings of the 2015 Ignition Interlock Program in Michigan. Finally, Section 4 provides the reader with general conclusions, and a summary of the first four years of the program. KW - Alcohol ignition interlock devices KW - Compliance KW - Court decisions KW - Drunk drivers KW - Drunk driving KW - Evaluation KW - Michigan KW - Traffic conviction UR - http://courts.mi.gov/Administration/admin/op/problem-solving-courts/Drug/Documents/Ignition Interlock Device Report - revised.pdf UR - https://trid.trb.org/view/1409633 ER - TY - RPRT AN - 01596700 AU - National Highway Traffic Safety Administration TI - NHTSA 2015: Advancing Safety on America's Roads PY - 2015 SP - 4p AB - In 2015, the National Highway Traffic Safety Administration (NHTSA) built on decades of road safety progress by improving in three specific areas: bolstering innovation across the agency and specifically in vehicle safety technology; reforming the identification and recall of vehicles and equipment with safety-related defects; and strengthening core safety programs that help Americans make safer choices on the road. In this brief report, NHTSA presents some of the significant improvements the agency made in 2015 in these areas and in how they communicate with the public. KW - Recall campaigns KW - Technological innovations KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration KW - United States KW - Vehicle safety UR - http://www.nhtsa.gov/nhtsa/accomplishments/2015/img/NHTSA_2015.pdf UR - https://trid.trb.org/view/1403015 ER - TY - RPRT AN - 01594691 AU - American Geriatrics Society AU - National Highway Traffic Safety Administration TI - Clinician’s Guide to Assessing and Counseling Older Drivers PY - 2015///3rd Edition SP - 311p AB - This edition of the Clinician's Guide to Assessing and Counseling Older Drivers is an update to the Physician’s Guide to Assessing and Counseling Older Drivers that was originally developed by the American Medical Association (AMA) under a prior cooperative agreement with National Highway Traffic Safety Administration (NHTSA). This guide is intended as an aid to health care professionals in identifying older adults who may be having trouble driving and advising these drivers on alternate means of transportation and the necessity of driving cessation. Topics include: Screening and assessment of functional abilities, Clinical interventions, Ethical and legal issues, State licensing and reporting laws, and Medical conditions and medications that may affect driving. The appendices include patient and caregiver educational material, CPT codes, and clinical team resources. KW - Aged drivers KW - Communication KW - Diseases and medical conditions KW - Driving cessation KW - Health care services KW - Legal factors KW - Medical personnel UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812228-CliniciansGuideToOlderDrivers.pdf UR - https://trid.trb.org/view/1401769 ER - TY - CONF AN - 01582279 AU - Sinelnikova, Alina AU - Lee, Joonbum AU - Reimer, Bryan AU - Mehler, Bruce AU - Coughlin, Joseph F AU - University of Iowa, Iowa City TI - Predicting Secondary Task Involvement and Differences in Task Modality Using Field Highway Driving Data SN - 9781495167973 PY - 2015 SP - pp 387-393 AB - This study examined differences in the impact of visual-manual and auditory-vocal based radio tuning tasks on field driving performance. Engagement in visual-manual tuning tasks were associated with higher steering wheel reversal rates than baseline driving. Both visual-manual and auditory-vocal based tuning tasks were associated with higher variances in speed maintenance compared to baseline driving. Models were built to utilize driving performance measurements as input to a classifier that aimed to distinguish between the three states (i.e., baseline driving, visual-manual tuning, and auditory-vocal tuning). Baseline driving could be classified from visual-manual tuning at an accuracy of over 99% and from auditory-vocal based tuning at an accuracy of 93.3%. Models could differentiate between the modalities at an accuracy of 75.2 % and between the three classes at an accuracy of 81.2%. Results suggest that changes in driving performance associated with visual-manual based tuning are statistically distinguishable from auditory-vocal based tuning. While not being free of visual-manual demand, tasks that involve auditory-vocal interactions appear to differ from visual-manual in how they impact driving performance. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Distraction KW - Driver performance KW - Driver vehicle interfaces KW - Driving KW - Predictive models KW - Radio UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/059.pdf UR - https://trid.trb.org/view/1373866 ER - TY - CONF AN - 01582278 AU - Aksan, Nazan AU - Sager, Lauren AU - Lester, Benjamin AU - Hacker, Sarah AU - Dawson, Jeffrey AU - Anderson, Steven W AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Effectiveness of a Heads-Up Adaptive Lane Deviation Warning System for Middle-Aged and Older Adults SN - 9781495167973 PY - 2015 SP - pp 422-428 AB - 46 participants (24 younger and 22 older) completed at least one out of four simulated drives designed to test the effectiveness of an Adaptive Lane Deviation Warning (LDW) system, and they drove through both a warnings-on and warnings-off version of each drive. Findings showed that LDW was effective in reducing reaction time for lane deviation corrections for both older (by 1.2 seconds) and younger drivers (by 1.6 seconds). The older and younger drivers did not differ in correction reaction time (RTs) when the warnings were turned off. But older drivers showed slower correction RTs than younger drivers in the warning-on drives. The data indicate that these benefits were specific to LDW rather than general improvement in driving performance. Cognitive processing speed emerged as a particularly robust predictor of benefits from the LDW compared to other domains of cognitive function. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Aged drivers KW - Cognition KW - Driver support systems KW - Evaluation KW - Head up displays KW - Lane departure warning systems UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/064.pdf UR - https://trid.trb.org/view/1374089 ER - TY - CONF AN - 01582277 AU - Brown, Timothy AU - Spurgin, Andrew AU - Milavetz, Gary AU - Gaffney, Gary AU - Johnson, Robin AU - University of Iowa, Iowa City TI - Do Drowsy Driver Drugs Differ? SN - 9781495167973 PY - 2015 SP - pp 373-379 AB - This research paper explores how different drug mechanisms within a single class of drugs can produce different profiles of driving impairment. Prior research has failed to consider these mechanistic differences and often utilizes less controlled study methodologies. The potential impact of differing mechanistic effects is important for practitioners but remains unclear for most drugs. Twenty nine licensed drivers in good general health completed one of two miniSim™ studies using a validated, standardized, driving impairment scenario. Both drugs caused degradation in lateral control measures of standard deviation of lane position (SDLP) and number of lane departures, however only diphenhydramine was found to cause a significant change in steering bandwidth. The studied drugs differed in their effects on all longitudinal driving measures with diphenhydramine affecting speed and alprazolam affecting the standard deviation of speed. Difference in therapeutic mechanism of action results in differing pharmacodynamic driving performance outcomes. This analysis reinforces the importance of careful consideration of a drug’s specific mechanism of action when considering a sedating drug’s impact on a patient’s ability to safely operate a motor vehicle. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Driver performance KW - Drivers KW - Driving KW - Drowsiness KW - Drug effects KW - Drugs KW - Impaired drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/057.pdf UR - https://trid.trb.org/view/1373820 ER - TY - CONF AN - 01582276 AU - McWilliams, Thomas AU - Reimer, Bryan AU - Mehler, Bruce AU - Dobres, Jonathan AU - McAnulty, Hale AU - University of Iowa, Iowa City TI - A Secondary Assessment of the Impact of Voice Interface Turn Delays on Driver Attention and Arousal in Field Conditions SN - 9781495167973 PY - 2015 SP - pp 408-414 AB - Voice interface use has become increasingly popular in vehicles. It is important that these systems divert drivers’ attention from the primary driving task as little as possible, and numerous efforts have been devoted to categorizing demands associated with these systems. Nonetheless, there is still much to be learned about how various implementation characteristics impact attention. This study presents a secondary analysis of the delay time between when users finish giving commands and when the system responds. It considers data collected on 4 different production vehicle voice interfaces and a mounted smartphone in field driving. Collapsing across systems, drivers showed an initial increase in heart rate, skin conductance level, and off-road glance time while waiting for a system to respond; a gradual decrease followed as delays continued. The observed attentional and arousal changes are likely due to an increase in anticipation following a speech command, followed by a general disengagement from the interface as delay times increase. Safety concerns associated with extended delay times and suggestion of an optimal range for system response times are highlighted. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Attention KW - Delays KW - Distraction KW - Driver support systems KW - Driver vehicle interfaces KW - Drivers KW - Traffic safety KW - Voice communication UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/062.pdf UR - https://trid.trb.org/view/1374087 ER - TY - CONF AN - 01582275 AU - Dobres, Jonathan AU - Reimer, Bryan AU - Parikhal, Lauren AU - Wean, Emily AU - Chahine, Nadine AU - University of Iowa, Iowa City TI - The Incredible Shrinking Letter: How Font Size Affects the Legibility of Text Viewed in Brief Glances SN - 9781495167973 PY - 2015 SP - pp 429-435 AB - As in-vehicle interfaces have become miniature computers with userfacing LCD screens, the complexities of designing for them have increased tremendously. Given their safety-critical nature, designers must carefully consider every aspect of the vehicle’s digital interface. Recent research has suggested that even the typeface used to display the interface’s text can have significant impacts on driver behaviors such as total off-road glance time and secondary task completion time. Here the authors outline a psychophysical method for rapidly assessing the glance-based legibility of two different typefaces (a “humanist” and a “square grotesque”) presented in two different sizes (3mm and 4mm). Consistent with previous research, the authors find that humanist type is more legible than square grotesque. They also find that text is empirically less legible at 3mm compared to 4mm, and that this effect is especially pronounced for the square grotesque typeface. Legibility thresholds were also found to increase linearly with age, more than doubling across the age range studied. The authors hypothesize that the square grotesque’s intrinsic design characteristics cause it to scale poorly at small sizes and lose important details, especially in suboptimal display conditions. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Distraction KW - Driver vehicle interfaces KW - Drivers KW - Legibility KW - Lettering KW - Mobile computing UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/065.pdf UR - https://trid.trb.org/view/1374090 ER - TY - CONF AN - 01582274 AU - Mok, Brian Ka-Jun AU - Sirkin, David AU - Sibi, Srinath AU - Miller, David Bryan AU - Ju, Wendy AU - University of Iowa, Iowa City TI - Understanding Driver-Automated Vehicle Interactions Through Wizard of Oz Design Improvisation SN - 9781495167973 PY - 2015 SP - pp 380-386 AB - This paper describes a Wizard of Oz study that was performed to gather insights on how automated vehicles (NHTSA’s Levels of Automation 2 and 3) should interact with human drivers. Twelve design improvisation sessions were conducted inside a driving simulator with interaction and interface design experts. The participants drove through a simulated course with various terrain and road conditions, while the two human operators (wizards) controlled the audio and driving behavior of the car. Through the feedback collected in these sessions, insights in five areas were discovered: drivers’ desire for shared control, transitions in driving mode, response latency, addressing requests, and drivers’ trust in the car. Additional examining yielded potential concepts and ideas that may be implemented and tested in future work. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Automated vehicle control KW - Driver vehicle interfaces KW - Drivers KW - Driving simulators KW - Intelligent vehicles KW - Trust (Psychology) UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/058.pdf UR - https://trid.trb.org/view/1373841 ER - TY - CONF AN - 01582273 AU - Venkatraman, Vindhya AU - Lee, John D AU - Schwarz, Chris W AU - University of Iowa, Iowa City TI - From Few to Many: Using Copulas and Monte Carlo Simulation to Estimate Safety Consequences SN - 9781495167973 PY - 2015 SP - pp 366-372 AB - With the introduction of more advanced vehicle technology, it is paramount to assess its safety benefit. Advanced driver assistance systems (ADAS) can reduce crashes and mitigate crash severity, if designed appropriately. Driver behavior models are integral to the ADAS design process, complementing time and resource intensive human participant experiments. The authors introduce a method to model driver responses to forward collision events by quantifying multivariate behavior with copulas and Monte Carlo simulation. This approach capitalizes on the data from small samples of crash events observed in naturalistic or simulator studies. Copulas summarize data by capturing the underlying joint distribution of variables, and Monte Carlo methods can be used to repeatedly sample from these distributions. A driver model can be parameterized with these samples, and run on a desktop driving simulation environment. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Behavior KW - Benefits KW - Copula-based models KW - Driver support systems KW - Drivers KW - Frontal crashes KW - Monte Carlo method KW - Safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/056.pdf UR - https://trid.trb.org/view/1373819 ER - TY - CONF AN - 01582272 AU - Hibberd, Daryl L AU - Jamson, A Hamish AU - Jamson, Samantha L AU - University of Iowa, Iowa City TI - The Effects of an Eco-Driving Interface on Driver Safety and Fuel Efficiency SN - 9781495167973 PY - 2015 SP - pp 415-421 AB - Real-time, in-vehicle guidance on eco-driving is likely to produce substantial improvements in vehicle fuel economy. However, the benefits of such in-vehicle systems should be achieved without impairing driver safety. A simulator study evaluated both visual and haptic eco-driving feedback systems, which provided advice on gas pedal usage. Hill driving scenarios with variable traffic density were used to test drivers’ prioritization of safe and fuel-efficient driving. A visual, second-order display and a haptic force feedback gas pedal created the smallest errors in gas pedal usage and so maximized fuel efficiency. The visual display increased time spent looking away from the road, implying reduced driver safety. Participants were worse at eco-driving in more demanding, high traffic conditions. Drivers appeared to prioritize safety over eco-driving, however safety margins were shorter in the high density traffic condition, despite the degradation in eco-driving performance. The findings suggest which modality could be most appropriate for presenting in-vehicle eco-driving guidance, and hint that these systems should advise drivers based on the prevailing traffic conditions. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Driver performance KW - Driver support systems KW - Driver vehicle interfaces KW - Drivers KW - Ecodriving KW - Fuel consumption KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/063.pdf UR - https://trid.trb.org/view/1374088 ER - TY - CONF AN - 01582271 AU - Golz, Martin AU - Sommer, David AU - Krajewski, Jarek AU - University of Iowa, Iowa City TI - Driver Sleepiness Assessed by Electroencephalography - Different Methods Applied to One Single Data Set SN - 9781495167973 PY - 2015 SP - pp 359-365 AB - An overview of several methods of electroencephalography (EEG) analysis in order to assess driver sleepiness is presented. All methods were applied to one single data set obtained from overnight driving simulations in the authors' lab. 10 young adults (age 22.4 ± 4.1 years) participated and drove on rural roads; time on task was 7 x 40 min and time since sleep ranged between 16 and 22 hours. Results show large inter-individual variability of all variables and moderate correlation coefficients to one subjective and one objective independent variable of driver drowsiness. Only one method, the detection of microsleep-like EEG patterns, provides a variable with strong increases immediately before sleepiness related crashes. It is concluded that EEG analysis should attach more importance to short-term- patterns and should renounce the analysis of spectral power in four bands. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Crashes KW - Drivers KW - Electroencephalography KW - Fatigue (Physiological condition) KW - Sleep deprivation KW - Sleepiness UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/055.pdf UR - https://trid.trb.org/view/1373818 ER - TY - CONF AN - 01582270 AU - Johns, Mishel AU - Miller, David B AU - Sun, Annabel C AU - Baughman, Shawnee AU - Zhang, Tongda AU - Ju, Wendy AU - University of Iowa, Iowa City TI - The Driver Has Control: Exploring Driving Performance with Varying Automation Capabilities SN - 9781495167973 PY - 2015 SP - pp 394-400 AB - As vehicle automation becomes more capable and prevalent, an understanding of how drivers will interact with automation systems of varying capabilities will be of critical importance. In this study, the authors compare the performance of drivers on takeover of control from varying types of automation systems (single-function and combined function). Participants drove a 20-minute course with sections of automated driving, and with several traffic events designed to elicit a driver response. Structured transfers of control between automated and manual driving modes occurred following a 7-second countdown at fixed locations on the course. Significant differences were found between groups in terms of lane-keeping ability immediately after taking control following a period of automated vehicle control or partial driver/automation control, but significant differences were not found in accident evasion ability, even five seconds after resuming full control. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Automated vehicle control KW - Automatic steering control KW - Autonomous intelligent cruise control KW - Driver performance KW - Driving KW - Intelligent vehicles KW - Manual control KW - Workload UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/060.pdf UR - https://trid.trb.org/view/1374047 ER - TY - CONF AN - 01582269 AU - Marulanda, Susana AU - Chen, Huei-Yen Winnie AU - Donmez, Birsen AU - University of Iowa, Iowa City TI - Capturing Voluntary, Involuntary, and Habitual Components of Driver Distraction in a Self-Reported Questionnaire SN - 9781495167973 PY - 2015 SP - pp 352-358 AB - To maximize the effectiveness of strategies for mitigating driver distraction, it is crucial to understand the factors underlying drivers’ engagement in distractions. This article describes a step toward an improved version of the Susceptibility to Driver Distraction Questionnaire (SDDQ), namely the development of an exploratory questionnaire based on findings from the original SDDQ. In this exploratory questionnaire, the Theory of Planned Behaviour continues to serve as the framework for investigating voluntary distractions, relating intentional actions to attitudes, perceived behavioural control, and perceived social norms regarding distractions. Involuntary distractions are captured by investigating the difficulty associated with ignoring information that is not critical for safe driving. A new component of habitual behaviours is also added to measure distractions that involve minimal conscious control, yet were once intentional and goal-driven. The resulting exploratory questionnaire will be used in an upcoming online survey study to determine the items that most effectively capture voluntary, involuntary, and habitual distraction. An improved SDDQ will be generated based on analyses of this pending study. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Behavior KW - Distraction KW - Driver performance KW - Drivers KW - Questionnaires UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/054.pdf UR - https://trid.trb.org/view/1373149 ER - TY - CONF AN - 01582268 AU - Lerner, Neil AU - Singer, Jeremiah AU - Kellman, Daniel AU - Traube, Eric AU - University of Iowa, Iowa City TI - In-Vehicle Noise Alters the Perceived Meaning of Auditory Signals SN - 9781495167973 PY - 2015 SP - pp 401-407 AB - Research on driver perception and interpretation of auditory signals has generally been conducted under conditions of low-to-moderate ambient in-cab noise. In a series of four experiments, the effects of various ambient noise conditions on the perceived meaning of auditory signals were investigated. Noise conditions that may be realistically anticipated in the course of normal driving altered the perceived urgency and meaning of signals. The presence and extent of such changes was a function of the specific auditory signal, the ambient noise condition, and their interaction. The results indicate that in-vehicle auditory signal design criteria developed only under low-to-moderate ambient noise conditions are not likely to be sufficient. The significant signal-by-ambient noise interaction further suggests that multiple noise backgrounds must be considered. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Ambient noise KW - Audible warning devices in vehicles KW - Auditory perception KW - Drivers KW - Warning signals UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/061.pdf UR - https://trid.trb.org/view/1374086 ER - TY - CONF AN - 01580231 AU - Akinwuntan, Abiodun E AU - Cornelison, Amanda AU - De La Cruz, Erika AU - Harris, Tionna AU - Phillips, Kallie AU - Devos, Hannes AU - University of Iowa, Iowa City TI - Validation of a Cognitive Screening Battery to Predict Fitness-to-Drive in Individuals with Multiple Sclerosis: A Preliminary Report SN - 9781495167973 PY - 2015 SP - pp 303-309 AB - In a previous study, the authors identified five cognitive tests that together predicted the outcome of a comprehensive driving evaluation of 44 individuals with multiple sclerosis (age = 46 ± 11 years, 84% females) with 91% accuracy, 70% sensitivity, and 97% specificity. In this study, the authors sought to validate the predictive accuracy of the five tests in a different cohort of individuals with multiple sclerosis. Sixty-three participants (age = 49 ± 9 years, 89% females) were administered the five cognitive tests. Participants were also administered a standardized practical on-road driving test. Performance on the road test was judged by completing a 16-item checklist of very important driving skills. A raw score of 45 or more out of 50 maximum points was classified as “pass” and below 45 as “fail”. Performance on the five cognitive tests was used to predict the pass/fail outcome of the on-road test. Study results showed that all five variables each had significant association with the on-road test raw score. The five tests together explained 44% of the variance of the pass/fail classification. Participants’ “pass” or “fail” performance on the road test was predicted with 83% accuracy, 67% sensitivity, and 85% specificity. The short battery of five tests appears to be a valid predictor of fitness-to-drive of individuals with multiple sclerosis and more accurate at predicting individuals who will pass the on-road evaluation (85% specificity) than those who will fail (67% sensitivity). U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Cognition KW - Driver performance KW - Driving KW - Fitness to drive KW - Multiple sclerosis KW - Nervous system diseases UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/047.pdf UR - https://trid.trb.org/view/1373142 ER - TY - CONF AN - 01580230 AU - Ehsani, Johnathon AU - Simons-Morton, Bruce G AU - Perlus, Jessamyn G AU - Xie, Yunlong AU - Albert, Paul S AU - University of Iowa, Iowa City TI - Association Between Cell Phone Restrictions and Teens' Self-Reported Cell Phone Use While Driving SN - 9781495167973 PY - 2015 SP - pp 317-323 AB - The purpose of this study was to describe the association between a range of cell phone restrictions and self-reported cell phone use while driving among teen drivers. Methods: U.S. high school students (N=780) from 14 states completed questionnaires, including items on cell phone use while driving. Cell phone restrictions for each state were identified using the Public Health Law Research Distracted Driving Law database and divided into five categories. Associations between cell phone restrictions and self-reported cell phone use while driving were estimated as odds ratios, adjusting for driving exposure. Results: In states with cell phone restrictions, teens were less likely to report talking or texting while driving, relative to teens in states with no restrictions. Talking and texting while driving were significantly less likely in states with texting restrictions for all drivers. All driver texting restrictions combined with teen hand-held phone restrictions were significantly associated with lower texting but not talking while driving. Conclusions: The presence of restrictions appears to be better than no restrictions with respect to self-reported teen cell phone use. Further research is needed to determine whether restrictions applying exclusively to teen drivers or restrictions for all drivers provide the greatest safety benefit. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Behavior KW - Cellular telephones KW - Driving KW - Restrictions KW - Teenage drivers KW - Text messaging UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/049.pdf UR - https://trid.trb.org/view/1373144 ER - TY - CONF AN - 01580229 AU - Thiese, Matthew S AU - Moffitt, Gary AU - Hanowski, Richard J AU - Kales, Stefanos N AU - Porter, Richard J AU - Hegmann, Kurt T AU - University of Iowa, Iowa City TI - Commercial Driver Medical Exams: Relationships Between Body Mass Index and Comorbid Conditions SN - 9781495167973 PY - 2015 SP - pp 261-267 AB - There are an estimated 5.7 million Commercial Motor Vehicle (CMV) drivers in the United States in 2012. Health and Safety of CMV drivers are of high consequence group because of: occupational risks from the size and speed of their vehicles, frequently poor health status, poor health care utilization, and the large impact of truck crashes on public health and safety. CMV drivers pass a commercial driver medical examination (CDME) to maintain licensure. CDME examiners document multiple potentially disqualifying health conditions. CMV drivers reportedly have poor health status, which may be attributed to lifestyle and occupational factors (e.g., improper diet, inadequate physical activity, poor sleep hygiene, shift work), yet few data are reported analyzing relative importance and relationships of these factors. CDMEs conducted between 2005 and 2012 among 88,246 commercial drivers were analyzed. Associations between measured Body Mass Index (BMI) categories and CDME findings, as well as driver certification were examined. 53.3% of drivers were obese (BMI>30.0 kg/m2) with half of those being morbidly obese (BMI>35.0 kg/m2). After adjustment for age and gender, obese drivers were statistically significantly less likely to be certified for the full 2 year period and significantly more likely to report many factors including heart disease, hypertension, diabetes mellitus, nervous disorders, sleep disorders, and chronic low back pain (all p<0.0001). BMI is related to many factors, some of which have been associated with increased crash risk. BMI screening may be a useful tool. Interventions for BMI reduction may have an impact on comorbidities. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Body Mass Index KW - Commercial drivers KW - Comorbidity KW - Diseases and medical conditions KW - Driver licensing KW - Medical examinations and tests UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/041.pdf UR - https://trid.trb.org/view/1373107 ER - TY - CONF AN - 01580228 AU - Knipling, Ronald R AU - University of Iowa, Iowa City TI - Car-Truck Crashes in the National Motor Vehicle Crash Causation Survey SN - 9781495167973 PY - 2015 SP - pp 310-316 AB - The National Motor Vehicle Crash Causation Survey (NMVCCS) provided in-depth investigative data on pre-crash factors and other characteristics of 5,471 crashes involving light passenger vehicles (“cars”). Within the dataset, 199 crashes, representing 79,721 crashes nationally, were collisions between cars and large trucks. These 199 car-truck crashes constitute the second largest U.S. truck in-depth crash investigation dataset ever compiled, but its findings have not previously been published. NMVCCS is a significant source of information about the genesis of car-truck crashes. This includes variables relating to crash configurations, critical reasons, associated factors, and conditions of occurrence. Findings supplement and generally corroborate those from the Large Truck Crash Causation Study. However, NMVCCS data are more recent and represent a wider range of crash severities. Cars were more likely than trucks to be the encroaching/precipitating vehicle in car-truck collisions. Overall, 71.0% of assigned Critical Reasons (CRs) were to the car. Cars were more likely to be out-of- control prior to impact and to violate rights-of-way. Associated, contributing factors relating to driver impairment or stress were noted more frequently for car drivers. Trucks were more likely to be assigned vehicle-related CRs and associated factors, however. Nationally, about 80% of truck-related fatalities occur in car-truck crashes. Understanding their genesis is essential for the development of effective countermeasures. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Crash causes KW - Driver errors KW - Human factors in crashes KW - Multiple vehicle crashes KW - National Motor Vehicle Crash Causation Survey KW - Passenger vehicles KW - Trucks UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/048.pdf UR - https://trid.trb.org/view/1373143 ER - TY - CONF AN - 01580227 AU - He, Jibo AU - Ellis, Jake AU - Choi, William AU - Wang, Pingfeng AU - University of Iowa, Iowa City TI - Driving While Reading Using Google Glass Versus Using a Smartphone: Which is More Distracting to Driving Performance? SN - 9781495167973 PY - 2015 SP - pp 275-281 AB - Using a phone while driving leads to distraction and impaired driving performance. When reading text on a phone, the act of looking away from the road could cause driving impairment. Wearable displays like Google Glass might reduce the visual impairment caused by looking away, even if they do not overcome other factors contributing to impaired driving. However, such devices could also increase impairment by giving drivers the mistaken impression that they can pay attention to both the display and the road simultaneously or impair visual processing by superimposing visual information in the driving scenes. The authors compared driving performance in a simulated naturalistic driving task while drivers read text on Google Glass or on a smartphone. As expected, reading on Google Glass and the smartphone both impaired driving performance by increasing lane variations, but drivers using Google Glass showed less lane variation compared to smartphone users. To the extent that these metrics reflect better driving performance, Google Glass might somewhat reduce the costs of reading text while driving. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Distraction KW - Driver performance KW - Drivers KW - Google Glass KW - Reading KW - Smartphones KW - Text messaging UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/043.pdf UR - https://trid.trb.org/view/1373135 ER - TY - CONF AN - 01580226 AU - Park, George D AU - Allen, R Wade AU - Rosenthal, Theodore J AU - University of Iowa, Iowa City TI - Novice Driver Simulation Training Potential for Improving Hazard Perception and Self-Confidence While Lowering Speeding Risk Attitudes for Young Males SN - 9781495167973 PY - 2015 SP - pp 247-253 AB - Despite the potential for improving hazard perception skills, novice driver training interventions run the risk of student overestimations in driving skills and increased risk-taking, e.g., speeding—particularly for young male drivers. Provided is the simulator performance and survey (driver self-confidence and speeding risk attitude) data of simulator trained and no-trained students from a high school driver education intervention, N = 316. Multivariate analysis of simulator performance measures and survey results at pre/post-test showed that simulator trained drivers had better hazard perception and higher driver self-confidence than no-trained drivers at semester end. While no strong sex differences were found for driving performance, males showed higher self-confidence and speed risk attitudes. Females lowered their speed risk attitudes regardless of training group. However, only simulator trained males lowered their speeding attitude while no-trained males showed no change. Driving simulation training that provides repeated collision events may help novice male drivers in particular by mediating the effects of over self-confidence from driving skill acquisition programs. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Attitudes KW - Driver education KW - Driver training KW - Driving simulators KW - Hazard perception KW - Hazards KW - Males KW - Novices KW - Risk taking KW - Speeding KW - Teenage drivers KW - Young adults UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/039.pdf UR - https://trid.trb.org/view/1373082 ER - TY - CONF AN - 01580225 AU - Lee, Ja Young AU - Lee, John D AU - University of Iowa, Iowa City TI - A Web-Based Evaluation Tool to Predict Long Eye Glances SN - 9781495167973 PY - 2015 SP - pp 282-288 AB - The authors present a web-based evaluation tool that simulates drivers’ eye glances to interface designs of in-vehicle information systems (IVISs). This tool computes saliency of each location of a candidate interface and simulates eye fixations based on the saliency, until it arrives at the region of interest. Designers can use this tool to estimate the duration of drivers’ eye glance needed to find regions of interest, such as particular icons on a touch screen. The overall goal of developing this application is to bridge the gap between guidelines and empirical evaluations. This evaluation tool acts as an interactive model-based design guideline to help designers craft less distracting IVIS interfaces. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Attention KW - Computational models KW - Distraction KW - Evaluation KW - Eye fixations KW - Eye movements KW - Information display systems KW - Salience, Effort, Expectancy, and Value Model UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/044.pdf UR - https://trid.trb.org/view/1373136 ER - TY - CONF AN - 01580224 AU - Wu, Yiping AU - Zhao, Xiaohua AU - Rong, Jian AU - University of Iowa, Iowa City TI - The Long-Term Effectiveness of Eco-Driving Training: A Pilot Study SN - 9781495167973 PY - 2015 SP - pp 212-218 AB - Eco-driving has been proven to have a great benefit in reducing vehicle fuel consumption in many developed countries. However, the potential of eco-driving on energy savings in China is not very clear. Taking three taxi drivers from the Beijing Beiqi Taxi Group Company as examples, the petrol consumption, travel distance and many other factors influencing vehicle fuel use before and after eco-driving training were collected through survey forms. The short-term and long-term effect of eco-driving was compared. The results showed that, taking one month as the statistical cycle, the benefit of eco-driving in saving fuel consumption averaged 19.04%; while it reduced to 14.41% after four months from taking eco-driving training. Thus, drivers would partially regress back to less economically driving behaviors, thus resulting in lower fuel savings after sometime. This study laid a foundation to evaluate the benefits of eco-driving in saving energy use. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Behavior KW - Benefits KW - China KW - Ecodriving KW - Energy savings KW - Fuel consumption KW - Pollutants KW - Training UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/033.pdf UR - https://trid.trb.org/view/1373077 ER - TY - CONF AN - 01580223 AU - Hirsch, Pierro AU - Bellavance, François AU - Tahari, Siavash AU - Faubert, Jocelyn AU - University of Iowa, Iowa City TI - Towards the Validation of a Driving Simulator-Based Hazard Response Test for Novice Drivers SN - 9781495167973 PY - 2015 SP - pp 338-344 AB - Underdeveloped hazard perception skills are associated with the higher crash risk of young novice drivers. Some driver licensing authorities use hazard perception tests (HPTs) that measure reaction times or multiple-choice responses to brief driving scenes videotaped from a vehicle traveling at legal speeds. To date, evaluations of the association between HPT scores and novice driver crash rates have been mixed. Several possible explanations for this are: high-risk novice drivers may offset good HP skills by exceeding the speed limit; current HPTs do not capture behavioral responses to hazards from candidates whose attention is engaged in the driving task; there is no established typology of driving hazards that might produce a finer-grained analysis of test results, and; current measures of HP ability may lack sensitivity. To address these potential flaws, the authors developed a driving simulator-based Hazard Response Test (HRT) in which drivers respond to sixteen programmed hazard events derived from a proposed typology that combines visible or hidden, real or potential conflicts, while driving over three continuous routes. The study results indicate no statistically significant difference in crash rates between young novice and experienced drivers. However, a novel, composite measure called the Continuous Time to Collision (C-TTC) did discriminate between young novice and older experienced drivers. Additional research on the validation of this measure and further refinement of the hazard typology could contribute to the creation of a standardized, driving simulator-based HRT for use in the evaluation of novice, professional and aging drivers. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Ability tests KW - Behavior KW - Driving simulators KW - Hazards KW - Novices KW - Perception KW - Recently qualified drivers KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/052.pdf UR - https://trid.trb.org/view/1373147 ER - TY - CONF AN - 01580222 AU - Bowers, Alex R AU - Alberti, Concetta F AU - Hwang, Alex D AU - Goldstein, Robert AU - Peli, Eli AU - University of Iowa, Iowa City TI - Pilot Study of Gaze Scanning and Intersection Detection Failures by Drivers with Hemianopia SN - 9781495167973 PY - 2015 SP - pp 240-246 AB - In a prior study, intersection detection failures of individuals with hemianopia were strongly associated with inadequate head scanning; however, eye position was not tracked. In this pilot study, the authors tracked eye and head movements, and examined the relationship between gaze scanning and detection of pedestrians at intersections in a driving simulator. Gaze scan deficits, in particular not scanning sufficiently far into the blind hemifield, were the main reason for detection failures at the extreme edge of the clear-sight triangle in the blind hemifield. In addition, the gaze data revealed detection failures due to looked-but-failed-to-see events. The results suggest that homonymous hemianopia (HH) drivers may be at increased risk for collisions at intersections. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Detection and identification KW - Errors KW - Eye movements KW - Gaze KW - Head KW - Hemianopia KW - Intersections KW - Pedestrians KW - Vision disorders KW - Visually impaired persons UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/037.pdf UR - https://trid.trb.org/view/1373081 ER - TY - CONF AN - 01580221 AU - Brown, Timothy AU - Marshall, Dawn AU - Chrysler, Susan AU - University of Iowa, Iowa City TI - The Role of System Training and Exposure on Crash Warning Evaluation SN - 9781495167973 PY - 2015 SP - pp 289-295 AB - This research paper explores the role that familiarity with crash warning systems has on the evaluation of those systems. Prior research has not been consistent in its treatment of providing system training and exposure to participants. The potential impact of these differences in methodology on key measures of response and outcome is unknown. Ninety-six participants completed this study that crossed system training with prior exposure to the warning to systematically evaluate these effects for both forward crash warning (FCW) and lane departure warning (LDW) systems evaluations. Prior exposure to the alerts led to changes in engagement with the distraction task for both FCW and LDW events. Training on the system influenced outcomes of the FCW events with less severe outcomes for participants who were aware they had the system. There is also evidence that drivers who were aware of the system’s presence but did not have prior exposure to it were less likely to complete the experiment successfully. The results of this study point to an advantage in not providing prior system awareness training in terms of longer commitment times to allow the crash warning events to materialize when prior exposure to the alerts is provided. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Lane departure warning systems KW - Training KW - Warning systems UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/045.pdf UR - https://trid.trb.org/view/1373140 ER - TY - CONF AN - 01580220 AU - Wang, Dong-Yuan Debbie AU - Jimison, Zachary AU - Richard, Dan AU - Chuan, Ching-Hua AU - University of Iowa, Iowa City TI - Effect of Listening to Music as a Function of Driving Complexity: A Simulator Study on the Differing Effects of Music on Different Driving Tasks SN - 9781495167973 PY - 2015 SP - pp 254-260 AB - Research in regards to music’s effects on driving performance has been mixed. Previous research has found that music adds to mental workload. Other research has found that high mental workload is related to poorer driving performance in simulation. In this study, mental workload was manipulated by varying visual complexity and type of task (i.e., car-following or braking for unexpected obstacles). It was found that steering variance and delay in car following response were reduced by music under low-workload conditions, while number of collisions with cars and number of lane excursions were increased under high-workload conditions. A practice effect was also found, with participants performing better when listening to music with more practice. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Driver performance KW - Driving KW - Driving simulators KW - Human factors KW - Music KW - Workload UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/040.pdf UR - https://trid.trb.org/view/1373105 ER - TY - CONF AN - 01580219 AU - Ehsani, Johnathon AU - Li, Kaigang AU - Simons-Morton, Bruce G AU - University of Iowa, Iowa City TI - Teenage Drivers Portable Electronic Device Use While Driving SN - 9781495167973 PY - 2015 SP - pp 219-225 AB - Young drivers’ crash risk increases when they engage in certain secondary tasks while driving. Using a sample of participants from the NEXT Generation Health Study who reported having an independent driving license and driving at least one day in the last 30 days (n = 1,243), the prevalence of portable electronic device use while driving was estimated. Two measures of prevalence were calculated: (1) engaging in the behavior at least once in the last 30 days; (2) percentage of days engaged in the behavior, relative to the number of days driven in the last 30 days. A total of 82.84% reported engaging in electronic device use while driving at least once in the last 30 days. Specifically, 71.13% made or answered a phone call, 64.84% read or sent a text message, 20.29% read or sent an email, 29.11% checked a website, 71.64% changed music, 12.80% used a tablet or computer, and 52.64% looked at directions or a map. Young drivers reported using electronic devices while driving on 19.06% of the days they drove. Males were more likely to use tablet or computer while driving, teens from moderate and high affluence households were more likely to check websites, and rural participants were less likely to look at directions or a map than urban participants. The number of days participants reported driving in the last 30 days, but not self-reported miles driven, was associated with a higher likelihood of using an electronic device while driving. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Cellular telephones KW - Distraction KW - Driving KW - Electronic mail KW - Motor vehicle navigational aids KW - Teenage drivers KW - Text messaging UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/034.pdf UR - https://trid.trb.org/view/1373078 ER - TY - CONF AN - 01580218 AU - Ramkhalawansingh, Robert C AU - Trick, Lana M AU - University of Iowa, Iowa City TI - Too Close for Comfort: Evaluating a Reward-Based Approach to Increase Drivers' Headway SN - 9781495167973 PY - 2015 SP - pp 226-232 AB - Tailgating is often implicated as a leading contributor to rear-end collisions but this behaviour is difficult to remediate because drivers are poor at estimating their own headway. The authors' first goal was to compare novice and fully licensed drivers as they applied existing headway interventions in a driving simulator. Their second goal was to develop an automated, reward-based approach to encourage longer headways. The authors first compared headway in the driving simulator to previous studies on real-world car following behaviour by asking drivers to (i) achieve what they perceived to be the minimum safe headway or to (ii) employ the common “2 second rule” intervention. The authors observed a close agreement between the headways achieved in the simulator and those achieved in prior real-world car-following paradigms. They then implemented their headway evaluation system and compared headway across instruction type: (i) minimum safe headway, (ii) “2 second rule”, or (iii) the headway evaluation system. The authors observed that fully licensed motorists maintained the longest headways while using their system. While drivers reported that the headway evaluation system was easy and appealing to use, they did not foresee continuing to use the device in the future. The current system may be beneficial for driver training applications or to promote situation awareness during the use of automated driver assistance systems such as adaptive cruise control. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Car following KW - Drivers KW - Driving simulators KW - Following distance KW - Headways KW - Tailgating UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/035.pdf UR - https://trid.trb.org/view/1373079 ER - TY - CONF AN - 01580217 AU - Lemon, Carissa M AU - Andersen, George J AU - University of Iowa, Iowa City TI - Collision Detection in Cluttered Driving Scenes SN - 9781495167973 PY - 2015 SP - pp 233-239 AB - The purpose of the present experiment was to examine whether drivers’ detection of collisions was altered when the driving scene was cluttered with scene objects. In this experiment stationary scene objects were manipulated by positioning them behind an approaching object and driver motion induced. The authors found that observers’ collision detection performance (d’) decreased with the presence of scene objects. These results indicate that the ability to detect a collision is altered by the presence of scene objects. In addition, performance was dependent on display duration, with greater sensitivity at increased durations. Moreover, the results showed a significant criterion shift between scene objects present and scene objects absent, with a decrease in identifying a collision object (hit rate) when scene objects were present but no difference in identification of a collision event when scene objects were absent. This suggests that the decreased performance was due to the inability to accurately determine a collision event because of apparent motion of background scene objects due to driver motion. Because the displays used in this experiment are akin to driving in a cluttered environment, the results of this research have important implications regarding driving safety and crash rates particularly in urban environments with complex scenes. Specifically, the results suggest that one factor in cluttered driving scenes is the apparent motion of background scene objects due to driver motion. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Crash avoidance systems KW - Crashes KW - Detection and identification KW - Traffic safety KW - Trajectory UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/036.pdf UR - https://trid.trb.org/view/1373080 ER - TY - CONF AN - 01580216 AU - Coleman, James R AU - Turrill, Jonna AU - Hopman, Rachel J AU - Cooper, Joel M AU - Strayer, David L AU - University of Iowa, Iowa City TI - Assessing Cognitive Distraction Using Event Related Potentials SN - 9781495167973 PY - 2015 SP - pp 296-302 AB - This report examines the utility of using Event-Related Brain Potentials (ERPs) to evaluate cognitive distraction in the context of driving an automobile. Across two studies, ERPs (both P300 latency and P300 amplitude) were found to be effective in quantifying the cognitive workload experienced by drivers when they interact with in-vehicle voice-command systems. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Attention KW - Distraction KW - Driver support systems KW - Drivers KW - Driving simulators KW - Voice communication KW - Workload UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/046.pdf UR - https://trid.trb.org/view/1373141 ER - TY - CONF AN - 01580215 AU - Ahtamad, Mujthaba AU - Gray, Robert AU - Ho, Cristy AU - Reed, Nick AU - Spence, Charles AU - University of Iowa, Iowa City TI - Informative Collision Warnings: Effect of Modality and Driver Age SN - 9781495167973 PY - 2015 SP - pp 324-330 AB - Research has revealed that when drivers are presented with an informative tactile collision warning, they are able to produce faster braking reaction times (BRTs) which may potentially reduce the likelihood and severity of rear-end collisions. To expand on this research, the authors investigated the effectiveness of unimodal (tactile) and multisensory (audiotactile) informative collision warnings for younger and older drivers. In line with previous results, driver BRTs were significantly faster when they were presented with an informative signal as compared to a non-informative signal and a control condition in which no warnings were presented. The results also revealed that the unimodal informative warning was just as effective as the multisensory warning. Intriguingly, older drivers exhibited faster BRTs than younger drivers, and were significantly faster following the presentation of multisensory warning signals. Finally, this study identifies the need to compare new configurations of informative tactile collision warning signals. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Age KW - Aged drivers KW - Audible warning devices in vehicles KW - Braking performance KW - Crash avoidance systems KW - Tactile perception KW - Warning signals KW - Young adults UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/050.pdf UR - https://trid.trb.org/view/1373145 ER - TY - CONF AN - 01580214 AU - Hergeth, Sebastian AU - Lorenz, Lutz AU - Krems, Josef F AU - Toenert, Lars AU - University of Iowa, Iowa City TI - Effects of Take-Over Requests and Cultural Background on Automation Trust in Highly Automated Driving SN - 9781495167973 PY - 2015 SP - pp 331-337 AB - Appropriate automation trust is a prerequisite for safe, comfortable and efficient use of highly automated driving systems (HADS). Earlier research indicates that a drivers’ nationality and Take-Over Requests (TOR) due to imperfect system reliability might affect trust, but this has never been investigated in the context of highly automated driving. A driving simulator study (N = 80) showed that TORs only temporarily lowered trust in HADSs, and revealed similarities in trust formation between German and Chinese drivers. Trust was significantly higher after experiencing the system than before, both for German and Chinese participants. However, Chinese drivers reported significantly higher automation mistrust than German drivers. Self-report measures of automation trust were not connected to behavioral measures. The results support a distinction between automation trust and mistrust as separate constructs, short- and long-term effects of TORs on automation trust, and cultural differences in automation trust. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Advanced vehicle control systems KW - Automation KW - China KW - Drivers KW - Germany KW - Intelligent vehicles KW - Mechanical failure KW - Persons by race and ethnicity KW - Reliability KW - Trust (Psychology) UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/051.pdf UR - https://trid.trb.org/view/1373146 ER - TY - CONF AN - 01580213 AU - Lester, Benjamin D AU - Sager, Lauren N AU - Dawson, Jeffrey AU - Hacker, Sarah D AU - Aksan, Nazan AU - Rizzo, Matthew AU - Kitazaki, Satoshi AU - University of Iowa, Iowa City TI - Pilot Results on Forward Collision Warning System Effectiveness in Older Drivers SN - 9781495167973 PY - 2015 SP - pp 345-351 AB - Advanced Driver Assistance Systems (ADAS) have largely been developed with a “one-size-fits-all” approach. This approach neglects the large inter-individual variability in perceptual and cognitive abilities that affect aging ADAS users. The authors investigated the effectiveness of a forward collision warning (FCW) with fixed response parameters in young and older drivers with differing levels of cognitive functioning. Drivers responded to a pedestrian stepping into the driver’s path on a simulated urban road. Behavioral metrics included response times (RT) for pedal controls and two indices of risk penetration (e.g., maximum deceleration and minimum time-to-collision (TTC)). Older drivers showed significantly slower responses at several time points compared to younger drivers. The FCW facilitated response times (RTs) for older and younger drivers. However, older drivers still showed smaller safety gains compared to younger drivers at accelerator pedal release and initial brake application when the FCW was active. No significant differences in risk metrics were observed within the condition studied. The results demonstrate older drivers likely differ from younger drivers using a FCW with a fixed parameter set. Finally, the authors briefly discuss how future research should examine predictive relationships between domains of cognitive functioning and ADAS responses to develop parameter sets to fit the individual. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Aged drivers KW - Cognition KW - Cognitive impairment KW - Crash avoidance systems KW - Detectors KW - Driver support systems KW - Pedestrians KW - Risk assessment KW - Warning devices UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/053.pdf UR - https://trid.trb.org/view/1373148 ER - TY - CONF AN - 01580212 AU - Aksan, Nazan AU - Dawson, Jeffrey AU - Tippin, Jon AU - Lee, John D AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Effects of Fatigue on Real-World Driving in Diseased and Control Participants SN - 9781495167973 PY - 2015 SP - pp 268-274 AB - This study evaluated real world driver errors and sleepiness in 66 drivers with Obstructive Sleep Apnea (OSA) and 34 matched controls (24 younger and 22 older). Driving errors and driver state were derived from analyses of video data from “black-box” event recorders. Sleep fragmentation data in OSA was derived from actigraphy for 15 days prior to beginning standard treatment (positive airway pressure, PAP) and 15 days after beginning PAP treatment. Prior to starting PAP, OSAs appeared sleepier than controls in general and particularly at intersections, while making safety errors following nights with high levels of fragmented sleep compared to matched controls. Adverse effects of sleep fragmentation during the pre-PAP phase were reduced post-PAP. Greater hours of PAP-use were associated with lower sleepiness and errors on the road. PAP-use was associated with a decrease in high sleep fragmented nights. Findings suggest reduction in acute sleepiness is unlikely to be the only mediating factor that explains the driving safety benefits of PAP in OSA. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Apnea KW - Continuous positive airway pressure KW - Drivers KW - Fatigue (Physiological condition) KW - High risk drivers KW - Highway safety KW - Medical treatment KW - Sleep disorders UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/042.pdf UR - https://trid.trb.org/view/1373134 ER - TY - CONF AN - 01580139 AU - Whetsel Borzendowski, Stephanie A AU - Stafford Sewall, Ashley A AU - Tyrrell, Richard A AU - University of Iowa, Iowa City TI - Using a Video Camera-Based Method to Gather Real World High Beam Usage Data SN - 9781495167973 PY - 2015 SP - pp 183-189 AB - The majority of traffic fatalities involving pedestrians occur at night and this is largely attributed to low illumination conditions. Yet, drivers tend to underuse their high beams despite the visibility benefits afforded to them. In the present study the authors report high beam usage rates during an open-road drive using a video camera-based method. Measurements of low and high beam headlamp illuminance were also taken for all vehicles used in this study. The results indicate that drivers, on average, used their high beams 48% of the time possible. Furthermore, there was a moderately negative relationship between low beam output and high beam use indicating that drivers whose low beams produced less illumination tended to use their high beams more often. Future research should empirically investigate this relationship to lend further insight into the mechanism by which beam output influences beam usage. Research that improves the understanding of drivers’ knowledge and use of high beams is likely to be important as headlighting technologies continue to advance. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - High beamed headlamps KW - Illuminance KW - Lighting KW - Low beamed headlamps KW - Night visibility KW - Night vision KW - Video cameras KW - Young adults UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/028.pdf UR - https://trid.trb.org/view/1372943 ER - TY - CONF AN - 01580138 AU - Creaser, Janet AU - Swanson, Brandy AU - University of Iowa, Iowa City TI - The Role of Parent Feedback and Vehicle Status on Supervised Driving in the Minnesota Teen Driver Study SN - 9781495167973 PY - 2015 SP - pp 176-182 AB - This paper provides a brief quantitative and qualitative examination of supervised driving among teens in three study groups of the Minnesota Teen Driver Study. A Control group (N=92) served as the baseline comparison group against which the effects of two treatments were examined. The first treatment group received in-vehicle coaching about risky driving via a Teen Driver Support System (Partial TDSS), whereas the second treatment group received the in-vehicle coaching from the same system, which also reported monitored risky behaviors back to parents (Full TDSS). Overall, there were significant differences in the average number of miles driven by teens in the study groups. Average mileage driven also differed depending on vehicle status (shared vs. unshared). Teens in the Control and Partial TDSS groups who did not share a vehicle drove significantly more miles than teens in the Full TDSS group. Supervised driving patterns across the study groups as well as for shared versus unshared vehicles were also different. In general, the presence of parent feedback appeared to mediate how frequently teens were supervised throughout the study, regardless of vehicle status. However, parents, in general, allowed their teens to drive more frequently in risky conditions at the end of the study compared to the beginning. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Behavior KW - Driving KW - Minnesota KW - Parents KW - Risk taking KW - Teenage drivers KW - Vehicle sharing UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/027.pdf UR - https://trid.trb.org/view/1372942 ER - TY - CONF AN - 01580137 AU - Dawson, Jeffrey D AU - Yu, Lixi AU - Sewell, Kelly AU - Skibbe, Adam AU - Aksan, Nazan S AU - Tippin, Jon AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Linking GPS Data to GIS Databases in Naturalistic Studies: Examples from Drivers with Obstructive Sleep Apnea SN - 9781495167973 PY - 2015 SP - pp 148-154 AB - In naturalistic studies, it is vital to give appropriate context when analyzing driving behaviors. Such contextualization can help address the hypotheses that explore a) how drivers perform within specific types of environment (e.g., road types, speed limits, etc.), and b) how often drivers are exposed to such specific environments. In order to perform this contextualization in an automated fashion, the authors are using Global Positioning System (GPS) data obtained at 1 Hz and merging this with Geographic Information Systems (GIS) databases maintained by the Iowa Department of Transportation (DOT). In this paper, the authors demonstrate their methods of doing this based on data from 43 drivers with obstructive sleep apnea (OSA). The authors also use maps from GIS software to illustrate how information can be displayed at the individual drive or day level, and they provide examples of some of the challenges that still need to be addressed. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Apnea KW - Automatic data collection systems KW - Behavior KW - Driver performance KW - Drivers KW - Driving KW - Geographic information systems KW - Global Positioning System KW - Sleep disorders UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/023.pdf UR - https://trid.trb.org/view/1372861 ER - TY - CONF AN - 01580136 AU - Louw, Tyron AU - Merat, Natasha AU - Jamson, Hamish AU - University of Iowa, Iowa City TI - Engaging with Highly Automated Driving: To be or Not to be in the Loop? SN - 9781495167973 PY - 2015 SP - pp 190-196 AB - This desktop driving simulator study investigated the effect of engagement in a reading task during vehicle automation on drivers’ ability to resume manual control and successfully avoid an impending collision with a stationary vehicle. To avoid collision, drivers were required to regain control of the automated vehicle and change lanes. The decision-making element of this lane change was manipulated by asking drivers to move into the lane they saw fit (left or right) or to use the colour of the stationary vehicle as a rule (blue – left, red – right). Drivers’ reaction to the stationary vehicle in manual control was compared to two automation conditions: (i) when drivers were engaged and observing the road during automation, and (ii) when they were reading a piece of text on an iPad during automation. Overall, findings suggest that drivers experiencing automation were slower to identify the potential collision scenario, but once identified, the collision was evaded more erratically and at a faster pace than when drivers were in manual control of the vehicle. Short (1-minute) periods of automation used in this study did not appear to impede drivers’ ability to complete simple operational and tactical-level driving tasks, following a system initiated take-over request. Results suggest that until there is an effective strategy to help drivers regain situation awareness during the resumption of control from Highly Automated Driving, they should be encouraged to remain in the driving loop. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Alertness KW - Automated vehicle control KW - Crashes KW - Distraction KW - Driving KW - Intelligent vehicles KW - Manual control UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/029.pdf UR - https://trid.trb.org/view/1373067 ER - TY - CONF AN - 01580135 AU - Hsieh, Li AU - Seaman, Sean AU - Young, Richard A AU - University of Iowa, Iowa City TI - Eye Glance Analysis of the Surrogate Tests for Driver Distraction SN - 9781495167973 PY - 2015 SP - pp 141-147 AB - The purpose of this study was to examine the eye glance patterns of Detection Response Tasks (DRTs) for assessment of driver distraction during simulated driving. Several types of DRTs across visual, tactile and haptic modalities were used to investigate driver distraction by the ISO Driving Distraction working group. As part of the working group, the authors conducted a simulated driving study examining driver performance while engaging the primary driving task with visual-manual or auditory-verbal secondary tasks. Results of eye glance analysis showed that the visual DRTs increased visual load in driving more than the tactile DRT. Subsequently, the visual DRTs marginally increased the total glance time for forward view by 6.27 seconds and significantly increased the detection response time by 135.79 ms than the tactile DRT. As for the secondary tasks, the visual-manual secondary task yielded significantly longer total eye-off-the-road time (effect size = 50.75 ms), as well as DRT response times than the auditory-verbal ones time (effect size = 55.85 ms). This study allowed the authors to examine the relationships between rated situational awareness, DRT performance, and glance patterns, yielding insights into the relationship between objective task performance measures and subjective ratings. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Alertness KW - Awareness KW - Distraction KW - Driver performance KW - Eye fixations KW - Eye movements KW - Glance behavior UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/022.pdf UR - https://trid.trb.org/view/1372859 ER - TY - CONF AN - 01580134 AU - Lee, Yi-Ching AU - Belwadi, Aditya AU - Bonfiglio, Dana AU - Malm, Leif AU - Tiedeken, Molly AU - University of Iowa, Iowa City TI - Techniques for Reducing Speeding Beyond Licensure: Young Drivers' Preferences SN - 9781495167973 PY - 2015 SP - pp 169-175 AB - Young drivers need continued training and educational efforts beyond licensure. The latest in-vehicle monitoring technologies provide a promising way to monitor and advise driving behaviors in real-time. Literature to-date suggests limited success for changing driving behaviors via the use of in-vehicle monitoring technologies, and teens and parents have mixed perceptions about such devices. The authors argue that certain reinforcement techniques and parameters may lead to more sustainable behavioral changes. This paper describes the findings of an interview with young drivers on their perspectives of in-vehicle monitoring technologies and a feasibility driving simulator experiment that incorporated key reinforcement techniques. Eighteen young drivers participated in individual semi-structured interviews and 17 participated in the simulator experiment. Participants saw values in having a smartphone application-based system that can monitor their driving and provide positive recognition for safe behaviors and negative alerts for unsafe behaviors. Preliminary behavioral data from the simulator experiment showed mixed results. The findings show promise for incorporating reinforcement techniques in continued education beyond licensure but further research is needed to understand the timing for using such techniques. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Driver monitoring KW - Recently qualified drivers KW - Reinforcement learning KW - Risk taking KW - Speeding KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/026.pdf UR - https://trid.trb.org/view/1372941 ER - TY - CONF AN - 01580133 AU - Cuenen, Ariane AU - Jongen, Ellen M M AU - Brijs, Tom AU - Brijs, Kris AU - Houben, Katrijn AU - Wets, Geert AU - University of Iowa, Iowa City TI - Training Working Memory of Older Drivers: The Effect on Working Memory and Simulated Driving Performance SN - 9781495167973 PY - 2015 SP - pp 155-161 AB - This study aimed to investigate in older drivers whether a working memory (WM) training would enhance WM, and whether improvement of WM transfers to enhanced driving ability. 54 older drivers participated in the study, but due to drop-out, 38 participants (mean age 70.34) remained in the sample. Participants were randomly assigned to a control (N=19) or an experimental condition (N=19). Each participant conducted a WM training during 25 days. During the pre-test and post-test, WM and driving ability were assessed. Results indicate that the training lead to an improvement of WM. In addition, there was an improvement of several driving measures, that was however independent of the level of WM improvement. These findings will be discussed. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Aged drivers KW - Behavior KW - Driver performance KW - Driving KW - Driving simulators KW - Memory UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/024.pdf UR - https://trid.trb.org/view/1372862 ER - TY - CONF AN - 01580132 AU - Simons-Morton, Bruce AU - Bingham, C Raymond AU - Li, Kaigang AU - Shope, Jean AU - Pradhan, Anuj K AU - Falk, Emily AU - Albert, Paul S AU - University of Iowa, Iowa City TI - Experimental Effects of Pre-Drive Arousal on Teenage Simulated Driving Performance in the Presence of a Teenage Passenger SN - 9781495167973 PY - 2015 SP - pp 162-168 AB - Teenage passengers increase teenage driving risk, but this may be conditional on events and emotions immediately preceding driving. An experimental simulation study evaluated the effect of pre-drive arousal on risky driving in the presence of a confederate teenage passenger. In a two-by-two between-subjects design, participants were randomized to high or low pre-drive arousal and passenger present or not present conditions. Prior to the drive participants played the Nintendo Wii video game, Rock BandTM. In the high-arousal condition participants stood while playing high-energy Beatles songs; in the low arousal condition participants sat while playing low-energy Beatles songs. The manipulation produced differences in arousal by group. Group differences in risky driving were in the expected direction, but were not statistically significant at p = .05 on any of the three outcome measures, which included Failed to Stop (failing to stop at signalized intersections in the dilemma zone), Percent Time in Red (in intersections), and Pass Slow Vehicle (electing to pass a slow vehicle). U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Behavior KW - Driver performance KW - Driving KW - Driving simulators KW - Emotions KW - Mental condition KW - Passengers KW - Risk taking KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/025.pdf UR - https://trid.trb.org/view/1372873 ER - TY - CONF AN - 01580131 AU - Muñoz, Mauricio AU - Lee, Joonbum AU - Reiner, Bryan AU - Mehler, Bruce AU - Victor, Trent AU - University of Iowa, Iowa City TI - Analysis of Drivers' Head and Eye Movement Correspondence: Predicting Drivers' Glance Location Using Head Rotation Data SN - 9781495167973 PY - 2015 SP - pp 204-210 AB - The relationship between a driver’s glance pattern and corresponding head rotation is not clearly defined. Head rotation and eye glance data drawn from a study conducted by the Virginia Tech Transportation Institute in support of methods development for the Strategic Highway Research Program (SHRP 2) naturalistic driving study were assessed. The data were utilized as input to classifiers that predicted glance allocation to the road and the center stack. A predictive accuracy of 83% was achieved with Hidden Markov Models. Results suggest that although there are individual differences in head-eye correspondence while driving, head-rotation data may be a useful predictor of glance location. Future work needs to investigate the correspondence across a wider range of individuals, traffic conditions, secondary tasks, and areas of interest. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Automatic data collection systems KW - Drivers KW - Eye movements KW - Glance behavior KW - Head KW - Motion KW - Rotation UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/031.pdf UR - https://trid.trb.org/view/1373076 ER - TY - CONF AN - 01580130 AU - Knipling, Ronald R AU - University of Iowa, Iowa City TI - Naturalistic Driving Events: No Harm, No Foul, No Validity SN - 9781495167973 PY - 2015 SP - pp 197-203 AB - This paper challenges the validity of vehicle-based Naturalistic Driving (ND) Safety Critical Events (SCEs) in relation to injury and fatal crashes. It asserts that mixed SCE datasets have no known or likely representativeness in relation to serious crashes and are likely invalid in regard to their causal factors. This argument is made in the context of ND attempts to associate truck driver Hours-of-Service parameters and safety. But the argument generally applies to other mixed SCE datasets. In part, the challenge is to a monolithic “Heinrich Triangle.” Crashes are heterogeneous, both “horizontally” within any severity strata and “vertically” across strata. Serious crashes account for the vast majority of human harm, and are very different from minor crashes. Yet all crashes have, and are defined by, tangible external consequences. In contrast, SCEs are defined by driver maneuvers. Their datasets contain almost no crashes, let alone harm. As such, they are not properly part of the “triangle.” Mixed SCE datasets are collections of multiple, disparate driver maneuvers chosen and defined by researchers. They are thus contrived, not analytically derived from the phenomenon of importance, serious crashes. No valid quantitative inferences about the genesis of crash harm can be made from such datasets. This deficiency does not invalidate all ND applications, however. And SCE and real crash datasets could be linked by systematic sampling and case weighting based on objective crash characteristics. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Automatic data collection systems KW - Crash causes KW - Crash injury research KW - Crash severity KW - Driving KW - Truck crashes KW - Truck drivers KW - Trucks UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/030.pdf UR - https://trid.trb.org/view/1373075 ER - TY - CONF AN - 01580060 AU - Roelofs, Erik AU - Bolsinova, Maria AU - Verschoor, Angela AU - Vissers, Jan AU - University of Iowa, Iowa City TI - A Competence Based Exam for Prospective Driving Instructors: Construction, Validation, and Implications SN - 9781495167973 PY - 2015 SP - pp 77-83 AB - In line with changed views on driver training and driver instructor preparation a competence-based instructor exam was introduced in the Netherlands. The exam consists of two parts: 1) multimedia theory tests, 2) a performance assessment. An implicit idea behind the innovated exam is that it can have a positive backwash effect on the quality of driver instructor preparation programs. This study aims to evaluate the reliability, validity and fairness of the theoretical tests, which appear in different versions across time. Data of 4741 prospective driving instructors, enrolled during the period between January 2010 and October 2012, were used for analysis. The results of item response theory (IRT)-analyses show that the theory tests yielded reliable and fair decisions, although misclassifications occurred across versions. The predictive validity of the theory tests for the final performance assessment was low. Implications for the design and maintenance of exam programs are discussed. Follow-up studies will focus on the question, whether the improved instructor exam contribute to safer drivers in the end. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Competence KW - Driver education KW - Driver training KW - Driving instructors KW - Netherlands KW - Reliability KW - Tests KW - Theory UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/013.pdf UR - https://trid.trb.org/view/1372663 ER - TY - CONF AN - 01580059 AU - Dawson, Jeffrey D AU - Yu, Lixi AU - Aksan, Nazan S AU - Tippin, Jon AU - Rizzo, Matthew AU - Anderson, Steven W AU - University of Iowa, Iowa City TI - Feedback from Naturalistic Driving Improves Treatment Compliance in Drivers with Obstructive Sleep Apnea SN - 9781495167973 PY - 2015 SP - pp 30-35 AB - As part of a study in drivers with obstructive sleep apnea (OSA), the authors conducted a randomized clinical trial to assess whether individualized feedback can increase compliance with continuous positive airway pressure (CPAP) therapy. After completing 3.5 months of naturalistic driving monitoring, OSA drivers were randomized either to receive an intervention, which was feedback regarding their own naturalistic driving record and CPAP compliance, or to receive no such intervention. In the week immediately after the intervention date, drivers receiving feedback (n=30) improved their CPAP usage by an average of 35.8 minutes per night (p=0.008; 95% CI=9.6, 62.0) to a mean level of 296 minutes. By contrast, CPAP usage in the non-feedback group (n=36) decreased an average of 27.5 minutes per night (p=0.022; 95% CI=4.0, 51.0) to a mean level of 236 minutes. The mean group-specific changes were higher (better) in the feedback group than in the non-feedback group during the first, second, and third weeks of follow-up (p<0.001, p=0.001, and p=0.027, respectively). By weeks 4 through 10, the effect of the feedback had lost its significance (p>0.25 in all cases). The study suggests that CPAP compliance can be increased using individualized feedback, but that follow-up feedback sessions or reminders may be necessary for sustained improvement. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Alertness KW - Apnea KW - Automatic data collection systems KW - Driver performance KW - High risk drivers KW - Sleep disorders UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/006.pdf UR - https://trid.trb.org/view/1371514 ER - TY - CONF AN - 01580058 AU - Inman, Vaughan W AU - Philips, Brian H AU - University of Iowa, Iowa City TI - Assessing the Distraction Potential of Changeable Highway Message Signs SN - 9781495167973 PY - 2015 SP - pp 63-69 AB - Two experiments were conducted to assess how changeable message signs (CMS) within the right-of-way affect driver behavior and attention. Experiment 1 evaluated whether repeated exposure to irrelevant messages would cause drivers to fail to respond to a safety critical message. Experiment 2 evaluated whether the presence of a driving irrelevant message designed to attract attention would cause drivers to fail to respond to a hazard in the roadway. In both experiments, drivers completed a lengthy (about 50 min) driving simulation in a freeway scenario with CMS every 0.8 km (0.5 mi). Dependent measures were gaze location, response to safety critical message (Exp. 1), and response to spilled load in roadway (Exp. 2). It was found that (1) when headways were short, drivers tend to focus on the roadway and not on a CMS; (2) repeated exposure to irrelevant messages did not cause drivers to miss safety critical messages; (3) salient CMS images (changing faces) did not cause failures to detect a roadway hazard, and (4) the frequency and duration of looks to salient images and travel time messages were similar. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Alertness KW - Attention lapses KW - Behavior KW - Distraction KW - Driving KW - Variable message signs UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/011.pdf UR - https://trid.trb.org/view/1371701 ER - TY - CONF AN - 01580057 AU - Lester, Benjamin D AU - Hacker, Sarah D AU - Vecera, Shaun P AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Serialization of Behavior During Car Following in Older Drivers SN - 9781495167973 PY - 2015 SP - pp 84-90 AB - Age-related declines in cognitive functioning can push older adults to adopt strategies that may or may not improve their driving safety. Previous research suggests one strategy involves performing complex driving tasks (e.g., right turn negotiation) in discrete steps (“serialization”) rather than fluidly. The current study used simulator scenarios developed to test possible age-related serialization of behavior during complex car following. In all scenarios, participants closely monitored a lead vehicle using sustained attention. During multi-tasking scenarios, drivers performed an additional localization task designed to increase the demands on attention. The results demonstrate that older adults showed general impairments in multi-tasking and vehicle control during car following. Importantly, age-associated changes in task execution were observed, demonstrating older adults also serialize car following behavior under certain conditions. As a result, older drivers withdrew attention from the lead vehicle for several seconds. This pattern of behavior identifies a remediable situation where age-associated impairments may increase crash risk. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Aged drivers KW - Attention KW - Attention lapses KW - Behavior KW - Car following KW - Cognition KW - Human factors UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/014.pdf UR - https://trid.trb.org/view/1372664 ER - TY - CONF AN - 01580056 AU - Brodsky, Warren AU - Ziv, Matan AU - University of Iowa, Iowa City TI - Car-aoke: Vocal Performances Indicate Distraction Effects of In-Car Music SN - 9781495167973 PY - 2015 SP - pp 16-22 AB - Drivers engage in a host of driving-unrelated tasks while on the road. Most frequently, drivers listen to music and sing-along with the words in a karaoke fashion. At times drivers accompany songs by pounding-out drum-kicks, fingering guitar-licks, singing background, and even dancing in their seat. However, there is controversy over in-cabin music: Does background music facilitate driver performance via increased arousal leading to more focused concentration, or cause distraction placing drivers at greater risk. In an effort to shed light on the debate over the utility of in-car music, the current study explored how driving tasks might subsequently affect vocal performances during simulated driving. Eighteen young drivers recorded two versions of two songs (baseline vs. low-demand vs. high-demand driving). The results indicate that as the perceptual demands of the primary driving task increase, the performance of the secondary activity (i.e., karaoke-like singing) declines. That is, vocal performances during high-demand driving contained significantly more errors of both intonation/rhythm and lyrics compared to low-demand driving, while both were far less accurate than baseline recordings. Such a picture supports evidence that engaging in music activity does actually preoccupy vital mental resources. In-car music may not necessarily be handled very well, nor is it blocked-out entirely by drivers during high-demand driving – as previously reported in some literature. Singing along with in-cabin music background may contribute to increased risk for incidents, events, and near-crashes, and should be reconsidered by traffic scientists investigating human factors, vehicular control, and road safety. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Alertness KW - Attention KW - Distraction KW - Driver performance KW - Drivers KW - Highway safety KW - Human factors KW - Music UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/004.pdf UR - https://trid.trb.org/view/1371512 ER - TY - CONF AN - 01580055 AU - Young, Richard A AU - University of Iowa, Iowa City TI - Need for Revised Total Eyes-Off-Road Criterion in the NHTSA Distraction Guidelines: Track Radio-Tuning Data SN - 9781495167973 PY - 2015 SP - pp 105-112 AB - This study re-analyzes participant-level glance data from a NHTSA-sponsored test track study of nine radio-tuning tasks in five radios. NHTSA stated that in its judgment, all nine tasks met the definition of traditional manual radio tuning, and so collapsed the data across all participants to estimate an 85th percentile. NHTSA further stated that it combined that track percentile with the 85th percentile from a radio-tuning task in a separate simulator study, to set its total-eyes-off-road time (TEORT) acceptance criterion. Given NHTSA’s statements, individual radio-tuning tasks should, in general, meet the criteria created from them. This study performed such an analysis, and found that this expectation was not met. Four out of nine radio-tuning tasks did not meet the criterion. One problem is that NHTSA did not allow for variability in its 85th percentile estimate. Additionally, TEORT values were higher in the simulator than track for the same task with age-matched data, meaning that if the track tasks had been run in the simulator then the 85th percentile TEORT may have been higher. These issues illustrate the need for revising the criteria based on an improved analysis of the data that NHTSA used to set those criteria. Without doing so, many commonly-accepted secondary tasks (including manual radio tuning in many vehicles) would not meet the current NHTSA Guidelines glance criteria. Revised criteria should be derived in a way that would provide the needed consistency with age-balance requirements of task-acceptability testing, as well as allowing robustness for variability in the percentile estimates. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Distraction KW - Driver performance KW - Glance behavior KW - Guidelines KW - Manual control KW - Radio UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/017.pdf UR - https://trid.trb.org/view/1372747 ER - TY - CONF AN - 01580054 AU - Lochner, Martin J AU - Trick, Lana M AU - University of Iowa, Iowa City TI - The Effects of Task Load and Vehicle Heterogeneity on Performance in the Multiple-Vehicle Tracking Task SN - 9781495167973 PY - 2015 SP - pp 91-97 AB - When crossing traffic at busy intersections, drivers must keep track of the changing positions of cyclists, pedestrians and other vehicles to avoid collision. Multiple-object tracking is the ability to monitor the positions of a number of selected moving objects (targets) among others (distractors) in a complex scene. Most young adults can track 3-5 items at once but older adults cannot track as many, a finding that may partially explain older drivers’ increased risk at intersections. Because tracking represents an important component of driving, a variant of the multiple-object tracking task called multiple-vehicle was created to measure tracking performance in a driving simulator. However, it is unclear whether tracking while driving works the same as tracking carried out on its own. Laboratory studies suggest that tracking improves when the moving items are heterogeneous, and on the road, it is far more typical that vehicles differ from one another rather than being all the same. Drivers were given the task of tracking the positions of 4 vehicles in a field of 8 on a highway, and the effects of task load (tracking alone, tracking while driving) on tracking performance were measured as a function of whether the target and distractor vehicles were homogeneous. Steering and headway maintenance variability were also assessed. The results indicated that heterogeneity only enabled better tracking when drivers were tracking in isolation. Heterogeneity had no significant effect on tracking when participants were tracking while driving though it did significantly reduce their steering variability. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Alertness KW - Attention KW - Driver performance KW - Drivers KW - Driving KW - Multiple vehicles KW - Tracking UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/015.pdf UR - https://trid.trb.org/view/1372665 ER - TY - CONF AN - 01580053 AU - Morice, Antoine H P AU - Sevrez, Violaine AU - Gray, Rob AU - Montagne, Gilles AU - University of Iowa, Iowa City TI - Investigating the Interaction between Helmet Field of View and Steering Behavior in a Novel Motorcycle Simulator SN - 9781495167973 PY - 2015 SP - pp 57-62 AB - While helmet wearing reduces the severity of injuries in motorcycle crashes, it may also increase the likelihood of getting involved into a traffic accident through a reduction in the rider’s field of view. The authors thus investigated the perceptual effects of helmet wearing when riding a motorcycle. The task consisted of negotiating curves in a fixed-based simulator while the helmet visor vertical dimension and need to check the handlebar-mounted speedometer were manipulated. Decreasing the vertical aperture below roughly 30 deg significantly impaired a rider’s ability to maintain their lane position and speed; with the effect of aperture being significantly greater when speedometer checking was required. The present findings provide further support for near/far point models of steering and help to quantify the tradeoff between physical and perceptual effects in helmet design. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Behavior KW - Driver performance KW - Driving simulators KW - Field of vision KW - Motorcycle driving KW - Motorcycle helmets KW - Motorcyclists KW - Steering KW - Visibility UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/010.pdf UR - https://trid.trb.org/view/1371700 ER - TY - CONF AN - 01580052 AU - Ross, Veerle AU - Jongen, Ellen M M AU - Vanvuchelen, Marleen AU - Brijs, Tom AU - Brijs, Kris AU - Wets, Geert AU - University of Iowa, Iowa City TI - Exploring the Driving Behavior of Youth with an Autism Spectrum Disorder: A Driver Instructor Questionnaire SN - 9781495167973 PY - 2015 SP - pp 98-104 AB - Youth with an autism spectrum disorder (ASD) depend to a great extent on friends and family for their transportation needs. Although little research exists, Cox et al. (2012) surveyed parents/caregivers of youth with ASD (previously) attempting to learn to drive. This study serves as an extension by surveying driver instructors. Several questions queried advice for teaching youth with ASD how to drive, and for improving the current driving education to better fit the needs of youth with ASD. Furthermore, respondents were asked to indicate whether specific characteristics, often associated with ASD, have an impact on driving ability. A total of 52 driver instructors reported potential problems when teaching youth with ASD to drive. Advice for teaching youth with ASD to drive mainly focused on a need for structure, clarity, visual demonstration, practice, repetition and an individualized approach. Results however also showed that the relation between ASD and driving performance might not always be negative but can be positive. Practical implications are provided. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Adolescents KW - Autism KW - Behavior KW - Driver performance KW - Driving KW - Driving instructors KW - Mental disorders KW - Surveys UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/016.pdf UR - https://trid.trb.org/view/1372692 ER - TY - CONF AN - 01580051 AU - University of Iowa, Iowa City TI - Driving Assessment 2015: Proceedings of the 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle Design SN - 9781495167973 PY - 2015 SP - 435p AB - This symposium was originally conceived to fill a multidisciplinary gap in driving safety research. By bringing together experts in human factors, medicine, engineering design, operations and policy in one single-track forum, it is believed that a more global synthesis and better science will result. Papers published within these proceedings were presented at several poster sessions and thematic sessions including: Emotion Tracking for Health, Memory, and Well-Being; Driver Behavior and Naturalistic Studies; Medical Issues in Driving; Younger & Older Drivers; Research Methods & Perspectives; and Driver Interface Issues. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Aged drivers KW - Aggressive driving KW - Attention KW - Cognitive impairment KW - Crashes KW - Diseases and medical conditions KW - Distraction KW - Driver training KW - Driver vehicle interfaces KW - Driving KW - Drunk driving KW - Ecodriving KW - Evaluation and assessment KW - Fatigue (Physiological condition) KW - Health KW - High risk drivers KW - Highway safety KW - Human factors KW - Memory KW - Multitasking KW - Problem drivers KW - Recently qualified drivers KW - Reckless drivers KW - Simulation KW - Teenage drivers KW - Vehicle design KW - Vehicle safety UR - http://drivingassessment.uiowa.edu/2015/proceedings UR - https://trid.trb.org/view/1370832 ER - TY - CONF AN - 01580050 AU - Cooper, Joel M AU - Strayer, David L AU - University of Iowa, Iowa City TI - Mental Workload of Voice Interactions with 6 Real-World Driver Interfaces SN - 9781495167973 PY - 2015 SP - pp 2-8 AB - Hands-free voice interaction is an increasingly common option in new vehicles. Recent research suggests that hands-free interactions with speech-to-text systems may require significantly more cognitive effort than previously anticipated. This high level of mental workload may both keep drivers from using the technology and potentially create additional safety concerns for the driver. However, little prior research has measured the cognitive demands of simple voice based tasks using real-world systems. The current study evaluated the mental demands of a small set of auditory-vocal vehicle commands using five 2013 and one 2012 model year OEM infotainment systems. Results indicate that well executed voice systems impose little additional cognitive demand while poorly executed systems may significantly elevate workload. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Attention KW - Cognition KW - Driver performance KW - Driver vehicle interfaces KW - Infotainment KW - Mental workload KW - Voice communication UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/002.pdf UR - https://trid.trb.org/view/1371314 ER - TY - CONF AN - 01580049 AU - Jeffers, Mary Anne B AU - Perez, William A AU - Philips, Brian AU - University of Iowa, Iowa City TI - Using Iterative Human Factors Methods to Assess Active Traffic Management Signing SN - 9781495167973 PY - 2015 SP - pp 70-76 AB - Active traffic management (ATM) is a technique for mitigation of recurrent and non-recurrent congestion. Two ATM tools were evaluated: variable speed limits and lane control signing. An iterative human factors approach included a series of four experiments: a laboratory assessment, a field study, and two dynamic driving simulations. This paper presents the evaluation of signing for one scenario, from among several, to provide an example of the evaluation methodology. That scenario involved closing two lanes on a multi-lane freeway where the exit ramp adjacent to the closed lanes remained open. Results were consistent across experimental settings. The majority of drivers appeared to correctly comprehend the ATM signs in both static and dynamic environments. The combined results from the four experiments showed that the tested ATM signing could achieve about 66 percent driver comprehension and compliance in the presented scenario. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Active traffic management KW - Comprehension KW - Decision making KW - Human factors KW - Iterative methods KW - Lane use control signals KW - Legibility KW - Variable message signs KW - Variable speed limits UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/012.pdf UR - https://trid.trb.org/view/1372660 ER - TY - CONF AN - 01580048 AU - Cox, Daniel J AU - Moncrief, Matthew AU - Rizzo, Matthew AU - Fisher, Donald AU - Lambert, Ann AU - Thomas, Sarah AU - Eberhart, Sean AU - Moncrief, Rick AU - University of Iowa, Iowa City TI - Low Hanging Fruit: Use of Virtual Reality Driving Simulation in Department of Motor Vehicles to Assess Minimal Competence of Novice Drivers SN - 9781495167973 PY - 2015 SP - pp 127-133 AB - Nationally, Departments of Motor Vehicles (DMV) license novice drivers based in part on on-road assessments. Intuitively it is assumed that such assessments are fair, reliable and valid measures of minimal driving competency. Upon further reflection, this would be difficult, given the subjectivity of a huge range of driving examiners that approach this assessment with different training backgrounds, life distractions and biases from examination to examination, the different road, traffic, lighting and weather conditions from one examination and DMV center to the next, and the minimal driving challenges in such assessments. For example, a typical on-road test involves only a 4 mile road segment with 2 left turns, 4 right turns, 1 lane change, pulling into a turn lane, and 1 speed limit change. It does not include highway driving nor defensive driving maneuvers. Additionally, such on-road assessments are both potentially dangerous and time demanding/expensive. A less expensive, safer, more challenging, objective, reliable, and valid procedure may be the use of Virtual Reality Driving Simulation (VRDS) that administers consistent and more extensive driving challenges to all examinees, which is evaluated in an objective manner based on normative data from current safe drivers. This presentation describes the experience and presents the data from a project where VRDSs were set up in two DMV facilities and a Research facility. The goals of this project were to determine whether VRDS assessments are just as reliable, discriminating and acceptable to the public as on-road assessments, and whether performance on the simulator predicts future on-road driving mishaps. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Competence KW - Driver performance KW - Driving simulators KW - Driving tests KW - Novice drivers KW - Virtual reality UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/020.pdf UR - https://trid.trb.org/view/1372750 ER - TY - CONF AN - 01580047 AU - Devos, Hannes AU - Ranchet, Maud AU - Tant, Mark AU - Akinwuntan, Abiodun E AU - University of Iowa, Iowa City TI - Agreement Between Physician Rating and On-Road Decision for Drivers with Multiple Sclerosis SN - 9781495167973 PY - 2015 SP - pp 36-42 AB - The recommendation of the referring physician is paramount in the decision making process of fitness to drive for individuals with multiple sclerosis (MS). This medical advice is carefully considered by fitness to drive officials when making a final decision. In this study, the authors sought to determine the reliability between physician recommendation and decision of the on-road assessor in 95 individuals with MS. The percentage agreement (po) and prevalence and bias adjusted kappa (PABAK) were used as measures of reliability. The on-road assessor found no concerns on the road in 87 (92%) of the individuals; 6 (6%) exhibited difficulties on the road that were of concern; and 2 (2%) were advised to discontinue driving based on the findings of the road test. The po between referring physician and on-road assessor was 83%. The PABAK showed a reliability coefficient of 0.76 (p < 0.0001). No differences were found in po between neurologists (83%) and general practitioners (88%, Fisher’s Exact = 0.56). Binocular acuity correlated significantly with the on-road driving decision (Spearman Rho = -0.30; p = 0.004). The authors conclude that, in this sample of drivers with MS, physicians were most of the time accurate in their appraisal of their patients’ driving capabilities. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Disability evaluation KW - Driver performance KW - Drivers KW - Driving KW - Fitness to drive KW - Multiple sclerosis KW - Nervous system diseases KW - Physicians UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/007.pdf UR - https://trid.trb.org/view/1371597 ER - TY - CONF AN - 01580046 AU - Pradhan, Anuj K AU - Hu, Xiao-Su (Frank) AU - Buckley, Lisa AU - Bingham, C Raymond AU - University of Iowa, Iowa City TI - Pre-Frontal Cortex Activity of Male Drivers in the Presence of Passengers During Simulated Driving: An Exploratory Functional Near- Infrared Spectroscopy (fNIRS) Study SN - 9781495167973 PY - 2015 SP - pp 50-56 AB - Adolescents are more likely to be involved in motor vehicle crashes in the presence of peer passengers, and risky driving behaviors of male teenagers increase in the presence of male peer passengers. There could be several mechanisms of the influence of peer passengers, however it is evident that the male teenage driver with a male peer passenger makes riskier decisions than when alone. The developing teenage brain’s activity is different from that of adults during decision-making, especially in regions associated with impulse control, response inhibition, and risk taking. This study tested the feasibility of using functional near-infrared spectroscopy (fNIRS), a non-invasive brain imaging method that allows in vivo measurements of oxygenated and deoxygenated hemoglobin in cortical tissue, to study drivers’ brain activation during simulated driving. Cortical activity was measured in participants driving alone and in the presence of a passenger. When at a dilemma zone at a signalized intersection participants showed increased activation in regions of the left and right medial pre-frontal cortex when driving with a passenger as compared to when driving alone. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Behavior KW - Brain KW - Decision making KW - Dilemma zone KW - Driving KW - Driving simulators KW - High risk drivers KW - Infrared spectroscopy KW - Males KW - Passengers KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/009.pdf UR - https://trid.trb.org/view/1371599 ER - TY - CONF AN - 01580045 AU - Gaspar, John G AU - Carbonari, Ronald AU - Kaczmarski, Henry AU - Kramer, Arthur F AU - University of Iowa, Iowa City TI - Characterizing the Effect of Videophone Conversations on Intersection Driving Performance SN - 9781495167973 PY - 2015 SP - pp 9-15 AB - The present study examined the efficacy of videophone conversations for enhancing conversation partner situational awareness and mitigating cell phone distraction during intersection drives. Younger and older drivers drove through simulated intersections in four conditions: undistracted, with an in-car passenger, with a remote partner who could see the driver and a subset of the driving scene via a videophone, and with a remote partner on a cell phone. Relative to the cell phone condition, passenger and videophone conversations enhanced situational awareness and mitigated distraction. Younger and older drivers showed similar benefits, although there were age-related costs to driving performance overall. Videophone information offers a simple and promising potential strategy to enhance partner situational awareness during cell phone conversations, even when the conversation partner can see only a subset of the driving scene. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Alertness KW - Cellular telephones KW - Conversation KW - Decision making KW - Distraction KW - Driver performance KW - Drivers KW - Intersections UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/003.pdf UR - https://trid.trb.org/view/1371511 ER - TY - CONF AN - 01580044 AU - Ehsani, Johnathon AU - Simons-Morton, Bruce G AU - Klauer, Sheila G AU - University of Iowa, Iowa City TI - Developing and Testing Operational Definitions for Functional and Higher Order Driving Instruction SN - 9781495167973 PY - 2015 SP - pp 134-140 AB - The amount and type of driving instruction provided to novice teen drivers during the learner period may be associated with future crash risk. The purpose of this study was to (1) operationally define two types of driving instruction: functional and higher order instruction, and to (2) test these definitions in a sample of newly licensed novice teenage drivers during the first ten hours of supervised driving. Functional driving instruction was defined as instruction that relates to the present time or immediate future; and related to specific events that are occurring during the drive itself. Higher order driving instruction was instruction that could be extrapolated to a future driving situation; that conveys general principles of driving related to potential events that occur. These operational definitions were tested in conversation occurring during driving instruction in a sample of 90 teen drivers, recruited within three weeks of receiving their learner permit. Teen drivers’ vehicles were equipped with microphones; conversations were recorded and coded for each type of instruction that was observed. As expected, parents provided substantial driving-related instruction on a variety of topics. During the first ten hours of supervised driving only 17.5% of observed driving-related instructions was higher order. This test provides face validity of the operational definitions of driving instruction. These definitions may assist in quantifying the type and amount of driving instruction occurring during the supervised practice stage of licensure, and provide an empirical basis for evaluating the association between driving instruction and independent driving performance. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Behavior KW - Driver education KW - Driver performance KW - Driver training KW - Recently qualified drivers KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/021.pdf UR - https://trid.trb.org/view/1372811 ER - TY - CONF AN - 01580043 AU - Kitazaki, Satoshi AU - Myhre, Nathan J AU - University of Iowa, Iowa City TI - Effects of Non-Verbal Communication Cues on Decisions and Confidence of Drivers at an Uncontrolled Intersection SN - 9781495167973 PY - 2015 SP - pp 113-119 AB - Drivers read other drivers’ intentions using various non-verbal communication cues in situations where traffic regulations play only a limited role. Although such communication is important to reach safe joint actions with other driver(s), effects of communication have not been fully understood. The objective of this study was to understand effects of communication cues on driver’s decisions and confidence. Straight-cross-path and left-turn scenarios around an uncontrolled intersection were studied in an interview-based experiment using 65 subjects. The subject’s car approached the intersection while another car was approaching the same intersection and sent communication cues consisting of various combinations of vehicle behaviors (constant speed, speeding up, and slowing down) and hand gestures (meaning “Go ahead” and “Stop”). Computer animations of the scenarios were presented to the subjects and terminated before the two cars reached the intersection. The subjects rated yielding frequency and confidence level for each cue combination in each scenario. The results showed that the vehicle behaviors and the hand gestures affected subjects’ yielding frequencies and confidence levels. The cues also interacted with the priority rule in the left turn scenarios. The hand gestures were especially effective to consolidate subjects’ decisions to yield or go with confidence when the priority rule was ineffective (i.e. in the straight-cross-path scenarios). The hand gestures were also effective to change the yielding frequencies to accept the cues conflicting with the effective priority rule (i.e. in the left-turn scenarios). Some requirements and recommendations for autonomous vehicle were discussed. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Behavior KW - Communication KW - Decision making KW - Drivers KW - Unsignalized intersections UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/018.pdf UR - https://trid.trb.org/view/1372748 ER - TY - CONF AN - 01580042 AU - Biondi, Francesco AU - Turrill, Jonna M AU - Coleman, James R AU - Cooper, Joel M AU - Strayer, David L AU - University of Iowa, Iowa City TI - Cognitive Distraction Impairs Drivers' Anticipatory Glances: An On-Road Study SN - 9781495167973 PY - 2015 SP - pp 23-29 AB - This study assessed the impact of cognitive distraction on drivers’ anticipatory glances. Participants drove an instrumented vehicle and executed a number of secondary tasks associated with increasing levels of mental workload including: listening to the radio or audiobook, talking on a handheld or hands-free cellphone, interacting with a voice-based e-mail/text system, and executing a highly demanding task (Operational Span task; OSPAN). Drivers’ visual scanning behavior was recorded by four different high definition cameras and coded offline frame-by-frame. Visual scanning behavior at road intersections with crosswalks was targeted because distraction is one of the major causes of accidents at these locations. Despite the familiarity of the locations, results showed that as the secondary-task became more cognitively demanding drivers reduced the amount of anticipatory glances to potential hazards locations. For example, while interacting with a high fidelity voice-based email/text system, the probability of executing a complete scan of the intersection was reduced by 11% compared to the no-distraction control condition. These results document the effects of cognitive distraction on drivers’ visual scanning for potential hazards and highlight the detrimental role of voice based systems on driving behavior. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Cognition KW - Distraction KW - Driver performance KW - Drivers KW - Driving KW - Visual acuity KW - Visual perception UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/005.pdf UR - https://trid.trb.org/view/1371513 ER - TY - CONF AN - 01580041 AU - Bos, Alexander J AU - Ruscio, Daniele AU - Cassavaugh, Nicholas D AU - Lach, Justin AU - Gunaratne, Pujitha AU - Backs, Richard W AU - University of Iowa, Iowa City TI - Comparison of Novice and Experienced Drivers Using the SEEV Model to Predict Attention Allocation at Intersections During Simulated Driving SN - 9781495167973 PY - 2015 SP - pp 120-126 AB - The authors compared the eye movements of novice drivers and experienced drivers while they drove a simulated driving scenario that included a number of intersections interspersed with stretches of straight road. The intersections included non-hazard events. Cassavaugh, Bos, McDonald, Gunaratne, & Backs (2013) attempted to model attention allocation of experienced drivers using the Salience Effort Expectancy and Value (SEEV) model. Here they compared two SEEV model fits between those experienced drivers and a sample of novice drivers. The first was a simplified model and the second was a more complex intersection model. The observed eye movement data was found to be a good fit to the simplified model for both experienced (R2 = 0.88) and novice drivers (R2 = 0.30). Like the previous results of the intersection model for the experienced drivers, the fit of the observed eye movement data to the intersection model for novice drivers was poor, and was no better than fitting the data to a randomized SEEV model. The authors concluded based on the simplified SEEV model, fixation count and fixation variance that experienced drivers were found to be more efficient at distributing their visual search compared to novice drivers. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Attention KW - Driver experience KW - Drivers KW - Driving simulators KW - Intersections KW - Novice drivers KW - Recently qualified drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/019.pdf UR - https://trid.trb.org/view/1372749 ER - TY - CONF AN - 01580040 AU - Ranchet, Maud AU - Tant, Mark AU - Akinwuntan, Abiodun E AU - Devos, Hannes AU - University of Iowa, Iowa City TI - Comorbidities in Drivers with Parkinson Disease SN - 9781495167973 PY - 2015 SP - pp 43-49 AB - Previous studies have shown that comorbidities have an impact on driving performance in older adults. No study has established the relationships between comorbidities and driving in persons with Parkinson disease (PD). The aims of this study were (1) to report the types of comorbidity in a group of 111 drivers with PD and (2) to identify whether the comorbidity associated with PD is a predictor of overall fitness-to-drive decisions, crashes, and validity duration of driving license. Results showed that 72 participants (64.9%) had only Parkinson disease, and 39 (35.1%) participants had one or more medical conditions in addition to PD. The most frequent comorbidities were visual disorders (26.4%), heart and blood disorders (16.2%), neurological disorders other than PD (11.8%), and locomotor disorders (11.8%). Contrary to what the authors expected, they did not find any significant associations between comorbidities and overall fitness-to-drive decisions, car crashes, or validity duration of driving license. The authors conclude that in this sample of drivers with PD, comorbidity was not a significant predictor of overall fitness-to-drive decisions. U1 - 8th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignUniversity of Iowa, Iowa CityAmerican Honda Motor Company, IncorporatedToyota Motor Sales U.S.A, Inc.National Highway Traffic Safety AdministrationLiberty Mutual Research Institute for SafetySalt Lake City,Utah,United States StartDate:20150622 EndDate:20150625 Sponsors:University of Iowa, Iowa City, American Honda Motor Company, Incorporated, Toyota Motor Sales U.S.A, Inc., National Highway Traffic Safety Administration, Liberty Mutual Research Institute for Safety KW - Comorbidity KW - Drivers KW - Fitness to drive KW - Human factors in crashes KW - Impaired drivers KW - Nervous system diseases KW - Parkinson's disease UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2015/papers/008.pdf UR - https://trid.trb.org/view/1371598 ER - TY - CONF AN - 01573996 AU - Inomata, Hiroyuki AU - Kishino, Yoko AU - Miyamoto, Souta AU - National Highway Traffic Safety Administration TI - The Assessment results of the Advanced Safety Technology in JNCAP and its future PY - 2015 SP - 7p AB - The Japanese government has set up the target of fatalities-from-traffic-accidents reduction. Its aim is to be at the safest traffic society in the world. However, the reduction rate of the death toll in Japan has declined but it’s still in a severe situation. Moreover, Japan has a rapidly aging society. This is another problem. On the other hand, with the rise of a national safety consciousness, many cars equipped with advanced technology are available on Japan’s market including the small sized car, so called kei-car and it is in the most diffused situation in the world at a present stage. But more promotion is desired. Nevertheless, an understanding about a difference of the performance and the characteristic of that technology are not yet understood efficiently. Although the New Car Assessment Program (NCAP) has so far achieved big success by the technique of the information dissemination to a consumer for improvement in the safety performance of a car, extending this to the domain of advanced safety technology is called for. Japan New Car Assessment Program (JNCAP) started advanced safety technology assessment from 2014 based on our roadmap. In 2014, the authors adjusted the protocol of the procedure of Autonomous Emergency Braking System (AEBS) test, Lane Departure Warning System (LDWS) test and an evaluation method. In the protocol of an evaluation method, it is prescribed that an official announcement shows the overall points of several results of advanced safety technology assessment. The authors are targeting the spread of technology by evaluating various advanced safety technology synthetically and thus more technical development is urged with the digitization technique of evaluating the reduction effect of a deaths and serious injury accidents based on the actual accident data from Japan. The authors implemented the assessment according to these protocols and released the result of 37 models in FY2014. So, various characteristics for every technology became clear as a result of the AEBS tests. Although various technologies, such as laser radar equipment, millimeter-wave radar equipment, mono-eye, dual-eye camera is used, the authors are able to discuss about the important information that should be given to a consumer and the future course of the advanced safety technology depending on current test results. Finally, the authors would also like to write about the future work of JNCAP based on the discussion taken in our steering committee meetings and the working groups (WGs). U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Aged KW - Evaluation and assessment KW - Japan KW - Japan New Car Assessment Program (JNCAP) KW - Performance measurement KW - Ratings KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364321 ER - TY - CONF AN - 01573994 AU - Kubota, Hidenobu AU - National Highway Traffic Safety Administration TI - Government Status Report of Japan PY - 2015 SP - 4p AB - The number of fatalities (those who died within 24 hours) resulting from traffic accidents in Japan in 2014 was 4,113. This represents the fourteenth consecutive year that the number of fatalities has been decreasing. This number was about one-fourth the 16,765 fatalities in 1970, which was the year in which the number of fatalities reached a peak. In addition, the number of accidents resulting in injury or death and the number of injured persons decreased for the tenth consecutive year in a row since 2004, when the numbers were at their worst. However, the number of fatalities and injured persons and the number of accidents resulting in injury remained high in 2014, as there were approximately 710,000 fatalities and injured persons, and approximately 570,000 accidents resulting in injury or death. New targets were established: to reduce the number of fatalities to below 3,000 (those who died within 24 hours) and to below around 3,500 (those who died within 30 days) by 2015 in the Ninth Fundamental Traffic Safety Program for 2011–2015. The road transport environment is beginning to change greatly due to the change in types of traffic accident victims reflecting the aging society and the introduction of new technologies including electric vehicles for a low carbon society. Therefore, on 1 June 2011 the Working Group on Technology and Vehicle Safety of the Council for Transport Policy of the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) reported a new target for 2020 to reduce the number of fatalities by implementing vehicle safety measures and evaluating their effect, and setting the policy for reaching the new target. Future direction of safety measures includes the following: 1) Correspondence to declining birthrate and a growing proportion of elderly people 2) Reduction of traffic accident victims for pedestrian and bicycle crew's 3) Correspondence to new mobility such as electric vehicles (EV), micro mobility 4) Measures against grievous accident in which heavy duty vehicles are involved. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Electric vehicles KW - Fatalities KW - Heavy duty vehicles KW - Japan KW - Japan Ministry of Land, Infrastructure, Transport, and Tourism KW - Prevention KW - Traffic crashes KW - Trend (Statistics) KW - Vehicle safety KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1365432 ER - TY - CONF AN - 01573993 AU - Lie, Anders AU - Strandroth, Johan AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - Government Status Report, Sweden 2015 PY - 2015 SP - 9p AB - The Ministry of Enterprise and Innovation is responsible for road traffic safety in Sweden. But due to the decentralised structure in Sweden, the Ministry works with budget, goals, and policy related issues while the operations are managed by the Swedish Transport Administration based on the directions from the ministry. The administration is responsible for the planning of the entire transport system with all modes of transport. It is also responsible for the building and maintenance of roads and railroads. The Swedish Transport Administration, also has an overarching role in the development of long term strategies and plans for all modes of transport in the transport system, contributing to the goals set up by the government for the transport sector. The Transport Administration holds responsibility for research within the fields of mobility, environment and traffic safety. It is also performing in-depth studies of fatal crashes within the road traffic system. If co-operation with other actors in society is necessary to effectively achieve its goals the Administration may work together with these actors. The other authority in the sector is the Swedish Transport Agency which has overall responsibility for regulations within air, sea, rail road and road traffic. Within the Swedish Transport Agency the Road and Railway Department formulates regulations, examines and grants permits, as well as exercise supervision within the field of road transport over e.g. road traffic, vehicles, driving licences and commercial transport. The agency also conducts analyses of road traffic and supply information about injuries and accidents within the road transport system. Swedish Transport Agency is also maintains vehicle and driver licence registers. The Swedish Transport Administration and the Swedish Transport Agency are both responsible to work towards the transport policy goals. In Sweden the main other bodies active in road traffic safety efforts are the police and the local authorities. Other important parties are the non-governmental organizations (NGOs) for example the National Society for Road Safety (NTF), with its member organisations, and transport industry organisations. The Group for National Road Safety Co-operation (GNS) is a central body that co-ordinates the co-operation between the Swedish Transport Administration and Agency, the local authorities the authority for occupational health and safety and the police. The NTF is an additional member of this group, as well as some other key partners from the traffic safety sector. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Fatalities KW - Highway safety KW - Highway safety organizations KW - Prevention KW - Sweden KW - Swedish Transport Administration (Trafikverket) KW - Traffic crashes KW - Trend (Statistics) UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366506 ER - TY - CONF AN - 01573992 AU - Schmit, Kai-Uwe AU - Baumgartner, Laura AU - Muser, Markus AU - Baudenbacher, Mathias AU - Simma, Anja AU - National Highway Traffic Safety Administration TI - Improving the Swiss National Accident Statistics by Providing AIS Data to Classify Injury Severity PY - 2015 SP - 6p AB - To provide more detailed data on the injury severity of persons involved in a traffic accident, Switzerland has implemented various measures. The key component was the establishment of Abbreviated Injury Scale (AIS) coded injury severity data. Linking the national hospital statistics to the national traffic accident statistics allowed identifying persons that were injured in a police recorded traffic accident. Using information on the diagnosis given in the hospital statistics (Internal Classification of Diseases (ICD) code) the corresponding AIS code was derived. An ICD-to-AIS translator was developed, mapping the medical information to corresponding AIS codes. Since not all ICD codes correspond to a unique AIS code the translator made use of additional medical information in order to map as many cases as possible. Applying the translator to the data sets of 2011 and 2012, a MAIS could be derived for approximately 95% of all cases. Using the newly implemented procedures, it is now possible to report the share of Maximum Abbreviated Injury Scale (MAIS)3+ injuries sustained on Swiss roads. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Crash data KW - Hospitals KW - Injury classification KW - Injury severity KW - Maximum Abbreviated Injury Scale KW - Medical treatment KW - Switzerland UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1365431 ER - TY - CONF AN - 01573989 AU - Mynatt, Mark AU - Brophy, John AU - Chidester, Augustus “Chip” AU - National Highway Traffic Safety Administration TI - EDR Data Collection in NHTSA's Crash Databases PY - 2015 SP - 9p AB - The National Highway Traffic Safety Administration (NHTSA) has been gathering Event Data Recorder (EDR) information in its data collection programs since the late 1990s. The various EDR data elements collected in NHTSA’s crash databases provide insight into the vehicles’ safety systems and actions leading up to a crash. This EDR data will be a key source as focus on crash avoidance countermeasures increase and crashworthiness countermeasures are optimized in the automotive safety community. The purpose of this paper is to describe the evolution of EDR data collection in NHTSA’s in-depth crash investigation programs leading up to the implementation of the Code of Federal Regulation (CFR) 49 Part 563. Additionally, the paper will discuss the techniques used to collect EDR data, and detail future plans for their coding in NHTSA’s crash databases. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash investigation KW - Data collection KW - Databases KW - Event data recorders KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1365429 ER - TY - CONF AN - 01573982 AU - O’Malley, Sean AU - Zuby, David AU - Moore, Matthew AU - Paine, Michael AU - Paine, David AU - National Highway Traffic Safety Administration TI - Crashworthiness Testing of Electric and Hybrid Vehicles PY - 2015 SP - 16p AB - Electric and hybrid vehicles are increasingly being offered as a means to provide personal transportation with less negative impact on the environment and lower operational cost. While still representing a small portion of fleets in industrialized countries, the availability of these types of vehicles is growing. Electric and hybrid vehicles comprised approximately 1 percent of new vehicle sales in the United States in 2004, and by 2013 this had grown to almost 4 percent. As a result, there is considerable interest in the crash safety of these vehicles and, in particular, potential hazards unique to their electrical drive systems such as electrocution, fire, and electrolyte spillage. This paper summarizes the crash test experience of electric/hybrid vehicle from the Australasian New Car Assessment Program (ANCAP) and Insurance Institute for Highway Safety (IIHS). Since 2004, ANCAP and IIHS have subjected 42 hybrid and electric drivetrain vehicles to a variety of crashworthiness tests including both moderate and small overlap front crashes, side crashes, and roof strength tests. Crashworthiness results are summarized with special attention paid to the risk of electrical drive system hazards, and laboratory best practice related to electric vehicle testing is described. The crashworthiness of hybrid and electric drive vehicles is typically similar to that of vehicles with internal combustion engines. IIHS has assigned eight good ratings, three acceptable ratings, and three poor ratings in frontal crash tests (both moderate and small overlap tests); 10 good ratings and one poor rating in side crash tests; and eight good ratings and one acceptable rating in roof strength tests. To date, ANCAP has assigned one 4-star rating and two 5-star ratings to electric vehicles in its evaluation program. Neither organization observed damage to the batteries or other portions of the electrical drive systems that indicated a potential risk. Safety precautions and inspections of the electrical systems have evolved to include post-crash checks for isolation of high voltage from the chassis, leakage of volatile gases, and physical damage of the systems. In addition, vehicles are quarantined and observed after a test to ensure hidden damage does not result in fire risk developing over time. Ten years of crash testing electric/hybrid vehicles by ANCAP and IIHS, covering a wide range of crash conditions, indicates the variation in crashworthiness performance of hybrid/electrical drive vehicles is comparable with the variation observed with conventionally powered vehicles. Neither ANCAP nor IIHS has observed problems associated with the electrical drive systems in tests of more than 40 hybrid and electrical vehicles. This observation suggests safety designers are providing good protection of the electrical drive systems in crashes represented by federal and consumer information tests. While vehicles with high-voltage batteries present unique challenges to laboratory safety, ANCAP and IIHS experience suggests these potential hazards can be managed. Using appropriate tools and taking extra steps to ensure isolation of the battery from other parts of the vehicle has resulted in the successful execution of electric vehicle crash tests by both organizations without injury or other dangerous incident. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australasian New Car Assessment Program (ANCAP) KW - Crashworthiness KW - Electric vehicles KW - Hybrid vehicles KW - Insurance Institute for Highway Safety KW - Ratings KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364309 ER - TY - CONF AN - 01573980 AU - Strick, Stefan AU - National Highway Traffic Safety Administration TI - Status Report, Federal Republic of Germany PY - 2015 SP - 13p AB - The total number of police registered road accidents has stagnated for the last 10 years – between 2.2 and 2.4 million road accidents. There were slight increases in single years such as 2004, 2007 or 2010, but as well slight decreases in 2002 or 2011. On the long run, there is an increase since 2000 by 2.7 percent in 2013. The forecast for 2014 thus indicates a decrease in accident figures by roundabout 2 percent (2013: 2.41 million road accidents). The number of road accidents with personal injury has decreased by 24 % since 2000, resulting in 291,105 road accidents with personal injury in 2013. For 2014 a slight increase of almost 2.5 percent to approximately 298,000 injury accidents is expected. Casualty figures have also decreased, with lower reductions for slight injuries and higher reductions for severe injuries and fatalities. The total number of casualties has decreased by more than 26 percent from 511,577 in 2000 to 377,481 in 2013. For 2014 the increased number of injury accidents will lead also to an increased number of casualties of approximately 2.5 percent compared to 2013 – to about 387,000 casualties in 2014. Since 2000, the number of severe injuries has been reduced by nearly 37 percent to 64,057 seriously injured road users in 2013 and the number of slight injuries has been reduced by nearly 23 percent to 310,085 slightly injured road users. Fatalities have decreased by 55 percent from 7,503 fatalities in 2000 to 3,339 fatalities in 2013. A slight increase to approximately 3,360 fatalities has been predicted for 2014. According to the positive development on the long term, the year 2013 showed the lowest number of fatalities since introduction of accident statistics. And also for the number of injury crashes and casualties the year 2013 was the second best after 2010, when accident figures were even lower than 2013. But the forecast for 2014 with stagnating or even increasing numbers shows, that the positive development cannot be taken for granted. While many factors concerning e.g. safety behavior or vehicle and infrastructure safety play an important role for the long term development of fatality and crash figures, short-term increases result mainly from changes in mobility and traffic behavior due to different and extreme weather conditions. The year 2014 was characterized by an early and mild spring, resulting in high accident and fatality figures concerning mainly motorized and non-motorized two-wheelers. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Fatalities KW - Germany KW - Traffic crashes KW - Trend (Statistics) KW - Vehicle safety KW - Weather conditions UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366507 ER - TY - CONF AN - 01573976 AU - Paine, Michael AU - Paine, David AU - Smith, Jason AU - Case, Michael AU - Haley, Jack AU - Worden, Stuart AU - National Highway Traffic Safety Administration TI - Vehicle Safety Trends and the Influence of NCAP Safety Ratings PY - 2015 SP - 7p AB - In 1999 the Australasian New Car Assessment Program (ANCAP) aligned its test and assessment protocols with Euro NCAP and began issuing safety ratings, with a maximum rating of 5 stars. In effect, to achieve 5 stars, the vehicle needed good frontal offset crash test performance and good head protection in intrusive side impacts. The rating system awards bonus points for intelligent seat belt reminders and, recently, requires certain safety features such electronic stability control (ESC) and emergency brake assist (EBA). The proportion of models achieving a 5-star safety rating has gradually increased from zero in 2002 to an estimated 75% of models on sale in 2014. This paper presents an analysis of trends with safety ratings and the uptake of key safety features during this period. This paper also provides estimates of future savings due to the penetration of 5-star vehicles into the Australian vehicle fleet. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Australasian New Car Assessment Program (ANCAP) KW - Australia KW - New Car Assessment Program KW - Ratings KW - Safety ratings KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363382 ER - TY - CONF AN - 01573967 AU - National Highway Traffic Safety Administration TI - Road Safety Vademecum: Road safety trends, statistics and challenges in the EU 2010-2013 PY - 2015 SP - 15p AB - The Transport White Paper announced a strategic target for European Union (EU) road safety for the period 2011- 2020: to reduce the number of road deaths by half. In 2010, some 31,500 people lost their lives on the roads in the 28 EU Member States. This figure is the baseline for the strategy objective and the target is to have less than 15,750 road deaths in 2020. If the target is achieved, more than 90,000 lives would have been saved in total during the decade. Following a slow year in 2011, the number of road fatalities is now again substantially decreasing. The preliminary data for 2013 bring the EU development in line with the target curve. This text provides an overview of the latest road safety data and the main road safety developments in the EU. It presents the first provisional figures reported for 2013, where available, complemented with the final detailed data for 2012. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - European Union countries KW - Fatalities KW - Highway safety KW - Prevention KW - Trend (Statistics) UR - https://trid.trb.org/view/1366746 ER - TY - CONF AN - 01573961 AU - Hyun-Sung, Shin AU - National Highway Traffic Safety Administration TI - Korea Government Status Report PY - 2015 SP - 7p AB - Korea has maintained its status as the world’s fifth largest player in auto production. Development of both the domestic economy and the auto industry has led to quantitative growth of the auto market with the number of registered car exceeding 20 million. However, Korea still lags behind advanced countries in terms of reducing the number of road traffic accidents and fatalities. Under the circumstance, the Korean government set comprehensive measures to reduce traffic deaths and has put cross-ministry efforts to meet the challenge. In this context, the government is devoted to harmonizing domestic vehicle safety regulations with international regulations while improving the domestic regulations to better fit with the traffic environments of the country. In addition, the government is inducing vehicle manufacturers to produce safer vehicles by strengthening the New Car Assessment Program. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Fatalities KW - Industries KW - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Motor vehicle industry KW - Prevention KW - Regulation KW - Traffic crashes KW - Traffic safety KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366742 ER - TY - CONF AN - 01573960 AU - Wiacek, Christopher AU - Bean, James AU - Sharma, Dinesh AU - National Highway Traffic Safety Administration TI - Real-World Analysis of Fatal Rear-End Crashes PY - 2015 SP - 15p AB - In March 2011, the National Highway Traffic Safety Administration (NHTSA) published its Vehicle Safety Rulemaking and Research Priority Plan 2011 – 2013, which described the projects that are the agency’s priority in the rulemaking and research areas in those calendar years. Programs that are priorities or will take significant agency resources included the development of performance criteria and objective tests to support the identification of effective advanced safety technologies that provide a warning of an impending forward collision and/or automatically brake the vehicle. In support of the Forward Collision Avoidance and Mitigation project listed in the priority plan, an analysis of real-world crash data was conducted to determine the scope of the crash problem and examine the factors that contribute to rear-end crashes in light vehicles. A review of the 2003 – 2012 National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) was conducted for rear-end crashes involving a fatal occupant. For each crash identified, a review of the accompanying investigation was conducted using a methodology similar to that described by Bean, et al. [2009]. The authors were then able to identify crash characteristics associated with occupants sustaining fatal injuries in rear-end crashes. For each case, primary and secondary factors were assigned as crash attributes which contributed to the fatal injuries to an involved occupant. This review suggests that fatal rear-end crashes are generally attributed to excessive speed at the time of impact. In order to address these crashes with a forward collision avoidance system, a crash alert warning must be timely and any automatic emergency braking must be aggressive to significantly reduce the impact speed to mitigate the severity or prevent the crash from occurring. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash causes KW - Crash severity KW - Crashworthiness KW - Fatalities KW - Rear end crashes KW - Speed KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1365430 ER - TY - CONF AN - 01573955 AU - Erario, Antonio AU - National Highway Traffic Safety Administration TI - ESV Conference 2015 - Italian Government Status Report PY - 2015 SP - 7p AB - This paper provides an overview of the main results achieved by Italy in the field of road safety during recent years. It focuses on the “National Plan on Road Safety” adopted in 1999, on its follow-up, in particular on its last edition titled “Horizon 2020”. After a general introduction of main road safety results, this paper describes the principal measures adopted during the last period, focusing on regulatory policies and enforcement. A brief description of the research activities in the field of vehicle safety is given as well as a summary of the main recommended actions to improve road safety. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Highway safety KW - Italy KW - Policy KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366747 ER - TY - CONF AN - 01573954 AU - Collins, Samantha AU - Truong, Jessica AU - Cockfield, Samantha AU - National Highway Traffic Safety Administration TI - HOWSAFEISYOURFIRSTCAR.COM.AU – A Website to Assist Young Drivers to Find a Safe Car, in Their Budget PY - 2015 SP - 5p AB - Young drivers constitute approximately 13% of all license holders, yet they represent around 25% of drivers killed each year. Although gains have been made in reducing the number of young people being killed and seriously injured on Australia's roads, they continue to be overrepresented in fatal and serious injury crashes each year. Research has demonstrated that young drivers are at greater risk because they are inexperienced and more likely to take risks on the road. Some of the factors that increase the risks of crashing among young drivers include: • Driving with peer aged passengers • Night time driving • Use of mobile phones • Drink/drug driving • Speeding • Driving older and less safe cars Research shows that young drivers tend to drive the least safe and oldest cars on Australia's roads. Research from the Monash University Accident Research Centre (2009) demonstrated that: • Both female and male young crash-involved drivers are driving older vehicles than their older counterparts. • Young males are driving older vehicles than females. • Young female drivers are driving smaller vehicles than their older counterparts. • Crashworthiness of cars driven by younger drivers is poorer than for older drivers. • Young female’s cars are less crashworthy than young male’s cars. An annual survey from the Transport Accident Commission (TAC) demonstrates that 24% of 18-25 year olds intend to buy a new car, 51% intend to purchase a used car and 25% are undecided. Safety features rank second in importance for 18-25 year olds after condition of vehicle (and price). 67% of 18-25 year olds say they will consider crash test results or safety ratings before purchasing a car, compared to 71% of 26-39 year olds, 64% of 40-60 year olds and 87% of 61+ year olds. 23% of 18-25 year olds say they will not consider safety ratings, and 11% don’t know. In addition to other initiatives to improve young driver safety, including a graduated licensing scheme and school based road safety education, the TAC has now developed a website to make it easier for young drivers to find a safe car within their budget. The website allows users to search through a database of cars that have a 4 or 5 star Australasian New Car Assessment Program (ANCAP) rating or Used Car Safety Rating (UCSR) and are approved by the roads authority for probationary license holders to drive. Users can search by price ranges starting from as low as $2,500 to find a safe car, within their budget. This paper will detail the background research, development of the website, including data used, marketing strategies and an early evaluation. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australasian New Car Assessment Program (ANCAP) KW - Automobile ownership KW - Costs KW - Home pages (Websites) KW - Internet KW - Ratings KW - Teenage drivers KW - Transport Accident Commission KW - Vehicle safety KW - Young adults UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364310 ER - TY - CONF AN - 01573949 AU - Friedman, Donald AU - Paver, Jacqueline G AU - National Highway Traffic Safety Administration TI - Identifying and Proving Automotive Algorithm Defects and Affecting Recalls PY - 2015 SP - 4p AB - The societal cost in lives lost and injuries sustained from electronic defects, such as occupant size algorithm misclassification and ignition switch failure, was studied. In addition, the societal cost of ineffective production restraint systems in frontal and angled-frontal crashes was evaluated. Fatalities due to electronic defects were compared to the total fatalities from frontal and angled-frontal crashes. Accident statistics show that, from 2001 to 2013, there were only 50 electronic algorithm defect deaths annually compared to 10,676 deaths annually from frontal and angled-frontal crashes involving vehicles that met the Federal Motor Vehicle Safety Standard (FMVSS) 208 test requirements. The authors' research indicates that many more deaths would have been prevented in a single year than electronic defects caused in 20 years if certain features of passive restraint systems proposed in the 1970’s had been implemented. The same trend applies to injury mitigation. The research question explored here is: Should “WE” prioritize identifying and repairing: • algorithm defects that cause only 50 of the 10,676 fatalities annually, or • ineffective production restraints systems in vehicles compliant with FMVSS 208 test requirements that cause 10,626 of the 10,676 fatalities annually. Since the National Highway Transportation Safety Administration (NHTSA) cannot specify design requirements, a simple solution is to substitute for the right and left angled barrier test a compartment angled at 20º to the right and then 20º degrees to the left on a sled simulating a 30 mph crash. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Automobiles KW - Defects KW - Externalities KW - Fatalities KW - Frontal crashes KW - Recall campaigns KW - Sled tests KW - Vehicle electronics UR - https://trid.trb.org/view/1365428 ER - TY - CONF AN - 01573939 AU - Wu, Jingshu AU - Craig, Matthew AU - Longthorne, Anders AU - National Highway Traffic Safety Administration TI - Updated Estimates of Potential Traffic Fatality Reductions with Automatic Collision Notification PY - 2015 SP - 12p AB - This paper updates the earlier work done by Wu, Craig, et al. (2013) that explored the effects of earlier emergency medical services (EMS) through Automatic Collision Notification (ACN) on passenger/driver survivability using Fatality Analysis Reporting System (FARS) 2005-09. In this continuing study the earlier results are updated using recent FARS 2009-2012 data, while additional factors together with ACN are also considered: such as EMS arrival, time to hospital, urban/rural location comparison, occupant age and correlation between EMS factors. Kaplan-Meier estimator is applied to compare the survival rates between two conditions (e.g., earlier versus late EMS notification); Proportional hazard model explores simultaneously multiple risk factors related to traffic mortality. Correlations between notification and EMS arrival are explored and especially in rural area. Based on FARS data from 2009-2012, Kaplan-Meier life curves clearly show the benefits associated with earlier notifications within 1-2 minutes (approximately 1.5-2.0% fatality reduction within a timeframe of 6 hours after crash) and earlier arrivals. The relative hazard ratio associated with collision notification, location and age are obtained from a multiple regression model, and the relatively higher fatality hazard (up to 4% higher) is associated the later notification of more than 2 minutes. This paper obtains the driver/passenger survival probability differences over time under different conditions of collision notifications, EMS arrivals, time to reach a hospital, and crash locations, furthermore, this analysis provides the estimations of lives that could potentially be saved (177 to 244 per year approximately) due to earlier crash notification, or Automatic Collision Notification (ACN). U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic crash notification KW - Correlation analysis KW - Emergency medical services KW - Estimation theory KW - Fatalities KW - Fatality Analysis Reporting System KW - Multiple regression analysis KW - Survival UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364325 ER - TY - CONF AN - 01573936 AU - Leone, Nicola AU - Kietlinski, Kajetan AU - Unger, Michiel AU - National Highway Traffic Safety Administration TI - Occupant Protection Performance in Side Impact Collisions Preceded by Pre-Crash Deployment of On-Board Safety Systems PY - 2015 SP - 10p AB - This paper presents a simulation methodology for developing new automotive safety systems in an integrated manner that ensures optimal exploitation of benefits of predictive sensing and occupant restraints. The investigation was performed using the combination of available simulation techniques for modeling Advance Driver Assistance Systems (PreScan software) and simulating the behavior of dummies and real humans under certain load conditions (MADYMO software and Active Human Model (AHM)). The methodology was applied to investigate the occupant protection in side impact collisions making use of pre-crash deployed safety systems, such as pre-crash thorax airbag, inflatable seat bolsters, movable seat and a combination of them. The impact load on the dummy was derived from the simulation of the full FE vehicle under Euro New Car Assessment Program (NCAP) Side Impact Testing protocol conditions. The results obtained showed the clear potential of adopting an integrated safety system for side impact protection applications. When the collision is detected in advance the time gained can be exploited to increase the overall occupant protection by deploying safety countermeasures prior to the crash. Keeping the occupant further from the intrusion zone, reducing the relative impact velocity and controlling the occupant motion when entering the in-crash phase were key to significantly reduce the injury risk. To realize the above phenomena, different pre-crash concept occupant motion solutions were defined and investigated: pre-crash deployed thoracic airbag, pre-crash deployed side-bolsters and pre-crash deployed laterally moving seat. Additionally combinations of each solution were investigated. The simulation analysis showed the best protection is ensured by the system combined of side-bolsters and moving seat deployed before the collision, in which case the overall injury risk was lowered from 130% to 44%, when expressed as values normalized with respect to high performance Euro NCAP limits. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - European New Car Assessment Program KW - In vehicle sensors KW - Occupant protection devices KW - Performance KW - Precrash phase KW - Predictive control KW - Side crashes KW - Simulation KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364323 ER - TY - CONF AN - 01573932 AU - Sandsjö, Leif AU - Sjöqvist, Bengt Arne AU - Candefjord, Stefan AU - National Highway Traffic Safety Administration TI - A Concept for Naturalistic Data Collection for Vulnerable Road Users Using a Smartphone-Based Platform PY - 2015 SP - 6p AB - This paper presents a smartphone-based platform for large-scale, low-cost, long-term naturalistic data collection aimed at vulnerable road users (VRUs). The approach taken is to collect naturalistic movement data from VRUs based on information from the embedded sensors in high-end smartphones. The Smartphone application, LogYard, developed in the current study, allows the recording of high quality data (tri-axial acceleration and rotation at 100 Hz plus global positioning system (GPS) position and velocity each second). This way, large data quantities from all-terrain vehicle (ATV) drivers’ movements during daily use in different use cases, can be transferred from a large number of users and accumulated in a cloud-based server for off-line analysis. Apart from the description on how data is recorded and managed in the smartphone-based platform, also a procedure on how to include participants to studies and how private integrity issues and informed consent can be handled from a distance is presented. By means of the presented smartphone based platform, large number of participants taking part in several parallel on-going studies can be easily administered. This makes the platform a powerful tool to use in large-scale, low-cost, long-term studies providing data from large groups of study participants. The information made available this way can be used to develop automatic crash notification (ACN) systems directed to VRUs based on identifying movements outside what is “normal” for bicyclists, mopedists, motorcyclists and ATV users. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - All terrain vehicles KW - Automatic crash notification KW - Automatic data collection systems KW - Global Positioning System KW - Smartphones KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1365409 ER - TY - CONF AN - 01573912 AU - National Highway Traffic Safety Administration TI - Government Status Report for Australia PY - 2015 SP - 5p AB - Australia is in the fourth year of a co-ordinated national strategy on road safety, and continues a downward trend in road crash fatalities. However, the trend is not consistent across all road user categories, leaving a number of areas for continued improvement. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Fatalities KW - Prevention KW - Strategic planning KW - Traffic safety KW - Trend (Statistics) UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366509 ER - TY - CONF AN - 01573911 AU - Chidester, Augustus “Chip” AU - Mynatt, Mark AU - National Highway Traffic Safety Administration TI - Air Bag Related Injuries in NHTSA's Crash Databases PY - 2015 SP - 10p AB - The National Highway Traffic Safety Administration (NHTSA) has been monitoring and gathering information on air bag related injuries and fatalities in its data collection programs since air bags were introduced. As frontal air bag technology has progressed from barrier certified (a.k.a. first generation) to sled certified (a.k.a redesigned) and to advanced certified air bag systems, there has been a drastic reduction in the number of injuries and fatalities attributed to these air bags. More recently developed air bags designed to protect occupants in side impacts and rollovers also do not appear to pose a serious threat. The purpose of this paper is to describe the evolution of air bag injuries in all types of air bags collected in NHTSA’s in-depth investigation and crash report based programs. Additionally, the paper discusses future plans for collection of air bag and injury information as NHTSA’s data collection programs are redesigned in the Data Modernization Project. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash data KW - Data collection KW - Databases KW - Injuries KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1365347 ER - TY - CONF AN - 01573909 AU - Tijssens, Martin AU - Bosma, Freerk AU - Kietlinski, Kajetan AU - National Highway Traffic Safety Administration TI - A Methodology and Tool Chain to Develop Integrated Safety Systems PY - 2015 SP - 12p AB - This paper presents a methodology that enables designing integrated safety systems. The advantages of the methodology are demonstrated by applying it to a passive safety system that is supplemented by an AEB active safety system. The passive and integrated safety systems are compared through simulations with a set of vehicles and occupants subjected to load cases obtained from regulations. The methodology reveals changes in injury mechanisms and advantages of the addition of AEB. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Design KW - Integrated systems KW - Methodology KW - Occupant protection devices KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364324 ER - TY - CONF AN - 01573903 AU - Ramachandran, Dinesh AU - Ravishankar, Karthik AU - National Highway Traffic Safety Administration TI - Automatic Opening of Emergency Window by Magnetic Release Mechanism PY - 2015 SP - 5p AB - The main objective is to facilitate quicker and safer evacuation of passengers in case of frontal and rear impact of bus by automatic opening of emergency windows. The integrated magnetic release mechanism controlled by various sensors like piezo sensor, accelerometer sensor, temperature sensor and poison gas sensor installed at various locations inside the bus, helps in releasing the emergency windows during an impact. This reduces the time the passenger takes to exile the bus as the need for break opening of the windows is avoided. This system also facilitates increased number of exit points for the passengers by changing all windows into exit windows. At normal situations, the metal beaded windows are held firmly in position by the magnet, whereas during impact it releases the windows without damaging them which increases the longevity of the system. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic controllers KW - Buses KW - Emergency equipment KW - Evacuation KW - Frontal crashes KW - In vehicle sensors KW - Magnetic properties KW - Side crashes KW - Trigger mechanism KW - Windows (Vehicles) UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1364322 ER - TY - CONF AN - 01573893 AU - Lorenz, Bernd AU - National Highway Traffic Safety Administration TI - Status Report, European Enhanced Vehicle-Safety Committee (EEVC) PY - 2015 SP - 6p AB - The European Enhanced Vehicle-Safety Committee (EEVC) was formed in February 1971 in Rome and has been active in participating in the ESV-programme since that time. EEVC comprised 8 members representing the administrations in charge of vehicle safety regulation from France, Germany, Italy, the Netherlands, Poland, Spain, Sweden and the United Kingdom. During those four decades the environment of pre-regulatory research in the field of vehicle safety in Europe (and world-wide) has considerably evolved and it was necessary to realign EEVC to keep up with the future challenges. Therefore the EEVC Steering Committee agreed on new Transient Terms of Reference [1] which allow more flexibility and open EEVC to non-EEVC countries. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Europe KW - European Enhanced Vehicle-Safety Committee KW - Regulation KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366510 ER - TY - CONF AN - 01573889 AU - Przybylski, Wojciech AU - National Highway Traffic Safety Administration TI - Government Status Report - Poland PY - 2015 SP - 8p AB - The following report contains information on the progress achieved in Poland with regard to aspects of road traffic safety since the time of 22nd Enhanced Safety of Vehicles (ESV) Conference (Washington DC, 2011). This period was generally characterised as the intentional effort towards the traffic safety items within all its main system fields taking into account priorities drawn from analysis of domestic and international accident statistics. In 2014 on Polish roads 34 970 road accidents occurred resulted in 3202 fatalities and 42545 injured persons which gives for the years between 2010 and 2014 as follows: 3862 less road accidents (- 9.9%); 705 less fatalities (- 18%); and 6407 less injured (- 13,1%). Even if the last four years on our roads were not that bed still Poland demonstrate the higher level of danger on the roads in comparison to other European Union (EU) countries. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Fatalities KW - Poland KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1366744 ER - TY - CONF AN - 01572024 AU - Reński, Andrzej AU - National Highway Traffic Safety Administration TI - Investigation of the Influence of the Centre of Gravity Position on the Course of Vehicle Rollover PY - 2015 SP - 12p AB - Rollover crashes belong to the most danger type of road accidents. Particularly vehicles with a high situated center of gravity are exposed to this type of accidents. The basic measure of vehicle resistance to rollover is Static Stability Factor SST, i.e. the ratio of half the track width to the height of the center of gravity. In the quasi-static rollover limit it is assumed that the SST should not be less than the tire-to-road friction coefficient. This follows from the assumption that the side skid is less dangerous than the rollover. Most of the passenger cars are designed in order to prevent the rollover on flat surface with normal friction. However from several reports it is known that the quasi-static rollover limit can be not met in the case of vehicles with the high center of gravity position (in relation to the tread): heavy trucks, delivery vans or busses, especially high-floor coaches and double-deckers. Also other cars especially, very trendy at present, SUVs and trucks could also undergo the rolling over when the tire-to-road friction coefficient would be extremely high, namely its value would exceed 1 or more. The rollover can happen on a flat surface also when the height of the centre of gravity is higher then the height assumed by the designers. In the paper the method of calculation of the course of rollover in time domain is described and it is investigated the influence of the height the centre of gravity on the increase of the rollover angle velocity. The conducted calculations show that during rollover the rotation angle of the vehicle increases progressively. It can be noted that the higher the vehicle centre of gravity is located, the faster the rotation angle increases. On the basis of calculation results it is discussed whether the drive has a chance to counteract the rollover of the vehicle. It is shown, that in a few first tenth parts of the second the angle of the rotation is small enough that it gives the driver a chance to correct the movement of the car using the steering wheel or by reducing speed, even when the rollover process has already begun. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Calculation KW - Center of gravity KW - Crash phase KW - Drivers KW - Heavy duty trucks KW - Ratios KW - Rollover crashes KW - Rotation KW - Sport utility vehicles KW - Stability (Mechanics) KW - Vans UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362815 ER - TY - CONF AN - 01571914 AU - Brandt, Jonas AU - Willstrand, Ola AU - Ochoterena, Raúl AU - Rakovic, Alen AU - Försth, Michael AU - National Highway Traffic Safety Administration TI - Detection of Fires in Heavy Duty (HD) Vehicles PY - 2015 SP - 7p AB - Detection of fires in the engine compartments, toilet compartments, baggage bays and sleeping cabins of Heavy Duty (HD) vehicles is arduous. The elevated air flows, concentration of pollutants and wide range of surface temperatures in the engine compartment together with the complicated geometries of the latter spaces complicate the operation of all types of detectors. These lead to difficulties defining the optimal type of detection technologies to be used as well as the adequate location of each detector. This paper presents research for understanding the challenges and necessary characteristics of detection systems in compartments with high air flows, large temperature variations and complicated geometries. In particular, this work reports about literature surveys of existing standards, legislations and research in the field as well as experimental findings. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air flow KW - Fire detection systems KW - Heavy duty vehicles KW - Legislation KW - Literature reviews KW - Standards KW - Temperature KW - Vehicle fires UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363339 ER - TY - CONF AN - 01571913 AU - Lee, Kwang-bum AU - Kwon, Hae-boung AU - Ahn, Ho-soon AU - Jeon, Sang-Woo AU - Son, Young-sam AU - National Highway Traffic Safety Administration TI - A Study on Toughened Glass Used for Vehicles and its Testing Methods PY - 2015 SP - 8p AB - Toughened glass for vehicles is used for most window glass, except for windshield glass, and in particular is also generally used for sunroofs installed on the roofs of vehicles. Toughened glass is known to have external impact resistance that is about four times stronger than original glass. The authors would like to verify that ceramic-printed toughened glass does not meet of Global Technical Regulations (GTR) No. 6 and its strength is lower than original glass through tests. The tests were conducted with the test piece of original glass, toughened glass, and ceramic-printed toughened glass from five glass manufacturers. In Test 1, a 227g steel ball was dropped from a height of 2 meters, and damage was checked according to the test method of GTR No. 6, and in Test 2, a steel ball was freely dropped from different heights and limited damage height was determined. In the result of Test 1 according to the test method of GTR No. 6, while all five test pieces of toughened glass were not damaged, all the ceramic-printed toughened glass from the five manufacturers were damaged. In the result of Test 2, none of the five test pieces of toughened glass were damaged by a 10m ball drop, the original glasses were damaged by an average of 3m ball drop, and the ceramic-printed toughened glasses were damaged by an average of 1.4m ball drop. As the results of the tests show, ceramic-printed toughened glass does not have the features of toughened glass due to its very low strength. Therefore, the authors would like to contribute to the safety of consumers by considering the GTR No.6, and by revising the toughened glass test method. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Global Technical Regulation KW - Nonshattering glass KW - Performance based specifications KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363341 ER - TY - CONF AN - 01571912 AU - Clarke, Nicholas AU - Paine, Michael AU - Robson, Rhianne AU - Smith, Jason AU - Haley, Jack AU - National Highway Traffic Safety Administration TI - Improving Vehicle Safety in Australia and New Zealand: The Role of ANCAP PY - 2015 SP - 6p AB - The Australasian New Car Assessment Program (ANCAP) has had a significant impact on the Australian and New Zealand motor vehicle landscape over the past 20 years through its independent, non-regulatory, consumer-driven program. Five star cars are now available in all vehicle categories; the majority of manufacturers now approach ANCAP to obtain a rating prior to launch to leverage sales; and ANCAP assessments are now seen as the de facto standard, taking the place of regulation. Since 2011 ANCAP has been increasing the stringency of its requirements for each star rating level annually. In future years ANCAP will continue to raise the bar, updating and broadening its suite of physical crash tests and introducing performance testing of safety assist technologies (SAT). These advancements will see consumers provided with even safer vehicles, and in time, perhaps even cars that will not be able to crash at all. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Australian New Car Assessment Program KW - Automobiles KW - Consumers KW - New Zealand KW - Ratings KW - Vehicle performance KW - Vehicle safety UR - https://trid.trb.org/view/1363381 ER - TY - CONF AN - 01571911 AU - Xu, Xiao AU - Chen, Junyi AU - Wang, Hongyan AU - He, Yutong AU - National Highway Traffic Safety Administration TI - Characteristic Analysis of Passenger Cars' Side Impact Based on In-Depth Accident Research in China PY - 2015 SP - 10p AB - Based on the in-depth accident study of 138 cases that occurred in Shanghai, China, in which a passenger car got side impact, the characteristics of human - vehicle/equipment - environment factors were analyzed in order to reveal the causation and damage/casualty consequence of these side impact accidents. The results show that the average deformation of these side struck passenger cars was 22.4cm. Furthermore, the deformations caused by large striking vehicles (trucks and buses) were 52% larger and the ratio of critical casualty consequence (serious injury or death) hovered at 22%. On the other hand, the highest mortality occurred at both sides of rear seats, and was nearly 13%. The head and neck were the most prominent injured parts of the body, which occupied narrowly 64% of the casualties. These above objective characteristics of side impact accidents provide a reliable basis for the development and application of occupant protection system and collision avoidance technology in China. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Crash causes KW - Crash data KW - Deformation KW - Loss and damage KW - Passenger vehicles KW - Shanghai (China) KW - Side crashes KW - Trucks UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363255 ER - TY - CONF AN - 01571910 AU - Friedman, Donald AU - Jimenez, Josh AU - National Highway Traffic Safety Administration TI - Matching Structural Injury Risk Statistics and Dummy Injury Measures for a Dynamic Rollover Rating and Regulatory Compliance Test PY - 2015 SP - 8p AB - A study was conducted on five different vehicles. Each vehicle was dynamically rollover tested using similar rollover test parameters. The study was performed to examine the major factors in a rollover that match structural injury risk to injury measures for occupants that were neither ejected nor partially ejected. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Compliance KW - Crash causes KW - Crash injuries KW - Ratings KW - Regulation KW - Risk KW - Rollover crashes KW - Statistics KW - Tests KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363257 ER - TY - CONF AN - 01571909 AU - Grzebieta, Raphael AU - Rechnitzer, George AU - Simmons, Keith AU - Hicks, David AU - Patton, Declan AU - Mongiardini, Mario AU - National Highway Traffic Safety Administration TI - The Australian Terrain Vehicle Assessment Program (ATVAP) PY - 2015 SP - 13p AB - Around 12 to 14 people are killed and 1400 injured annually in Australia resulting from Quad bike (All- Terrain Vehicle - ATV) and Side by Side Vehicle (SSV) incidents. The Australian Terrain Vehicle Assessment Program (ATVAP) consumer safety star rating system has been developed on the basis of a series of tests assessing a vehicle’s static stability, dynamic handling and rollover crashworthiness and is being proposed as a method to reduce these serious and fatal injuries mainly resulting from Quad bike rollovers. The ATVAP objective is to introduce a robust, test based rating system, in order to provide consumer based incentives for informed, safer and appropriate vehicle purchase, highlighting ‘Fit For Purpose’ criteria, with corresponding incentives and competition amongst the Quad-bike and SSV industry for improved designs and models. This paper presents an overview of the testing basis on which the proposed rating system was developed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - All terrain vehicles KW - Australia KW - Australian Terrain Vehicle Assessment Program (ATVAP) KW - Crashworthiness KW - Ratings KW - Test procedures KW - Vehicle performance KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363379 ER - TY - CONF AN - 01571908 AU - Cicchino, Jessica B AU - National Highway Traffic Safety Administration TI - Consumer Response to Vehicle Safety Ratings PY - 2015 SP - 9p AB - This study assessed how the release of the Insurance Institute for Highway Safety’s (IIHS) new crashworthiness ratings based on a small overlap front crash configuration and ratings of front crash prevention systems affected consumer behavior. Telephone surveys were conducted with U.S. Volvo dealers after the August 2012 inaugural release of the IIHS small overlap frontal crash test ratings, in which the Volvo S60 was one of two models receiving the highest rating of good, and with U.S. Subaru and Jeep dealers after the May 2013 release of small overlap frontal test ratings of small sport utility vehicles (SUVs), in which the Subaru Forester was the only model rated good and the Jeep Patriot was rated poor. Additional surveys were conducted following the September 2013 inaugural release of IIHS’s front crash prevention ratings with U.S. Subaru, Volvo, and Cadillac dealers, automakers that offered automatic emergency braking systems receiving the top superior rating; U.S. Ford dealers, which offered a forward collision warning system rated basic; and U.S. Hyundai dealers, which had no rated system and offered little collision avoidance technology at the time. Nearly half of Volvo dealers and 75% of Subaru dealers reported increased consumer interest in the S60 and Forester models, respectively, after their good ratings in the small overlap frontal test were broadcast. Volvo dealers reported a 41% increase in sales of the S60 and an 18% increase in sales of all Volvo models the week following this announcement compared with the week before. Subaru dealers reported a 14% increase in sales of the Forester and an 11% increase in all Subaru models compared with the week before the announcement, while Jeep Patriot sales declined slightly and sales of all Jeep models were essentially unchanged. About a third of Subaru, Volvo, and Cadillac dealers and 10% of Ford dealers reported increased consumer interest in front crash prevention systems after the inaugural ratings were released. Sales for all surveyed automakers declined from the week before the front crash prevention rating announcement to the following week. However, sales of Subaru, Volvo, Cadillac, and Ford models with rated systems declined 41% less than sales of Hyundai models, and sales of all models from these automakers declined 6% less than sales of Hyundai models. The findings suggest that well-publicized safety ratings can translate directly into changes in consumer vehicles purchases. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Consumer behavior KW - Crash avoidance systems KW - Crashworthiness KW - Frontal crashes KW - Insurance Institute for Highway Safety KW - Jeep automobile KW - Purchasing KW - Ratings KW - Subaru automobile KW - Vehicle safety KW - Volvo automobile UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363380 ER - TY - CONF AN - 01571907 AU - Sturk, David AU - Gustafsson, Per AU - Sundmark, Hakan AU - Persson, Robert AU - Vavalidis, Kyriakos AU - Dufaut, Dominique AU - Evrat, Nicolas AU - National Highway Traffic Safety Administration TI - High-Risk E-Vehicle Battery Sled Testing PY - 2015 SP - 12p AB - Crash testing of E-Vehicles (electrified vehicles, e.g. electric and hybrid electric vehicles) is required to assure compliance with global safety regulations and standards as well as the even higher requirements set by the car manufacturers themselves. The introduction of E-Vehicle battery systems of as much as 200 to 600 Volt dc presents new safety considerations when performing crash tests. At a crash test, safety by regulations, standards and ratings as well as the limits of durability are investigated. If investigating the limits of durability, scenarios such as release of harmful gases and thermal events must not be disregarded. In order to ensure safe testing conditions, regardless of the severity of impact to be evaluated, new risk analysis, routines and laboratory designs need to be assessed when a new technology, such as high voltage (HV) battery systems, are introduced to the vehicle market. Autoliv has a long experience in crashworthiness testing and offers car manufacturers assessments of crash safety in laboratories and crash tracks available on all continents. E-Vehicles are being crash tested as well, and for that reason Autoliv have established research and testing capabilities for HV batteries as well as updated routines and laboratory designs. Besides Autoliv’s full size crash tracks around the world a new laboratory facility for battery sled testing is now available in Sweden for high-risk durability-limit testing U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Durability tests KW - Electric batteries KW - Electric vehicles KW - High voltage KW - Hybrid vehicles KW - Impact tests KW - Risk KW - Sled tests KW - Sweden UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363340 ER - TY - CONF AN - 01571906 AU - Rau, Paul AU - Yanagisawa, Mikio AU - Najm, Wassim G AU - National Highway Traffic Safety Administration TI - Target Crash Population of Automated Vehicles PY - 2015 SP - 11p AB - This paper describes a method to determine the target crash population that could be addressed by automated vehicles. The method maps specific automated vehicle functions to five layers of crash information including crash location, pre-crash scenario, driving conditions, travel speed, and driver condition. The focus of this paper is on automated vehicle functions at automation levels 2 through 4 as defined by the National Highway Traffic Safety Administration. This paper identifies the automated vehicle functions and their automation levels, operational characteristics and conditions, and applicable pre-crash scenarios through literature review and relevant research programs. This paper also identifies the approach to query the crash data and account for level 0 and level 1 automated vehicle functions when estimating target crash populations for automated vehicle functions at levels 2 through 4. The application of this method, using the General Estimates System and Fatality Analysis Reporting system crash databases, would express the target crash populations in terms of the annual frequency of all crashes, fatal-only crashes, and involved persons at different injury levels. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automation KW - Crash data KW - Crash injuries KW - Crash rates KW - Fatality Analysis Reporting System KW - Intelligent vehicles KW - Precrash phase UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363337 ER - TY - CONF AN - 01571905 AU - Beahlen, Breanna AU - Beebe, Michael AU - Crandell, Jeff AU - Forman, Jason AU - Joodaki, Hamed AU - National Highway Traffic Safety Administration TI - First Generation Obese ATD (FGOA) PY - 2015 SP - 8p AB - This paper sets forth the need for an obese anthropomorphic test device (ATD). The goal of this study was to build a prototype that accurately represents an obese subject with a body mass index (BMI) of 35 kg/m2 , and also to explore new ATD flesh material options. The prototype ATD was designed using a THOR-M platform and a 35 kg/m2 BMI target. The finished prototype was then tested on a rear seat buck at 29 km/h and 48 km/h. The kinematic data from these tests was compared to the kinematic data from previous tests run at the University of Virginia using a 35 kg/m2 BMI post mortem human subjects (PMHS). This comparison was used to evaluate the existing prototype and reform the next iteration of the ATD. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Anthropomorphic test devices KW - Design KW - Dummies KW - Obesity KW - Prototypes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363258 ER - TY - CONF AN - 01571904 AU - Gidlewsk, Mirosław AU - Prochowski, Leon AU - Zielonka, Karol AU - National Highway Traffic Safety Administration TI - Analysis of the Influence of Motor Cars' Relative Positions During a Right Angle Crash on the Dynamic Loads Acting on Car Occupants and the Resulting Injuries PY - 2015 SP - 12p AB - Side collisions of vehicles participating in the traffic are very common road accidents in Poland. In 2013, such collisions amounted to 29% of all the traffic accidents and they were accountable for 31% of the injured and 18% of the killed among all the accident victims. In spite of a decline in the total numbers of road accidents and of the resulting casualties, recorded for more than the recent decade, the percentages of side collisions of vehicles in the traffic and of the resulting casualties in the total figures have been observed to grow. On the other hand, the severity rate of accidents of this type has been remaining for many years on a stable level while it has been decreasing for other vehicle crash types. This shows that the progress in the protection of motor car users from the effects of side impacts is too slow. Therefore, it seems reasonable to carry out research on the processes that take place during side collisions. A research project, expected to facilitate the exploration of the course of some processes in result of which dynamic effects are produced by a right-angle collision of two motor cars on car occupants, has now been in progress at the Automotive Industry Institute (PIMOT) in Warsaw. Within the project, six crash tests were performed with the use of 12 passenger cars of the same make and model. At each test, the front of car A crashed into the left side of car B. The pre-impact speed of car A was about 50 km/h and it was twice as high as that of car B. At successive tests, different places on car B were struck by car A. In each car, a Hybrid III test dummy was placed on the front right seat and a Hybrid II dummy was placed on the front left seat. The measuring systems used made it possible to determine the following: ƒ dynamic interactions between the cars; ƒ lateral displacements of the torsos and heads of the dummies placed on the front car seats; ƒ dynamic loads acting on dummies’ heads and torsos; ƒ relations between the force applied to car B and the dynamic loads acting on the occupants of that car. The paper includes test results, thanks to which the time histories of the force acting on the impacted car as well as the effect of this force on the displacements and accelerations of the test dummies could be presented. An analysis of the test and computation results has shown that the location of the place of impact on car B has a considerable influence on the loads received by the car occupants. The knowledge of the dynamic loads acting on the occupants of front seats of car B makes it possible to predict the likelihood and scope of injuries to the occupants depending on the relative positions of the car during a collision. The test and analysis results presented herein will be used for improving the construction of the system of individual protection of motor car occupants, including a system to restrain lateral displacements of car occupants during a side collision. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash victim simulation KW - Dynamic loads KW - Impact tests KW - Occupant kinetics KW - Poland KW - Right angle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1363256 ER - TY - CONF AN - 01570923 AU - Bahouth, George T AU - Murakhovskiy, Dennis AU - Digges, Kennerly H AU - Rist, Holger AU - Wiik, Richard AU - National Highway Traffic Safety Administration TI - Opportunities for Reducing Far-Side Casualties PY - 2015 SP - 17p AB - This paper uses National Automotive Sampling System (NASS) 2004-2013 to estimate the population of belted front seat occupants exposed to far-side crashes and those with serious injuries. The use of the most recent ten years of NASS data permitted an update of the characteristics of far-side crashes that are associated with serious injuries among belted front seat occupants. When compared with earlier studies, it was found that the vehicle category that includes sport utility vehicles (SUVs), pickups and vans, has increased as the collision partner in far-side crashes. There has likewise been an increase in the median crash severity for maximum abbreviated injury scale (MAI)S 3+ injured. For the 2004-2013 NASS CDS data, the median crash severity for MAIS 3+ injured was a lateral delta V of 36 kph. Chest/abdominal injuries accounted for 43% and head injuries accounted for 23% of the abbreviated injury scale (AIS)) 3+ injuries. Drivers accounted for 79% of the MAIS 3+ injured belted front outboard occupants that were involved in far-side crashes. About 53% of front outboard occupant’s chest injuries were caused by contacts with the vehicle center stack or seat back and 21% were associated with contacts with the far-side structure. In regards to head injuries, the far side structure accounts for more than 60% of the AIS 3+ injuries. Of the far side crash involved occupants analyzed, they sustained AIS3+ head or chest injuries from the far side of the vehicle more than 4.4 times more often than were attributed to occupant to occupant contact. Another striking trend is the disproportionate number of AIS3+ injured occupants in light passenger cars where belted front outboard occupants sustained severe injuries at a rate 2.7 times higher than exposed. Finally, this study identified that only 3.1% of belted AIS3+ injured occupants involved in far-side collisions sustained their injuries due to head to head contact with another front seat occupant. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Casualties KW - Far-side occupants KW - Front seat occupants KW - Frontal crashes KW - Injury severity KW - Maximum Abbreviated Injury Scale KW - Prevention KW - Seat belt use UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362814 ER - TY - CONF AN - 01570658 AU - Kim, Taewoo AU - Lee, Taeyoung AU - Yi, Kyongsu AU - Lee, Jaewan AU - National Highway Traffic Safety Administration TI - Safety Assessment Procedure for Advanced Emergency Braking System PY - 2015 SP - 11p AB - This paper suggests a safety assessment procedure for evaluation of enhanced longitudinal safety by Advanced Emergency Braking (AEB) system in Korea. The objective of project is to suggest safety evaluation procedure of the AEB system with the consideration of Korean road condition and physically meaningful situation. To develop the impact assessment procedure of the AEB system, the AEB test vehicle as well as the test scenario should be designed. Before the development of the test procedure, this paper reviews the international regulation of AEB system and traffic accident statistics, and develops domestic safety standards and evaluation requirements. Test scenario has been developed to assess the safety performance of AEB systems for the reductions in collision frequency and severity by using the Korea’s traffic accident statistics. Also, the test scenario is designed to represent the real driving condition and to evaluate the safety performance of AEB system in various situations. The AEB test vehicle comprises of a millimeter wave radar sensor, charge-coupled device (CCD) camera and pre-developed AEB algorithm of which are processed to judge the collision risk. To evaluate the collision avoidance performance of the AEB test vehicle, pre-performance test was conducted by using the NCAPAEBS draft test procedure and proposed test scenario. From the traffic accident statistics and the field test result, it is shown that proposed AEBS test scenario represents not only the frequently occurred collision case but also physically meaningful situation in terms of expected control performance of the AEB system. Also, it has been shown that AEB system of prior study can reduce the collision velocity and provide the greatest real world benefits. Because of the limitation of test equipment and safety, test scenario about Cut-in vehicle could not be included in the test results of the proposed test procedure. However, by using the analysis methods and simulation test, the safety effect for enhanced longitudinal safety of the AEBS with respect to Cut-in case has been assessed scientifically. In this paper, the safety assessment procedure for AEB system has been described to evaluate the safety performance of the AEB system. The test procedure according to AEB system provides objective safety performance level of each AEB system. Also, these tests are expected to be a strong driver of improved safety in the real world. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Driver support systems KW - Evaluation and assessment KW - Korea KW - New Car Assessment Program KW - Performance KW - Safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362649 ER - TY - CONF AN - 01570654 AU - Lee, Eun Dok AU - Lee, Jae Wan AU - Kang, Byung Do AU - Kim, Jung Soo AU - Seo, Myung Won AU - National Highway Traffic Safety Administration TI - The Development of Assessment Technologies for Advanced Safety Vehicles PY - 2015 SP - 7p AB - Like many industrialized countries, the Republic of Korea (ROK) has implemented policy and research aimed at reducing the number of casualties caused by traffic accidents. For example, ROK launched the project titled "Reduce traffic casualties by half in 10 years" in 2008, Sweden introduced the Vision Zero Policy in the late 1990s, and other European Union members have launched similar projects aimed at reducing traffic accident fatalities by between 30 to 50 percent. To reduce the number of casualties from road accidents requires improvements to vehicles, road and traffic managements systems. To expedite this process Intelligent Transport System has been adapted and implemented to the vehicles and road systems. Vehicles with advanced safety features will be expected to reduce or prevent accidents which drivers cannot not respond to or perceive. To date, there has been insignificant research into the effective performance of vehicles with advanced safety features. The lack of assessment procedures has impeded the public acceptance of vehicles with advanced safety features. The Development of Assessment Technologies for Advanced Safety Vehicles has been introduced for the promotion of advanced safety vehicles. The project involves the development of assessment technologies for advanced safety vehicles. This paper shows the development of assessment methods for passive and active safety technologies. These technologies primarily address active protection for pedestrians, rear passenger safety, lane keeping assistance system, and automatic emergency braking system. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Casualties KW - Driver support systems KW - Evaluation and assessment KW - Korea KW - Passive safety KW - Prevention KW - Traffic crashes KW - Vehicle performance KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362650 ER - TY - CONF AN - 01570653 AU - Katagiri, Maika AU - Zhang, Ning AU - Zhao, Jay AU - Hu, Jialou AU - Scavnicky, Mike AU - Cyliax, Bernd AU - Mueller, Ingo AU - Steiner, Torsten AU - National Highway Traffic Safety Administration TI - Correlation between THOR BrlC and TBI Risk from Full Body Human Model PY - 2015 SP - 17p AB - The Brain Injury Criteria (BrIC) was recently developed by using two human head models (SIMon and GHBMC) and anthropomorphic test dummy (ATD) impact and crash test data. This study used a system simulation approach to further investigate correlations between BrIC from the Test device for Human Occupant Restraint (THOR) sled tests in the National Highway Traffic Safety Administration (NHTSA) Advanced Adaptive Restraint Program (AARP) and the human occupant traumatic brain injury (TBI) AIS 4+ risks estimated with a full body human model. Eleven sled tests for the 50th percentile male THOR Mod Kit dummy performed in AARP were selected as the basis for this analysis. The measured THOR BrIC values from these tests ranged from 0.49 to 1.89. For each of the THOR sled tests, a finite element (FE) system model was built and the correlation was confirmed with the physical test data. The full body human model, a combination of the GHBMC head model and the in-house Takata human body model (TKHM), has been validated at component and full body levels. The THOR dummy model was then replaced with the full body human model in the system and the sled test simulations for the human under the same test conditions were conducted. The maximum principal strain (MPS) and the cumulative strain damage measure (CSDM) from the human head model were calculated from deformation of the brain tissue elements. The risks of AIS 4+ TBI injuries per the CSDM and MPS measures were compared with those estimated with BrIC from the THOR sled tests using paired student t-tests. Overall, good agreement of the head, chest and pelvis translational accelerations and the head rotational velocities between the THOR dummy and the human body model were found for the full frontal sled cases. Differences between the two were observed for the head rotational velocities under the oblique sled test conditions. The results of additional simulations where an impactor struck laterally the face-jaw of the THOR, TKHM and GHBMC indicated that the THOR head-neck twisted more and faster than the human models, which could be a major cause of the inconsistency in the oblique cases. Linear correlations between the THOR BrIC and the AIS 4+ TBI risk estimations from CSDM and MPS outputs of the human model were observed (with R 2 score of 0.81 for CSDM and R 2 =0.85 for MPS). The TBI risks estimated from the THOR sled tests and the human model were similar in the full frontal, while th e BrIC from the THOR sled tests overestimated the TBI risks. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash victim simulation KW - Dummies KW - Sled tests KW - Test device for Human Occupant Restraint (THOR) KW - Traumatic brain injuries UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362813 ER - TY - CONF AN - 01570651 AU - Volker, Sandner AU - Andreas, Ratzek AU - National Highway Traffic Safety Administration TI - MPDB-Mobile Offset Progressive Deformable Barrier PY - 2015 SP - 19p AB - For more than 25 years the German Automobile Club ADAC is conducting tests to show the consumers and Industry the compatibility of passenger cars. With the upcoming off road vehicles in the 90´s, the structural and mass difference between the compact and the small executive cars according the Off roaders was huge. The geometries in the vehicle front structures were totally different and did not align in case of a frontal impact. In combination with less performing structures for offset crashes the outcome in a car to car offset frontal impact tests was dramatically worse. Not only the smaller and lighter car showed poor performance also the crash structure of the large off roader failed. A decade later the passenger cars have become much safer due to consumer test programs and regulatory demands. But still these cars are showing a different behaviour in a car to car impact than in a car to barrier impact. The different results of offset deformable barrier (ODB) tests, car to car impacts and the accident analyse showed that there is a need to find a test solution which will show this performance in a full size crash and allow analysing and rating the result. Several tests with vehicles, barriers and different test conditions have been carried out to find a solution to reproduce real life behaviour and a possibility to rate the vehicle according its aggressiveness and compatibility, which lead to a mobile barrier solution with a progressive deformable element. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Impact tests KW - Offset deformable barriers KW - Temporary barriers KW - Vehicle performance KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361746 ER - TY - CONF AN - 01570650 AU - Cadwell, John AU - Lee, Eugene AU - Shrivatri, Aviral AU - Ohara, Shiro AU - Yamada, Hiroaki AU - Asaoka, Michihisa AU - National Highway Traffic Safety Administration TI - Effect of FMVSS 226 Compliant Curtain Airbags on the BRIC Result of a Hybrid III 50th Dummy During an Oblique Impact PY - 2015 SP - 8p AB - The proposed oblique impact test with a Research Moving Deformable Barrier (RMDB) by the National Highway Traffic Safety Administration (NHTSA) is designed to represent crashes involving partial longitudinal structural engagement between vehicles. The RMDB moves at a speed of 56 mph (90kph), with a small overlap of 35% and an impact angle of 15°, into a stationary vehicle. In addition, the newly developed Test Device for Human Occupant Restraint (THOR) dummy and the Brain Injury Criterion (BrIC) are used to evaluate the injury risk. The implementation of these test modes and measurement techniques will raise the bar for performance of passive safety systems. Meanwhile, the introduction of the Federal Motor Vehicle Safety Standard 226 (FMVSS 226) as a countermeasure for ejection mitigation during a rollover has increased the occupant protection area of side curtain airbags (SCAB). As a result, SCAB designs have incorporated increases in height, width, and depth, depending on the interaction of the airbag with the vehicle’s interior. This dimensional change in FMVSS 226 compliant SCAB, while yielding positive results in side impact and rollover crashes, may also play a critical role in the prevention of injury for the NHTSA oblique test mode. This study examines the effect of the expanded occupant protection coverage of FMVSS 226 compliant SCAB on BrIC results during an oblique impact. This study used publicly available oblique pulse data (published by NHTSA) in a Finite Element (FE) model with a Hybrid III 50th% dummy to perform an oblique impact test. The interior environment of the FE model was obtained by digitizing a generic buck and morphing available FE models from the National Crash Analysis Center (NCAC) database. The FE model was validated with a belted 35 mph frontal impact test (FMVSS 208) and then used for the oblique impact analysis. This study examines three oblique FE models, each consisting of a different configuration of restraint systems. The first configuration did not utilize a SCAB; the second configuration had a non-FMVSS 226 compliant SCAB; and the third configuration had a FMVSS 226 compliant SCAB. In order to assess the effect of SCAB design, only the upper body results of the dummy were compared and analyzed. Differences in injury response were observed between the three configurations when evaluating the head acceleration, head rotation, and chest deflection. A significant improvement was observed in the BrIC result for the FMVSS 226 compliant SCAB when compared with the other two restraint system configurations tested. Though this study is design-specific, appropriate explanations are provided to support the study. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Dummies KW - Finite element method KW - Impact tests KW - Moving deformable barrier tests KW - Oblique impacts KW - Occupant protection devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361744 ER - TY - CONF AN - 01570649 AU - Park, In-Song AU - Yun, Kyung-Won AU - Park, Kwang-Jong AU - Kim, Hyo-Jun AU - National Highway Traffic Safety Administration TI - Study on the Safety Performance of the Rear Safety Guard with Air Bag for Truck PY - 2015 SP - 11p AB - Although the Korean government promotes the movement of safe traffic to reduce deaths in traffic accidents, the number increases every year. Especially more and more accidents and casualties are reported from the cases of car collision to the back of the vehicles parked for managing car accident on road, cleaning of main roads, side roads and medial strip, and road repair. Therefore, it has been along that the government should be responsible for taking a protective measure for road users. 71 cases have been reported to occur during highway repair and maintenance. As the result, 8 were dead and 76 were injured, showing the death rate of 11.3%, which is quite high. So it seems urgent to take some action against it. America and European countries legislate that vehicles of road repair and maintenance should be mandatorily equipped with shock absorber on car but Korea lacks in a legislative measure, which is asked to be done. Accordingly, this study compares the performance standards of shock absorber for road maintenance vehicle by applying country to establish the criteria. In addition, it tries to interpret in theory the Rear Safety Guard using Air Bag and compare the safety performance test of a vehicle with the Rear Safety Guard manufactured in accordance with related laws and that using Air Bag. Based on the result of the safety performance on the 60km/h Rear collision Test, this study proposes improvement in related regulations and laws in an attempt to reduce collision and death by proposing the Traffic Injury Prevention effect of the Rear Safety Guard using Air Bag. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Fatalities KW - Highway maintenance KW - Korea KW - Prevention KW - Rear end crashes KW - Shock absorbers KW - Towing vehicles KW - Traffic crashes KW - Trucks KW - Vehicle performance KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361745 ER - TY - CONF AN - 01570648 AU - Sadeghipour, Emad AU - Fischer, Morris AU - Duddeck, Fabian AU - Lienkamp, Markus AU - Ciardiello, Raffaele AU - National Highway Traffic Safety Administration TI - Critical Review of the Current Assessment Approaches for Frontal Crash Compatibility Regarding the Evaluation of Structural Interaction PY - 2015 SP - 9p AB - The assessment of structural interaction has been identified as the main challenge of the unresolved problem of frontal crash compatibility. With this background, two questions are raised: Does a better structural interaction correspond with higher safety and crash compatibility? Are current test approaches able to evaluate structural properties? Considering the structural mechanics of collisions, it is hypothesized that a poor structural interaction does not necessarily result in lower safety and should be considered together with compartment strength and restraint systems. This hypothesis is confirmed by reviewing some crash results from other studies. A spring-mass vehicle model is also used to verify the hypothesis. Finally, a comprehensive simulation study is conducted to find the answers to the two questions. For this study three different variations of a vehicle model are created, which represent different structural properties of the passenger car fleet. The crash performance of these models is analyzed in different car-to-car and car-to-barrier tests. Results of the car-to-car tests show that better structural interaction often makes the vehicle more aggressive. Generally, better structural interaction increases crash pulse and reduces intrusions. Depending on vehicle design and crash configuration, the intrusions or the crash pulse become more important as to why good or poor structural interaction cannot be overall related to more crash compatibility or occupant safety. The authors' criticism of the current assessment approaches for frontal crash compatibility is the establishment of a direct link between good structural interaction and higher safety. These approaches do not consider the effect of higher crash pulses due to the better structural interaction. The authors' recommendation is to assess the partner protection through metrics about intrusions and crash pulse of the partner, without direct assessment of the structural interaction. Instead, the test configuration should be able to reflect structural properties in intrusions or crash pulse. Results of the car-to-barrier tests show that the Progressive Deformable Barrier can reflect structural issues correctly. However, the developed metrics for this barrier result in incomprehensive interpretations. Results of the tests with other barriers are inconsistent with the structural properties of the vehicles. Finally, an exemplary test concept with the Advanced European Mobile Deformable Barrier is presented as an alternative assessment approach. Simulation results of the proposed assessment approach show good consistency with the crash performance of the vehicles in the car-to-car tests. Combination of this test concept with the Full-Width Rigid Barrier test can be used to assess the safety and crash compatibility of passenger cars. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Deformable barriers KW - Evaluation and assessment KW - Frontal crashes KW - Frontal Impact and Compatibility Assessment Research KW - Simulation KW - Structural mechanics UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361748 ER - TY - CONF AN - 01570647 AU - Zuolong, Wei AU - Reza, Karimi Hamid AU - Gunnar, Robbersmyr Kjell AU - National Highway Traffic Safety Administration TI - A Model of Vehicle-Fixed Barrier Frontal Crash and Its Application in the Estimation of Crash Kinematics PY - 2015 SP - 9p AB - The study of vehicle crash process is of great importance in transportation safety. The crash pulses of vehicles during the fixed barrier impacts can reflect the crashworthiness of the vehicle structure. In this paper, a mathematical model of vehicle kinematics during the frontal crash is investigated. This work is based on the analysis of crash response signals and vehicle structure. The proposed model uses piecewise linear functions to describe the trend of crash impulse and ignores the residual oscillations. To study the model variance, the crashes in various speeds and a full car crash in complex condition are compared. At the end of paper, the crash performance of a vehicle crash is predicted according to the proposed model and therefore demonstrates its effectiveness and usability. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Frontal crashes KW - Impact tests KW - Kinematics KW - Mathematical models KW - Mathematical prediction KW - Performance UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361103 ER - TY - CONF AN - 01570644 AU - Ziyi, Peng AU - Chen, Junyi AU - Wang, Hongyan AU - Cai, Lulong AU - He, Yutong AU - National Highway Traffic Safety Administration TI - Virtual Experimental Environment Design of Camera-Sensor-Based Lane Detection System PY - 2015 SP - 7p AB - Based on the application of software model building, virtual experiment can be conducted with vehicle model, road environment model and sensor model building to develop camera-sensor-based lane detection system in PreScan. These three types of models are connected and the virtual experimental environment is built. Sensor extracted data are processed by Matlab/Simulink to acquire the accurate ground truth. Meanwhile, images from camera sensor are processed with standard size for further application. The virtual experimental environment design is the foundation for the analysis and comparison of ground true and camera-detected data, as well as for accuracy evaluation in system pre-development. In conclusion, the virtual experimental environment design can be used in camera-sensor-based lane detection system development and is a supplement to traditional system development. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Cameras KW - Design KW - Edge detection KW - Sensors KW - Simulation KW - Traffic lanes KW - Virtual reality UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362214 ER - TY - CONF AN - 01570643 AU - Kuehn, Matthias AU - Hummel, Thomas AU - Bende, Jenö AU - National Highway Traffic Safety Administration TI - Analysis of Car Accidents Caused by Unintentional Run Off Road PY - 2015 SP - 9p AB - Car accidents caused by unintentional run off road (in this paper the term “inadvertent lane departure” is used) have become an important topic within world wide accident research activities. These accidents can be addressed by lateral support systems (e.g. Lane Departure Warning) which are considered by experts to be the second most important active safety countermeasures after forward collision intervention systems. There is no common understanding for “run off road” yet. This term is being used both for the event of a departure from the own driving lane and for the event of a departure from the road. But it is known that when a driver leaves its driving lane unintentionally, it mostly results in a severe crash involving an oncoming vehicle or an obstacle (e.g. tree). The importance of this topic is also visible as efforts have already been made in order to adopt this issue in current and future testing procedures (eg. National Highway Traffic Safety Association (NHTSA), Insurance Institute for Highway Safety (IIHS), European New Car Assessment Program (Euro NCAP)). In Germany, the relevance of unintentional run off road accidents can hardly be estimated when using only official numbers. Official statistics categorize accidents by the parameter “leaving the carriageway” without any differentiation between intentional or unintentional lane departure. However, in the year 2013, these accidents made up 14% of all accidents with personal injury involving all kinds of road users but 30% of all fatalities and 23% seriously injured persons. A more accurate view on the accidents that match the definition “unintentional run off road” was given by UDV in an earlier study (paper-09-0317). This paper presents now the results of a second more detailed analysis which was carried out with up-to-date accident data. For the analysis, the In-depth database of the German Insurers (UDB) was used. It contains a representative cross section of all third party insurance claims reported between 2002 and 2011. The group of car accidents analyzed was defined as “unintentional run off road accidents” and implies only cases where a car had left his driving lane unintentionally. The aim of the analysis was to get a better understanding of the circumstances at which these incidents occur and to derive key accident scenarios. From a total of 118 relevant cases in the database, which account for 5% of all accidents caused by a car, five accident scenarios were deduced. These make up 68% of the accidents and 66% of the fatalities in the datapool. Some of the main results were: A lane departure to the left occurred more frequently than a lane departure to the right. Generally, the lane departure was followed by a collision with an oncoming vehicle (in 70% passenger car) rather than by a run off from the road. Regarding behavioral issues, health problems of the driver were found to be twice as frequent as distractions of any kind. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash causes KW - Crash data KW - Drivers KW - Germany KW - Health KW - Lane departures KW - Ran off road crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362648 ER - TY - CONF AN - 01570638 AU - Un-chin, Park AU - Ha-jong, Song AU - Hyun-chul, Kim AU - Ganz, Florian AU - Sankar, Sudar AU - Wohlfahrt, Mario AU - National Highway Traffic Safety Administration TI - The trolley test way of IIHS small overlap and side test - with minimized structure usage - PY - 2015 SP - 7p AB - To develop a vehicle in low cost and early well-customized performance trolley test can be used efficiently. In this research, the authors will introduce how to make the trolley for the Insurance Institute for Highway Safety (IIHS) small overlap and side crash with substituting parts by computer assisted engineering (CAE) validation and show the good validation with real vehicle crash after the test U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Computer aided design KW - Crashworthiness KW - Impact tests KW - Overlap crashes KW - Side crashes KW - Validation KW - Vehicle components UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361891 ER - TY - CONF AN - 01570637 AU - National Highway Traffic Safety Administration TI - Technologies for the Prevention of Run Off Road and Low Overlap Head-On Collisions PY - 2015 SP - 10p AB - A substantial number of serious collisions occur when a vehicle: • Runs off the edge of the road way and collides with roadside furniture such as trees; and • Crosses the centre line of the road and collides head-on with an oncoming vehicle. A proportion of these are very likely to be caused by some form of inattention and/or distraction and several new technologies have been introduced into the market with the intention of preventing these crashes. Actions to promote the fitment of “lateral assist” systems are included within the Euro New Car Assessment Program (NCAP) (Euro NCAP, 2014): • Lane Keep Assist Test and Assessment Procedure for the 2016 rating scheme • Advanced Lateral Support System Test and Assessment Procedure for 2018 rating scheme. The aim of this research was to: • Analyse the frequency and severity of relevant collisions in order to understand the potential impact of lateral control technologies • Characterise crashes to inform the development of performance criteria that will be relevant to the real world • Undertake initial research to explore the capability of different technologies • Investigate the potential of candidate test procedures that could form part of future assessments. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash rates KW - Crash severity KW - European New Car Assessment Program KW - Frontal crashes KW - Prevention KW - Ran off road crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362630 ER - TY - CONF AN - 01570635 AU - Ootani, Ryuuji AU - Watanabe, Taisuke AU - Okabe, Tomosaburo AU - Jeff, Dix AU - Joyce, Lam AU - Muthukumar, Muthanandam AU - National Highway Traffic Safety Administration TI - Consideration of Representativeness of Real-World Accidents and Repeatability of New NHTSA Oblique Offset Frontal Impact Test PY - 2015 SP - 15p AB - The National Highway Traffic Safety Administration has been considering introducing an oblique frontal offset impact test (oblique test) as a new crash test procedure. By means of accident data analysis, it was examined whether this oblique test can represent real-world accidents. Tests were also conducted using two identical vehicles to examine the repeatability of the oblique test. Representativeness of real-world accidents was examined by using the National Automotive Sampling System Crash Worthiness Data System (NASS-CDS) to investigate frontal impact accidents from 2004 to 2008. Repeatability of the oblique test was investigated by conducting the same crash test twice using a midsize sedan. In terms of percentage of the total number of real-world accidents, the most frequent accident modes observed were Full engagement and Offset frontal impacts, accounting for about 30%. Accidents similar to the oblique test accounted for about 10%. In terms of representativeness of severe injuries, the percentage of brain rotational injuries and lower extremity injuries differed from real-world accident statistics. Brain rotational injuries were considerably different from real-world accidents. With regard to repeatability, vehicle deceleration (G) was almost the same. However, the degree of cabin deformation differed because of a difference in the buckling mode of the front longitudinal member. Another notable point in the oblique test is that, as the test vehicle weight increases, the Delta-V decreases. However, this tendency is not observed in real-world accidents. To ensure the validity and significance of introducing this test procedure, more test data are required along with continued evaluation and analysis of occupant protection performance based on actual test results. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Data analysis KW - Frontal crashes KW - Impact tests KW - Offset impact test KW - Reliability KW - U.S. National Highway Traffic Safety Administration KW - Validation KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361101 ER - TY - CONF AN - 01570634 AU - Grover, Colin AU - Avery, Matthew AU - Knight, Iain AU - National Highway Traffic Safety Administration TI - Parking Crashes: The Rationale for Action and the Development of Test Procedures PY - 2015 SP - 11p AB - During the last decade parking and manoeuvring accidents appear to be increasingly relevant in third party damage liability and first party or motor own damage claims; a trend evident in many countries around the world. At the same time, vehicle manufacturers have offered a rapidly increasing variety of advanced driver assist systems such that there is greater scope for the avoidance of collisions than ever before. The low speed nature of parking and manoeuvring crashes strongly suggests that this problem should be solvable using technologies similar to those already used in other applications. In fact, several systems directly influencing parking crashes already exist, including proximity based warning systems, systems that will detect parking spaces and park semi-automatically and automatic braking systems similar to autonomous emergency braking (AEB) that function in reverse. This paper aims to assess the scale of the problem with low speed manoevring crashes, identify the most common collision mechanisms, assess the potential of the different technologies to solve the problem and to describe the development of test procedures capable of characterising system performance in relation to real world crashes. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crashes KW - Low speed collisions KW - Parking KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362215 ER - TY - CONF AN - 01570632 AU - Jacobson, Jan AU - Eriksson, Henrik AU - Janevik, Peter AU - Andersson, Håkan AU - National Highway Traffic Safety Administration TI - How is Astazero Designed and Equipped for Active Safety Testing? PY - 2015 SP - 9p AB - The Swedish test track AstaZero (Active Safety Test Area) is an open environment where vehicle original equipment manufacturers (OEMs), tier one suppliers, research institutes, and universities can come to perform development and research. AstaZero is located just outside the city of Borås in West Sweden and was inaugurated in August 2014. The initiative was taken to create an environment for innovation, testing, and research to develop new active safety functions for road vehicles. The four main environments of the facility are built especially for research and development of active safety functions. A city area for simulation of urban traffic, a multilane road, a 5.7 km long rural road, and an innovative high-speed area facilitate efficient testing. Equipment of different kinds is also at hand; test targets, position measurement and control systems, communication equipment, and driving simulators can be provided. However, the success of the AstaZero test bed is also depending on the existence of leading competence. The Swedish automotive cluster has the ability to perform research, industrial development, and rational production of road vehicles. It is essential for AstaZero to have access to strong competence in its vicinity. The organizations residing in the Gothenburg region can be reached in an hour by car. The Stockholm region is more distant but it is quite possible to travel by road in four hours. The success of AstaZero is built on the track, the competence, and all the partners supporting the facility. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - AstaZero KW - Research KW - Sweden KW - Test tracks KW - Testing UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362213 ER - TY - CONF AN - 01570630 AU - Dong, Libo AU - Chien, Stanley AU - Yang, Kai AU - Chen, Yaobin AU - Good, David AU - Sherony, Rini AU - Takahashi, Hiroyuki AU - National Highway Traffic Safety Administration TI - Determination of Pedestrian Mannequin Clothing Color for the Evaluation of Image Recognition Performance of Pedestrian Pre-Collision Systems PY - 2015 SP - 11p AB - Pedestrian Pre-Collision Systems (PPCS) for helping avoid or mitigate pedestrian crashes have been equipped on many vehicles [1]. At present, there is no common standard for the performance evaluation of PPCSs. The Transportation Active Safety Institute (TASI) at Indiana University-Purdue University-Indianapolis with support from Toyota’s Collaborative Safety Research Center (CSRC) has been studying the various issues to support the effort of developing such a standard. An important component in the PPCS evaluation is the development of a standard mannequin. This paper describes the approaches used to determine the color of the clothing on the mannequins based on the data obtained from the TASI 110 car one year naturalistic driving data collected in the greater Indianapolis area in USA. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Clothing KW - Color KW - Driver support systems KW - Dummies KW - Indianapolis (Indiana) KW - Pedestrian safety KW - Performance KW - Visual texture recognition UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1362647 ER - TY - CONF AN - 01570627 AU - Dziewiecki, Michał AU - Gidlewski, Mirosław AU - National Highway Traffic Safety Administration TI - Limitations of Use of an Intertial Positioning System in a Truck During a Maneuver of Avoiding a Suddenly Appearing Obstacle PY - 2015 SP - 9p AB - The objective of this work is to find limitations of using micro electro-mechanical systems (MEMS)-type accelerometers and gyroscopes for finding position of a vehicle in short time prospective (few seconds). Such a system could be helpful for automated vehicle driving in some situations, like bypassing a suddenly appearing obstacle. A Monte-Carlo analysis was performed to find introduced position and direction errors for various trajectories of the vehicle. Transducer noise, offset and calibration errors were taken into account as possible error sources. Also, the influence of limited data sampling rate was checked. The results are presented in form of difference statistics between real and calculated vehicle position and orientation at the end of the track as function of various parameters, including the trajectory and performance of the used sensors. The Monte-Carlo simulation accuracy was checked by bootstrap method and the errors were shown in resulting plots. Presented results show that an inertial system can be used for determining the vehicle’s position with accuracy reaching centimeters. Also, it is shown that compensation of the sensor offsets, as well as knowing the initial conditions are critical for the quality of the track reconstruction. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Accelerometers KW - Collision avoidance maneuvers KW - Highway safety KW - Inertial navigation systems KW - Maneuverability KW - Monte Carlo method KW - Obstructions (Navigation) KW - Trucks UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361892 ER - TY - CONF AN - 01570073 AU - Martínez, Luis AU - García, Antonio AU - Espantaleón, Manuel AU - Alcalá, Enrique AU - National Highway Traffic Safety Administration TI - Analysis of Children Strollers and Prams Safety in Urban Buses PY - 2015 SP - 10p AB - The wide incorporation of low floor buses in our cities encourages that children younger than three years, seated on their stroller could use the buses. Currently, the United Nations Economic Commission for Europe (UNECE) Regulation No 107 at its revision 5 has included general provisions for the accessibility and basic safety for this type of users. An applied research has been performed to analyze the level of protection offered for the stroller restraint systems included in R107, by performing dynamic tests with instrumented dummies. More than 20 dynamic sled tests were performed to assess the child safety in urban buses. Two types of configurations have been tested: a vehicle specific child restraint system (CRS) for urban buses and the own stroller with different restraint systems. The specific vehicle built-in CRS tested is a rearward facing group 0/I that is currently in use in the city of Madrid (Spain) by the public urban buses. This CRS was tested in frontal and rear impact with the acceleration pulse defined in the UNECE regulation No 80. On the other hand, to make suggestions for using the stroller in urban buses, a very low severity crash pulse (up to 2 g peak acceleration and ΔV = 20 km/h) was defined and used in this study. Four stroller models with three types of restraint devices (safety belt, PRM wheelchair backrest and a folding backrest device) were tested with this pulse. The strollers were selected in order to reduce biasing of the results. Several dummies (P3, Q3 and Q1) were used to evaluate the injuries and the kinematics. Furthermore, different sources of IRAV have been applied for the Q dummies (R94 and FMVSS 208 scaled by applying Mertz 2003 techniques), an extended range of injury criteria is obtained and an in depth analysis of the protection offered by the different restraints systems used is performed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Children KW - Madrid (Spain) KW - Safety KW - Sled tests KW - Strollers KW - Transit buses KW - Urban transit UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361046 ER - TY - CONF AN - 01570068 AU - Kim, Siwoo AU - Lee, Jaewan AU - Kim, Jongsoo AU - Kim, Gyuhyun AU - National Highway Traffic Safety Administration TI - Preliminary Study of the Responses of Hybrid III 5th female, 50th male, Q6 and Hybrid III 5th pregnant female dummy seated in the 2nd row seats of passenger vehicles in sled tests PY - 2015 SP - 10p AB - The objective of this study was a preliminary study of the responses of dummies seated in the 2nd row seat of passenger vehicles in frontal crashes using a sled system. Q6, Hybrid III 5th female, Hybrid III 5th pregnant female, and Hybrid III 50th male ATD were used in the tests. 8-tests were carried out according to a draft protocol for the 2nd row seat evaluation program. The vehicle type was a sedan and SUV’s. The cut-body or jig was used to simulate the ATD in the 2nd row seat/belts of a passenger vehicle. The frontal crash pulse in sled tests was an average acceleration of about 30 vehicle acceleration pulses tested according the KNCAP FFRB test. ATD seating positions were set using the H-point machine. Injury criteria were considered among the HIC15, upper neck tension force, chest deflection. The HIC15 ranged from 350 to 800 for both a Hybrid III 5th female and a pregnant female. The upper neck tension forces of a 5th female dummy and a 5th pregnant female dummy were also higher than that in FMVSS 208. The kinematics was influenced by the seat and seatbelt characteristics. The sled test results were compared with those of the same vehicle KNCAP FFRB test results. The possibility of fatal injury of Hybrid III 5th female and 50th male ATD in the rear seat could have much higher than in the front seat, especially case of the chest deflection. In addition, the further consideration should be given regarding Y- axis in the regulation at the seat belt anchorage point. . U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test devices KW - Crash victim simulation KW - Dummies KW - Frontal crashes KW - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Occupant kinetics KW - Passenger vehicles KW - Rear seat occupants KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361098 ER - TY - CONF AN - 01570062 AU - Xu, Lan AU - Bilkhu, Sukhbir AU - Farooq, Iskander AU - Hickman, Jeff AU - Jensen, Jack AU - McCabe, Ken AU - Nusholtz, Guy AU - National Highway Traffic Safety Administration TI - Performance Comparison and Repeatability Evaluation of the Flex PLI and the TRL Pedestrian Legform Impactors PY - 2015 SP - 18p AB - The objectives of this study were to compare the response differences of the Flex Pedestrian Legform Impactor (PLI) and TRL legforms under various test conditions and to assess their repeatability. A test fixture with four control factors was designed and fabricated to simulate a generalized front structure of a light truck. Using this fixture, thirty-six impact tests with the Flex PLI and the TRL legforms were performed at an impact speed of 32 km/h. The responses from the two legform impactors, specifically, moments in the Flex PLI and acceleration in the TRL, medial collateral ligament (MCL) elongation in the Flex PLI and bending angle in the TRL, and anterior cruciate ligament (ACL) elongation in the Flex PLI and shear displacement in the TRL were compared. The Taguchi method was applied to compare the responses from these three pairs of measurements. The shape and magnitude of the response time histories were used to evaluate the repeatability of the Flex PLI and TRL legforms. Some results from this limited study indicate that the two legforms did not consistently respond to the same test conditions in the same way and could potentially drive countermeasures in opposite directions. For example, increasing the protrusion of the lower bumper stiffener relative to the bumper generally resulted in lower moments in the upper tibia with the Flex PLI, but higher accelerations with the TRL legform. However, the MCL from the Flex PLI and bending angle of the TRL legform trended consistently with changes of all four fixture factors, although with differing sensitivity. A repeatability analysis indicated that most measurement parameters of each legform were repeatable or marginally repeatable across the spectrum of the test conditions. However, the MCL elongation of the Flex PLI and the bending angle of the TRL were non-repeatable in some test conditions. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Evaluation KW - Impact tests KW - Legform impactors KW - Legforms KW - Pedestrian safety KW - Performance KW - Taguchi experimental method UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361048 ER - TY - CONF AN - 01570057 AU - Zander, Oliver AU - Wisch, Marcus AU - National Highway Traffic Safety Administration TI - Improvement of the Protection of Lower Extremities of Vulnerable Road Users in the Event of a Collision with Motor Vehicles PY - 2015 SP - 13p AB - Since the beginning of the testing activities related to passive pedestrian safety, the width of the test area being assessed regarding its protection level for the lower extremities of vulnerable road users has been determined by geometrical measurements at the outer contour of the vehicle. During the past years, the trend of a decreased width of the lower extremity test and assessment area realized by special features of the outer vehicle front end design could be observed. This study discusses different possibilities for counteracting this development and thus finding a robust definition for this area including all structures with high injury risk for the lower extremities of vulnerable road users in the event of a collision with a motor vehicle. While Euro New Car Assessment Program (NCAP)1 is addressing the described problem by defining a test area under consideration of the stiff structures underneath the bumper fascia, a detailed study was carried out on behalf of the European Commission, aiming at a robust, world wide harmonized definition of the bumper test area for legislation, taking into account the specific requirements of different certification procedures of the contracting parties of the UN/ECE² agreements from 19583 and 19984 . This paper details the work undertaken by BASt, also serving as a contribution to the TF-BTA5 of the UN/ECE GRSP6, towards a harmonized test area in order to better protect the lower extremities of vulnerable road users. The German In-Depth Accident Database GIDAS is studied with respect to the potential benefit of a revised test area. Several practical options are discussed and applied to actual vehicles, investigating the differences and possible effects. Tests are carried out and the results studied in detail. Finally, a proposal for a feasible definition is given and a suggestion is made for solving possible open issues at angled surfaces due to rotation of the impactor. The study shows that, in principle, there is a need for the entire vehicle width being assessed with regard to the protection potential for lower extremities of vulnerable road users. It gives evidence on the necessity for a robust definition of the lower extremity test area including stiff and thus injurious structures at the vehicle front end, especially underneath the bumper fascia. The legal definition of the lower extremity test area will shortly be almost harmonized with the robust Euro NCAP requirements, as already endorsed by Global Road Safety Partnership (GRSP), taking into account injurious structures and thus contributing to the enhanced protection of vulnerable road users. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Bumpers KW - Europe KW - Lower extremities KW - New Car Assessment Program KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Protection KW - Traffic crashes KW - Vehicle design KW - Vulnerable road users KW - Width UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361051 ER - TY - CONF AN - 01570049 AU - Kuehn, Matthias AU - Hummel, Thomas AU - Lang, Antje AU - National Highway Traffic Safety Administration TI - Cyclist-Car Accidents - Their Consequences for Cyclists and Typical Accident Scenarios PY - 2015 SP - 8p AB - The structure of the official German statistics does not permit in-depth analyses to be carried out, so the German Insurers Accident Research (UDV) built up a set of representative case material in order to examine accidents between cars and cyclists in more detail and derive effective measures to improve the safety of cyclists. This material was formed from accidents with personal injury from the years 2002 to 2010 that were covered by motor third-party insurance and involved injury and damage costs of 15,000 euros or more. The cyclist accident material consists of a total of 407 accidents between cars and cyclists. This paper describes how and under what circumstances cyclist-car accidents occur, the maximum levels of injury severity sustained by the cyclists and the impact constellations that occur particularly frequently. In 84% of the cases, the impact between the bicycle and the car occurred at the front part of the vehicle (the front of the car plus the left- and right-hand front wings). In 42% of these cases, the bicycle was coming from the right (as seen by the driver), and in 34% of the cases from the left. Moreover, the analysis of the cyclist-car accidents revealed that the average speed of the cars was a relatively low 24 km/h. The speed of the cyclists often could not be ascertained from the available documents. However, it is known from the UDV’s measurements of the speeds of 20,000 cyclists that they travel at an average speed of 18.6 km/h. Three typical scenarios were obtained from the accident material that together account for 42% of all cyclist-car accidents. These three scenarios are “car traveling straight ahead, cyclist coming from the right” (15%), “car turning right, cyclist coming from the right” (15%) and “car traveling straight ahead, cyclist coming from the left” (12%). Another key finding is that the collisions in these three scenarios often (in 47% to 85% of the cases) took place at the entries to or exits from properties or parking lots and at junctions. The findings described make it possible both to work out the requirements that have to be met by future systems for preventing cyclist-car accidents and to design effective test procedures. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Bicycle crashes KW - Crash data KW - Cyclists KW - Forecasting KW - Germany KW - Highway safety KW - Injury severity UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359037 ER - TY - CONF AN - 01570044 AU - Kinsky, Thomas AU - Fritz, Martin AU - Lessmann, Peter AU - Roth, Franz AU - National Highway Traffic Safety Administration TI - Improvements to the Flexible Pedestrian Legform Impactor: The Development of New Bone Cures PY - 2015 SP - 11p AB - During the first decade of the 21st century, pedestrian safety in general was one of the main subjects of vehicle safety development. For the legform testing, the impactor developed by the European Enhanced Vehicle-Safety Committee was the standard impactor but experts from Japan introduced a new impactor, the so-called Flexible Pedestrian Legform Impactor (FlexPLI). The FlexPLI is capable to quantify the load of a human long bone, which is a significant advantage when developing vehicles with reduced bone fracture risk. With the impactor being developed by a single company spare part availability was limited. In addition, potential improvement in terms of robustness in maximum load were identified. Therefore, a joint project was initiated, in which automobile manufacturers and their partners developed universal spare parts for the FlexPLI bone cores. These parts can withstand higher bending loads, are available from stock and do not need to be adapted to a specific legform. Furthermore, a reduction in variation of properties due to a different production process was achieved. This reduces performance variation within the legs and is comparable to the initial bone core mean performance. The document introduces the details of the project. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Bones KW - Flexible Pedestrian Legform Impactor KW - Impact loads KW - Japan KW - Joint ventures KW - Legform impactors KW - Measurement KW - Occupant kinetics KW - Pedestrian safety KW - Spare parts KW - Vehicle safety UR - https://trid.trb.org/view/1361090 ER - TY - CONF AN - 01570041 AU - Hariharan, Sankara Subramanian AU - Sudipto, Mukherjee AU - Anoop, Chawla AU - National Highway Traffic Safety Administration TI - An Inverse Monte-Carlo Based Method to Estimate Precrash Distribution for VRU Safety PY - 2015 SP - 6p AB - Current safety standards are based on maximum stiffness measures over a grid on the frontal surface of a vehicle. The safety of vulnerable road users (VRU) is also influenced by the overall shape of the impacting vehicle. “Initial conditions” (IC) from the dominant crash scenarios are used for computer-aided engineering (CAE) simulations in Industrial practice to tweak designs. The IC’s to design for are decided based on cluster analysis from reconstructions of crash data. Currently, CAE methods to predict the outcomes (final resting state of interacting elements) of a crash deterministically, given the initial conditions are available. But there are no established methods to do the inverse process, that is ascertain the conditions at the initiation of the crash given the fina l static state of the interacting elements. Recorded data being the final resting state of the interacting elements, the inverse problem is of significance, and is usually tackled by heuristics and iterations augmenting physical laws. While reconstructions of specific cases require detailed observation and experienced personnel, it is hypothesized that estimating a distribution of the pre-impact measures in crashes is more robust with respect to a distribution of the post impact observation than that of individual crashes. Individual cases from crash reconstruction, approximated to a Gaussian “normal” probability density function, were assumed for the probability of occurrence of individual cases. Crash physics was captured using a multibody simulation in MADYMO solver. An inverse Monte Carlo (MC) simulation with MADYMO solver as the system under study was modelled in “FME” module in statistical software “R”. A set of post-crash data on head hit location [O1] was generated using forward MC simulation. The variable parameters were four different vehicle profiles, relative position of 50M along vehicle lateral axis [I2] and the relative orientation of with respect to vehicle. The pedestrian represented using one 50th percentile male [50M] pedestrian model was not varied. Starting with the distribution of “O1” and an “I2” distribution perturbed by up to 20% in mean value as input, an I2 was computed using inverse MC. The “I2” distribution from inverse MC showed less than 10% deviation from the original v3 data set mean with randomized values of untracked variables. During the inverse MC process, the quality of “fit” to a desired O1 distribution was tracked using the sum of root mean square of differences between normalized density coefficients and a “relaxation parameter” computed as squared logarithmic probability to a normal distribution. The stabilization of the tracking parameter indicated a robust solution. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Computer aided design KW - Crash reconstruction KW - Crash scenarios KW - Highway safety KW - Monte Carlo method KW - Precrash phase KW - Simulation KW - Vehicle design KW - Vehicle front end KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361093 ER - TY - CONF AN - 01570038 AU - Wiacek, Christopher AU - Nagabhushana, Vinay AU - Rockwell, Taryn AU - Summers, Stephen AU - Zhao, Lixin AU - Collins, Lauren A AU - National Highway Traffic Safety Administration TI - An Inverse of Frontal Crash Stiffness Measures from the U.S. New Car Assessment Program PY - 2015 SP - 18p AB - Over the years, vehicle manufacturers may have implemented structural changes to light vehicles to comply with upgraded Federal Motor Vehicle Safety Standards (FMVSS) such as advanced air bags (FMVSS No. 208), side impact protection (FMVSS No. 214), and roof crush (FMVSS No. 216), as well as to improve performance in tests conducted by consumer information programs such as NHTSA’s New Car Assessment Program (NCAP) and the Insurance Institute for Highway Safety (IIHS). Both programs have undergone changes in recent years. The NCAP was updated in 2010 to include advanced test dummies, new injury criteria, and a side pole test, and the IIHS adopted side impact, small overlap, and roof crush test protocols. Furthermore, as fuel economy requirements become more stringent, vehicle manufacturers may choose to light-weight vehicles and incorporate materials such as advanced high-strength steel and aluminum. This paper will investigate what effect, if any, these changes have had on vehicle crash pulses, as measured under NCAP. Although more stiffness metrics and crash pulse characteristics have been examined, this study mainly updates the analysis from the 2003 ESV paper, Evaluation of Stiffness Measures from the U.S. NCAP. [Swanson, 2003] This paper utilizes data from model year (MY) 2002 to MY 2014 frontal NCAP crash tests to compute vehicle stiffness using four different methods: linear “initial” stiffness, energy equivalent stiffness, dynamic stiffness and static stiffness. The data are averaged and examined historically for three light duty vehicle classes (light duty pickup trucks (PUs), multi-purpose vehicles (MPVs), and passenger cars (PCs)) to provide a fleet perspective on changes to frontal crash characteristics. In addition, various crash pulse characteristics such as duration and peak acceleration are investigated. Collectively, these metrics have been traditionally used to characterize a vehicle’s crash behavior and can subsequently influence restraint design. The Swanson study found that not only were the average stiffnesses of PCs increasing from MY 1982 to 2001, but there was also a large disparity between the average stiffnesses of PCs and those of MPVs and PUs. The current study identified different trends. The average stiffnesses of PCs and MPVs appear to be converging, indicating that these two vehicle classes may have become more structurally homogenous in this respect. This is also evidenced by the changes observed for the crash pulse characteristics. In recent years, the crash pulse durations for both PCs and MPVs have decreased (though MPVs slightly more than PCs) such that the pulse duration is now essentially equal, on average, for both vehicle classes. The average peak accelerations for PCs and MPVs also increased during the years in this study. PU data is presented for completeness, but no extensive conclusions were made on this vehicle class because no statistically significant trends could be identified. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Frontal crashes KW - Impact tests KW - Light duty vehicles KW - Multipurpose vehicles KW - New Car Assessment Program KW - Passenger vehicles KW - Pickup trucks KW - Stiffness KW - Vehicle design KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361096 ER - TY - CONF AN - 01570008 AU - Kongsakul, Wachirut AU - Carmai, Julaluk AU - Charoenthong, Sujeepapha AU - National Highway Traffic Safety Administration TI - Finite Element Study of Effectiveness of Modified Front-End Structure with Aluminium Foam in Reducing Pedestrian Injury PY - 2015 SP - 9p AB - Pedestrians are vulnerable road users. Unlike Occupant in cars, they do not have protection equipment and are often involved in serious accidents leading to fatalities. The reduction of pedestrian injuries has recently become one of the most important road traffic accident priorities. For the bonnet type of vehicle, leg and head injuries are the most prevalent type of injury associated with car-to-pedestrian collision. The possible reduction of leg and head injuries can be done through the design of vehicle bumper structure. Strong and stiff front structure of vehicle usually leads to severe injury to pedestrians in the accident. The use of new class of material like aluminium foam as part of bumper structure can provide better energy absorption capability and hence reduction of impact force to pedestrians. However, in order to design or modify the front structure to be safer for pedestrians, it is necessary to understand kinematics and injury mechanisms of car-pedestrian collisions, which are usually analyzed through costly full scale crash tests of a dummy or a cadaver. Finite element simulations with a human body model are an alternative mean, which offers information of post-crash kinematics and injury mechanisms. This paper has therefore employed the finite element model of pedestrian-city car collisions to study the effectiveness of the modified front-end bumper with aluminium foam in reducing the level of pedestrian injuries. The front bumper structure has preliminary been modified to include the aluminium foam as part of energy absorber. Two relative densities of aluminium foam were selected. The lower density one gave a better injury reduction performance. It was used to simulate a crash with Total Human Model for Safety (THUMS) to study detail injuries of pedestrian. The modified bumper model showed improved performance of injury reduction. The results exhibited the potential use of low density Al-foam in minimizing pedestrian injury and the benefit of using the human body finite element model which provides detailed injury information to help in the design and development of vehicle for pedestrian safety with cheaper cost compared to the actual full-scale crash tests. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Aluminum KW - Crash injuries KW - Finite element method KW - Foams KW - Occupant kinetics KW - Pedestrian safety KW - Total Human Model for Safety KW - Vehicle front end KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1361052 ER - TY - CONF AN - 01569143 AU - Cutcliffe, Hattie AU - Brolin, Karin AU - Östh, Jonas AU - Ólafsdóttir, Jóna Marín AU - Davidsson, Johan AU - National Highway Traffic Safety Administration TI - Gender Differences in Occupant Posture and Muscle Activity with Motorized Seat Belts PY - 2015 SP - 13p AB - The aim of this study was to assess gender differences in the posture and muscular activity of occupants in response to pretension from motorized seat belts. Male and female vehicle occupants were tested in both front seat positions during normal driving and autonomous braking. This data is useful for the development of human body models (HBM), and increases the understanding of the effects of motorized belts. Kinematics and electromyography (EMG) were analyzed for 18 volunteers (9 male, 9 female) subjected to autonomous braking (11 m/s2 deceleration) during real driving on rural roads. Two restraint configurations were tested: a standard belt and a motorized belt, activated 240 ms before the initiation of braking. Statistical comparison of volunteers’ posture and normalized EMG amplitudes was performed to understand differences incurred by the motorized belts, as well as to compare response across gender and role (occupant position within the vehicle). Data was analyzed both prior to and at vehicle deceleration, which occurred 240 ms after motorized belt onset. Motorized belts significantly affected all postural metrics, and significantly elevated the activity of all muscles compared to typical riding. Though increases in muscle activity were small at deceleration onset compared with typical riding for male occupants and female passengers, female drivers demonstrated significantly larger increases in muscular activity: between 5 and 13% of the maximum voluntary contraction (MVC). At deceleration onset, standard belts showed little change in posture or muscle activation, with the median changes being well within the ranges exhibited during typical riding for all groups (i.e. not distinguishable from typical riding). Typical riding postures of males and females were similar, as were muscular activation levels—generally less than 5% of the MVC. However, drivers exhibited significantly higher muscular activity in the arm and shoulder muscles than passengers. Limitations include the repeated nature of the testing, as prior work has shown that habituation across trials alters occupant response compared to that of unaware occupants. However, randomization of the trial order helped mitigate potential habituation effects. Another limitation is the sample size of 18 volunteers. An important finding of this study is that the increase in occupant muscular activation seen with motorized belts was gender-specific: at deceleration, the change in activation of most muscles was significantly different across gender and belt type, with female drivers exhibiting larger increases in muscular activation than male drivers or passengers of either gender, particularly in the arm muscles. These activations appeared to be startle responses, and may have implications for interactions with the steering wheel and motion during a braking or crash event. This warrants further studies and stresses the importance of quantifying male and female subjects separately in future studies of pre-crash systems. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic seat belts KW - Front seat occupants KW - Gender KW - Kinematics KW - Muscles KW - Occupant protection devices KW - Restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359540 ER - TY - CONF AN - 01569142 AU - Youn, Younghan AU - Kim, Haesun AU - Park, Jiyang AU - Lee, Jaewan AU - Kim, Siwoo AU - National Highway Traffic Safety Administration TI - Investigation of Rear Seat Occupant Potential Injury Risk Based on Seat Belt Configurations PY - 2015 SP - 11p AB - The occupants of all ages and sizes can be seated in the rear seats. But legal requirements regarding the qualification of the second seat row restraint system with anthropomorphic test devices (ATDs) currently do not exist. The protection of frontal seat passengers in both driver and front seated occupant has been more focused from the auto industries as well as regulatory bodies more than 40 years. Fortunately, their interests have been extended to rear seat occupants especially children and female occupants in recent years. However, the current available safety devices for the rear seat occupants are standard seat belt system only. Also, the majority of the rear seat occupant studies were focused to evaluate and protect child either CRS or using seat belt restrained in rear seat. The rear seat seemed to offer the greatest protection to children 0-12 years. Children seated in the rear seat had a lower risk of death compared with front seat passengers whether or not they were restrained. However, among adolescent and adult passengers, the rear seat offered less protection with increasing age and when restraints were used. As a pilot project in Korea, total 452 accident cases have been collected and numbers of injured occupants (in patient) were 698. Drivers were 383 (54.9%), front passengers were 164, 2nd row left side seat were 47 (6.7%), 2nd row right side seat were 82 (11.6%), 2nd row middle seat were 15 (2.1%), and the remains are 3rd and 4th row seat occupants. Results from ISS injury severity analysis, the occupant of driver seating position has the highest ISS scores, 7.8±10.3, while front passenger (7.7±12.9), 2nd middle seat (6.3±7.7), 2nd left seat (6.1±9.3), 2nd right seat 6±11.7), 3rd left seat (6±0.0), 3rd middle seat (5±0.0), and 3rd left seat (2.8±1.7). Although the analysis was based on the limited numbers of data set, the safety of the rear seat adult occupants can’t be ignored. Especially, the majority of rear seat potential occupants may be vulnerable occupants such as child, female with children, pregnant woman, and elderly. In this study, the rear seat belts anchorage locations of the current domestic passenger vehicles were investigated to evaluate the influence of rear seat belt anchorage geometrical configurations in terms of the rear seat passenger safety. The sled type simulation models are developed with three point belts are fitted on the Hybrid III 5th percentile dummy and Hybrid III 50th percentile dummy. The injury value, particularly HIC15 and Chest deflection were examined to evaluate the contribution of rear seat belt anchorage locations. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Children KW - Crash victim simulation KW - Females KW - Korea KW - Rear seat occupants KW - Seat belts KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359538 ER - TY - CONF AN - 01569140 AU - Paine, David AU - Paine, Michael AU - Smith, Jason AU - Leavy, Dan AU - Suratno, Basuki AU - Mclean, Simon AU - Brown, Julie AU - Newland, Craig AU - Haley, Jack AU - Case, Michael AU - National Highway Traffic Safety Administration TI - Crash Protection Offered to Small Occupants in an Offset Frontal Crash PY - 2015 SP - 9p AB - Australasian New Car Assessment Program (ANCAP) crash tests are conducted to well-established protocols and use driver and front passenger anthropomorphic test devices (ATDs) that represent 50 percentile (%ile) adult males. Most modern vehicles do well in these crash tests. However, concerns have been raised about the protection provided to smaller occupants. In 2013 ANCAP conducted a 64km/h frontal offset crash test of a Holden Commodore VF Ute (single-cab pick-up)with two Hybrid III 50%ile male ATDs (AM50). In 2014 the opportunity arose to conduct a further research crash test of a Commodore VF Ute using a small adult female driver ATD (5%ile adult female) and a 6 year old child ATD (Hybrid III 6) in a booster seat in the front passenger seating position. The purpose of the research test was to determine whether the two occupants had an increased risk of injury, compared with the adult male ATDs. The occupant injury measures for the smaller occupants were compared to the results of the previous vehicle crash test (with 50%ile adult male front occupants) in order to make comparisons between the level of protection offered to occupants of different sizes for this type of crash. Furthermore, the authors examined whether the restraint and airbag systems that perform well for 50%ile adult male occupants provide comparable protection for smaller occupants and whether there are any additional hazards for smaller occupants. The outcome of the research was that for the case examined, with the available methods for assessing injury risk, smaller occupants appear to be offered comparative protection in a frontal offset impact for this particular vehicle model. It is apparent that the test vehicle manufacturer included consideration of smaller occupants in the design and development of this vehicle model. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australasian New Car Assessment Program KW - Air bags KW - Anthropomorphic test device KW - Children KW - Crash injuries KW - Females KW - Front seat occupants KW - Frontal crashes KW - Impact tests KW - Restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359524 ER - TY - CONF AN - 01569139 AU - Pipkorn, Bengt AU - Lopez-Valdes, Francisco J AU - Lundgren, Christer AU - Bråse, Dan AU - Sunnevång, Cecilia AU - National Highway Traffic Safety Administration TI - Innovative Seat Belt System for Reduced Chest Deflection PY - 2015 SP - 10p AB - An innovative seat belt concept aimed at reducing chest injuries was evaluated by means of mechanical tests and mathematical modelling. The tools used were mechanical THOR dummy, mathematical THOR dummy model, THUMS human body model and (Post Mortem Human Surrogates) PMHS. The potential chest injury reducing benefits with a innovative seat belt concept relative to a state of the art belt system was evaluated in sled tests. The reference belt system was a state of the art belt system with a pretensioning of 2kN at the retractor, a force limiter of 4.5kN and an outer lapbelt pretensioner with a pretensioning force of 3.5kN. The innovative seat belt concept was consisting of a retractor equipped with a 2kN pretensioner at the retractor, a force limiter of 6kN and two 3.5kN pretensioners at the buckle and outer lap belt anchorage. The belt was split at the buckle and the lower end of the diagonal belt was moved 50mm forward. With the altered belt geometry the load on the lower part of the chest was reduced and the peak chest deflection was reduced relative to a state of the art belt system. In mechanical sled tests with rigid seat and an impact velocity of 35 and 30kph with the THOR dummy peak chest deflection was reduced by 8.0mm compared to a state of the art belt system. In the corresponding sled model with the THOR dummy model peak chest deflection was reduced by 13mm. Head x-displacement was increased by 26mm for the mechanical THOR dummy and 24mm for the THOR dummy model. For the THUMS model pleak chest deflection was reduced by 10mm with the split buckle system. Generally for the mechanical THOR dummy, the THOR dummy model and the Autoliv THUMS model peak chest deflection was reduced by approximately 8-13mm with the split buckle belt system while only a minor increase in head x-displacement was observed relative to a state of the art belt system. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Deflection KW - Occupant protection devices KW - Restraint systems KW - Seat belts KW - Sled tests KW - State of the art KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359525 ER - TY - CONF AN - 01569138 AU - Wu, Chun-Tao AU - Ka, Zhang AU - National Highway Traffic Safety Administration TI - Preliminary Study of Roof Airbag Protecting Rear-Seat Occupants in Frontal Impact PY - 2015 SP - 12p AB - A kind of innovative Airbag, Roof Airbag (RAB), with external straps is studied via virtual engineering, which provide protection to rear-seat occupants in frontal impact. Frontal sled model with AF05 female dummy is generated in LS-DYNA, which is well correlated with full vehicle frontal crash tests in terms of the kinetics and injuries of the dummy. In addition, it is adapted for AF50 and AF95. Based on above models, different configurations of restraint system are studied, different levels of load limiter, belt with or w/o pretensioner, with or w/o RAB for instance. It can be summarized that roof airbag with low level of belt load limiter and pretensioner could provide protection to most size of rear-seat adult occupants as good as that of front-seat occupants in frontal impact. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Frontal crashes KW - Impact tests KW - LS-DYNA (Computer program) KW - Occupant protection devices KW - Rear seat occupants KW - Restraint systems KW - Seat belts UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359539 ER - TY - CONF AN - 01569137 AU - Lopez-Valdes, Francisco J AU - Juste-Lorente, Oscar AU - National Highway Traffic Safety Administration TI - Innovative Restraints to Prevent Chest Injuries in Frontal Impacts PY - 2015 SP - 10p AB - By 2050, 21% of world population is expected to be older than 60 years. This age shift poses a serious challenge to the protection of car occupants, as fragility and frailty are associated to increasing age. Advanced restraint systems that aim to reduce chest loading by implementing load limiters or inflatable parts have been introduced in the market over the last years. This paper investigates the kinematics and dynamics of two surrogates (THOR dummy, Post Mortem Human Surrogates or PMHS) in 35 km/h impacts under the action of two different restraints: a pretensioning, force-limiting seat belt (PT+FL) and a concept design consisting of two separate shoulder and lap belt bands (split buckle system or SB). Three repeats per condition where done with the THOR dummy, while only one PMHS was tested per restraint system. With respect to the PT+FL, the results from the THOR tests showed that the SB seat belt decreased chest deflection significantly without a substantial increase of the forward displacement of the head. The PT+FL belt allowed the pelvis of the PMHS to move forward preventing the rotation of the torso and therefore reducing the forward excursion of the head. The PMHS test with the SB resulted in improved kinematics compared with the PT+FL. A complete understanding of the kinematics and dynamics induced by these restraints would require additional PMHS tests. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Deflection KW - Dummies KW - Europe KW - Kinematics KW - Restraint systems KW - Seat belts KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359527 ER - TY - CONF AN - 01569136 AU - Nakane, Keita AU - Nojiri, Masayoshi AU - Maekawa, Ryo AU - Esaki, Makoto AU - Suzuki, Shigeyuki AU - Masuda, Yasushi AU - Hitosugi, Masahito AU - National Highway Traffic Safety Administration TI - Analysis of Abdominal Injuries Caused by the Submarining Phenomenon in the Rear Seat Occupants PY - 2015 SP - 8p AB - Improvements to vehicle safety have targeted mainly the front seating positions, where the rate of seat belt usage was high and there were many casualties. Recently, rear seat occupant protection become an important challenge, with an increase in usage of seat belts by rear occupants due to new regulations and new performance criteria defined by Japanese and European vehicle assessment programs for rear seating occupants. Some prior analyses of accident data indicate that rear seat belted occupants tend to be injured in abdominal regions in comparison with front seat occupants. Due to this, the need to study the cause of abdominal injuries and how to countermeasure it is becoming indispensable for improving the protection performance of the rear seat occupants. The following two phenomenons are considered as factors which great impacts on abdominal injuries: the submarining phenomenon, lap belt intruding into abdominal region, and the incorrect routing of the belt, lap belt existing initially on abdominal region. However, the relationship between these probable causes and the abdominal injuries in the real world accident is not expressly described in prior studies. Therefore, first, the frequency of the abdominal injuries caused by the submarining phenomenon was estimated by micro analysis of the accident data. Second, the influence on abdominal internal organs, to which the lap belt load was applied, was analyzed using human body finite element (FE) model THUMS. The results of this analysis indicated that the effect might be applied to abdominal internal organs. As the routing of the lap belt on the pelvis was shown as being very important in this study, a parametric study using Madymo was conducted to determine additional factors that might influence the proper routing of the belt on pelvis. This study narrowed down the factors with big contribution and explains how they were determined. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Crash data KW - Crash injuries KW - Europe KW - Japan KW - Madymo KW - Occupant protection devices KW - Pelvis KW - Rear seat occupants KW - Seat belts KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359515 ER - TY - CONF AN - 01569135 AU - Mousel, Thierry AU - Ueda, Keisuke AU - Takahashi, Masaki AU - National Highway Traffic Safety Administration TI - Advanced Seat Belt Reminder System for Rear Seat Passengers PY - 2015 SP - 7p AB - Advanced seat belt reminder (SBR) systems with audiovisual warnings have proven to be highly effective in increasing the belt wearing rates of a vehicle's front seat occupants. While the availability of such advanced SBR systems for the front seats is almost common in some markets and fast-growing in others, also thanks to New Car Assessment Programme (NCAP) incentives, the systems available on the rear seats have so far only offered a basic functionality. In 2014, an upgraded SBR function entered the mass market, and the world's first car with an advanced rear seat SBR system including occupant detection was launched on the Japanese market. This vehicle, the Subaru LEVORG, offers an advanced audiovisual SBR warning for the rear outboard seating positions. This advanced function is enabled by occupant detection sensors designed to detect human rear seat occupants, while being robust against the detection of child restraint systems (CRS) or other objects frequently transported on a vehicle's rear seats. The robustness of the occupant detection and the object non-detection has been tested extensively. Occupants shifted their position forward and laterally away from the nominal seating position. A multitude of CRSs and objects were tested to ensure that they do not trigger unnecessary warnings. Advanced rear seat SBR systems have the potential to significantly increase the belt wearing rates, especially as those tend to be much lower on the rear than on the front seats in almost all countries. As belt load limiters and belt tensioners are more and more available for the rear seats, the advanced SBR systems ensure that more rear seat occupants will benefit from the restraint system enhancements. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Detection and identification systems KW - In vehicle sensors KW - Japan KW - Occupant protection devices KW - Rear seat occupants KW - Seat belt use UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359518 ER - TY - CONF AN - 01569133 AU - Yaguchi, Masayuki AU - Ono, Koshiro AU - Masuda, Mitsutoshi AU - Sokusai, Hidetoshi AU - Kusayama, Yoshinao AU - Ogaki, Kazunobu AU - National Highway Traffic Safety Administration TI - Impact Responses of THOR Mod Kit Under Different Conditions in Sled Tests and Vehicle Crash Tests PY - 2015 SP - 15p AB - In order to contribute to the development and improvement of the THOR dummies, the impact responses of the THOR Mod Kit were compared with the THOR-NT and the Hybrid III, based on the kinematic and dynamic responses to different conditions in the frontal sled and vehicle crash tests. In a 56 km/h frontal sled test where a dummy was installed on the driver seat of a white body, the responses of the THOR Mod Kit with SD3 shoulder to the differences of the seating procedures and restraint conditions were evaluated comparing with the THOR-NT and the Hybrid III. Moreover, two crash tests using a small passenger car at 55 km/h FWRB and 64 km/h ODB corresponding to JNCAP conditions were conducted, and the responses of the THOR Mod Kit were compared with that of the Hybrid III. Difference of seating procedure affected the responses of the thoracic deflection, abdominal deflection, and iliac force, etc. Compared with the THOR-NT, the THOR Mod Kit clearly showed difference on each measurement location and the forward displacement of its shoulder on the unrestrained side was more pronounced. Regardless of the D-ring positions, the shoulder belt slippage didn't occur in the Hybrid III, whereas belt slippage occurred in the THOR Mod Kit when the D-ring was at the lowest position. When the load limiter force of the seatbelt was higher, forward displacements of the thorax became smaller in both the THOR Mod Kit and the Hybrid III and the neck flexion of the THOR Mod Kit became larger. Accompanying the difference of kinematics, the responses of the head acceleration, neck force and thoracic deflection also differed. In both the FWRB and ODB tests, the maximum rotation angle of the ankle eversion exceeded the preliminary IARV for the THOR at the rebound phase, not at the intrusion phase. From the results above, it turned out, that the THOR Mod Kit response to the difference in seating procedure was more sensitive than that of the THOR-NT. The sensitivity of the THOR Mod Kit to the D-ring position was higher than that of the Hybrid III, and that the difference of load limiter affected the difference of kinematics and dynamic responses of the upper body in both the THOR Mod Kit and the Hybrid III. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Deflection KW - Dummies KW - Impact tests KW - Kinematics KW - Seat belts KW - Shoulder KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359513 ER - TY - CONF AN - 01569132 AU - Johannsen, Heiko AU - Otte, Dietmar AU - National Highway Traffic Safety Administration TI - Influence of Impact Type and Restraint System Triggering Time on Injury Severity in Frontal Impact Crashes PY - 2015 SP - 8p AB - The safety performance of cars is evaluated using standard tests. These standard tests are normally performed with full overlap or 40% overlap from the corner in different speed ranges. Analysis of accident data indicated that the injury severity of car occupants that were involved in accidents that are different compared to the standard tests (e.g., central pole impact) is considerably higher than for those that are similar to the standard tests. One of the discussed possible reasons for this observation is that the restraint system triggering might not be appropriate for these situations. The combination of National Automotive Sampling System Crashworthiness Data System (NASS CDS) data with the NASS EDR data allows to analyse the accident circumstances, the restraint system triggering times and the injury situation in frontal impact accidents. The result of this analysis is a grouping of accident situations with corresponding injury severities and restraint system triggering times. These groups are rechecked using the German In-Depth Accident Study (GIDAS) data to confirm the influence of the accident circumstances on the injury severity, as restraint system triggering time is not available in the GIDAS data sample. The restraint system trigger time depends on several factors (e.g., delta-v, impact configuration (e.g., involving both long members, only one long member or no long member), impact angle etc.). While most of the differences appear to be sensible for optimal protection (e.g., at higher delta-v the airbag is needed earlier) the differences for the different impact configuration appears to be critical with respect to injury severity levels of the frontal occupants. The shown correlation between crash configuration, restraint system triggering time and injury severity does not necessarily mean that there is a causative relation between triggering delay and increased injury severity. However, it is likely that there is a causative relation. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Frontal crashes KW - German In-Depth Accident Study KW - Impact tests KW - Injury severity KW - National Automotive Sampling System - Crashworthiness Data System KW - Restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359521 ER - TY - CONF AN - 01569131 AU - Wang, Zhenwen AU - Sherman, Donald AU - Kloppenborg, Nickolas AU - Bir, Cynthia AU - National Highway Traffic Safety Administration TI - Development of a High Energy Side Impact Dummy PY - 2015 SP - 13p AB - A high energy side impact dummy (HE-SID) was developed for special vehicle development used for law enforcement and VIP protections subjected to improvised explosive device (IED). MIL-SID, i.e. ES-2 ATD with Hybrid III head/neck and MIL-LX design, was used to develop the test rig and define inputs to mimic the IED test conditions. It was found that the MIL-SID shoulder and rib modules were not durable enough to survive the impact during the testing. In addition, the shoulder biofidelity was lacking and requires improvement. A new shoulder structure was designed to improve the shoulder biofidelity. Finite element analysis was conducted to optimize the shoulder design according to the target biofidelity as defined by a series of 12 post-mortem human surrogates (PMHS) shoulder impacts. The MIL-SID shoulder cam design was replaced with a single shoulder rib integrated with damping materials. A three-dimensional (3D) deflection measurement system was developed to measure the shoulder deflections. The 3D deflection measurement system consists of a linear potentiometer and two rotary potentiometers. An algorithm was developed to calculate the deflections at its shoulder joint attachment location. Hardware was fabricated and retrofitted in a MIL-SID for verification and validation. The preliminary test shows that the thorax durability issue was addressed. The ATD was able to withstand numerous tests without any damage. The new shoulder design demonstrated good biofidelity under high energy test conditions. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Dummies KW - Finite element method KW - Impact tests KW - Ribs KW - Shoulder harnesses KW - Side crashes KW - Thorax KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359336 ER - TY - CONF AN - 01569041 AU - Gstrein, Gregor AU - Kurzböck, Christian AU - Opelka, Jan-Mark AU - Krollmann, Jan AU - National Highway Traffic Safety Administration TI - Simulation and Testing of Adaptive FRP-Substructures for Automotive Safety PY - 2015 SP - 12p AB - This paper describes the development of a basic finite element simulation model of a concept for an adaptive structure made with carbon fiber reinforced plastic materials. Thereby in particular the prediction of the mechanical properties of necessary deformation zones in the structure, that are realized with an elastomer matrix system, is challenging due to the different properties of this material compared to conventional composites. Available material models in the FE-Code LS-DYNA are analyzed for their usability in this task. For the parameterization of the material models a number of coupon tests are conducted and the deviations between the material with the elastomer matrix and the material with the conventional duromer matrix system is analyzed. The results of these tests is used to validate the material models for both, the material used in the expansion zone and the conventional composite material in the rest of the structure. It is shown, that the prediction of the shear properties of the elastomer based material creates difficulties with the used material model (MAT_54) but in total the correlation between test and simulation is good and comparable for both materials. The first task that has to be approved for an adaptive structure made of FRP-materials is the expansion-process from the initial to the pressurized final geometry. For this purpose a quasistatic inflation test is performed. The results of the test and a corresponding simulation correlate well for the pressure at which the expansion of the structure begins. Regarding the maximum burst pressure and the location of the material failure deviations be tween test and simulation occur. Possible reasons for this deviations are analyzed and discussed. Finally the additional necessary steps in the creation of a predictive simulation model for an adaptive FRP structure under crash-load and possible approaches for the latter are discussed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Fiber reinforced polymers KW - Finite element method KW - Impact tests KW - Shear properties KW - Simulation KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359277 ER - TY - CONF AN - 01569040 AU - Lee, Jeong Keun AU - Lee, Hyo bae AU - Jeong, Hun hee AU - National Highway Traffic Safety Administration TI - Occupant Behavior and Brain Injury in NHTSA Oblique Test PY - 2015 SP - 6p AB - The National Highway Traffic Safety Administration (NHTSA) found that a large number of fatalities occurred in crashes involving poor structural interaction between the striking and the struck vehicles, such as corner impacts, oblique crashes, or impacts with narrow objects. NHTSA proposed the oblique test that can reproduce vehicle crush, occupant kinematics, and risk of injury in vehicle-to-vehicle crashes, an offset impact between a research moving deformable barrier (RMDB) and a stationary vehicle at a 15 degree angle. Recent research for NHTSA oblique test with THOR ATD showed the lateral movement of both occupants, so that the driver’s head contact with door or between door and steering wheel. For the far-side occupant, the head contact with center IP and the brain injury risk predicted using BrIC is higher than SOI. The objective of this paper is to investigate and understand the effect of airbag performance on the occupant kinematics and related injury during NHTSA oblique tests. This paper focuses on effect of various airbag parameters corresponding to the dynamic stiffness. The research integrated the injury analysis with a crash testing and computer simulation. MADYMO was used to create a NHTSA oblique test environment. Both 50th percentile THOR ATD and Hybrid III in MADYMO were respectively used to simulate occupant kinematics and injuries for the driver and passenger occupant. Airbag models for curtain airbag and passenger airbag are used in the simulations in order to understand the effect of various restraint system concepts on occupant kinematics and injuries. In this paper, driver side airbag and passenger side airbag are investigated for both near-side occupant and far-side occupant. CAE models are used to show their advantages and limitations. Further enhancements are proposed to improve the correlation of these occupant models. Passenger side airbag and driver side airbag are investigated to reduce the brain injury and head contact with compartment. NHTSA oblique test case is used to demonstrate the effectiveness of the airbag variations. Limitations of the current airbag model used for NHTSA oblique test were highlighted. Vent hole was modified to improve the head injury. For reducing the brain injury risk of occupant in an NHTSA oblique test, it was found counter measures which didn't cause head rotation was effective. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Behavior KW - Crash injuries KW - Impact tests KW - Kinematics KW - Restraint systems KW - Simulation KW - Traumatic brain injuries KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359334 ER - TY - CONF AN - 01569039 AU - Jernberg, Christian AU - Larsson, Pontus AU - National Highway Traffic Safety Administration TI - Comparison Between Occlusion Methods for Measuring Distraction Caused by Smartphone Interaction PY - 2015 SP - 10p AB - The occlusion method is an established method for measuring the visual demand from in-vehicle interfaces. The method is usually employed by means of occlusion glasses which can be automatically made opaque or transparent. However, occlusion can also be achieved by turning on and off the screen of the interface being studied. It can be hypothesized though, that glasses-occlusion requires more visual re-orientation efforts after each occluded interval which may give longer Total Shutter Open Times (TSOTs) than the method where only the interface screen is occluded. Two experiments were conducted, with 10 participants (5 female) in Experiment 1 and 14 participants (7 female) in Experiment 2. In both experiments, participants were seated in a truck mockup and performed tasks on a smartphone. Two occlusion conditions were employed: 1) Occlusion with glasses, and 2) Embedded occlusion (turning the screen of the smartphone on/off). Participants also performed a baseline condition with no occlusion. In Experiment 1, five different tasks were performed in each condition: destination selection, dialing a phone number, dialing a contact, changing radio frequency and setting the alarm clock. For each task, a note showing the data to be entered was posted next to the smartphone, e.g. the number to be dialed. The four tasks used in Experiment 2 were: visual-manual text entry, make changes in a truck driving log, dial a phone number and select item from a map (using pinch/swipe operations). The participants did not have support from any note but had to remember the data to enter for each task. For both experiments, TSOTs and Resumability (R) were submitted to separate ANOVAs to reveal differences between occlusion and tasks. The results of Experiment 1 showed a main effect of occlusion type on TSOT (p < .05), where Glasses resulted in longer TSOTs (M = 8.1s) than Embedded (M = 7.4s). However, the interaction between occlusion and task was also significant (p < .01), and suggested that mainly the phone dialing task caused the difference in TSOTs. An explanation to this could be that tasks requiring more visual-spatial reorientation are more difficult to perform with glasses occlusion. A simpler explanation could be that participants needed to look at the note while dialing – which can be done during the occluded intervals with the embedded method. The results from experiment 2 did not show any statistically significant effect of occlusion on TSOTs which suggests that the effects found in Experiment 1 were caused by the fact that participants had to look at the paper note while dialing. The current experiments indicate that the embedded method gives TSOTs comparable to the glasses-occlusion method. However, one must be aware of the fact that there are practical differences between the methods which can lead to diverging TSOTs. The current experiments show that such divergence can occur when instructions are given visually. The embedded occlusion method for evaluating distraction is nonetheless promising since it is easy to use and can be integrated in app developers’ toolkit. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Distraction KW - Drivers KW - Females KW - Human factors in crashes KW - Multitasking KW - Occlusion testing KW - Smartphones UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359307 ER - TY - CONF AN - 01569038 AU - Compigne, Sabine AU - Masuda, Mitsutoshi AU - Hanen, Gaetan AU - Vezin, Philippe AU - Bermond, François AU - National Highway Traffic Safety Administration TI - PROPOSAL FOR A MODIFIED THOR LOWER ABDOMEN INCLUDING ABDOMINAL PRESSURE TWIN SENSORS PY - 2015 SP - 15p AB - This paper presents the evaluation of a modified THOR-NT lower abdomen which includes two abdominal pressure twin sensors (APTS®) as replacement for the displacement measurements. Further small changes such as the addition of small masses in front of the abdomen have also been made to better mimic the response of the PMHSs under seat belt loading. As a result, the biofidelity of the prototype abdomen was improved compared to THOR-NT standard abdomen. The addition of the small masses succeeded in increasing the initial peak force of the force-penetration response under seat belt tests. In rigid bar impacts, the prototype force-deflection response stayed longer in the corridor. The pressure measurement was repeatable and discriminated the various impact speeds as well as the impact direction. The pressure peaks were proportional to force and penetration peaks. This study demonstrates the feasibility of introducing the APTSs into THOR lower abdomen and makes proposals for further biofidelity enhancements. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Crash injuries KW - Dummies KW - Pressure KW - Prototypes KW - Seat belts KW - Sensors UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359335 ER - TY - CONF AN - 01569037 AU - Pal, Chinmoy AU - Okabe, Tomosaburo AU - Sakurai, Masato AU - Masashi, Makita AU - Vimalathithan, Kulothungan AU - National Highway Traffic Safety Administration TI - Development of High Efficiency Load Path Structure to Enhance Side Impact Safety Performance PY - 2015 SP - 9p AB - In order to protect the occupants effectively in side impact crashes, the main tasks are (a) to minimize the intrusion of the deformed body structure after the impact in order to reduce direct contact force with the occupant and (b) to reduce the relative impact velocity of the intruding structure at the start of contact with the occupant. The existing concepts similar to SIPS (Side Impact Protection) system are basically based on good structural integrity with seat-mounted side air bags and roof-mounted curtain air bags for overall protection of the occupant in side impact crashes. However, for higher level of external input load at an inclined angle from high front-end SUVs acting on the side of an ordinary PV in case of SUV-to-PV side impact crashes, there is a room to have more efficient structural load-path system layout. A new inclined L-shaped High Efficiency Load Path System (HELPS) was developed and incorporated at the back of the existing seat back frame to bypass a part of the incoming load to the central console through the seatback frame. At first, a number of full vehicle finite element (FE) simulation studies were carried out to verify the performance in Insurance Institute for Highway Safety (IIHS) and SINCAP tests to assure the effectiveness of the concept. Finally, it is tuned to a feasible optimized structure in order to ensure other functional aspects, such as, seating comfort of the front passenger, leg-room of the rear occupants, etc. Its performance was calculated assuming various seating positions of the frontal occupant to examine the robustness of the concept in real world safety. Human Body Model (HBM) simulations were also carried out to compare two systems, one with HELPS and the other without HELPS concept. Similar to the results of the dummy response in IIHS and SINCAP tests, reductions in occupant injury level were observed in HBM simulation U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Finite element method KW - Impact tests KW - Insurance Institute for Highway Safety KW - Occupant protection devices KW - Side air bags KW - Side crashes KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359296 ER - TY - CONF AN - 01569036 AU - Aust, Mikael Ljung AU - Rydström, Annie AU - Broström, Robert AU - Victor, Trent AU - National Highway Traffic Safety Administration TI - Reliability Improvement Needed in the Eye Glance Measurement Using Driving Simulator Test PY - 2015 SP - 9p AB - To improve the interface design of in-vehicle infotainment systems, robust evaluation methods are required. The Eye Glance measurement using Driving Simulator test (EGDS) defined in the Visual-manual National Highway Traffic Safety Administration (NHTSA) Driver Distraction Guidelines for in-Vehicle Electronic Devices is a promising candidate. However, the present study indicates that EGDS needs further refinement to become sufficiently robust. When two randomly selected groups of 24 drivers tested the same ten in-vehicle tasks following the EGDS protocol, test outcomes were not the same for the two groups. The analysis showed this to be a consequence of how the EGDS pass/fail criteria are calculated. As currently formulated, they make test outcomes highly dependent on between-driver variability. To assess the problem magnitude with repeated EGDS testing, another eight virtual test groups were created by for each group randomly selecting 24 of the 48 participants’ test scores. The analysis showed that EGDS outcomes were 60 % consistent between these ten groups. While six tasks consistently passed or failed, the outcome for the other four depended on which group had tested them. This EGDS reliability problem could possibly be overcome by matching the criteria calculation principles to the underlying population variability. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Distraction KW - Driver information systems KW - Drivers KW - Driving simulators KW - Eye fixations KW - Vehicle design KW - Vehicle electronics UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359310 ER - TY - CONF AN - 01569035 AU - Kang, Yun-Seok AU - Moorhouse, Kevin AU - Bolte, John H AU - National Highway Traffic Safety Administration TI - Instrumentation Technique for Measuring Six Degrees of Freedom Head Kinematics in Impact Conditions Using Six-Accelerometers and Three-Angular Rate Sensors (6aƒç Configuration) on a Lightweight Tetrahedron Fixture PY - 2015 SP - 11p AB - The ability to measure six degree of freedom head kinematics in impact conditions (i.e. motor vehicle crashes and sport activities) plays an important role in injury assessment of the head/neck complex. Potential accuracy of head instrumentation schemes have recently been improved by using advanced angular rate sensors, so in this study an instrumentation technique for obtaining accurate head kinematics in impact conditions using an external fixture is proposed and validated. The methodology proposed in this study utilizes six accelerometers and three angular rate sensors (6aω) on a lightweight tetrahedron fixture (t6aω) originally designed for measuring head kinematics of post mortem human surrogates (PMHS) in car crash scenarios using a nine accelerometer array package (NAAP) configuration (tNAAP). A Hybrid III 50th percentile male anthropomorphic test device (ATD) head containing an internal nine accelerometer array package (iNAAP) was used to validate the t6aω method proposed in this study. The t6aω instrumentation was installed on a tetrahedron fixture which was attached externally to the Hybrid III ATD head, tested in direct contact tests of various severities, and then compared to data measured from the iNAAP of the Hybrid III ATD head which provided the kinematics gold standard to validate the proposed technique. Results indicate that angular acceleration obtained from the t6aω scheme was comparable to that determined from the iNAAP scheme in the head impact conditions, showing normalized root mean squared deviation (NRMSD) values less than 5%. Transformed linear acceleration from the t6aω to the center of gravity (CG) of the Hybrid III ATD head was also comparable to acceleration measured directly from the accelerometers at the CG, exhibiting less than 5% NRMSD. Accurate angular acceleration and velocity are important to obtain accurate transformed acceleration. Since the t6aω angular acceleration component of the transformed linear acceleration at an inaccessible point was shown to have equivalent accuracy to iNAAP (less than 5% error), and the angular velocity component of t6aω instrumentation should be more accurate than the tNAAP scheme (since it is directly measured by the ARS as opposed to using numerical integration as in tNAAP), the t6aω scheme should yield more accurate transformed linear acceleration at an inaccessible location than the tNAAP scheme. The proposed instrumentation should aid in the development and evaluation of head, neck and brain injuries in future testing. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test devices KW - Crash injuries KW - Crashes KW - Degrees of freedom KW - Dummies KW - Head KW - Instrumentation KW - Kinematics KW - Neck UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359329 ER - TY - CONF AN - 01569034 AU - Han, Byoungkee AU - Oh, Youkeun AU - Lee, Eundok AU - Lee, Jaewan AU - Kim, Gyuhyun AU - National Highway Traffic Safety Administration TI - The Effects of Road Contact Angles and Pitch/Yaw Angles on the Injuries of Drivers in CRIS Test PY - 2015 SP - 11p AB - This paper shows the effect of the roof contact angle with ground and pitch/yaw angle on head and neck injuries in CRIS tests. In this study the effect of these conditions on injury in a rollover is simulated and analyzed by using a commercial multi-body software (ADAMS). The vehicle model consists of a rigid lower body and deformable upper body. Each member of the upper body is characterized to get the similar behavior to the results obtained from an equivalent finite element model. To evaluate the severity of driver’s injuries in a CRIS test, a computer simulation to replicate the dynamic CRIS test is developed. The angular velocity of vehicle is set to a constant value of 270 degree/sec and the lateral velocity is varied to be 28.8kph or 35kph so that it can roll 2 or 3 turns. The roof contact angle with ground is selected to be 135, 145 and 155 degrees. The pitch and yaw angles of the vehicle is also varied to be 2 or 5 degrees and 0, 10, or 20 degrees, respectively. In addition to the peak acceleration of the dummy head, the maximum shear force, compressive force, and bending moment acting on the dummy neck are calculated to evaluate the rollover safety for various conditions. The simulation results are then compared to the KNCAP evaluation criteria. Considering the fact that the rollover accidents with less than 2 full turns account for about 90% of the entire rollover accidents, this study suggests that the 2-turn condition would be appropriate for a protocol of the dynamic rollover test. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash injury research KW - Crash victim simulation KW - Europe KW - Fatalities KW - Finite element method KW - Korea KW - Rollover crashes KW - Yaw UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359303 ER - TY - CONF AN - 01569033 AU - Mueller, Becky AU - MacAlister, Anna AU - Nolan, Joe AU - Zuby, David AU - National Highway Traffic Safety Administration TI - Comparison of HIC and BRIC Head Injury Risk in IIHS Frontal Crash Tests to Real-World Head Injuries PY - 2015 SP - 18p AB - The Insurance Institute for Highway Safety (IIHS) has been measuring head injury criterion (HIC), a measure based on linear impact skull fracture data, to assess head injury risk in its front crash tests since 1995. In 2012, IIHS added instrumentation to measure brain injury criterion (BrIC), a rotationally based injury measure derived from animal data correlated to humans through computational modeling. BrIC is intended to complement HIC rather than replace it. Head injury risk associated with HIC and BrIC values measured with a Hybrid III dummy in 138 front crash tests was compared with real-world injury rates in similar frontal crash configurations calculated from the National Automotive Sampling System Crashworthiness Data System (NASS CDS) database. NASS CDS identified 1.3-5 percent AIS3+ head injury rates in crashes similar to the test configurations. The mechanisms of injury represented by HIC and BrIC are a subset of all head injuries; therefore, the NASS-indicated head injury rates inherently may be an overprediction of injuries directly applicable to these formulas. In crash tests, HIC AIS3+ head injury risk ranged 0-22 percent and BrIC AIS3+ head injury risk ranged 3-85 percent. BrIC AIS3+ head injury risk greater than 50 percent was associated with a variety of head kinematic events including front airbag loading, head contact with instrument panel, and non-contact forward excursion. The published injury risk curve for BrIC indicates that crash tests represent significantly higher serious head injury risk than observed in real-world crashes of similar configurations. Hybrid III may produce exaggerated measures of BrIC or, if accurate, the BrIC formula may need to be reexamined against the underlying animal test data to determine the limitations of BrIC, and the proposed injury risk curves need to be re-evaluated against real human injury risk. Despite its origins as an indicator of skull fracture risk, the range of HIC-based head injury risk observed in crash tests more closely reflects the real-world head injury rates than the range of BrIC-based head injury risk. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Dummies KW - Frontal crashes KW - Head KW - Impact tests KW - Insurance Institute for Highway Safety KW - National Automotive Sampling System - Crashworthiness Data System KW - Traumatic brain injuries UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359327 ER - TY - CONF AN - 01569032 AU - Chen, Rong AU - Kusano, Kristofer D AU - Gabler, Hampton C AU - National Highway Traffic Safety Administration TI - Driver Behavior During Lane Change from the 100-Car Naturalistic Driving Study PY - 2015 SP - 10p AB - Lane changes with the intention to overtake the vehicle in front are especially challenging scenarios for forward collision warning (FCW) designs. These overtaking maneuvers can occur at high relative vehicle speeds and often involve no brake and/or application. Therefore, overtaking presents the potential of erroneously triggering the FCW. A better understanding of lane change events can improve designs of human-machine interface and increase driver acceptance of FCW. The objective of this study was to characterize driver behavior during lane change events using naturalistic driving data.The analysis was based on data from the 100-Car naturalistic driving study, collected by the Virginia Tech Transportation Institute. The 100-Car study contains approximately 1.2 million vehicle miles of driving and 43,000 hours of data collected from 108 primary drivers. In order to identify overtaking maneuvers from a large sample of driving data, the authors study developed and validated an algorithm to automatically identify overtaking events. The lead vehicle and minimum time to collision (TTC) at the start of lane change events was identified using radar processing techniques developed in a previous study. The lane change identification algorithm was validated against video analysis which manually identified 1,425 lane change events from approximately 126 full trips. Forty-five (45) drivers with valid time series data was selected from the 100-Car study. From the sample of drivers, the authors algorithm identified 326,238 lane change events. Lane change events were evenly distributed between left side and right side lane change. The characterization of lane change frequency and minimum TTC was divided into 10 mph speed bins for vehicle travel speeds between 10 mph to 90 mph. A total of 90,639 lane change events were found to involve a closing lead vehicle. For all lane change events with a closing lead vehicle, the results showed that drivers change lanes most frequently in the 50-60 mph speed range. Minimum TTC was found to increase with travel speed, and the variability in minimum TTC between drivers also increased with travel speed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Acceptance KW - Automatic data collection systems KW - Behavior KW - Crash avoidance systems KW - Drivers KW - Lane changing KW - Passing KW - Speed UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359316 ER - TY - CONF AN - 01569031 AU - Tan, Tana AU - Grzebieta, Raphael AU - Bambach, Mike AU - Olivier, Jake AU - McIntosh, Andrew AU - National Highway Traffic Safety Administration TI - Association Between Vehicle Panel Damage and Thoracic Injury in Rollover Crashes PY - 2015 SP - 9p AB - Rollover crashes are infrequent and account for approximately 2% to 3% of all vehicle crashes in the United States (US) annually. However, when they do occur they are more likely to result in a serious injury or fatality than some other types of crashes. In rollovers, the thorax has been identified as one of the three most frequently seriously injured body regions. As such, research has been carried out over the last few decades to understand better environmental, vehicle and occupant variables in a rollover crash which contribute to an occupant sustaining a serious, i.e. of severity greater than or equal to three on the Abbreviated Injury Scale (AIS 3+), thoracic injury. The findings from the research described in this paper will provide information for the development of a dynamic rollover crash test protocol which includes assessment of thoracic injuries. The aim of this study is to determine if there is an association between vehicle panel damage and AIS3+ thoracic injuries. NASS CDS data from 2001 to 2012 was examined for single vehicle rollover crashes with occupants receiving serious thoracic injuries (cases) and those without thoracic injuries (controls). Vehicle panel damage for both cases and controls were coded and logistic regression performed to determine if there is an association between serious thoracic injury and vehicle panel damage. The result of this study indicates that there is an association between thoracic injury and damage to the top-half of the left front door, top-half of the right front door and left side of the vehicle rearwards of the B-pillar. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Crash injuries KW - Crash injury research KW - Crash victim simulation KW - Fatalities KW - Impact tests KW - Rollover crashes KW - Thorax KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359299 ER - TY - CONF AN - 01569030 AU - Heinrich, Christian AU - National Highway Traffic Safety Administration TI - Fighting Driver Distraction – Recent Developments 2013 - 2015 PY - 2015 SP - 8p AB - Research on driver distraction has a long history and attracts the attention of the scientific community, the public and the authorities. This resulted in a great number of activities. This article will summarize the main developments since the last ESV in 2013 from the perspective of an automotive manufacturer. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic data collection systems KW - Distraction KW - Driver performance KW - Drivers KW - Eye fixations KW - Highway safety KW - Human factors in crashes KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359305 ER - TY - CONF AN - 01569028 AU - McKinney, Joseph H AU - Radford, Arthur AU - Stathacopoulos, Alexander AU - Aifadopoulou, Georgia AU - Giannopoulos, George AU - National Highway Traffic Safety Administration TI - The Business Value of Supply Chain Visibility and Monitoring PY - 2015 SP - pp 86–92 AB - In recent decades, freight transport and supply chains have made sophisticated state-of-the-art applications of information and communication technologies that have made visible the whole transportation and supply chain and have increased the ability for collection, analysis, and use of data to improve performance. This approach involves both the demand side—data about items being sold, inventories, order, and receipt of goods—and the supply side—data about available capacities for packing, shipping, and transporting freight. Dynamic, reliable, and relevant information and data are essential to improving the whole freight transportation process through such factors as security information (e.g., theft, tampering), location and condition of cargo (e.g., temperature variations, humidity), and routing optimization. Technologies that make this information available to enterprises have several benefits, including the financial advantages of more efficient management of stock and supply chain operations. This paper identifies and quantifies these benefits according to research results based on the monitoring specific supply chains through the development and use of container monitoring devices. This quantification of benefits is possible because of specific practical tests and experience gained through field research at enterprises that apply the systems and through participation in international research projects funded under the European Union’s Seventh Framework Programme. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Detection and identification systems KW - Drivers KW - Driving simulators KW - Information technology KW - Reaction time KW - Vehicle design KW - Warning systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359321 ER - TY - CONF AN - 01569027 AU - Jerome, Christian AU - Monk, Chris AU - Campbell, John AU - National Highway Traffic Safety Administration TI - Driver Vehicle Interface Design Assistance for Vehicle-to-Vehicle Technology Applications PY - 2015 SP - 11p AB - This paper provides an overview of the program of research involved in the development of a set of driver-vehicle interface (DVI) design assistance intended for vehicle-to-vehicle (V2V) technology applications. The research reviewed and performed under the National Highway Traffic Safety Administration (NHTSA) sponsored program of research (Human Factors for Connected Vehicles (HFCV), Safety Pilot DVI Evaluations, Driver Issues, and Integration Strategy) will culminate in a DVI Design Assistance Document for V2V technology applications. The results of the research will inform this document, which will be a set of Design Assistance topics and will describe appropriate human-centric design attributes for the DVI. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Distraction KW - Driver support systems KW - Driver vehicle interfaces KW - Technological innovations KW - U.S. National Highway Traffic Safety Administration KW - Vehicle design KW - Vehicle to vehicle communications UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359318 ER - TY - CONF AN - 01569026 AU - Mongiardini, Mario AU - Grzebieta, Raphael H AU - Mattos, Garrett A AU - Bambach, Mike AU - Rechnitzer, George AU - McIntosh, Andrew S AU - Dal Nevo, Ross AU - National Highway Traffic Safety Administration TI - Analysis of Vehicle Roof Weakness and Potential for Neck Injuries from Experimental and Simulated Dynamic Rollover Tests PY - 2015 SP - 10p AB - Despite the considerable rollover crashworthiness research carried out to date, there is still a need to establish exactly how spine and neck injuries occur to a seat-belted occupant during a rollover. This paper details an experimental and Finite Element (FE) analysis aimed at demonstrating how a stronger vehicle roof can reduce the potential for neck injuries to a seat belted occupant seated in the front on the rollover far-side. An analysis was carried out of the head-torso kinematics of a seat-belted Anthropomorphic Test Device (ATD) measured during two rollover crash tests conducted on a weak- and strong-roof sport utility vehicle (SUV), respectively. Both experimental laboratory rollover tests were performed under the same nominal conditions using the original Center for Injury Research (CFIR) Jordan Rollover System (JRS) located in Goleta, California. Further, a comparison of the ATD kinematics was then carried out using data obtained from detailed FE simulations of vehicle rollovers carried out using the FE model of the University of New South Wales (UNSW) JRS located in Sydney Australia, and an FE model of a SUV, first with the original production roof and then with a reinforced roof. The analysis of the experimental tests indicated that an excessive roof crush would likely cause the head to be captured within the crush zone long enough for the torso to apply a large inertial axial-compression load to the neck. In contrast, a stronger roof continuously guides the occupant’s head moving it along an arc in a smoother manner, thus reducing any significant change in velocity between the head and torso, and any consequent inertial axial-compression loading. However, preliminary computer simulations confirm this mechanism only in part, and further simulations of the refined computer model of the UNSW JRS and SUV models are being conducted and will be reported on when completed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - California KW - Crash injuries KW - Crash victim simulation KW - Crashworthiness KW - Neck KW - Rollover crashes KW - Sport utility vehicles KW - Vehicle roofs UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359297 ER - TY - CONF AN - 01569025 AU - Singer, Jeremiah AU - Lerner, Neil AU - Baldwin, Carryl AU - Traube, Eric AU - National Highway Traffic Safety Administration TI - Auditory Alerts in Vehicles: Effects of Alert Characteristics and Ambient Noise Conditions on Perceived Meaning and Detectability PY - 2015 SP - 14p AB - Two complementary studies were conducted. In Study 1 (categorical perception of alerts), a series of experiments examined the key parameters that result in listeners perceiving a given sound as an urgent warning versus other less urgent message categories. Initial perceptual sorting experiments identified the most significant parameters and subsequent driving simulator experiments confirmed and refined the findings. Study 1 found that four auditory characteristics accounted for most of the variance in classification of auditory alerts as urgent warnings. Sounds were classified as alarms over 90 percent of the time when they had a peak-to-total-time-ratio (ratio of the time that the sound is at full intensity to the entire pulse duration including onset and offset) of greater than or equal to .7, an interburst interval of less than or equal to 125 ms, at least 3 harmonics, and a base frequency of greater than or equal to 1000 Hz. These results were observed initially in laboratory studies, and replicated during simulated driving. In Study 2 (warning perception in ambient noise environments), an experiment was conducted to investigate the effects of different in-vehicle ambient noise conditions on auditory signal detection and perception. Participants driving on a freeway experienced three ambient noise conditions (windows closed and no music, music playing, front windows open). Fifteen auditory alerts, presented at 65 or 75 decibels (A-weighted), occasionally occurred. Participants pressed a button as soon as they detected the sound, then provided ratings of the noticeability, urgency, and intended meaning of the sound. Study 2 found significant main effects for ambient noise condition and for alert sound for perceived noticeability, urgency, and response time to alert. Detection was impaired by the presence of music, and even more so with the front windows open. Even when auditory signals were heard, noise conditions modified their perceived urgency and meaning. There were also interactions between ambient noise condition and sound, indicating differences in how well sounds of similar loudness tolerated interference from noise.Results also demonstrate that the perceived urgency and meaning of auditory messages can change under noisier ambient conditions, and some features of more noise-resistant signals were suggested by the data. The findings of this research may help interface designers to create auditory signals that indicate the appropriate type and urgency of message. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Ambient noise KW - Auditory perception KW - Crash avoidance systems KW - Detection and identification systems KW - Driver support systems KW - Driver vehicle interfaces KW - Driving simulators KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359320 ER - TY - CONF AN - 01569024 AU - Un-chin, Park AU - Ganz, Florian AU - Ha-jong, Song AU - Sankar, Sudar AU - Hyun-chul, Kim AU - Wohlfahrt, Mario AU - National Highway Traffic Safety Administration TI - The Force Measurement of Primary Parts in Vehicle Side/Smalloverlap Crash PY - 2015 SP - 7p AB - In this research, the new calibration component test methodology and converted forces from strain gauge will be proposed about measuring real time force of side structure like B-pillar, roof rail, door beams and side sill of IIHS side crash and lower arm, A-pillar force of Insurance Institute for Highway Safety (IIHS) smalloverlap. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Force KW - Impact tests KW - Insurance Institute for Highway Safety KW - Motor vehicle dynamics KW - Side crashes KW - Strain gages KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359291 ER - TY - CONF AN - 01569023 AU - Lukaszewicz, Dirk AU - National Highway Traffic Safety Administration TI - A Design Method for Robust Automotive and Aerospace Composite Structures Including Manufacturing Variations PY - 2015 SP - 10p AB - Composites may enable further weight reductions for plastic composite intensive vehicles. Among the challenges associated with greater adoption of composites in the automotive industry are the need for novel design procedures, the use of composites in impact applications and the greater variability during composite manufacture. Here, the author's method is presented to account for composite manufacturing variability in the design phase. The method is based on measuring the variability in a part and the translation into a simulation. As an example a side-pole impact into a doorsill subassembly was chosen. The test data are used to validate numerical simulations models for the impact situation. The simulation is then used to study the sensitivity of the system with respect to manufacturing variability. A novel optimization was also used that decouples multiple manufacturing variations and allows identifying limits on acceptable variability levels. The experimental tests exhibit changes in mechanical performance due to the existence of manufacturing variations. The numerical simulation including these manufacturing variations shows reasonable agreement with the experimental data. The finite element (FE) model was then used to vary the manufacturing variations and to identify allowable intervals within defined performance criteria. The design methodology has significant benefits for automotive composite design and manufacturing since it may enhance the robustness of composite crash-structures, reduce part cost and eliminate excessive safety factors to account for unknown manufacturing variations. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Composite materials KW - Crashworthiness KW - Finite element method KW - Impact tests KW - Simulation KW - Vehicle design KW - Vehicle performance KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359287 ER - TY - CONF AN - 01569022 AU - Toczyski, Jacek AU - Zhang, Qi AU - Foltz, Patrick AU - Overby, Brian AU - Bolton, Jim AU - White, Joey AU - Moors, John AU - Cochran, Jack AU - Roberts, Carolyn AU - Crandall, Jeff AU - Kerrigan, Jason AU - National Highway Traffic Safety Administration TI - Dynamic Validation of Rollover Buck Roof Structure PY - 2015 SP - 12p AB - Effective passive countermeasure design for rollover injury prevention requires thorough understanding of the occupant response in rollover impact. Thus, the dummy biofidelity in rollover crashes is important. To evaluate the dummy biofidelity a test buck was developed for a variety of surrogate biofidelity analyses. The buck was designed to mimic the geometry and inertial properties of a modern strong-roof vehicle. It consisted of two major parts: a deformable, replaceable greenhouse and a rigid base. The goal of this study was to show that the greenhouse structure proposed in this paper, when loaded in a static roof crush test (similar to FMVSS 216) reaches the strength-to-weight ratio level of real vehicles and when loaded in a dynamic rollover test, the roof deformation matches deformation magnitude and shapes observed in the vehicles from the current United States (US) fleet. To achieve this goal a multi-step design approach was used, including a quasi-static roof crush test and a rollover test on fabricated prototypes of the buck roof structure. Based on the gathered data, modifications were introduced to the roof design to improve the greenhouse mechanical response, both dynamically and quasi-statically. Once the design was fixed, one additional static and twelve dynamic rollover tests were performed and roof structure deformation was compared to the measurements made on two late-model US-market vehicles (an SUV and a mini-van), tested in similar conditions. The roof exhibited a desired response under the quasi-static loading with the peak value (61.1 kN) within first 127 mm of platen motion, which resulted in the strength-to-weight ratio of 3.76. During the twelve rollover tests the magnitude and shape of the buck roof deformation were consistent with those measured on the two test vehicles. In the twelve tests the maximum resultant displacements of the trailing side A- and B-pillar (after excluding three outlier tests due to welding defects) were as follows: 189-223 mm and 183-222 mm, respectively. The component displacements of the B-pillar were: between 165-198 mm in SAE Y and between 84-106 mm in SAE Z. The results of this study showed that the designed roof structure can match the deformation magnitude and shapes, including the prevalence of greater lateral than vertical displacement, seen in the current US fleet vehicles. The roof developed in this study has a quasi-static response similar to that of real vehicles loaded in a FMVSS 216-like test. It mimics the stiffness of real vehicle roofs under static and dynamic roof crush loading, and thus it can be used with the test buck to simulate real vehicle rollover crashes to perform parametric analyses and evaluate dummy biofidelity. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Deformation KW - Fracture tests KW - Impact tests KW - Motor vehicle dynamics KW - Rollover crashes KW - United States KW - Vehicle design KW - Vehicle roofs UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359301 ER - TY - CONF AN - 01569021 AU - Akima, Satoshi AU - Omiya, Masaki AU - Takahashi, Kunihiro AU - National Highway Traffic Safety Administration TI - Load Transfer of Passenger Car Compartment for Improvement of Structural Performance Side Impact PY - 2015 SP - 15p AB - We demonstrate the effectiveness of a new method for expressing the load transfer in passenger car bodies to improve structural performance in order to protect occupants in side impact. For vehicle structures, one of the most important goals is the reduction of compartment deformation. For this purpose, indicating the load transfer paths in a vehicle compartment is fundamentally significant. The present authors previously developed an index Ustar (U*) to express the load paths in structures. Our purpose in the present study is to express the load transfer using U* in a vehicle compartment in side impact. The index U* is defined as U* = 1-U/U′, where U is the work done at the loading point and U′ is the work done when an arbitrary point is constrained. We can say that U* shows the connectivity between the loading point and an arbitrary point. It is natural to think that the force is transferred along the highest part of the U* distribution. The index U* can realize a way to obtain the overall view of load transfer in the vehicle compartment during collisions. We introduce the extended U* in which the effect of inertial force is included for the calculation of vehicle collision. The calculated distribution of U* for a sample passenger car shows that the impact force is transferred mainly to the lower structure of the compartment. However, the load is not transferred to the opposite body side, because of the separation caused by the center tunnel structure. The U* distribution shows that among the several transverse cross-members, the cross-member under the B-pillar plays a key role in load transfer. In contrast, the cross-member under the front seat has a small effect for load transfer. These results of load transfer are demonstrated by the colored U* contour lines in the entire compartment for any specified instant during impact. The calculated results are expected to improve the side impact crashworthiness to reduce the risk of injury to occupants. As an example, to increase the load transfer of the cross-member under the front seat, we locate the stiffener member between the side sill and the tunnel structure. The designation of the stiffener location is pinpointed by the distribution of U*. A crash simulation of a sample vehicle equipped with the stiffened cross-member reveals that the side sill intrusion deformation decreases by more than 30%. The value of the decrease rate itself is not a key point of the result. The point of importance is the effectiveness of the deduction process by U* for the strict determination of structural improvement. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Deformation KW - Impact tests KW - Inertial forces KW - Load transfer KW - Side crashes KW - Simulation KW - Vehicle compartments UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359292 ER - TY - CONF AN - 01569020 AU - Kikuchi, Takahiro AU - Togawa, Atsushi AU - Murakami, Daisuke AU - Tatsu, Kaoru AU - Pal, Chinmoy AU - Okabe, Tomosaburo AU - National Highway Traffic Safety Administration TI - A Study of Brain Injury Mechanisms in Vehicle Crashes PY - 2015 SP - 9p AB - Brain injury has been researched since the 1940s and various methodologies have been discussed for evaluating brain injury risk in vehicle crash tests. In recent years, an angular velocity based brain injury criterion (BrIC) has been proposed by the National Highway Traffic Safety Administration (NHTSA) for use in regulatory or consumer vehicle safety assessment tests. One of the brain injury mechanisms can be explained by relative displacement between the brain and skull, resulting in brain deformation and strain. This paper states a hypothesis of this brain injury mechanism using a simple mass-spring-damper model. Then the hypothesis was verified by the Simulated Injury Monitor (SIMon) version 4.0, a finite element model of the human head developed by NHTSA, using a cumulative strain damage measure (CSDM) as the brain injury metric. In consequence, CSDM varies according to the input loadings, which have the same peak angular velocity but different levels of peak angular acceleration and loading durations. These results suggest that in order to evaluate brain injury risk accurately, an angular velocity based criterion may not always be sufficient and it may be necessary to consider the peak value of angular acceleration and the corresponding loading duration. This hypothesis was applied to NHSTA’s research test data to prove its validity. It was found that brain injury risk predicted by CSDM can be comparatively lower than that predicted by BrIC and vice versa. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Head KW - Regulations KW - Traffic crashes KW - Traumatic brain injuries KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359332 ER - TY - CONF AN - 01569019 AU - Rydström, Annie AU - Aust, Mikael Ljung AU - Broström, Robert AU - Victor, Trent AU - National Highway Traffic Safety Administration TI - Repeatability of the NHTSA Visual-Manual Guidelines Assessment Procedure PY - 2015 SP - 5p AB - The Visual-Manual National Highway Traffic Safety Administration (NHTSA) Driver Distraction Guidelines for In-Vehicle Electronic Devices includes the Eye Glance Measurement Using Driving Simulator Testing (EGDS) task acceptance test. This paper describes the outcome of two EGDS tests, where both tests assessed the same set of 10 in-vehicle tasks, though each test employed a different group of 24 test participants, randomly sampled according to the proscribed EGDS procedure. Thus, in total 48 test participants drove on a simulated motorway in a lead vehicle following scenario while performing tasks such as changing temperature, setting destination in the navigation system and selecting and playing mu sic using a prototype in-vehicle infotainment system located on the center panel. When comparing the test outcomes between the two groups, it was found that for 6 of the 10 tested tasks, pass/fail outcomes differed between the two groups on one or more of the proposed criteria. This high level of inconsistency in outcome between two identical tests using ten identical tasks raises questions regarding the repeatability of the proposed NHTSA EGDS procedure. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Distraction KW - Driver vehicle interfaces KW - Drivers KW - Eye fixations KW - Multitasking KW - Simulation KW - U.S. National Highway Traffic Safety Administration KW - Vehicle electronics UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359306 ER - TY - CONF AN - 01569018 AU - Roberts, Carolyn AU - Kerrigan, Jason R AU - National Highway Traffic Safety Administration TI - Injuries and Kinematics: Response of the Cervical Spine in Inverted Impacts PY - 2015 SP - 27p AB - Given the frequency and severity of cervical spine injuries resulting from rollover crashes, it is critical to analyze the mechanism of cervical spine injury in this loading condition. In rollover crashes, roof-to-ground impacts can generate axial compression of the cervical spine, which can result in paralysis and death. This study was performed to compare injury type and severity between component and full body inverted vertex impact tests with post-mortem human surrogates (PMHS); a secondary aim was to determine how changes in vertebral kinematics resulted in changes in hear reaction loads. Five PMHS were suspended in an inverted seated position and then dropped from two heights to achieve 2 m/s (one subjects once and another twice) and 4.4 m/s (all subjects) at impact. The subjects were dropped on a padded five-axis load cell to record the reaction force from impact. Each PMHS was instrumented with three blocks (each containing three accelerometers and three angular rate sensors) rigidly mounted along the upper thoracic spine and on the head. Injuries were determined using both CT scans and dissection following testing. Vertical force traces from the load cell reflect a similar two peak shape seen in previous full-body and component tests. High-speed (1000 Hz) X-ray video analysis shows the neck retains in its initial orientation but becomes increasingly compressed during the loading portion of the first peak. At the first peak, the cervical spine begins to curve, putting the cervical spine into extension, with the center of curvature around C3 or C4, and continues into bending during the unloading of the first peak. The head then translates forward and the neck moves into flexion during the second peak. Each PMHS achieved a flexion injury in the upper thoracic spine or the lower cervical spine during the testing, which occurred during the second peak of the force trace, contradicting previous theories that injury occurs at the first peak, where maximum force occurs. These tests suggest that the direction of torso loading, impact velocity, and boundary conditions at the ends of the cervical spine all affect the kinematics during impact as well as the resulting injuries, and should all be taken into account when determining appropriate injury criteria and developing biofidelic ATDs to predict injuries in crash tests. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash victim simulation KW - Dummies KW - Impact tests KW - Kinematics KW - Rollover crashes KW - Spinal column UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359324 ER - TY - CONF AN - 01569016 AU - Takahashi, Tomoshi AU - Fukushima, Satoshi AU - Kitagawa, Yuichi AU - Yasuki, Tsuyoshi AU - National Highway Traffic Safety Administration TI - Injury Simulation of Rear Seat Child Occupant in Offset Deformable Barrier Frontal Impact PY - 2015 SP - 9p AB - From 2016, Euro New Car Assessment Programme (NCAP) plans to assess child occupant protection performance with Q6 and Q10 dummies in a 64 km/h offset deformable barrier (ODB) frontal impact test. This paper describes research simulating this frontal impact test using a ten-year old (10YO) version of the Total Human Model for Safety (THUMS) and a finite element (FE) model of the Q10 dummy. The changes in impact kinematics and injury values of the 10YO THUMS model were compared with the Q10 dummy under various load limiter (L/L) values ranging from 2 to 5 kN, and the differences between the two were examined. Differences in the kinematics between the two mostly appeared during the second half of the test. As a result, the displacement of the head and chest of the Q10 dummy was smaller than that of the 10YO THUMS model. This result was probably because the thoracic plate of the Q10 dummy hindered the flexion of the thoracic spine. In addition, the chest upper deflection of the Q10 dummy resulted in higher injury values. This result was assumed to be because the shoulder belt was positioned close to the chest upper deflection gauge. In addition, the change in the chest upper deflection of the Q10 dummy was greater than that of the 10YO THUMS model, with a sensitivity of approximately four times as large. This result was due to the high force transmission ratio from the clavicle to the sternum. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash injuries KW - Finite element method KW - Head KW - Impact tests KW - Occupant protection devices KW - Shoulder harnesses KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359322 ER - TY - CONF AN - 01568667 AU - Kim, Taewung AU - Park, Gwansik AU - Montesinos, Salvador AU - Subit, Damien AU - Bolton, James AU - Overby, Brian AU - Forman, Jason AU - Crandall, Jeff AU - Kim, Hyungjoo AU - National Highway Traffic Safety Administration TI - Abdominal Characterization Test Under Lap Belt Loading PY - 2015 SP - 14p AB - The phenomenon of submarining is of major interest in the design and optimization of restraint systems. A biofidelic finite element human body model can be more useful for investigating this phenomenon than the existing dummy. For the validation of finite element human body models, belt pull tests were performed to characterize thoracic and abdominal regions of the PMHS, and the 50%tile male Hybrid III dummy was tested for comparison with the PMHS. The spines of subjects were rigidly mounted to a test fixture through a mounting system to minimize the influence of the spinal motion during the test. The pelvis of the subjects were positioned close to the normal driving posture, but the torso angle was more reclined than the average driving posture due to the difficulty of adjusting the torso angle during the mounting process. This torso angle led to the belt being positioned more rearward with respect to anterior superior iliac spine (ASIS) in the longitudinal direction. The subjects were loaded under lap belt only configurations with two levels of load limits, 1 kN and 3 kN. The lap belt was positioned in various vertical offsets with respect to ASIS and belt angles. The vertical offset of the belt from ASIS was determined based on volunteer test data. Belt pulling distance, belt cable force, spine reaction force, and belt kinematics were documented for the human body model validation. During the lap belt tests, both belt sliding over the pelvis and belt staying in front of the pelvis were observed, and a large amount of abdominal compression was observed during the submarining cases. After finishing the test series, autopsies were performed on the PMHS, and both PMHS showed no injuries in the abdominal region. One of the PMHS also showed a pelvic fracture at the iliac crest, but the PMHS had a pre-existing healed pelvic fracture at the same location. It was believed that this pre-existing fracture had not healed completely prior to death. Note that its ASIS region was intact so it should not have affected the occurrence of the submarining-like belt kinematics. Although only two PMHS were tested, the biomechanical responses collected through the belt pull test can be used to validate the computational human body model for further investigation on the submarining phenomenon. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Anthropometry KW - Crash injuries KW - Dummies KW - Finite element method KW - Occupant kinetics KW - Restraint systems KW - Seat belts UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358739 ER - TY - CONF AN - 01568368 AU - Fredriksson, Rikard AU - Ranjbar, Arian AU - Rosén, Erik AU - National Highway Traffic Safety Administration TI - Integrated Bicyclist Protection Systems - Potential of Head Injury Reduction Combining Passive and Active Protection Systems PY - 2015 SP - 12p AB - In recent years both pedestrian passive and active safety systems, such as pedestrian bonnets/airbags and autonomous braking, have emerged on the market and are estimated to be effective to reduce injury of vulnerable road users in car crashes. A natural next step is to develop similar protection systems for bicyclists. The aim of this study was to investigate the potential bicyclist head injury reduction from passive and active protection systems compared to an integrated system. The German In-Depth Accident Study (GIDAS) database was queried from 1999 to 2014 for severely (AIS3+) head injured bicyclists when struck by passenger car fronts. This resulted in 34 cases where information was sufficient for both the pre-crash and the in-crash part of the event. The default passive protection system was designed to mitigate head injuries caused by the bonnet area, A-pillars, and the lower windscreen (instrument panel) area (deployable hood and windshield airbag). To estimate the hood and airbag performance risk reduction functions were used based on experimental tests with and without the systems. The active protection system was an autonomous braking system, which was activated one second prior to impact if the bicyclist was visible to a forward-looking sensor. Maximum speed reduction was estimated using road condition information in each case. The integrated system was a direct combination of the passive and active protection systems. Case by case the effect from each of the active, passive and integrated systems was estimated. For the integrated system, the influence of the active system on the passive system performance was explicitly modelled in each case. A sensitivity analysis was performed varying the coverage area of the passive protection system and the activation criteria of the active system. The integrated system resulted in 29%-62% higher effectiveness than the best single system of active respectively passive protection system in reducing the number of bicyclists sustaining severe (AIS3+) head injuries. These values were statistically tested and found to be significant. The study is based on representative data from Germany, but may not be representative to countries with a different car fleet or infrastructure. This study indicates that integrated systems of passive and active vulnerable road user countermeasures offer a significantly increased potential for head injury reduction compared to either of the two systems alone. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Active safety systems KW - Air bags KW - Crash injuries KW - Cyclists KW - Germany KW - Head KW - Vehicle safety KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357837 ER - TY - CONF AN - 01568352 AU - Subit, Damien AU - Sandoz, Baptiste AU - Choisne, Julie AU - Amabile, Célia AU - Vergari, Claudio AU - Skalli, Wafa AU - Laporte, Sebastien AU - National Highway Traffic Safety Administration TI - Rib Length Variation with Age and Sex - Measurements from High-Resolution Low-Radiation X-Ray Images of Volunteer Subjects PY - 2015 SP - 7p AB - Human surrogates such as anthropomorphic test devices and computational models are common tools used by the automotive industry to characterize injury mechanisms and design countermeasures. The surrogates currently available were designed to be representative of certain sex and percentile of the population, such as the 5th- and 50th-percentile females, and the 50th- and 95th-percentile males. Great improvements were achieved in crash protection thanks to these models, but there is a need for more refined models that take into account a greater variation of the human diversity, such as the geometric variation due to aging. Therefore, the objective of this study was to determine how the length of ribs varies with age and sex. A total of 103 asymptomatic volunteer subjects aged 0 to 84 years old were included in the study. First, each volunteer was imaged either with a standard clinical CT-scan, or in a standing position with the EOS imaging system, a low-radiation X-ray system that acquired one frontal and one sagittal high resolution images of the ribcage. Second, a custom-made software toolbox was used to create a subject-specific geometrical three-dimensional (3D) model of each subject bony ribcage by registration of a statistical parametric ribcage model. Third, the rib length and mean thoracic index were extracted from the 3D ribcage models. The two main results were that the thoracic index (depth to width ratio of the thorax) was found to be fairly age-independent, and that the ribs length increased linearly with age between 0 and 20 years old before reaching a plateau. The growth rate of the ribs increased between each rib level from rib 1 (4 mm/year) to rib 10 (10.5 mm/year). This indicates a change in the size and shape of the ribcage during growth. The study provides a quantitative characterization of age and sex-induced variation in the ribcage geometry, based on asymptomatic adult volunteer data. This study addresses the need for the geometric data required to build a set of computational models that represent male and female subjects of various age. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Countermeasures KW - Crash data KW - Crash injuries KW - Dummies KW - Gender KW - Injury severity KW - Ribs UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358641 ER - TY - CONF AN - 01568351 AU - Koike, Asao AU - Okami, Yoshiaki AU - Miyamae, Atsushi AU - Yamamoto, Ryota AU - de Coo, Peter AU - van Montfort, Sjef AU - National Highway Traffic Safety Administration TI - Estimation of Front Underrun Protector Effectiveness in Terms of Fatalities Reduction PY - 2015 SP - 9p AB - Frontal collisions between cars and trucks lead to high fatality rate of the car driver. Therefore the Japanese road administration established a directive, conformity to ECE-R.93 (2000/40/EC), compulsory since September 1st, 2011. As known, this directive describes a ‘rigid’ Front Underrun Protection (FUP) device installed on a truck. New developments are in the direction of energy absorbing devices in order to manage more severe impacts between both vehicles. The question is how to estimate the effectiveness of these devices. Using a virtual car fleet, the effect of different FUP devices installed on or integrated with a truck front end can be estimated by simulation, in terms of injury severity and crash severity. The relationship between both makes it possible to estimate injury severity via crash severity. By transferring injury severity to AIS scale and fatality rate, a coupling can be made with real accidents and their effects on injuries. The other subject is to indicate the car severity by replacing a specific car fleet to a general device, in order to simplify the evaluation. The paper shows the steps from the simulations, to the analyses and simplifications, transfer to AIS scale and mapping on the real accident database, to predict the reduction of fatalities by using different types of energy absorbing FUPs (e.a.FUP). In order to represent the car fleet, the Moving Progressive Deformable Barrier (MPDB) was selected. The MPDB was modelled to collide to a truck with an e.a.FUP. By this method, number of fatalities, or fatality reduction rate of the car for a certain e.a.FUP was estimated from the MPDB crash severity. The processes in this study are based on simulations and accident investigation and analysis. The vehicle models used in the simulations are mainly validated on NCAP frontal impact tests. Some cars were validated at higher speeds, up to 90 km/h. In this paper the prediction of injury levels is only based on the HIC to show the concept/principle of the method, but the method can be extended with other injury parameters. The method described in this paper uses the Acceleration Severity Index (ASI) of a car-to-truck frontal collision in order to determine the probability of injury and fatalities. It uses AIS scaling and mapping on a matrix of relevant car to truck accidents. This simplified method can be applied to predict the e.a.FUP effectiveness in terms of injury reduction, and especially the fatality reduction. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Acceleration severity index KW - Crash investigation KW - Crash severity KW - Fatalities KW - Frontal crashes KW - Impact tests KW - Injury severity KW - Japan KW - New Car Assessment Program KW - Occupant protection devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358348 ER - TY - CONF AN - 01568332 AU - Vertal, Peter AU - Kledus, Robert AU - Steffan, Hermann AU - National Highway Traffic Safety Administration TI - Evaluation of the Effectiveness of Volvo‘s Pedestrian Detection System Based on Selected Real-Life Fatal Pedestrian Accidents PY - 2015 SP - 8p AB - The objective of this work is to test freely available system for active pedestrian protection. Tests are based on real fatal accidents that happened in the past with passenger cars that were not equipped with active safety systems. Tests have been conducted in order to evaluate what the real benefit of the active safety system is, and not to gain only a methodological prediction. The testing procedure was the first independent testing in the world which was based on real fatal pedestrian accidents. The aim of the tests is to evaluate the effectiveness of Volvo pedestrian detection system. An in-depth accident database contains about 300 fatal pedestrian traffic accidents in urban areas. Eighteen cases of pedestrians hit by the front end of the passenger vehicle were extracted from this database. Cases covering an average traffic scenario have been reconstructed to obtain detailed model situations for testing. Simulations of accidents have been made in PC Crash 10.0 using a multibody object and a mesh model of vehicles. Active safety testing scenario was built on the basis of reconstructed accidents with Volvo V40 cc and a new dummy simulating a pedestrian. Before the tests the dummy was evaluated in anechoic room to gain required radar reflection properties which would be the same as those of a human body. The movement of the dummy was driven by the autonomous ultraflat overrunable robot (UFO) for experimental advanced driver assistance systems (ADAS) testing and synchronized with Volvo motion by global positioning system (D-GPS) with high accuracy of motion. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash reconstruction KW - Detection and identification systems KW - Driver support systems KW - Fatalities KW - Pedestrian-vehicle crashes KW - Urban areas KW - Volvo automobile UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358455 ER - TY - CONF AN - 01568331 AU - Seiniger, Patrick AU - Hellmann, Adrian AU - Bartels, Oliver AU - Wisch, Marcus AU - Gail, Jost AU - National Highway Traffic Safety Administration TI - Test Procedures and Results for Pedestrian AEB Systems PY - 2015 SP - 11p AB - Euro New Car Assessment Programme (NCAP) will start to test pedestrian Automatic Emergency Braking Systems (AEB) from 2016 on. Test procedures for these tests had been developed by and discussed between the AsPeCSS project and other initiatives (e.g. the AEB group with Thatcham Research from the United Kingdom). This paper gives an overview on the development process from the AsPeCSS side, summarizes the current test and assessment procedures as of March 2015 and shows test and assessment results of five cars that had been tested by BASt for AsPeCSS and the respective manufacturer. The test and assessment methodology seems appropriate to rate the performance of different vehicles. The best test result - still one year ahead of the test implementation - is around 80%, while the worst rating result is around 10%. Other vehicles are between these boundaries. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash avoidance systems KW - New Car Assessment Program KW - Pedestrian-vehicle crashes KW - Rear end crashes KW - Test procedures KW - Traffic safety KW - United Kingdom UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357859 ER - TY - CONF AN - 01568326 AU - Lesire, Philippe AU - Léopold, Franck AU - Chauvel, Cyril AU - Hervé, Véronique AU - Cuny, Sophie AU - National Highway Traffic Safety Administration TI - Implication of Children in Road Accidents in France in 2011 PY - 2015 SP - 15p AB - This study intends to present the analysis of all road accidents that occurred in France during the year 2011 in which children (0-13y incl.) have been involved. Based on the data collected and coded in the French safety project (VOIESUR) accidents with children have been analysed by experts. Then, these data have been weighted to be representative of the French situation. The paper proposes an analysis of the accident data for 5 categories of road users that are light vehicle occupants, pedestrians, cyclists, motorbike passengers and buses and coaches’ occupants. A distribution of the different parameters of the accident and its outcomes such as the children’s injury severity is available per different road user categories. The repartition of children across the previously described user categories shows that the most common accident for children is being light vehicle occupants (64%), then cyclists (17%) and finally pedestrians (15%). Buses and PTW occupants are representing a very small proportion (approximately 2% each). On the 101 fatally injured children, the repartition is different and as follow: 61% are light vehicle occupants, 11% are cyclists and 26% are pedestrians. No power two wheels (PTW) passengers or coach and bus occupants have been fatally injured in 2011 in France. The remaining 2% are not belonging to any of these categories of road users. For each category, a comparison of accident data between fatal cases and the others is proposed ending in a list of some remarkable differences. Countermeasures for fatal accidents are also proposed in each respective category. For light vehicle occupants, the analysis of usual data such as infrastructure and journeys have been completed by a sociological profile of children’s drivers and specific psychological items such as alcohol and drug consumption, atmosphere in the vehicle. Concerning children involved in cars, the sample size for children in cars is 654 that once weighted to make it representative of reality correspond to 17748 children including 62 that were killed. Evidence of a restraint system used by children has been coded for 69% of children, but in only 44% of the cases, the restraint system was appropriate and correctly used. For children in the other road user categories, the analysis is a little bit more limited but it includes the age distribution, infrastructure and journeys data, the responsibility of involved parts (including children). The presence of protection device such as helmets: it is about 8% for cyclists and about 82% for PTW passengers. For pedestrian children they sustained their accident while they were using a crosswalk in only 5% of the cases, and in 50% of the cases they were running across the road. This paper opens the field of considering all children involved in a road traffic accident in a national safety study, not focusing only on fatal cases and not limited to the situation of children in cars. Even if some limitations due to the use of weighting factors exist, it gives a comprehensive picture of the situation in France. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Children KW - Crash data KW - Crash injuries KW - Fatalities KW - France KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358011 ER - TY - CONF AN - 01568323 AU - Isaksson-Hellman, Irene AU - Lindman, Magdalena AU - National Highway Traffic Safety Administration TI - Real-World Performance of City Safety Based on Swedish Insurance Data PY - 2015 SP - 8p AB - The number of passenger cars equipped with Auto Brake functionalities in traffic is increasing rapidly. Following this, the opportunity to study real world performance of these systems is growing. The low-speed Auto Brake system City Safety, launched in 2008 and a standard feature on all recent Volvo Cars’ models, is a technology designed to help the driver mitigate and in certain situations avoid rear-end collisions at low speed by automatically braking the vehicle. Previous analysis of the City Safety technology showed promising results in terms of reducing real world crashes. In this study, further evaluation of City Safety was performed based on insurance claims data. Using a unique dataset containing all new Volvo cars in traffic in Sweden from 2010 to 2014, including the possibility to control for other advanced driver assistance systems such as adaptive cruise control (ACC), forward collision warning (FCW) and Auto Brake functionalities, the rate of rear-end frontal collisions per insured vehicle years was studied. First, car models with and without City Safety were compared. Second, the same car model with and without City Safety was compared, thereby controlling for specific characteristics in different models. Finally, the second generation of City Safety, that operates at speeds up to 50 km/h, was compared to the first generation (<30 km/h). Results showed that the overall claim frequency of rear-end frontal collisions was 28% lower for City Safety equipped models than for other Volvo models without the system. The result of the comparison between the same models was similar while no significant collision avoidance effect of the upgraded system to speeds up to 50 km/h was found. The expected crash mitigating effect of City Safety can be added to these results, providing a further potential to be explored in future real world follow-up studies. This study confirms previous encouraging results of the crash reducing effect of the City Safety functionality. The findings of Auto Brake safety performance in real world traffic, shows the relevance of this type of vehicle systems for increased traffic safety and emphasizes the importance of the introduction of such systems on the market. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Autonomous intelligent cruise control KW - City Safety KW - Crash avoidance systems KW - Driver support systems KW - Insurance claims KW - Traffic safety KW - Vehicle performance UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358630 ER - TY - CONF AN - 01568314 AU - Prasad, Priya AU - Dalmotas, Dainius AU - German, Alan AU - National Highway Traffic Safety Administration TI - The Incidence and Severity of Small Overlap Frontal Crashes in NASS-CDS PY - 2015 SP - 12p AB - The Insurance Institute for Highway Safety (IIHS) has recently introduced a small overlap frontal crash test in its frontal rating scheme. Another small overlap frontal crash test is under development by the National Highway Traffic Safety Administration (NHTSA). Whereas the IIHS test is conducted against a fixed rigid barrier, the NHTSA test is conducted with a moving deformable barrier that overlaps 35% of the vehicle being tested and the angle between the longitudinal axis of the barrier and the longitudinal axis of the test vehicle is 15 degrees. The field relevance of the IIHS test and the NHTSA test has been the subject of papers by Prasad et al. (2014a,b). The current study is aimed at examining the combined relevance of the two tests as representing frontal corner impacts involving small overlap. The field relevance is indicated by the frequency of occurrence of real world crashes that are simulated by the test conditions, the proportion of serious-to-fatal real world injuries explained by the test conditions, and rates of serious injury to the head, chest and other body regions in the real world crashes resembling the test condition. The database examined for real world crashes is the National Automotive Sampling System- Crashworthiness Data System (NASS-CDS). The frontal corner impacts as represented by the 25% Small overlap frontal and the NHTSA tests together address slightly less than 9% of all frontal crashes and 6% to 12% of all Maximum Abbreviated Injury Scale (MAIS3+F) injuries to the drivers in these crashes. The IIHS test has a somewhat higher contribution in both the incidence and severity. The two crash modes together address 4.6% to 8.2% of all MAIS3+F head injuries. Similarly, the proportion of all frontal MAIS3+F chest injuries addressed by the two crash modes or corner tests is estimated to be 6% to 10.6%. The available data for the passenger involved in driver-side frontal corner crashes indicate that elderly female occupants predominantly experience serious head and chest injuries. All, except one, injured passengers were females. The average age of injured females who had chest injuries was slightly over 65 years. Injury rates of the head and the chest are substantially lowered in far-side than in near-side frontal impacts. Crash test ATD rotational responses of the head in the tests substantially over predict the real world risk of serious-to-fatal brain injuries. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Females KW - Frontal crashes KW - Head KW - Impact tests KW - Injury severity KW - Insurance Institute for Highway Safety KW - National Automotive Sampling System - Crashworthiness Data System KW - Thorax KW - Traumatic brain injuries KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358326 ER - TY - CONF AN - 01568312 AU - Othman, Sarbaz AU - Carroll, Joseph AU - National Highway Traffic Safety Administration TI - A New Strategy to Enhance Traffic Safety in Developing Countries PY - 2015 SP - 7p AB - The rapid expansion of motor vehicle use in developing countries resulted in a sharp rise in road traffic related deaths and injuries. The UN General Assembly recognized road deaths and injuries as a global epidemic since 2003. More than 90% of the 1.2 million people who die each year in traffic related crashes are from the developing countries in which more than 51% are vulnerable road users. The Kurdistan region in Iraq has been chosen for this study where the number of registered vehicles has increased exponentially in the last decade, and the official number of fatalities in 2013 was 1,114. This number, however, is highly under-reported; the actual figure of fatalities is estimated to be 100% more than the reported number according to World Health Organization. Pedestrians in the region are not separated from vehicles even on high speed roads, in front of schools, bus stops, parks and commercial areas. In addition, driving education and risk assessment is poor among drivers. A pre-study showed that only 5% of the current drivers in the largest city in Kurdistan, Erbil, know how to use a roundabout. Moreover, 0%, 1% and 12% could read and were knowledgeable about the signs of “One-way”, ”Give-Away” and“ No-Entrance” respectively. The driving test and training systems are inadequate and in consistent in the cities of Kurdistan. The test are performed in an isolated and controlled environment separate and far away from the everyday traffic. Moreover, the road network is non-standard and is lacking alignment and signs. This study evaluates current traffic safety conditions in Kurdistan, and then proposes a new strategy to change the current driving license test system to a more realistic and educational test that is fair and promotes safe traffic flow. The new approach, in this study, is based on a new standard driving test and training system based on the 4 E’s model which stands for: Engineering, Education, Enforcement, and Encouragement. The new proposed tests will be conducted on a limited, predefined, standardized and heavily monitored route within existing traffic environment. This new testing system will focus on educating large groups of university students how to operate their vehicles more efficiently and safely. Moreover, the route within the existing road infrastructure that will be upgraded to standard and heavily monitored also allows licensed drivers, optionally or through an enforcement program, to retrain and experience driving on standard routes gradually leading to an improvement in drivers’ awareness. The standard route can also be used as a model and starting point to successively standardize the current road network and when constructing new roads U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Developing countries KW - Driver education KW - Driver licenses KW - Driving tests KW - Fatalities KW - Iraq KW - Risk assessment KW - Traffic safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357839 ER - TY - CONF AN - 01568302 AU - Ida, Hitoshi AU - Aoki, Masashi AU - Asaoka, Michihisa AU - Ohtani, Kiyonobu AU - National Highway Traffic Safety Administration TI - A Study of Gas Flow Behavior in Airbag Deployment Simulation PY - 2015 SP - 8p AB - Airbag deployment simulation has been utilized as an important technique to predict the occupant protection performance in the development and design stages. One of the key elements of airbag deployment behavior is the gas flow behavior of jets from inflator. In this study, in order to understand the gas flow behavior of disk type inflator for driver side airbag, visualization experiments were conducted using the schlieren method. The gas flow from the inflator with a retainer has been found to have a strong directivity. Then, the gas flow simulation was conducted with a general purpose finite element program, LS-DYNA, it was possible to obtain a good reproducibility. For reproduction, it was found that jet direction and cone angle of gas diffusion were essential elements. Furthermore, comparison between simulation and experiments were conducted for deployment behavior of driver side airbag, the effect of gas flow on deployment behavior was analyzed. It was found from the results that the reproduction of gas flow from inflator was a major factor for reproduction on deployment behavior of driver side airbag. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Finite element method KW - LS-DYNA (Computer program) KW - Occupant protection devices KW - Simulation KW - Vehicle design KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358339 ER - TY - CONF AN - 01568290 AU - Un-chin, Park AU - Ganz, Florian AU - Ha-jong, Song AU - Sankar, Sudar AU - Hyun-chul, Kim AU - Wohlfahrt, Mario AU - National Highway Traffic Safety Administration TI - The Force Measurement of Primary Parts in Frontal Vehicle Crash Test - by Strain Gauge Calibration - PY - 2015 SP - 7p AB - In this research, the new calibration component test methodology and converted forces from strain gauge will be proposed about measuring real time force of frontal New Car Assessment Programme (NCAP) crash powertrain mounting and structure like front side member. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Force KW - Frontal crashes KW - Impact tests KW - Measurement KW - Motor vehicle dynamics KW - National Car Assessment Program KW - Strain gages KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358340 ER - TY - CONF AN - 01568281 AU - Zellner, John W AU - Van Auken, R Michael AU - Silberling, Jordan Y AU - Kelly, Joseph AU - Hagoski, Brad K AU - Sugimoto, Yoichi AU - Urai, Yoshihiro AU - National Highway Traffic Safety Administration TI - Evaluation of a Pre-Production Head-on Crash Avoidance Assist System using an Extended “Safety Impact Methodology” (SIM) PY - 2015 SP - 14p AB - Objective: This paper describes the results of the Honda-DRI ACAT-II program initiated by the National Highway Traffic Safety Administration (NHTSA) to develop test and evaluation procedures and methods to assess the safety benefits and effectiveness of advanced driver assistance technologies. The objectives of the ACAT-II program were further development of a formalized Safety Impact Methodology (SIM) for estimating the capability of advanced technology applications installed in vehicles to address specific types of motor vehicle crashes, and to evaluate driver acceptance of the technologies. Methods: This particular ACAT study extended earlier work by Honda and DRI in the NHTSA ACAT-I program by extending the SIM so as to be able to analyze head-on crashes more completely, and by using the extended SIM to evaluate of a pre-production version of a Honda Head-on Crash Avoidance Assist System (HCAAS). More than 25 substantial SIM extensions and refinements were implemented, including: updated and extended FARS and NASS database extractions; improving the accident reconstruction process for NASS/CDS cases and developing a new special purpose reconstruction algorithm applicable to head-on cases with low lateral acceleration “drifts;” extending the driver-vehicle-ACAT-environment simulation to include a postconflict recovery phase; and further automating the overall safety benefits evaluation steps. The extended SIM and results from objective tests were used to evaluate the safety impact of Honda’s pre-production H-CAAS based on a large number of simulations of a sample of reconstructed real-world head-on crashes. Results: The effectiveness of the H-CAAS in reducing the number of two-vehicle “Same Trafficway, Opposite Direction” crashes (including non-H-CAAS technology relevant crashes) and fatalities if the H-CAAS were installed on one of the crash involved vehicles were estimated to be a 2.6% reduction in these types of crashes and a corresponding 11.3% reduction in fatalities based on simulation results. The overall benefits of the HCAAS, in terms of reduction in number of crashes and fatalities, when projected to the annual US level were estimated to be a 2,966 reduction in the number of US crashes and a corresponding reduction of 450 US fatalities per year. The results are based on various assumptions, approximations, and limitations that are summarized herein and further documented in the supporting references, such as the representativeness and accuracy of the supporting data and reconstructed accident pre-crash scenarios. Conclusions: Overall, this ACAT-II program was successful in extending and demonstrating a methodology that can be used to estimate the effectiveness and safety benefits and driver acceptance of frontal crash avoidance and mitigation countermeasures. The methods used are directly relevant to the test and evaluation procedures to assess the safety benefits and effectiveness of advanced driver assistance technologies. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Acceptance KW - Active safety systems KW - Crash avoidance systems KW - Driver support systems KW - Drivers KW - Frontal crashes KW - Safety Impact Methodology KW - Technological innovations KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358482 ER - TY - CONF AN - 01568278 AU - Saunders, James AU - Parent, Dan AU - Ames, Eva AU - National Highway Traffic Safety Administration TI - NHTSA Oblique Crash Test Results: Vehicle Performance and Occupant Injury Risk Assessment in Vehicles with Small Overlap Countermeasures PY - 2015 SP - 23p AB - The National Highway Traffic Safety Administration (NHTSA) has been developing a research test protocol representative of real-world injury potential in frontal offset oblique impacts. This paper will address the vehicle and occupant responses from the latest research test series. In this series, the Oblique Moving Deformable Barrier (OMDB) impacted stationery vehicles in both left and right side impacts. Vehicles were selected only if their performance in the Insurance Institute for Highway Safety (IIHS) Small Overlap (SOI) test condition earned a “Good” or “Acceptable” rating and had side curtain air bags meeting the requirements of Federal Motor Vehicle Safety Standard (FMVSS) No. 226, Ejection Mitigation. The vehicle responses studied included total velocity change (delta-V, DV), interior intrusion and steering wheel displacement, and the occupant responses studied included Brain Injury Criterion (BrIC), Multipoint Thoracic Injury Criterion, and Ankle Moment. Generally, delta-V (DV) in the X-direction decreased as the weight of the vehicle increased in both left and right side impacts, and the interior intrusion increased toward the center of the vehicle for both impact directions as well. A significant correlation between lap belt loads and vehicle mass was not found, but there was a general decreasing trend of peak lap belt loads with increase in vehicle mass. Occupant kinematics were generally mirror images for left and right side impacts, with the occupant’s head moving forward and toward the direction of impact. The near-side occupants’ heads moved toward the gap between the frontal and side curtain air bags, while the far-side occupants’ heads rotated off of the frontal air bag and impacted the center instrument panel. The Honda Accord showed the greatest difference between left and right side impact vehicle response. The highest probability of injury for both near- and far-side occupants was predicted to occur in the head, chest, and ankle, agreeing with the findings from previous real-world oblique crash injury analysis. The test mode predicted a high risk of ankle injury, primarily due to ankle inversion and/or eversion. Left and right side impacts resulted in similar magnitudes of vehicle response, but occupant responses differed enough that it may be important to consider both left and right side oblique impacts in restraint system design. The interior intrusions on the toe pan increased towards vehicle center, and toe pan point TP3 consistently showed the highest intrusion measurement. Vehicle deformation from left and right side impacts can differ due to the stack up of non-symmetrical vehicle component layouts. The latest NHTSA Oblique test series involving vehicles with a “Good” or “Acceptable” rating in the IIHS SOI test condition and with side curtain air bags meeting the requirements of FMVSS No. 226 suggest that additional countermeasures may reduce injury risk in this test mode. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Impact tests KW - Seat belts KW - Side crashes KW - U.S. National Highway Traffic Safety Administration KW - Vehicle occupants KW - Vehicle performance UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358323 ER - TY - CONF AN - 01568272 AU - Park, Chung-Kyu AU - Kan, Cing-Dao Steve AU - National Highway Traffic Safety Administration TI - Objective Evaluation Method of Vehicle Crash Pulse Severity in Frontal New Car Assessment Program (NCAP) Tests PY - 2015 SP - 10p AB - In this study, the available metrics for evaluating the crash pulse severity are reviewed and their accessibility is evaluated by using the frontal New Car Assessment Program (NCAP) test data. The linear regression analysis and sled test simulations are conducted. The new approach is proposed to evaluate the full vehicle crash performance by quantifying the crash pulse severity and restraint system performance separately and objectively. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash severity KW - Impact tests KW - Linear regression analysis KW - New Car Assessment Program KW - Occupant protection devices KW - Restraint systems KW - Vehicle occupants KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358346 ER - TY - CONF AN - 01568261 AU - Adolph, Thorsten AU - Ott, Julian AU - Eickhoff, Burkhard AU - Johannsen, Heiko AU - National Highway Traffic Safety Administration TI - What is the Benefit of the Frontal Mobile Barrier Test Procedure? PY - 2015 SP - 11p AB - Frontal impact is still the most relevant impact direction in terms of injury causation amongst car occupants. Especially for car-to-car frontal impacts the mass ratio between the involved vehicles has a significant impact on the injury risk (the heavier the opponent car the higher the injury risk). In order to address this issue frontal Mobile Deformable Barrier test procedures have been developed world-wide (for example the MPDB procedure that was fully described during the FIMCAR Project). The objective of this study was to investigate how vehicles of different weight classes perform in a mobile barrier test procedure compared to a fixed barrier test procedure (the full width rigid and offset deformable barrier test). Beyond that, the influence of vehicle mass and vehicle deformation on injuries was evaluated based on real world accident data. Five vehicle types were selected and tested in a fixed offset test procedure (ODB), a full width rigid barrier test procedure (FWRB) and a mobile offset test procedure (MPDB). For the accident analyses data from the German In-Depth Accident Study (GIDAS) was evaluated with a focus on MAIS 2+ injured belted front row car (UN-R 94 compliant cars) occupants in frontal impact accidents. Test data indicates higher dummy loadings, in particular for the head acceleration and chest acceleration, in the MPDB test for the vehicles with a mass lighter than the trolley (1,500 kg) compared to the FWRB test. The trend of increased vehicle stiffness (especially illustrated by tests with the MPDB and small cars) shows the need of a further improvement of passive restraint systems to reduce the occupant loading and with it the injury risk. The analyzed GIDAS data confirm the higher injury risk for occupants in cars with an accident weight of less than 1,500 kg compared to those with a crash weight above 1,500 kg in car-to-car and car-to-object or car-toHGV, respectively. Furthermore the injury risk increases with decreasing mass ratio (i.e., the opponent car is heavier) in car-to-car accidents. Independent from the higher injury risk, the risk for passenger compartment intrusion in frontal impact appears not to be independent on the crash weight of the car. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injury research KW - Frontal crashes KW - German In-Depth Accident Study KW - Head KW - Maximum Abbreviated Injury Scale KW - Passive restraint systems KW - Thorax KW - Vehicle occupants KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358330 ER - TY - CONF AN - 01568260 AU - Johnson, Taylor T AU - Gannamaraju, Raghunath AU - Fischmeister, Sebastian AU - National Highway Traffic Safety Administration TI - A Survey of Electrical and Electronic (E/E) Notifications for Motor Vehicles PY - 2015 SP - 15p AB - Performance measures are essential for managing transportation systems and demonstrating agency accountability. Probe vehicles are an effective means for gathering vast amounts of information about highway networks. This paper presents a scalable methodology for analyzing arterial travel times that considers both the central tendency and the reliability of the travel time. A pilot analysis was carried out for 28 arterials with a total of 341 signalized intersections across Indiana. Starting from individual minute-by-minute speed records, the data were converted into travel times and aggregated into time series cohorts that correspond to typical traffic signal time-of-day periods. The data were normalized for the ideal travel time (based on the speed limits on each route) to account for individual route lengths and speeds. The data were compiled for all Wednesdays from January through July 2014 for investigation of arterial characteristics. The results show that a greater density of traffic signals on a route loosely corresponds to higher average travel times and less reliability. A composite index incorporating both the average values and reliability characteristics of travel time is developed and is used to rank the arterials by performance. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Canada KW - Driver support systems KW - Europe KW - Highway safety KW - Intelligent vehicles KW - Motorist aid systems KW - United States KW - Vehicle electronics KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358353 ER - TY - CONF AN - 01568242 AU - Hartlieb, Markus AU - Mayer, Christian AU - Richert, Julien AU - Öztürk, Abdulkadir AU - Mayer, Florian AU - Pal, Satyajit AU - Chitteti, Ravikiran AU - National Highway Traffic Safety Administration TI - Implementation of New Rib Material Models to a FE - Human Body Model for Evaluation of the PRE-SAFE Impulse Side Restraint System for Side Impact Protection PY - 2015 SP - 10p AB - "Integrated“, "Smart“ and "Individual“ are new characteristics of future safety systems. Furthermore, side crashes are still dominant in terms of high injury risk for car occupants and are predicted to become even more relevant in future. Earlier studies on pre-conditioning the occupant during pre-crash phase have shown the potential to reduce injury risk in such accident scenarios. To evaluate and optimize such advanced safety systems to provide a high safety level for the occupant, finite element human body models were used. Especially integrated safety systems which interact with the occupant in the pre-crash phase require these new and supplementary evaluation tools. With specific focus on the use case, the thorax and rib material of the FE human body model THUMS-D were modified and validated. Two different rib material properties have been defined for two different age groups, one for the young population and one for the elder population based on quasi static and dynamic 3-point bending test set-up. Furthermore, a damage model for the rib fracture was created and implemented to the THUMS-D model. The validation process of the complete thorax followed pendulum impact standards set by GESAC 2005 and ISO/TR 9790:1999. Finally the PRE-SAFE® Impulse Side system was evaluated and optimized applying this upgraded THUMS-D model in FE car crash environment. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injury research KW - Crash risk forecasting KW - Dummies KW - Finite element method KW - Restraint systems KW - Ribs KW - Side crashes KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358643 ER - TY - CONF AN - 01568232 AU - Whyte, Thomas AU - Gibson, Tom AU - Brown, Julie AU - Milthorpe, Bruce AU - Eager, David AU - National Highway Traffic Safety Administration TI - Mechanisms of Head and Neck Injuries Sustained by Helmeted Motorcyclists in NSW, Australia PY - 2015 SP - 9p AB - The wearing of a standard-approved motorcycle helmet has been the most significant step in reducing fatal and serious injury among motorcyclists worldwide. Mandatory helmet use for motorcyclists is now in place in many parts of the world. Nevertheless, some researchers have observed a high percentage and duration of hospitalisations in helmet-protected motorcyclists with the long-term outcome considerably influenced by head injury severity. The objective of this study was to investigate head and neck injuries sustained by helmeted motorcyclists in real world crashes and define the circumstances which result in injury. Data were collected by in-depth crash investigations of motorcyclist crashes in New South Wales (NSW), Australia. The crash investigations included inspections of the accident scene, the crash involved motorcycle and the helmet. Where possible, detailed helmet examination including helmet disassembly was performed to identify all crash related damage. The type of damage, damage location and damage severity on the helmets were recorded. The major head and neck injury types sustained by these helmeted riders were analysed for crash and helmet damage related factors which influenced the incidence of injury. Due to the recruitment procedures used, participants in this study were biased towards lower severity head injuries. A head injury was sustained in 23.9% of cases but serious (AIS 3+) head injury was sustained in only 2.3%. There was neck injury in 9.1% of cases but no serious (AIS 3+) neck injuries. The main head and neck injury types by frequency were superficial injury (13.6%), “diffuse” type brain injury (13.6%), facial/dental fracture (4.5%) and cervical spine fracture (4.5%). Helmet damage was observed in the majority of cases (86.4%) suggesting successful injury prevention in many instances. A high proportion of observed impact damage was to the front of the helmet (78.5% of cases), particularly the chin bar and visor of full-face helmets. Impact damage associated with a predominantly tangential force onto the head was more common than radially directed force damage. Superficial head injury and facial/dental fractures was significantly more common (p < 0.01) in riders who were wearing open face helmets, where the face and chin are exposed to direct impact, compared to full face protected riders. There were significantly more cervical spine fractures in cases with damage indicative of a radially directed force (p = 0.036) than where damage indicated a tangentially applied force. The circumstances resulting in “diffuse” brain injuries could not be clearly defined by the data in this study due to the small number of riders with this injury. The results highlight potential areas for improving the head and neck protection offered to motorcyclists including extending the required region of coverage, particularly to the face, and through mitigating the effect of tangential impacts on the helmet. Given the high frequency of diffuse intracranial injury even in lower severity head injury cases, assessment of helmet effectiveness should use performance criteria reflecting the mechanisms of this type of injury. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Head KW - Motorcycle crashes KW - Motorcycle helmets KW - Neck KW - On the scene crash investigation KW - Traumatic brain injuries UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358009 ER - TY - CONF AN - 01568229 AU - National Highway Traffic Safety Administration TI - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV): Traffic Safety Through Integrated Technologies PY - 2015 SP - v.p. AB - The proceedings include over 220 papers divided into fifteen technical sessions: (1) Protection of Vulnerable Road Users; (2) Testing and Modeling of Structural Performance in Frontal Crashes; (3) Crash Avoidance #1: Safety Performance and Effectiveness of Driver Assistance Technologies, Test & Evaluation Procedures, Benefits Assessment; (4) Biomechanics #1: Development, Validation and Use of Human Body Models in Assessment of Crash Injury; (5) Testing and Modeling of Structural Performance in Side Impact and Rollover Crashes; (6) Crash Avoidance #2: Challenges for a Safe Human-Machine Interface Design; (7) Biomechanics #2: Advances in Crash Test Dummies, Instrumentation and Data Analysis; (8) Restraint System Design and Performance Challenges: Addressing the Needs of Diverse Populations (Age, Gender, Stature); (9) Crash Avoidance #3: Connected and Automated Vehicles; (10) Advanced Fuels Crash Safety; (11) Consumer Information Approaches to Improve Global Safety; (12) Technologies and Policies of Driver Monitoring; (13) Integrated Safety from Pre-Crash to Crash to Post-Crash; (14) Assessment of New and Improved Field Data Collection, Analysis and Benefits Assessment Methods; (15) CONTINUATION Crash Avoidance #1: Safety Performance and Effectiveness of Driver Assistance Technologies, Test & Evaluation Procedures, Benefits Assessment. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automated vehicle control KW - Conferences KW - Crash avoidance systems KW - Crash data KW - Crash injuries KW - Driver support systems KW - Dummies KW - Frontal crashes KW - Human machine systems KW - Intelligent vehicles KW - Pedestrian-vehicle crashes KW - Restraint systems KW - Rollover crashes KW - Side crashes KW - Vehicle safety KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357624 ER - TY - CONF AN - 01568217 AU - Dux, Ernö AU - Eckstein, Lutz AU - Wolkenstein, Maja AU - Antonio d‘Addetta, Gian AU - Luttenberger, Peter AU - National Highway Traffic Safety Administration TI - A Mobile Deformable Barrier Test for the Front Crash Assessment of Future Urban Microcars PY - 2015 SP - 11p AB - A rising share of electric microcars (with mass well below 800kg) is predicted for the future urban vehicle fleet. Therefore the relevance of safety hazards due to mass incompatibility in case of front crashes will increase significantly. The front crash test according to ECE regulation no.94 initially defined for M class vehicles does not allow to reproduce the predicted real-world crash severity for light vehicles. This paper describes an alternative test for front crash assessment of microcars using a mobile progressive deformable barrier (MPDB) with adjusted mass properties. Since the long term development of the vehicle fleet is unclear, a test set-up with parameterized barrier mass properties having the potential to reproduce variable car-to-car front crash constellations is proposed. The relevant test parameters for a microcar front crash test are chosen based on predicted future trends from literature, expert surveys and car-to-car crash sensitivity tests. Based on that, a finite element (FE) model of a parametric MPDB is proposed, reproducing the mass properties of various possible front crash opponents. To quantify the use potential of the test, a comparison of MPDB test outputs for three types of possible microcar concepts with car-to-car crash outputs using FE Generic Car Models from the FIMCAR project as opponents is carried out. The main focus of this comparison is on structural crash performance and occupant injury. In order to bridge these two, an adequate crash restraint system triggering based on the acceleration sensing system is proposed. As conclusion general use recommendations for the parametric MPDB test configuration are formulated.The study presented within this document was executed within the EC co-financed project SafeEV (Safe Small Electric Vehicles through Advanced Simulation Methodologies) –www.project-safeev.eu U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash severity KW - Electric vehicles KW - Finite element method KW - Frontal crashes KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358321 ER - TY - CONF AN - 01568213 AU - Poulard, David AU - Subit, Damien AU - National Highway Traffic Safety Administration TI - Unveiling the Structural Response of the Ribcage: Contribution of the Intercostal Muscles to the Thoracic Mechanical Response PY - 2015 SP - 14p AB - Current finite element (FE) models of the human body do not properly include the contribution of the intercostal muscles (ICM), which is believed to limit their rib fracture prediction capabilities. In the present study, an existing full body model for a seated 50th-percentile male was evaluated under five cases of loading: point loading of the denuded ribcage, frontal pendulum impact tests, lateral and oblique pendulum impact tests and table top tests. The sensitivity of the model to changes in material model of the ICM was evaluated by using two material models: an isotropic linear elastic material model and a foam model defined by a single uniaxial load curve extracted from a recent literature. The performance of these models compared to the experiments was assessed quantitatively through a correlation analysis on the force and chest deflection time histories. The simulations found that that the material properties of the ICM have little effect on the externally measured impact force and chest deformation except in point loading U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Finite element method KW - Impact tests KW - Ribs KW - Simulation KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358642 ER - TY - CONF AN - 01568178 AU - Fujishiro, Ryo AU - Takahashi, Hiroyuki AU - National Highway Traffic Safety Administration TI - Research on Driver Acceptance of LDA (Lane Departure Alert) System PY - 2015 SP - 7p AB - The purpose of this research is to identify whether the road departure accident reduction performance of the Lane Departure Alert (LDA) system is consistent with driver acceptance. If a vehicle deviates from the lane, the LDA system warns the driver and/or automatically steers the vehicle back into the lane to help avoid an accident. However, the system cannot perform as expected if the driver feels that the system is annoying and turns it off. Therefore, the consistency between the accident reduction performance and driver acceptance of LDA was studied by investigating driving behavior based on a new form of two-dimensional analysis using the distance to the lane boundary (DTLB) and the lateral velocity of the vehicle. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automated vehicle control KW - Behavior KW - Driver support systems KW - Drivers KW - Europe KW - Human factors in crashes KW - Japan KW - Lane departure warning systems KW - Ran off road crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358468 ER - TY - CONF AN - 01568175 AU - van der Made, Robin AU - Tideman, Martijn AU - Lages, Ulrich AU - Katz, Roman AU - Spencer, Martin AU - National Highway Traffic Safety Administration TI - Automated Generation of Virtual Driving Scenarios from Test Drive Data PY - 2015 SP - 5p AB - Intelligent vehicle systems such as Advanced Driver Assistance Systems (ADAS), Intelligent Transportation Systems (ITS) and automated driving systems consist of increasing numbers of sensor technologies as well as increasingly advanced algorithms for sensor fusion, object tracking, object classification, risk estimation, driver status recognition and vehicle control. It is rapidly becoming infeasible to check the performance of each new (sensor) system in the traditional way: By performing test drives, storing data, manually labelling the data for reference, and manually evaluating the results. One of the approaches to address these difficulties is to install a reference sensor system on the test vehicle in addition to the prototype sensor system (device under test). The recorded data from the reference sensor system are processed – partly or fully-automatically to create reference scenarios, based on automatic object labelling and automatic event identification. Based on these reference data, the device under test can be automatically and objectively evaluated. The reference data from the reference sensor system can now be converted into a set of virtual scenarios which can be used within a CAE environment. These simulated “ground-truth reference scenarios” offer a platform for engineers to quickly check the consequences of design changes to the device under test, and allow engineers to subject the device under test to a wide variation of virtual traffic scenarios. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Automated vehicle control KW - Driver support systems KW - In vehicle sensors KW - Intelligent transportation systems KW - Intelligent vehicles KW - Vehicle tests KW - Virtual reality UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358447 ER - TY - CONF AN - 01568168 AU - Chen, Huipeng AU - Poulard, David AU - Crandall, Jeff R AU - Panzer, Matthew B AU - National Highway Traffic Safety Administration TI - Pedestrian Response with Different Initial Positions During Simulated Impact with a Mid-Sized Sedan PY - 2015 SP - 12p AB - Real-world pedestrian impacts occur with highly-variable or unknown initial conditions of the pedestrian. However, experimental pedestrian tests and computational pedestrian impact simulations mainly focus on the response of the subject using specific initial conditions. The objective of this study is to investigate computationally the influence of posture and impact direction angle on pedestrian response during an impact. The 50th male THUMS pedestrian model was integrated with a mid-sized sedan finite element model initially travelling at 40 km/h. The influence of the pedestrian position during impact was investigated by varying 9 orientations (relative to the vehicle) and 3 standing/gait postures, for a total of 27 impact configurations simulated. Pedestrian kinematics and injury were assessed and compared across all simulations. Substantial variations were observed on the pedestrian torso rotation (-68.9°~57.6°), and head impact conditions (head impact time 111~139 ms, and head impact velocity 10.7~15.3 m/s). The head impact velocity was found to correlate with the impact direction angle, where facing towards or away from the vehicle would result in greater head impact velocity than when struck in a purely-lateral impact. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Finite element method KW - Head KW - Kinematics KW - Pedestrian-vehicle crashes KW - Posture KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358010 ER - TY - CONF AN - 01568158 AU - Page, Yves AU - Fahrenkrog, Felix AU - Fiorentino, Anita AU - Gwehenberger, Johann AU - Helmer, Thomas AU - Lindman, Magdalena AU - Op den Camp, Olaf AU - van Rooij, Lex AU - Puch, Stefan AU - Fränzle, Martin AU - Sander, Ulrich AU - Wimmer, Peter AU - National Highway Traffic Safety Administration TI - A Comprehensive and Harmonized Method for Assessing the Effectiveness of Advanced Driver Assistance Systems by Virtual Simulation: The P.E.A.R.S. Initiative PY - 2015 SP - 12p AB - The assessment of real-world effectiveness of advanced driver assistance systems (ADAS) is gaining importance as more and more systems enter the market. Many different approaches have been developed. Therefore, the automobile industry, universities, and automotive research institutes in Europe have started an initiative for cooperative research. A ‘Harmonization Group’ was established in 2012 whose motivation is the development of a comprehensive, reliable, transparent, and thus accepted methodology for quantitative assessment of these systems by virtual simulation. The harmonization group focuses on prospective analysis, which has the objective to estimate the expected safety benefits of current and beyond-state-of-the-art applications. Commonly used methods for prospective analyses are FOT's, subject studies in driving simulators, on closed test tracks or on open roads, and virtual analyses by means of simulation. Currently, the basis for an assessment by virtual simulation can be obtained either from reconstructed real-world crashes or from generic synthetic scenarios derived from realistic distributions of pre-crash conditions and traffic. Simulations allow for large number of cases and thus are capable of fulfilling the requirements posed by a sound sample size calculation. Simulation is certainly not a sole generic solution for all kinds of research questions, but it represents an integrative method to combine different knowledge areas in order to achieve an overall effectiveness result. It offers a promising combination of speed, flexibility, reproducibility, and experimental control. The expected outputs of the group activities are the following: (1) Identification of research questions (e.g. what changes in traffic safety can be expected due to the introduction of system X in country Y?); (2) Definitions and metrics of the effectiveness (e.g. % reduction in fatal/injury crashes in a specific country/Europe; total reduction in fatalities over a period depending on a penetration rate); (3) Structure for the assessment procedures including a description of the required sub-processes and the procedures to be followed; (4) Description of the basic abstract models that are used in the simulation: driver, vehicle, road, traffic, and safety systems. The driver model is used to simulate various driver responses to inputs from the environment and the signals of the ADAS in various driving situations, traffic conditions, cars, and environments; (5) Examples of the assessment of several ADAS (e.g. Lane Departure Warning, Advanced Cruise Control, Automated Emergency Braking). The paper is a methodological paper presenting on-going activities of the Harmonization Group, so-called P.E.A.R.S. (Prospective Effectiveness Assessment for Road Safety), that involves more than 30 institutions in Europe. Applied results will come once the harmonized framework is completed and the validation tests on several driving assistance systems have been shown successful. Further the document is set up to deliver the appropriate input for a draft proposal of an International Organization for Standardization (ISO) or Society of Automotive Engineers (SAE) standard. This activity is an opportunity to harmonize methodologies used for assessment of ADAS in Europe. The involvement of non-European based stakeholders allows for a worldwide harmonization impact. A comprehensive assessment theoretical framework as well as concrete techniques should become available for wide usage by all stakeholders involved in ADAS effectiveness assessment. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash reconstruction KW - Driver support systems KW - Europe KW - International Organization for Standardization KW - Lane departure warning systems KW - Simulation KW - Society of Automotive Engineers KW - Traffic crashes KW - Traffic safety KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358349 ER - TY - CONF AN - 01568154 AU - Fong, Cameron K AU - Bilston, Lynne E AU - Paul, Gunther AU - Brown, Julie AU - National Highway Traffic Safety Administration TI - Is Comfort Important for Optimal Use of Child Restraints? PY - 2015 SP - 14p AB - Suboptimal restraint use, particularly the incorrect use of restraints, is a significant and widespread problem among child vehicle occupants, and increases the risk of injury. Previous research has identified comfort as a potential factor influencing suboptimal restraint use. Both the real comfort experienced by the child and the parent’s perception of the child’s comfort are reported to influence the optimal use of restraints. Problems with real comfort may lead the child to misuse the restraint in their attempt to achieve better comfort whilst parent-perceived discomfort has been reported as a driver for premature graduation and inappropriate restraint choice. However, this work has largely been qualitative. There has been no research that objectively studies either the association between real and parental perceived comfort, or any association between comfort and suboptimal restraint use. One barrier to such studies is the absence of validated tools for quantifying real comfort in children. The authors aimed to develop methods to examine both real and parent-perceived comfort and examine their effects on suboptimal restraint use. The authors conducted online parent surveys (n=470) to explore what drives parental perceptions of their child’s comfort in restraint systems (study 1) and used data from field observation studies (n=497) to examine parent-perceived comfort and its relationship with observed restraint use (study 2). The authors developed methods to measure comfort in children in a laboratory setting (n=14) using video analysis to estimate a Discomfort Avoidance Behaviour (DAB) score, pressure mapping and adapted survey tools to differentiate between comfortable and induced discomfort conditions (study 3). Preliminary analysis of the authors recent online survey of Australian parents (study 1) indicates that 23% of parents report comfort as a consideration when making a decision to change restraints. Logistic regression modelling of data collected during the field observation study (study 2) revealed that parent-perceived discomfort was not significantly associated with premature graduation. Contrary to expectation, children of parents who reported that their child was comfortable were almost twice as likely to have been incorrectly restrained (p<0.01, 95% CI 1.24 - 2.77). In the laboratory study (study 3) the authors found the adapted survey tools did not provide a reliable measurement of real comfort among children. However our DAB score was able to differentiate between comfortable and induced discomfort conditions and correlated well with pressure mapping. The authors results suggest that while some parents report concern about their child’s comfort, parent-reported comfort levels were not associated with restraint choice. If comfort is important for optimal restraint use, it is likely to be the real comfort of the child rather than that reported by the parent. The method the authors have developed for studying real comfort can be used in naturalistic studies involving child occupants to further understand this relationship. This work will be of interest to vehicle and child restraint manufacturers interested in improving restraint design for young occupants as well as researchers and other stakeholders interested in reducing the incidence of restraint misuse among children. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Child restraint systems KW - Children KW - Comfort KW - Crash injuries KW - Perception KW - Questionnaires UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358007 ER - TY - CONF AN - 01568141 AU - Ferenczi, Izabella AU - Helmer, Thomas AU - Wimmer, Peter AU - Kates, Ronald AU - National Highway Traffic Safety Administration TI - Effectivity Analysis and Virtual Design of Integrated Safety Systems PY - 2015 SP - 11p AB - Design, optimization, and assessment of integrated safety systems (combining active and passive elements) pose considerable challenges. For example, the spectrum of potential situations in the field in which active elements might be triggered is considerably larger than one can achieve under controlled testing conditions. In this context, it is crucial to evaluate quantitative metrics relating as closely as possible to human risks and benefits, such as avoidance of injuries or reduction of injury severity. The consequences of unnecessary interventions and other side effects on passengers or traffic also need to be quantified. This paper describes a generic approach to assessment of field effectiveness and evaluation of active and integrated safety systems. The approach, based on virtual experiments, is holistic, in that both active and passive safety elements are evaluated using a common metric while seeking the most effective solutions regarding overall improvement of vehicle safety. The complexity of process models and their interactions utilizes an advanced knowledge base. In order to achieve this goal, the whole sequence of events in a hazardous situation is virtually implemented in a tool chain. The tool chain includes stochastic (or “Monte-Carlo”) traffic simulation, generating large samples of accident sequences but also near-misses, as well as detailed, high-resolution crash simulations of resulting accidents. The methods are useful not only for assessment of existing integrated safety designs, but also for comparing different system concepts or optimizing performance within a complex design concept. The potential of this approach is illustrated for several key accident scenarios. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash analysis KW - Crash severity KW - Injury severity KW - Occupant protection devices KW - Optimization KW - Simulation KW - Traffic simulation KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358450 ER - TY - CONF AN - 01568137 AU - Pütz, Andreas AU - Eckstein, Lutz AU - Zlocki, Adrian AU - National Highway Traffic Safety Administration TI - Tools and Methods for Current and Future Controllability Assessment PY - 2015 SP - 9p AB - Driver related evaluation of Advanced Driver Assistance Systems (ADAS) needs to address controllability, effectiveness and user acceptance, which are to some extend interfering with each other. The state of the art in the controllability assessment is currently defined by the Code of Practice of the RESPONSE 3 project which focuses on the driver-system-interaction with single assistance functions like ACC or LKA. However, the controllability evaluation of new assistance functionalities such as ADAS of automation level 2 or automated driving on level 3 (according to SAE definitions) requires a review of the existing methods and tools with regard to necessary adaptations and new developments. For controllability evaluation of future ADAS and systems of higher automation levels the existing methodology needs to be adapted. Aspects to be considered in this context are the increasing amount of information with regards to the automation level. This information needs to be perceived and processed by the driver when interacting with multiple parallel operating assistance functions and complex information and communication systems. The controllability of urban assistance functions and their failures is subject of discussion especially focusing on tools and methods for an urban controllability assessment. To that end, driving simulator experiments, vehicle-in-the-loop and real vehicle studies are conducted analyzing existing controllability methods on their suitability for urban assistance functions. The results show the specific advantages of each applied testing tools and suggest that an overall system evaluation addressing controllability, effectiveness and acceptance combines the advantages of the different testing environments. Next to acceptance and effectiveness the controllability analysis is embedded in the overall evaluation process with focus on the driver and the interaction with the vehicle. The controllability analysis process for higher levels of automation is described. An overview of state of the art controllability evaluation is provided. The problem for future systems is analyzed and possible methods and tools are proposed. The necessary methods and tools are described focusing on next generation ADAS and higher levels of automated driving. The results are limited to the driver interaction with assisted driving. For the assessment of the driver reaction to higher automation levels the use of a high-fidelity driving simulator seems reasonable to achieve a high reproducibility of the driving scenario and a good representation of the driving dynamics. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Acceptance KW - Automated vehicle control KW - Automation KW - Driver support systems KW - Driver vehicle interfaces KW - Driving simulators UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358448 ER - TY - CONF AN - 01568131 AU - Bendjellal, Farid AU - National Highway Traffic Safety Administration TI - Countermeasures to Address Misuse in Child Restraint Installations: From Technical Solutions to Real World Evaluation PY - 2015 AB - Misuse has been reported in various studies as an important issue in countries where local legislation requires a mandatory use of child restraint systems. It has been shown that the rate of incorrect fitting of the child restraint systems (CRS) to the car may vary between 60 to 80% (1 Bendjellal, 2006). However research has not confirmed that all misuse scenarios result in critical occupant loading but a combination of several misuse situations may lead to an improper occupant restraint (2 Bilston, Brown, 2011). It is therefore important to develop technical solutions aiming at reducing the risk of misuse in real-world. Slack in vehicle seat belts when securing the CRS to the vehicle and improper occupant restraint within the CRS are among the top 5 misuse situations according to Bennett study (3 Bennett, 2011) and in National Highway Traffic Safety Administration (NHTSA) 2005 survey (4 NHTSA, 2006). Two technical solutions are presented in this paper, these are: (1) A system (called A) that enables improving the attachment of the CRS to the vehicle by assisting the user to tighten properly the vehicle seatbelt; and (2) A system (called B) that was developed: to improve the attachment of the CRS to the vehicle by tightening the vehicle seat-belt (mechanical solution); and (for harness seats) to reduce slack in the harness in riding conditions (electronic solution). Operating modes of both systems are described. User trials were conducted to assess further the functionality of the systems as well as getting consumer feedback when utilizing them in real world. Key findings from these are also provided in the paper. Both systems show promising results in terms of assisting the users in installing CRSs. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Countermeasures KW - Installation KW - Seat belts KW - Shoulder harnesses KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358008 ER - TY - CONF AN - 01568124 AU - Han, Il Song AU - Han, Woo-Sup AU - National Highway Traffic Safety Administration TI - Real-Time Pedestrian & Driver Analysis by Neuromorphic Visual Information Processing PY - 2015 SP - 8p AB - The safety enhancement of road users has begun to gain more attention, in particular the innovation and application of advanced driver assistance systems (ADAS). The accurate and timely detection of the risk of accident has become an active area of research, with the focus on the drivers and other vulnerable road users. The neuromorphic visual information processing method, inspired by Hubel and Wiesel’s experiments on mammalian visual cortex, is proposed as a possible solution to these tasks. The proposed method replicates the performance of visual cortex in practical computing settings. By applying the orientation feature extraction and subsequently applying the neural network ensured robustness and accuracy. The proposed system has been evaluated on pedestrians/cyclists detection and driver monitoring, with a particular focus on emotion/stress detection. The tests have been carried out with video data sets of various conditions, with the experimentation and data set generation at public roads in every day settings. The neuromorphic visual monitoring of drivers for the attentive or emotional status has been also evaluated, as approximately 15% of road accidents have been caused by the dangerous driving in ‘anger and or/frustration’. The driver monitoring system by detecting the emotional state from the limited facial image of driver would make the measures of early warning against possible dangerous or inattentive driving. The neuromorphic system was evaluated to determine the warning signal based on the emotional state detection, based on the key feature extracted from the face images. The test was based on the facial database (JAFFE) of six basic emotional states. The performances of neuromorphic visual information system were measured to the success rate 99% of pedestrian/cyclist detection, and the successful recognition 91% of facial emotional states. The real-time performance was evaluated with the neuromorphic ASIC, fabricated by the automotive CMOS technology. The processing speed of neuromorphic ASIC alone was tested for the speed of 30 frames per second, without the latency or external memory. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Detection and identification systems KW - Distraction KW - Driver support systems KW - Drivers KW - Image processing KW - Real time data processing KW - Road rage KW - Vulnerable road users KW - Warning signals UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358453 ER - TY - CONF AN - 01568115 AU - Eggers, Andre AU - Schnottale, Britta AU - Ott, Julian AU - National Highway Traffic Safety Administration TI - Sensitivity of Q10 and Q6 Chest Measurements to Restraint and Test Parameters PY - 2015 SP - 10p AB - Upcoming test procedures and regulations consider the use of Q-dummies. Especially Q6 and Q10 will be introduced to assess the safety of child occupants in vehicle rear seats. Therefore detailed knowledge of these dummies is important to improve safety. As recent studies have shown, chest deflection measurements of both dummies are influenced by parameters like belt geometry. This could lead to a non optimized design of child restraint systems (CRS) and belt systems. The objective of this study is to obtain a more detailed understanding of the sensitivity of chest measurements to restraint parameters and to investigate the possibilities of chest acceleration as an alternative for the assessment of chest injury risks. A study of frontal impact sled tests was performed with Q6 and Q10 in a generic rear seat environment on a bench. Belt parameters like modified belt attachment locations were varied. For the Q6 dummy, different positioning settings of the CRS (booster with backrest) and of the dummy itself were investigated. The Q10 dummy was seated on a booster cushion. Here the position of the upper belt anchorage point was varied. To simulate the influence of vehicle rotation in the ODB crash configuration, the bench was pre-rotated on the sled in additional tests with the Q10. This configuration was tested with and without pretensioner and load limiter. Chest deflection in Q6 showed a high sensitivity to changes in positioning of the CRS and the dummy itself. A more slouched position of the CRS or dummy resulted in a reduction of measured chest deflection, whereas chest acceleration increased for a more slouched position of the CRS. Chest deflection in Q10 is sensitive to belt geometry as already shown in other studies. In a more outboard position of the shoulder belt anchorage the measured chest deflection is higher. Chest acceleration shows the opposite tendency, which is highest for the rearmost location of the upper belt anchorage. On a pre-rotated bench the highest chest deflection within this test series was observed without load limiter/pretensioner and an outboard belt position. By optimizing the belt location and the use of pretensioner/load limier the chest deflection was significantly reduced. For the Q6 a criterion based on chest acceleration as well as deflection measured at two locations might be the most reliable approach, which requires further research with an additional upper deflection sensor. In the Q10 the measured chest deflection does not always correctly reflect the severity of chest loading. The deflection is depending on initial belt position and restraint parameters as well as test conditions, which result in different directions of belt migration. A3ms chest acceleration might be a better indicator for severity of chest loading independent of different conditions like belt geometries. However, in some cases the benefit of an optimized restraint system could only be shown by deflection. These findings suggest that further research is needed to identify a chest injury assessment method, which could be based on deflection as well as acceleration or other parameters related to belt to occupant interaction. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash severity KW - Dummies KW - Rear seat occupants KW - Seat belts KW - Sled tests KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357858 ER - TY - CONF AN - 01568110 AU - Gschwendtner, Klaus AU - Kiss, Miklós AU - Feig, Philip AU - Lienkamp, Markus AU - National Highway Traffic Safety Administration TI - Prospective Estimation of the Effectiveness of Driver Assistance Systems in Property Damage Accidents PY - 2015 SP - 7p AB - Projects for the analysis of traffic accidents are focused mostly on personal damage. But analyses show that property damage occurs 42 times more often than personal damage. Officially registered accidents on German roads result in mere damage to property (2.1 mio accidents). A significantly higher number of property damage accidents are not reported to the police. Some of which are reported to the insurers. A significant number of minor damage does not appear in the statistics. The number of minor damage cases amounts to 4.8 mio cases per annum. 35% of full comprehensive cover accidents occur at low speeds and pose a high potential for future advanced driver assistance systems (ADAS). Details of accidents involving minor damage cannot be found in official statistics. In “In-Depth” property damage analysis, the conflict leading to damage is of high relevance. Uncertainties need to be settled by means of an expansion of the existing accident conflict situations. Currently, equipment rates of ADAS are low requiring a purchase incentive for customers. This paper describes how damages of vehicles can be classified and brought into relationship with ADAS functions and the vehicle itself. Various configurations and different materials of outer attaching parts (OAP), e.g. aluminum, CFRP or plastics induce variable costs of repair. For a prospective evaluation method of the monetary effect of ADAS it is necessary to know all influence parameters and to quantify them. The evaluation of vehicle concepts in combination with an ADAS is possible. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Driver support systems KW - Germany KW - Insurance claims KW - Loss and damage KW - Statistical analysis KW - Traffic conflicts KW - Traffic crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358501 ER - TY - CONF AN - 01568106 AU - Guillaume, Anne AU - Hermitte, Thierry AU - Hervé, Véronique AU - Fricheteau, Romain AU - National Highway Traffic Safety Administration TI - Car or Ground: Which Causes More Pedestrian Injuries? PY - 2015 SP - 8p AB - The aim was to study the cause of the injuries of pedestrians when hit in frontal impacts by a vehicle. Depending on the impact speed, the type and severity of the injuries may be due partly to the vehicle and partly to the road/ infrastructure, when falling down. The study took into account the projection distance and the age of pedestrians. The work has been supported by FSR (Fondation Sécurité Routière) All the accident cases were reviewed by an expert committee composed by physicians and accident analysis experts. For each wounded pedestrian, the injuries were reviewed in order to determine their causing mechanism taking into account the accident occurrence circonstances, the vehicle deformations and the clues on the road or infrastructure. The data base was a sample of 100 in-depth investigations and reconstructions of accidents from years 2009 to 2011 involving at least one injured pedestrian hit by a vehicle and continuously collected in a 20 km diameter area in the south of Paris (France). The accident analysis team was called with the emergency team on field where the data were collected. In the sample, 89 pedestrians were injured in a frontal impact. For 83 of them, it was possible to evaluate the vehicle speed during the impact. In 12% of the cases the speed exceeded 50 km/h and all the pedestrians were severely injured (MAIS3+: pedestrian with at least one injury scored above AIS3) with a high projection distance. Therefore, we focused on frontal impact with vehicle speed below 50 km/h. In this configuration , considering injuries AIS2+, the head was the most often injured (53%) and then the lower limbs (21%). Among the wounding elements, the ground was incriminated in 27.5% of the cases, then the bonnet (22%), the windshield (17%) and the bumper (15.5%). When the vehicle speed was below 30 km/h, more than half of the injuries AIS2+ observed were caused by an impact with the ground. There was a compounding effect of age. Though the sample is not representative of all French pedestrian accidents, it allows categorizing these accidents depending on the impact speed. For each speed range, the main causal factor of the injuries was determined. The vehicle speed was the major factor in the determinism of the injury severity of pedestrians involved in frontal impact, firstly by direct impact secondly by increasing the projection distance and thus the severity of injuries due to ground impact. Primary safety systems should reduce the severity of pedestrian injuries by decreasing the impact speed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash reconstruction KW - Crash severity KW - Frontal crashes KW - Injury severity KW - Paris (France) KW - Pedestrian-vehicle crashes KW - Speed UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357840 ER - TY - CONF AN - 01568100 AU - Grover, Colin AU - Avery, Matthew AU - Knight, Iain AU - National Highway Traffic Safety Administration TI - The Development of a Consumer Test Procedure for Pedestrian Sensitive AEB PY - 2015 SP - 11p AB - In Europe, nearly 20% of all road deaths are pedestrians (Pace et al, 2012). Pedestrians have been protected only by the requirements for passive protection at the front of passenger cars and there has been little evidence to show that this measure has been effective. Autonomous Emergency Braking (AEB) systems have been clearly demonstrated to substantially reduce the incidence of car-to-car rear crashes and manufacturers have now extended the functionality to pedestrian, and in some cases pedal cyclist, collisions. If a comparable level of effectiveness is proven, then these systems will offer substantial reductions in the number of those killed and seriously injured on our roads. The research challenge described by this paper was the development of a test procedure that could be used to encourage the fitment of these systems and the development of high levels of performance in a way that could be linked to real world safety. Thatcham Research led the AEB Group (a partnership of insurance research centres, OEMs and Tier ones) in the development of test procedures. This contributed substantially to the Harmonisation Platforms in a major collaboration with the vFSS group and the EU funded ASPECCS project. Work began with studies of realworld accident data. A cluster analysis identified the most prevalent collision scenarios and smaller samples of more detailed data were used to characterise each scenario in terms of speeds, impact points, relative positions and sight lines. Physical testing identified the characteristics required of the pedestrian test target and the performance of production and advanced prototype vehicles as well as establishing the conditions required for repeatability and reproducibility. In Europe almost 75% of serious pedestrian crashes can be characterised by three scenarios: walking from the nearside of the road with open sight lines; running from the far side of the road; and walking out from behind a parked vehicle. In the vast majority of crashes the vehicle involved was travelling at 60 km/h or less. To ensure the systems worked well in the real world it was found that the test should involve adults and children, different impact points and different pedestrian speeds. The pedestrian target found to be most effective was the 4A design, and this was further tuned to optimise the radar and visual signatures to ensure consistent function across different sensor types and proving ground locations. AEB has considerable potential to reduce the frequency and severity of vulnerable road user collisions. Robust test procedures, representative of real world collisions, have been developed and adopted by Euro NCAP for implementation in the 2016 ratings. However, VRU collisions are a problem in many areas of the world and the harmonisation of these tests and assessments in other NCAP regimes remains a priority, alongside the continuous technical development to expand the tests to include night-time performance and functionality in pedal cycle collisions. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Cluster analysis KW - Crash avoidance systems KW - Crash data KW - Driver support systems KW - Europe KW - Pedestrian-vehicle crashes KW - Test procedures KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358640 ER - TY - CONF AN - 01568098 AU - Nuss, Frederic AU - Eckstein, Lutz AU - Teibinger, Andreas AU - National Highway Traffic Safety Administration TI - Guidelines for Pedestrian Friendly Windscreen Designs Considering Probabilistic Fracture Behaviour of Glass PY - 2015 SP - 11p AB - If adult pedestrians are being struck by passenger cars with short bonnets, head contact usually occurs in the wind-screen area. In test procedures for regulation and consumer protection, this impact type is being assessed using so-called pedestrian head impactors. The head injury risk is being evaluated based on the acceleration signal using the so-called Head Injury Criterion (HIC). Corresponding experimental impactor tests in the windscreen center show large scatter. Main reason for the observed scatter is the fracture initiation of glass as already published in several studies. Thus, for a head impact in the windscreen center an early fracture initiation results in a small head injury risk, while a late fracture initiation increases the injury risk significantly. In the design of measures for the enhancement of vehicle sided pedestrian safety, this scatter is currently neglected. Based on a theoretical description of the probabilistic fracture mechanics of glass, a methodology for designing pedestrian friendly windscreens considering the probabilistic fracture mechanics of glass will be described in the present paper. This methodology consists of two steps. First, the probability for certain fracture initiation times are assessed, considering probabilistic fracture mechanics and the tensile stress distribution on the glass surfaces during head impact. In a second step, the head injury risks for the different fracture initiation times are evaluated. In order to show the potential impact of the described methodology, a windscreen of a vehicle model is being assessed and optimized. The findings of this optimization process are being used to derive guidelines for pedestrian friendly windscreens. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Fracture properties KW - Head KW - Head Injury Criterion KW - Injury severity KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Vehicle safety KW - Windshields UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357860 ER - TY - CONF AN - 01568097 AU - Savino, Giovanni AU - Giovannini, Federico AU - Piantini, Simone AU - Baldanzini, Niccolò AU - Pierini, Marco AU - National Highway Traffic Safety Administration TI - Autonomous Emergency Braking for Cornering Motorcycle PY - 2015 SP - 13p AB - Autonomous emergency braking (AEB) has been indicated as a potential safety application not just for passenger cars and heavy goods vehicles, but also for motorcycles and powered two-wheelers (PTWs) at large. Motorcycle AEB (MAEB) was designed to produce autonomous deceleration of a host PTW in case of inevitable collision. Previous studies limited MAEB to the case of a PTW travelling along a straight, as the activation of AEB was considered hazardous for a leaning vehicle. This study aims to extend the applicability of MAEB to cornering scenarios. A virtual PTW in a simulated environment was equipped with MAEB and Active Braking Control (ABC). MAEB consisted of a virtual obstacle detection device, triggering algorithms that identify inevitable collision states, and an automatic braking device. When an inevitable collision is detected for the host PTW and at the same time the rider is applying some braking force, MAEB deploys enhanced braking, which assists the rider reaching the maximum feasible deceleration. ABC consisted of control algorithms for the automatic braking device that stabilise the vehicle along the curved path. The complete system named MAEB+ was tested using detailed computer simulation reproducing real world crashes. The crash cases used for the simulations were selected from the in-depth crash dataset “InSAFE”, which collects severe road crashes in the metropolitan area of Florence. The selection criteria were the following: a) the PTW crashed into another vehicle; b) the PTW was travelling along a curved path with roll angle above 15 deg; c) the rider applied some braking force prior to impact; d) PTW loss of control was not the main contributing factor. In the simulation, MAEB+ was able to assist the rider in reducing the motorcycle speed prior to impact with higher deceleration compared to baseline MAEB and in maintaining the stability of the motorcycle. The potential benefits of the proposed system, expressed in terms of impact speed reduction or avoidance of fall events, cannot be directly correlated with actual benefits for the rider in terms of injury mitigation. In fact, risk curves expressing the level of injury for the rider as a function of kinematic quantities (such as impact speed) are not currently available for riders. Previous studies showed that MAEB would typically apply to situations where the motorcycle is travelling along a straight path. However, this paper shows that MAEB associated to ABC can apply also to those cases where the PTW is leaning, thus contributing to prove and extend the robustness of MAEB. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Automatic braking KW - Crash injuries KW - Deceleration KW - Florence (Italy) KW - Motorcycles KW - Simulation KW - Steering KW - Two wheeled vehicles UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358627 ER - TY - CONF AN - 01568090 AU - Song, Lailong AU - Fender, Johannes AU - Duddeck, Fabian AU - National Highway Traffic Safety Administration TI - A Semi-Analytical Approach to Identify Solution Spaces for Crashworthiness in Vehicle Architectures PY - 2015 SP - 12p AB - In an early design phase for vehicle crashworthiness, the use of classical optimization is limited. One reason for this is that development of structural components is distributed over different departments. Additionally, crash performance depends on several components and their interaction. Common components in vehicle architectures are subject to various load cases in multiple vehicles. Thus, the entire vehicle architecture has to be considered during optimization. In order to enable distributed development the system needs to be decoupled, which means that a variation in one component does not require modifications of other components in order to reach the global structural performance goal. The objective of this paper is to introduce a method to define the component-wise force-deformation requirements of vehicle architectures for front crash structure design. The force-deformation properties of the components are subject to constraints, from which an analytical description of the design space of the vehicle architecture is derived. The optimal orthogonal solution space within this design space is identified via optimization process. This results in maximal intervals for variations of the component forces over their deformations under the given boundary conditions. The validity of the solution space is proven through explicit finite element method (FE) simulation. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Finite element method KW - Frontal crashes KW - Impact tests KW - Simulation KW - Vehicle design KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358327 ER - TY - CONF AN - 01568081 AU - Thomas, Pete AU - Talbot, Rachel AU - Reed, Steve AU - Barnes, Jo AU - National Highway Traffic Safety Administration TI - Fatal Urban Cyclist Collisions with Lorries: An In-Depth Study of Causation Factors and Countermeasures Using a System-Based Approach PY - 2015 SP - 11p AB - In the UK and other countries cyclists are the only group of road users with increasing fatalities and cyclist protection has become a high priority both to reduce the risks of cycling and the perception of risks amongst cyclists. The objective of this study is to apply a systems approach to a causation analysis of fatal crashes in order to identify key risk factors and countermeasures associated with all vehicles involved, the infrastructure, road users and road safety management. The paper presents an analysis of fatal cyclist collisions that took place in London in the years 2007 to 2011. Case materials included police reports, witness statements, vehicle inspections, scene plans and photographs, collision reconstructions, post-mortem and other medical reports. The sample comprised a total of 53 fatal cyclist collisions that occurred during the five year period. The most common collision type resulting in a fatal cyclist was an impact with a large vehicle >3.5T including 27 lorries and 3 buses. The most common manoeuvre involved the large vehicle turning left resulting in a low speed interaction with the cyclist. Generally impacts occurred to the front left side or left front side of the truck (24 cases, 89%). Insufficient direct vision of the cyclist was a factor in all of these cases with additional risks associated with driver attention and mirror limitations. The availability of Class V side and Class VI front mirrors did not prevent all fatalities.12 (45%) of the lorries were equipped with side guards while 11 were exempt, however all of the fatally injured cyclists were on the ground before any side-guard interaction could have occurred and side guards were not seen to be effective in this sample. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Countermeasures KW - Crash causes KW - Cyclists KW - Fatalities KW - Greater London KW - Traffic crashes KW - Trucks KW - United Kingdom UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357856 ER - TY - CONF AN - 01568075 AU - Silberling, Jordan Y AU - Zellner, John W AU - Kelly, Joseph AU - Lenkeit, John F AU - National Highway Traffic Safety Administration TI - Development of a Standardized Method for Making Characteristic Radar Measurements of Example Vehicles and Surrogate Targets PY - 2015 SP - 17p AB - Testing of Advanced Driver Assistance Systems (ADAS) often requires the use of a surrogate vehicle to represent a real vehicle in conflict scenarios. Use of a surrogate vehicle is required if there is a potential for a collision during testing. In order to ensure that the test results are representative of what will occur on the road, the surrogate vehicle should appear to the test vehicle as a real car. This paper describes a method and equipment developed for measuring and analyzing the radar signature of typical vehicles and surrogate targets. The method was then applied to eight small passenger cars to better understand what the radar signature of representative passenger vehicles are. A special-purpose trolley was designed to serve as a portable, self-contained measurement, data acquisition and power platform. It consists of a wheeled trolley base and a vertical structure to which the various equipment are attached. The sensor trolley has 3 retractable feet that are used to make it a stationary device during measurements. The front two feet can be used for fine roll adjustment and the rear foot can be used for fine pitch adjustment. Mounted to the trolley are a commercial production 6-77 GHz RADAR sensor, a sensor bracket with roll angle level and scope sight, a data acquisition system, a laptop computer, a 12 volt battery and a power distribution box. Eight small passenger cars were measured, three sedans, three hatchbacks, and two microcars. Small passenger cars may represent a worst case in terms of vehicle visibility. The representative vehicle radar measurements were made taken from five viewing angles and at three distances for each angle. The data from these measurements are presented. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic test equipment KW - Crashes KW - Driver support systems KW - Measurement KW - Radar KW - Vehicle tests KW - Visibility UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358483 ER - TY - CONF AN - 01568041 AU - Larsson, Bengt AU - Bakker, Joerg AU - National Highway Traffic Safety Administration TI - Small Overlap Frontal Impact – Experience and Proposal for a Future Approach PY - 2015 SP - 12p AB - This paper examines the field relevance regarding frequency and severity of small overlap accidents by comparing accident data from German In-Depth Accident Study (GIDAS), National Automotive Sampling System (NASS) and Mercedes-Benz accident research and from this perspective shows a proposal of a more realistic small overlap test configuration. The result shows a field relevance of approx. 7% in relation to all frontal impact accidents. With respect to an occupant injury severity of the Maximum Abbreviated Injury Scale (MAIS3+) the field relevance is reduced to approx. 3%. Detailed investigations regarding vehicle deformations and occupant loadings on a Mercedes Benz C-Class (MJ 2013 and earlier) show significantly higher severity in the Insurance Institute for Highway Safety (IIHS) load case compared to a typically small overlap field accident. Furthermore, a better severity correlation between field accidents and a car-to-car small overlap or the National Highway Traffic Safety Administration (NHTSA) small overlap research load case has been observed. In case of the IIHS small overlap test mode some preferential vehicle concepts related to the results has been observed. Investigations show that front wheel drive vehicles with a “east-west” (lateral) engine mount design seem to have some advantage compared to rear wheel drive vehicles with a “north-south” (longitudinal) engine mount design. Accident data analysis confirms that small overlap accidents have field relevance, although the severity of the accidents is lower compared to the IIHS small overlap test mode. In order to obtain a more realistic test configuration the proposal is to use a deformable barrier in order to simulate this kind of accidents. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash rates KW - Crash severity KW - Frontal crashes KW - German In-Depth Accident Study KW - Injury severity KW - Insurance Institute for Highway Safety KW - Maximum Abbreviated Injury Scale KW - Overlap crashes KW - Simulation KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358328 ER - TY - CONF AN - 01568038 AU - Jänsch, Michael AU - Johannsen, Heiko AU - Otte, Dietmar AU - National Highway Traffic Safety Administration TI - Aspects of Age Related Accident Causation Factors and Implication for Safety Measures PY - 2015 SP - 9p AB - The ageing society increases the requirements to focus on safe mobility for elderlies. It is expected that in Germany the population with an age above 65 years will reach more than 30% of the total population by 2060. In the same time the number of people above 80 years will double. In addition the relative share of driving license holder amongst the elderly will increase. In order to maintain the active role in mobility it is essential to identify specific risk factors of elderly and to develop countermeasures. The objective of this paper is to analyse specific accidents causes of elderly car drivers and to assess different measures such as improvement of the infrastructure, training measures, driver assistance systems etc U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Aged drivers KW - Countermeasures KW - Crash causes KW - Driver licensing KW - Driver support systems KW - Germany KW - Infrastructure KW - Mobility UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358456 ER - TY - CONF AN - 01568033 AU - Scanlon, John M AU - Kusano, Kristofer D AU - Sherony, Rini AU - Gabler, Hampton C AU - National Highway Traffic Safety Administration TI - Potential Safety Benefits of Lane Departure Warning and Prevention Systems in the U.S. Vehicle Fleet PY - 2015 SP - 10p AB - Road departures account for nearly one-third of all fatal crashes. Lane departure warning (LDW) and lane departure prevention (LDP) have the potential to mitigate the number of crashes and fatalities that result from road departure crashes. The objective of this study was to predict the effectiveness of LDW and LDP in preventing road departure crashes if all vehicles in departure crashes in the U.S. fleet were equipped with either system. A set of 478 road departure crashes extracted from NASS/CDS 2012 were used to formulate a simulation case set. Each of these crashes were than simulated with and without LDW and LDP systems. The LDW system was assumed to alert the driver at the instance the leading wheel touched the lane marking. A steering-based LDP system was assumed to operate in conjunction with LDW (i.e. by alerting the driver of a lane departure) and directly modulate steering wheel angle at the instance the leading wheel touched the lane marking. Four hypothetical LDP designs were evaluated, using typical evasive maneuvering behavior from a lane departure, to be representative of “light”, “moderate”, “aggressive”, and “autonomous” steering. The LDW system was estimated to reduce the number of crashes by 26.1% and the number of seriously injured drivers by 20.7%. In contrast, the light steering to aggressive steering LDP systems were estimated to reduce the number of crashes by 32.7% to 37.3% and the number of seriously injured drivers by 26.1% to 31.2%. The LDP system with autonomous driving characteristics were estimated to reduce the number of crashes by 51.0% and the number of serious injuries by 45.9%. This study shows that LDW and LDP could mitigate a large proportion of crashes and injuries in lane departure crashes. This paper is directly relevant to the design and evaluation of LDW and LDP systems. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Driver support systems KW - Driver vehicle interfaces KW - Highway safety KW - Lane departure warning systems KW - Ran off road crashes KW - Simulation KW - United States KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358478 ER - TY - CONF AN - 01568023 AU - Seiniger, Patrick AU - Gail, Jost AU - Schreck, Benjamin AU - National Highway Traffic Safety Administration TI - Development of a Test Procedure for Driver Assist Systems Addressing Accidents Between Right Turning Trucks and Straight Driving Cyclists PY - 2015 SP - 8p AB - Accidents between right turning trucks and straight riding cyclists often show massive consequences. Accident severity is much higher than in other accidents. The situation is critical especially due to the fact that, in spite of the six mirrors that are mandatory for ensuring a minimum field of sight for the truck drivers, cyclists in some situations cannot be seen or are not seen by the driver. Either the cyclist is overlooked or is in a blind spot area that results from the turning manoeuvre of the truck and its articulation if it is a truck trailer or truck semitrailer combination. At present driver assistance systems are discussed that can support the driver in the turning situation by giving a warning when cyclists are riding parallel to the truck just before or in the turning manoeuvre. Such systems would generally bear a high potential to avoid accidents of right turning trucks and cyclists no matter if they ride on the road or on a parallel bicycle path. However, performance requirements for such turning assist systems or even test procedures do not exist yet. This paper describes the development of a testing method and requirements for turning assist systems for trucks. The starting point of each development of test procedures is an analysis of accident data. A general study of accident figures determines the size of the problem. In-depth accident data is evaluated case by case in order to find out which are representative critical situations. These findings serve to determine characteristic parameters (e.g. boundary conditions, trajectories of truck and cyclist, speeds during the critical situation, impact points). Based on these parameters and technical feasibility by current sensor and actuator technology, representative test scenarios and pass/fail-criteria are defined. The outcome of the study is an overview of the accident situation between right turning trucks and straight driving cyclists in Germany as well as a corresponding test procedure for driver assistance systems that at this first stage will be informing or warning the driver. This test procedure is meant to be the basis for an international discussion on introducing turning assist systems in vehicle regulations U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Crash severity KW - Cyclists KW - Driver support systems KW - Germany KW - Right turns KW - Trucks UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357857 ER - TY - CONF AN - 01568022 AU - Lattke, Benedikt AU - Eckert, Alfred AU - Feifel, Harald AU - Fröhlich, Dominik AU - McClain, Jeremy AU - Adireddy, Ganesh AU - Janda, Florian AU - Fuchs, Erich AU - National Highway Traffic Safety Administration TI - Road Departure Protection - A Means for Increasing Driving Safety Beyond Road Limits PY - 2015 SP - 14p AB - Despite great technical progress in vehicle safety, according to the WHO approximately 1.2 million fatalities occur on the world’s roads every year. Thus great efforts are undertaken to reduce the number of road fatalities and serious accidents, or at least to mitigate their impact on road users. The introduction of environment perception based Advanced Driver Assistance Systems (ADAS) in road vehicles is expected to improve traffic safety significantly. In today’s vehicles, the prevalent ADAS focus primarily on the longitudinal driving direction, e.g. Autonomous Emergency Braking (AEB) systems and Adaptive Cruise Control. Whilst the functional range of these systems continues to expand, there exists a very large portion of critical vehicle crashes which are not addressed, mainly caused by vehicles leaving the roadway laterally. Today, Electronic Stability Control (ESC) is one of the only established Active Safety Systems covering emergency situations in the lateral direction, and always dealing within the physical limits of vehicle dynamics. Despite the very high effectiveness of ESC systems, there remain many cases in which it is not possible to prevent unintended lateral roadway departures, especially in cases of driver drowsiness or inattention, e.g. on American highways or European rural roads. Preventing roadway departure crashes, which cannot be covered by today’s lateral guidance/lane keeping ADAS, is motivation behind developing a system for road departure protection. Road Departure Protection systems expand today’s lateral ADAS by active road keeping in emergency situations before reaching the physical limits of vehicle dynamics. Based on environment perception means like road edge detection or road course preview, the system should actively intervene when unintentionally leaving the roadway. By automated vehicle control, the system keeps the vehicle on the roadway, thereby protecting against roll-over accidents or collisions with roadside obstacles or oncoming traffic. This paper presents the roadway departure problem are faced today via accident data and different use cases and gives insight into the state of the art Active Safety functions and research activities. The functionalities to address the selected use cases will be described, including functional architectures, a road edge detection algorithm, approaches to preview the course of the road, sensor fusion concepts, a function cascade, and activation strategies. First test data will illustrate the function and working area of a Road Departure Protection system. A reliable and real-time capable perception algorithm will be demonstrated. For this algorithm, different image processing techniques are applied to mono camera images to estimate the parameters of a geometric model of the road edge. It works without any supplementary know ledge about the road infrastructure. Two system architectures will be presented, which differ in the used surrounding sensors, actuators, functional capabilities, and system cost. One variant uses a radar sensor, stereo camera and an Electric Power Steering (EPS) system, whereas another solution uses a mono camera and an ESC system. The vehicle steering capabilities and limitations of the ESC based steering are discussed in the paper. Finally, an outlook to future work and possible extensions will be given. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automated vehicle control KW - Automatic braking KW - Autonomous intelligent cruise control KW - Driver support systems KW - Edge detection KW - Europe KW - Motor vehicle dynamics KW - Ran off road crashes KW - Rollover crashes KW - Stability (Mechanics) KW - United States KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358457 ER - TY - CONF AN - 01568008 AU - Brolin, Karin AU - Östh, Jonas AU - Svensson, Mats AU - Sato, Fusako AU - Ono, Koshiro AU - Linder, Astrid AU - Kullgren, Anders AU - National Highway Traffic Safety Administration TI - Aiming for an Average Female Virtual Human Body Model for Seat Performance Assessment in Rear-End Impacts PY - 2015 SP - 15p AB - The female part of the population suffers more Whiplash Associated Disorders (WAD) in car crashes than males. Several studies have illustrated the need to consider the female population when developing and assessing the WAD prevention performance of advanced restraint systems in rear-end collisions. Presently only one crash test dummy is available, the average sized male BioRID. Recently a virtual dummy model of an average female, EvaRID, was developed and used in rear impact simulations. The results stressed the need for models representing the female part of the population, as well. Virtual crash simulations have become essential in traffic safety and with models of both an average male and female, further steps in addressing improved assessment of WAD prevention can be taken. The present paper presents a starting point of research aiming to develop an open-source average female Finite Element (FE) model with an anatomically detailed cervical spine. This paper provides a review of the literature to identify gender specific neck biomechanics and anatomical differences, followed by a review of published FE models of the cervical spine. Data on vertebral body dimensions (height, width, depth, spinal canal diameter, facet joint angles) have been compiled from biomechanical literature. Significant gender differences exist for the vertebral body depth and width, the spinal curvature in the seated posture, and the spinal stiffness and range of motion. All have the potential to influence the outcome of an impact and should be accounted for in the development of WAD prevention. The review of FE models of the cervical spine presented 17 models based on male geometry but only one model scaled to represent a female. An overview of the models are given with respect to the solver, geometry source, number of elements, and implementation of the facet joints, ligaments, and muscles. It is recommended that an average female model is developed with focus on; 1) the shape of the female vertebral body, especially the depth and width that provides less support area than for males, 2) defining the spinal curvature representative of seated female volunteers who generally display less lordosis than males, 3) the dimensions of the spinal ligaments, rather than the material properties, to capture the larger range of motion and less spinal stiffness of female subjects compared to males, and 4) validation to female volunteers and PMHS tests for range of motion, while failure prediction seem less gender sensitive. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Females KW - Finite element method KW - Rear end crashes KW - Restraint systems KW - Traffic safety KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358644 ER - TY - CONF AN - 01568005 AU - Östh, Jonas AU - Brolin, Karin AU - Ólafsdóttir, Jóna Marín AU - Davidsson, Johan AU - Pipkorn, Bengt AU - Jakobsson, Lotta AU - Törnvall, Fredrik AU - Lindkvist, Mats AU - National Highway Traffic Safety Administration TI - Muscle Activation Strategies in Human Body Models for the Development of Integrated Safety PY - 2015 SP - 15p AB - Human Body Models (HBMs) have been used in crash safety research for some time, and are now emerging as tools for the development of restraints systems. One important challenge in the development of advanced restraint systems is to integrate sensory information about the pre-crash phase (time to collision, impact speed and direction, occupant position) to alter restraint activation parameters. Restraint activation can begin even before the beginning of an impact, providing additional time to reposition or restrain the occupant. However, any such pre-crash intervention would invoke a muscle response that needs to be taken into account in HBMs used in simulation of integrated restraints. The objective of this paper is to provide an update on state-of-the-art modeling techniques for active musculature in HBMs. Examples of applications are presented, to illustrate future challenges in modeling of car occupants muscle responses to restraint activation. The most common approach for modeling active muscle force in HBMs is to use Hill-type models, in which the force produced is a function of muscle length, shortening velocity, and activation level. Active musculature was first implemented in cervical spine models. These models were applied to study occupant kinematic responses and injury outcome in rear-end, lateral, and frontal impacts; it was found that active musculature is essential for studying the response of the cervical spine. One approach utilized to represent muscle activity in HBMs is to use experimentally recorded muscle activities or activity levels acquired through inverse optimization in open-loop. More recently, in order to represent car occupant muscle responses in pre-crash situations, closed-loop control has been implemented for multibody and finite element HBMs, allowing the models to maintain their posture and simulate reflexive responses. Studies with these models showed that in addition to feedback control, anticipatory postural responses needs to be included to represent driver actions such as voluntary braking. Current HBMs have the capacity to model (utilizing closed-loop control) active muscle responses of car occupants in longitudinal pre-crash events. However, models have only been validated for limited sets of data since as high quality volunteer data, although it exists, is scarce. Omni-directional muscle responses have been implemented to some extent, but biofidelity of the simulated muscle activation schemes has not been assessed. Additional experimental volunteer muscle activity measurements (with normalized electromyogram recordings) in complex 3D-loading scenarios are needed for validation and to investigate how muscle recruitment depends on occupant awareness and varies between individuals. Further model development and validation of muscle activations schemes are necessary, for instance startle responses, and individual muscle control. This could improve assessment of restraint performance in complex accident scenarios, such as multiple impacts, far-side impacts and roll-over situations. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Crash victim simulation KW - Dummies KW - Muscular forces KW - Occupant kinetics KW - Restraint systems KW - State of the art KW - Time to collision KW - Traffic safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358645 ER - TY - CONF AN - 01567996 AU - Páez, Francisco Javier AU - Furones, Arturo AU - Badea, Alexandro AU - National Highway Traffic Safety Administration TI - Benefits Assessment of Autonomous Emergency Braking Pedestrian Systems Based on Real World Accidents Reconstruction PY - 2015 SP - 11p AB - Despite the success in reducing Spanish traffic fatalities by 65 percent in the past decade (2004 - 2013), pedestrian fatalities only have diminished by 45% (decreased by 35% in urban areas). This paper describes the main findings of a coordinated study performed by INSIA-UPM aimed to assess the potential influence of two active safety systems, a brake assist system (BAS) and an autonomous emergency braking system (AEB), in vehicle-pedestrian collisions through reconstruction of real-world accidents occurred in the city of Madrid (Spain). A total number of 50 vehicle-pedestrian collisions have been in-depth investigated following a common methodology, including on the spot data collection, analysis and reconstruction to estimate the collision speed and the pedestrian kinematics. Every single case has been virtual simulated twice using PC-Crash® software: the first is a reconstruction of the real accident and the second is a simulation in which the operation of active safety systems is emulated. The performance of the BAS system acts together with the antilock braking system (ABS). The AEB system emulated in this paper through computer simulations is based on the DaimlerChrysler’s PROTECTOR system. The benefit is assessed in terms of both collision speed and Injury Severity Probability (ISP) by comparing the reduction of their values from the real conditions to the virtual simulations. The pedestrian ISP was estimated, depending on the collision speed and the pedestrian head impact point, using a specific application to calculate its value based on the results of head form impact laboratory tests. The findings show that in several cases the collision could be avoided by implementing the active safety systems (12% if the vehicle was fitted with BAS+ABS system; 42% with PROTECTOR system); and it would reduce their consequences in terms of the estimated ISP. It was also found that in few cases a low reduction of the collision speed would increase the head injury severity (10%). Further research should include injury information and/or estimation (HIC). Other limitations are the sample size (only one city and frontal collisions) and no unhurt accidents have been included. The injury severity assessment within this study only considers head impacts to the front surface of the vehicle, injuries provoked by subsequent impacts were not taken into account. Hence it can be an interesting subject for further research. This is new because: it is a prospective assessment of active safety systems and autonomous emergency braking systems; it is based on accurate reconstructions, highly detailed parameters; the behavior of the system is simulated according to design parameters. Multi-disciplinary approaches such as this study make the identification of critical parameters easier and simplify the development of practical solutions by quantifying their potential impact on future actions to improve pedestrian safety. The active safety braking pedestrian systems have a potential benefit in real conditions. It also has limitations so the authors cannot rely just on it. It has to act together with other passive features and the driver has to keep aware. This methodology can serve to test the benefit of forthcoming active safety technologies. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Brake assist system KW - Braking KW - Crash avoidance systems KW - Crash reconstruction KW - Frontal crashes KW - Injury severity KW - Madrid (Spain) KW - Pedestrian-vehicle crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357849 ER - TY - CONF AN - 01567991 AU - Park, Yeonggeol AU - Kwon, Jaejoon AU - Park, Kihong AU - Jeong, Jay AU - National Highway Traffic Safety Administration TI - Unmanned Target Vehicle for Active Safety Evaluation in Cut-in Test Scenarios PY - 2015 SP - 6p AB - In recent years, active safety systems are introduced to the markets and many of them are adopted to improve the possibility to avoid the accidents. These active safety systems include AEBS (Automatic Emergency Braking System,) LKAS (Lane Keeping Assistant System,) BSD (Blind Spot Detection,) and so on. The evaluation methods for those systems also have been developed and determined as international standards. Additionally, target systems for evaluation have been developed too. However, they are usually designed for testing straight rear collision scenarios. To reproduce other scenarios such as cut-in situations, a new concept of the target system is needed. So, in this work, the unmanned target vehicle are designed and developed. The target vehicle is developed as an unmanned vehicle for accurate path following performance. A Differential Global Positioning System (DGPS) with 2cm accuracy and heading angle inertial measurement unit (IMU) are installed for the path following function. A soft dummy which resembles a typical SUV is attached on the unmanned target vehicle. To reproduce accident scenarios safely, the target vehicle should be designed to protect the hunter vehicle and the target vehicle itself from the crash shock of the collision situation. The target vehicle in this work is developed with a shock absorber system in the rear part of the target vehicle. The rear part of the target vehicle is designed to have similar characteristics with a real vehicles in visual shape for vision systems and radio frequency reflection for radar systems. The shape and the material of the part is selected for the hunter vehicle to recognize the target vehicle as a real SUV. The structural and dynamic analysis are carried out for the target performance. Also, evaluation experiments of the cut-in scenarios are carried out to test the hunter vehicle with the AEBS. The dynamic performance results of the target vehicle will be presented. The results include the limit of impact speed, maximum speed, maximum lateral speed and accuracy of path following logic. The AEBS performance results of the hunter vehicle will be presented in the test cut-in situation. In this work, test scenarios to evaluate the hunter vehicles are carried out especially for the 'Rear collision and Cut-in' situations. Frontal collision and accidents in intersection situation are excluded. The hunter vehicles with AEBS are only tested for the evaluation experiments. The test speed is set less than 40km/h. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Blind spots KW - Global Positioning System KW - Lane departure warning systems KW - Rear end crashes KW - Robots KW - Test vehicles KW - Vehicle dynamics UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358500 ER - TY - CONF AN - 01567989 AU - Un-chin, Park AU - Ganz, Florian AU - Ha-jong, Song AU - Sankar, Sudar AU - Hyun-chul, Kim AU - Santos, Christian AU - National Highway Traffic Safety Administration TI - The Tracking Method of Vehicle Point or Dummy Point in the Vehicle Crash by Calculating Linear Accelerometer and Angular Velocity PY - 2015 SP - 6p AB - From the mathematical equations the authors can get the point coordinates with 3 axis linear accelerometer and 3 axis angular velocity by integration. In this research, the authors will introduce two unique algorithms-acceleration method and velocity method of Hyundai-Kia motors and ACTs and prove the accuracy from many kinds of dummy inboard or outboard tracking case and vehicle body point. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Acceleration (Mechanics) KW - Accelerometers KW - Algorithms KW - Angular velocity KW - Crash analysis KW - Dummies KW - Hyundai automobile KW - Kia automobile UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358344 ER - TY - CONF AN - 01567986 AU - Doyle, Murray AU - Edwards, Alix AU - Avery, Matthew AU - National Highway Traffic Safety Administration TI - AEB Real World Validation Using UK Motor Insurance Claims Data PY - 2015 SP - 14p AB - City Safety is a low-speed autonomous emergency braking (AEB) technology, first made available as standard by Volvo on their XC60 model series, and released in the United Kingdom (UK) in 2008. This technology has since been made available on a growing number of models, including the high volume seller Volkswagen Golf 7. This paper presents an analysis of the impact of AEB in the UK on claim losses using real world Insurer claims data. Statistical regression was used to compare the claims losses for the XC60 to that of a SUV control cohort of vehicles without any such system, and quantify any AEB effects identified. The influences of calendar year and vehicle age on claim risk were accounted for in the analysis. Estimated claim frequencies for the XC60 were lower than those of the control cohort, in all liability types: 8% lower for Third Party Damage, 6% lower for Own Damage, and 21% lower for Third Party Injury. More recently this approach has been employed to compare claim frequencies for the Golf 7 with the Front Assist AEB system with that of a Small Family car control cohort of vehicles, with similar qualitative results observed from an analysis of the initial data available. Furthermore a study of claim damage severity based around claim costs and repair times estimated lower severity levels for the XC60 relative to control cohorts, for own damage liability, of the order of 10%-15%. This study is the first of its kind using UK claims and indicates the potential benefit of AEB technology. Further statistical analysis is intended with additional risk information for the XC60 and Golf 7, and other AEB study vehicles. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - City Safety KW - Crash avoidance systems KW - Crash severity KW - Insurance claims KW - Liability KW - Statistical analysis KW - United Kingdom KW - Vehicle tests KW - Volkswagen automobile KW - Volvo automobile UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358629 ER - TY - CONF AN - 01567985 AU - Fujishiro, Ryo AU - Liu, Chao AU - Christopher, Lauren AU - Zheng, Jiang Yu AU - National Highway Traffic Safety Administration TI - Bicyclist Behavior Analysis for PCS (Pre-Collision System) Based on Naturalistic Driving PY - 2015 SP - 7p AB - In recent years, automakers have introduced the PCS (Pre-Collision System) which is designed to warn a driver or to brake automatically to help avoid or mitigate accidents. One of the significant aspects of this system is to help protect vulnerable road users such as pedestrians and bicyclists. In this paper, the research is introduced which analyzes normal bicyclist behavior in order to design and evaluate PCS systems. The attributes of normal bicyclist behavior investigated are: TTC (Time-To-Collision), lateral position, vehicle speed and bicycle speed. This behavior was analyzed using TASI’s (IUPUI’s Transportation Active Safety Institute) naturalistic driving data from 110 cars. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Automatic data collection systems KW - Behavior KW - Crash avoidance systems KW - Cyclists KW - Vehicle design KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358451 ER - TY - CONF AN - 01567810 AU - Hartmann, Christoph AU - Harlapur, Sakheen AU - Brandmeier, Thomas AU - Rajendra, Akshay AU - Faisst, Holger AU - Lauer, Peter AU - National Highway Traffic Safety Administration TI - New Integrated Assistance Functions for Real World Accident Scenarios PY - 2015 SP - 10p AB - Investigation of several accident databases consistently identified guardrail and embankment accidents as highly relevant in the context of real world accident scenarios that are not in the focus of today’s vehicle safety functions. This work demonstrates the potential of future vehicle safety functions to reduce the severity of such accidents. To achieve this, two vehicle lateral controllers are in development that assist the driver in guardrail and embankment accident situations. A Linear Quadratic Regulator (LQR) approach, based on a single track model, is used to stabilize the vehicle in these situations with the goal to reduce the risk of secondary collisions and a rollover of the vehicle. Simulation results demonstrate the potential of the vehicle lateral controllers to stabilize the vehicle after a guardrail collision and to keep it in a safe area next to the guardrail. It is also demonstrated that the risk of a rollover in an embankment due to erroneous driver steering can be reduced. Further research is required to investigate the influence of driver inputs to the controllers in the mentioned accident situations. It needs to be discussed how the new controllers could be incorporated in the existing and future vehicle safety architecture. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic controllers KW - Automatic steering control KW - Embankments KW - Forecasting KW - Guardrails KW - Rollover crashes KW - Simulation KW - Traffic crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358387 ER - TY - CONF AN - 01567800 AU - Zaouk, Abdullatif K AU - Wills, Michael AU - Traube, Eric AU - Strassburger, Robert AU - National Highway Traffic Safety Administration TI - Driver Alcohol Detection System for Safety (DADSS) – A Status Update PY - 2015 SP - 15p AB - The National Highway Traffic Safety Administration (NHTSA) and the Automotive Coalition for Traffic Safety (ACTS) began research in February 2008 to try to find potential in-vehicle approaches to the problem of alcohol-impaired driving. Members of ACTS comprise motor vehicle manufacturers representing approximately 99 percent of light vehicle sales in the U.S. This cooperative research partnership, known as the Driver Alcohol Detection System for Safety (DADSS) Program, is exploring the feasibility, the potential benefits of, and the public policy challenges associated with a more widespread use of non-invasive technology to prevent alcohol-impaired driving. The 2008 cooperative agreement between NHTSA and ACTS for Phases I and II outlined a program of research to assess the state of detection technologies that are capable of measuring blood alcohol concentration (BAC) or Breath Alcohol Concentration (BrAC) and to support the creation and testing of prototypes and subsequent hardware that could be installed in vehicles. This paper will outline the technological approaches and program status. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Blood alcohol levels KW - Detection and identification KW - Drivers KW - Drunk drivers KW - Safety programs KW - Traffic safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358350 ER - TY - CONF AN - 01567791 AU - Hicks, David AU - Mongiardini, Mario AU - Grzebieta, Raphael AU - Rechnitzer, George AU - National Highway Traffic Safety Administration TI - Analysis of Quad-Bike Loss-of-Control Using Experimental and Simulated Dynamic Bump Tests PY - 2015 SP - 9p AB - Quad-bikes, also known as all-terrain vehicles in the United States of America, continue to be a major contributor to fatal and serious injuries in Australia as well as in many other countries all over the world, both for recreational use and in the workplace. There have been over 150 fatalities caused by quad-bike incidents in Australia since 2000 with around 70 percent of these attributed to rollovers. In 2011, quad-bikes overtook tractors as the leading cause of injury and death on Australian farms. There is a significant portion of quad-bike fatalities that are identified as being caused by riding over a raised obstacle (i.e. bump, log, tree stump, etc.), which causes the vehicle to lose control and rollover. However, the authors are not aware of any research that has been published to date in regards to identifying the mechanism that causes this loss-of-control situation in the case of quad-bikes. This paper details a novel method used to identify this mechanism. Preliminary testing conducted with a human test rider, identified that a rider can be significantly displaced across the seat when riding a quad-bike over a semi-circular raised obstacle placed on one side of the vehicle wheel track. A formal test procedure was then developed to measure the pelvis kinematics of an Anthropomorphic Test Device mounted on a quad-bike moving over a 150mm high bump obstacle placed on one side of the vehicle wheel track. This procedure was then simulated using a Finite Element (FE) model of a quad-bike that was validated against experimental tests. The analysis of both experimental and FE simulation results presented here clearly demonstrate how a quad-bike loss-of-control event, leading to rollover, can be triggered by a bump-like raised obstacle. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - All terrain vehicles KW - Australia KW - Loss of control KW - Obstructions (Navigation) KW - Rollover crashes KW - Simulation KW - Speed control humps UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359034 ER - TY - CONF AN - 01567789 AU - Han, Il Song AU - Han, Woo-Sup AU - National Highway Traffic Safety Administration TI - Application of Biologically Inspired Visual Information Processing in Affective Driver Status Monitoring PY - 2015 SP - 11p AB - Recent times have seen an increased interest in technologies of driver assistance. Understanding the driver’s current status is crucial for the implementation of Advanced Driver Assistance System (ADAS) and Driver Status Monitoring (DSM). Emotional factors such as anger have been long attributed to aggressive driving behaviours and increased likelihood of road accidents. Therefore, being able to accurately detect the affective states of the vehicle occupant will be critical for enhanced safety and comfort. In this paper, the authors present a methodology for the evaluation of the emotional states of vehicle drivers. The proposed approach performs an assessment of the emotional states by using combination of biologically inspired visual information processing and neural networks coupled with feedback mechanisms. The system consists of the following stages: (1) biologically inspired image pre-processing; (2) facial feature extraction; (3) multilayer perceptron for classification; and (4) feedback mechanism. The system has been preliminary validated by using data available from Japanese Female Facial Expression (JAFFE) database. Four affective states were identified and tested, which includes anger, sadness, and happiness. Subsequent tests have shown the successful detection rate of 91.3% with test images, and over 70% correct classification in images with Gaussian noises, respectively. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Driver monitoring KW - Driver support systems KW - Emotions KW - Evaluation and assessment KW - Face KW - Human information processing KW - Visual perception UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358386 ER - TY - CONF AN - 01567788 AU - Zander, Oliver AU - Gehring, Dirk-Uwe AU - van Ratingen, Michiel AU - National Highway Traffic Safety Administration TI - Beyond Safety Legislation: Contribution of Consumer Information Programmes to Enhanced Injury Mitigation of Pedestrians During Accidents with Motor Vehicles PY - 2015 SP - 14p AB - During the past five years, a Euro NCAP technical working group on pedestrian safety has been working on improving test and assessment procedures for enhanced passive pedestrian safety. After harmonizing the tools and procedures as much as possible with legislation, the work was mainly focused on the development of grid procedures for the pedestrian body regions head, upper leg with pelvis and lower leg with knee. Furthermore, the test parameters for the head and the upper leg were revised, a new lower legform impactor was introduced and the injury thresholds were adjusted or, where necessary, the injury criteria were changed. Finally, the assessment limits and colour scheme were refined, widening the range and adding two more colours in order to provide a more detailed description of the pedestrian safety performance. By abstaining from an assessment based on a worst point selection philosophy, the improved test point determination procedures that were introduced during the years 2013 and 2014 give a more homogeneous, high resolution picture of the pedestrian safety performance of the vehicle front ends. By using a uniform grid for each test zone approximately 200 test points, evenly distributed within each area, can now be assessed per vehicle. The introduction of the flexible pedestrian legform impactor in 2014 enables a more realistic injury prediction of the knee and the tibia using a biofidelic test tool. With the new upper legform test that has been launched in 2015 the assessment in that area is now focusing on the injured body region instead of the injury causing vehicle part and thus is aligned with the approach in the remaining body regions head and lower leg. At the same time, a monitoring test with the headform impactor against the bonnet leading edge is closing the possible gap between the test areas to identify injury causing vehicle parts that moved out of focus due to the introduction of the new upper legform test. The paper describes the new test and assessment procedures with their underlying philosophy and gives an outlook in terms of open issues, specifying the needs for further improvement in the future. In parallel to the work of the pedestrian subgroup, a Euro NCAP working group on heavy vehicles introduced a set of protocol changes in 2011 that were related to the assessment of M1 vehicles derived from commercial vehicles, with a gross vehicle weight between 2.5 and 3.5 tons and 8 or 9 seats. The paper also investigates the applicability of the new pedestrian test and assessment procedures to heavy vehicles. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Consumer protection KW - Crash injuries KW - Evaluation and assessment KW - Hazard mitigation KW - New Car Assessment Program KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Performance measurement KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358293 ER - TY - CONF AN - 01567786 AU - Jakobsson, Lotta AU - Axelson, Anders AU - Björklund, Magnus AU - Nilsson, Pär AU - Victor, Trent AU - National Highway Traffic Safety Administration TI - Run Off Road Safety PY - 2015 SP - 10p AB - Run off road events are frequent and can result in severe consequences. The reasons for leaving the road are numerous and the sequence the car is subjected to differs in most events. The aim of this study is to holistically address safety improvement in run off road events, presenting methods for evaluation as well as examples of countermeasures for the whole sequence from normal driving to post-crash. Real world data, comprising statistical and in-depth crash data as well as driving data from Volvo Cars’ database in Sweden, forms the basis for understanding of influencing factors and mechanisms related to occurrence of the event as well as occupant injury. Countermeasures are presented along with the test methods which were developed based on the mechanisms identified. The test methods include road off road avoidance test methods, complete vehicle crash tests, and rig tests; such as occupant positioning using a robot rig and vertical loading tests using a drop tower rig. Countermeasures addressing run off road safety are developed and verified using the identified test methods and integrated into vehicle design. Examples of systems addressing road departure avoidance aspects are Driver Alert Control and Lane Keeping Aid. Countermeasures specifically addressing occupant protection are occupant positioning by detecting run off road events and activating an electrical reversible safety belt pretensioner, as well as unique energy-absorbing functionality in the seat. Post-crash measures are enhanced by added activation of eCall in some run off road scenarios. Optimally, avoiding the run off road is most beneficial and this study provides some initial steps illustrated by production systems. However, if run off road occurs, one priority is to reduce vertical occupant loadings when landing on the wheels after a free-flight, a rollover or when going into a ditch and impacting an embankment. This type of loading could result in thoracic-lumbar spine fractures. The design of the unique energy absorbing functionality in the seat, put into production 2015, will help provide important enhanced occupant protection. Additionally, injury outcome is influenced by the occupant position during the event: head and arms flinging around impacting the interior, bent postures reducing the tolerances of spinal injuries, and sub-optimal occupant positioning relative to protection systems. The unique run off road detection and safety belt pretensioning early in the events, together with the seat backrest’s side supports, will assist the occupant to stay positioned during the event and help improve protection. This study is based on a holistic approach to safety, covering the whole event from normal driving to crash care, introducing world first production technology enhancing occupant protection in these diverse and complex events. It goes beyond standardized safety evaluation of today and it provides an illustrative example on how safety systems can take action across the entire crash sequence and the interaction of different types of systems adding to the effect of addressing real world protection needs. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Driver support systems KW - Highway safety KW - Holistic approach KW - Occupant protection devices KW - Ran off road crashes KW - Vehicle design KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358390 ER - TY - CONF AN - 01567782 AU - Zuby, David AU - National Highway Traffic Safety Administration TI - Consumer Safety Information Programs at IIHS PY - 2015 SP - 14p AB - Since 1969, when the Insurance Institute for Highway Safety (IIHS) began publishing results of low-speed crash tests to highlight differences in vehicle bumpers, it has been a significant source of information about how the safety of different vehicle designs varies. Currently, IIHS maintains crashworthiness ratings covering five crash modes along with ratings of front crash prevention (FCP) systems and children’s booster seats, as well as annual updates of insurance loss reports from its affiliate, the Highway Loss Data Institute (HLDI). This report describes the experience with IIHS’s latest consumer information efforts and identifies the next areas of consumer information to come online. It presents information about the number of vehicle models and booster seats evaluated; their ratings assigned as well as media, consumer, and manufacturer response; and small overlap crashworthiness and FCP ratings. Research underpinning future rating programs addressing Lower Anchors and Tethers for Children (LATCH) and advanced head lighting systems also is summarized. Since launching its booster seat ratings, IIHS has evaluated 200 designs for their ability to adjust rear seat belt fit to booster-age children across a wide variety of rear seat belt configurations. The number of models rated Best Bet, indicating they will provide good belt fit in common passenger vehicles, has increased from a low of 10 in 2008 to 69 in 2014. Media coverage of these annual ratings announcements is estimated to average an audience of 88 million people in the United States. IIHS internet pages with booster ratings are among the most viewed, with an average of 102,800 page views monthly. IIHS began rating vehicle front crashworthiness on the basis of a 64 km/h small overlap crash against a rigid barrier in 2012. Of the 118 currently rated 2015 models, 49 are good, 25 acceptable, 23 marginal, and 21 poor. Several models have been tested in two design iterations with improved performance in the second test, indicating automakers are able to design vehicles to better protect occupants in similar crashes. It is estimated that the media coverage across all small overlap ratings announcements has achieved 1.1 billion views. Surveys of automobile dealers indicate that good ratings in this test have led to increased sales, at least in the short term. IIHS ratings of vehicle FCP systems include both warning and autobraking functions. The proportion of new models available with FCP of any kind has increased from 30 to 60 percent. The combined media coverage of three announcements featuring FCP ratings were viewed 212 million times. While not as strong as for crash test ratings, there was indication that these announcements positively affected sales of vehicles with these systems. Large audiences for IIHS consumer information programs have prompted manufacturers of rated products to make changes in ways indicated by IIHS tests. Based on this experience with current programs, there is good reason to believe that IIHS ratings of LATCH and advanced head lighting systems can also improve vehicle safety. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Booster seats KW - Consumer protection KW - Crashworthiness KW - Frontal crashes KW - Insurance Institute for Highway Safety KW - Lower Anchors and Tethers for Children (LATCH) KW - Safety programs KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358341 ER - TY - CONF AN - 01567781 AU - Funcke, Michael AU - Lovski, Sebastian AU - Schäfer, Sebastian AU - Sturk, David AU - Dufaut, Dominique AU - Sundmark, Hakan AU - Vavalidis, Kyriakos AU - Gustafsson, Per AU - National Highway Traffic Safety Administration TI - Protection of Lithium-Ion Traction Batteries in the Electric Car PY - 2015 SP - 7p AB - The storage elements in an electric vehicle (EV) remain a key challenge to wide-scale, successful deployment of EVs that are appealing to customers and are adequately functional (e.g. in terms of range and drivability). State-of-the-art electric storage systems are lithium-ion batteries, offering approximately 0.5 km driving range per 1 kg of battery pack mass (see Funcke et al [1]). However, these battery packs require high level safety measures to avoid e.g. mechanical damage of the cells, which increases the pack mass again. In order to make a reliable statement about the battery safety at an early stage of development, detailed knowledge of the mechanical behavior of the cells as well as its reproduction in the virtual development process is necessary. Based on a sample design of a main battery structure, the development process of the cell model is explained. The first steps are the integration of the design in a full vehicle and the determination of the dominant cell deformations, which are transferred to cell load cases. These mechanical abuse tests of cells deliver the input data for generating an adequate finite-element (FE) model, which offers the opportunity to dimension the battery pack and to add safety measures. With this simulation model inflatable structures as well as passive reinforcements for the traction battery are investigated. To validate the simulation results, component tests on system level, i.e. complete battery packs, are conducted. The test is based on the full vehicle reference design load case, in this case the EuroNCAP pole side impact with a modified pole position and an impact velocity of 50 km/h. An analysis of the impact position is needed since the vulnerabilty to intrusion of the battery pack and the stiffness of the vehicle structure varies along the vehicle longitudinal axis. These component tests confirm the simulation results and show the potential of inflatable structures and passive protection systems. Furthermore, it is possible to generate a FE model for lithium-ion batteries, which is applicable to full vehicle simulations. Although it is possible to map the mechanical characteristics to the generated cell model, this model is limited to the investigated load cases, which have been the result of the battery position within the vehicle and the corresponding critical design load case. Since the battery may be placed in another position within the vehicle and the arrangement of the cells may change, the cell model is not universal. However, it is extensible to other load cases. Overall, the results from the study with the inflatable elements show clearly the benefit of those structures. With low additional mass a high positive effect (e.g. lower intrusion) is achieved, which means the ratio of the incorporated mass to the reached protective effect is lower than with passive protection systems. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicles KW - Energy storage devices KW - Finite element method KW - Lithium batteries KW - Mechanical properties KW - Protection KW - Safety KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357877 ER - TY - CONF AN - 01567779 AU - Battaglia, Salvatore AU - Kietlinski, Kajetan AU - Unger, Michiel AU - Tijssens, Martin AU - National Highway Traffic Safety Administration TI - Occupant Protection in Rear-End Collisions Preceded by Autonomous Emergency Braking Deployment PY - 2015 SP - 14p AB - The safety of vehicle occupants has evolved recently due to the market implementations of new sensing technologies that enable predicting and identifying hazardous road traffic situations and thus actively prevent or mitigate collisions. The obvious benefits of the active safety systems has also been recognized and acknowledged by the regulatory and consumer bodies responsible for transportation, and as a result, the new standards, regulations and public rewards are being introduced. The active safety systems can prevent or mitigate collisions by controlling the motion of the vehicles through autonomous actuation of either: braking, steering or both simultaneously. The autonomous control of the vehicle inevitably affects the motion of the travelling occupants with respect to the vehicle interior. Depending on the severity of the maneuver, the occupant motion may lead to non-optimal postures for the in-crash phase if the collision is unavoidable. This consideration creates the direct need for developing the active systems together with passive systems with the ultimate objective to best protect the occupants. This paper presents a simulation methodology for developing new automotive safety systems in an integrated manner that ensures optimal exploitation of benefits of predictive sensing and occupant restraints. It also demonstrates the application of the above methods, to investigate and optimize the occupant whiplash protection in rear-end collisions occurring during the autonomous emergency braking of the collided vehicle. The investigation was performed using simulation techniques (MADYMO software). The driver occupant is initially exposed to the low-g longitudinal acceleration resulting from emergency braking, during which the rear-end acceleration pulse is applied, representing the collision conditions (following the High Severity Sled Pulse of Euro New Car Assessment Program (NCAP) Whiplash testing protocol). Two different models of anthropometric test devices are used and compared: BioRID-II facet Q model and Active Human Model (AHM) to predict occupant motion while braking and assess injury risk as a result of the rear-end collision. The results obtained showed the severity of the out-of-position occupant posture created by the autonomous braking maneuver, and its effect on injury risk in the consecutive collision. It was observed that the occupant motion resulting from braking is more pronounced in case of AHM than BioRID-II. Increased occupant travel during prebraking impairs significantly the effectiveness of occupant rear-end protection restraint systems, thus increasing the whiplash injury risk. Further study demonstrates conceptual, pre-crash deployed safety solutions that alleviate the negative effects of the out-of-position postures created by pre-braking. The study shows the need for developing the new safety systems in an integrated manner. It was performed based on the numerical simulations and some of the model components were not fully validated. The simulation methods and techniques will play a significant role in the integrated safety systems development processes, allowing testing the conditions of high complexity in order to represent the real life scenarios and thus ensuring better occupant protection. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Anthropomorphic test devices KW - Automatic braking KW - Driver support systems KW - In vehicle sensors KW - Rear end crashes KW - Simulation KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358631 ER - TY - CONF AN - 01567770 AU - Kreiss, Jens-Peter AU - Feng, Gang AU - Krampe, Jonas AU - Meyer, Marco AU - Niebuhr, Tobias AU - Pastor, Claus AU - Dobberstein, Jan AU - National Highway Traffic Safety Administration TI - EXTRAPOLATION OF GIDAS ACCIDENT DATA TO EUROPE PY - 2015 SP - 13p AB - In the paper it is investigated to what extend one can extrapolate the detailed accident database GIDAS (German In-Depth Accident Study), with survey area Hanover and Dresden region, to accident behavior in other regions and countries within Europe and how such an extrapolation can be implemented and evaluated. Moreover, it is explored what extent of accident data for the target country is necessary for such an extrapolation and what can be done in situations with sparse and low accident information in a target region. It will be shown that a direct transfer of GIDAS injury outcomes to other regions does not lead to satisfactory results. But based on GIDAS and using statistical decision tree methods, an extrapolation methodology will be presented which allows for an adequate prediction of the distribution of injury severity in severe traffic accidents for European countries. The method consists essentially of a separation of accidents into well-described subgroups of accidents within which the accident severity distribution does not vary much over different regions. In contrast the distribution over the various subgroups of accidents typically is rather different between GIDAS and the target. For the separation into the subgroups meaningful accident parameters (Like accident type, traffic environment, type of road etc.) Have been selected. The developed methodology is applied to GIDAS data for the years 1999-2012 and is evaluated with police accident data for Sweden (2002 to 2012) and the United Kingdom (2004 to 2010). It is obtained that the extrapolation proposal has good to very good predictive power in the category of severe traffic accidents. Moreover, it is shown that iterative proportional fitting enables the developed extrapolation method to lead to a satisfactory extrapolation of accident outcomes even to target regions with sparse accident information. As an important potential application of the developed methodology the a priori extrapolation of effects of (future) safety systems, the operation of which can only be well assessed on the basis of very detailed GIDAS accident data, is presented. Based on the evaluation of the presented extrapolation method it will be shown that GIDAS very well represents severe accidents, i.e. accidents with at least one severely or fatally injured person involved, for other countries in Europe. The developed extrapolation method reaches its limits in cases for which only very little accident information is available for the target region. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash data KW - Decision trees KW - Europe KW - Extrapolation KW - German In-Depth Accident Study KW - Germany KW - Outcome (Medical treatment) KW - Sweden KW - United Kingdom UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359028 ER - TY - CONF AN - 01567768 AU - Klausen, Andreas AU - Tørdal, Sondre Sanden AU - Karimi, Hamid Reza AU - Robbersmyr, Kjell G AU - Ječmenica, Mladen AU - Melteig, Ole AU - National Highway Traffic Safety Administration TI - Mathematical Modeling and Numerical Optimization of Three Vehicle Crashes Using a Single-Mass Lumped Parameter Model PY - 2015 SP - 8p AB - In this paper mathematical modelling of a vehicle crash based on a lumped parameter model is studied. The vehicle is modelled as a single mass connected to a non-linear spring and damper system. The characteristics of the non-linear behaviour of the model is identified with a hybrid Firefly/Harmony Search optimization algorithm that minimizes the deviation between experimental test data and a simulated response. The experimental data is taken from three crashes of an identical vehicle that crashes into a wall at different initial velocities. The aim of this paper is to find a piecewise-linear function for the spring and damper coefficients which is scaleable to reconstruct the three different experimental crashes at different impact velocities. Numerical results are provided to illustrate the applicability of the proposed algorithm. Three data sets will be used for parameter identification and a fourth data set will be used for verification U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crashworthiness KW - Mathematical models KW - Optimization KW - Simulation KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358924 ER - TY - CONF AN - 01567762 AU - Lloyd, Louise AU - Cuerden, Richard AU - Wallbank, Caroline AU - Seidl, Matthias AU - National Highway Traffic Safety Administration TI - Predicting the Impact of Vehicle Safety Developments in Emerging Markets following the Industrialised Countries’ Experience PY - 2015 SP - 9p AB - Vehicles in emerging markets are not typically regulated to the same extent as seen in industrialised regions. Casualty rates are considerably higher in these emerging markets, and the lack of vehicle safety regulation is responsible for at least some of the difference. With rapid growth in passenger cars expected, the number of road deaths and casualties in emerging markets is likely to rise, unless targeted and efficient interventions are planned and initiated urgently. The objective of this work was to quantify the casualty benefit that could be realised in an emerging market, if the experiences and lessons learned in the Europe Union (EU), including minimum car safety standards and consumer testing, were efficiently applied. Malaysia was selected as the emerging market for study in this paper, because it is a Contracting Party to the United Nations (UN) 1958 Agreement and has recently applied the major UN vehicle safety regulations. Clear differences in vehicle safety developments in Britain compared with Malaysia were identified through analysis of New Car Assessment Program (NCAP) results and accident data. Frontal impact performance varied, with some cars tested in New Car Assessment Program for Southeast Asian Countries (ASEAN NCAP) performing to levels similar to those seen in Euro NCAP today, whilst others were significantly worse. Based on this evidence, in broad terms, this study assumes that new car models sold in Malaysia are approximately 10 years behind today’s (2014/15) equivalent European cars, in terms of vehicle safety developments. However, the fleet in Malaysia is older than that seen in Britain, so it is possible that the entire fleet (with many older cars) could reflect a level of safety more like Britain before 2004. Therefore, the Malaysian casualty benefits predicted by this study represent a conservative estimate. By taking the vehicle safety development experience witnessed in the European Union (EU) and applying it to the situation in an emerging market, this work quantifies the casualty reduction potential could be a saving of between 1,200 and 4,300 Malaysian fatalities by 2030. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Britain KW - Casualties KW - Developed countries KW - Emerging economies KW - European New Car Assessment Program KW - European Union countries KW - Impacts KW - Malaysia KW - Markets KW - New Car Assessment Program KW - Standards KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358338 ER - TY - CONF AN - 01567758 AU - Schonlau, Benedikt AU - Krumbiegel, Klaus AU - Seidel, David AU - National Highway Traffic Safety Administration TI - Safety Layer for Intelligent Transport Systems PY - 2015 SP - 7p AB - Intelligent Transport Systems are currently being developed in many different industry sectors. These developments range from highly automated land vehicles, robots for mail delivery, agricultural drones up to ships automating vehicle ferry operations or automating the transportation of oil from the corresponding platforms. Virtual drivers are a big challenge for implementation of these systems, and there is currently much activity in this area. But this is not the major challenge; which is making those systems safe and reliable. The following article shows an approach to realize safety and reliability of Intelligent Transport Systems by separating the functional components into a driver model with limited safety and reliability, and an additional safety layer. In this approach, the driver model takes care of putting the required application case into practice and tries, similarly to a human driver, to continuously optimize the driving task. It is also possible to use training programs in productive operations for such driver models. The driver model is supported by a static safety layer. This safety layer implements all safety targets that have been defined in the development phase and ensures that all safety targets are continuously being adhered to during the operation. This article shows an overview of the relevant safety targets for Intelligent Transport Systems and demonstrates strategies for implementing the security layer. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Drivers KW - Highway safety KW - Intelligent transportation systems KW - Reliability KW - Strategic planning UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357831 ER - TY - CONF AN - 01567753 AU - Hök, Bertil AU - Pettersson, Håkan AU - Ljungblad, Jonas AU - National Highway Traffic Safety Administration TI - Unobtrusive Breath Alcohol Sensing System PY - 2015 SP - 9p AB - Although the vast majority of vehicle drivers are sober, drunk driving remains to be a major contributor to fatal accidents. Massive deployment of unobtrusive breath alcohol sensing systems could potentially save tens of thousands of lives worldwide every year by preventing drunk driving [1]. The work reported here is ultimately aiming at such a system. The technical performance of the present sensing system with respect to automotive requirements is summarized, and new results towards unobtrusive breath alcohol determination within vehicle compartments are presented. Breath alcohol concentration (BrAC) can be determined unobtrusively if (i) the sensing system provides real-time signals with adequate accuracy corresponding to the local concentrations of both alcohol and a tracer gas, e g CO2, (ii) the dilution of the breath is not excessive in relation to background concentrations, (iii) the sensor location can be seamlessly integrated into the interior of a vehicle cabin. All three of these aspects are addressed in the present paper. More than a hundred prototypes based on infrared spectroscopy were fabricated and subjected to automotive qualification tests in the full temperature range -40 … +85⁰C. In the majority of tests, adequate performance was noted. Measures are now being taken to fill remaining performance gaps. Test results with human subjects were positive and in accordance with expectations with respect to physiological variations. In-vehicle tests showed that for the best sensor position, passive breath samples allowed BrAC to be determined at a resolution of 2-4% of the US legal limit, providing proof-of-principle for unobtrusive testing. Nevertheless, vehicle integration remains to be the major technological challenge to the objective of deployment on a large scale of unobtrusive driver breath alcohol determination. The feasibility of unobtrusive breath alcohol determination in vehicles, and adequate performance of a sensor system based on infrared spectroscopy have been experimentally demonstrated. The alcohol sensing system may advantageously be integrated into vehicles, and may also be combined with other technologies to monitor driver impairment. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Alcohol breath tests KW - Driver monitoring KW - Drunk driving KW - Prototype tests KW - Sensors UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358374 ER - TY - CONF AN - 01567749 AU - Juergens, Gunnar AU - Klumpp, Bernhard AU - Schnupp, Ralf AU - Staehlin, Ulrich AU - National Highway Traffic Safety Administration TI - Safety 2.0 – Potentials of Cooperative Safety by Vehicle-to-X Communication PY - 2015 SP - 8p AB - Safety Technology has evolved significantly over the last decades. The technological progress, based on the continuous advances in vehicle crash worthiness, restraint systems and active safety functions have made traffic safer than ever before. Latest development has led to a sharp increase in the equipment rates for advanced surrounding sensors, so that onboard surrounding sensors such as camera, radar and lidar sensors have become standard equipment in modern vehicles. Surrounding sensors can provide safety critical information to a vehicle and are thus a pre-requisite for new integrated safety functions such as Forward Collision Warning (FCW) or Emergency Brake Assist (EBA). What if vehicles could communicate with each other and create a network for safety critical information in traffic? What if my vehicle gets realtime information on sudden braking maneuvers 500 meters ahead? What if a vehicle camera detects a cyclist approaching at an urban intersection and shares the cyclist position information with other vehicles? What if vehicles share their mass, velocity and position before a crash to optimize the strategy of airbag deployment? Wouldn't all this open a new dimension of safety in future traffic – Safety 2.0? This paper promotes cooperative safety as a new approach based on the exchange of safety critical information in traffic. The underlying thesis is that cooperative safety would dramatically increase the safety for a large number of traffic participants, including vehicles without on-board surrounding sensors and vulnerable road users (VRUs) like children, pedestrians and cyclists. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Cooperative systems KW - Crash avoidance systems KW - Driver support systems KW - Mobile communication systems KW - Traffic safety KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357757 ER - TY - CONF AN - 01567748 AU - Eigen, Ana Maria AU - Digges, Kennerly AU - National Highway Traffic Safety Administration TI - Opportunities for Injury Reduction in Rollover Crashes PY - 2015 SP - 9p AB - The National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) remains the best US data source for understanding the magnitude of the opportunities for reducing rollover injuries to the various body regions. However, judicious analysis techniques are required to address the many confounding factors, including but not limited to the consequence of recent safety improvements such as electronic stability control and increased roof strength. To better assess the effect of recent safety improvements, the population of drivers in rollovers in light vehicles model year 2000 and later was examined. To address crash severity, the number of quarter-turns was used. Injuries were separated by body region and the HARM method of aggregating injuries was used to provide added weighting to the more severe injuries. For belted drivers in near-side rollovers, the fourth quarter-turn contained the most HARM and the highest injury risk, especially for chest injuries. For belted drivers in far-side rollovers, most of the chest injury HARM is fairly uniformly distributed between quarter-turns 2, 4, 6 and 8. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Cluster analysis KW - Crash injuries KW - Crash severity KW - Electronic stability control KW - National Automotive Sampling System - Crashworthiness Data System KW - Rollover crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359035 ER - TY - CONF AN - 01567743 AU - Kahane, Charles J AU - National Highway Traffic Safety Administration TI - Lives Saved by Vehicle Safety Technologies and Associated Federal Motor Vehicle Safety Standards, 1960 to 2012 – Passenger Cars and LTVs PY - 2015 SP - 12p AB - The National Highway Traffic Safety Administration (NHTSA) began in 1975 to evaluate the effectiveness of vehicle safety technologies associated with the Federal Motor Vehicle Safety Standards (FMVSS). By June 2014, NHTSA had evaluated the effectiveness of virtually all the life-saving technologies introduced in passenger cars, pickup trucks, SUVs, and vans from about 1960 up through about 2010. A statistical model estimates the number of lives saved from 1960 to 2012 by the combination of these life-saving technologies. Fatality Analysis Reporting System (FARS) data for 1975 to 2012 documents the actual crash fatalities in vehicles that, especially in recent years, include many safety technologies. Using NHTSA’s published effectiveness estimates, the model estimates how many people would have died if the vehicles had not been equipped with any of the safety technologies. In addition to equipment compliant with specific FMVSS in effect at that time, the model tallies lives saved by installations in advance of the FMVSS, back to 1960, and by non-compulsory improvements, such as pretensioners and load limiters for seat belts. FARS data has been available since 1975, but an extension of the model allows estimates of lives saved in 1960 to 1974. A previous NHTSA study using the same methods estimated that vehicle safety technologies had saved 328,551 lives from 1960 through 2002. The agency now estimates 613,501 lives saved from 1960 through 2012. The annual number of lives saved grew from 115 in 1960, when a small number of people used lap belts, to 27,621 in 2012, when most cars, light trucks, and vans were equipped with numerous modern safety technologies and belt use on the road achieved 86 percent. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Fatality Analysis Reporting System KW - Light trucks KW - Occupant protection devices KW - Passenger vehicles KW - Standards KW - Statistical analysis KW - Traffic safety KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358925 ER - TY - CONF AN - 01567742 AU - Sturk, David AU - Gustafsson, Per AU - Holgers, Alf AU - Sundmark, Hakan AU - Cavell, Christian AU - Gaudinat, Francois AU - Dugast, Etienne AU - National Highway Traffic Safety Administration TI - E-Vehicle Safety – Pyro Switch as High Voltage Circuit Breaker & Bypass PY - 2015 SP - 10p AB - An E-Vehicle (i.e. electrified vehicle such as EV and HEV) is often equipped with a traction battery with voltage of as high as 200 to 600 Volt dc. It is critical that such voltage shall not be put in circuiting contact with any person at any point – workshop, crash or post-crash rescue. The National Highway Traffic Safety Association (NHTSA) have defined testing procedures in FMVSS 305 so as to assure that a basic level of safe guard systems shall be utilized by conventional E-Vehicles. The paragraph S5.3 (b) demands that the traction battery shall present an external voltage <60 Volt dc after crash. This is commonly solved with relays and melting fuses which have their Pros and Cons. Relays/contactors have the benefit of being a reversible active component but are limited to operative currents and are prone to switching bounces and they are relatively heavy, large and expensive. A melting fuse is a passive component that can operate at extreme currents but is irreversible and their cutting speed is dependent on the magnitude of the fault-current. In this paper Autoliv will present a methodology on how to disconnect a faulty battery unit rapidly (in milliseconds) regardless of the magnitude of the fault-current. This methodology can also be used to divide a traction battery down to minor units of <60 Volt dc or even bypass and disconnect a faulty battery module with maintained power electronics in order to retain mobility as well as adding the option of discharge the disconnected module so as to prevent stranded energy. Autoliv has investigated how to use pyrotechnic switches for disruption of over-currents in a traction system with battery packs of about 300-400 Volt dc. Those tests, aiming at safe disconnection without lasting arcs, included static faulty-current tests and tests simulating an E-Vehicle traveling 50-70 km/h on a horizontal surface. Autoliv’s Pyro Safety Switch (PSS) arrangement proved capable to safely disconnect both a complete battery pack (ranging from 300 to 400 Volt dc) and the intended battery module (30-60 Volt dc) in less than 0.5 milliseconds. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Circuit breakers KW - Electric batteries KW - Electric vehicles KW - Methodology KW - Repairing KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357883 ER - TY - CONF AN - 01567741 AU - Kusano, Kristofer D AU - Chen, Rong AU - Tsoi, Ada AU - Gabler, Hampton C AU - National Highway Traffic Safety Administration TI - Comparison of Event Data Recorder and Naturalistic Driving Data for the Study of Lane Departure Events PY - 2015 SP - 17p AB - Naturalistic Driving Study (NDS) data are an important source for driver behavior data to design and evaluate autonomous vehicles and driver assistance systems. The number of serious crash events in NDS, however, is often small. As a result, surrogates such as “near crashes” or events identified using vehicle instrumentation are used with the assumption that they are relevant to real crash events. The objective of this study is to determine if NDS crash and near-crash data are indeed representative of crash events. To examine this issue, the authors focused on one subset of crash events, lane departure events where the vehicle drifts out of its lane. These are the events most likely to be mitigated by lane departure warning systems. Four naturalistic datasets that covered the full range of events from lane departures during normal driving, to nearcrashes, to crashes were compared to data from a crash database. The authors' hypothesis is that the crash and near-crash NDS events will have the most similar vehicle kinematics compared to the crash database. Normal driving departure events were extracted from the Integrated Vehicle-Based Safety Systems (IVBSS) field operation test. Two departure event datasets from IVBSS were identified using the lane tracking cameras. The first dataset consisted of 12,760 cases of the vehicle departing and returning to its lane and the second consisted of 7,750 events where the equipped LDW systems were triggered. Thirty-two (32) near-crash lane departure events were analyzed from the 100-Car NDS. Finally, 49 curb strike events were analyzed from the SHRP-2 NDS. Data from lane departure crashes was extracted from the National Automotive Sampling System, Crashworthiness Data System (NASS/CDS). Event Data Recorders (EDRs) downloaded from 482 NASS/CDS crash investigations were analyzed. There were important sampling differences between datasets. Younger drivers were overrepresented in the 100-Car near-crash and SHRP-2 curb strike events and crash data while the IVBSS participants were uniformly distributed over age and gender groups. The vehicle speeds from IVBSS were restricted to over 42 kph (25 mph), whereas the crash data had vehicles speed that contained both low and high speed events. The 100-Car near-crash and SHRP-2 curb strike departures had larger departure angles (2.6° and 14.1° median, respectively) and lateral excursion (0.63 m and 0.50 m median, respectively) compared to the IVBSS data (0.6° and 0.7° departure angle and 0.19 m and 0.10 m excursion for LDW and lane departure datasets, respectively). The differences in departure conditions may have also affected driver maneuvers after the departure. In 52% of crashes with EDRs there was a brake application in the last second before the crash compared with 38% of 100-Car near-crash and 33% of SHRP-2 curb strike events. The selection criteria for the IVBSS departures excluded almost all brake application, with only 4% of the IVBSS LDW events having brake application. Steering wheel input was also substantially larger in the 100-Car near-crashes (48°) compared to the IVBSS (4°-5°). These results show that crash and near-crash events from NDS produce datasets that are most consistent with crash data compared to datasets generated using lane tracking information. If the research question involves replicating conditions relevant to departure crashes, such as in the design of test track experiments, crash and near-crash events should be used over less severe NDS departure events. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Alternatives analysis KW - Automatic data collection systems KW - Crash data KW - Data analysis KW - Data files KW - Driver support systems KW - Event data recorders KW - Intelligent vehicles KW - Lane departures UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359033 ER - TY - CONF AN - 01567736 AU - Ridella, Stephen A AU - Kang, Julie J AU - Kitazaki, Satoshi AU - National Highway Traffic Safety Administration TI - The Potential for Adaptive Safety through In-Vehicle Biomedical and Biometric Monitoring PY - 2015 SP - 12p AB - A 2009 study by the National Highway Traffic Safety Administration identified certain medical conditions as contributing factors in crash causation (Hanna 2009). It was found that about 1.3% of all crashes included in the National Motor Vehicle Crash Causation Survey (NMVCCS) were precipitated by driver reported medical emergencies and 84% of the drivers in crashes precipitated by medical emergencies experienced seizures ( epileptic and others), blackouts (non-diabetic), and diabetic reaction prior to the crashes. Drivers who had crashes precipitated by medical emergencies were more likely to sustain severe injury (28% for incapacitating injury and death for crashes with medical emergency; 11% for crashes without medical emergency). Thus, the premise exists that there may be benefit to identify the driver (and other occupants) of the vehicle as well as monitor their current health status through passive or active methods. This monitoring could take into account chronic conditions (such as bone mineral density) through driver input or through initial vehicle startup measurements which could be used to provide optimal comfort or safety system performance. Additional information about the driver’s health or behavioral conditions could be interpreted from blood pressure, heart and respiration rate, blood glucose levels and other physiological parameters and could lead to vehicle intervention in driving and/or alert emergency medical service (EMS) or police of the impending health condition that may affect driving or cause a crash. This monitoring could be done in many ways such as the recent rapid growth in wearable technology with the ability to pair to apps. This paper will discuss issues related to driver behavioral and health monitoring and review potential technologies for monitoring and as well as methods for biometric identification. Recent publications on driver crash risk due to chronic and acute health conditions will be summarized. Finally, applications that may be associated with the monitoring will be discussed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Adaptive control KW - Biomedical engineering KW - Biometrics KW - Crash causes KW - Crash risk KW - Diseases and medical conditions KW - Driver monitoring KW - Traffic safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358385 ER - TY - CONF AN - 01567733 AU - Kiuchi, Toru AU - Motomura, Yuichi AU - Matsumoto, Hitoshi AU - Mashiko, Kunihiro AU - National Highway Traffic Safety Administration TI - Pilot Study on Advanced Automatic Collision Notification and Helicopter Emergency Medical Service System in Japan PY - 2015 SP - 7p AB - This paper focuses on the pilot study on Advanced Automatic Collision Notification (AACN) and Helicopter Emergency Medical Service (HEMS) systems in Japan. The pilot study was carried out in Chiba prefecture by the AACN Committee in affiliation with Emergency Medical Network of Helicopter and Hospital (HEM-Net). There were many opinions that Japanese accident data was preferable to develop a Japanese AACN algorithm. Then, the Occupant Injury Predict Algorithm newly developed by Nihon University was utilized for the study. About 2.8 million Japanese accident data (so called ITARDA Macro Data) were used to define logistic regression risk curves of fatal and severe injuries to car occupants. To validate this algorithm, the in-depth accident case study by Nihon University and Nihon Medical University at the Chiba Hokusoh Hospital was used. Moreover, to decide the threshold value, this in-depth accident study was also used. Regarding the AACN prototype system, HELPNET infrastructures already developed for existing Japanese ACN service were used for sending vehicle data to the HELPNET center. In the simulated accident, Event Data Recorder (EDR) data was added on usual HELPNET data and transmitted from a car to a HELPNET server at the HELPNET center. The AACN server got vehicle data such as Delta V and seatbelt status as input to the algorithm. The result was transmitted to a Tablet PC at the Fire Department Head Quarters and Chiba Hokusoh hospital simultaneously. An operator of HELPNET made an Emergency Call to both the Fire Department and Hokusoh hospital individually. In case of severe injury, a Tablet PC indicated the situation and a doctor dispatched to the accident spot by a helicopter. After a helicopter with a doctor took off, verbal communications between the helicopter and Fire Department started to decide a rendezvous point nearby the crash spot. After landing, the doctor contacted the injured occupant who was carried by an ambulance there. The AACN prototype system for a limited area, only in Chiba prefecture, was developed. AACN transmitting tests were carried out at some spots in Chiba prefecture within the jurisdiction of two headquarters individually. The prototype AACN system operated as intended. Within a minute from the airbag deployment signal, the algorithm result screen arrived simultaneously on AACN Tablet PCs at Chiba Hokusoh hospital, Chiba prefecture Fire Department H.Q. and also at the transmitting spot. The next step of AACN transmitting test should be that AACN activates HEMS of Chiba Hokusoh hospital. To expand cover area in Japan, collaborations of other HEMS base hospitals in other prefectures should be planed soon. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air ambulances KW - Algorithms KW - Automatic crash notification KW - Chiba (Japan) KW - Crash data KW - Crash injuries KW - Emergency medical services KW - Japan KW - Logistic regression analysis KW - Mathematical prediction KW - Pilot studies KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358851 ER - TY - CONF AN - 01567732 AU - Cech, Leonard AU - Nagolu, Mallik AU - Rumps, Dennis AU - Ver Steeg, Ben AU - Treese, Derek AU - Laaksonen, Bentley AU - Tehseldar, Stephanie AU - Ridder, Trent AU - National Highway Traffic Safety Administration TI - Introduction of a Solid State, Non-Invasive Human Touch Based Alcohol Sensor PY - 2015 SP - 10p AB - This paper presents an overview of the theory and implementation of a touch-based optical sensor (TruTouch sensor) for monitoring the alcohol concentration in the driver of a vehicle. This novel sensor is intended to improve driver safety by providing a non-intrusive means of notifying a driver when their blood alcohol concentration may be too high to operate a vehicle safely. The optical alcohol detection system has successfully completed several stages of development and validation. A commercially available, industrial version of the system (TruTouch 2500, or Mark 1) has undergone extensive clinical testing and field validation. Under the DADSS (Driver Alcohol Detection System for Safety) Program, a compact semiconductor version (Mark 2) of the optical system has been developed targeting use in consumer vehicles. Based on proven semiconductor laser technologies, the Mark 2 sensor system has demonstrated excellent spectral accuracy and precision and is currently undergoing laboratory validation testing. A demonstration vehicle version of the system has been designed and will be implemented following completion of the laboratory validation testing. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Blood alcohol levels KW - Drivers KW - Drunk drivers KW - Sensors KW - Skin KW - Tactile perception KW - Traffic safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358351 ER - TY - CONF AN - 01567728 AU - Shin, Jaeho AU - Choi, Hyung Yun AU - Oh, Chang Jin AU - Bae, Jin Ho AU - National Highway Traffic Safety Administration TI - Analysis and Simulation of Occupant Injury Risk at NASS/CDS PY - 2015 SP - 14p AB - The body regional injury information from the head, thorax, abdomen, upper and lower extremities of vehicle occupant due to the restraints and interior parts were extracted from 2009-2012 National Automotive Sampling Sysytem/Crashworthiness Data System (NASS/CDS) data base. For those cases with high occurrence frequency, detailed and comprehensive data analysis was performed to find significances between the accident, occupant, vehicle, and injury data. A numerical frontal impact sled model with Hybrid III dummy and Global Human Body Models Consortium (GHBMC) human body model is constructed to simulate and identify those injury risks at NASS/CDS. Among the 5,734 body regional injuries from frontal crash accidents, lower extremity (27.8%), upper extremity (21.3%), thorax (15.1%), face (10.9%), spine (8,7%), head (7.3%), and abdomen (6.9%) were found in order of frequent occurrence. The main injury sources of the head were windshield, side structure, and steering wheel. For thorax and abdomen, they were seat belt and steering wheel. Instrument panel was for the lower extremity. Body regional injury patterns for head were concussion and contusion. For thorax, they were vessel laceration and lung contusion. For abdomen, laceration and contusion of organs were major injury patterns. Bone fracture and ligament rupture were found at the lower extremity. Steering wheel and seat positions were main factors affect head and thorax injury risks. From the sled impact simulation, high injury risks of the head and thorax were assessed respectively at conditions of steering column tilt down and rear most seat positions, which correlated well with the findings at NASS/CDS data analysis. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Crash victim simulation KW - Crashworthiness KW - Data analysis KW - National Automotive Sampling System - Crashworthiness Data System KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358920 ER - TY - CONF AN - 01567726 AU - Svenson, Alrik L AU - Peredo, Gordon AU - Delgrossi, Luca AU - National Highway Traffic Safety Administration TI - Development of a Basic Safety Message for Tractor-Trailers for Vehicle-to-Vehicle Communications PY - 2015 SP - 12p AB - Currently the Basic Safety Message (BSM) used by heavy truck tractor-trailers was developed for Vehicle-to-Vehicle (V2V) communications in the U.S. Department of Transportation (DOT) Safety Pilot and uses a simplified bounding box algorithm for conveying the position and heading of the tractor-trailer. However, because of the articulated behavior inherent in a tractor-trailer, this approach does not accurately identify the trailer position or vehicle space for V2V safety applications in all situations. Consequently, in certain situations this can lead to an unacceptable number of false and missed warnings to drivers in surrounding connected vehicles. The U.S. DOT, in partnership with the Crash Avoidance Metrics Partnership (CAMP) and Mercedes-Benz Research & Development North America, Inc. (MBRDNA) conducted a project, Tractor-Trailer Basic Safety Message Development (TT-BSM), to develop technical solutions to this location identification problem for heavy truck tractors with one or more articulated trailers. TT-BSM developed several BSM enhancement approaches to more accurately represent tractor-trailer articulation. Furthermore, the team also completed the system and performance requirements and an assessment of the enhanced BSM impact on internal vehicle platform (OnBoard Equipment (OBE), necessary vehicle sensors on the tractor and the trailer) and external systems (e.g. communications channel loading, other OBE-equipped vehicles, and backend systems). The enhanced BSM can more accurately transmit position and heading for articulated tractor-trailers and thus allows for better safety warnings and fewer false and missed warnings to drivers. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Metrics (Quantitative assessment) KW - Onboard equipment KW - Sensors KW - Tractor trailer combinations KW - Trucking safety KW - Vehicle to vehicle communications UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357753 ER - TY - CONF AN - 01567724 AU - Spindler, Christiane AU - Driewer, Frauke AU - Schäfers, Lorenz AU - National Highway Traffic Safety Administration TI - Analysis of the Robustness of Steering Pattern Based Drowsiness Detection PY - 2015 SP - 11p AB - Several studies show that up to one in four severe traffic accidents can be attributed to drowsiness. Drivers often over-estimate their fitness level or are not aware of the danger that always accompanies drowsy driving. Since associations like the National Highway Traffic Safety Administration (NHTSA) pointed to the relevance of this topic, more and more research has been conducted and in the meantime there is also a variety of commercial systems on the market to address this risk. In this paper, the authors do not aim to find new methods of detecting drowsiness of a driver. The authors' approach is rather to choose an established method and enhance it in a way that it not only performs well in a driving simulator but also in real world drives. The chosen drowsiness detection method is the observation of the steering wheel angle signal. It has been shown that the frequency of occurrence of a typical steering pattern, which can roughly be described as a deadband followed by a rather fast correction, is an indicator for the state of drowsiness of a driver. The advantage over other techniques like camera-based detection is that it can run in standard equipped cars. Thus it is available for the largest number of drivers and can thereby achieve the greatest effect on accident avoidance. The authors investigate the chosen detection method in real world drives and discuss which other effects not related to drowsiness can evoke the described steering pattern. The authors focus on environmental effects like crosswind and can show that those events may lead to an increase of the amount of steering patterns. Finally, the authors quantify the influence on drowsiness measures. The underlying database comprises more than two million kilometers of more than one thousand drivers, all real-world drives. The authors' evaluation shows that particularly on routes or in situations where those environmental influences accumulate, the drowsiness measure can be affected to an extent that leads to false triggering of the system. Therefore, the authors suggest measures that can be taken to reduce the influence of steering patterns that are not related to the driver’s drowsiness state. The aim of most drowsiness detection systems is to inform a driver when his state has reached a critical level and to motivate him to take appropriate measures. This presupposes confidence in the system. False warnings will negatively affect the credibility of the system. The authors' purpose is to show the importance of enabling this kind of system to recognize external influences, thus making detection more robust. The authors consider it very important to make such systems as reliable and credible as possible, as otherwise the driver will not take the advice the system will give him. Limiting the influence of external factors is a key to achieving this goal. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Angles KW - Driver monitoring KW - Drivers KW - Drowsiness KW - Robustness KW - Steering UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358376 ER - TY - CONF AN - 01567723 AU - Anderson, Johan AU - Larsson, Fredrik AU - Andersson, Petra AU - Mellander, Bengt-Erik AU - National Highway Traffic Safety Administration TI - Thermal modeling of fire propagation in lithium-ion batteries PY - 2015 SP - 8p AB - The objective of the present work is to assess the risk of spreading of fire between Lithium-ion battery cells initiated by a thermal runaway. In particular it aims at developing means to predict the temperature of cells in the vicinity of an overheated cell during the first 5-7 minutes after the thermal event in a Li-ion cell that has an organic based electrolyte which is flammable. Finite-Element (FE) modelling is used to compute the heat transfer between cells. The spreading model is assessed modeling a scenario where the cells are exposed to a 15 kW propane burner. Two different models were utilized, one that considers the conjugate heat transfer between the surrounding hot gases and the battery cells while the second is a thermal model where the boundary conditions are measured in a mock-up test. The results from the two models are contrasted to experimental data where the heat release rate (HRR) is utilized as an input to the simulation. It is found that the temperature increase in a neighboring cell can be quantitatively estimated in certain cases during the early stages of the fire taking into account the anisotropic thermal conductivity of the cells using the conjugate heat transfer model. Moreover, the thermal model captures the qualitative behavior of the test results, however, the temperature increase is slower in the computational model. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Finite element method KW - Fire KW - Flame propagation KW - Heat transfer KW - Lithium batteries KW - Mathematical models KW - Risk KW - Thermal conductivity UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357876 ER - TY - CONF AN - 01567712 AU - Ding, Runxiao AU - Yu, Miao AU - Chen, Wen-Hua AU - National Highway Traffic Safety Administration TI - A Multiple Target Tracking Strategy Using Moving Horizon Estimation Approach PY - 2015 SP - 13p AB - Tracking multiple road users is playing a significant role in autonomous vehicles and advanced driver assistance systems. Different from Multiple Target Tracking (MTT) in aerospace, the motion of the ground vehicles is likely constrained by their operational environment such as road and terrain. This information could be taken as additional domain knowledge and exploited in the development of tracking algorithms so as to enhance tracking quality and continuity.This paper proposes a new MTT strategy, Multiple Hypothesis Tracking using Moving Horizon Estimation approach (MHE-MHT), for tracking round vehicles aided by road width constraints. In this strategy, tracking association ambiguity is handled by MHT algorithms which are proved as a preferred data association method for solving the data association problem arising in MTT. Unlike most of the MTT strategies, which solve target state estimation using Kalman filter (and its derivations), we propose a new solution using the moving horizon estimation (MHE) concept. By applying optimization based MHE, not only nonlinear dynamic systems but additional state constraints in target tracking problems such as road width can be naturally handled. The proposed MHE-MHT algorithm is demonstrated by a ground vehicle tracking scenario with an unknown and time varying number of targets observed in clutter environments. Using the optimal subpattern assignment metric, numerical results are presented to show the advantages of the constrained MHE-MHT structure by comparing it with the Kalman filter based MHT. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Driver support systems KW - Estimation theory KW - Intelligent vehicles KW - Optimization KW - Rolling horizon KW - Tracking systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357756 ER - TY - CONF AN - 01567710 AU - Wisch, Marcus AU - Ott, Julian AU - Thomson, Robert AU - Abert, Michael AU - National Highway Traffic Safety Administration TI - Recommendations for Safe Handling of Electric Vehicles after Severe Road Traffic Accidents PY - 2015 SP - 14p AB - The EVERSAFE project addressed many safety issues for electric vehicles including the crash and post-crash safety. The project reviewed the market shares of full electric and hybrid vehicles, latest road traffic accident data involving severely damaged electric vehicles in Europe, and identified critical scenarios that may be particular for electric vehicles. Also, recent results from international research on the safety of electric vehicles (EVs) were included in this paper such as results from performed experimental abuse cell and vehicle crash tests (incl. non-standardized tests with the Mitsubishi i-MiEV and the BMW i3), from discussions in the United Nations (UN) first generation (IG) rechargable energy storage systems (REESS) and the GTR EVS as well as guidelines (handling procedures) for fire brigades from Germany, Sweden and the United States of America. Potential hazards that might arise from damaged electric vehicles after severe traffic accidents are an emerging issue for modern vehicles and were summarized from the perspective of different national approaches and discussed from the practical view of fire fighters. Recent rescue guidelines were reviewed and used as the basis for a newly developed rescue procedure. The paper gives recommendations in particular towards fire fighters, but also to vehicle manufacturers and first-aiders. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicles KW - Emergency management KW - Europe KW - First responders KW - Germany KW - Guidelines KW - Impact tests KW - Recommendations KW - Safety KW - Standards KW - Sweden KW - Traffic crashes KW - United Nations KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357917 ER - TY - CONF AN - 01567708 AU - Unselt, Thomas AU - Unger, Johann AU - Krause, Mathias AU - Hierlinger, Thomas AU - National Highway Traffic Safety Administration TI - The Integrated Safety Concept of the Ultra-Compact Electric Vehicle PY - 2015 SP - 12p AB - A great opportunity for increasing range and decreasing the production costs of battery-powered vehicles is to lower vehicle weight as far as possible. To this end, designers not only can incorporate lightweight materials, but also reduce the size of the vehicle and limit the equipment installed as excellent weight-saving strategies. Since this strategy could lead to crash incompatibility, ultra-compact electric cars are subjected to enormous loads in the event of a collision with a heavier vehicle. The high structural rigidity and limited deformation paths produce a high crash pulse, with higher forces acting on occupants than are experienced in conventional vehicles. The objective of the safety task force within the Visio.M project funded by the German government was to draft, implement, and test a concept that resolves these conflicting interests and provides sufficient protection for ultra-compact vehicles. Using an analysis of the potential accident scenario involving ultracompact electric vehicles as a starting point, specific safety requirements were derived for these vehicles. To meet these requirements, a strategy for an integrated safety design was developed to reduce the occupant loads. The integrated safety concept incorporates pre-crash systems, occupant protection systems, and a carbon fiber-reinforced polymer (CFRP) monocoque, among other features, and was developed using numeric simulations. Verifiable proof of the operative function and benefit of the safety concept was provided by leveraging numerical simulation techniques, carrying out comprehensive component tests, and conducting a series of full-scale crash tests using a Visio.M prototype. In the end, the integrated safety strategy is the key to realizing a sufficient level of protection for sub-compact vehicles. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Compact automobiles KW - Electric vehicles KW - Impact tests KW - Vehicle design KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358628 ER - TY - CONF AN - 01567705 AU - Buendia, Ruben AU - Candefjord, Stefan AU - Sjöqvist, Bengt Arne AU - National Highway Traffic Safety Administration TI - Assessing Mechanisms of Injury as Predictors of Severe Injury for Adult Car and Truck Occupants PY - 2015 SP - 8p AB - This study evaluates Mechanisms of Injury (MOI) that can be rapidly assessed at the scene of accident and may be used as predictors of severe injury for traffic accidents involving occupants in cars or trucks. The objective is to increase the knowledge of how MOI can be used to differentiate whether a patient is severely injured or not. This knowledge can be used to improve trauma triage systems. Furthermore, an objective is to analyze safety differences between cars and light/heavy trucks. The scope is adult occupants of cars, light and heavy trucks injured in accidents registered in the Swedish Traffic Accident Data Acquisition (STRADA) database from 2003 to 2013. Partition between severe and non-severe injury was done according to the Injury Severity Score (ISS) with ISS > 15 as definition of severe injury. The MOIs considered were: belt use, airbag deployment, posted speed limit, elderly occupant (age ≥ 55 years), sex, type of accident (single, intersection, turning, head-on, overtaking, rear end, tram/train, wild animal or other) and location of the accident (urban or rural). The different MOI were evaluated individually using univariate chi-square tests and together using multivariate logistic regression models. Results show that belt use is the most crucial factor determining risk of severe injury for all vehicle types. Age is the second most important factor, with elderly occupants exhibiting a higher risk. Head-on accidents are the most dangerous for cars and light trucks while single accidents are the most dangerous for heavy trucks. Belt use compliance is much lower for truck occupants. This appears to be the main reason for the frequency of severe injury being higher for truck occupants than for car occupants. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Adults KW - Age KW - Automobiles KW - Crash data KW - Crash injuries KW - Emergency medical services KW - Injury severity KW - Mathematical prediction KW - Seat belt use KW - Sweden KW - Triage KW - Trucks KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358907 ER - TY - CONF AN - 01567704 AU - Park, Brian T AU - Rockwel, Taryn E AU - Collins, Lauren A AU - Smith, Christina S AU - Aram, Mai Lan AU - National Highway Traffic Safety Administration TI - The Enhanced U.S. NCAP Five Years Later PY - 2015 SP - 13p AB - The U.S. New Car Assessment Program (NCAP) encourages vehicle manufacturers to make safety improvements to their vehicles through its award-winning consumer information-based 5-Star Safety Ratings Program. Occupant injury readings have decreased and star ratings have generally improved since the program was enhanced in the 2011 Model Year (MY). This paper summarizes vehicle crash test results for the five MYs since the program was last upgraded to demonstrate how quickly vehicles have been redesigned to achieve high ratings under the more stringent requirements. As a result, most vehicles are achieving 4- or 5-star ratings. Though there are still vehicles the agency has tested that do not achieve the highest ratings, the performance of the majority of vehicles tested under the enhanced program is excellent. This sets the stage for the agency to begin exploring the possibility of making additional changes to the current program to spur even further vehicle safety improvements through market forces and consumer demand. The NCAP’s crash test data (specifically, occupant injury data) and star ratings derived from those data will be used throughout this study. Occupant performance from the first year of the enhanced program will be compared to more recent results. A comparative analysis of paired data for vehicles that have been tested and retested under the enhanced NCAP will also be shown. These analyses will serve to demonstrate the effectiveness of the program in encouraging vehicle manufacturers to make immediate design changes that improve the occupant protection afforded by their vehicles. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automobiles KW - Crash data KW - Data analysis KW - Evaluation and assessment KW - Impact tests KW - New Car Assessment Program KW - Performance UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358289 ER - TY - CONF AN - 01567697 AU - Lee, Junyung AU - Suh, Jongsang AU - Kim, Dongwook AU - Kim, Kyuwon AU - Kim, Boemjun AU - Choi, Inseong AU - Min, Kyongchan AU - Yi, Kyongsu AU - National Highway Traffic Safety Administration TI - Probabilistic Prediction based Automated Driving Control in Urban Traffic Situation PY - 2015 SP - 14p AB - This paper represents an automated driving control algorithm in urban traffic situation. In order to achieve a development of a highly automated driving control algorithm in urban environments, the research issues can be classified into two things. One of the issues is to determine a safe driving envelope with the consideration of probable risks and the other is to achieve robustness of control performance under disturbances and model uncertainties. While human drivers maneuver a vehicle, they determine appropriate steering angle and acceleration based on the predictable trajectories of the surrounding vehicles. Therefore, not only current states of surrounding vehicles but also predictable behaviors of surrounding vehicles and potential obstacles should be considered in designing an automated driving control algorithm. In order to analyze the probabilistic behaviors of surrounding vehicles, we collected driving data on a real road. Then, in order to guarantee safety to the possible change of traffic situation surrounding the subject vehicle during a finite time-horizon, the safe driving envelope which describes the safe driving condition over a finite time horizon is defined in consideration of probabilistic prediction of future positions of surrounding vehicles and potential obstacles. Since an automated driving control algorithm is required to operate in a wide operating region and limit the set of permissible states and inputs, a model predictive control (MPC) approach has been used widely in designing an automated driving control algorithm. MPC approach uses a dynamic model of the vehicle to predict the future states of the system and determines optimal control sequences at each time step to minimize a performance index while satisfying constraints based on the predicted future states. Since the solving nonlinear optimization problem has computational burden, we design an architecture which decides a desired steering angle and longitudinal acceleration parallel to reduce the computational load. For the guarantee of the robustness of control performance, a robust invariant set is used to ensure robust satisfaction of vehicle states and constraints against disturbances and model uncertainties. The effectiveness of the proposed control algorithm is evaluated by comparing between human driver data and proposed algorithm. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Adaptive control KW - Algorithms KW - Autonomous vehicle guidance KW - Dynamic models KW - Highway traffic KW - Intelligent vehicles KW - Mathematical prediction KW - Model predictive control KW - Urban highways UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357754 ER - TY - CONF AN - 01567680 AU - Petit Boulanger, Claire AU - Thomazo, Jacques AU - Azmi, Bruno AU - Labadie, Olivier AU - Poutrain, Bruno AU - Gentilleau, Michel AU - Bazin, Hervé AU - National Highway Traffic Safety Administration TI - A Partnership between Renault and French First Responders to Ensure Safe Intervention on Crash or Fire-Damaged Electrical Vehicles PY - 2015 SP - 7p AB - In order to ensure first Responder safety, Renault set up a collaborative approach to involve rescuers in the authors' electrical vehicle conception. The breakthrough came from the integration of crash and fire deterioration from the earliest stages of vehicle development. Collaboration with fire brigades revealed 5 key areas which were then dealt with: electrical vehicle identification; prevention of electrical risk during emergency intervention; the impact of Li Ion batteries on occupant extrication and fire; co-creation of decision-making tools (Emergency Response Guide or ERG, rescue cards); training sessions on electrical vehicles. Electric vehicle (EV) prototypes were provided to study how the 400V system affected fire brigade intervention. Extrication tests were led on the full range of Renault electrical vehicles to take into account the different locations of the 400V battery. Fire tests were carried out until total combustion of the 400V batteries was reached. Then, extinction tests in open and closed environments were conducted, led by French scientific laboratories. Temperatures, thermal radiation, and concentrations of flue gases effluents were measured in most of these tests. A large number of electrical vehicles were donated to French and European fire brigades for extrication training and fire demonstration. Bespoke electrical vehicles were produced as training supports and offered to fire brigades. Trainings are given for free to French rescuers all around the year by an engineer from Renault, expert in electrical vehicle interventions.Finally, Renault regularly participates in national working groups with fire brigades and contributes to the International Standards Organization (ISO) initiative on ERG writing and templates. This combination of actions and results removed doubts as to the safety of electrical vehicle 400V batteries in a deteriorated state; enabled the proposal of a modus operandi for fire brigade intervention; led to the modification of the architecture of the 400V battery casing and the vehicle itself to improve rescuer intervention; highlighted the need to standardize service plug location across the range of Renault electrical vehicles U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicles KW - Emergency management KW - First responders KW - France KW - Prototypes KW - Renault automobile KW - Safety KW - Traffic crashes KW - Training KW - Vehicle fires UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357887 ER - TY - CONF AN - 01567675 AU - Kim, Eung-Seo AU - Min, Suk-Ki AU - Sung, Dong-Hyun AU - Lee, Sang-Min AU - Hong, Chang-Bong AU - National Highway Traffic Safety Administration TI - The AEB System with Active and Passive Safety Integration for Reducing Occupants' Injuries in High-Velocity Region PY - 2015 SP - 10p AB - AEB (Autonomous Emergency Braking) is a representative safety system that assists a driver to avoid forward collision or mitigate crash velocity resulting in reduction of occupant’s injury risk using Advanced Driver Assistance Systems (ADAS) sensor. This paper focuses on establishing appropriate Pre-Safety seatBelt (PSB) activation time in order to minimize occupant forward movement and head & neck injuries in the event of collision when it is unavoidable in the aspect of active and passive safety system integration. And also, it is the other goal that decreases the collision velocity by applying more efficient pre-braking profile. For this, AEB test is performed with H-3 5% & 50% human dummy seated in the passenger side. The test vehicle is equipped with Lidar and camera sensor fusion AEB system, PSB, and a premium electronic stability control (ESC) module. From this study, the last time to activate PSB considering occupant’s injury and the improved pre-brake profile beneficial to collision velocity reduction and occupant’s behavior were verified. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Crash injuries KW - Driver support systems KW - Head injuries KW - Vehicle occupants KW - Vehicle tests KW - Velocity UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358388 ER - TY - CONF AN - 01567666 AU - Hennessey, Barbara AU - Greene, Nathanael AU - Cone, Darren AU - Yoder, Tommy AU - Wentzel, Daniel AU - McColskey, David AU - National Highway Traffic Safety Administration TI - Failure Analysis of Compressed Natural Gas Containers for Automotive Use Session: Advanced Fuels Crash Safety PY - 2015 SP - 12p AB - In 2009, the National Highway Traffic Safety Administration’s (NHTSA’s) Office of Defects Investigation made site visits to two different companies that utilized compressed natural gas (CNG) to fuel their vehicle fleets. The purpose of these site visits was to obtain information concerning two independent incidents where high pressure CNG fuel containers on fleet vehicles ruptured during or shortly after refueling. These containers were represented as conforming to industry standard ANSI/NGV2 [1], and were still within their 15 year manufacturer recommended service life (although they had experienced several years of on-road use). Further, the newer model containers were self-certified by the manufacturer as compliant with Federal Motor Vehicle Safety Standard (FMVSS) 304 [2]. After the container ruptures occurred, each of the companies, for reasons of safety, retired the sister vehicles in their fleets. The decommissioning of these fleets offered an opportunity to NHTSA to obtain some of the retired CNG containers, which experienced similar service conditions to those that ruptured during refueling, and to subject them to both nondestructive (NDE) and destructive evaluation (DE) to document in-service wear, damage and residual life. To this end, NHTSA entered into an Interagency Agreement with the National Aeronautics and Space Administration (NASA) White Sands Test Facility (WSTF), to conduct the evaluation of the used containers and compare them to unused containers of similar design. NASA has been performing test and evaluation of composite pressure vessels, similar to those designed for automotive use, since 1978. The objective of the evaluation is to gain valuable insight into the construction and deterioration elements that could suggest potential improvements in the existing standards. Destructive and nondestructive evaluation of the aged and new containers is on-going. This paper presents the results of the evaluation to date and potential future steps in the program. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Compressed natural gas KW - Deterioration KW - Durability tests KW - Evaluation KW - Failure analysis KW - Nondestructive tests KW - Pressure vessels KW - Tanks (Containers) KW - Traffic crashes KW - Vehicle fleets UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358287 ER - TY - CONF AN - 01567665 AU - McGehee, Daniel V AU - Kaufman, Robert P AU - Buresh, Christopher T AU - Harland, Karisa K AU - Lilienthal, Michele A AU - National Highway Traffic Safety Administration TI - Utilization of crash scene photos of vehicle damage and intrusion to improve trauma care preparedness PY - 2015 SP - 16p AB - Objective: To design, develop, and field test a smartphone app (called TraumaHawk) that would transmit photographic vehicle crush information to a trauma center in advance of patient arrival, then determine whether such information increases the amount of lead time the trauma center has to activate and prepare for treating crash injured patients. Methods: TraumaHawk, a smartphone app for law enforcement and first responders, was designed by the University of Iowa to send photographs showing extent of intrusion and vehicle damage in a vehicle’s occupant compartment to the receiving trauma center. With some basic training, first-responders and law enforcement personnel were taught how to photograph vehicles at a crash scene; trauma staff similarly received training regarding crash injury biomechanics and traumatology. For TraumaHawk cases received October 2013–August 2014, electronic medical records and trauma team notification pages were examined. Time of notification and actual time of patient arrival were noted. Time of TraumaHawk alert for these cases was also recorded. Traditional paging and TraumaHawk lead-times (minutes) were calculated. A paired t-test was used to determine if the mean lead-times for the Paging and TraumaHawk alerts differed significantly. Results: During the study period, 35 TraumaHawk cases were identified, and 32 met trauma team activation criteria. For these 32, actual mean time between the trauma team page and patient arrival was 12 min; for TraumaHawk, advance notice was received at the trauma center 26 minutes before patient arrival, more than doubling notification time (p<0.001). Conclusions: Utiltizing TraumaHawk to identify serious crashes remotely allowed the trauma team significantly more time to prepare for incoming trauma patients than the conventional ambulance crew notification. This allotted time allowed trauma staff to assemble a more complete and appropriate level of care by specialists, as well as to arrange other vital aspects of care—such as scheduling operating rooms. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Disaster preparedness KW - Emergency medical services KW - First responders KW - Lead time KW - Loss and damage KW - Mobile applications KW - Motor vehicles KW - On the scene crash investigation KW - Photographs KW - Remote sensing KW - Smartphones KW - Vehicle crush KW - Vehicle damage UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358847 ER - TY - CONF AN - 01567663 AU - Tamura, Yohsuke AU - Mitsuishi, Hiroyuki AU - National Highway Traffic Safety Administration TI - Evaluation of Measurement Procedure for Post-Crash Hydrogen Concentration PY - 2015 SP - 8p AB - To examine the measurement method for post-crash hydrogen or helium concentrations in the cabins and other enclosed spaces of vehicles which is provided in the United Nations (UN) Global Technical Regulation on hydrogen fuel cell vehicles-global technical regulation (HFCV-gtr), the present study investigated 1) wind velocity conditions not affecting the hydrogen concentrations in the cabin, 2) the effect of the impact absorber of a moving deformable barrier, and 3) the feasibility of substituting the hydrogen concentration measurement with helium gas. The results indicated that the HFCV-gtr measurement method posed problems in its accuracy and reliability because hydrogen concentrations in the cabin varied under the influence of a 0.1 m/s wind and in the presence of an impact absorber in contact with the test vehicle. Furthermore it was found that although HFCV-gtr defines a permissible hydrogen concentration of 4vol% to be equivalent with a permissible helium concentration of 3vol%, this equivalence could not be verified. Consequently it is necessary to replace the HFCV-gtr measurement method for in-cabin hydrogen concentrations with a simpler method immune to external disturbances. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Accuracy KW - Concentration (Chemistry) KW - Evaluation KW - Helium KW - Hydrogen KW - Measurement of specific phenomena KW - Methodology KW - Postcrash phase KW - Procedures KW - Reliability KW - Vehicle interiors KW - Velocity KW - Wind UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358006 ER - TY - CONF AN - 01567660 AU - Carter, Arthur AU - Freeman, David AU - Hatipoglu, Cem AU - National Highway Traffic Safety Administration TI - An Overview of NHTSA’s Electronics Reliability and Cybersecurity Research Programs PY - 2015 SP - 9p AB - This paper provides an overview of the National Highway Traffic Safety Administration’s (NHTSA) research programs in electronic control systems reliability and automotive cybersecurity. The agency’s electronics reliability research covers methods and voluntary standards both inside and outside the automotive industry. The research looks for such standards and methods that assess, identify, and mitigate potential new hazards that may arise from the increasing use of electronics and electronic control systems in the design of modern automobiles. Cybersecurity, within the context of road vehicles, is the protection of vehicular electronic systems, communication networks, control algorithms, software, users, and underlying data from malicious attacks, damage, unauthorized access, or manipulation. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automotive computers KW - Computer security KW - Control systems KW - Cybersecurity KW - Security KW - U.S. National Highway Traffic Safety Administration KW - Vehicle electronics UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357799 ER - TY - CONF AN - 01567658 AU - Ames, Eva AU - Martin, Peter AU - National Highway Traffic Safety Administration TI - Pop-Up Hood Pedestrian Protection PY - 2015 SP - 23p AB - One means of protecting pedestrians is through vehicle safety systems that are built into a vehicle’s front-end to protect pedestrians should a vehicle impact occur. These pedestrian protection systems include hood structures aimed at reducing pedestrian head injuries. Pop-up hoods function by increasing the head penetration space beneath the hood by quickly lifting upon vehicle contact with a pedestrian. This paper explores the prevalence of vehicles with pop-up hoods to show that their market penetration and performance benefits merit consideration in standardized pedestrian protection test protocols. Euro New Car Assessment Program (NCAP) test scores and the Parkers United Kingdom (UK) vehicle database were used to better understand the fleet performance and market penetration of vehicles with pop-up hoods. An analysis of Euro NCAP pedestrian test results and overall vehicle test scores was performed to compare the performance of vehicles equipped with pop-up hoods to those without, and the Parkers UK vehicle database was used to estimate historical vehicle prices and demonstrate that pop-up hoods are available on both high- and low-cost vehicles. There are many different types of systems that operate pop-up hoods, and their architectures vary widely from one vehicle to the next; however, they typically create an increase in the distance from the hood to rigid components in the engine bay, thus reducing the probability and/or severity of a head injury of a struck pedestrian. Compared to vehicles with non-deploying hoods, vehicles with pop-up hoods rated by Euro NCAP had better pedestrian protection scores on average. In the European Union (EU), pop-up hood systems, which have become more prevalent over time, were found on vehicles outside the oft-assumed market of only low-volume luxury models. Pedestrian Protection is mandatory on all vehicles sold in the EU Conformity of pop-up hoods is based largely on headform impact tests conducted on a fully popped-up hood. During the Type Approval process, the determination of system reliability and consistency also must be demonstrated by the vehicle manufacturer, but the means and requirements to do so are not defined within the regulation itself. Because the operation of pop-up systems varies widely and they are generally unique to specific vehicle models, the demonstration of system functionality is agreed upon between the manufacturer and the Type Approval Authority. Euro NCAP operates in a similar manner. Pop-up hoods generally perform better than non-deploying hoods in headform impact tests. As their development matures and vehicle styling progresses towards low, sleek, aerodynamic hood profiles, demand as well as variation in these systems may grow. To date there is not a published, fully prescriptive test protocol that tests the full functionality of such systems, including reliability and deployment thresholds, to objectively ensure that they function properly during an actual collision with a pedestrian. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Europe KW - Hoods KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pop-up hoods KW - United Kingdom KW - Vehicle design KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359036 ER - TY - CONF AN - 01567657 AU - Liu, Mingxin AU - Chien, Stanley AU - Chen, Yaobin AU - National Highway Traffic Safety Administration TI - Improve Road Safety Using Combined V2V and Pre-Collision Systems PY - 2015 SP - 9p AB - In current vehicle to vehicle (V2V) communication systems, each vehicle broadcasts its motion status and receives information from other vehicles in order to make safety decisions and actions. State-of-the-art pre-collision systems (PCS) utilize onboard sensors to collect potential crash object information for making safety action decisions. This V2V-PCS combination enables a vehicle to not only send its own motion information, but also its PCS detected information to other vehicles. Conceptually, the additional information should help a V2V enabled vehicle make its safety related decisions more accurately and efficiently. The objective of this study is to find if a combined V2V and PCS system (V2V-PCS) can further improve the safety of not only V2V-PCS enabled vehicles but also other non V2V-PCS enabled vehicles on the road. This paper describes a process that can be used to analyze pedestrian and vehicle scenarios, and determine whether or not the safety of pedestrians could be improved by a V2V-PCS system. It also gives an analytical method for determining the benefit of using V2V-PCS. The environments set up for V2VPCS simulation and real vehicle testing are also described. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Highway safety KW - Pedestrian safety KW - Vehicle to vehicle communications UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357830 ER - TY - CONF AN - 01567655 AU - Schöneburg, Rodolfo AU - Paurevic, Marica AU - Fehring, Michael AU - Richert, Julien AU - Bogenrieder, Ralf AU - National Highway Traffic Safety Administration TI - Evaluation of Occupant Protection Systems: From a Preventive to a Pre-Impacting Restraint System PY - 2015 SP - 10p AB - The safety of modern vehicles has reached such a high standard that experts view the remaining potential for improvement of conventional restraint systems as nothing more than minimal. However the use of information gathered during the pre-crash phase added to the combination of preventive and conventional restraint systems can reveal additional potential. One example of this is the reversible pretensioner of the PRE-SAFE® system, launched in 2002, which can hold occupants in their position shortly before a potential collision and thus reduce forward displacement to offer improved protection in an accident. This approach was further developed with the introduction of PRE-SAFE® Impulse, which debuts in the current S-Class of MJ 2013. PRE-SAFE® Impulse systems rapidly accelerate occupants at an early phase of the crash by moving them in the direction of the impact force so that the difference in kinetic energy between the vehicle and occupants can start to be reduced as early as possible. As a consequence the total energy does not have to be dissipated entirely during the crash itself, but is distributed over a minor initial impact and a major impact whose intensity is reduced accordingly. The new PRE-SAFE® Impulse Side System, a pre-impacting restraint system, does not only applies this idea for side crash but brings the concept one step further. Previous measures for improving side impact protection were primarily implemented on the vehicle itself and did not directly influence the occupants prior to the crash. With PRE-SAFE® Impulse Side, a defined energy, is transferred to the occupant, who is set in motion already before the collision occurs. Therefore PRE-SAFE® Impulse Side is the very first of a new generation of preimpacting restraint system whose field of action will be extended prior to the collision due to the integration of active and passive safety. To this end, the PRE-SAFE® Impulse Side system uses a 360-degree sensor system, which permanently senses the car surroundings, to anticipate an unavoidable collision. Using numerical simulation as well as sled and vehicle testing, relevant occupant loads have been shown to be reduced by 30 percent on average with the use of PRE-SAFE® Impulse Side. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Kinetic energy KW - Performance KW - Pre-crash systems KW - Precrash phase KW - Restraint systems KW - Sensors KW - Set forward force KW - Vehicle occupants KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358389 ER - TY - CONF AN - 01567654 AU - McIntosh, Andrew AU - Suratno, Basuki AU - Haley, Jack AU - Troung, Jessica AU - National Highway Traffic Safety Administration TI - Evaluation of Motorcycle Helmet Usability and Stability in the Consumer Safety Rating Program 'Crash' PY - 2015 SP - 8p AB - A review of certain aspects of the Consumer Rating and Assessment of Safety of Helmets (CRASH) for motorcyclists was undertaken. The paper examines the relationships between the assessment of helmet stability with volunteers and other usability assessments. The paper reports on how these assessments are incorporated into the Consumer Rating and Assessment of Safety Helmets (CRASH) and general relationships between Safety Scores and Ergonomic Scores. Ninety (90) motorcycle helmets were evaluated in the years 2011 to 2014 involving dynamic stability tests, dynamic strength of retention tests and usability tests with six participants. All helmets complied with AS/NZS 1698: 2006. The participants rated each helmet across ten items using a five point Likert scale. Forward, rearward and lateral pull tests were performed on each participant with each helmet. The force required to move the helmet with respect to the scalp was measured. The analysis revealed a number of important findings. First, safety performance tests are not correlated with ergonomic assessments of the helmets, including formal usability assessments. This observations highlights the importance of providing both safety and ergonomic information to motorcyclists. Helmet mass ranged between approximately 1 kg and 2 kg in the sample assessed. On the assumption that the total Safety Score reflects a helmet that offers greater protection in a crash, a heavier helmet within the sample assessed offers more protection to the motorcyclist. Full face helmet types also performed better on total Safety Score than the open face helmet. Full face helmets were heavier than open face styled helmets. Differences in the total Ergonomic Score by helmet type were fewer than those observed with Safety Scores. There were strong correlations between the rater responses between pairs of questions regarding comfort, fit, but not restraint adjustment. Although there is some overlap between these questions, each question appears to elicit a slightly different response across all helmet types and raters. Helmet mass is either not correlated or weak to moderately correlated with user ratings. This suggests that the raters are considering other factors, not simply mass, when rating helmet weight. The raters might be considering the mass distribution, for example. In general, helmet stability as measured quasi-statically on each rater was weakly associated with the raters’ assessment of the helmet. This suggests that the motorcylist’s impression of fit is not a strong indicator of helmet stability. Ease of use of operation was only weakly associated, based on these results, with the forces required to displace the helmet on the rater’s head. Correlations between the stability test forces by direction (front, rear and lateral) were strong. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Consumer Rating and Assessment of Safety Helmets (CRASH) KW - Ergonomics KW - Evaluation KW - Motorcycle helmets KW - Motorcyclists KW - Performance KW - Ratings KW - Traffic safety KW - Usability UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358290 ER - TY - CONF AN - 01567649 AU - Elkady, Mustafa AU - Elmarakbi, Ahmed AU - Macintyre, John AU - National Highway Traffic Safety Administration TI - Enhancement of Occupant Safety in Offset Frontal Vehicle Collision: Using Novel Mathematical Modelling Alongside Vehicle Dynamics Control Systems PY - 2015 SP - 9p AB - Occupant safety is one of the most important issues for vehicle manufacturing. Active safety plays an important role to protect the occupant during the crash events. In this paper, vehicle dynamics control systems (VDCS) are used to enhance the occupant safety in offset frontal vehicle collision. VDCS are activated to optimize the vehicle in impending collision. A new mathematical modelling of the vehicle alongside VDCS is developed to study the effect of vehicle dynamics control systems on vehicle collision mitigation. A multi -body occupant mathematical model is developed to capture the occupant kinematics during frontal offset collision. Different cases of vehicle dynamics control systems have been used to show their effect on the occupant dynamic response. The occupant deceleration and the occupant's chest and head rotational acceleration are used as injury criteria. It is shown from the numerical simulations that the occupant behaviour can be captured and analysed quickly and accurately. Furthermore, it is shown that the VDCS can affect the crash characteristics positively and the occupant safety is improved. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Control systems KW - Crash characteristics KW - Frontal crashes KW - Mathematical models KW - Optimization KW - Vehicle dynamics KW - Vehicle occupants KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358626 ER - TY - CONF AN - 01567647 AU - Matsui, Yasuhiro AU - Oikawa, Shoko AU - Takahashi, Kunio AU - Hitosugi, Masahito AU - National Highway Traffic Safety Administration TI - Features of Car-Cyclist Contact Situations in Near-Miss Incidents Compared with Real-World Accidents in Japan PY - 2015 SP - 7p AB - The use of active safety devices that can detect cyclists is considered an effective countermeasure for the reduction of the severity of injuries and number of deaths of cyclists. The detailed features of car–cyclist contact scenarios need to be clarified to develop such safety devices. Because there is limited information on real-world accidents, the present study investigates near-miss scenarios captured by drive recorders installed in passenger cars. The first purpose of the present study is to ascertain the utility of using near-miss scenarios in clarifying the features of situations of contact between cars and cyclists. The similarities of data of near-miss incidents including video captured by drive recorders and national data of real-world fatal cyclist accidents in Japan are investigated. We used 229 videos of near-miss car–cyclist incidents collected by the Society of Automotive Engineers of Japan (J-SAE) from 2005 to 2009. In scenarios where the car travels straight ahead, 70–84% of cyclists on straight roads or at intersections crossed the road in front of the forward-moving cars both in accidents and near-miss incidents. There are thus similarities between accidents and near-miss incidents and it is possible to estimate the situations of cyclists’ accidents from near-miss incident data including video that captures cyclist behavior. The second purpose of the study is to calculate the time to collision (TTC) from the near-miss incident data. The study analyzed data for 166 near-miss car–cyclist incidents in which cyclists crossed the road in front of forward-moving cars on straight roads or at intersections. We calculated the TTC from the velocity of the car with an installed drive recorder and the distance between the car and the cyclist at the moment the cyclist appeared in the video captured by the drive recorder. The average TTC was 2.1 s (Standard Deviation (SD) of 1.6 s). In terms of the manner in which cyclists emerged in front of cars, the average TTC was the shortest (1.9 s) when cyclists emerged from behind a building or moving vehicle in the opposite lane. We propose that the specifications of a safety device developed for cyclist detection and automatic braking should reflect detailed information that includes the TTC obtained for near-miss situations. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Bicycle crashes KW - Crash data KW - Cyclists KW - Japan KW - Near miss collisions (Ground transportation) KW - Time to collision UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358913 ER - TY - CONF AN - 01567632 AU - Gidlewsk, Mirosław AU - Żardecki, Dariusz AU - National Highway Traffic Safety Administration TI - Automatic Control of Vehicle Steering System During Lane Change PY - 2015 SP - 12p AB - Mechatronic systems assist drivers in safe driving of cars more and more often. A vision of a totally automated car realizing many manoeuvres without driver’s participation becomes closer and closer. The lane change manoeuvre is one of the basic manoeuvres on the ground of which sequences of complex manoeuvres can be composed, e.g. vehicle passing or obstacle avoidance manoeuvre. For those reasons, automation of lane change manoeuvre appears to be essential for automation of vehicle driving and is a subject of numerous research studies. Within a research project, the authors have undertaken extensive analytical studies on application of active steering system electric power steering (EPS) in automatic driving of a two-axis truck equipped with typical elements of electronic stability control (ESC) system and obstacle detectors, as well as road monitoring systems. The present paper focuses on theoretical aspects of the synthesis of an automatic controller for the EPS active steering system. Simulation studies of an automatically controlled lane change manoeuvre illustrate the application of the methodology. The basis for theoretical considerations and numerical studies is the mathematic model of the controlled system (vehicle) and the controller. A complex, detailed description of the dynamics of a two-axis truck, taking into account nonlinearities and vehicle motion in 3D space, is included in the simulation model. The model of the controller is based on a reference model which is significantly simplified and hence is highly effective for carrying out necessary computations in real time. An algorithm of the controller operating as a Kalman regulator in a closed loop system is developed on the basis of this model. The time decomposition of the automatic control process into two phases –lateral displacement of the vehicle and stabilization of its position – is an essential, original distinguishing feature of the algorithm. Thanks to this decomposition, the structure of the control system is relatively simple. Feedback signals provided by the sensors available in a typical ESC system (lateral acceleration, yaw velocity) are used in the control process. The vehicle reference model and resulting control algorithms are presented in the paper. Simulation results refer to a two-axis truck travelling with a constant velocity on a straight, uniform road. At certain time instant the vehicle starts executing the lane change manoeuvre. Simulations were carried out for a number of cases with varying model parameters. That allowed estimating the sensitivity of the control algorithm to both perturbations of vehicle’s physical and operational parameters and to perturbations of parameters related to the obstacle. The results of simulations show that the proposed concept of the vehicle automatic control performs well in computational tests. The method of automatic execution of the lane change manoeuvre presented in the paper can offer an attractive alternative for vehicle control engineers and researchers working in the fields of active steering systems of vehicles, including commercial trucks. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Advanced vehicle control systems KW - Automatic controllers KW - Lane changing KW - Mathematical models KW - Power steering KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357820 ER - TY - CONF AN - 01567628 AU - Seiniger, Patrick AU - Gail, Jost AU - National Highway Traffic Safety Administration TI - A Methodology to Derive Precision Requirements for Automatic Emergency Braking (AEB) Test Procedures PY - 2015 SP - 11p AB - Automatic Emergency Braking (AEB) Systems are becoming important to increase traffic safety. Test procedures in testing for consumer information, manufacturer self-certification and technical regulations are used to ensure a certain minimum performance of these systems. Consequently, test robustness, test efficiency and finally test cost become increasingly important. The key driver for testing effort and test costs is the required repeatable accuracy in a test design - the higher the accuracy, the higher effort and test costs. On the other hand, the performance of active safety systems depends on time discretization in the environment perception and other sub-systems: for instance, typical sensors supply information with a cycle time of 50 - 150 ms. Time discretization results in an inherent spread of system performance, even if the test conditions are perfectly equal. The proposed paper shows a methodology to derive requirements for a test setup (e.g. test repeats, use of driving robots, ...) as function of AEB system generation and rating method (e.g. Euro New Car Assessment Program (NCAP) points awarded, pass/fail, ...). While the methodology itself is applicable to AEB pedestrian and AEB Car-Car scenarios, due to the lack of sufficient test data for AEB Car-Car, the focus of this paper is on AEB pedestrian scenarios. A simulation model for the performance of AEB Pedestrian systems allows for the systematic variation of the discretization time as well as test condition accuracy. This model is calibrated with test results of 4 production vehicles for AEB Pedestrian, all fully tested by BASt according to current Euro NCAP test protocols. Selected parameters to observe the accuracy of the test setup in case of pedestrian AEB is the calculated impact position of pedestrian on the vehicle front (as if no braking would have occurred), and the test vehicle speed accuracy. These variable was shown in real tests to be repeatable in the range of ± 5 cm and ± 0,25 km/h, respectively, with a fully robotized state of the art test setup. The sensitivity of AEB performance (measured in achieved speed reduction as well as overall rating result according to current Euro NCAP rating methods) towards discretization and the sensitivity of performance towards test accuracy then is compared to identify economic yet robust test concepts. These comparisons show that the available repeatability accuracy of current test setups is more than sufficient for today's AEB system capabilities. Time discretization problems dominate the performance spread especially in test scenarios with a limited pedestrian dummy reveal time (e.g. child behind obstruction, running adult scenarios with low car speeds). This would allow to increase test tolerances to decrease test cost. A methodology which allows to derive the required tolerances in active safety tests might be valuable especially for NCAPs of emerging countries that do not have the necessary equipment (e.g. driving robots, positioning units) available for the full-scale and high tolerance EuroNCAP active safety procedures yet still want to rate active safety systems, thus improving the global safety. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Driver support systems KW - Pedestrian safety KW - Performance KW - Precision KW - Specifications KW - Test procedures KW - Traffic safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358295 ER - TY - CONF AN - 01567622 AU - Brown, Julie AU - Suratno, Basuki AU - Leavy, Dan AU - Kelly, Paul AU - Griffith, Michael AU - Aquilina, Peter AU - Paine, Michael AU - Haley, Jack AU - Harris, Blake AU - National Highway Traffic Safety Administration TI - The Australian Child Restraint Evaluation Program: An Update on Dynamic Assessment Protocols and Observed Dynamic Performance of Child Restraint Systems PY - 2015 SP - 14p AB - The purpose of the Australian Child Restraint Evaluation Program (CREP) is to provide consumers with independent safety information; and to apply commercial and public consumer pressure on manufacturers to deliver child restraint systems (CRS) that perform well beyond the requirements of the Australian Standard. This paper describes the evolution of the dynamic assessment protocols and presents a summary of areas where improvement in dynamic performance has occurred. Areas of dynamic performance where there is still room for improvement, are also reviewed. The dynamic assessment protocol has evolved from a system that separately scored the performance of CRS in frontal, 90 degrees and 66 degrees simulated impacts to a system that provides a single overall score for front and side impact tests to determine CRS ratings. The current protocols also nominate a number of ‘Critical’ ‘Performance Aspect’ (PAs) and a CRS is limited to one star if a score of ‘0’ is achieved for any critical PA. There have also been significant changes to the dynamic test and assessment methods over the years to ensure assessment methods are as objective as possible, and some variation in the types of performance features assessed. For rearward facing infant restraints, CREP currently assesses the ability of the CRS to retain the head and torso in front and side impacts, control upward and rotational displacement of the CRS in rebound and distribute the load over the back of the dummy, in frontal testing, , manage dummy head and torso energy in frontal testing and manage dummy head energy in side impact. Similar assessments of dummy and head retention and energy management are used in the rating of forward facing child restraints. These assessments also include head and knee excursion. For booster seats, the ability of the booster to provide and maintain good sash belt geometry, and to prevent submarining in frontal Brown 2 impacts. Assessments of head retention and energy management in side impact and dummy retention both in near and off-side impacts are also included for booster seats. There have been substantial improvements in the side impact protection features of rearward facing and forward facing child restraints observed in the program, and increasingly better performance of booster seats in maintaining good seat belt geometry in frontal impact. However, there is a need for more attention to head energy management in side impact, particularly among rearward facing restraints. Among rearward facing restraints, there are also concerns about poor performance of most restraints to adequately distribute crash forces through the back of the torso in frontal impact. Among forward facing restraints, there are concerns over head containment during rebound in frontal impact. While there have been significant improvements to the test and assessment methods used in CREP there is a possibility that some aspects of good performance are being overstated and aspects of poor performance understated due to limitations in the assessment and rating procedures. Areas for possible future refinements of the protocols are also discussed. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Australian Child Restraint Evaluation Program KW - Child restraint systems KW - Consumer protection KW - Evaluation and assessment KW - Frontal crashes KW - Performance UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358343 ER - TY - CONF AN - 01567610 AU - Kullgren, Anders AU - Fildes, Brian AU - van Ratingen, Michiel AU - Ellway, James AU - Keall, Michael AU - National Highway Traffic Safety Administration TI - Evaluation of the Euro NCAP Whiplash Protocol Using Real-World Crash Data PY - 2015 SP - 11p AB - Whiplash injuries account for the vast majority of casualties in road traffic crashes, leading to long-term consequences. The majority occur in rear-ends crashes. Consumer crash tests play an important role in promoting effective concepts to reduce the problem. The current Euro New Car Assessment Program (NCAP) whiplash test protocol includes three sled tests at varying impact speeds and pulse shapes using a BioRID test dummy and 8 measures to assess whiplash potential based on previous best practice. Given the complexity of the test and with more experience, a real-world evaluation of the current protocol was undertaken. Three analyses were undertaken comprising an analysis of test outcome data, a logistic regression analysis, a receiver operating characteristic (ROC) analysis, and a correlation analysis comparing crash and injury outcome. 13,389 drivers reporting whiplash injury symptoms to Folksam Insurance in Sweden were studied, of which 1,266 occurred in cars tested by Euro NCAP. For all occupants reporting initial symptoms, the risk of permanent medical impairment was followed up according to the procedure used by Swedish insurance companies. Test scores according to Euro NCAP, JNCAP and IIWPG protocols were calculated, as well as combinations of the three Euro NCAP pulses. For each combination or protocol, the test score was compared with the real-world outcome. A correlation analysis of the included injury criteria was also performed for the three crash pulses included. The results showed that overall Euro NCAP, Japan New Car Assessment Program (JNCAP) and International Insurance Whiplash Prevention Group (IIWPG) all predict real-world whiplash injury outcome in terms of Permanent Medical Impairment (PMI). Based on limited data available, there was no statistical evidence using logistic regression and ROC analyses that any of the three tests performed better than any other. Correlations between the test scenarios of each of the three protocols, as well as the outcome associations with crash outcomes, suggested consistent improvements in the risk of permanent medical impairment. The main strength of the analyses conducted here was to show the validity of Euro NCAP, JNCAP and IIWPG whiplash test protocols when measured against real-world crash outcomes, which are the most important criteria showing that the tests are appropriately designed to help prevent injuries among the community. Some caution needs to be taken with these findings as many were not statistically significant because of the limited number of cases available. Further evaluation when additional data are available is warranted. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Correlation analysis KW - Crash data KW - Crash injuries KW - Crash injury research KW - Impact tests KW - Logistic regression analysis KW - New Car Assessment Program KW - Receiver operating characteristic curve KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358294 ER - TY - CONF AN - 01567609 AU - Schwarz, Chris AU - Brown, Timothy L AU - Gaspar, John G AU - Marshall, Dawn AU - Lee, John AU - Kitazaki, Satoshi AU - Kang, Julie AU - National Highway Traffic Safety Administration TI - Mitigating Drowsiness: Linking Detection to Mitigation PY - 2015 SP - 11p AB - Drowsy driving contributes towards up to 24% of crashes and near crashes observed; 886 fatal crashes per year can be attributed to drowsy, fatigued or sleeping drivers. Drowsiness mitigation technology is composed of a detection algorithm and a mitigation component. This paper is primarily concerned with the latter, specifically for a driving simulation study about mitigating drowsy driving. The study is part of National Highway Traffic Safety Administration's (NHTSA’s) Driver Monitoring of Inattention and Impairment using Vehicle Equipment (DrIIVE) program. The detection algorithm incorporates time series probabilistic estimation using a Hidden Markov Model, so a drowsiness prediction at any time is dependent on a previous history of observations. Two mitigation methods are designed for testing in the simulation study. One is a three stage audio/visual alert that requires a driver response through a button press. The second is a binary haptic alert that uses a vibrating seat. Additionally, each mitigation will include three varying levels of sensitivity: a nominal model, an over-sensitive model, and an under-sensitive model. These variations will expose drivers to different numbers of false alarms while also potentially missing episodes of drowsiness. Various parameters in the detection algorithm were tested and the vote thresholds of two Random Forest models were selected for variation. It was observed how these parameters affected the output of the detection and mitigation system using previously collected drowsy driving data. Three specific levels were chosen as candidates for the experiment. It is hoped that the study will answer questions about how effective a mitigation system is at changing driving performance, whether drivers willfully ignore the mitigation, and how many alerts are too many. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Detection and identification KW - Driver monitoring KW - Driver performance KW - Drivers KW - Drowsiness KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358375 ER - TY - CONF AN - 01567606 AU - Poland, Kristin AU - Barth, Thomas H AU - Arbogast, Kristy B AU - Zonfrillo, Mark R AU - Kent, Richard AU - National Highway Traffic Safety Administration TI - A Continuous Video Recording System on a Lap-Belt Equipped School Bus: Real-World Occupant Kinematics and Injuries during a Severe Side Impact Crash PY - 2015 SP - 12p AB - A loaded truck-tractor semitrailer severely impacted the side of a lap-belt-equipped large school bus in which 30 students, age 5 to 11 years, were riding. The crash investigation obtained on-board video and audio from the school bus recording system, which had four active cameras that recorded at 15 frames per second. A total of 55 minutes 39 seconds of video and audio was obtained, including over 15 minutes after the bus came to final rest. Qualitative descriptions of occupant motion during the crash sequence were documented based on the time sequence of vehicle motion, including kinematics of lap-belted pediatric occupants, occupant-tooccupant interactions, and occupant-to-vehicle interactions. Further, quantitative measurements of occupant motion were performed by tracking visible body regions such as the head or center of the pelvis using commercially available motion analysis software. Occupant injuries were coded using hospital medical records and according to the Abbreviated Injury Scale 2008 manual. Injury severity was higher in the rear of the bus near the region of impact, maximum intrusion, and maximum lateral accelerations. The injury severity scores (ISS) ranged from 1 to 6 in the front of the bus and from 1 to 57 at the rear, including the one student seated at the rear of the bus who was fatally injured. Head injuries included several mild to moderate traumatic brain injuries. Lateral head translations and velocities were evaluated. The lateral head displacements toward the impacted side in the front of the bus were similar to those in the rear during the initial impact, but the head displacements for occupants in the rear of the bus were greater during the secondary and tertiary rebound motions toward alternating sides of the bus. Lateral head velocities relative to the bus interior were generally almost twice as high in the rear of the bus as in the front. In addition, the magnitude of whole body pediatric occupant motion in the absence of injury was notable. Further, loss of consciousness negatively affected occupants’ ability to self-evacuate, even when subjects regained consciousness. The qualitative and quantitative descriptions represent the first time that lap-belted school bus pediatric occupant motion during a crash has been documented from continuous onboard video recordings. This unique data source allows the rare correlation of occupant kinematics with crash severity and injury outcomes in living humans. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Children KW - Crash severity KW - Image analysis KW - Injury severity KW - Kinematics KW - Lap belts KW - Motion KW - Outcome (Medical treatment) KW - School buses KW - Side crashes KW - Videotape recorders UR - https://trid.trb.org/view/1359032 ER - TY - CONF AN - 01567601 AU - Chen, Rong AU - Choi, Kyu-Sang AU - Daniello, Allison AU - Gabler, Hampton AU - National Highway Traffic Safety Administration TI - An Analysis of Hybrid and Electric Vehicle Crashes in the U.S. PY - 2015 SP - 12p AB - The growing popularity of hybrids and electric vehicles in the U.S. has raised questions about whether they might pose a different crash risk than conventional vehicles. In particular, there have been anecdotal reports of fires associated with the battery system in these advanced fuel vehicles. The objective of the study was to characterize the factors that influence the risk of serious to fatal injury in U.S. hybrid and electric passenger vehicle crashes. The authors' approach in this study was to compare the crash performance of the conventional passenger vehicle fleet with hybrid/electric passenger vehicles in the U.S. The study was based upon the analysis of three U.S. crash databases: the Fatal Analysis Reporting System (FARS), the National Automotive Sampling System / Crashworthiness Data System (NASS/CDS), and the National Automotive Sampling System / General Estimates System (NASS/GES). Cases recorded by the databases between the years 1999 and 2013, and involving passenger vehicles model year 2000 and newer were extracted from all three databases. Hybrid vehicles constituted less than 1% of the total vehicle population in all three databases. FARS contained no fatalities in electric vehicles, and less than 0.01 % of cases in NASS/CDS and NASS/GES involved electric vehicles. The incidence of fire was lower for hybrid vehicles than the conventional fleet in all three databases. Fatal crashes involving fire constituted 2.6% of hybrid vehicle cases and 4.4% of conventional vehicle cases. No cases of fire or electric shock injury associated with hybrid vehicles were found in NASS/CDS. Only 1 case of a hybrid fire was found in NASS/GES and 5 cases of hybrid fire were found in FARS. No fires involving electric vehicles were found in any of the three databases. Similar crash characteristics were found for both hybrid and conventional vehicle populations. Median longitudinal delta-V was 18 km/hr for hybrid vehicles and 14 km/hr for conventional vehicles. Hybrid vehicle occupants were found to have higher risk of AIS2+ upper extremity injury but lower risk of AIS2+ lower extremity injury than conventional vehicle occupants. Similar risk of abbreviated injury scale (AIS)2+ head and chest injury was observed between the two groups. The most notable difference between hybrid vehicles and conventional passenger-vehicles was that occupants of hybrid vehicle were more likely to be older than occupants of conventional vehicles. In FARS, the median age of fatally injured hybrid vehicle occupants was 59 years versus 36 years for conventional vehicle occupants. In NASS/CDS, the median age of hybrid vehicle occupants was 42 years and the median age of conventional vehicle occupants was 29 yrs. In NASS/GES, the median age of hybrid/electric vehicle occupants was 44 years, as compared to the median age of 32 years for conventional vehicle occupants. The present study characterized the crash and occupants of hybrid and electric vehicles. The comparison between hybrid and conventional vehicle crashes showed little difference in the crash performance and injury outcome between the two groups. The incidence of fire was actually lower in hybrid vehicles than in the rest of the fleet. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Age KW - Crash causes KW - Crash injuries KW - Crash risk forecasting KW - Electric vehicles KW - Hybrid vehicles KW - Traffic crashes KW - United States KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357832 ER - TY - CONF AN - 01567592 AU - Strandroth, Johan AU - Rizzi, Matteo AU - Ohlin, Maria AU - Eriksson, Jenny AU - Lie, Anders AU - National Highway Traffic Safety Administration TI - Analysis of Different Types of Winter Tyres in Rear-End Injury Crashes and Fatal Loss-of-Control Crashes with ESC PY - 2015 SP - 13p AB - This study aimed to compare studded and non-studded winter tyres with regard to the risk of being the striking car in rear-end injury crashes with passenger cars. A further aim was to evaluate the risk for a passenger car equipped with Electronic Stability Control (ESC) to be involved in a fatal loss-of-control (LOC) crash with studded and non-studded winter tyres. This research was based on two different materials. The study on rear-end crashes used police reports from crashes in Sweden between 2008 and 2014. The study was limited to crashes occurring in the winter period, in this study defined as October through to March. Only car-to-car two vehicle crashes were included (n=4239). As tyre information was not included in the police reports, a survey form was sent to all drivers asking which type of tyres was fitted on their car at the time of the crash. In total, 717 drivers (17%) responded. The relative risk for being the striking or struck vehicle, depending on winter tyres, was calculated using an induced exposure approach. The analysis of fatal crashes in the winter period used in-depth studies of fatal crashes collected by the Swedish and Norwegian Transport Administrations in the winter period between 2003 and 2014. Cars fitted with ESC (n=44) were compared with cars without ESC (n=260). The odds ratio for being involved in a LOC-crash was calculated depending on the ESC fitment and fitment of different winter tyres. The findings showed that the risk for being the striking vehicle in a rear-end injury crash on ice or snow was at least 27% higher for non-studded winter tyres, compared to studded tyres. With regard to all road conditions, no significant difference between winter tyres with or without studs were found. As the proportion of ice and snow differs greatly in different parts of Sweden, the overall estimated effect was significant in northern Sweden but not in mid or southern Sweden. The risk of a fatal LOC-crash was 65% lower with studded tyres compared with non-studded winter tyres for cars without ESC. In ESC cars, the risk reduction, compared to cars without ESC, was 92% including all types of winter tyres, which were grouped together due to the limited size of the material. The rear-end crash analysis was based on a material with a rather limited response frequency. Hence, the representativeness of the results should be treated with caution. Regarding the fatal crashes it could be concluded that ESC is very effective in reducing LOC-crashes regardless of type of winter tyres. This is the first study that shows the effect of studded tyres related to specific crash types and to different geographical regions in Sweden. Hence, the findings in this study can contribute to the ongoing discussion on reducing the proportion of studded tyres in Sweden due to environmental and health issues. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Electronic stability control KW - Fatalities KW - Loss of control KW - Rear end crashes KW - Snow tires KW - Studded tires UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1359031 ER - TY - CONF AN - 01567567 AU - Seidl, Matthias AU - Carroll, Jolyon AU - Cuerden, Richard AU - National Highway Traffic Safety Administration TI - eCall – Defining Accident Conditions for Mandatory Triggering of Automatic Emergency Calls PY - 2015 SP - 10p AB - eCall, the pan-European automatic crash notification system, will facilitate road vehicles to contact emergency services autonomously when a potentially injurious crash has been detected by vehicle sensors. Type-approval requirements will set out conditions for assessing systems under which automatic triggering of eCalls will be mandatory. Research is needed to specify the accident typologies and severities represented by these conditions. This paper analyses what definition of accident conditions would ensure that a high number of casualties benefit from automatic eCalls. The conditions should also allow cost-effective type-approval testing, avoid excessive numbers of superfluous eCalls, and not restrict manufacturer’s design freedom. Two conditions were considered as being particularly suitable for the European type-approval system: − Condition A: Trigger in accident conditions similar to, and at least as severe as, a mandatory frontal or lateral fullscale crash test. − Condition B: Trigger in conjunction with deployment of any airbag. In-depth accident data from the Road Accident In-Depth Studies (RAIDS) database, collected between 2000 and 2010 for the Co-operative Crash Injury Study (CCIS), was analysed to produce an estimate of the proportion of car occupant casualties captured by each of these conditions and subsequently scaled to a national level for Great Britain. The analysis found that Condition A captured only 34.7% of fatally and seriously injured casualties whereas Condition B would apply to 81.0%. For Great Britain, with about 9,335 fatally or seriously injured car occupants annually, this is a difference of 4,330 fatal or serious casualties which could benefit from automatic eCall triggering each year. However, if Condition B was applied, automatic eCalls would be triggered for 74,390 slight casualties per annum in GB (and for an additional unknown number of damage-only accidents). The sensitivity of Condition B, i.e. the proportion of casualties successfully selected, is considerably higher compared to Condition A. Nevertheless, accident types where airbags are deliberately not deployed would not be captured. Condition B exhibited an almost unvaryingly high sensitivity in selecting fatal casualties and serious casualties respectively. The higher sensitivity of Condition B is achieved at the expense of specificity in selecting fatal or severe casualties, i.e. more of the collisions for which an eCall is triggered would be slight casualties. There are indications, however, that the negative consequences of superfluous eCalls could be mitigated. The results are based on British data and cannot be transferred in detail to other countries. The general trends identified would be expected to also appear in reproductions of this analysis using data from other European countries. The most preferable mandatory automatic eCall triggering condition for type-approval legislation appears to be triggering in conjunction with deployment of any airbag. Nevertheless, up to 19.0% of fatal and serious car occupant casualties might not be captured by this condition. To allow this problem to be overcome using advanced triggering algorithms, a non-restrictive approach could be taken with regard to the triggering requirement, i.e. require triggering in the presence of the condition yet not prohibit triggering in its absence. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Automatic crash notification KW - Casualties KW - Crash analysis KW - Crash causes KW - Crash data KW - Data analysis KW - Europe KW - In vehicle sensors UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358846 ER - TY - CONF AN - 01567559 AU - Yi, Seung-Hwan AU - Lee, Sang-Ho AU - Nam, Beom-Woo AU - Seo, Jeong-Seok AU - Lee, Bo-ram AU - Ahn, Min-Choul AU - Kang, Byong-Do AU - In, Jeong-Min AU - National Highway Traffic Safety Administration TI - The Relationship between BAC and BrAC of Health Korean Male PY - 2015 SP - 6p AB - BrACs (Breath alcohol concentrations) are often converted to the corresponding blood alcohol concentrations (BACs) by multiplying a partition ratio, Q. However, according to the previous researches, it has been revealed that it depended upon the nations. So, the partition ratio (or Q-factor) of healthy Korean adult males and its correlation to some variables including total body water (TBW), body mass index (BMI), body fat mass (BFM), and percentage of body fat (PBF) were revealed. The average of partition ratio did show particular difference around 100 when the subjects were divided with two sets: below and above the average of TBW. The partition ratio of Korean healthy males showed 1,913 (95 % confidence interval (CI) from 1,889 to 1,937) for whole time intervals. However, when Q was averaged after peak BACs, it gave 2,011 (95 % CI range from 1,982 to 2,040). BlandAltman plots revealed the compatibility of measurement method of multi-gas analyzer, and the biases according to the partition ratios (Q=2,100 and Q=1,913) gave -0.0052 (95 % CI from -0.0059 to -0.0045) and -0.0004 (95 % CI from –0.0011 to +0.0003), respectively. From this study, the partition ratio of Korean healthy males has been reported for the first time with massive medical experiments. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Alcohol breath tests KW - Bias (Statistics) KW - Blood alcohol levels KW - Korea KW - Males KW - Measurement KW - Ratios UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358352 ER - TY - CONF AN - 01567554 AU - van Ratingen, Michiel AU - Fildes, Brian AU - Lie, Anders AU - Keall, Michael AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - Validating Vehicle Safety Using Meta-Analysis: A New Approach to Evaluating New Vehicle Safety Technologies PY - 2015 SP - 7p AB - In a world of rapid developments in the field of vehicle safety, robust and reliable methods are essential to evaluate the safety effects in real traffic. Only with significant evidence-based findings can original equipment manufacturers (OEMs), governments and consumers act to encourage the most important systems. The Euro New Car Assessment Program (NCAP) Validating Vehicle Safety using Meta-Analysis (VVSMA) consortium was assembled, comprising a collaboration of government, industry consumer organisations and researchers, using pooled data from a number of countries and the established MUNDS method. Technologies of immediate interest included low speed autonomous emergency braking (low speed AEB or AEB City), and Lane Departure Warning (LDW) technologies in current model passenger vehicles. Real-world crash data were assembled by 6 countries for the analyses and induced exposure methods were adopted to control for any extraneous effects. To date, the findings for AEB City technology found that while individual countries analyses failed to show significant reductions in crashes, robust statistically significant reductions were found overall from the meta-analysis due to the increase in the amount of data. The analysis for Lane Departure Warning technology is currently in process. Greater difficulty is experienced with evaluating this technology due to it only being available as optional equipment. The findings show how safety benefit analyses can be performed in a timely manner, using data from many countries in a meta-analysis procedure. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Driver support systems KW - Evaluation KW - Lane departure warning systems KW - Meta-analysis KW - Validation KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358952 ER - TY - CONF AN - 01567551 AU - Rau, Paul AU - Blanco, Myra AU - Atwood, Jon AU - Vasquez, Holland AU - Trimble, Tammy AU - Fitchett, Vikki AU - Radlbeck, Josh AU - Fitch, Gregory AU - Sheldon, Russell AU - National Highway Traffic Safety Administration TI - Human Factors Evaluation of Level 2 and Level 3 Automated Driving PY - 2015 SP - 11p AB - This project evaluates how drivers interact with different automated vehicle functions under various concepts of Level 2 and Level 3 automation. The objective is to determine whether principles for human-machine interface (HMI) design for automated vehicles could be based on things such as timing, sequence, and presentation of automated functions produced by this study. Methods involve test track evaluations of participants using three distinct automation concepts, two involving automation Level 2 and one involving automation Level 3 (as defined by the National Highway Traffic Safety Administration [NHTSA] policy paper on vehicle automation; NHTSA, 2013). Data sources included both objective and subjective data from participants’ responses to the different portions of the experimental protocols. Results will be produced from parametric linear regression analyses and qualitative evaluations of participants’ subjective responses to questionnaires. Where appropriate, statistical techniques will be applied for conditioning the sample data to ensure that the assumptions underlying these analyses are met. The detailed timing, sequence, and presentation measurements from the various research efforts involved herein will be used to specify human factors design principles for automated vehicle HMIs. The resulting principles would benefit from subsequent naturalistic evaluations for fine-tuning the performance metrics, and for addressing any gaps or new questions arising from this research. Crash avoidance technologies are evolving rapidly toward increasing automation, involving a higher complexity of interoperability between user and vehicle functions than what has previously been known. Understanding the detailed human factors capabilities and limitations of these users and the impacts of the timing, sequence, and presentation of information presented to the users will be important for shaping the safety policies. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Advanced vehicle control systems KW - Crash avoidance systems KW - Evaluation KW - Human factors KW - Human machine systems KW - Intelligent vehicles KW - Traffic safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357796 ER - TY - CONF AN - 01567548 AU - Matheis, Ralf AU - Murnisya, Helmi AU - Puppini, Roberto AU - National Highway Traffic Safety Administration TI - General Virtual Testing Methodology for Type IV CNG Tanks PY - 2015 SP - 11p AB - The project MATISSE funded by European Commission’s 7th Framework Programme (FP7) aims to make a significant step forward in the capability of the automotive industry to model, predict and optimise the crash behaviour of mass produced fibre reinforced polymers (FRP) with the focus set on components for alternatively powered vehicles (APV). One of the project’s main research goals is the development of a general virtual testing methodology (VTM) for the development of APV driven by compressed natural gas (CNG) equipped with composite FRP tanks of Type IV. Due to the increasing legislative demands on the emission of future vehicles, the development of APVs that are in this regard superior to conventional internal-combustion engines (ICE) driven by petrol or diesel fuel is currently in the centre of attention of the automotive industry. Here, the usage of ICE with CNG supply offers advantages in comparison to other concepts, since it requires only moderate modifications of the conventional drive train. Because of the high mechanical demands on the required high-pressure storage tanks and the need for lightweight structures, which also contributes to the emission reduction, the usage of material of high specific material properties is required. Especially the full composite tanks of the Type IV show a high potential in this regard. Since these high-pressure storage components form a significant safety hazard, the accurate analysis of the mechanical demands during relevant crash load cases is of great importance. For the proper and optimal integration of the tanks into the vehicle during the APV design and development process at industrial level, moreover the predictability of the material and component behaviour using the finite element method (FEM) is indispensable. Within the MATISSE project a new overall approach for the crash analysis of CNG tanks is proposed. This paper describes the main aspects of this VTM: First, a FRP material modelling approach for wet wound CNG tanks, that makes use of the so-called “reverse FEM” as well as of novel physically based material models that are fed with calculative as well as literature based material values and are validated on three point bending tests of wound tubes was defined. Then, the derived material models for glass and carbon fibre were subsequently used for the modelling of FEM tank models, whereby different steps of optimisation of on the one hand the accuracy and on the other hand the simulation time were conducted. In a next step, different relevant load cases on a full vehicle model of a compact car equipped with a CNG tank where simulated and analysed. The detected highest mechanical demands were thereupon transferred to a component test programme on a tank-subsystem that depicts the loads obtained by the tanks. Here again, the FEM model of the tank is used to find the appropriate boundary conditions. The developed test programme was subsequently conducted on a series of physical tanks and the simulation approach and thus the VTM was validated on the results. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Compressed natural gas KW - Crash analysis KW - European Commission KW - Fiber reinforced polymers KW - Internal combustion engines KW - Methodology KW - Pressure vessels KW - Tanks (Containers) KW - Testing KW - Virtual reality KW - Virtual testing UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358288 ER - TY - CONF AN - 01567539 AU - Carter, Jason M AU - Paul, Nathanael AU - Zhang, Jenny AU - National Highway Traffic Safety Administration TI - Analysis of Vehicle-Based Security Operations PY - 2015 SP - 13p AB - Vehicle-to-vehicle (V2V) communications promises to increase roadway safety by providing each vehicle with 360 degree situational awareness of other vehicles in proximity, and by complementing onboard sensors such as radar or camera in detecting imminent crash scenarios. In the United States, approximately three hundred million automobiles could participate in a fully deployed V2V system if Dedicated ShortRange Communication (DSRC) device use becomes mandatory. The system’s reliance on continuous communication, however, provides a potential means for unscrupulous persons to transmit false data in an attempt to cause crashes, create traffic congestion, or simply render the system useless. V2V communications must be highly scalable while retaining robust security and privacy preserving features to meet the intra-vehicle and vehicle-to-infrastructure communication requirements for a growing vehicle population. Oakridge National Research Laboratory is investigating a Vehicle-Based Security System (VBSS) to provide security and privacy for a fully deployed V2V and V2I system. In the VBSS an On-board Unit (OBU) generates short-term certificates and signs Basic Safety Messages (BSM) to preserve privacy and enhance security. This work outlines a potential VBSS structure and its operational concepts; it examines how a vehicle-based system might feasibly provide security and privacy, highlights remaining challenges, and explores potential mitigations to address those challenges. Certificate management alternatives that attempt to meet V2V security and privacy requirements have been examined previously by the research community including privacy-preserving group certificates, shared certificates, and functional encryption. Due to real-world operational constraints, adopting one of these approaches for VBSS V2V communication is difficult. Timely misbehavior detection and revocation are still open problems for any V2V system. The authors explore the alternative approaches that may be applicable to a VBSS, and suggest some additional research directions in order to find a practical solution that appropriately addresses security and privacy. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Highway safety KW - Mobile communication systems KW - Onboard units KW - Privacy KW - Security KW - Vehicle electronics KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357794 ER - TY - CONF AN - 01567536 AU - Wang, Stewart C AU - Kohoyda-Inglis, Carla J AU - MacWilliams, Joel B AU - Anderson, Kathryn F AU - Kleinert, Julie A AU - Melocchi, Anthony G AU - Stacey, Lisa A AU - Joyner, Jeffery W AU - National Highway Traffic Safety Administration TI - Results of First Field Test of Telemetry Based Injury Severity Prediction PY - 2015 SP - 12p AB - Identification of severely injured occupants is of utmost urgency following a crash event. Advanced automatic collision notification (AACN) has great potential to improve post-crash care if the risk of severe injury to a vehicle’s occupants can be accurately predicted. The National Expert Panel for Field Triage set a 20% risk of Injury Severity Score (ISS) 15+ injury [1] as the threshold for urgent transport to a trauma center. The objective of this study was to field test real world performance of the published injury severity prediction (ISP) algorithm in collisions involving recent model GM vehicles equipped with OnStar. This study was approved by the Institutional Review Board (IRB) of the Michigan Department of Community Health. There were 924 occupants in 836 crash events, involving vehicles equipped with AACN capabilities, in the state of Michigan which were identified from the OnStar records. The police crash report corresponding to the event was identified in the State of Michigan database and used to confirm data sent by telemetry from the vehicle. The injury status of all occupants in the case vehicles was determined. Occupants not transported for medical evaluation were assumed to have ISS<15. For occupants transported from the scene for evaluation and treatment, medical records and imaging data were obtained from the treating facility. Case reviews were conducted to jointly analyze crash, vehicle telemetry, and injury outcome data. The algorithm was used to calculate the predicted risk of injury based on transmitted telemetry data and this prediction was compared to the observed injury outcome for each vehicle as well as each occupant. In this field study, the ISP algorithm’s ability to predict whether a vehicle had a seriously injured (ISS>15) occupant was, in terms of sensitivity, at 63.64% compared to the model sensitivity of 39.6% and it also came very close to expectations of specificity at 96.12% compared to the model specificity of 98.3% with use of age and gender data. Without use of age and gender, for ISP calculation, the sensitivity performance was 45.45% while the specificity improved slightly to 97.58%. Detailed analysis of cases suggests that further performance gains could be obtained with more detailed definition of crash direction, seating position, and occupant age. There were 184 candidate crash occupants in 167 vehicles not included in the study analysis due to: A) missing Police accident reports, n=77 in 75 crashes; B) inability to retrieve medical records, n = 71 in 61 crashes; or C) rollover event, n=36 in 31 crashes. Analysis of these excluded cases did not reveal any bias in crash severity or injury that would confound the current study findings. This study confirms for the first time under real-world field conditions that occupant injury severity can be predicted using vehicle telemetry data. The ISP algorithm’s ability to predict a 20% or greater risk of severe (ISS15+) injury was better than anticipated and confirms ISP’s utility for the field triage of crash subjects. This analysis suggests that AACN technology can greatly facilitate the collection of field data with ISP also serving as a baseline for potential monitoring of the benefits resulting from vehicle safety design changes. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Automatic crash notification KW - Crash analysis KW - Emergency medical services KW - Field tests KW - Injury severity KW - Mathematical prediction KW - Michigan KW - OnStar (Motorist aid system) KW - Telemetry KW - Triage UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358849 ER - TY - CONF AN - 01567526 AU - Willemsen, Dehlia AU - Stuiver, Arjan AU - Hogema, Jeroen AU - National Highway Traffic Safety Administration TI - Automated Driving Functions Giving Control Back to the Driver: A Simulator Study on Driver State Dependent Strategies PY - 2015 SP - 9p AB - Many car companies and other organisations are working hard to get automated driving on the road. Where some prefer driverless cars, most foresee a future where control of the vehicle will be shared between the driver and automated functions in the coming years. Sharing tasks and responsibilities creates the interesting challenge of transition of control of the vehicle between driver and automation. This paper presents research into this transition. By taking into account the attentiveness of the driver, different strategies were evaluated in a simulator study to create an optimal transition given the situation at hand. The study concentrates on an automated platoon system ‘Virtual Tow Bar’. The results show that the differences among the tested conditions are small and no large trends are visible in either the subjective or the objective results. Hence it is concluded that the experiment should be repeated with a larger group naïve participants and probably more extreme parameter settings. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Advanced vehicle control systems KW - Driver support systems KW - Drivers KW - Driving simulators KW - Human machine systems KW - Traffic platooning UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357800 ER - TY - CONF AN - 01567525 AU - Stitzel, Joel AU - Weaver, Ashley AU - Schoel, Samantha AU - Barnard, Ryan AU - Talton, Jennifer AU - Martin, R Shayn AU - Meredith, J Wayne AU - National Highway Traffic Safety Administration TI - Occupant Transportation Decision Algorithm: An Advanced Automatic Crash Notification Algorithm Developed and Evaluated for Motor Vehicle Crash Occupant Triage PY - 2015 SP - 7p AB - The objective was to develop an Advanced Automatic Crash Notification (AACN) algorithm and evaluate its performance in making optimal occupant triage decisions. The developed AACN algorithm known as the Occupant Transportation Decision Algorithm (OTDA) uses measurements obtainable from vehicle telemetry to predict risk of overall occupant injury and recommend a transportation decision for the occupant following a motor vehicle crash (MVC), particularly whether transport to a Level I/II trauma center is recommended. A list of injuries necessitating treatment at a Level I/II trauma center (TC) was determined using an injury-based approach based on three facets (severity, time sensitivity, and predictability). These three facets were quantified for each injury from expert physician and emergency medical services (EMS) professional opinion and database analyses of the National Trauma Data Bank and National Inpatient Sample. Severity, Time Sensitivity, and Predictability Scores were summed for each injury to compute an Injury Score. Injuries with an Injury Score exceeding a particular threshold were included on the Master Target Injury List, which is a list of injuries more likely to require Level I/II TC treatment. OTDA inputs for development include the Master Target Injury List and 38,970 National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) 2000-2011 occupants. The OTDA uses multivariate logistic regression to predict an occupant's risk of sustaining an injury on the Master Target Injury List from the following model variables: longitudinal/lateral delta-v, number of quarter turns (in rollover only), belt status, multiple impacts, and airbag deployment. A parametric OTDA was developed with five tunable parameters allowing for extensive optimization. The OTDA was optimized with a genetic algorithm that compared the OTDA transportation decision for each NASS-CDS occupant to a dichotomous representation of their Injury Severity Score (ISS). Occupants with ISS 16+ should be transported to a Level I/II TC. OTDA optimization minimized under triage (UT) and over triage (OT) rates with the goal of producing UT rates < 5% and OT rates < 50% as recommended by the American College of Surgeons (ACS). For the optimized OTDA, UT rates by crash mode were 5.9% (frontal), 4.6% (near side), 2.9% (far side), 7.0% (rear), and 16.0% (rollover). OT rates by crash mode for the optimized OTDA were 49.7% (frontal), 47.9% (near side), 49.7% (far side), 44.0% (rear), and 49.7% (rollover). The OTDA was developed with an injury-based approach that examined three injury facets to identify injuries necessitating treatment at a Level I/II TC. Large hospital and survey datasets containing information on injuries, mortality risk, treatment urgency, and hospital transfers were used in conjunction with large crash datasets with crash, vehicle, occupant, and injury data. The OTDA has been rigorously optimized and has demonstrated improved UT rates compared to other AACN algorithms in the literature and OT rates meeting ACS recommendations. Since the OTDA uses only vehicle telemetry measurements specified in Part 563 regulation, this AACN algorithm could be readily incorporated into new vehicles to inform emergency personnel of recommended triage decisions for MVC occupants. The overall societal purpose of this AACN algorithm is to reduce response times, increase triage efficiency, and improve overall patient outcome. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic crash notification KW - Crash injuries KW - Decision making KW - Emergency medical services KW - Genetic algorithms KW - Injury types KW - Optimization KW - Telemetry KW - Traffic crashes KW - Triage KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358848 ER - TY - CONF AN - 01567520 AU - Christensen, Andy AU - Cunningham, Andrew AU - Engelman, Jerry AU - Green, Charles AU - Kawashima, Charles AU - Kiger, Steve AU - Prokhorov, Danil AU - Tellis, Levasseur AU - Wendling, Barbara AU - Barickman, Frank AU - National Highway Traffic Safety Administration TI - Key Considerations in the Development of Driving Automation Systems PY - 2015 SP - 14p AB - The historical roles of drivers, vehicle manufacturers, federal and state regulators, and law enforcement agencies in automotive safety is well understood. However, the increasing deployment of driving automation technologies to support various comfort, convenience, efficiency, productivity, mobility, and possibly safety features has the potential to alter this understanding. In order to facilitate clarity in discussing the topic of driving automation with other stakeholders and to clarify the level(s) of automation on which the agency is currently focusing its efforts, the National Highway Traffic Safety Administration (NHTSA) released a Preliminary Statement of Policy (SOP) concerning Automated Vehicles that included its automation levels. In this paper, the authors present key factors for consideration in each automation level which are based upon Society of Automotive Engineers (SAE) J3016. These factors focus on adding more specificity with regard to the distribution of the driving tasks between the driver and the automation system. The result of this effort has led to a refinement of an understanding of the automation levels based on the nature of the vehicle control aspect provided by the feature, the nature of the environmental sensing and response, the fallback strategy employed, and the feature’s scope of operation. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Advanced vehicle control systems KW - Deployment KW - Development KW - Intelligent vehicles KW - Standards KW - Technology KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1357790 ER - TY - CONF AN - 01567512 AU - Schram, Richard AU - Williams, Aled AU - Ratingen, Michiel van AU - Ryrberg, Stephan AU - Sferco, Raimondo AU - National Highway Traffic Safety Administration TI - Euro NCAP's First Step to Assess Autonomous Emergency Braking (AEB) for Vulnerable Road Users PY - 2015 SP - 7p AB - Following the implementation of Autonomous Emergency Braking (AEB) City and AEB Inter-Urban systems in Euro New Car Assessment Program (NCAP)’s safety rating in 2014, a third type of AEB technology, AEB for Vulnerable Road Users (AEB VRU), will be added to the overall assessment of new vehicles in 2016. The introduction of AEB VRU will be done in two phases where in 2016 AEB Pedestrian is implemented followed by AEB Cyclists in 2018. AEB VRU will be awarded as part of the assessment of Pedestrian Protection and represents the next step to improve the protection of vulnerable road users, complimentary to the existing subsystem tests to the vehicle front end. Following system tests in common pedestrian accident scenarios, more challenging and demanding cyclist scenarios are planned in a subsequent phase. In close corporation with the car industry represented by the European Automobile Manufacturers Association (ACEA), Japan Automobile Manufacturers Association (JAMA) and Korea Automobile Manufacturers Association (KAMA) associations, Euro NCAP has developed detailed test and assessment procedures for AEB Pedestrian. The procedures are based on the existing car to car AEB test and assessment protocols and validated and checked for repeatability and reproducibility at several Euro NCAP laboratories. This paper describes both the test and assessment protocols. U1 - 24th International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationGothenburg,Sweden StartDate:20150608 EndDate:20150611 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Autonomous vehicle guidance KW - Driver support systems KW - Evaluation and assessment KW - Motor vehicle industry KW - New Car Assessment Program KW - Pedestrian safety KW - Reliability KW - Test procedures KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/24/isv7/main.htm UR - https://trid.trb.org/view/1358291 ER - TY - RPRT AN - 01565345 AU - Centers for Disease Control and Prevention AU - National Highway Traffic Safety Administration AU - Governors Highway Safety Association TI - Increasing Alcohol Ignition Interlock Use: Successful Practices for States PY - 2015 SP - 8p AB - Ignition interlocks reduce repeat offenses for driving while intoxicated (DWI) by about 70% while they are installed. All states have implemented ignition interlock programs to manage interlock issues and monitor offenders who are required or eligible to install them. Despite these laws and programs, only about one-fifth of those arrested for DWI have interlocks installed. This document outlines eight program keys that can be used to strengthen state Alcohol Ignition Interlock Programs. These program keys were identified through a collaborative evaluation that looked at characteristics of existing state interlock programs associated with increases in interlock use. Implementing just one of these program keys is likely to increase interlock use. Implementing multiple program keys is associated with even higher increases in interlock use. KW - Alcohol ignition interlock devices KW - Best practices KW - Drunk driving KW - Evaluation KW - States UR - http://www.cdc.gov/motorvehiclesafety/pdf/impaired_driving/ignition-interlock_successful_practices_for_states-a.pdf UR - https://trid.trb.org/view/1354996 ER - TY - RPRT AN - 01581091 AU - Hu, Jingwen AU - Klinich, Kathleen D AU - Reed, Matthew P AU - Ebert-Hamilton, Sheila M AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Characterizing Child Head Motions Relative to Vehicle Rear Seat Compartment in Motor Vehicle Crashes PY - 2014/12 SP - 34p AB - Improved padding or other countermeasures in vehicle rear compartments could reduce the incidence of head trauma for child occupants. However, knowledge of likely child head impact locations for a range of crash scenarios is needed to determine which areas and structures should be padded and where a side curtain should be deployed to protect child occupants. The objective of this study is to use a scalable MAthematical DYnamic MOdels (MADYMO) model of a child occupant to estimate the distributions of possible head impact locations as a function of crash type, vehicle interior characteristics, and child size. To achieve this goal, a series of simulations using a scalable MADYMO child anthropometric test device (ATD) model was conducted. The geometries of the second-row compartment from 5 vehicles were recorded using a laser scanner to provide high-resolution data for assessing probable head contact zones. Distributions of lateral and longitudinal delta V were calculated as a function of principal direction of force (PDOF) using the National Automotive Sampling System – Crashworthiness Data System (NASS-CDS) dataset to provide proper simulation conditions based on real-world crashes. Simulations of crashes ranging from pure frontal to pure side impact (9 o’clock to 3 o’clock) with child ATDs with and without backless boosters were conducted using University of Michigan Transportation Research Institute's (UMTRI’s) parametric child ATD model in MADYMO, UMTRI's child ATD positioning procedure, and UMTRI's automated belt-fit and crash simulation system. The simulation results were used to create a model of the spatial distribution of head trajectories based on child body size and crash direction. By combining the head motion model and the vehicle second-row geometry models, the likely head contact zones with respect to interior components were identified. The findings of this study provide a reference for future vehicle rear compartment design to reduce head injuries for older children. KW - Children KW - Crash victim simulation KW - Dummies KW - Geometry KW - Head KW - Mathematical models KW - National Automotive Sampling System - Crashworthiness Data System KW - Rear seats KW - Vehicle design UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Child Safety Crashworthiness Research/812105_CharacterizingChildHeadMotions.pdf UR - https://trid.trb.org/view/1375495 ER - TY - RPRT AN - 01570355 AU - Klinich, Kathleen D AU - Manary, Miriam A AU - Orton, Nichole R AU - University of Michigan, Ann Arbor AU - National Highway Traffic Safety Administration TI - Feasibility of Center LATCH PY - 2014/12 SP - 58p AB - This paper explores the geometric feasibility of installing dedicated lower anchors in the center rear seating positions of vehicles. Analysis was based on a previous research study in which the lateral spacing of seat belt and LATCH (Lower Anchors and Tethers for Children) lower anchorages were measured in 85 model year 2010-2011 vehicles. The goal of this study was to determine how many vehicles would have the physical space to incorporate a third set of dedicated lower anchors in the center seating position for child restraint installation. Usability of all of the lower anchors, as well as the seat belts, was also considered. To begin, nine vehicles that currently have dedicated lower anchors in the center position were reviewed. The distances between all seat belt anchors and lower anchors across the vehicle sample were also analyzed to identify spacings that are currently feasible in production. The arrangement of seat belt and lower anchor hardware across the rear seat was also reviewed with respect to usability. Based on these analyses, a lateral distance between the outboard webbing and outboard lower anchor of 75 to 100 mm is common. The suggested minimum distance between lower anchors and seat belt hardware is 25 mm. Based on these dimensions, vehicles with 710 mm or more between the outboard lower anchor centerlines (OBLACL) should have sufficient space to provide three sets of usable, dedicated lower anchors in the right, center, and left seating positions. Providing the highest level of usability with regard to use of seat belt or LATCH hardware in adjacent seating positions would be achieved by placing each pair of lower anchors between the webbing and buckle hardware for the seating position. If the OBLACL is less than 710 mm, an improvised center LATCH position (permitting use of the inboard lower anchors from the outboard seating positions to secure a child restraint in the center seating position) may be feasible. The maximum spacing of this improvised center LATCH position would be 480 mm. If a vehicle allowed an improvised center LATCH position, placing the inboard lower anchor between the outboard buckle and nearest center seat belt hardware would maximize usability of the seat belt in the outboard seating position and lower anchors in the center seating position. KW - Child restraint systems KW - Feasibility analysis KW - Lower Anchors and Tethers for Children (LATCH) KW - Seat belts KW - Vehicle design UR - http://deepblue.lib.umich.edu/bitstream/handle/2027.42/111831/103191.pdf?sequence=1&isAllowed=y UR - https://trid.trb.org/view/1359893 ER - TY - SER AN - 01551336 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - 2013 Motor Vehicle Crashes: Overview PY - 2014/12 SP - 6p AB - In 2013, 32,719 people died in motor vehicle traffic crashes in the United States, a 3.1-percent decrease from the 33,782 fatalities in 2012. This decline shows a continuation in the general decline in fatalities that started in 2006, except for the increase in 2012, according to National Highway Traffic Safety Administration's (NHTSA’s) Fatality Analysis Reporting System (FARS). In 2013, an estimated 2.31 million people were injured in motor vehicle traffic crashes, compared to 2.36 million in 2012 according to NHTSA’s National Automotive Sampling System (NASS) General Estimates System (GES), a decrease of 2.1 percent. The change in the number of injured people from 2012 to 2013 is not statistically significant. KW - Crash data KW - Crash injuries KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - National Automotive Sampling System KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812101.pdf UR - https://trid.trb.org/view/1339703 ER - TY - SER AN - 01548525 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Evaluation of a High-Visibility Seat Belt Enforcement Program on the Blue Ridge Parkway PY - 2014/12 SP - 2p AB - There were 136 passenger vehicle fatalities in national parks from 2006 to 2010. Among these, only 50.7 percent were wearing seat belts when fatally injured. In one effort to reduce the number of unrestrained motor vehicle fatalities in national parks, the National Highway Traffic Safety Administration (NHTSA) and the National Park Service (NPS) conducted a high-visibility enforcement (HVE) seat belt program to increase seat belt use on the Roanoke Corridor, a 24-mile stretch of the Blue Ridge Parkway (BRP) that sees frequent commuter traffic. NHTSA conducted an independent evaluation of two of the three program waves, spring and fall 2010, with the spring wave coinciding with the national Click It or Ticket (CIOT) program. The evaluation described the program activity and measured changes in public awareness and observed belt use. KW - Awareness KW - Blue Ridge Parkway KW - Click It or Ticket KW - Evaluation KW - National parks KW - Safety programs KW - Seat belt use KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812089-Eval-HVE-BlueRidge-TrafficTech.pdf UR - https://trid.trb.org/view/1335031 ER - TY - RPRT AN - 01603612 AU - National Highway Traffic Safety Administration TI - Model National Administrative Standards for State Motorcycle Rider Training Programs PY - 2014/11 SP - 15p AB - In August 2011 the National Highway Traffic Safety Administration (NHTSA) published Model National Standards for Entry-Level Rider Training. The model curriculum standards establish baseline content all novice motorcycle riders should be taught in training programs conducted in the United States. The publication of the Model National Standards for Entry-Level Motorcycle Rider Training alone is not sufficient to achieve the goal of implementing strong rider training programs. Administrative standards provide guidance, benchmarks, and specify activities to help programs achieve and maintain quality programs. Critical factors such as establishing administrative control, instructor qualifications, instructional settings and equipment specifications need equal attention. Therefore, in 2011 NHTSA executed the second phase of this effort to develop model administrative standards for state motorcycle rider training programs to promote quality and consistency among and between State rider training programs. KW - Education and training methods KW - Education and training personnel KW - Motorcycle driving KW - Motorcyclists KW - Standards KW - Training UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812071-ModelNatlAdminMotorcycle.pdf UR - https://trid.trb.org/view/1411008 ER - TY - RPRT AN - 01587718 AU - Schick, Amy AU - Ascone, Debbie AU - Kang, Julie AU - Vegega, Maria AU - National Highway Traffic Safety Administration TI - Distraction by Cell Phones and Texting PY - 2014/11 SP - 17p AB - The National Highway Traffic Safety Administration (NHTSA) is committed to reducing fatalities and injuries due to crashes on the Nation’s roadways. NHTSA works daily to help prevent all types of crashes and reduce their attendant costs, both human and financial. NHTSA approaches distracted driving as a critical national safety problem and addresses it by applying “the four E’s”—education, engineering, enforcement and emergency medical services. This report: defines distracted driving; provides facts about distraction crashes; reports what the public thinks about distracted driving; and explains the Department of Transportation’s (DOT) response to this safety problem. KW - Cellular telephones KW - Countermeasures KW - Crash data KW - Distraction KW - Public opinion KW - Text messaging KW - Traffic safety KW - U.S. Department of Transportation UR - http://www.distraction.gov/downloads/pdfs/Distraction-Cell-Phones-Texting.pdf UR - https://trid.trb.org/view/1395627 ER - TY - RPRT AN - 01565354 AU - National Highway Traffic Safety Administration TI - Pedestrian Safety Enforcement Operations: A How-To Guide PY - 2014/11 SP - 62p AB - The National Highway Traffic Safety Administration (NHTSA) has created this guidance document for law enforcement professionals, policy makers, and other interested groups and organizations. This guide provides strategies and techniques for planning, implementing, and evaluating pedestrian safety enforcement activities. Findings and recommendations are based on a brief review of the professional and scientific literature and interviews with 37 programs working on pedestrian safety enforcement. Key input into the guide was also provided by a Delphi panel, which assisted in the review and synthesis of findings using consensus decision-making. The primary objective of this guide is to provide tips and guidance on how States and communities can effectively deploy pedestrian safety enforcement operations to reduce pedestrian injuries and fatalities. The guide includes a summary of promising practices, guidance on planning and implementing an operation, a discussion of several considerations and variations, recommendations regarding the evaluation of pedestrian safety programs, and a series of case studies. The guide also contains an Appendix with sample forms and other useful information. KW - Best practices KW - Case studies KW - Crosswalks KW - Evaluation KW - Implementation KW - Pedestrian safety KW - Recommendations KW - Safety programs KW - Traffic citations KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812059-PedestrianSafetyEnforceOperaHowToGuide.pdf UR - https://trid.trb.org/view/1355621 ER - TY - RPRT AN - 01554456 AU - Ranney, Thomas A AU - Baldwin, G H Scott AU - Smith, Larry A AU - Mazzae, Elizabeth N AU - Pierce, Russell S AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Detection Response Task (DRT) Evaluation for Driver Distraction Measurement Application PY - 2014/11//Final Report SP - 128p AB - Research was conducted to support development of National Highway Traffic Safety Administration's (NHTSA’s) Phase 3 Driver Distraction Guidelines for auditory-vocal driver-vehicle interfaces. A single experiment was conducted in driving and non-driving test venues to evaluate the sensitivity of Detection Response Task (DRT) metrics to differences in attentional load. Three DRT variants were used: Head-mounted DRT (HDRT), Remote DRT (RDRT), and Tactile DRT (TDRT). A repeated-measures design required participants to complete all six combinations of DRT (3) and test venue (2). Secondary tasks included: 0-back, 1-back, and visual-manual radio tuning. Forty-eight participants provided two independent samples following the Phase 1 NHTSA Driver Distraction Guidelines selection criteria. Each 24-person sample had 6 participants (3 male, 3 female) in the following age ranges: 18-24, 25-39, 40-54, and 55+. Two identical stationary vehicles were used. One was connected to a fixed-base driving simulator where drivers maintained a constant following distance behind a lead vehicle. The other vehicle housed a non-driving venue in which participants performed DRT and secondary tasks without a concurrent driving task. Tasks were performed continuously for 3 minutes on each trial. Differences between test venues were more pronounced than differences between DRT variants. Response times were faster in the non-driving venue but differences between secondary task conditions were consistent across venues; radio tuning was associated with highest DRT performance degradation, followed by the 1-back and 0-back conditions, respectively. Non-driving hit rates were consistently higher than driving hit rates. A set of four planned comparisons and comparisons of effect sizes (ES) were used to evaluate metric sensitivity at different test durations. In the driving simulator, TDRT was slightly more sensitive than other DRT variants. In the non-driving venue, all three DRT variants provided comparable sensitivity for response time. Ceiling effects rendered hit rate data not sensitive to differences between conditions in the non-driving venue. A 2-minute data collection interval provided optimal sensitivity for testing. Based on (2-minute) small-sample (N = 24) testing in the driving simulator, both TDRT and HDRT detected all differences while RDRT performance was weaker. The TDRT had the highest level of test-retest reliability. For small sample non-driving venue testing, the 2-minute interval was also slightly better; however, there were no differences among DRT variants in sensitivity or test-retest reliability. Overall, the TDRT was consistently more sensitive than other DRT variants, albeit marginally, in the driving simulator. Using a non-driving venue requires reliance entirely on the response time metric. Differences between DRT variants were too small to identify a better performing DRT in the non-driving venue. Potential visual conflicts associated with RDRT and to a lesser extent with HDRT may create problems when used with visual-manual tasks in either venue. KW - Distraction KW - Driver performance KW - Driver vehicle interfaces KW - Drivers KW - Driving simulators KW - Guidelines KW - U.S. National Highway Traffic Safety Administration KW - Vehicle electronics UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2014/812077-DetectionResponseTaskDRT2.pdf UR - https://trid.trb.org/view/1341932 ER - TY - RPRT AN - 01554226 AU - Hoover, Richard L (Dick) AU - Rao, Sughosh J AU - Howe, Gavin AU - Barickman, Frank S AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Heavy-Vehicle Lane Departure Warning Test Development PY - 2014/11//Final Report SP - 97p AB - This report summarizes findings of a market study on existing lane departure warning systems (LDWS), compares domestic and international standard test procedures, and evaluates a developed test procedure for heavy-vehicle lane departure warning systems. The performance of two heavy-vehicle LDWS was evaluated for various lane departure scenarios. The performance tests included for left and right side warning activation on two different lane marking types (solid and dashed lines), and on straight and curved lanes. The developed test procedure is based on the existing light vehicle New Car Assessment Program (NCAP) lane departure warning test procedure with modifications for heavy-vehicle applications. The performance of the LDWS was analyzed and results are reported. KW - Driver support systems KW - Heavy vehicles KW - Lane changing KW - Lane lines KW - Market assessment KW - New Car Assessment Program KW - Performance tests KW - Test procedures KW - Warning devices UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2014/812078_Heavy-VehicleLaneDepartWarnTestDevelmt.pdf.pdf UR - https://trid.trb.org/view/1341934 ER - TY - RPRT AN - 01548598 AU - Elliott, K R AU - Solomon, M G AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of a High-Visibility Enforcement Seat Belt Program on the Blue Ridge Parkway PY - 2014/11//Final Report SP - 44p AB - The National Park Service (NPS) conducted a high-visibility enforcement (HVE) seat belt program on a 24-mile section of the Blue Ridge Parkway (BRP) known as the Roanoke Corridor, that carries both park and commuter traffic. Seat belts are required by all motor vehicle occupants on Federal property, including national parks, such as the BRP. Many of the Roanoke Corridor commuters are in a unique situation as they travel through secondary and primary seat belt enforcement jurisdictions on a daily basis, creating an opportunity to reach drivers while in a primary enforcement jurisdiction. For this HVE program, the NPS used low-cost media and stepped-up seat belt enforcement to encourage seat belt use on the BRP. Two program periods were evaluated (i.e., May 17 to 28 (coinciding with national Click It or Ticket) and October 18 to 29, 2010). The awareness survey conducted by the Virginia Department of Motor Vehicles in Roanoke indicated that Roanoke respondents were aware of the program enforcement activity, but did not show a significant increase in awareness of the seat belt laws in Virginia and on the BRP. While seat belt observations showed a significant increase in belt use on the BRP, no change was found in Roanoke. Possibly contributing to this result, only a small proportion of Roanoke respondents reported frequent BRP use, possibly limiting exposure to the program activity. Observed seat belt use on the BRP significantly increased from 82.5 to 91.8 and 82.5 to 90.1 percent for the May and October efforts, respectively. Observed belt use increased for drivers, passengers, males, females, and for all vehicle types from baseline to the end of the second wave. Generally, the groups with the lowest belt use before the program gained the most over the course of the two waves. There were no changes observed in the comparison area, Charlottesville, either in awareness or in observed seat belt use. Data limitations include minimal seat belt observation data, infrequent BRP use among Roanoke respondents, and low baselines. Nevertheless, the data show the NPS implemented a successful HVE program, marked by strong partnerships among participating enforcement and significant pre-to-post increases in observed seat belt use on the BRP. KW - Awareness KW - Blue Ridge Parkway KW - Evaluation KW - National parks KW - Roanoke (Virginia) KW - Safety programs KW - Seat belt use KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812085_HVE-BlueRidgePkwy.pdf UR - https://trid.trb.org/view/1335243 ER - TY - SER AN - 01548497 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Berning, Amy AU - Smither, Dereece D TI - Understanding the Limitations of Drug Test Information, Reporting, and Testing Practices in Fatal Crashes PY - 2014/11 SP - 3p AB - Since 1975, the National Highway Traffic Safety Administration (NHTSA) has collected data from all 50 States, the District of Columbia, and Puerto Rico on all police-reported fatal crashes on public roadways. NHTSA’s National Center for Statistics and Analysis (NCSA) includes data from these fatal crashes in the Fatality Analysis Reporting System (FARS). This dataset provides a wealth of information on fatal crashes, the roadways, vehicles, and drivers involved. “Impaired driving” includes use of alcohol, or drugs, or both. Blood alcohol concentration (BAC) results are not known for all drivers in fatal crashes. For crashes with missing alcohol data, NHTSA uses a statistical model called “multiple imputation” to estimate the BAC of a driver at the time of the crash. In contrast, the variables regarding drug test information in crashes is evolving. It does not include estimates for missing data or impairment levels and therefore needs further interpretation. This paper summarizes some of the complexities related to drug-involved driving, notes limitations of drug data collected in FARS, and presents challenges in interpreting, reporting, and analyzing the data. KW - Data analysis KW - Data collection KW - Drug tests KW - Drugged drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/812072.pdf UR - https://trid.trb.org/view/1334683 ER - TY - RPRT AN - 01612322 AU - Considine, James AU - Van Houten, Ron AU - Gustafson, Tim AU - Smith, David AU - Carlson, Suzanne AU - T.Y. Lin International AU - Chicago Department of Transportation AU - National Highway Traffic Safety Administration TI - Advancing Pedestrian Safety Using Education and Enforcement in Pedestrian Focus Cities and States: Chicago PY - 2014/10//Final Report SP - 316p AB - The City of Chicago Department of Transportation (CDOT) has extensive programs to improve walking as a transportation mode. These programs involve encouraging pedestrian activity through engineering, enforcement, education, and encouragement. This document summarizes CDOT efforts, funded by the National Highway Traffic Safety Administration (NHTSA), to improve pedestrian enforcement and education. The goal of the project was to reduce pedestrian crashes. Project specific objectives were to increase public attention towards pedestrian safety, further develop the Chicago Police Department (CPD) ongoing pedestrian safety enforcement program, and increase pedestrian safety awareness within the CPD. KW - Before and after studies KW - Chicago (Illinois) KW - Crosswalks KW - Drivers KW - Education and training KW - Law enforcement personnel KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Public information programs KW - Safety programs KW - Traffic law enforcement KW - Yielding UR - http://www.nhtsa.gov/staticfiles/nti/pdf/12521-CDOTPedReport-812082.pdf UR - https://trid.trb.org/view/1423977 ER - TY - RPRT AN - 01579219 AU - Limrick, Kevin AU - Lambert, Ann AU - Chapman, Eric AU - California Department of Motor Vehicles AU - California Office of Traffic Safety AU - National Highway Traffic Safety Administration TI - Cellular Phone Distracted Driving: A Review of the Literature and Summary of Crash and Driver Characteristics in California PY - 2014/10//Final Report SP - 60p AB - The present study reviews the literature on cell phone-distracted driving including the effectiveness of legislative efforts to reduce the behavior. It also reports results of descriptive analyses characterizing crashes and drivers involved in police-reported, cell phone-distracted crashes in California. Cell phone use in the U.S. is widespread and increasing. People tend to support legislative efforts to limit the use of cell phones while driving despite the fact that many continue to engage in the behavior. Empirical and observational research consistently shows a negative impact of cell phone use on driving performance and crash risk. The present study extracted data from the Statewide Integrated Traffic Records System database pertaining to crashes that occurred between 2003 and 2011 in California. These data were examined at two levels: crash and driver. Crash analyses revealed that most crashes did not involve inattention. When they did, non-cell phone inattention was more common than cell phone inattention and hand-held phone use was more commonly associated with crashes than hands-free. The most common primary crash factor for cell phone-related fatal/injury crashes was traveling at an unsafe speed. A larger percentage of cell phone-related fatal/injury crashes occurred during the workweek than on the weekend, and more occurred in the afternoon than in the morning or night. Driver analyses revealed that 21 to 30 year-old drivers accounted for the largest percentage of drivers involved in cell phone-related fatal/injury crashes. Males accounted for more cell phone-related fatal/injury crashes than females. Finally, drivers reported as using a cell phone at the time of fatal/injury crashes were more likely to be found at fault, and were slightly more likely to be found at fault than those using hands-free devices. KW - Attention lapses KW - California KW - Cellular telephones KW - Crash analysis KW - Days KW - Distraction KW - Drivers KW - Legislation KW - Literature reviews KW - Males KW - Periods of the day UR - http://www.dmv.ca.gov/portal/wcm/connect/08ac48df-b006-4f3e-aa97-04f4f9682a66/S7-248.pdf?MOD=AJPERES UR - https://trid.trb.org/view/1371611 ER - TY - RPRT AN - 01554413 AU - McCarthy, Charlie AU - Harnett, Kevin AU - Carter, Art AU - Hatipoglu, Cem AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Assessment of the Information Sharing and Analysis Center Model PY - 2014/10//Final Report SP - 46p AB - An Information Sharing and Analysis Center (ISAC) is a trusted, sector-specific entity that can provide a 24-hour per day and 7-day per week secure operating capability that establishes the coordination, information sharing, and intelligence requirements for dealing with cybersecurity incidents, threats, and vulnerabilities. An ISAC can serve as an industry resource by which to gather key information about cybersecurity events and issues and identify, communicate, and analyze potential impacts of such concerns to the sector. This report presents findings from an assessment of the ISAC model, and how ISAC’s are effectively implemented in other sectors. The report also explains how a new sector ISAC could be formed by leveraging existing ISAC models. This publication supports the goal of facilitating the establishment of a cybersecurity information sharing forum in the automotive sector (Goal 2). KW - Assessments KW - Automobile industry KW - Cybersecurity KW - Implementation KW - Information dissemination KW - Information Sharing and Analysis Centers KW - Risk management KW - Safety and security KW - Vehicle electronics UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2014/812076-AssessInfoSharingModel.pdf UR - https://trid.trb.org/view/1341933 ER - TY - RPRT AN - 01543177 AU - McCarthy, Charlie AU - Harnett, Kevin AU - Carter, Art AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - A Summary of Cybersecurity Best Practices PY - 2014/10//Final Report SP - 40p AB - This report contains the results and analysis of a review of best practices and observations in the field of cybersecurity involving electronic control systems across a variety of industry segments where the safety-of-life is concerned. This research provides relevant benchmarks that are essential to making strategic decisions over the next steps for the National Highway Traffic Safety Administration's (NHTSA’s) research program. This publication is part of a series of reports that describe the authors' initial work under the goal of facilitating cybersecurity best practices in the automotive industry (Goals 1 and 2). The information presented herein increases the collective knowledge base in automotive cybersecurity; helps identify potential knowledge gaps; helps describe the risk and threat environments; and helps support follow-on tasks that could be used to establish security guidelines. KW - Automobile industry KW - Best practices KW - Cybersecurity KW - Electronic control KW - Motor vehicles KW - Safety and security KW - Traffic safety KW - Vehicle electronics UR - http://ntl.bts.gov/lib/52000/52800/52889/812075_CybersecurityBestPractices.pdf UR - https://trid.trb.org/view/1329314 ER - TY - SER AN - 01541854 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Driver License Compliance Status in Fatal Crashes PY - 2014/10 SP - 8p AB - Driver license status in fatal motor vehicle traffic crashes was examined in association with other variables in the Fatality Analysis Reporting System (FARS). Some of the major findings for 2012 are: Nineteen percent of motor vehicle fatalities involved drivers with invalid licenses; Drivers with invalid licenses comprised 13 percent of all drivers involved in fatal crashes; Motorcycle operators involved in fatal motor vehicle crashes were the most likely to have invalid licenses; Large-truck and bus drivers were the least likely to have invalid licenses; Nighttime crashes were more likely to involve drivers with invalid licenses; Male drivers involved in fatal crashes had invalid licenses more frequently than did female drivers; and Other than those under age 16, drivers 21 to 34 had the highest proportion of invalid licenses in fatal crashes. In conclusion, it was found that about one in five fatal crashes, as well as traffic fatalities, involve drivers without valid licenses. This percentage varies depending on the gender and age of the driver, the time of day, and the type of vehicle being driven. Understanding which drivers are most at-risk for having invalid licenses is useful in developing programs, enforcement, and media campaigns. Individual States varied widely in the percentage of fatalities in crashes involving drivers with invalid licenses, from a low of 6 percent to a high of 31 percent. KW - Age groups KW - Bus drivers KW - Compliance KW - Driver licenses KW - Driving without a license KW - Fatal Accident Reporting System KW - Fatalities KW - Gender KW - Motorcyclists KW - Nighttime crashes KW - Periods of the day KW - States KW - Truck drivers KW - Vehicle classification UR - http://www-nrd.nhtsa.dot.gov/Pubs/812046.pdf UR - https://trid.trb.org/view/1328420 ER - TY - ABST AN - 01624568 TI - Instrumented Roadways for Speeding-related Problems AB - This project is a naturalistic study of speed management program efforts to reduce speeding-related safety problems in a medium sized city or county (approximate population of 150,000 to 500,000) with a dedicated traffic law enforcement division. After recruiting an appropriate site with a speeding problem, traffic measurement devices will be deployed to collect traffic speed data on various road types in the participating jurisdiction, including the road sections with speeding-related problems, control road segments and potential spill-over roads. Data will be collected on both the instrumented roadway sections and traffic enforcement activities throughout the project. After a 90-day baseline data collection period, the data will be shared in real time with the enforcement agency to use in their speed management efforts. These speed management efforts will be determined by the participating jurisdiction. The Contractor shall observe and collect data in order to evaluate how the data is used to deploy resources and address the speeding-related problems in the jurisdiction for one year. After completion of the naturalistic observation study of the speed management program, an evaluation of a yet-to-be-determined speeding countermeasure will also be conducted. In addition, an independent analysis of traffic speeds and enforcement levels on the targeted roadways will be conducted to examine the relationship of speeding, traffic volume, and crashes at those sites and to ascertain optimal levels of enforcement for reducing speeding and speeding-related crashes for those locations. KW - Crash causes KW - Data collection KW - Instrumentation KW - Medium sized cities KW - Speed control KW - Speed data KW - Speeding KW - Test tracks KW - Traffic crashes KW - Traffic law enforcement KW - Traffic measurement KW - Traffic safety KW - Traffic volume UR - https://trid.trb.org/view/1448591 ER - TY - ABST AN - 01618699 TI - Evaluation of Correct Child Restraint System Installation AB - While the rate of use of child restraint systems (CRS) is increasing and fewer children are unrestrained, studies have estimated rates of improper installation of child safety seats to be in the range of 70 to 80 percent. While errors have been well documented, the causes of these errors, however, are speculative. This study seeks to explore why errors occur and what factors contribute to proper installation by evaluating installation performance and caregiver confidence in both experienced and novice CRS users. The study sample will consist of 150 participants (75 of each novice and experienced users) who will complete a total of four installations including choosing a restraint type for one of four dolls of varying ages/sizes, installing the CRS in one of four vehicle types, and restraining the doll in the CRS. Performance will be assessed by child passenger safety technicians using a standardized, objective form. Confidence, level of effort, and risk appraisal will also be assessed. National Highway Traffic Safety Administration (NHTSA) is interested in reducing the number of errors made in CRS installation. The results of this study will provide insight into the cause of observed errors, which can then inform methods aimed at removing those factors. KW - Child restraint systems KW - Errors KW - Evaluation and assessment KW - Installation KW - Restraint systems KW - Risk analysis KW - Seats UR - https://trid.trb.org/view/1436857 ER - TY - ABST AN - 01624543 TI - National Traffic Speeds Survey 3 AB - The objectives of this project are to capture on-road travel speed data from motor vehicles; to provide national estimates of these speeds on differing roadway classes; to examine differences in these speed estimates for the various roadway classes by other variables, including but not limited to speed limit, time of day, day of week, road geometry, and vehicle type; and to compare these data with data collected in the first two national traffic speed surveys (2007 and 2009). This third national traffic speed study will develop a new sampling approach to produce a more accurate nationally representative sample of the Nation’s traffic speeds. The survey design will use geographic cluster samples of primary sampling units (PSUs) chosen to represent a range of combinations of regions of the United States, level of urbanization, and type of topography (flat, hilly, mountainous). Speeds will be measured on randomly drawn road segments on three Feature Class Code (FCC) Road Classifications. Speed measurement sites will be selected in road segments with various degrees of straight, curved, flat, and hilly geometry. As with the earlier surveys, comparisons will be made across time of day, day of week, daylight/nighttime, and vehicle length. Unlike the previous surveys, this survey will also record weather and examine differences across posted speed limits within the three road types. These data will be of use to National Highway Traffic Safety Administration (NHTSA) and Federal Highway Administration as they set policy regarding the management of speeds in pursuit of reductions in speeding-related crashes. KW - Cluster analysis KW - Crash causes KW - Daylight KW - Highway safety KW - Night KW - Periods of the day KW - Speed data KW - Speed limits KW - Speeding KW - Surveys KW - Traffic speed KW - U.S. Federal Highway Administration KW - U.S. National Highway Traffic Safety Administration KW - United States KW - Weather conditions UR - https://trid.trb.org/view/1448587 ER - TY - ABST AN - 01619674 TI - Effects of Internal Distraction on Driving AB - Internal distractions can generally be defined as the decoupling of attention from an individual's perception of the outside world coincident with his or her shift in focus to internal thought processes. Mind wandering has been linked to performance degradation on tasks involving hazard perception, reading, working memory, sustained attention, and cognitive skills related to intelligence testing. Previous studies estimate that a driver whose mind wanders has a relative risk of being in a traffic crash or near crash comparable to risk estimates of talking on a cellphone, dialing a cellphone, and texting. Unfortunately, these studies did not focus on the frequency with which―and circumstance under which―mind wandering occurs during driving. Additionally, none of these studies directly compare the magnitude and effect of mind wandering to other forms of distraction. To quantify the effects of mind wandering on driving safety, a reliable method of mind wandering detection needs to be developed. The objective of this project is to review the current literature and algorithms associated with mind wandering detection and determine the plausibility of using different methods, or combinations of methods to assess the incidence and impact of mind wandering on traffic safety. The project will develop a methodology, informed by the literature/algorithm review, to detect mind wandering in a driving simulator and demonstrate and report on its effectiveness. KW - Attention KW - Cognition KW - Crash causes KW - Distraction KW - Driver performance KW - Driving simulators KW - Text messaging KW - Traffic safety UR - https://trid.trb.org/view/1440714 ER - TY - ABST AN - 01616421 TI - Evaluation of an Innovative and Sustainable Seat Belt Enforcement Program AB - This research project evaluates an innovative and sustainable seat belt enforcement program developed and implemented by a law enforcement agency. The program includes an innovative seat belt enforcement method that can be sustained independently by the agency, such as seat belt enforcement that is integrated into routine patrol on a daily or weekly basis. The objectives of this program evaluation are to determine if the innovative strategy can be implemented and sustained, if the program activity (i.e., enforcement and earned media activity) contributes to changes in observed seat belt use and restraint use in crashes, and if the program is cost-effective for the agency. KW - Innovation KW - Law enforcement KW - Occupant protection devices KW - Restraint systems KW - Seat belt use KW - Traffic patrol UR - https://trid.trb.org/view/1435197 ER - TY - ABST AN - 01615068 TI - Characteristics and Predictors of Occasional Seat Belt Users AB - Understanding the factors that contribute to inconsistent, improper, and infrequent seat belt use is essential to the development of programs aimed at promoting an increased level of seat belt use. Previous research has been limited to observation and self-report techniques. Naturalistic studies of driving behavior, however, provide a unique opportunity to observe seat belt use longitudinally, at the individual level, and objectively. In 2003-2004, a naturalistic driving study was conducted which collected video and driving metrics for each trip taken by over 100 drivers in a 12 month period. Results showed that likelihood of seat belt use by occasional users on a given trip increased with the average speed during a trip and, to a lesser degree, distance traveled. However, due to the small sample size of only 28 occasional users and geographic location of the study, interpretation and generalization of these findings are limited. Thus, a larger and broader sample is desirable to further investigate this issue and confirm these findings. The objectives of this project are to: identify the impact of factors, including distance traveled, average and maximum speed during trip, weather conditions, roadway type, and time of day, on seat belt use in occasional users, and identify individual differences, including demographics, which differentiate between user groups. To accomplish these objectives, data will be sampled from the 2nd Strategic Highway Research Program (SHRP2) data, the most comprehensive naturalistic driving study to date. Findings will contribute to the development of programs and educational materials for the purpose of increasing seat belt use. KW - Automatic data collection systems KW - Behavior KW - Demographics KW - Driver performance KW - Seat belt use KW - Strategic Highway Research Program 2 KW - Weather conditions UR - https://trid.trb.org/view/1427693 ER - TY - ABST AN - 01625570 TI - Identify Effective Underage Drinking and Driving Countermeasures AB - Even though all States have enacted laws making any alcohol illegal for drivers under 21, in 2009, 24% of drivers under the age of 21 involved in fatal crashes had a blood alcohol concentration (BAC) at or above .01. Nationwide, legislative measures, such as setting the minimum legal drinking age to 21 and adopting zero tolerance laws for drivers under 21, have helped decrease underage alcohol-impaired motor vehicle fatalities. While legislative changes typically result in significant behavior changes, they require substantial resources and are not targeted on a community’s exact needs. In addition, most programs focusing on underage drinking are aimed at deterring drinking and not specifically reducing impaired driving and alcohol-involved crashes. The primary goal of this project is to implement effective countermeasures that reduce underage drinking and driving and alcohol-involved motor vehicle crashes. As a first step in that direction, a systematic literature review comprised of qualitative and quantitative elements will be performed to identify effective countermeasures that reduce underage drinking and driving and alcohol-involved crashes. From these studies, relevant traffic safety results will be evaluated and the key variables/program components (countermeasures) related to the drinking and driving and alcohol-involved crash reductions for underage drivers will be delineated. KW - Alcohol effects KW - Blood alcohol levels KW - Countermeasures KW - Drunk drivers KW - Fatalities KW - Impaired drivers KW - Teenage drivers KW - Traffic crashes UR - https://trid.trb.org/view/1453681 ER - TY - ABST AN - 01620670 TI - Older Drivers’ Self-Regulation AB - Conventional wisdom holds that older drivers reduce their crash risk by self-regulating, that is, limiting their driving to situations they believe they can navigate safely. However, crash data show that older drivers are more likely than middle-aged drivers to contribute to crashes, particularly at intersections, turning left across traffic, and when driving at highway speeds. This project builds upon previous National Highway Traffic Safety Administration (NHTSA) research where focus groups of older drivers described concerns about their driving abilities and the extent to which they avoided driving under conditions that made them uncomfortable. Most focus group participants in their 60s were confident in their driving abilities and only avoided some nighttime driving. Participants in their 70s articulated driving difficulty, particularly in managing complex driving situations. Those in their 80s reported being good, safe drivers and noted that other drivers, particularly young ones, were dangerous. Drivers across these age groups insisted that they would know when they could no longer drive safely and would surrender their licenses at that point. However, more recent studies have reported that the older drivers with the weakest driving skills were least likely to recognize and accommodate to their limitations. These studies suggest that some older adults have poor insight into their functional limitations, which would undermine their ability to regulate their driving exposure appropriately. Knowing the degree to which older drivers self-regulate, and if so, under which conditions they self-regulate appropriately could help clinicians who work with older adults to guide their clients in matching their driving exposure to their abilities. Such information would also guide development of educational materials for older drivers. KW - Aged drivers KW - Awareness KW - Driving cessation KW - Perception KW - Risk KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/1442040 ER - TY - ABST AN - 01625575 TI - Motorcycle Safety: A Review of the State of the Knowledge AB - In the face of much research to determine ways to improve motorcycle safety, it remains a significant highway safety problem. The number of motorcycle fatalities and injuries is disproportionately high, considering that motorcycles constitute about 3 percent of the total vehicle fleet. When compared to the safety gains made for passenger vehicles, the state of motorcycle safety suggests that new approaches to safety are necessary to lower crash risk among motorcyclists. Adding to the complexity of motorcycle safety issues are rapid changes in engineering and vehicle technology; social changes in rider demographics; and policy changes in helmet use legislation across the States. The objective of this study is a comprehensive, up-to-date review of the literature on motorcycle safety for the purpose of providing an empirical basis for research and program planning and policy decision-making. A comprehensive review of the state of knowledge about motorcycle traffic safety in the United States supports the development and implementation of safety programs and public policy. The review shall highlight trends and gaps in safety research, and showcase features that show promise as potential countermeasures. One of the goals of the review is to serve as an important resource for researchers, highway safety and public health professionals, rider instructors, safety advocates and others. KW - Crash injuries KW - Fatalities KW - Knowledge KW - Legislation KW - Motorcycle crashes KW - Motorcycle helmets KW - Risk assessment KW - State of the practice KW - Traffic safety KW - United States UR - https://trid.trb.org/view/1453687 ER - TY - ABST AN - 01625569 TI - Strategies for Increasing Ignition Interlock Use among DWI Offenders AB - Alcohol ignition interlock devices are increasingly used as a sanction for Driving While Impaired (DWI), with as many as 318,714 interlocks across the country. Yet, with the number of persons arrested for DWI upwards of a million individuals, the percent of DWI offenders using interlocks is relatively low. Increasing interlock use is a worthy safety goal because interlocks are a proven means of reducing the number of alcohol-impaired driving trips. This project will evaluate different strategies for increasing interlock use by working with an interlock program that has implemented a strategy to determine whether the strategy is effective. The objective is to develop guidelines and lessons learned of value to interlock programs. The project data will address the following questions: (1) Was there an increase in interlock use by DWI offenders change after a State or jurisdiction deployed a new program or strategy? (2) What factors facilitated interlock use?(3) What factors hindered interlock use? (4) What are the lessons learned about deploying the program or strategy? KW - Alcohol ignition interlock devices KW - Drunk driving KW - Guidelines KW - Impaired drivers KW - Strategic planning KW - Traffic safety UR - https://trid.trb.org/view/1453463 ER - TY - RPRT AN - 01554249 AU - Lerner, Neil AU - Robinson, Emanuel AU - Singer, Jeremiah AU - Jenness, James AU - Huey, Richard AU - Baldwin, Carryl AU - Fitch, Gregory AU - Westat AU - National Highway Traffic Safety Administration TI - Human Factors for Connected Vehicles: Effective Warning Interface Research Findings PY - 2014/09//Final Report SP - 134p AB - This project explored human factors issues in the development of Connected Vehicle (CV) driver vehicle interfaces with an emphasis on maximizing driver comprehension and appropriate responses to warnings. Four distinct research efforts are described in this report. Experiment 1 investigated the perceived urgency of various driving event scenarios in a laboratory setting. The objective of the experiment was to identify the structure of user perceptions of urgency so that CV systems might be made consistent with user expectancies. Results showed that several factors affected participants’ perceptions of perceived urgency, and that ratings of urgency tended to fall into one of three general categories: High threat, caution, and no urgency. Experiment 2 used a series of psychophysical experiments to determine how the manipulation of various alert parameters affects perceived urgency. The experiment also developed and validated a method to determine and compare perceived urgency across visual, auditory, and tactile modalities and within different parameters of each of these modalities. Experiment 3 investigated whether collision avoidance systems should present individual crash alerts in a multiple conflict scenario, or only present one alert in response to the first conflict and suppress the subsequent alert to the second conflict. The closed-course procedure showed that participants’ responses to a surprise event were generally more appropriate when both alerts were presented, and participants subjectively preferred this approach. Experiment 4 investigated the extent to which driver response to imminent crash warnings is affected by the degree of integration when there are multiple CV products in the vehicle. The closed-course procedure showed that participants recognized warnings most quickly when only one display was active in the car. When both displays were active, response times generally improved when messages and warnings were integrated into a single physical location. The authors used the research findings as a basis for a discussion of implications for the design and use of crash-related warning displays within the CV context. KW - Comprehension KW - Crash avoidance systems KW - Driver vehicle interfaces KW - Human factors KW - Mobile communication systems KW - Perceived urgency KW - Perception KW - Warning signals UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2014/812068-HumanFactorsConnectedVehicles.pdf UR - https://trid.trb.org/view/1341935 ER - TY - RPRT AN - 01543174 AU - McCarthy, Charlie AU - Harnett, Kevin AU - Carter, Art AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Characterization of Potential Security Threats in Modern Automobiles: A Composite Modeling Approach PY - 2014/09//Final Report SP - 46p AB - The primary objective of the work detailed in this report is to describe a composite modeling approach for potential cybersecurity threats in modern vehicles. Threat models, threat descriptions, and examples of various types of conceivable threats to automotive systems are included, along with a matrix containing a condensed version of the various potential attacks. This publication is part of a series of reports that describe the authors' initial work under the goal of facilitating cybersecurity best practices in the automotive industry (Goals 1 and 2). The information presented herein increases the collective knowledge base in automotive cybersecurity; helps identify potential knowledge gaps; helps describe the risk and threat environments; and helps support follow-on tasks that could be used to establish security guidelines. KW - Automobile industry KW - Best practices KW - Computer models KW - Cybersecurity KW - Motor vehicles KW - Safety and security KW - Threats KW - Vehicle electronics UR - http://ntl.bts.gov/lib/52000/52800/52887/Characterization_Potential_Threats_Autos-090314.pdf UR - https://trid.trb.org/view/1329315 ER - TY - RPRT AN - 01543172 AU - McCarthy, Charlie AU - Harnett, Kevin AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - National Institute of Standards and Technology (NIST) Cybersecurity Risk Management Framework Applied to Modern Vehicles PY - 2014/09//Final Report SP - 27p AB - The primary objective of the work described in this report is to review the National Institute of Science and Technology (NIST) guidelines and foundational publications from an automotive cybersecurity risk management stand-point. The NIST approach is often used as a baseline to develop a more targeted risk management approach for the specific use cases and issues in specific industries and sectors. This report can be considered as a primer that establishes a baseline conceptual understanding of the NIST approach for the readers and a common vocabulary for discussing risk management for the automotive sector. Additional work would be needed to more effectively apply this framework to the automotive sector. This publication is part of a series of reports that describe the authors' initial work under the goal of facilitating cybersecurity best practices in the automotive industry (Goals 1 and 2). The information presented herein increases the collective knowledge base in automotive cybersecurity; helps identify potential knowledge gaps; helps describe the risk and threat environments; and helps support follow-on tasks that could be used to establish security guidelines. KW - Cybersecurity KW - Guidelines KW - Motor vehicles KW - Risk management KW - Safety and security KW - U.S. National Institute of Standards and Technology UR - http://ntl.bts.gov/lib/52000/52800/52888/Natl_Instit_Standards_Tech_Cyber-090314.pdf UR - https://trid.trb.org/view/1329316 ER - TY - RPRT AN - 01541495 AU - Agent, Kenneth R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - National Highway Traffic Safety Administration TI - Roadway Contributing Factors in Traffic Crashes PY - 2014/09//Research Report SP - 52p AB - One of the three general areas of contributing factors in traffic crashes is the broad category of “environmental factors.” This category includes several factors which relate to the roadway (such as traffic control devices, drainage and limited view). The information contained in this code has the potential to provide valuable information to the Kentucky Transportation Cabinet (KyTC) to identify locations in need of improvement. However, the consistency and accuracy of this data has not been evaluated. This project involved an evaluation of the codes which relate to roadway contributing factors. This included a review of relevant codes used in other states. Crashes with related codes were summarized and analyzed. A sample of crash sites was inspected to compare the information found at the site with the data provided on the crash report in order to evaluate the accuracy of the data. The results of the study are recommendations for a coding format to enable accurate and consistent data concerning the roadway as it affected the crash as well as areas of training to improve the accuracy and consistency of the data. KW - Coding systems KW - Crash data KW - Highway factors in crashes KW - Kentucky KW - Recommendations KW - States KW - Traffic crashes UR - http://www.ktc.uky.edu/files/2014/10/KTC_14_08_OHS_14_1F_.pdf UR - https://trid.trb.org/view/1326942 ER - TY - RPRT AN - 01538243 AU - Blomberg, R D AU - Thomas, F D AU - Long, W AU - Sifrit, K J AU - Korbelak, K T AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - BAC and Crash Responsibility of Injured Older Drivers: An Analysis of Trauma Center Data PY - 2014/09//Final Report SP - 44p AB - This study examined the distribution of blood alcohol concentrations (BACs) in injured drivers 65 and older and the relationship of older-driver BAC to driving record and crash responsibility. Researchers conducted a retrospective examination of 11 years of data from the Oregon Trauma Registry. The data showed substantial differences in BAC reporting by age for trauma patients in general, and for those treated because of injuries sustained as a driver in a crash. All patients 65 and older, including crash-involved drivers, had a significantly lower rate of BAC testing than did all other age groups. The Trauma Registry data showed that approximately 10% of all BAC tested, crash-involved drivers over 65 had measurable (positive) BACs. Of those who tested positive, BACs in excess of the illegal per se limit were common; 60.3% had BACs at or above .160 g/dL. Results also showed older drivers with positive BACs at the time of their crashes had notably worse driving records than their crash-involved peers with negative BACs (<0.02). A responsibility analysis revealed that in nearly all cases crash responsibility was attributed to older drivers when those drivers had positive BACs. The much higher responsibility level of older drivers with positive BACs highlights the influence that alcohol produces above and beyond the effects of aging alone. Overall, the study results suggest that drivers over 65 are less likely than their younger counterparts to test positive for alcohol after a crash that requires treatment at a trauma center. When older drivers do test positive, however, their BACs are generally high -- well above the illegal per se limit for driving. Moreover, the strong relationship between older drivers’ BAC and their prior driving records and crash responsibility highlight the need to focus more attention on countermeasures for drinking drivers 65 and older. KW - Age groups KW - Aged drivers KW - Blood alcohol levels KW - Crash causes KW - Driver records KW - Drunk driving KW - Hospital emergency rooms KW - Oregon KW - Traffic crashes UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812062-BACandCrashResponsibilityInjuredOlderDrivers.pdf UR - https://trid.trb.org/view/1323134 ER - TY - SER AN - 01538157 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Alcohol and Older Drivers’ Crashes PY - 2014/09 SP - 2p AB - This study examined blood alcohol concentrations (BACs) of people admitted to trauma centers in Oregon over 11 years and focused on: (1) Ascertaining the prevalence of alcohol in crash-involved older drivers; (2) Comparing the driving records and crash culpability of older drivers with and without elevated BACs; and (3) Comparing BAC levels of older drivers who were in traffic crashes to other reference groups: younger crash-involved drivers and older patients admitted for fall-related injuries. The study sample included 83,841 people 18 and older treated by a trauma unit in Oregon and recorded in the Oregon Trauma Registry for the years 2000 through 2010. Patients 65 and older comprised 15,900 (19%) of this total. Overall, the study found that the drivers 65 and older were less likely than their younger counterparts to test positive for alcohol after crashes that required treatment at a trauma center. However, when older drivers tested positive, their BACs were generally high, well above the illegal per se limit for driving. Moreover, the strong relationship between older drivers’ BAC and poor prior driving records and high crash responsibility highlight the need to consider alcohol as a factors in older drivers’ crashes, and to focus more attention on countermeasures for drinking and driving among those 65 and older. KW - Age groups KW - Aged drivers KW - Blood alcohol levels KW - Crash causes KW - Driver records KW - Drunk driving KW - Falls KW - Hospital emergency rooms KW - Oregon KW - Traffic crashes UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812063-AlcoholandOlderDriverCrashes.pdf UR - https://trid.trb.org/view/1322923 ER - TY - RPRT AN - 01581087 AU - Reed, Matthew P AU - Ebert-Hamilton, Sheila M AU - Klinich, K D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Characterizing Vehicle Rear Compartment Geometry for Child Restraint Applications PY - 2014/08 SP - 31p AB - The space available in the second row of a vehicle is a critical determinant of whether head contact with the interior will occur during a crash. Limited space can also make child-restraint installation difficult, and a child restraint system (CRS) in the second row may limit driver seat position. In the first part of this study, vehicle interior geometry for the driver and left, outboard, second-row seating positions of 25 vehicles were recorded. The measurements were combined with data from 35 vehicles measured in previous University of Michigan Transportation Research Institute (UMTRI) studies, yielding a total of 60 vehicles for analysis. For each vehicle, driver seat, steering wheel, and pedal measurements were used to estimate the distribution of driver-selected seat positions that would be expected in the vehicle based on the SAE J4004 seating accommodation model. The resulting seat position distributions were expressed with respect to the second-row seating reference point established using the SAE J826 H-point machine. Quantiles of driver-selected seat position were computed with respect to the second row for an assumed 50/50 male/female U.S. adult driver population. The quantiles were compared to the excursion limits in Federal Motor Vehicle Safety Standard (FMVSS) No. 213. In the second part of the study, detailed measurements of 21 convertible and combination child restraints were made using a coordinate digitizer. A simulation procedure was developed to estimate the space these restraints would occupy if installed rear-facing. The resulting child restraint profile locations with respect to the second-row seating reference point were overlaid with the driver seat back quantiles to estimate the frequency with which interference between the CRS and driver seat would be expected. In a separate analysis, the simulated positions of the CRS in forward-facing mode were assessed relative to the measured head restraint location using seat profile data from 11 vehicles with prominent head restraints. The head restraint appeared to influence the CRS position in about half of the simulated CRS/vehicle combinations. KW - Child restraint systems KW - Dimensional analysis KW - Geometry KW - Rear seat occupants KW - Seats KW - Simulation KW - Vehicle compartments KW - Vehicle design UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Child Safety Crashworthiness Research/812057-VehicleRearCompartmentGeometryChildRestraintApplications.pdf UR - https://trid.trb.org/view/1375496 ER - TY - RPRT AN - 01551243 AU - National Highway Traffic Safety Administration TI - Automatic Emergency Braking System (AEB) Research Report PY - 2014/08 SP - 97p AB - Automatic Emergency Brake (AEB) systems are a subset of what the National Highway Traffic Safety Administration (NHTSA) refers to as Forward Crash Avoidance and Mitigation (FCAM) systems. Whereas the FCAM designation includes systems that provide Forward Collision Warning (FCW) only, AEB systems such as Crash Imminent Braking (CIB) and Dynamic Brake Support (DBS) are specifically designed to help drivers avoid, or mitigate the severity of, rear-end crashes. The purpose of this report is to summarize recent research conducted by the National Highway Traffic Safety Administration (NHTSA) on AEB system technologies and to update a June 2012 NHTSA report titled, “Forward-Looking Advanced Braking Technologies Research Report”. The agency published the June 2012 Report to: (1) Provide a technical development and market status of CIB and DBS technologies. (2) Present a preliminary estimate of the target crash population that could be addressed by these technologies. (3) Present preliminary estimates of system effectiveness and resulting safety benefits. (4) Discuss draft test procedures and maneuvers used to evaluate CIB- and DBS-equipped vehicles. (5) Present preliminary performance measures for CIB and DBS systems, as well as early test results from production vehicles. Simultaneous with the release of the June 2012 research report, the agency also released CIB and DBS performance-based draft test procedures and issued a Request for Comment (RFC) in the Federal Register. In late 2012, the agency began a further study of FCAM technologies, specifically CIB and DBS systems. This report contains the results of these research efforts, which focused primarily on NHTSA’s testing of production systems, the refinement of the target population analysis, as well as changes to the draft test procedures. Changes to the draft test procedures were based on industry feedback received in response to the July 2012 RFC, as well as on continuing analysis and research of FCAM technologies. KW - Active safety systems KW - Automatic braking KW - Crash avoidance systems KW - Dynamic braking KW - Evaluation KW - Performance measurement KW - Rear end crashes KW - Test procedures UR - http://www.regulations.gov/contentStreamer?objectId=090000648184354f&disposition=attachment&contentType=pdf UR - https://trid.trb.org/view/1341339 ER - TY - RPRT AN - 01538212 AU - National Highway Traffic Safety Administration TI - Effective Strategies for Motorcycle Stops PY - 2014/08 SP - 35p AB - This guidance document is designed for law enforcement executives, planners and policy makers, curriculum designers, trainers, supervisory staff, and law enforcement officers of all levels of experience who are responsible for conducting motorcycle traffic stops in the course of their duties. This document identifies promising practices for safely and effectively conducting traffic stops of motorcycles, officer safety strategies and techniques for motorcycle traffic stops, and strategies and techniques for reducing high-speed pursuits involving motorcycles. While these techniques do not purport to eliminate high-speed pursuits, they are intended to minimize the likelihood that a motorcyclist will flee, and to provide strategies to maximize the safety of all involved should the motorcyclist attempt to flee. This document also identifies and discusses risks and recommends strategies and techniques to avoid or mitigate those risks; the intent is to assist law enforcement officers in safely conducting motorcycle traffic stops and issuing citations when a violation is observed. Finally, this document provides promising practices for training law enforcement officers in the safe conduct of motorcycle traffic stops. KW - Highway safety KW - Motorcyclists KW - Police pursuit driving KW - Recommendations KW - Traffic citations KW - Traffic law enforcement KW - Training UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812060-EffectiveStrategiesMotorcycleStops.pdf UR - https://trid.trb.org/view/1322654 ER - TY - RPRT AN - 01537853 AU - Harding, John AU - Powell, Gregory AU - Yoon, Rebecca AU - Fikentscher, Joshua AU - Doyle, Charlene AU - Sade, Dana AU - Lukuc, Mike AU - Simons, Jim AU - Wang, Jing AU - National Highway Traffic Safety Administration TI - Vehicle-to-Vehicle Communications: Readiness of V2V Technology for Application PY - 2014/08 AB - The purpose of this research report is to assess the readiness for application of vehicle-to-vehicle (V2V) communications, a system designed to transmit basic safety information between vehicles to facilitate warnings to drivers concerning impending crashes. The United States Department of Transportation and the National Highway Traffic Safety Administration (NHTSA) have been conducting research on this technology for more than a decade. This report explores technical, legal, and policy issues relevant to V2V, analyzing the research conducted thus far, the technological solutions available for addressing the safety problems identified by the agency, the policy implications of those technological solutions, legal authority and legal issues such as liability and privacy. Using this report and other available information, decision-makers will determine how to proceed with additional activities involving vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), and vehicle-to-pedestrian (V2P) technologies. KW - Crash avoidance KW - Highway safety KW - Legal factors KW - Policy KW - Technological innovations KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/staticfiles/rulemaking/pdf/V2V/Readiness-of-V2V-Technology-for-Application-812014.pdf UR - https://trid.trb.org/view/1323282 ER - TY - RPRT AN - 01562740 AU - Klinich, Kathleen D AU - Reed, Matthew P AU - Hu, Jingwen AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Assessing the Restraint Performance of Vehicle Seats and Belt Geometry Optimized for Older Children PY - 2014/07//Final Report SP - 29p AB - In a previous study, a computational model of child occupants 6 to 10 years old (YO) was validated using data from a sled test series with the 6YO and 10YO Hybrid‐III anthropomorphic test devices (ATDs).  Simulations using this model were used to identify characteristics of a vehicle seat and belt geometry that would improve occupant protection for older children not using booster seats.  The current report presents a series of sled tests to examine the effects for other occupants using vehicle seats optimized for 6‐ to 10‐year‐old children.  Tests were conducted with a 12MO CRABI seated in a Graco SnugRide rear‐facing infant restraint and a Hybrid III 50th male ATD.  Seat cushion length was set to 450 mm, 400 mm, and 350 mm.  Lap belt conditions included one representing the mid‐range of Federal Motor Vehicle Safety Standard (FMVSS) No. 210, “Seat belt assembly anchorages,” allowable seat belt anchorage conditions as well as one more forward but closer to the vehicle seat H‐point.  Shoulder belt conditions included the standard FMVSS No. 213 shoulder belt anchorage as well as one positioned closer to the adult male shoulder.  Vehicle seats from a 2008 Dodge Town and Country were used, and some tests included modifications to make the front support structure of the seat cushion stiffer. The tests with the midsize adult male ATD showed no negative consequences from design changes intended to improve protection for children.  Kinematics were similar among all conditions tested.  For the rear‐facing infant restraint, none of the tests exceeded the 70° rotation angle requirement of FMVSS No. 213, although shorter cushion length and more forward belt locations produced larger rotations.  The three tests with the more forward lap belt geometry slightly exceeded the 3‐ms‐chest clip acceleration limit of 60 g, but a review of all chest acceleration curves suggests that the vehicle seat may produce higher chest accelerations than the FMVSS No. 213 test bench.  In tests with the shortest seat cushion length, the infant seat showed acceptable kinematics even though less than 80 percent of the child restraint base was initially supported on the vehicle seat. These preliminary tests with rear vehicle seat configurations selected to optimize protection for older child occupants produced good restraint kinematics for infants in a rear‐facing only child restraint and for adult mid‐size males.  Additional research to identify possible negative consequences for other types of child restraints should be conducted.  If shorter cushion lengths are chosen as a safety countermeasure for older children, the current child restraint installation requirement to have at least 80 percent of the base contacting the vehicle seat will need to be addressed. KW - Anthropomorphic test devices KW - Children KW - Federal Motor Vehicle Safety Standards KW - Impact tests KW - Length KW - Optimization KW - Rear seats KW - Seat belts KW - Seat cushions UR - http://hdl.handle.net/2027.42/109437 UR - https://trid.trb.org/view/1352332 ER - TY - RPRT AN - 01537865 AU - Marinik, Andrew AU - Bishop, Richard AU - Fitchett, Vikki AU - Morgan, Justin F AU - Trimble, Tammy E AU - Blanco, Myra AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Human Factors Evaluation of Level 2 and Level 3 Automated Driving Concepts: Concepts of Operation PY - 2014/07 SP - 54p AB - The Concepts of Operation document evaluates the functional framework of operations for Level 2 and Level 3 automated vehicle systems. This is done by defining the varying levels of automation, the operator vehicle interactions, and system components; and further, by assessing the automation relevant parameters from a scenario-based analysis stand-point. Specific to the “Human Factors Evaluation of Level 2 and Level 3 Automated Driving Concepts” research effort, scenarios and literature are used to identify the range of near- to mid-term production-intent systems such that follow-on research topics with highest impact potential can be identified through commonalities in operational concepts. KW - Concept of operations KW - Driver vehicle interfaces KW - Human factors KW - Human machine systems KW - Intelligent vehicles UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2014/812044_HF-Evaluation-Levels-2-3-Automated-Driving-Concepts-f-Operation.pdf UR - https://trid.trb.org/view/1323285 ER - TY - RPRT AN - 01537852 AU - Trimble, Tammy E AU - Bishop, Richard AU - Morgan, Justin F AU - Blanco, Myra AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Human Factors Evaluation of Level 2 and Level 3 Automated Driving Concepts: Past Research, State of Automation Technology, and Emerging System Concepts PY - 2014/07 SP - 150p AB - Within the context of automation Levels 2 and 3, this report documents the proceedings from a literature review of key human factors studies that was performed related to automated vehicle operations. This document expands and updates the results from a prior literature review that was performed for the US DOT. Content within this document reflects the latest research and original equipment manufacturer (OEM) activity as of June 2013. Studies both directly addressing automated driving, and those relevant to automated driving concepts have been included. Additionally, documents beyond the academic literature, such as articles, summaries, and presentations from OEMs and suppliers, have been researched. Information from both United States and international projects and researchers is included. This document also identifies automated-driving relevant databases in support of future research efforts. KW - Driver vehicle interfaces KW - Human factors KW - Human machine systems KW - Intelligent vehicles KW - Literature reviews KW - Original equipment manufacturer (OEM) UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2014/812043_HF-EvaluationLevel2andLevel3AutomatedDrivingConceptsV2.pdf UR - https://trid.trb.org/view/1323284 ER - TY - RPRT AN - 01537851 AU - Forkenbrock, Garrick AU - Hoover, Richard L AU - Gerdus, Eric AU - Van Buskirk, Timothy R AU - Heitz, Mark AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Blind Spot Monitoring in Light Vehicles – System Performance PY - 2014/07//Final Report SP - 85p AB - This report summarizes findings of a small population study of blind spot monitoring systems (BSM) installed by original vehicle manufacturers on standard production vehicles. The primary goals of these tests were to simulate real-world driving scenarios within a test track setting to evaluate BSM effectiveness and to develop objective test procedures for future BSM testing. Three subject vehicles (SV) were subjected to a series of maneuvers that examined the detection capabilities of their BSM. Typical driving scenarios included: lateral converging and diverging lanes; close distance cross-behind; primary other vehicle (POV) passes from behind in same lane; same lane following run-up; SV braking; POV and secondary other vehicle (SOV) pass by, and misapplied opposite turn signal. Typical city and rural driving conditions were simulated by applying numerous vehicle speeds: 0 mph – stopped; 20 mph – school zones; 35 mph – urban and small streets; 55 mph – typical 2-lane highways; and 75 mph – maximum posted limit on limited-access interstate highways and freeways. Additional tests series included testing for signal aliasing or false-positive alerts as well as BSM sensitivity to close Guard Rail proximity. A broader spectrum test examined sensitivity to BSM alert activation resulting from ghost images (signal multiplexing) bouncing off nearby fences, buildings, or other more distant vehicles. All three BSMs alerted the drivers to the presence of a vehicle in adjacent lanes and performed mostly as expected during the tests. This research was not sufficient to rank the three BSMs that were tested. Results indicated that increasing only the base speed of the subject vehicle and principal other vehicle did not appear to change the BSM sensitivity. Changing differential speed between the vehicles had a noticeable effect on both BSM onset and extinction points. These BSMs did not detect slower moving traffic traveling in the same direction. The BSM alerts ordinarily remained active for the full 15 seconds of post-trigger sampling time without interruption. KW - Automobiles KW - Blind spot monitoring systems KW - Operating speed KW - Prototype tests KW - Test tracks UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2014/812045_Blind-Spot-Monitoring-in-Light-Vehicles-System-Performance.pdf UR - https://trid.trb.org/view/1323286 ER - TY - SER AN - 01593929 JO - Traffic Safety Facts - EMS Research Note PB - National Highway Traffic Safety Administration TI - EMS System Demographics PY - 2014/06 SP - 7p AB - The Federal Interagency Committee on EMS (FICEMS) sponsored the first nationwide assessment ever conducted of Emergency Medical Services (EMS) systems in the United States. This research note extracts information from the 2011 National EMS Assessment about EMS system demographics. The purpose of the assessment was to describe EMS, EMS emergency preparedness, and 911 systems at the State and national levels using existing data. Data for the National EMS Assessment were compiled from four principal data sources, the National EMS Database, the “2011 EMS Industry Snapshot” conducted by the National Association of State EMS Officials (NASEMSO), the EMS for Children (EMSC) performance measure Federal reporting system, and the 2007 Indian Health Services Tribal EMSC Pediatric Assessment. The data used for this Research Note came from the 2011 EMS Industry Snapshot, a member survey conducted by the NASEMSO. Responses were obtained from all 50 State EMS Offices and from four of the six Territorial EMS Offices. American Samoa and the District of Columbia did not participate. KW - 911 Emergency Telephone System KW - Emergency management KW - Emergency medical services KW - Emergency medical technicians KW - Evaluation and assessment KW - Statistics KW - United States UR - http://www.ems.gov/pdf/812041-Natl_EMS_Assessment_2011.pdf UR - https://trid.trb.org/view/1400247 ER - TY - SER AN - 01551324 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Starnes, M TI - Estimating Lives Saved by Electronic Stability Control, 2008–2012 PY - 2014/06 SP - 4p AB - In 2012, electronic stability control (ESC) saved an estimated 446 lives among passenger car (PC) occupants, and 698 lives among light truck and van (LTV) occupants, for a total of 1,144 lives saved among passenger vehicle (PV) occupants. PVs consist of PCs and LTVs. This estimate of 1,144 lives saved in 2012 is a substantial increase over the estimated 859 lives saved in 2011, 736 lives saved in 2010, 598 lives saved in 2009, and 551 lives saved in 2008. Combining these annual counts shows that ESC has saved close to 4,000 lives during the 5-year period from 2008 to 2012. Note: The National Highway Traffic Safety Administration (NHTSA) effectiveness estimates for ESC have been updated in “Updated Estimates of Fatality Reduction by Electronic Stability Control” (Kahane, in review) and this update is discussed in the Background section of this research note. KW - Crash data KW - Electronic stability control KW - Fatalities KW - Occupant protection devices KW - Passenger vehicles KW - Stability (Mechanics) KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812042.pdf UR - https://trid.trb.org/view/1339704 ER - TY - RPRT AN - 01537850 AU - Carpenter, Michael G AU - Moury, M Todd AU - Skvarce, Jeffrey R AU - Struck, Matthias AU - Zwicky, Timothy D AU - Kiger, Steven M AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Objective Tests for Forward Looking Pedestrian Crash Avoidance/Mitigation Systems PY - 2014/06//Final Report SP - 264p AB - This report documents the work completed by the Crash Avoidance Metrics Partnership (CAMP) Crash Imminent Braking (CIB) Consortium during the project titled “Objective Tests for Forward Looking Pedestrian Crash Avoidance/Mitigation Systems.” Participating companies in the CIB Consortium were Continental, Delphi Corporation, Ford Motor Company, General Motors, and Mercedes-Benz. The purpose of the project was to attempt to define minimum performance requirements and objective test procedures for pedestrian crash avoidance and mitigations systems. Two types of tests were examined in this study. Functional tests evaluate the intended performance of pedestrian crash avoidance/mitigation (PCAM) systems in their ability to avoid or mitigate a potential pedestrian crash. Operational tests assess the propensity of a PCAM system to trigger false (unintentional) activations where no system activation is desired. Based on data obtained during test track and on-road testing, test procedures were recommended for both types of tests. KW - Active safety systems KW - Crash avoidance systems KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Test procedures UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2014/812040_CAMP_FLV_MitigationReport .pdf UR - https://trid.trb.org/view/1323287 ER - TY - SER AN - 01531513 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Sivinski, Bob TI - The Effect of ESC on Passenger Vehicle Rollover Fatality Trends PY - 2014/06 SP - 4p AB - Electronic stability control (ESC) is highly effective at preventing certain types of crashes, including rollovers that result from loss of vehicle control. Although crash data does not show a significant decrease in the overall rate of rollover fatalities relative to all other traffic fatalities over the last several years, when analysis is restricted to newer vehicles and to the types of rollovers that ESC is designed to prevent, there is an obvious decline that is likely to be partially due to the effects of ESC. As ESC saturates the on-road fleet in the coming years, it is likely that rollovers resulting from loss of vehicle control will continue to decline. Other types of rollovers, such as those caused by an impact with another vehicle, are not likely to be affected by the spread of ESC in the population. KW - Crash rates KW - Electronic control KW - Electronic stability control KW - Fatalities KW - Passenger vehicles KW - Rollover crashes KW - Stability (Mechanics) KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812031.pdf UR - https://trid.trb.org/view/1316729 ER - TY - RPRT AN - 01531505 AU - National Highway Traffic Safety Administration TI - Comparison of Differences in Insurance Costs for Passenger Cars, Station Wagons, Passenger Vans, Pickups, and Utility Vehicles on the Basis of Damage Susceptibility PY - 2014/06 SP - 21p AB - This booklet, published annually, compares differences in insurance costs for different makes and models of passenger cars, station wagons, passenger vans, pickups, and utility vehicles on the basis of damage susceptibility. It does not, however, indicate a vehicle's relative safety for occupants. The information was taken from data compiled by the Highway Loss Data Institute (HLDI) in its December 2013 Insurance Collision Report, and reflects the collision loss experience of passenger cars, station wagons, passenger vans, pickups, and utility vehicles sold in the United States in terms of the average loss payment per insured vehicle year for model years 2011-2013. KW - Automobiles KW - Insurance rates KW - Loss and damage KW - Pickup trucks KW - Station wagons KW - United States KW - Utility vehicles KW - Vans UR - http://www.nhtsa.gov/staticfiles/nvs/pdf/2014-Comparison-Insurance-Costs-812039.pdf UR - https://trid.trb.org/view/1315881 ER - TY - RPRT AN - 01530981 AU - Toma, Samuel AU - Swanson, Elizabeth AU - Smith, John D AU - Najm, Wassim G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Heavy Truck Pre-Crash Scenarios for Safety Applications Based on Vehicle-to-Vehicle Communications PY - 2014/06 SP - 86p AB - This report describes pre-crash scenarios involving at least one heavy truck (gross vehicle weight rating greater than 10,000 pounds), which might be addressed with crash-imminent warning systems based on short range vehicle-to-vehicle (V2V) communications. The analysis focuses on 17 target pre-crash scenarios that are statistically described using the 2004-2008 General Estimates System (GES) crash databases and the Large-Truck Crash Causation Study (LTCCS) database. GES data is queried to quantify the societal cost and describe the driving environment, driver characteristics, and crash contributing factors of target pre-crash scenarios. LTCCS data is analyzed to portray crash causal factors. Approximately 233,000 annual police-reported crashes involving at least one heavy truck were associated with the 17 target pre-crash scenarios. These police-reported crashes contributed to about 21 billion dollars in comprehensive economic costs based on 2007 economics and 153,000 functional years lost annually. Heavy-truck drivers of interest accounted for about 57 percent of all drivers involved in these crashes. KW - Crash avoidance systems KW - Crash causes KW - Crash data KW - Crash severity KW - General Estimates System KW - Heavy duty trucks KW - Large Truck Crash Causation Study KW - Truck drivers KW - Vehicle to vehicle communications UR - http://ntl.bts.gov/lib/51000/51900/51946/812023-Heavy_Truck_Pre-Crash_Scenarios.pdf?utm_source=GovDelivery&utm_medium=email&utm_campaign=June%20newsletter UR - https://trid.trb.org/view/1314138 ER - TY - RPRT AN - 01530975 AU - Pai, Jia-Ern AU - National Highway Traffic Safety Administration TI - Evaluation of FMVSS No. 301, Fuel System Integrity, as Upgraded in 2005 to 2009 PY - 2014/06 SP - 46p AB - National Highway Traffic Safety Administration (NHTSA) issued a final rule to upgrade Federal Motor Vehicle Safety Standard (FMVSS) No. 301, Fuel System Integrity, on December 1, 2003, to amend the prior standards in rear and side impacts. By increasing the impact speeds and using a moving deformable barrier, the amended test conditions are more comparable with real-world crashes than the prior standards. The rear impact upgrade phased in during model years 2007 to 2009, whereas the new side impact test went into effect in model year 2005. The analysis of the rear impact upgrade shows a statistically significant reduction in post-crash fires ranging from 50 to 60 percent. In addition, the rear impact upgrade would reduce 35 percent of the fatalities caused by rear impact fires. NHTSA believes that the rear impact upgrade will save an estimated 23 lives per year, if all vehicles meet the rear impact upgrade. However, the data do not currently show that the side impact upgrade resulted in a statistically significant reduction in side impact fires. The statistical analysis does not show any significant affiliated effect of the rear impact upgrade on frontal impact fires and first-event-rollover fires. The statistical inference of the rear impact upgrade should not apply to other crash modes. KW - Fatalities KW - Federal Motor Vehicle Safety Standards KW - Fuel systems KW - Rear end crashes KW - Side crashes KW - Statistical analysis KW - Vehicle fires UR - http://www-nrd.nhtsa.dot.gov/Pubs/812038.pdf UR - https://trid.trb.org/view/1315394 ER - TY - RPRT AN - 01530952 AU - Starnes, Marc AU - Burgess, Marilouise AU - National Highway Traffic Safety Administration TI - Passenger Vehicle Occupant Fatalities: The Decline for Six Years in a Row From 2005 to 2011 PY - 2014/06 SP - 55p AB - For six years in a row, the overall number of motor vehicle fatalities in the United States declined, from 43,510 in 2005 to 32,367 in 2011, a drop of 26%. During this time period, the number of passenger car (PC) occupant fatalities declined every year, from 18,512 in 2005 to 11,981 in 2011, a drop of 35%, and the number of light truck/van (LTV) occupant fatalities declined every year, from 13,037 in 2005 to 9,272 in 2011, a drop of 29%. This report examines data from the Fatality Analysis Reporting System (FARS). Passenger vehicles (PVs) consist of PCs and LTVs. The decline in PV occupant fatalities can be better understood by examining six fatal crash types. These six types of PV occupant fatal crashes consist of two groups of single-vehicle (SV) crashes (SV PC, SV LTV), three groups of two-vehicle crashes (PC-PC, LTV-LTV, and PC-LTV), and 3+ PV crashes. These crash types each experienced large drops in fatalities from 2005 to 2011, ranging from 25% and 32% for SV LTV and SV PC fatalities respectively, to between 35% and 39% for each of the three different two-vehicle crash types, and up to 43% for fatalities in 3+ vehicle fatal crashes. For each of the six crash groups, many factors are examined, including occupant age, seat position, vehicle body type, restraint use, ejection, crash location, crash time, alcohol-impaired driving, rollover, road type, manner of collision, and more. The percentage decline in PV occupant fatalities since 2005 was higher for age groups <16 (46%), 16 to 20 (43%) and 35 to 34 (41%), and lower for groups 45 to 64 (27%) and 65+ (22%). Driver fatalities declined by 30% compared to the 39% decline in passenger fatalities. Van occupant fatalities dropped by 46%, compared to the decline in fatalities to occupants of passenger cars (36%), pickups (30%) and sport utility vehicles (21%). The 37 years of FARS data since 1975 shows that the largest fatality declines coincided with the three biggest recessions in the United States economy (1980-1982, 1990-1991, 2007-2009). From 1975 to 2011, of the 10 largest annual percentage declines in PC occupant fatality rates per vehicle miles traveled (VMT), 8 of them occurred either during or immediately following a recession. Similarly, of the 8 largest annual percentage declines in LTV occupant fatality rates per VMT, 6 of them occurred either during or immediately following a recession. Many important safety improvements to roadways (e.g., improved lighting, rumble strips), vehicles (e.g., air bags, electronic stability control) and occupant behavior (e.g., restraint use, reduced alcohol-impaired driving, moving children to the back seat) contributed to the occupant fatality reduction. This report does not focus on estimating the relative magnitude of these safety improvements. KW - Age groups KW - Fatalities KW - Fatality Analysis Reporting System KW - Multiple vehicle crashes KW - Passenger vehicles KW - Single vehicle crashes KW - Trend (Statistics) KW - United States KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/Pubs/812034.pdf UR - https://trid.trb.org/view/1314055 ER - TY - RPRT AN - 01530914 AU - Pickrell, Timothy M AU - Choi, Eun-Ha AU - National Highway Traffic Safety Administration TI - The 2013 National Survey of the Use of Booster Seats PY - 2014/06//Technical Report SP - 41p AB - This technical report presents results from the 2013 National Survey of the Use of Booster Seats (NSUBS). NSUBS is the only probability-based nationwide child restraint use survey in the United States that observes restraint use and interviews an adult occupant to collect race, ethnicity, and other data. National Highway Traffic Safety Administration's (NHTSA’s) National Center for Statistics and Analysis conducts the NSUBS. The 2013 NSUBS found that 46 percent of 4- to 7-year-old children were restrained in booster seats in 2013 as compared to 47 percent in 2011. Restraint use for all children under 13 remained the same at 91 percent in 2013. Although there were some indications of premature graduation to restraint types that are not appropriate for children’s age, height and weight, there were some improvements in use of appropriate restraint types in 2013 as compared to 2011. KW - Age groups KW - Booster seats KW - Child restraint systems KW - Occupant protection devices KW - Persons by race and ethnicity KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812037.pdf UR - https://trid.trb.org/view/1316026 ER - TY - RPRT AN - 01581084 AU - Brelin-Fornari, Janet AU - Janca, Sheryl AU - Kettering University AU - National Highway Traffic Safety Administration TI - Development of NHTSA’s Side Impact Test Procedure for Child Restraint Systems Using a Deceleration Sled: Final Report, Part 2 PY - 2014/05//Final Report, Part 2 SP - 62p AB - This report presents the results of the continued research and development of child seat side impact tests using the deceleration sled at Kettering University’s Crash Safety Center. The objective of this test series was to gain further insight into the sensitivity of the side impact test fixture response. Test variations included speed of impact, weight of the fixture, and impact characteristics. Additionally, 20 child restraint system (CRS) specific tests were conducted using a fixed set of test parameters. KW - Child restraint systems KW - Dummies KW - Side crashes KW - Sled tests KW - Test procedures KW - Testing equipment UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Child Safety Crashworthiness Research/811995-SideImpctTest-ChRestraintDecelSled_Pt2.pdf UR - https://trid.trb.org/view/1375497 ER - TY - RPRT AN - 01560962 AU - National Highway Traffic Safety Administration AU - Federal Motor Carrier Safety Administration AU - Federal Highway Administration TI - Speed Management Program Plan PY - 2014/05 SP - 40p AB - This document is an update of the Speed Management Strategic Initiative (retitled Speed Management Program Plan), originally published in 2005 and was developed jointly by the National Highway Traffic Safety Administration, Federal Highway Administration, and Federal Motor Carrier Safety Administration to address speeding as a contributor to highway crashes and fatalities. The strategies contained in this initiative incorporate recommendations of the Transportation Research Board contained in Special Report 254, Managing Speed: Review of Current Practice for Setting and Enforcing Speed Limits and parallel elements from Volume 23, National Cooperative Highway Research Program Report 500: A Guide for Reducing Speeding-Related Crashes. The goal of this Speed Management Program Plan is to improve public health and safety by reducing speeding-related fatalities and injuries. The plan identifies six primary focus areas: Data and Data-Driven Approaches, Research and Evaluation, Technology, Enforcement and Adjudication, Engineering, and Education and Communications. Specific goals, objectives, and action items are identified for each focus area. KW - Data collection KW - Evaluation KW - Highway design KW - Safety programs KW - Speed control KW - Speed limits KW - Speeding KW - Technological innovations KW - Traffic law enforcement KW - Traffic safety UR - http://safety.fhwa.dot.gov/speedmgt/ref_mats/docs/speedmgtprogplan812028.pdf UR - https://trid.trb.org/view/1351072 ER - TY - RPRT AN - 01554096 AU - Lowe, Nathan AU - American Probation and Parole Association AU - National Highway Traffic Safety Administration TI - Screening for Risk and Needs Using the Impaired Driving Assessment PY - 2014/05//Final Report SP - 48p AB - Drunk driving continues to be a serious public health concern and a threat to public safety in the United States. In recent years, greater efforts have been made to enhance assessment practices for those offenders convicted of driving while impaired (DWI) in order to increase the identification of predicting which offenders are most likely to continue to drive impaired from those who are less likely to engage in this behavior. Under a cooperative agreement with the National Highway Traffic Safety Administration, the American Probation and Parole Association (APPA) prepared this report on their development of a screening tool, Impaired Driving Assessment (IDA), to identify a DWI offender's risk of engaging in future conduct of impaired driving, and to help determine the most effective community supervision that will reduce such risk. APPA conducted a literature review, analyzed assessment responses of DWI offenders, and interviewed experts in the field of impaired driving research and treatment to provide guidelines in selecting the measurement components of the most appropriate instrument. APPA identified several major risk areas of DWI recidivism. An individual's past behavior stood out across multiple risk areas, including prior DWI and non-DWI involvement in the justice system and prior involvement with alcohol and other drugs. In addition, resistance to and non-compliance with current and past involvement in the justice system was identified as a major risk area. These identified areas informed the inclusion of certain items in the IDA. APPA pilot tested IDA with DWI probationers in Brown County Adult Probation, Minnesota; Nicollet County Adult Probation, Minnesota; Westchester County Probation Department, New York; and Tarrant County Community Supervision and Corrections Department, Texas. The development of IDA and the pilot test results are shared in this document. KW - Drunk driving KW - Evaluation and assessment KW - Recidivism KW - Risk analysis KW - Screening tools KW - Testing KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812022-Screening_for_Risk_and_Needs.pdf UR - https://trid.trb.org/view/1343067 ER - TY - RPRT AN - 01541515 AU - Cheesman, Fred AU - Kleiman, Matthew AU - Lee, Cynthia G AU - Holt, Kathryn AU - National Center for State Courts AU - National Highway Traffic Safety Administration TI - Ignition Interlock: An Investigation into Rural Arizona Judges’ Perceptions PY - 2014/05//Final Report SP - 41p AB - This study sought to answer several questions regarding 2007 Arizona legislation requiring ignition interlock for all offenders convicted of Driving-Under-the-Influence (DUI), including first time DUI offenders. At the time the law was passed, Arizona was only one of two States (New Mexico being the other) to require ignition interlock for first time offenders. Of particular focus in the study were the implications of the legislation for rural areas. The project staff obtained information from judges in rural Arizona jurisdictions that routinely hear DUI cases to obtain their impressions of the legislation. Several themes emerged from the interviews: (1) Judges perceived ignition interlock as a practical and effective sanction for DUI offenders. (2) Ignition interlock service providers were limited or non-existent in rural jurisdictions. (3) DUI sanctions were costly and may have served as a barrier for offenders attempting to get their licenses reinstated. (4) Repeat DUI offenders were often charged as first-time offenders in rural jurisdictions. (5) Judges were aware of ignition interlock and current DUI laws, but were interested in additional training and information. The researchers also investigated charge reduction behavior for convicted DUI offenders, before and after implementation of the legislation in both urban and rural jurisdictions. They found a historically increasing trend for charge reductions that was driven by charge reductions for Extreme and Felony DUIs. The trend for less serious offenders was flat in both urban and rural jurisdictions. The researchers concluded that judges have not modified their charge reduction behavior toward less serious offenders despite the logistical burdens that the legislation places on DUI offenders, especially those in rural jurisdictions. KW - Alcohol ignition interlock devices KW - Arizona KW - Before and after studies KW - Drunk driving KW - Judges KW - Offenders KW - Rural areas KW - State laws UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812025-Ignition-Interlock-Investigation-Rural-AZ-Judges.pdf UR - https://trid.trb.org/view/1326311 ER - TY - SER AN - 01529365 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2012 Data: Large Trucks PY - 2014/05 SP - 6p AB - In 2012, there were 3,921 people killed and 104,000 people injured in crashes involving large trucks (gross vehicle weight rating greater than 10,000 pounds). In the United States, 333,000 large trucks were involved in traffic crashes during 2012. Fatalities in crashes involving large trucks showed a 4-percent increase from 3,781 in 2011 to 3,921 in 2012. Of these fatalities in 2012, 73 percent were occupants of other vehicles, 10 percent were nonoccupants, and 18 percent were occupants of large trucks. Between 2011 and 2012, fatalities in these crashes showed a 5-percent increase in the number of occupants of other vehicles killed and a 9-percent increase in the number of large-truck occupants killed. The number of nonoccupants killed decreased by 11 percent. In 2012, there were 104,000 people injured in crashes involving large trucks—an increase of 18 percent from 88,000 in 2011. Of these people injured in 2012, 73 percent were occupants of other vehicles, 3 percent were nonoccupants, and 24 percent were occupants of large trucks. The 2012 percentages show non-significant change when compared to 2011. There was a 1-percentage-point increase in occupants of other vehicles injured and a 2-percentage-point decrease in large-truck occupants injured. The percentage of nonoccupants injured increased by 1 percentage point. Additional statistics on the involvement of large trucks in crashes in 2012 are provided in this fact sheet. KW - Crash characteristics KW - Crash data KW - Crash injuries KW - Fatalities KW - Heavy duty trucks KW - Trend (Statistics) KW - Truck crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811868.pdf UR - https://trid.trb.org/view/1312702 ER - TY - SER AN - 01527897 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Ignition Interlock: An Investigation Into Rural Arizona Judges’ Perceptions PY - 2014/05 SP - 2p AB - This study sought to answer several questions regarding 2007 Arizona legislation requiring ignition interlock for all offenders convicted of driving under the influence (DUI), including first-time DUI offenders. At the time the law was passed, Arizona was only one of two States (New Mexico being the other) to require ignition interlock for first-time offenders. Of particular focus in the study were the implications of the legislation for rural areas. The project staff interviewed judges from rural jurisdictions in Arizona who routinely hear DUI cases to gauge their perceptions of the legislation. KW - Alcohol ignition interlock devices KW - Arizona KW - Drunk driving KW - First time offenders KW - Interviewing KW - Judges KW - Rural areas KW - State laws UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812026-IgnitionInterlockInvestigation-TrafficTech.pdf UR - https://trid.trb.org/view/1311930 ER - TY - SER AN - 01527890 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Investigation of the Use and Feasibility of Speed Warning Systems PY - 2014/05 SP - 2p AB - This study examined the feasibility of a speed-monitoring system that provided feedback to at-risk drivers (chronic speeders). The research team first reviewed available monitoring and feedback products and selected a device for use in a naturalistic field study that provided real-time, tailored feedback to drivers on the posted speed limit for roads on which they were driving. A focus group was then conducted with a small group of habitual speeders to explore issues related to the study design and gather feedback on the selected device from the perspective of this target population. KW - Automatic data collection systems KW - Feasibility analysis KW - Focus groups KW - Offenders KW - Speeding KW - Warning devices UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811997-InvestUseFeasSpeedWarnSysTT.pdf UR - https://trid.trb.org/view/1311931 ER - TY - SER AN - 01523316 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2012 Data: Older Population PY - 2014/05 SP - 8p AB - In 2012, there were 5,560 people 65 and older killed and 214,000 injured in motor vehicle traffic crashes. These older people made up 17 percent of all traffic fatalities and 9 percent of all people injured in traffic crashes during the year. Compared to 2011, fatalities among people 65 and older and injured people in this age group increased by 16 percent. In 2012, 14 percent of the total U.S. resident population (43.1 million people) were 65 and older. The older population fatality rate per 100,000 U.S. resident population steadily declined from 18.7 in 2003 to 12.9 in 2012. Additional statistics include: Age and Blood Alcohol Concentration (BAC) of Drivers Involved in Fatal Crashes; Fatal Crashes by Age and Gender; Pedestrian Fatalities by Age Group and BAC; and Driver Involvement in Fatal Traffic Crashes by State and Age Group. KW - Aged KW - Aged drivers KW - Blood alcohol levels KW - Crash rates KW - Fatalities KW - Gender KW - Pedestrian-vehicle crashes KW - States KW - Traffic crashes KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812005.pdf UR - https://trid.trb.org/view/1306938 ER - TY - RPRT AN - 01530920 AU - Yanagisawa, Mikio AU - Swanson, Elizabeth AU - Najm, Wassim G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Target Crashes and Safety Benefits Estimation Methodology for Pedestrian Crash Avoidance/Mitigation Systems PY - 2014/04 SP - 103p AB - Through the analysis of national crash databases from the National Highway Traffic Safety Administration, pre-crash scenarios are identified, prioritized, and described for the development of objective tests for pedestrian crash avoidance/mitigation (PCAM) systems. PCAM systems address vehicle-pedestrian crashes where a light vehicle is moving forward on a collision path with a detected pedestrian. “Light vehicle” includes any passenger car, van, minivan, sport utility vehicle, or light pickup truck with a gross vehicle weight rating up to 10,000 pounds. These systems, through the use of driver warning, brake assist, or autonomous braking, will attempt to avoid, or at least mitigate the injury severity of an imminent crash with a pedestrian by reducing the speed of the vehicle prior to impact, thus resulting in a potential safety benefit. An analysis in terms of vehicle and pedestrian maneuvers identified four recommended scenarios to maximize potential safety benefits for PCAM systems. Simple safety benefit estimation is presented in terms of the methodology, equations, assumptions, and key parameters used to estimate potential system effectiveness and safety benefits. Safety benefits, in terms of pedestrian injuries avoided and pedestrian injuries mitigated, are expressed in terms of reductions in annual harm measures. KW - Audible warning devices in vehicles KW - Automated vehicle control KW - Crash avoidance systems KW - Injury severity KW - Light vehicles KW - Methodology KW - Pedestrian safety KW - Pedestrian-vehicle crashes UR - http://ntl.bts.gov/lib/51000/51900/51947/811998-TargCrashSafBenEstMethPedCrashAvMitSys.pdf?utm_source=GovDelivery&utm_medium=email&utm_campaign=June%20newsletter UR - https://trid.trb.org/view/1314139 ER - TY - SER AN - 01529314 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2012 Data: Bicyclists and Other Cyclists PY - 2014/04 SP - 5p AB - In 2012, 726 pedalcyclists were killed and an additional 49,000 were injured in motor vehicle traffic crashes. Pedalcyclist deaths accounted for 2 percent of all motor vehicle traffic fatalities, and made up 2 percent of the people injured in traffic crashes during the year. For the purpose of this Traffic Safety Fact Sheet, bicyclists and other cyclists include riders of two-wheel, nonmotorized vehicles, tricycles, and unicycles powered solely by pedals. The term pedalcyclist will be used to identify these cyclists. The number of pedalcyclists killed in 2012 is 6 percent higher than the 682 pedalcyclists killed in 2011. Additional statistics on gender differences as well as alcohol involvement and blood alcohol concentration level are provided in this traffic safety fact sheet. KW - Bicycle crashes KW - Blood alcohol levels KW - Crash data KW - Cyclists KW - Fatalities KW - Gender KW - Traffic crashes KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812018.pdf UR - https://trid.trb.org/view/1311236 ER - TY - SER AN - 01529300 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Liu, Cejun TI - Motorcycle Helmet Use in 2013—Overall Results PY - 2014/04 SP - 5p AB - Use of Department of Transportation-compliant motorcycle helmets remained at 60 percent in 2013, unchanged from 2012. This result is from the National Occupant Protection Use Survey (NOPUS), the only survey that provides nationwide probability-based observed data on motorcycle helmet use in the United States. The NOPUS is conducted by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The 2013 survey also found the following: (1) Helmet use among motorcycle riders in the western States increased significantly to 92 percent, up from 82 percent in 2012. (2) Helmet use continued to be significantly higher in States that require all motorcyclists to be helmeted than in other States. KW - Motorcycle helmets KW - Motorcyclists KW - National Occupant Protection Use Survey KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812010.pdf UR - https://trid.trb.org/view/1311237 ER - TY - SER AN - 01526280 JO - Highway Safety Program Guideline PB - National Highway Traffic Safety Administration TI - Uniform Guidelines for State Highway Safety Programs: Older Driver Safety PY - 2014/04 IS - 13 SP - 5p AB - Each State, in cooperation with its political subdivisions, tribal governments and other stakeholders, should develop and implement a comprehensive highway safety program, reflective of State demographics, to achieve a significant reduction in traffic crashes, fatalities, and injuries on public roads. The highway safety program should include a comprehensive older driver safety program that aims to reduce older driver crashes, fatalities, and injuries. To maximize benefits, each State older driver safety program should address driver licensing and medical review of at-risk drivers, medical and law enforcement education, roadway design, and collaboration with social services and transportation services providers. This guideline recommends the key components of a State older driver safety program, and criteria that the program components should meet. KW - Aged drivers KW - Driver licensing KW - Guidelines KW - Highway design KW - Highway safety KW - Law enforcement personnel KW - Medical personnel KW - Safety programs KW - Social service agencies KW - Traffic safety UR - http://www.nhtsa.gov/nhtsa/whatsup/tea21/tea21programs/pages/812007D-HSPG13-OlderDriverSafety.pdf UR - https://trid.trb.org/view/1307323 ER - TY - RPRT AN - 01525271 AU - Brelin-Fornari, Janet AU - Janca, Sheryl AU - Kettering University AU - National Highway Traffic Safety Administration TI - Development of NHTSA's Side Impact Test Procedure for Child Restraint Systems Using a Deceleration Sled Part 1 PY - 2014/04//Final Report SP - 47p AB - This report presents the results of the research and development of the child seat side impact tests performed at Kettering University’s Crash Safety Center for the National Highway Traffic Safety Administration (NHTSA). The tests were conducted using a deceleration sled. The objective of this testing was to obtain data for the development of a side impact test procedure for child restraint systems. KW - Child restraint systems KW - Deceleration KW - Impact tests KW - Side crashes KW - Sled tests UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Child%20Safety%20Crashworthiness%20Research/811994-SideImpctTest-ChRestraintDecelSled_Pt1.pdf UR - https://trid.trb.org/view/1309525 ER - TY - RPRT AN - 01523816 AU - Couper, Fiona J AU - Logan, Barry K AU - Washington State Patrol AU - National Highway Traffic Safety Administration TI - Drugs and Human Performance Fact Sheets PY - 2014/04//Final Report SP - 103p AB - A panel of international experts on drug-impaired driving met in Seattle during August 2000 to review developments in the field of drugs and human performance over the last 10 years; to identify the specific effects that both illicit and prescription drugs have on driving; and to develop guidance for others when dealing with drug-impaired driving problems. Delegates represented the fields of psychopharmacology, behavioral psychology, drug chemistry, forensic toxicology, medicine, and law enforcement experts trained in the recognition of drug effects on drivers in the field. These Fact Sheets represent the conclusions of the Panel and include the state of current scientific knowledge in the area of drugs and human performance for the 16 drugs selected for evaluation. The selected drugs include over-the-counter medications such as dextromethorphan and diphenhydramine; prescription medications such as carisoprodol, diazepam and zolpidem; and abused and/or illegal drugs such as cocaine, gamma-Hydroxybutyrate (GHB), ketamine, lysergic acid diethylamide (LSD), marijuana, methadone, methamphetamine, methylenedioxymethamphetamine (MDMA), morphine, phencyclidine (PCP) and toluene. KW - Driver performance KW - Drug effects KW - Drugged drivers KW - Drugs KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/nti/pdf/809725-DrugsHumanPerformFS.pdf UR - https://trid.trb.org/view/1307275 ER - TY - SER AN - 01522317 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Distracted Driving 2012 PY - 2014/04 SP - 6p AB - The Department of Transportation works to reduce the occurrence of distracted driving and raise awareness of the dangers of distracted driving. A distraction-affected crash is any crash in which a driver was identified as distracted at the time of the crash. Ten percent of fatal crashes, 18 percent of injury crashes, and 16 percent of all motor vehicle traffic crashes in 2012 were reported as distraction-affected crashes. In 2012, there were 3,328 people killed and an estimated additional 421,000 injured in motor vehicle crashes involving distracted drivers. Ten percent of all drivers 15 to 19 years old involved in fatal crashes were reported as distracted at the time of the crashes. This age group has the largest proportion of drivers who were distracted. In 2012, there were 540 nonoccupants killed in distraction-affected crashes. This report presents data from the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System (NASS) General Estimates System (GES). KW - Age groups KW - Cellular telephones KW - Crash data KW - Distraction KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812012.pdf UR - https://trid.trb.org/view/1306458 ER - TY - SER AN - 01522195 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - Schick, Amy AU - Vegega, Maria AU - Chaudhary, Neil TI - Distracted Driving High-Visibility Enforcement Demonstrations in California and Delaware PY - 2014/04 SP - 2p AB - The National Highway Traffic Safety Administration (NHTSA) estimates 10% of fatal crashes (3,328) and 18% of injury crashes (421,000) were attributable to distracted driving in 2012. Previous research indicates dedicated law enforcement over a specified period coupled with enforcement-based messaging can reduce observed electronic device use rates. A demonstration, consisting of four high-visibility enforcement (HVE) waves, conducted from April 2010 to April 2011 in Syracuse, New York, and Hartford, Connecticut, saw hand-held phone use drop 32% (from 3.7% to 2.5%) in Syracuse and 57% (from 6.8% to 2.9%) in Hartford (Chaudhary et al., 2014; Cosgrove et al., 2011). Having evidence that high-visibility enforcement is effective in a controlled community setting, the next step was to examine the effectiveness of implementing distracted driving HVE campaigns over a widespread, multi-jurisdictional area. Following a methodology similar to the Connecticut and New York studies, NHTSA initiated two large-scale HVE demonstrations in California and Delaware to examine whether distracted driving-focused HVE can be applied to larger geographic and demographic areas. KW - California KW - Cellular telephones KW - Delaware KW - Distraction KW - Public information programs KW - Safety campaigns KW - Text messaging KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811993-DistractedDrivingHighVisibilityEnforcement_CA-DE-TT.pdf UR - https://trid.trb.org/view/1305274 ER - TY - RPRT AN - 01530922 AU - Burton, Ron AU - Baldwin, George H Scott AU - O'Harra, Bryan AU - Hoffman, Gerald AU - Speer, Scott AU - Barickman, Frank AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Basis of Design for Advanced Crash-Avoidance Technology Test Course PY - 2014/03//Final Report SP - 44p AB - The primary objective of the work described in this report was to determine the facility design characteristics for an advanced crash-avoidance technology test course including feasibility, estimated costs, and an implementation plan. In recent years, light- and heavy-vehicle manufacturers have introduced as original equipment manufacturers (OEM) equipment technologies that can warn/mitigate/prevent crashes. These technologies have the potential to save lives, prevent injuries, and provide safety benefits to the public. Objective test procedures for these emerging technologies should be developed using test facilities, motion systems, and targets that can simulate a real-world environment and not interfere with vehicle sensing technologies. Effective evaluation of emerging technologies should be performed on facilities where researchers can safely and efficiently develop and conduct tests for light and heavy vehicles. These facilities would allow for research activities and unbiased assessment of advanced vehicle technologies. The content of this report was developed through a review of literature relating to vehicle crash statistics, existing and emerging test procedures for advanced crash-avoidance technology, and through a review of tests performed using existing facilities. The resulting test course includes prototypes for straight parallel lanes, intersecting lanes, and curved parallel lanes.   KW - Advanced Crash Avoidance Technologies KW - Costs KW - Crash avoidance systems KW - Design of specific facilities KW - Feasibility analysis KW - Implementation KW - Technological innovations KW - Test procedures KW - Test tracks UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2014/811988-ACAT-test-course-design-basis.pdf UR - https://trid.trb.org/view/1313967 ER - TY - RPRT AN - 01523819 AU - Ramirez, Anthony AU - Lacey, John H AU - Tippetts, A Scott AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - New Mexico’s Comprehensive Impaired-Driving Program: Crash Data Analysis PY - 2014/03//Final Report SP - 50p AB - In late 2004, the National Highway Traffic Safety Administration provided funds through a Cooperative Agreement to the New Mexico Department of Transportation to demonstrate a process for implementing a comprehensive State impaired-driving system. NHTSA also contracted with the Pacific Institute for Research and Evaluation to measure the effect of that system on various factors including driving-while-impaired (DWI) crash, injury, and fatality rates; DWI arrest rates; DWI conviction rates; blood alcohol concentration (BAC) rates; and public awareness. New Mexico’s core activities included high-visibility impaired-driving law enforcement operations, increased paid and earned media concerning New Mexico’s law enforcement efforts, and prosecutorial and enforcement training in the five counties with the highest rates of alcohol-involved fatalities. Other components of the comprehensive system include the creation of a Statewide DWI leadership team that provided support and direction to the system and the participation of a Traffic Safety Resource Prosecutor to assist on DWI and other traffic safety laws. The five counties initially participating in the project were Bernalillo, Doña Ana, McKinley, Rio Arriba, and San Juan. Santa Fe County joined that group in 2007. Alcohol-involved (those with BACs of .01 g/dL) fatal crashes decreased by 36.5% in the participating counties during the project period of 2005 to 2009. The rest of the State experienced a 31.6% reduction. Alcohol-impaired (those with a BAC of .08 g/dL or higher) fatal crashes decreased by 35.8% in the participating counties during the same period. The rest of the State experienced a 29% reduction. The decrease in the participating counties was not statistically significantly different from the decrease in the rest of the State. This was likely because there were significant Statewide anti-DWI activities during that period as well. However, overall, New Mexico’s multi-faceted efforts appeared to have benefits for the State. KW - Blood alcohol levels KW - Crash data KW - Crash rates KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - New Mexico KW - Safety programs KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811985_NM_Comprehensive_Impaired_Driving_Program_Crash_Data_Analysis.pdf UR - https://trid.trb.org/view/1307278 ER - TY - RPRT AN - 01523808 AU - Ramirez, Anthony AU - Lacey, John H AU - Tippetts, A Scott AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - New Mexico’s Comprehensive Impaired-Driving Program: A Case Study PY - 2014/03//Final Report SP - 100p AB - In late 2004, the National Highway Traffic Safety Administration provided funds to the New Mexico Department of Transportation to demonstrate a process for implementing a comprehensive State impaired-driving system. NHTSA also contracted with the Pacific Institute for Research and Evaluation to measure the effect of that system on various factors including driving-while-impaired (DWI) crash, injury, and fatality rates; DWI arrest rates; DWI conviction rates; blood alcohol concentration (BAC) patterns; and public awareness. New Mexico’s core activities include high-visibility impaired-driving law enforcement operations, increased paid and earned media concerning New Mexico’s law enforcement efforts, and prosecutorial and enforcement training in the six counties with the highest rates of alcohol-related fatalities. Other components of the comprehensive system include the creation of a DWI Leadership Team that provides support and direction to the system and the participation of a traffic safety resource prosecutor to assist on DWI prosecution and other traffic safety law training. The five counties initially participating in the project were Bernalillo, Doña Ana, McKinley, Rio Arriba, and San Juan. Santa Fe County joined that group in 2007. NHTSA’s objective was to transfer this model to other States experiencing a high number or rate of alcohol related traffic fatalities or both. Overall, New Mexico’s multi-faceted efforts appeared to have benefits for the State. KW - Blood alcohol levels KW - Case studies KW - Crash rates KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - New Mexico KW - Safety programs KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811986_NM_Comprehensive_Impaired_Driving_Program_A_Case_Study.pdf UR - https://trid.trb.org/view/1307277 ER - TY - RPRT AN - 01523806 AU - Chaudhary, Neil K AU - Casanova-Powell, Tara D AU - Cosgrove, Linda AU - Reagan, Ian AU - Williams, Allan AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of NHTSA Distracted Driving Demonstration Projects in Connecticut and New York PY - 2014/03//Final Report SP - 80p AB - The communities of Hartford, Connecticut, and Syracuse, New York, implemented year-long campaigns to test whether National Highway Traffic Safety Administration's (NHTSA’s) high-visibility enforcement (HVE) model could be applied to reduce two specific forms of distracted driving – driving while talking on a hand-held cell phone or texting. The HVE model applies strong laws, vigorous targeted law enforcement, extensive media that emphasizes the enforcement, and evaluation. Both sites conducted 4 waves of enforcement between April 2010 and April 2011. NHTSA developed and bought television and radio spots featuring the tag line Phone in One Hand, Ticket in the Other. Both sites generated ample earned media. Police wrote 100 to 200 citations per 10,000 population for each wave in each site. Driver surveys showed an increase in awareness that cell phone laws were being enforced and recognition of the new slogan. Observed hand-held driver cell phone use dropped from 6.6% to 2.9% in Hartford, and from 3.7% to 2.5% in Syracuse. Connecticut’s control area also showed a decrease in use (from 6.6% to 5.6%) but not to the same extent as Hartford. New York’s control area had similar decreases (5% to 3%), perhaps a result of separate enforcement campaigns running simultaneously in the control site. The results show that high-visibility enforcement campaigns can reduce the number of people who use hand-held cell phones while driving. KW - Automobile drivers KW - Cellular telephones KW - Distraction KW - Hartford (Connecticut) KW - Safety campaigns KW - Surveys KW - Syracuse (New York) KW - Text messaging KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811635_Eval_NHTSA_Distracted_Driving_Demo_Proj_Comm_CT_and_NY.pdf UR - https://trid.trb.org/view/1307276 ER - TY - SER AN - 01522379 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Warren-Kigenyi, Nathan AU - Coleman, Heidi TI - DWI Recidivism in the United States: An Examination of State-Level Driver Data and the Effect of Look-Back Periods on Recidivism Prevalence PY - 2014/03 SP - 9p AB - In 1995, the National Highway Traffic Safety Administration estimated that one-third of all drivers arrested or convicted of driving while intoxicated (DWI) were repeat offenders. This study was conducted to update the 1995 estimate, and it determined that since 1995 the proportion of recidivism among drivers arrested for DWI has decreased from 31% to 25%, a decline of 19%. This report describes the methods used for data collection and analysis. The analysis explored emerging trends of recidivism based on data regarding arrests, convictions, and license suspensions. This study also examined the extent to which recidivism prevalence differs based on the look-back period used by the State (i.e., the period of time DWI offenses remain on driver records as prior offenses). KW - Data analysis KW - Data collection KW - Driver records KW - Drunk drivers KW - Drunk driving KW - Recidivism KW - Repeat offenders KW - States KW - Trend (Statistics) KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811991-DWI_Recidivism_in_USA-tsf-rn.pdf UR - https://trid.trb.org/view/1306862 ER - TY - SER AN - 01522293 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Hinch, Mary AU - Solomon, Mark AU - Tison, Julie TI - The Click It or Ticket Evaluation, 2012 PY - 2014/03 SP - 5p AB - Click It or Ticket (CIOT) mobilizations are national, State, and local high-visibility enforcement (HVE) efforts designed to encourage motorists to buckle up. They have been conducted at the national level each year around Memorial Day since 2003. The 2012 CIOT mobilization included 49 States, the District of Columbia, Puerto Rico, and the U.S. Virgin Islands. More than 10,000 law enforcement agencies participated during the two-week enforcement period. The mobilization was preceded by earned and paid media alerting the public to the upcoming seat belt enforcement mobilization. KW - Click It or Ticket KW - Evaluation KW - Mass media KW - Safety programs KW - Seat belt use KW - Traffic law enforcement KW - Trend (Statistics) KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811989-The_Click_It_or_Ticket_Eval_2012_RN_TSF.pdf UR - https://trid.trb.org/view/1306868 ER - TY - SER AN - 01522282 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Demonstration of the Trauma Nurses Talk Tough Seat Belt Diversion Program in North Carolina Reaches High-Risk Drivers PY - 2014/03 SP - 2p AB - Nationally, more than 8 of every 10 drivers wear seat belts, but individual State belt rates vary from as high as 98% to as low as 69%. Within individual States, rural areas often have lower rates. Strong seat belt laws and highly visible enforcement by State and local law enforcement remind drivers to buckle up on every trip, but some drivers still do not get the message. National Highway Traffic Safety Administration (NHTSA) tested whether a special diversion program, a brief intervention class taught by highly respected trauma nurses in a hospital setting, coupled with dismissal of a belt citation would convince these hard to reach drivers to wear their seat belts. The immediate benefit to the driver was payment of a small class fee in lieu of a high citation fee, court costs, and possibly points on their driving or insurance records. The educational benefit to the driver was an improved understanding of seat belts, child safety seats, and preventable injury and rehabilitation consequences. The benefit to local law enforcement was offering offenders a one-time low cost alternative for the violation and a novel way to reinforce their message that seat belts save lives. KW - Attitudes KW - High risk drivers KW - North Carolina KW - Safety education KW - Seat belt use UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811874-Trauma_Nurses_Talk_Tough_SeatBelt_NC_High-Risk-TT.pdf UR - https://trid.trb.org/view/1305275 ER - TY - RPRT AN - 01520485 AU - Walker, Jennifer AU - Connor, Susan AU - Wesolowski, Kathryn AU - University Hospitals AU - National Highway Traffic Safety Administration TI - Creating a Campaign for Parents of Pre-Drivers to Encourage Seat Belt Use by 13- to 15-Year-Olds PY - 2014/03//Final Report SP - 88p AB - This report summarizes the activities and results of a community-wide demonstration project supported by a cooperative agreement from the National Highway Traffic Safety Administration (NHTSA). The demonstration project was designed to engage parents of pre-drivers in encouraging seat belt use among 13- to 15-year-olds. The program intervention site included the cities of Parma, Parma Heights and Seven Hills, Ohio. All three cities are part of the Parma City School District, the second largest district in Cuyahoga County, serving 13,000 students–more than 5,200 in the target age cohort. The demonstration project was evaluated by University of Michigan Transportation Research Institute (UMTRI) under a companion contract, to test the effectiveness of the campaign in engaging parents and increasing belt use by young teens. Both the intervention site and control site began with belt usage for teens significantly below the national average, as determined by the National Occupant Protection Use Survey (NOPUS). Following the intervention period, observed seat belt use among young teens in the demonstration community increased from a baseline of 58.0 percent in April 2010 to 83.8 percent in August 2011. Driver belt use also increased from 69.0 percent to 89.3 percent in the same time period. The significant increase in belt use, coupled with the level of engagement of the demonstration community, supports the conclusion that targeting outreach to parents as influencers can be an effective approach to getting more young teens buckled up. KW - Adolescents KW - Cuyahoga County (Ohio) KW - Parents KW - Safety programs KW - Seat belt use KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811894-Campaign_for_Parents_of_Pre-Drivers_to_Encourage_Seat_Belt_Use.pdf UR - https://trid.trb.org/view/1303560 ER - TY - RPRT AN - 01519400 AU - Zakrajsek, Jennifer S AU - Eby, David W AU - Molnar, Lisa J AU - St Louis, Renee AU - Zanier, Nicole AU - University of Michigan, Ann Arbor AU - National Highway Traffic Safety Administration TI - Evaluating Just Get It Across: A Parent-Directed Demonstration Program to Increase Young Teen Seat Belt Use PY - 2014/03//Final Report SP - 113p AB - The purpose of this study was to conduct an independent evaluation to assess a demonstration seat belt program, Just Get It Across, which was developed by the Rainbow Babies and Children’s Hospital in Cleveland, Ohio (Rainbow Babies) to increase seat belt use by 13- to 15-year-old teens through parental influence. Motor vehicle crashes are the leading cause of death for 13- to 15-year-old teens. While seat belt use has been an effective method to prevent injury from motor vehicle crashes, data from the National Occupant Protection Use Survey (NOPUS) and Fatality Analysis Reporting System (FARS) suggest that this period may be a critical time when safe occupant protection habits begin to decline and intervention to encourage belt use is needed. Most teens in the 13- to 15-year-old age group are not yet licensed to drive independently and rely on transportation provided by others, often parents or guardians. Recent research has also found that some parents find that there is a gap in messaging directed to them regarding seat belt safety after their children have out grown their booster seats. This may contribute to a lost opportunity to help parents promote belt use by their young teen children in this critical period leading to the start of independent driving and progressively lower seat belt use rates during the early licensure years. According to recent research, 8- to 15-year-old children reported that belt use reminders and encouragement from parents were the best ways to encourage them to use seat belts. However, parents did not seem to realize the potential of their influence and thought that outside motivators would be most effective at encouraging their children to use seat belts. Parents can play important roles in motor vehicle injury prevention and these findings suggest that programs to help parents influence their 13- to 15-year-old children to use seat belts are needed. KW - Adolescents KW - Evaluation KW - Parents KW - Safety programs KW - Seat belt use KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811893-Evaluating_Just_Get_It_Across_a_Parent-Directed_Demonstration_Program.pdf UR - https://trid.trb.org/view/1302474 ER - TY - SER AN - 01518994 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Two Community Distracted Driving Programs Reduce Hand-Held Phone Use PY - 2014/03 SP - 2p AB - National Highway Traffic Safety Administration's (NHTSA’s) high-visibility enforcement (HVE) model is a proven technique to change driver behavior and change it quickly, thereby enhancing the effect of traffic laws. NHTSA tested whether the high-visibility enforcement model could be applied successfully to distracted driving. Unlike seat belts that are worn for an entire trip, a driver may make one or more short phone calls during a trip, increasing the difficulty of observation. Two communities in Connecticut and New York tested the HVE model over one year in four enforcement waves. Both States have strong laws banning the use of hand-held cell phones while driving. Because of the intermittent nature of cell phone and texting use while driving, the extent to which law enforcement officers could devise strategies to vigorously enforce the laws and increase motorists’ perception of the risk of receiving a citation was unknown. KW - Cellular telephones KW - Connecticut KW - Distraction KW - New York (State) KW - Safety programs KW - Text messaging KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811867_Two_Comm_Distracted_Driving_Prog_Reduce_Handheld_Phone_Use_TT.pdf UR - https://trid.trb.org/view/1302408 ER - TY - SER AN - 01518991 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Examining New Mexico’s Comprehensive Impaired Driving Program PY - 2014/03 SP - 2p AB - For many years, New Mexico had one of the highest rates of alcohol-related driving fatalities in the United States. In 2004, the National Highway Traffic Safety Administration (NHTSA) entered into a cooperative agreement with the New Mexico Department of Transportation. The objective was to demonstrate a process for developing and implementing an enhanced comprehensive impaired driving program, to reduce the number of crashes and fatalities caused by impaired driving. NHTSA contracted with the Pacific Institute for Research and Evaluation (PIRE) to examine New Mexico’s efforts. The number of alcohol-involved fatalities and fatalities at higher blood alcohol contents (BACs) of .08+ decreased after New Mexico began its comprehensive program in 2005. Other States also saw decreases in alcohol-involved fatalities during these years. Thus, factors outside of New Mexico’s efforts (e.g., fewer miles driven) might have contributed to the reduction in fatalities. However, in 2004, New Mexico had the seventh highest alcohol-involved crash fatality rate in the country. By 2009, New Mexico’s alcohol-involved crash fatality rate had dropped to 19th. Overall, New Mexico’s multi-faceted efforts appeared to have benefited the State. KW - Drunk driving KW - Fatalities KW - New Mexico KW - Safety programs KW - Traffic crashes KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811987_Examining_NM_Comprehensive_Impaired_Driving_Program_TT.pdf UR - https://trid.trb.org/view/1302409 ER - TY - RPRT AN - 01141703 AU - National Highway Traffic Safety Administration TI - Data-Driven Approaches to Crime and Traffic Safety (DDACTS): Operational Guidelines PY - 2014/03 SP - 44p AB - Data-Driven Approaches to Crime and Traffic Safety (DDACTS) is a law enforcement operational model supported by a partnership between the Department of Transportation’s National Highway Traffic Safety Administration and two agencies of the Department of Justice, the Bureau of Justice Assistance and the National Institute of Justice. DDACTS integrates location-based crime and traffic crash data to establish effective and efficient methods for deploying law enforcement and other resources. Using geo-mapping to identify areas, through temporal and spatial analysis, that have high incidences of crime and crashes, DDACTS employs targeted traffic enforcement strategies. By saturation locations with high crime and high-crash incidences with stepped-up traffic enforcement, DDACTS communities play a simultaneous dual role: fighting crime and reducing traffic crashes and traffic violations. Drawing on the deterrent value of highly visible traffic enforcement and the knowledge that crimes often involve the use of motor vehicles, the goal of DDACTS is to reduce the incidence of crime, crashes, and traffic violations in communities across the country. This guide presents procedures and recommended practices for communities to build an implementation plan that integrates implementing DDACTS through the use of seven guiding principles that characterize comprehensive community law enforcement programs. The principles are (1) partners and stakeholder participation; (2) data collection; (3) data analysis; (4) strategic operations; (5) information sharing and outreach; (6) monitoring, evaluation, and adjustments; and (7) outcomes. Beginning with an overview of the DDACTS initiative, the guide highlights research demonstrating the crime control and traffic safety benefits derived from strategically directed highly visible traffic enforcement. The overview is followed by a general discussion of the use and availability of geo-mapping technology. The main section presents the guiding principles, implementation considerations, and reference materials. KW - Communities KW - Crimes KW - DDACTS (Operational model) KW - Geographic information systems KW - Guidelines KW - Law enforcement KW - Mapping KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety KW - Traffic violations UR - http://www.nhtsa.gov/staticfiles/nti/ddacts/811185_DDACTS_OpGuidelines.pdf UR - https://trid.trb.org/view/902387 ER - TY - RPRT AN - 01530943 AU - Evans, Larry R AU - MacIsaac, James D AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NHTSA Tire Aging Test Development Project Phase 2 – Evaluation of Laboratory Tire Aging Methods PY - 2014/02//Final Report SP - 148p AB - As a result of the Transportation Recall, Enhancement, Accountability, and Documentation (“TREAD”) Act of 2000, the National Highway Traffic Safety Administration (NHTSA) initiated an effort to develop a laboratory-based accelerated service life test for light vehicle tires (often referred to as a “tire aging test”). It is believed that if such a test method was successful, then light vehicle tires could eventually be required to meet standards that would make them more resistant to operational degradation and possibly reduce their failure rate during normal highway service. The first phase of test development examined how six tire models changed during service by measuring their roadwheel performance levels and material properties after varying lengths of service and accumulated mileages in Phoenix, Arizona. This report documents the second phase of test development in which new tires of the models collected from service in Phoenix were subjected to one of three laboratory aging test methods and compared to the results of the service-aged tires. Two of the laboratory tire aging methods evaluated were combined roadwheel aging and durability tests that were fully developed when provided by tire manufacturers for evaluation. The third was a tire oven aging method undergoing development by a vehicle manufacturer that would significantly accelerate the degradation of the tire materials prior to a structural evaluation, such as a post-oven roadwheel durability test. Canonical correlation showed that the properties of the tire components tended to change in the same direction with both increased time in service in Phoenix and increased time in each of the laboratory aging methods. All of these changes are consistent with the proposed mechanism of thermo-oxidative aging. In general, the longest roadwheel test times showed the same level of change in properties as tires with 1 to 3 years of service in Phoenix. Oven aging at the most severe conditions tended to show the same level of change in properties as tires with 3 to over 6 years of service in Phoenix. However, oven aging alone could not reproduce the modulus properties in the belt-packages of certain tire models without a pre-oven roadwheel-break-in of the tire. Also, after 6 weeks of oven aging, the oxygen-enriched tire inflation gas had decreased from an initial average of approximately 45% O₂ to approximately 35% O₂, resulting in the onset of oxygen-deprived aging (i.e., not representative of service aging). Therefore, future oven aging test development will include periodic venting and re-inflation of the tires with fresh oxygen-enriched gas. KW - Aging (Materials) KW - Durability tests KW - Laboratory tests KW - Light vehicles KW - Phoenix (Arizona) KW - Service life KW - Test procedures KW - Tires KW - Transportation Recall Enhancement, Accountability and Documentation Act UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/811885_TireAgingTestDevelopmentProjectPhase2EvalLab.pdf UR - https://trid.trb.org/view/1313964 ER - TY - RPRT AN - 01530925 AU - Brown, Timothy AU - Lee, John AU - Schwarz, Chris AU - Fiorentino, Dary AU - McDonald, Anthony AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration TI - Assessing the Feasibility of Vehicle-Based Sensors to Detect Drowsy Driving PY - 2014/02 SP - 347p AB - Drowsy driving is a significant contributor to death and injury crashes on the Nation’s highways, accounting for more than 80,000 crashes and 850 fatalities per year. The successful detection of drowsiness is a crucial step in implementing mitigation strategies to reduce the cost to society of drowsy driving. Building upon prior research in detecting impairment from alcohol and distraction, the goal of this research was to determine the extent to which alcohol impairment algorithms could detect drowsiness and distinguish it from alcohol impairment. Data were collected from seventy-two participants during daytime (9 a.m. - 1 p.m.), early night (10 p.m. – 2 a.m.), and late night (2 a.m. - 6 a.m.) sessions to provide data for algorithm testing and refinement. Driving data indicated a complex relationship between driving performance and conditions associated with drowsiness: compared to daytime session, driving performance improved during the early night session, before degrading during the late night session. This non-linear relationship between continuous time awake, subjective assessments of drowsiness and driving performance has the potential to complicate the early detection of drowsiness. Drowsiness, as indicated by unintended lane departures, occurred in all sessions and demonstrated a transient nature. Algorithms based on lane position and steering wheel data, which can be obtained inexpensively, were best at predicting drowsiness related lane departures. Alcohol detection algorithms were not successful in detecting drowsiness but could be retrained to do so. Rather than one algorithm being generalized to detect multiple impairments, these results indicate that specialized algorithms might co-exist and allow one to detect and differentiate alcohol and drowsy-impaired driving. These findings provide a better understanding of the relationship between impairment from alcohol and drowsiness and lay the foundation for detecting and differentiating among impairment from alcohol, drowsiness, fatigue and drugs. KW - Algorithms KW - Countermeasures KW - Driver performance KW - Driving simulators KW - Drowsiness KW - Drunk driving KW - Feasibility analysis KW - In vehicle sensors KW - Periods of the day UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2014/811886-Assess_veh-based_sensors_4_drowsy-driving_detection.pdf UR - https://trid.trb.org/view/1313968 ER - TY - SER AN - 01529280 JO - Traffic Safety Facts - Vehicle Safety Research Notes PB - National Highway Traffic Safety Administration TI - Advanced Countermeasures for Multiple Impairments PY - 2014/02 SP - 2p AB - Drowsy driving is a significant contributor to death and injury crashes on the Nation’s highways, accounting for more than 80,000 crashes and 850 fatalities per year. Algorithms similar to those used to successfully detect alcohol impairment using lane position and steering could be implemented in vehicle-based safety systems to detect impairment from drowsiness. Data was collected from volunteer drivers from three age groups (21 to 34, 38 to 51, and 55 to 68) driving through representative situations on three types of roadways (urban, freeway, and rural) at three times of day (9 a.m.–1 p.m., 10 p.m.–2 a.m., 2 a.m.–6 a.m.). using the National Advanced Driving Simulator (NADS). This study demonstrates the feasibility of detecting drowsiness with vehicle-based sensors. Results show differences in alcohol and drowsiness impairment prevent a single algorithm from detecting both types of impairment; rather, a more complex approach is necessary where separate algorithms are used together. The results suggest promise in a vehicle-based approach to impairment detection. They suggest that further research is needed to better understand the underlying reasons for the effectiveness of the machine learning algorithms, and to evaluate their robustness with on-road sensor data. KW - Age groups KW - Algorithms KW - Behavior KW - Drivers KW - Driving simulators KW - Drowsiness KW - Periods of the day KW - Types of roads UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2014/811887-Advanced_countermeasures_4_multiple_impairments-RN..pdf UR - https://trid.trb.org/view/1312750 ER - TY - SER AN - 01516489 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M TI - Driver Electronic Device Use in 2012 PY - 2014/02 SP - 8p AB - The percentage of drivers text-messaging or visibly manipulating hand-held devices increased from 1.3 percent in 2011 to 1.5 percent in 2012; however, this was not a statistically significant increase. Driver hand-held cell phone use remained unchanged at 5 percent in 2012. These results are from the National Occupant Protection Use Survey (NOPUS), which provides the only nation-wide probability-based observed data on driver electronic device use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The 2012 NOPUS found that hand-held cell phone use continued to be higher among female drivers than male drivers. It also found that hand-held cell phone use continued to be highest among 16- to 24-year-olds and lowest among drivers 70 and older. KW - Age groups KW - Automobile drivers KW - Cellular telephones KW - Gender KW - National Occupant Protection Use Survey (NOPUS) KW - Text messaging KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811884.pdf UR - https://trid.trb.org/view/1300106 ER - TY - RPRT AN - 01516403 AU - Mayer, Robin AU - Mayer & Associates AU - National Highway Traffic Safety Administration TI - Ignition Interlocks – What You Need to Know: A Toolkit for Policymakers, Highway Safety Professionals, and Advocates PY - 2014/02//Second Edition SP - 60p AB - This toolkit is designed to provide basic information regarding ignition interlocks and considerations for program administrators and policy makers in designing an efficient program. The general topics in the toolkit include: Description of an interlock device and how it works; Brief summary of interlock technology development; Ignition interlock research; Program implementation; Vendor selection and management; and Program costs. In addition, the status of each State’s interlock program is provided, as are a series of frequently asked questions, sample talking points and administrative forms, and checklists to aid in program planning and implementation. KW - Alcohol ignition interlock devices KW - Costs KW - Drunk drivers KW - Drunk driving KW - Highway safety KW - Implementation KW - Research projects KW - States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/IgnitionInterlocks_811883.pdf UR - https://trid.trb.org/view/1291095 ER - TY - RPRT AN - 01529305 AU - Stephens, Denny AU - Pape, Doug AU - LeBlanc, Dave AU - Bogard, Scott AU - Peredo, Gordon AU - Berg, Roger AU - Wells, Bryan AU - Battelle AU - Federal Highway Administration AU - Research and Innovative Technology Administration AU - Federal Motor Carrier Safety Administration AU - National Highway Traffic Safety Administration TI - Connected Commercial Vehicles—Integrated Truck Project Driver Clinics, Performance Tests, and Lessons Learned PY - 2014/01/31/Final Report SP - 49p AB - Connected vehicle wireless data communications can enable safety applications that may reduce crashes, injuries, and fatalities suffered on our roads and highways, as well as enabling reductions in traffic congestion and effects on the environment. As a critical part of achieving these goals, the U.S. Department of Transportation (USDOT) contracted with a Team led by Battelle to integrate and validate connected vehicle on-board equipment (OBE) and safety applications on selected Class 8 commercial vehicles and to support those vehicles in research and testing activities that provide information and data needed to assess their safety benefits and support regulatory decision processes. This final report summarizes all of the activities and accomplishments of this project. Hardware and software were developed to adapt safety applications to commercial vehicles. Stages of testing included benchtop, test track, driver acceptance clinics, and support for the Safety Pilot Model Deployment. Outreach consisted of a demonstration at a trade show, presentations at meetings, and other activities. KW - Commercial vehicles KW - Intelligent transportation systems KW - Intelligent vehicles KW - Mobile communication systems KW - Outreach KW - Performance tests KW - Truck drivers KW - Trucking safety KW - Vehicle electrical systems UR - http://ntl.bts.gov/lib/51000/51700/51726/13-112.pdf UR - https://trid.trb.org/view/1312409 ER - TY - RPRT AN - 01522251 AU - Ellis, Jenny AU - JEBE Consulting, LLC AU - National Safety Council AU - National Highway Traffic Safety Administration TI - Bicycle Safety Education for Children From a Developmental and Learning Perspective PY - 2014/01 SP - 60p AB - When children ride bicycles in and near traffic, they engage in a complicated task of combining motor skills and cognitive skills. In addition to developing bicycle-handling skills, bicycle safety education programs teach children how to ride safely in and near traffic. However, to what extent are bicycle education programs effective in improving safe, bicycle-riding behavior and reducing injuries? The purpose of this literature review is two-fold. First, this report describes the nature of children and adolescents’ bicycle injuries in addition to understanding the types of programs that exist and their effectiveness. Second, this report explores the psychological domains related to riding a bicycle in childhood and adolescence such as motor skill development, cognitive development, brain development, and risk-taking and social influences. Understanding how each of these interacts with children’s abilities to learn and ride a bicycle safely in traffic allows researchers and safety practitioners to design more effective bicycle education programs to teach children and adolescents how to safely negotiate traffic as bicyclists. KW - Adolescents KW - Bicycling KW - Children KW - Cognition KW - Cyclists KW - Literature reviews KW - Motor skills KW - Risk taking KW - Safety education KW - Traffic UR - http://www.nhtsa.gov/staticfiles/nti/bicycles/pdf/Bicycle_Safety_Education_For_Children-811880.pdf UR - https://trid.trb.org/view/1304848 ER - TY - SER AN - 01516494 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Breath Test Refusal Rates in the United States - 2011 Update PY - 2014/01 SP - 6p AB - Breath alcohol concentration (BAC) test refusals by suspected impaired drivers are a challenge for impaired driving enforcement and prosecution. Periodically, National Highway Traffic Safety Administration (NHTSA) gathers data on State BAC refusal rates and develops an estimated national rate. This information can be useful to States and local jurisdictions. It enables them to track changes over time and compare their rates to other States and the Nation as a whole. NHTSA developed previous estimates for 1987, 2001, and 2005. The average (mean) BAC test refusal rate in 2011 was 23 percent, compared to 22 percent in 2005, 25 percent in 2001, and 19 percent in 1987. KW - Alcohol breath tests KW - Alcohol test refusal KW - Drunk drivers KW - States KW - Trend (Statistics) KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/Breath_Test_Refusal_Rates-811881.pdf UR - https://trid.trb.org/view/1300232 ER - TY - SER AN - 01516376 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - NHTSA’s Behavioral Safety Research: Updated, Annotated Bibliography, 1985–2013 PY - 2014/01 SP - 2p AB - National Highway Traffic Safety Administration's (NHTSA's) Compendium of Traffic Safety Research Projects 1985-2013 covers more than 25 years of research, and updates previous editions, now containing brief summaries of over 500 studies published from 1985 to 2013. A new feature is that most of the entries in the electronic version of the Compendium include hyperlinks directly to the listed reports. KW - Behavior KW - Bibliographies KW - Highway safety KW - Research projects KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811848.pdf UR - https://trid.trb.org/view/1291084 ER - TY - RPRT AN - 01514291 AU - Kahane, Charles J AU - National Highway Traffic Safety Administration TI - Updated Estimates of Fatality Reduction by Curtain and Side Air Bags in Side Impacts and Preliminary Analyses of Rollover Curtains PY - 2014/01 SP - 91p AB - Curtain and side air bags are designed to protect occupants in near-side impacts, those to the sides of vehicles adjacent to where the occupants are seated. Four major types of curtain and/or side air bags have been available in the United States since 1996. However, by model year 2011, 85 percent of new cars and LTVs (light trucks and vans) were equipped with curtains plus torso bags for drivers and right-front passengers. Curtains that deploy in rollover crashes began to appear in 2002; by 2011 about 45 percent of new cars and LTVs were equipped with such curtains. Logistic regression analyses of FARS data through calendar year 2011 show statistically significant fatality reductions for all four types of curtain and side air bags in near-side impacts for drivers and right-front passengers of cars and LTVs: Fatality Reduction (%) and Confidence Bounds, respectively: Curtains plus torso bags 31.3, 25.0 to 37.1; Combination bag 24.8, 17.7 to 31.2; Curtain only 16.4, 3.0 to 28.0; Torso bag only 7.8, .4 to 14.7 Corresponding analyses of far-side impacts do not show corresponding, large benefits for curtain or side air bags. Curtains that deploy in rollover crashes show a statistically significant effect in first-event rollovers: The estimated fatality reduction is 41.3 percent (confidence bounds, 22.5 to 55.5%). Analyses should be repeated in about 3 or 4 years, when there will be considerably more data available. KW - Curtain air bags KW - Fatalities KW - Highway safety KW - Nearside KW - Occupant protection devices KW - Rollover crashes KW - Side air bags KW - Side crashes KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811882.pdf UR - https://trid.trb.org/view/1291005 ER - TY - SER AN - 01506313 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M TI - Seat Belt Use in 2013—Overall Results PY - 2014/01 SP - 4p AB - Seat belt use in 2013 reached 87 percent, statistically unchanged from 86 percent in 2012. This result is from the National Occupant Protection Use Survey (NOPUS), which is the only survey that provides nationwide probability-based observed data on seat belt use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. Seat belt use has shown an increasing trend since 1995, accompanied by a steady decline in the percentage of unrestrained passenger vehicle (PV) occupant fatalities during daytime. The 2013 survey also found the following: 1) Seat belt use for occupants in heavy traffic increased significantly from 89 percent in 2012 to 90 percent in 2013. 2) Seat belt use for occupants in the Northeast increased significantly from 80 percent in 2012 to 84 percent in 2013. 3) Seat belt use continued to be higher in the States in which vehicle occupants can be pulled over solely for not using seat belts (“primary law States”) as compared with the States with weaker enforcement laws (“secondary law States”) or without seat belt laws. KW - Fatalities KW - Highway safety KW - National Occupant Protection Use Survey (NOPUS) KW - Passenger vehicles KW - Primary seat belt laws KW - Seat belt use KW - Seat belts KW - Secondary seat belt laws KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811875.pdf UR - https://trid.trb.org/view/1290396 ER - TY - RPRT AN - 01503972 AU - National Highway Traffic Safety Administration TI - Compendium of Traffic Safety Research Projects 1985-2013 PY - 2014/01//Compendium SP - 179p AB - Through many name changes, from the Office of Program Development and Evaluation, the Office of Research and Evaluation, to the current, Office of Behavioral Safety Research, the focus has remained on improving the safety of drivers, occupants, pedestrians, and all road users. This office conducts studies, evaluations and projects that include laboratory research, field studies, national surveys, and analyses of observational and archival data. The work over the past decades has significantly enhanced law enforcement strategies, strengthened community traffic safety programs, informed policy decisions, examined emerging issues, and helped to decrease lives lost to motor vehicle crashes. This compendium contains brief summaries of research on alcohol-involved driving, drug-involved driving, occupant protection (e.g., seat belts, and child safety seats), speed and other unsafe driving behaviors, motorcyclist safety, pedestrian and bicyclist safety, older driver safety, novice and young driver safety, fatigue and distraction, and emergency medical services. This document updates previous versions, both by adding entries since the previous version was released in 1996, and also adding two additional early years – 1985 and 1986. A new feature is that most of the entries in the electronic version of this document include hyperlinks directly to the listed reports. KW - Aged drivers KW - Behavior KW - Bibliographies KW - Cyclists KW - Distraction KW - Drugged drivers KW - Drunk driving KW - Emergency medical services KW - Fatigue (Physiological condition) KW - Highway safety KW - Human factors in crashes KW - Motorcyclists KW - Occupant protection devices KW - Pedestrian safety KW - Recently qualified drivers KW - Research KW - Speeding KW - Teenage drivers KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811847.pdf UR - https://trid.trb.org/view/1286154 ER - TY - RPRT AN - 01522298 AU - National Research Council AU - National Highway Traffic Safety Administration TI - Reducing the Fuel Consumption and Greenhouse Gas Emissions of Medium- and Heavy-Duty Vehicles, Phase Two: First Report SN - 9780309302371 PY - 2014 SP - 162p AB - Medium- and heavy-duty trucks, motor coaches, and transit buses - collectively, "medium- and heavy-duty vehicles", or MHDVs - are used in every sector of the economy. The fuel consumption and greenhouse gas emissions of MHDVs have become a focus of legislative and regulatory action in the past few years. This report is a follow-on to the National Research Council's 2010 report, Technologies and Approaches to Reducing the Fuel Consumption of Medium-and Heavy-Duty Vehicles. That report provided a series of findings and recommendations on the development of regulations for reducing fuel consumption of MHDVs. This report comprises the first periodic, five-year follow-on to the 2010 report. This report reviews National Highway Traffic Safety Administration (NHTSA) fuel consumption regulations and considers the technological, market and regulatory factors that may be of relevance to a revised and updated regulatory regime taking effect for model years 2019-2022. The report analyzes and provides options for improvements to the certification and compliance procedures for medium- and heavy-duty vehicles; reviews an updated analysis of the makeup and characterization of the medium- and heavy-duty truck fleet; examines the barriers to and the potential applications of natural gas in class 2b through class 8 vehicles; and addresses uncertainties and performs sensitivity analyses for the fuel consumption and cost/benefit estimates. KW - Benefit cost analysis KW - Buses KW - Fuel consumption KW - Greenhouse gases KW - Heavy duty trucks KW - Heavy duty vehicles KW - Natural gas KW - Pollutants KW - Regulations KW - Sensitivity analysis UR - http://www.nap.edu/catalog.php?record_id=18736 UR - https://trid.trb.org/view/1305383 ER - TY - RPRT AN - 01541481 AU - Vegega, Maria AU - Jones, Brian AU - Monk, Chris AU - National Highway Traffic Safety Administration TI - Understanding the Effects of Distracted Driving and Developing Strategies to Reduce Resulting Deaths and Injuries: A Report to Congress PY - 2013/12//Final Report SP - 32p AB - This report was prepared in accordance with Section 31105 of the 2012 Moving Ahead for Progress in the 21st Century (MAP-21) Act. The report summarizes a series of studies undertaken by the National Highway Traffic Safety Administration and others, to acquire the information needed to address the general problem of distracted driving. The report documents what is known about distracted driving, including distractions other than the use of personal wireless communications devices; identifies metrics to determine the nature and scope of the distracted driving problem; and discusses methods to enhance education and awareness of the problem to reduce deaths and injuries caused by all forms of distracted driving. It highlights the need for further research and concludes with recommendations to better address the problem of distracted driving. KW - Countermeasures KW - Distraction KW - Metrics (Quantitative assessment) KW - Moving Ahead for Progress in the 21st Century Act KW - Recommendations KW - Safety education UR - http://www.nhtsa.gov/staticfiles/nti/pdf/UnderstandingEffectsDistractDriving.pdf UR - https://trid.trb.org/view/1327108 ER - TY - RPRT AN - 01516571 AU - Lococo, Kathy H AU - Decina, Lawrence E AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - Child Restraint Use Survey (LATCH Use and Misuse): Coding Manual PY - 2013/12 SP - 261p AB - The purpose of this project was to collect quantitative data and other information concerning the restraint use of children in passenger vehicles. In particular, the project was conducted to obtain information regarding whether LATCH technology (Lower Anchors and Tethers for Children) was being used in vehicles equipped with LATCH, and whether LATCH technology was being used correctly in the installation of child restraint systems (CRSs). The study also sought information about drivers’ knowledge of booster seats and their purposes, as well as drivers’ knowledge about the new LATCH technology for CRSs. In addition, if LATCH equipment was available in the vehicles, information about drivers’ likes and dislikes about LATCH technology was obtained, and whether there were preferences for using safety belts to secure the CRS to the vehicle over use of lower anchors. Additionally, the study sought to identify relationships between selected driver demographic characteristics (age, gender, race/ethnicity) and restraint use of children; as well as the relationship that variables such as the demographics of other occupants in the vehicle, vehicle type, occupant seating position, and restraint type available for the seating position had on restraint use. This Coding Manual provides information about data collected in 7 States from 1,182 vehicles that were transporting 1,728 children ages 12 and under. Data are organized into two sets—a Vehicle data set and an Occupant data set. This Manual provides a description of the 126 variables in the Vehicle data set and the 91 variables in the Occupant data set to be used for statistical analysis purposes. KW - Booster seats KW - Child restraint systems KW - Children KW - Coding systems KW - Demographics KW - Drivers KW - Lower Anchors and Tethers for Children (LATCH) KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/Pubs/811852.pdf UR - https://trid.trb.org/view/1290699 ER - TY - RPRT AN - 01516270 AU - van Rooij, Lex AU - Broos, Jeroen AU - van Nunen, Ellen AU - TASS/TNO North America AU - National Highway Traffic Safety Administration TI - Sensitivity Analysis of the Response of a 6-Year-Old Child in Automotive Crashes PY - 2013/12 SP - 107p AB - Prior studies have shown that child anthropometric test devices (ATDs) could benefit from improved biofidelity. Defining child ATD biofidelity based on traditional biomechanical testing methods can be ethically and technically (e.g., scaling) difficult. Therefore, this project explored a modeling approach for defining biofidelity test conditions/responses that could be applied towards new frontal child ATD development. This project used new knowledge from child-focused biomechanical and anthropometry studies as input in efforts to update, parameterize, and optimize a Hybrid III 6-year-old-based numerical model that was then applied in defining new biofidelity targets for a 6-year-old frontal ATD. The first phase of the study involved parameterizing and updating a Hybrid III-based 6-year-old model to include improved pelvis, abdomen, and shoulder anthropometry and an additional joint in the thoracic spine.The updated and parameterized 6-year-old model was then used to complete a parameter sensitivity analysis. Twelve setups were implemented, all representing biomechanical test conditions. These conditions included four belt load tests on the abdomen and thorax, pendulum and cardiopulmonary resuscitation tests on the thorax, neck flexion/extension and tension tests, and three whole-body conditions. Almost all stiffness and damping parameters were found to be sensitive. The model was then optimized for various responses (e.g., force-displacement, head excursion) and various criteria (e.g., peak value, curve fit). The same 12 setups from the parameter sensitivity analysis were used together with a few additional conditions. In general, the optimization process improved the response of the model. However, the final optimized model did not achieve biofidelic head excursions in whole body sled conditions. This may be attributed to parameter limits implemented in the spine (tensile and flexion properties). Shoulder flexibility may also have contributed. While the shoulder was updated, shoulder flexibility was not parameterized. The final task involved using the updated and optimized model to develop biofidelity targets for a frontal 6-year-old ATD. The conditions largely represented those from existing standards or from biomechanical studies used in the sensitivity and optimization tasks. Proposed conditions and biofidelity targets are presented. KW - Anthropometry KW - Biophysics KW - Children KW - Dummies KW - Frontal crashes KW - Highway safety KW - Optimization KW - Sensitivity analysis UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Biomechanics%20&%20Trauma/Biomechanics%20Software%20and%20Reports/811860.pdf UR - https://trid.trb.org/view/1290619 ER - TY - RPRT AN - 01506776 AU - National Highway Traffic Safety Administration TI - Crashworthiness Data System 2012 Coding and Editing Manual PY - 2013/12 SP - 1,297 p AB - This manual includes information to edit and code the 2012 Crashworthiness Data System. Data elements and tables are defined, data collection and entry forms are presented, and a data dictionary is described throughout the manual. The database seems to be a relational database, with Oracle as its platform. KW - Crashworthiness KW - Data dictionaries KW - Data elements (Relational databases) KW - Highway safety KW - Relational databases KW - Tables (Data) KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811831.pdf UR - https://trid.trb.org/view/1290231 ER - TY - RPRT AN - 01505788 AU - Funkhouser, Dillon AU - Sayer, James R AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Cell Phone Filter/Blocker Technology Field Test PY - 2013/12//Technical Report SP - 90p AB - Forty-four participants each received a cell phone filtering/blocking application on their employer-provided cell phones for 9 weeks. During the first and last 3 weeks, cell phone activity including calling, text messaging and application use was simply recorded in the background. During the middle 3 weeks, the cell phone filtering/blocking software was active, meaning that anytime the application sensed that the phone was moving faster than the pre-set speed threshold, all phone activity was blocked. Two different custom applications were designed for this study, one a software-only solution, and one a combination of hardware and software. Objective data on participants’ phone use behavior and subjective data (from a questionnaire) on participants’ acceptance were collected. Additionally, the impact on an organization attempting to implement a similar program employing cell phone filtering/blocking was examined. During the blocking period, participants initiated a higher proportion of their calls when stopped than when the blocking software was inactive. Also, during the blocking period, participants answered a much smaller proportion of incoming calls while driving, and outgoing calls were placed at a lower mean speed. Participants were neutral in their opinions on whether they received a safety benefit from the cell phone blocking. While the costs for an organization attempting to implement a program like this are incurred throughout the life cycle, the largest costs will likely come from the monitoring and maintenance required and through any losses in productivity associated with blocking phone use while driving. KW - Cellular telephones KW - Costs KW - Drivers KW - Employees KW - Field tests KW - Highway safety KW - Software UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2013/Cell_Phone_Filter_Blocker_Technology_Field_Test_811863.pdf UR - https://trid.trb.org/view/1285679 ER - TY - RPRT AN - 01502789 AU - Schroeder, Paul AU - Kostyniuk, Lidia AU - Mack, Mary AU - Abt SRBI Incorporated AU - National Highway Traffic Safety Administration TI - 2011 National Survey of Speeding Attitudes and Behaviors PY - 2013/12//Final Report SP - 182p AB - The 2011 National Survey of Speeding Attitudes and Behavior (NSSAB) is the third in a series of surveys on speeding that have provided data to help further the understanding of driving behavior and to contribute to the development of countermeasures and interventions to reduce speeding. Like the previous studies, this survey yields national estimates of behavior and attitudes toward speeding in the United States. The present study differs from the earlier studies in that it developed and used a driver typology based on the pattern of responses across six speeding behavior questions. Cluster analysis identified three distinct groups of drivers with similar overall behavioral tendencies and, among those categorized, 30% are nonspeeders, 40% are sometime speeders, and 30% are speeders. Driver type is a powerful predictor of norms and attitudes toward speeding behavior, speeding countermeasures, experience with sanctions and crash experience. This report details the findings from the 2011 NSSAB, examining the data using the above mentioned driver typology as well as standard demographics. In the final chapter, results from the current study are compared to those of the 2002 NSSAB and the 1997 NSSAB. Using data from over the last 14 years allows the identification of trends in speeding and driving behavior, especially as new technologies such as cell phones become more pervasive in the driving community. KW - Attitudes KW - Automobile drivers KW - Behavior KW - Cluster analysis KW - Countermeasures KW - Demographics KW - Speeding KW - Trend (Statistics) KW - United States UR - http://www.nhtsa.gov/staticfiles/communications/pdf/2011_N_Survey_of_Speeding_Attitudes_and_Behaviors_811865.pdf UR - https://trid.trb.org/view/1280998 ER - TY - RPRT AN - 01501087 AU - National Highway Traffic Safety Administration TI - Traffic Safety for Older People – 5-Year Plan PY - 2013/12 SP - 29p AB - This document is intended to serve as the plan for National Highway Traffic Safety Administration (NHTSA) activities to address traffic safety concerns of older people. Given the increasing proportion of older people in the population, NHTSA must work in conjunction with its partners to provide evidence-based countermeasures to reduce risk to older - and all - road users. The plan is broken down into three time periods. The initial period covers current work and projects scheduled within the next 2 years. The second period covers work scheduled for 3 to 5 years from the initiation of this plan. The final and extended period of this plan covers the outputs occurring beyond 5 years from the initiation of this plan. NHTSA may, based on data, research findings and resources, modify its approach. NHTSA recognized the need to define "older" in developing and executing a plan to improve the safety of older road users. The plan includes diverse efforts to evaluate ages at which risk increases in terms of injuries and of driver performance decrements associated with increased crash risk. The plan also has four core elements, each with a set of issues - data, vehicle, behavior and pedestrian safety. This strategic plan is intended to be a dynamic guide rather than a static statement. KW - Aged KW - Aged drivers KW - Behavior KW - Countermeasures KW - Data needs KW - Pedestrian safety KW - Strategic planning KW - Traffic safety KW - Vehicle safety UR - http://www.nhtsa.gov/staticfiles/nti/older_drivers/pdf/Older_People_811873.pdf UR - https://trid.trb.org/view/1279460 ER - TY - ABST AN - 01625571 TI - Field Test of Oral Fluid Screening Devices AB - A recent development in drug use detection has been the capability of toxicology laboratories to detect most illegal and legal (prescription) drugs in oral fluid samples. Oral fluid samples are much easier to collect than blood samples. There are oral fluid collection devices currently available for use that capture a sufficient quantify of oral fluids that can then be sent to a lab for analysis. Devices known as “on-site” or “rapid screening” devices allow one to obtain an oral fluid sample from an impaired driving suspect, and within a few minutes, have an indication of use (typically for 5-7 drugs). At this time, for forensic purposes, a second oral fluid sample is still needed for confirmatory testing. If accurate and reliable, these screening devices would provide an officer with crucial information as to how to proceed with an impaired driving charge. This research is examining the accuracy and feasibility of these devices. KW - Drugs KW - Field tests KW - Fluids KW - Impaired drivers KW - Law enforcement personnel KW - Samples KW - Screenings UR - https://trid.trb.org/view/1453683 ER - TY - RPRT AN - 01523810 AU - National Highway Traffic Safety Administration TI - Model Guideline for State Ignition Interlock Programs PY - 2013/11 SP - 13p AB - Each State has its own impaired driving laws which influence the delivery of impaired driving programs and policies. While almost all States have an ignition interlock program, they are each unique and at different stages of development. States vary in terms of the agencies involved in the delivery of interlock programs, their structures, authority, and operational practices. State ignition interlock programs include partners in law enforcement, State highway safety offices, prosecutors, judiciary, driver licensing agencies, probation, manufacturers, and treatment. Ignition interlock programs can be delivered in three different ways: through the judiciary within the criminal justice system, administratively within the driver licensing system, or using a hybrid approach that incorporates both judicial and administrative driver licensing elements. Regardless of the approach to ignition interlock program delivery that is used in each State, there are some key program features that are essential to strengthen program delivery and that should be pursued in every jurisdiction. KW - Alcohol ignition interlock devices KW - Drunk driving KW - Guidelines KW - Legislation UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811859.pdf UR - https://trid.trb.org/view/1307279 ER - TY - RPRT AN - 01518977 AU - Duffy, Steve AU - Prasad, Aloke AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Motorcoach Side Glazing Retention Research PY - 2013/11//Final Report SP - 102p AB - In 2003, National Highway Traffic Safety Administration (NHTSA) and Transport Canada entered into a joint research program conducted by Martec Limited that focused on preventing unrestrained occupant ejections during motorcoach rollovers by improving standard window glazing and retention. Through computer simulation the Martec study (MS) determined that the impact velocity of an occupant striking the glazing was as much as 21.6 km/h (13.4 mph). Results from this research aided in the development of a dynamic test device of 26 kg (57 lb) mass that represents the torso of the 50th percentile adult male side impact dummy (US-SID). A section of a Motor Coach Industries (MCI) 1993 102D motorcoach was used by the Vehicle Research and Test Center (VRTC) to conduct impact tests at the center of the window and near the latch at different impact speeds. In center impacts, no windows with tempered glass broke and no windows opened under the MS impact conditions (26 kg at 21.6 km/h). In near-latch impacts, all latches opened when struck at the MS conditions. Testing was expanded to other motorcoach manufacturers and coach series to establish fleet baseline performance. Market share studies indicated that the fleet was well represented by conducting tests on a Prevost model H3-45, Van Hool model C2045, and MCI E/J-series, in addition to the MCI D-series line. Testing was conducted on glazing mounted to test frames that represented the side passenger window frames for each of the three manufacturers. Windows from all three manufacturers exhibited latch openings in near-latch tests on production latches at MS conditions. An attempt was made to modify the latch systems with simple designs to see if the impactor could be contained when tested at the MS conditions. In near-latch tests on countermeasure latches at MS conditions, the MCI E/J-series latches required the simplest modification to improve its performance. The MCI E/J-series countermeasure latch and glass remained intact. However, no simple countermeasures were identified for the Van Hool and Prevost latches. A study was conducted and a test procedure developed to address the glazing strength in the event the window is broken in a rollover crash prior to occupant loading. A series of tests was performed on fixed windows from the MCI E/J-series to determine their performance under MS conditions. Tests near the retaining clips on unbroken glazing produced partial window openings. For tests conducted at the center of the daylight opening, the unbroken single-glazed window opened, but neither the unbroken or pre-broken double-glazed windows opened. Finally, a series of tests was conducted to compare the setups of the MCI D-series bus section tests and window frame tests. Determining the relative stringency of the two test methods was inconclusive. In five comparison tests, the event of window opening or remaining closed was similar. Also, the peak forces from the frame tests were higher than those from the bus section tests, but there was no clear trend for the peak excursion measurements. KW - Bus crashes KW - Buses KW - Impact tests KW - Occupant dynamics KW - Rollover crashes KW - Simulation KW - Test procedures KW - Window glass KW - Windows (Vehicles) UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/cw/811862.pdf UR - https://trid.trb.org/view/1300292 ER - TY - RPRT AN - 01518970 AU - Angell, Linda AU - Perez, Miguel AU - Garrott, W Riley AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Explanatory Material About the Definition of a Task Used in NHTSA's Driver Distraction Guidelines, and Task Examples PY - 2013/11//Final Report SP - 182p AB - This report supplements the proposed National Highway Traffic Safety Administration (NHTSA) Driver Distraction Guidelines for Visual-Manual Interfaces with explanatory information and examples about the definition of a task. It is intended to assist those using these Guidelines. The contents of this report are the opinions of contractor personnel; they are not necessarily official NHTSA policy. This report is believed to be consistent with NHTSA’s proposal of February 24, 2012. The material provided herein is offered to facilitate a common and shared understanding of the definitions needed for consistent and rigorous testing of tasks that may be performed using electronic devices that are within the scope of the NHTSA Driver Distraction Guidelines. This report particularly focuses on the definition of a testable task, and on supporting definitions which are used in conjunction with it (for example, definitions such as “start of measurement” and “end of measurement”). These definitions are needed when device tasks are tested to determine whether the proposed acceptance criteria of the NHTSA Distraction Guidelines have been successfully met. This report provides numerous examples which illustrate how to apply the definitions for testing purposes, and discusses some of the challenges that exist in applying definitions to tasks in real system architectures. KW - Definitions KW - Distraction KW - Driver vehicle interfaces KW - Guidelines KW - Test procedures KW - U.S. National Highway Traffic Safety Administration KW - Vehicle electronics UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811858.pdf UR - https://trid.trb.org/view/1300416 ER - TY - RPRT AN - 01518866 AU - National Highway Traffic Safety Administration TI - 2012 Fatality Analysis Report System (FARS) and National Automotive Sampling System (NASS) General Estimates System (GES) Coding and Validation Manual PY - 2013/11 SP - 974p AB - This manual provides a data dictionary for the Fatality Analysis Reporting System (FARS) and National Automotive Sampling System (NASS) General Estimates System (GES) databases. Providing data about fatal and all other types of crashes involving all types of vehicles, both FARS and the NASS GES are used to identify highway safety problem areas, provide a basis for regulatory and consumer information initiatives, and form the basis for cost and benefit analyses of highway safety initiatives. The manual lists the codes used for the data elements in FARS and the NASS GES. It presents the coding forms and instructions on how to code the data elements at the crash level, vehicle level, driver level, precrash level and person level. It also provides the changes to the 2012 manual, and a list of data elements and database location codes. KW - Coding systems KW - Computer program documentation KW - Data dictionaries KW - Databases KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Highway safety KW - National Automotive Sampling System KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811854.pdf UR - https://trid.trb.org/view/1300587 ER - TY - CONF AN - 01502580 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Matsui, Yasuhiro AU - Hitosugi, Masahito AU - Doi, Tsutomu AU - Oikawa, Shoko AU - Takahashi, Kunio AU - Ando, Kenichi TI - Features of Pedestrian Behavior in Car-to-Pedestrian Contact Situations in Near-Miss Incidents in Japan PY - 2013/11 VL - 14 IS - sup1 SP - pp S58-S63 AB - The objective of this study is to evaluate the severe conditions between car-to-pedestrian near-miss situations using pedestrian time-to-vehicle (pedestrian TTV) which is the time when the pedestrian would reach the forward moving car line. Since the information available from the real-world accidents was limited, the authors focused on the near-miss situations captured by driving recorders installed in passenger cars. In their previous study, the authors found there were some similarities between accidents and near-miss incidents. It was made clear that the situations in pedestrians' accidents could be estimated from the near-miss incident data which included motion pictures capturing pedestrian behaviors. In their previous study, the vehicle time-to-collision (vehicle TTC) was investigated from the near-miss incident data. The authors analyzed data for 101 near-miss car-to-pedestrian incident events in which pedestrians were crossing the roads in front of a forward-moving car at an intersection or on a straight road. Using a video of near-miss car-to-pedestrian incidents captured by drive recorders and collected by the Society of Automotive Engineers of Japan (J-SAE) from 2005 to 2009, the pedestrian TTV was calculated. Based on the calculated pedestrian TTV, one of the severe conditions between car-to-pedestrian near-miss situations was evaluated for pedestrians who emerged from behind an obstruction such as a building, a parked vehicle and a moving vehicle. Focusing on the cases of the pedestrians who emerged from behind an obstruction, the averages of the vehicle TTC and pedestrian TTV were 1.31 and 1.05 seconds, respectively, and did not demonstrate a significant difference. Since the averages of the vehicle TTC and pedestrian TTV were similar, there would be a higher possibility of the contact between a car and pedestrian if the driver and pedestrian were not paying any attention. The authors propose that a moving speed of a pedestrian surrogate "dummy" should be determined considering the near-miss incident situations for the evaluation of a CDMBS for pedestrian detection. The authors also propose that the time-to-collision of the dummy to the tested car during the evaluation of the performance of the CDMBS for pedestrian detection should be determined considering the time such as the vehicle TTC in this study. Additionally or alternatively, the pedestrian TTV should be considered, in which the worst situation was assumed for a car that was moving toward a pedestrian without braking due to the car driver's inattentiveness and the pedestrian not slowing down their walking speed or stopping. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Attention lapses KW - Crash injuries KW - Highway safety KW - Japan KW - Pedestrian safety KW - Pedestrian vehicle interface KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Prevention KW - Stopping distances UR - http://dx.doi.org/10.1080/15389588.2013.796372 UR - https://trid.trb.org/view/1266790 ER - TY - CONF AN - 01502579 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Kang, Yun-Seok AU - Moorhouse, Kevin AU - Herriott, Rod AU - Bolte, John H. TI - Comparison of Cervical Vertebrae Rotations for PMHS and BioRID II in Rear Impacts PY - 2013/11 VL - 14 IS - sup1 SP - pp S136-S147 AB - The objectives of this study are to propose a new instrumentation technique for measuring cervical spine kinematics, validate it, and apply the instrumentation technique to postmortem human subjects (PMHS) in rear impact sled tests so that cervical motions can be investigated. First, a new instrumentation and dissection technique is proposed in which instrumentation (3 accelerometers, 3 angular rate sensors) capable of measuring the detailed intervertebral kinematics are installed on the anterior aspects of each vertebral body with minimal muscular damage. The instrumentation was validated by conducting 10 km/h rear impact tests with 2 PMHS in a rigid rolling chair. After this validation, a total of 14 sled tests using 8 male PMHS (175 ± 6.9 cm stature and 78.4 ± 7.7 kg weight) were conducted in 2 moderate-speed rear impacts (8.5 g, 17 km/h; 10.5 g, 24 km/h). A current rear impact dummy, BioRID II, was also tested under the same condition with an angular rate sensor installed on each of the cervical vertebrae so that rotations of the cervical spine of the BioRID II could be compared to those measured from the PMHS. The National Highway Traffic Safety Administration (NHTSA) biofidelity ranking system was used for quantitative analysis of the BioRID II cervical spine biofidelity. Results show that the BioRID II exhibited comparable rotations to the PMHS in the 17 km/h test, but the vertebrae in the lower cervical spine (C5-C7) of the BioRID II showed less rearward rotation than the PMHS. For the 24 km/h test, the vertebrae in the cervical spine of the BioRID II exhibited less rearward rotation than the PMHS at all levels (C2-C7). The average biofidelity score for C2 through C7 was 1.02 for the 17 km/h test, and 2.27 for the 24 km/h test. These results reflect the fact that the fully articulated spine of the BioRID II was designed and tuned to model low speed rear impacts. The intervertebral rotations for both the PMHS and the BioRID II were primarily relative flexion rotations even though the cervical vertebrae rotated rearward with respect to the global coordinate system. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Biodynamics KW - Cadavers KW - Crash injuries KW - Dummies KW - Injury severity KW - Instrumentation KW - Occupant kinetics KW - Rear end crashes KW - Sled tests KW - Spinal column KW - Torque UR - http://dx.doi.org/10.1080/15389588.2013.799280 UR - https://trid.trb.org/view/1266795 ER - TY - CONF AN - 01502577 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Hu, Jingwen AU - Wu, Jun AU - Klinich, Kathleen D. AU - Reed, Matthew P. AU - Rupp, Jonathan D. AU - Cao, Libo TI - Optimizing the Rear Seat Environment for Older Children, Adults, and Infants PY - 2013/11 VL - 14 IS - sup1 SP - pp S13-S22 AB - Our recent rear seat safety research found that more-forward and higher lap belt anchorage locations and much shorter and stiffer seat cushions can improve the protection of older children from 6 to 12 years old who are using the vehicle belt without a booster. The objective of this study was to investigate whether the optimal rear seat restraint systems for adults and infants are consistent with those for older children. The authors conducted sensitivity analyses and design optimizations for adults and for infants in a rear-facing child restraint system (CRS) using a set of MADYMO models, an automated simulation framework, and occupant belt-fit and posture prediction models from our previous studies. A series of 12 sled tests was also used to validate the computational models. The optimal belt anchorage locations and the seat cushion length for older children, adults, and rear-facing CRS-seated infants conflict with each other. In particular, more-forward lap belt anchorage locations that prevent submarining for older children would reduce the protection to both adults and CRS-seated infants, although the protection is still acceptable based on regulated injury criteria. A shorter seat cushion could provide optimal protection to older children and adults but would significantly increase the CRS rotation. The findings of this study suggested that adaptive/adjustable restraint systems are necessary to simultaneously improve the rear seat occupant protection for all age groups. Supplemental materials are available for this article. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Adolescents KW - Adults KW - Age groups KW - Children KW - Crash injuries KW - Occupant kinetics KW - Optimization KW - Rear seat occupants KW - Seat belts UR - http://dx.doi.org/10.1080/15389588.2013.796043 UR - https://trid.trb.org/view/1266789 ER - TY - CONF AN - 01502576 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Johannsen, Heiko AU - Adolph, Thorsten AU - Edwards, Mervyn AU - Lazaro, Ignacio AU - Versmissen, Ton AU - Thomson, Robert TI - Proposal for a Frontal Impact and Compatibility Assessment Approach Based on the European FIMCAR Project PY - 2013/11 VL - 14 IS - sup1 SP - pp S105-S115 AB - To improve vehicle safety in frontal collisions, the crash compatibility between the colliding vehicles is crucial. Compatibility aims to improve both the self and partner protection properties of vehicles. Although compatibility has received worldwide attention for many years, no final assessment approach has been defined. Within the Frontal Impact and Compatibility Assessment Research (FIMCAR) project, different frontal impact test procedures (offset deformable barrier [ODB] test as currently used for Economic Commission for Europe [ECE] R94, progressive deformable barrier test as proposed by France for a new ECE regulation, moveable deformable barrier test as discussed worldwide, full-width rigid barrier test as used in Federal Motor Vehicle Safety Standard [FMVSS] 208, and full-width deformable barrier test) were analyzed regarding their potential for future frontal impact legislation. The research activities focused on car-to-car frontal impact accidents based on accident investigations involving newer cars. Test procedures were developed with both a crash test program and numerical simulations. The proposal from FIMCAR is to use a full-width test procedure with a deformable element and compatibility metrics in combination with the current offset test as a frontal impact assessment approach that also addresses compatibility. By adding a full-width test to the current ODB test it is possible to better address the issues of structural misalignment and injuries resulting from high acceleration accidents as observed in the current fleet. The estimated benefit ranges from a 5 to 12 percent reduction of fatalities and serious injuries resulting from frontal impact accidents. By using a deformable element in the full-width test, the test conditions are more representative of real-world situations with respect to acceleration pulse, restraint system triggering time, and deformation pattern of the front structure. The test results are therefore expected to better represent real-world performance of the tested car. Furthermore, the assessment of the structural alignment is more robust than in the rigid wall test. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Barriers (Roads) KW - Crash injuries KW - Crashworthiness KW - Fatalities KW - Frontal crashes KW - Frontal Impact and Compatibility Assessment Research KW - Impact tests KW - Injury severity KW - Median barriers KW - Vehicle safety UR - http://dx.doi.org/10.1080/15389588.2013.790538 UR - https://trid.trb.org/view/1266787 ER - TY - CONF AN - 01502574 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Sherwood, Christopher P. AU - Mueller, Becky C. AU - Nolan, Joseph M. AU - Zuby, David S. AU - Lund, Adrian K. TI - Development of a Frontal Small Overlap Crashworthiness Evaluation Test PY - 2013/11 VL - 14 IS - sup1 SP - pp S128-S135 AB - Small overlap frontal crashes are those in which crash forces are applied outboard of the vehicle's longitudinal frame rails. In-depth analyses of crashes indicate that such crashes account for a significant proportion of frontal crashes with seriously injured occupants. The objective of this research was to evaluate possible barrier crash tests that could be used to evaluate the crashworthiness of vehicles across a spectrum of small overlap crash types. Sixteen full-scale vehicle tests were conducted using 3 midsize passenger vehicles in up to 6 different test configurations, including vehicle-to-vehicle and barrier tests. All vehicles were tested at 64 km/h with an instrumented Hybrid III midsize male driver dummy. All test configurations resulted in primary loading of the wheel, suspension system, and hinge pillar. Vehicles underwent substantial lateral movement during the crash, which varied by crash configuration. The occupant compartments had significant intrusion, particularly to the most outboard structures. Inboard movement of the steering wheel in combination with outboard movement of the dummies (due to the lateral vehicle motion) caused limited interaction with the frontal air bag in most cases. When assessing overall crashworthiness (based on injury measures, structural deformation, and occupant kinematics), one vehicle had superior performance in each crash configuration. This was confirmation that the countermeasures benefiting performance in a single small overlap test also will provide a benefit in other crash configurations. Based on these test results, the Insurance Institute for Highway Safety has developed a small overlap crashworthiness evaluation with the following characteristics: a rigid flat barrier with a 150-mm corner radius, 25 percent overlap, 64 km/h test speed, and a Hybrid III midsize male driver dummy. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Barriers (Roads) KW - Crash injuries KW - Crashworthiness KW - Dummies KW - Fatalities KW - Frontal crashes KW - Frontal Impact and Compatibility Assessment Research KW - Impact tests KW - Injury severity KW - Occupant kinetics KW - Private passenger vehicles KW - Steering wheels KW - Vehicle safety UR - http://dx.doi.org/10.1080/15389588.2013.790539 UR - https://trid.trb.org/view/1266788 ER - TY - CONF AN - 01502573 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Seiniger, Patrick AU - Bartels, Oliver AU - Pastor, Claus AU - Wisch, Marcus TI - An Open Simulation Approach to Identify Chances and Limitations for Vulnerable Road User (VRU) Active Safety PY - 2013/11 VL - 14 IS - sup1 SP - pp S2-S12 AB - It is commonly agreed that active safety will have a significant impact on reducing accident figures for pedestrians and probably also bicyclists. However, chances and limitations for active safety systems have only been derived based on accident data and the current state of the art, based on proprietary simulation models. The objective of this article is to investigate these chances and limitations by developing an open simulation model. This article introduces a simulation model, incorporating accident kinematics, driving dynamics, driver reaction times, pedestrian dynamics, performance parameters of different autonomous emergency braking (AEB) generations, as well as legal and logical limitations. The level of detail for available pedestrian accident data is limited. Relevant variables, especially timing of the pedestrian appearance and the pedestrian's moving speed, are estimated using assumptions. The model in this article uses the fact that a pedestrian and a vehicle in an accident must have been in the same spot at the same time and defines the impact position as a relevant accident parameter, which is usually available from accident data. The calculations done within the model identify the possible timing available for braking by an AEB system as well as the possible speed reduction for different accident scenarios as well as for different system configurations. The simulation model identifies the lateral impact position of the pedestrian as a significant parameter for system performance, and the system layout is designed to brake when the accident becomes unavoidable by the vehicle driver. Scenarios with a pedestrian running from behind an obstruction are the most demanding scenarios and will very likely never be avoidable for all vehicle speeds due to physical limits. Scenarios with an unobstructed person walking will very likely be treatable for a wide speed range for next generation AEB systems. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Automobile drivers KW - Biokinematics KW - Cyclists KW - Highway safety KW - Impacts KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Reaction time KW - Speed KW - Traffic simulation UR - http://dx.doi.org/10.1080/15389588.2013.797574 UR - https://trid.trb.org/view/1266793 ER - TY - CONF AN - 01502572 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Chen, Guofei AU - Link, Todd M. AU - Shi, Ming F. AU - Tyan, Tau TI - Modeling of Material Orientation Effects on AHSS Crush and Fracture Behavior in Axial Crush Tests PY - 2013/11 VL - 14 IS - sup1 SP - pp S23-S29 AB - Due to the rolling manufacturing process, most advanced high-strength steels (AHSS) demonstrate in-plane anisotropic material behavior. This study investigates the effects of material orientation on the axial crush behavior and fracture of AHSS with axial crush tests and computer simulations. Crush simulation models considering material anisotropy and damage evolution were developed in LS-DYNA based on the drop-tower crush test results and coupon characterization test data for DP780 steel. The modified Mohr-Coulomb (MMC) isotropic fracture model was employed in the crush simulation models for fracture prediction. The 12-sided components fabricated in the transverse (T) direction of the sheet exhibited slightly higher crush loads and reduced crush distances compared to those in the longitudinal (L) direction. The crush behavior in each direction was generally proportional to ultimate tensile strength. All of the materials investigated in this study showed some cracking in the crush tests for both component orientations, but only DP780 showed significant anisotropy in fracture behavior with more cracking for the T direction compared to the L direction. Overall, the amount of cracking observed in the tests had little or no significant effect on the axial crush performance. The MMC fracture loci in both the L and T directions were determined using a reverse engineering approach, and the stress-strain curves beyond the uniform elongation point were extended using an optimization method. Both material models MAT103 and MAT224 predicted the crush and fracture behavior with reasonably good accuracy. The predicted fracture mode and force-displacement curves agreed well with the test data for both the L and T directions in axial crush tests of the 12-sided components. The simple isotropic material model MAT224 is adequate for crush simulations to predict material orientation effects on AHSS component crush performance and fracture behavior. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Anisotropic materials KW - Cracking KW - Crashworthiness KW - Deformation curve KW - Fracture mechanics KW - Fracture tests KW - Materials KW - Steel KW - Tensile strength UR - http://dx.doi.org/10.1080/15389588.2013.790537 UR - https://trid.trb.org/view/1266786 ER - TY - CONF AN - 01502571 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Barbat, Saeed AU - LI, Xiaowei AU - Prasad, Priya TI - Bumper and Grille Airbags Concept for Enhanced Vehicle Compatibility in Side Impact: Phase II PY - 2013/11 VL - 14 IS - sup1 SP - pp S30-S39 AB - Fundamental physics and numerous field studies have shown a higher injury and fatality risk for occupants in smaller and lighter vehicles when struck by heavier, taller and higher vehicles. The consensus is that the significant parameters influencing compatibility in front-to-side crashes are geometric interaction, vehicle stiffness, and vehicle mass. The objective of this research is to develop a concept of deployable bumper and grille airbags for improved vehicle compatibility in side impact. The external airbags, deployed upon signals from sensors, may help mitigate the effect of weight, geometry and stiffness differences and reduce side intrusions. However, a highly reliable pre-crash sensing system is required to enable the reliable deployment, which is currently not technologically feasible. Analytical and numerical methods and hardware testing were used to help develop the deployable external airbags concept. Various Finite Element (FE) models at different stages were developed and an extensive number of iterations were conducted to help optimize airbag and inflator parameters to achieve desired targets. The concept development was executed and validated in two phases. This paper covers Phase II ONLY, which includes: (1) Re-design of the airbag geometry, pressure, and deployment strategies; (2) Further validation using a Via sled test of a 48 kph perpendicular side impact of an SUV-type impactor against a stationary car with US-SID-H3 crash dummy in the struck side; (3) Design of the reaction surface necessary for the bumper airbag functionality. The concept was demonstrated through live deployment of external airbags with a reaction surface in a full-scale perpendicular side impact of an SUV against a stationary passenger car at 48 kph. This research investigated only the concept of the inflatable devices since pre-crash sensing development was beyond the scope of this research. The concept design parameters of the bumper and grille airbags are presented in this paper. Full vehicle-to-vehicle crash test results, Via sled test, and simulation results are also presented. Head peak acceleration, Head Injury Criteria (HIC), Thoracic Trauma Index (TTI), and Pelvic acceleration for the SID-H3 dummy and structural intrusion profiles were used as performance metrics for the bumper and grille airbags. Results obtained from the Via sled tests and the full vehicle-to-vehicle tests with bumper and grille airbags were compared to those of baseline test results with no external airbags. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Bumpers KW - Crash injuries KW - External air bags KW - Fatalities KW - Frontal crashes KW - Grilles KW - Head and neck injuries KW - Impact tests KW - Mathematical models KW - Occupant kinetics KW - Side air bags KW - Side crashes KW - Simulation KW - Sport utility vehicles KW - Vehicle design KW - Vehicle size KW - Vehicle weight UR - http://dx.doi.org/10.1080/15389588.2013.811720 UR - https://trid.trb.org/view/1266800 ER - TY - CONF AN - 01502570 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Wu, Jingshu AU - Subramanian, Rajesh AU - Craig, Matthew AU - Starnes, Marc AU - Longthorne, Anders TI - The Effect of Earlier or Automatic Collision Notification on Traffic Mortality by Survival Analysis PY - 2013/11 VL - 14 IS - sup1 SP - pp S50-S57 AB - This article explores the effects of earlier emergency medical services (EMS) or automatic collision notification (ACN) and EMS arrival on passenger/driver survivability within the short time frame following traffic crashes. Survival analysis techniques are used extensively in this study, because traffic crash and EMS data are closely associated with time. The Kaplan-Meier estimator and life curves are applied to compare the survival rates between 2 or more conditions (e.g., earlier verus late EMS notification); The Weibull model with 3 parameters is used to predict mortality over time; furthermore, the Cox proportional hazard model explores multiple risk factors related to traffic mortality. Based on Fatality Analysis Reporting System (FARS) data from 2005 to 2009, Kaplan-Meier life curves clearly showed the benefits associated with earlier notifications (approximately 1.84% fatality reduction within a time frame of 6 h after a crash) and earlier arrivals, and the Weibull model with 3 parameters reasonably predicted the fatality trends. The relative risks (RRs) associated with collision notification, arrival, location, and age were obtained from a multiple Cox regression model, and the relatively higher fatality hazard (2.4% higher) associated with the later notification of more than 1 min was studied in detail. This article obtains the driver/passenger survival probability differences over time under different conditions of collision notifications, EMS arrivals, and crash locations; furthermore, this analysis provides an estimation of the lives that could potentially be saved (approximately 154 to 290 per year) due to earlier ACN. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic crash notification KW - Crash injuries KW - Emergency medical services KW - Emergency response time KW - Fatalities KW - Highway safety KW - Injury severity KW - Mathematical models KW - Probability KW - Survival KW - Traffic crashes UR - http://dx.doi.org/10.1080/15389588.2013.799279 UR - https://trid.trb.org/view/1266794 ER - TY - CONF AN - 01502567 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Kusano, Kristofer D. AU - Sherony, Rini AU - Gabler, Hampton C. TI - Methodology for Using Advanced Event Data Recorders to Reconstruct Vehicle Trajectories for Use in Safety Impact Methodologies (SIM) PY - 2013/11 VL - 14 IS - sup1 SP - pp S77-S86 AB - Safety impact methodologies (SIMs) have the goal of estimating safety benefits for proposed active safety systems. Because the precrash movements of vehicles involved in real-world crashes are often unknown, previous SIMs have taken the approach to reconstruct collisions from incomplete information sources, such as scaled scene diagrams and photographic evidence. The objective of this study is to introduce a novel methodology for reconstructing the precrash vehicle trajectories using data from advanced event data recorders (EDRs). Some EDRs from model year 2009 and newer Ford vehicles can record steering wheel angle in addition to precrash vehicle speed, accelerator pedal, and throttle input prior to the crash. A model was constructed using these precrash records and a vehicle model developed in the simulation software PreScan. The model was validated using the yaw rate and longitudinal and lateral accelerations also recorded by this type of Ford EDR but not used to develop the models. In general, the model was able to approximate the dynamics recorded on the EDR. The model did not match the observed dynamics when either the vehicle departed the paved surface or when electronic stability control was active. Modifying the surface friction at the estimated point at which the vehicle departed the road produced better simulation results. The developed trajectories were used to simulate 2 road departure crashes, one into a fixed object and one into a vehicle traveling in the opposite direction, as if the departing vehicle were equipped with a lane departure warning (LDW) system. This example application demonstrates the utility of this method and its potential application to a SIM. This study demonstrated a novel method for crash reconstruction that can be applied to a SIM for active safety systems. Benefits of this method are that the driver inputs do not need to be inferred from other reconstructions because they are recorded directly by the EDR. Currently, there are too few cases with the advanced EDR data to estimate fleet-wide benefits of a system. Because of recent regulation (49 CFR Part 563), EDRs are likely to be downloaded in more real-world crashes, making this method a potentially valuable and low-cost method for developing SIMs in the future. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Acceleration (Mechanics) KW - Crash characteristics KW - Crash reconstruction KW - Event data recorders KW - Highway safety KW - Ran off road crashes KW - Safety Impact Methodology KW - Simulation KW - Speed KW - Vehicle trajectories UR - http://dx.doi.org/10.1080/15389588.2013.796374 UR - https://trid.trb.org/view/1266792 ER - TY - CONF AN - 01502566 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Hynd, David AU - Depinet, Paul AU - Lorenz, Bernd TI - The Repeatability and Reproducibility of the BioRID IIg in a Repeatable Laboratory Seat Based on a Production Car Seat PY - 2013/11 VL - 14 IS - sup1 SP - pp S95-S104 AB - The United Nations Economic Commission for Europe Informal Group on GTR No. 7 Phase 2 are working to define a build level for the BioRID II rear impact (whiplash) crash test dummy that ensures repeatable and reproducible performance in a test procedure that has been proposed for future legislation. This includes the specification of dummy hardware, as well as the development of comprehensive certification procedures for the dummy. This study evaluated whether the dummy build level and certification procedures deliver the desired level of repeatability and reproducibility. A custom-designed laboratory seat was made using the seat base, back, and head restraint from a production car seat to ensure a representative interface with the dummy. The seat back was reinforced for use in multiple tests and the recliner mechanism was replaced by an external spring-damper mechanism. A total of 65 tests were performed with six BioRID IIg dummies using the draft GTR No.7 sled pulse and seating procedure. All dummies were subject to the build, maintenance, and certification procedures defined by the Informal Group. The test condition was highly repeatable, with a very repeatable pulse, a well-controlled seat back response, and minimal observed degradation of seat foams. The results showed qualitatively reasonable repeatability and reproducibility for the upper torso and head accelerations, as well as for T1 Fx and upper neck Fx . However, reproducibility was not acceptable for T1 and upper neck Fz or for T1 and upper neck My . The Informal Group has not selected injury or seat assessment criteria for use with BioRID II, so it is not known whether these channels would be used in the regulation. However, the ramping-up behavior of the dummy showed poor reproducibility, which would be expected to affect the reproducibility of dummy measurements in general. Pelvis and spine characteristics were found to significantly influence the dummy measurements for which poor reproducibility was observed. It was also observed that the primary neck response in these tests was flexion, not extension. This correlates well with recent findings from Japan and the United States showing a correlation between neck flexion and injury in accident replication simulations and postmortem human subjects (PMHS) studies, respectively. The present certification tests may not adequately control front cervical spine bumper characteristics, which are important for neck flexion response. The certification sled test also does not include the pelvis and so cannot be used to control pelvis response and does not substantially load the lumbar bumpers and so does not control these parts of the dummy. The stiffness of all spine bumpers and of the pelvis flesh should be much more tightly controlled. It is recommended that a method for certifying the front cervical bumpers should be developed. Recommendations are also made for tighter tolerance on the input parameters for the existing certification tests. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Biophysics KW - Cadavers KW - Crash injuries KW - Dummies KW - Head and neck injuries KW - Injury severity KW - Instrumentation KW - Occupant kinetics KW - Rear end crashes KW - Simulation KW - Sled tests KW - Spinal column KW - Whiplash UR - http://dx.doi.org/10.1080/15389588.2013.806987 UR - https://trid.trb.org/view/1266799 ER - TY - CONF AN - 01502565 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Savino, Giovanni AU - Giovannini, Federico AU - Baldanzini, Niccolò AU - Pierini, Marco AU - Rizzi, Matteo TI - Assessing the Potential Benefits of the Motorcycle Autonomous Emergency Braking Using Detailed Crash Reconstructions PY - 2013/11 VL - 14 IS - sup1 SP - pp S40-S49 AB - The aim of this study was to assess the feasibility and quantitative potential benefits of a motorcycle autonomous emergency braking (MAEB) system in fatal rear-end crashes. A further aim was to identify possible criticalities of this safety system in the field of powered 2-wheelers (PTWs; e.g., any additional risk introduced by the system itself). Seven relevant cases from the Swedish national in-depth fatal crash database were selected. All crashes involved car-following in which a non-anti-lock braking system (ABS)-equipped motorcycle was the bullet vehicle. Those crashes were reconstructed in a virtual environment with Prescan, simulating the road scenario, the vehicles involved, their precrash trajectories, ABS, and, alternatively, MAEB. The MAEB chosen as reference for the investigation was developed within the European Commission-funded Powered Two-Wheeler Integrated Safety (PISa) project and further detailed in later studies, with the addition of the ABS functionality. The boundary conditions of each simulation varied within a range compatible with the uncertainty of the in-depth data and also included a range of possible rider behaviors including the actual one. The benefits of the MAEB were evaluated by comparing the simulated impact speed in each configuration (no ABS/MAEB, ABS only, MAEB). The MAEB proved to be beneficial in a large number of cases. When applicable, the benefits of the system were in line with the expected values. When not applicable, there was no clear evidence of an increased risk for the rider due to the system. MAEB represents an innovative safety device in the field of PTWs, and the feasibility of such a system was investigated with promising results. Nevertheless, this technology is not mature yet for PTW application. Research in the field of passenger cars does not directly apply to PTWs because the activation logic of a braking system is more challenging on PTWs. The deployment of an autonomous deceleration would affect the vehicle dynamics, thus requesting an additional control action of the rider to keep the vehicle stable. In addition, the potential effectiveness of the MAEB should be investigated on a wider set of crash scenarios in order also to avoid false triggering of the autonomous braking. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Antilock brake systems KW - Automatic braking KW - Crash reconstruction KW - Emergency brakes KW - Mathematical models KW - Motorcycle crashes KW - Motorcyclists KW - Simulation KW - Sweden KW - Two wheeled vehicles KW - Vehicle safety KW - Vehicle trajectories UR - http://dx.doi.org/10.1080/15389588.2013.803280 UR - https://trid.trb.org/view/1266797 ER - TY - CONF AN - 01502564 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Tanaka, Shinobu AU - Hayashi, Shigeki AU - Fukushima, Satoshi AU - Yasuki, Tsuyoshi TI - Investigation of a Relationship Between External Force to Shoulder and Chest Injury of WorldSID and THUMS in 32 km/h Oblique Pole Side Impact PY - 2013/11 VL - 14 IS - sup1 SP - pp S64-S76 AB - This article describes the chest injury risk reduction effect of shoulder restraints using finite element (FE) models of the worldwide harmonized side impact dummy (WorldSID) and Total Human Model for Safety (THUMS) in an FE model 32 km/h oblique pole side impact. This research used an FE model of a mid-sized vehicle equipped with various combinations of curtain shield air bags, torso air bags, and shoulder restraint air bags. As occupant models, AM50 WorldSID and THUMS AM50 Version 4 were used for comparison. The research investigated the effect of shoulder restraint air bag on chest injury by comparing cases with and without a shoulder side air bag. The maximum external force to the chest was reduced by shoulder restraint air bag in both WorldSID and THUMS, reducing chest injury risk as measured by the amount of rib deflection, number of the rib fractures, and rib deflection ratio. However, it was also determined that the external force to shoulder should be limited to the chest injury threshold because the external shoulder force transmits to the chest via the arm in the case of WorldSID and via the scapula in the case of THUMS. Because these results show the shoulder restraint air bag effect on chest injury risk, the vent hole size of the shoulder restraint air bag was changed for varying reaction forces to investigate the relationship between the external force to the shoulder and the risk of chest injury. In the case of THUMS, an external shoulder force of 1.8 kN and more force from the shoulder restraint air bag was necessary to help prevent rib fracture. Increasing external force applied to shoulder up to 6.2 kN (the maximum force used in this study) did not induce any rib or clavicle fractures in the THUMS. When the shoulder restraint air bag generated external force to the shoulder from 1.8 to 6.2 kN in THUMS, which were applied to the WorldSID, the shoulder deflection ranged from 35 to 68 mm, and the shoulder force ranged from 1.8 to 2.3 kN. In the test configuration used, a shoulder restraint using the air bag helps reduce chest injury risk by lowering the maximum magnitude of external force to the shoulder and chest. To help reduce rib fracture risk in the THUMS, the shoulder restraint air bag was expected to generate a force of 3.7 kN with a minimum rib deflection ratio. This corresponds to a shoulder rib deflection of 60 mm and a shoulder load of 2.2 kN in WorldSID. Supplemental materials are available for this article. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Dummies KW - Finite element method KW - Fractures (Anatomy) KW - Injury severity KW - Occupant kinetics KW - Private passenger vehicles KW - Shoulder KW - Side air bags KW - Thorax KW - Vehicle safety UR - http://dx.doi.org/10.1080/15389588.2013.796373 UR - https://trid.trb.org/view/1266791 ER - TY - CONF AN - 01502562 JO - Traffic Injury Prevention PB - Taylor & Francis AU - Vavalle, Nicholas A. AU - Jelen, Benjamin C. AU - Moreno, Daniel P. AU - Stitzel, Joel D. AU - Gayzik, F. Scott TI - An Evaluation of Objective Rating Methods for Full-Body Finite Element Model Comparison to PMHS Tests PY - 2013/11 VL - 14 IS - sup1 SP - pp S87-S94 AB - Evaluation methods of time history signals are used to quantify how well simulated human body responses match experimental data. As the use of simulations grows in the field of biomechanics, there is a need to establish standard approaches for comparisons. There are 2 aims of this study. The first is to apply 3 objective evaluation methods found in the literature to a set of data from a human body finite element model. The second is to compare the results of each method, examining how they are correlated to each other and the relative strengths and weaknesses of the algorithms. In this study, the methods proposed by Sprague and Geers (magnitude and phase error, SGM and SGP), Rhule et al. (cumulative standard deviation, CSD), and Gehre et al. (CORrelation and Analysis, or CORA, size, phase, shape, corridor) were compared. A 40 kph frontal sled test presented by Shaw et al. was simulated using the Global Human Body Models Consortium midsized male full-body finite element model (v. 3.5). Mean and standard deviation experimental data (n = 5) from Shaw et al. were used as the benchmark. Simulated data were output from the model at the appropriate anatomical locations for kinematic comparison. Force data were output at the seat belts, seat pan, knee, and foot restraints. Objective comparisons from 53 time history data channels were compared to the experimental results. To compare the different methods, all objective comparison metrics were cross-plotted and linear regressions were calculated. The following ratings were found to be statistically significantly correlated (P < .01): SGM and CORrelation and Analysis (CORA) size, R (2) = 0.73; SGP and CORA shape, R (2) = 0.82; and CSD and CORA's corridor factor, R (2) = 0.59. Relative strengths of the correlated ratings were then investigated. For example, though correlated to CORA size, SGM carries a sign to indicate whether the simulated response is greater than or less than the benchmark signal. A further analysis of the advantages and drawbacks of each method is discussed. The results demonstrate that a single metric is insufficient to provide a complete assessment of how well the simulated results match the experiments. The CORA method provided the most comprehensive evaluation of the signal. Regardless of the method selected, one primary recommendation of this work is that for any comparison, the results should be reported to provide separate assessments of a signal's match to experimental variance, magnitude, phase, and shape. Future work planned includes implementing any forthcoming International Organization for Standardization standards for objective evaluations. Supplemental materials are available for this article. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Biodynamics KW - Biophysics KW - Cadavers KW - Crash injuries KW - Crash victim simulation KW - Dummies KW - Finite element method KW - Impact tests KW - Injury severity KW - Instrumentation KW - Occupant kinetics UR - http://dx.doi.org/10.1080/15389588.2013.802777 UR - https://trid.trb.org/view/1266796 ER - TY - RPRT AN - 01502042 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System (FARS): Analytical User's Manual 1975-2012 PY - 2013/11 SP - 500p AB - One of the primary objectives of the National Highway Traffic Safety Administration (NHTSA) is to reduce the staggering human toll and property damage that motor vehicle traffic crashes impose on our society. Crashes each year result in thousands of lives lost, hundreds of thousands of injured victims, and billions of dollars in property damage. Accurate data are required to support the development, implementation, and assessment of highway safety programs aimed at reducing this toll. NHTSA uses data from many sources, including the Fatality Analysis Reporting System (FARS) which began operation in 1975. Providing data about fatal crashes involving all types of vehicles, the FARS is used to identify highway safety problem areas, provide a basis for regulatory and consumer information initiatives, and form the basis for cost and benefit analyses of highway safety initiatives. FARS is a census of fatal motor vehicle crashes with a set of data files documenting all qualifying fatalities that occurred within the 50 States, the District of Columbia, and Puerto Rico since 1975. To qualify as a FARS case, the 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 motorist or a non-motorist within 30 days of the crash. The purpose of this analytical guide is to introduce the historical coding practices of the Fatality Analysis Reporting System (FARS) from 1975 to 2012. In other words, this guide presents the evolution of FARS coding from inception through 2012. KW - Coding systems KW - Computer program documentation KW - Data dictionaries KW - Data files KW - Databases KW - Fatalities KW - Fatality Analysis Reporting System KW - Highway safety KW - Traffic crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811855.pdf UR - https://trid.trb.org/view/1279462 ER - TY - RPRT AN - 01501335 AU - Fisher, Deborah A AU - McKnight, A Scott AU - Fell, James C AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Intensive DWI Supervision in Urban Areas—Feasibility Study PY - 2013/11//Final Report SP - 73p AB - Drivers with prior convictions for driving while impaired (DWI) carry a higher risk of future DWI arrests and crash involvement. In response, communities have developed various strategies to address the drinking-driving problems of DWI offenders by assisting them in making positive behavioral changes to reduce their likelihood of recidivism. One program model developed to monitor offender drinking involves having an offender report twice daily to a law enforcement office for alcohol breath testing at 12-hour intervals. To date, these 24/7 sobriety programs have been used in rural States and communities; however, the program model is being considered for implementation in additional locales. The purpose of this project was to conduct a feasibility study to gather data on whether the 24/7 program model can be applied in urban locales, and if so, what changes might be necessary. In Phase 1 of the study, structured discussions were held with State and local officials in Montana; North Dakota; South Dakota; and Fremont County, Wyoming, to develop a complete description of the history of 24/7 programs in rural areas. In Phase 2, information from Phase 1 was used to conduct discussions with local officials in two urban areas—Washington, DC, and Fairfax County, Virginia—to obtain their impressions about whether and how a 24/7 program could be operated in their jurisdictions. Urban officials reserved judgment about whether such a program would affect offender drinking, impaired driving, and crashes, though most believed it would help identify those who are alcohol-dependent and assist in connecting them with needed resources. Despite potential benefits, officials were generally cautious but somewhat open to the prospects regarding program feasibility. This tempered reaction was a function of concerns about practical issues of implementation and broader concerns about the value of and need for twice-daily testing programs in urban locations. KW - Alcohol breath tests KW - Behavior KW - Countermeasures KW - Drunk drivers KW - Feasibility analysis KW - Highway safety KW - Recidivism KW - Traffic crashes KW - Urban areas UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811861.pdf UR - https://trid.trb.org/view/1278993 ER - TY - RPRT AN - 01499602 AU - National Highway Traffic Safety Administration TI - Summary of Vehicle Occupant Protection and Motorcycle Laws, Eleventh Edition, Current as of April 1, 2012 PY - 2013/11//Eleventh Edition SP - 184p AB - This publication provides summary charts of the key provisions of State occupant protection laws and motorcycle laws, and detailed lists of these laws in every State. Such laws include requiring the use of (1) seat belts, (2) child passenger restraint devices, and (3) motorcycle or bicycle helmets. Also included are laws concerning age restrictions for motorcycle passengers and laws that prohibit riding in the bed of a pickup truck. Except as noted, the status of the State laws reported is as of April 1, 2012. KW - Bicycle helmets KW - Child restraint systems KW - Motorcycle helmets KW - Motorcyclists KW - Occupant protection devices KW - Pickup trucks KW - Seat belts KW - State laws UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811768.pdf UR - https://trid.trb.org/view/1277859 ER - TY - SER AN - 01499340 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - 2012 Motor Vehicle Crashes: Overview PY - 2013/11 SP - 6p AB - Motor vehicle crashes and fatalities increased in 2012 after six consecutive years of declining fatalities on our nation’s highways. The nation lost 33,561 people in crashes on roadways during 2012, compared to 32,479 in 2011. The increase in crashes, and the resulting fatalities and injuries, can be seen across many crash characteristics—vehicle type, alcohol impairment, location of crash, etc.—and does not seem to be associated with any one particular issue. In fact, crashes associated with some traditional risk factors, fell in 2012. For example, young drivers involved in fatal crashes continued to decline, as they have since 2005. Despite the general downward trend in overall fatalities in recent years, pedestrian and motorcycle fatalities have shown an upward trend. This was again the case in 2012, as motorcycle and pedestrian fatalities increased by 7 and 6 percent, respectively. Specifically, 1. The nation saw 1,082 more fatalities from motor vehicle crashes in 2012 than in 2011—a 3.3-percent increase. 2. Much of the increase in fatalities, 72 percent (778/1,082), occurred in the first quarter (Jan-Mar) of 2012. And of that first quarter increase, over half of the increase was from nonoccupant and motorcyclist fatalities. This quarter was also the warmest first quarter in history. 3.The number of injured people, which has seen subtle fluctuation in recent years, experienced the first statistically significant increase since 1995. In 2012, there was an increase of 145,000 people injured in motor vehicle crashes over 2011. 4. While motor vehicle crash fatalities increased by 3.3 percent overall, the number of people who died in alcohol-impaireddriving crashes increased by 4.6 percent. In 2012, 10,322 people lost their lives in alcohol-impaired-driving crashes. KW - Crash data KW - Drunk driving KW - Fatalities KW - Highway safety KW - Injuries KW - Motorcyclists KW - Pedestrians KW - Traffic crashes KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811856.pdf UR - https://trid.trb.org/view/1277734 ER - TY - RPRT AN - 01500390 AU - Schroeder, Paul AU - Wilbur, Melanie AU - Abt SRBI, Incorporated AU - National Highway Traffic Safety Administration TI - 2012 National Survey of Bicyclist and Pedestrian Attitudes and Behavior. Volume 1: Summary Report PY - 2013/10 SP - 29p AB - The 2012 National Survey of Bicyclist and Pedestrian Attitudes and Behavior is the second survey on this topic conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by Abt SRBI, Inc, a national research organization. The survey utilized an overlapping dual frame (landline and cell) sample design and included an oversample of 16- to 39-year-olds. A total of 7,509 interviews were conducted with persons 16 years of age or older living in the United States. Interviewing began on July 12, 2012, and ended on November 18, 2012. The samples were combined and weighted to produce national estimates of the target population. This report presents summary findings from the survey and compares selected results to the 2002 administration. KW - Attitudes KW - Behavior KW - Bicycling KW - Bikeways KW - Cyclists KW - Pedestrian safety KW - Pedestrians KW - Surveys KW - United States KW - Walking UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811841a.pdf UR - https://trid.trb.org/view/1278697 ER - TY - RPRT AN - 01500381 AU - Schroeder, Paul AU - Wilbur, Melanie AU - Abt SRBI, Incorporated AU - National Highway Traffic Safety Administration TI - 2012 National Survey of Bicyclist and Pedestrian Attitudes and Behavior. Volume 3: Methodology Report PY - 2013/10 SP - 93p AB - The 2012 National Survey of Bicyclist and Pedestrian Attitudes and Behavior is the second survey on this topic conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by Abt SRBI, Inc, a national research organization. The survey utilized an overlapping dual frame (landline and cell) sample design and included an oversample of 16- to 39-year-olds. A total of 7,509 interviews were conducted with persons 16 years of age or older living in the United States. Interviewing began on July 12, 2012, and ended on November 18, 2012. The samples were combined and weighted to produce national estimates of the target population. This report presents detailed information on the survey methodology, as well as the full survey instrument. KW - Attitudes KW - Behavior KW - Bicycling KW - Bikeways KW - Cyclists KW - Methodology KW - Pedestrian safety KW - Pedestrians KW - Surveys KW - United States KW - Walking UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811841c.pdf UR - https://trid.trb.org/view/1278700 ER - TY - RPRT AN - 01500356 AU - Schroeder, Paul AU - Wilbur, Melanie AU - Abt SRBI, Incorporated AU - National Highway Traffic Safety Administration TI - 2012 National Survey of Bicyclist and Pedestrian Attitudes and Behavior. Volume 2: Findings Report PY - 2013/10 SP - 162p AB - The 2012 National Survey of Bicyclist and Pedestrian Attitudes and Behavior is the second survey on this topic conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by Abt SRBI, Inc, a national research organization. The survey utilized an overlapping dual frame (landline and cell) sample design and included an oversample of 16- to 39-year-olds. A total of 7,509 interviews were conducted with persons 16 years of age or older living in the United States. Interviewing began on July 12, 2012, and ended on November 18, 2012. The samples were combined and weighted to produce national estimates of the target population. The survey assessed the extent to which respondents engaged in bicycling and walking outdoors; demographic and typological descriptions of bicyclists and pedestrians; the extent and frequency of using electronic devices while biking or walking; attitudes and perceptions about bicycling and pedestrian activity; the availability and use of bike paths and lanes in the community; knowledge of various laws pertaining to bicyclists and pedestrians; and changes in bicycling and pedestrian behavior and attitudes since 2002.This report presents detailed findings from the survey and compares results to the 2002 administration. KW - Attitudes KW - Behavior KW - Bicycling KW - Bikeways KW - Cyclists KW - Demographics KW - Laws KW - Pedestrian safety KW - Pedestrians KW - Surveys KW - United States KW - Walking UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811841b.pdf UR - https://trid.trb.org/view/1278699 ER - TY - ABST AN - 01624544 TI - Motivations for Speeding – Additional Analyses AB - The recently completed National Highway Traffic Safety Administration (NHTSA) project, Motivations for Speeding, provided some important new insights into speeding behavior, such as identifying four basic speeding types as well as a better understanding of the complexity of speeding behavior. This understanding included the variation of speeding patterns across different roadway types and, in some speed limit ranges, some of which were significantly associated with psychological factors. This new project will further develop this data set and conduct additional analyses to expand upon the information already generated from this data set. First, a new data set could be created that focused on speeding episodes that track from the time the driver first exceeds the speed limit to the time they drop below the speeding threshold. This could be used to examine driver speeding strategies and may also allow an examination of the relationship between speeding and other risky behaviors. Second, additional analyses would allow a more close examination of the relationship between speeding and situational factors, such as leaving home late for work. KW - Behavior KW - Drivers KW - Highway safety KW - Motivation KW - Risk taking KW - Speeding UR - https://trid.trb.org/view/1448588 ER - TY - ABST AN - 01619842 TI - Older Drivers and Navigation Devices AB - Electronic navigation systems (ENS) could aid older drivers through freeing cognitive resources otherwise needed for way finding for use on other tasks, thereby prolonging older adults’ driving careers. Alternatively, these systems may increase driver workload through selecting an unexpected route or otherwise distracting the driver. This study will explore the extent to which navigation systems support or impair older adults’ driving performance. The objective of this project is to assess driving performance of older adults driving to unfamiliar destinations under two conditions: using instructions and/or a paper map and using navigation system. Participants will include 40 participants from each of two age groups, 60-69 and 70 and older. Each age group will include 20 drivers accustomed to using an ENS and 20 who are not. This project will document differences in older adults’ performance while they drive to familiar destinations, unfamiliar destinations using paper maps and/or written directions, and unfamiliar destinations using an ENS. The project will also explore the benefits of providing training for older adults in using an ENS. KW - Aged drivers KW - Automobile navigation systems KW - Cognition KW - Driver performance KW - Maps KW - Wayfinding KW - Workload UR - https://trid.trb.org/view/1440753 ER - TY - ABST AN - 01619841 TI - Mild Cognitive Impairment and Driving Performance AB - Mild cognitive impairment (MCI) is a condition characterized by small, but noticeable decrements in memory and other cognitive skills. Many people with MCI continue to drive, as there is no clear cut-point to identify when a person with age-related cognitive impairments should discontinue driving. This project will recruit a group of participants with MCI, as well as a control group of participants of similar age who do not have MCI. Researchers will collect and analyze three types of data: (1) clinical measures of functional performance, including tests of cognition, vision and coordination; (2) driving performance during a professional driving evaluation that includes tasks that data indicate are particularly difficult for older drivers, and (3) driving exposure based on data from instruments installed in participants’ vehicles, including time of date participants tend to drive, number of unique destinations, and overall driving time and distance. Analyses of these data will explore differences between MCI and control group in amount of driving overall, and in potentially risky contexts such as nighttime and rush hour driving, and the ability to control a vehicle safely. They will also consider whether participants with poorer driving skills are more likely to limit their overall driving (time and/or miles), or avoid potentially difficult conditions such as night or rush hour driving. The findings will provide valuable information to families, medical professionals and others who provide guidance to older adults as they seek to continue to drive safely. KW - Aged drivers KW - Cognition KW - Driver performance KW - Driving tests KW - Impaired drivers KW - Night visibility KW - Risk assessment UR - https://trid.trb.org/view/1440752 ER - TY - ABST AN - 01616414 TI - Multidisciplinary Approach to Identify Innovative Strategies to Increase Seat Belt Use AB - The traffic safety community has made great strides with increasing seat belt use. However, there are still people not wearing seat belts. This group of nonusers has not demonstrated the same responsiveness to occupant protection countermeasures as those who are wearing their belts. The purpose of this research is to explore new occupant protection countermeasures that would be more effective with the current group of nonusers. This research takes a multidisciplinary approach by reviewing behavior change strategies not only used in traffic safety, but also in fields beyond traffic safety (e.g., education, healthcare, the military, and industry), to determine if these strategies could be redefined and adapted to address the current occupant protection problem. After several strategies are identified, Subject Matter Experts will be consulted to complete a summary of the strategy, including the strategy description, use, target population, effectiveness, cost, time to implement, challenges, and research needs. KW - Behavior KW - Countermeasures KW - Occupant protection devices KW - Safety campaigns KW - Seat belt use KW - Strategic planning KW - Traffic safety UR - https://trid.trb.org/view/1434972 ER - TY - ABST AN - 01615066 TI - Analysis of SHRP2 Speeding Data AB - Studying speeding behavior poses many challenges. Much of the existing knowledge on speeding has been developed through small observational studies, traffic records data, and self-report surveys. Technology is now providing new insights on speeding behavior through naturalistic driving studies, which allow researchers to collect data on driving behavior from drivers as they engage in their normal day-to-day driving. The largest naturalistic driving study, to date, is the Strategic Highway Research Program 2 (SHRP2). The SHRP2 project is generating a very large and unique data set that will provide information on many aspects of traffic safety, including speeding. This study is an initial exploration of the SHRP2 data with regard to speeding. The research team will address the following five target research questions on speeding-related behavior: (1) What is the relationship between speeding and crashes (and near crashes)? (2) How do seasonal changes affect speeding and crashes (and near crashes)? (3) How does time of day (daylight / nighttime) affect speeding and crashes (and near crashes)? (4) Do demographic differences affect speeding and crashes (and near crashes)? (5) How do speeding and crashes (and near crashes) vary with regard to speed limit and road type? KW - Crash causes KW - Driver performance KW - Periods of the day KW - Speeding KW - Strategic Highway Research Program 2 KW - Traffic data KW - Traffic safety UR - https://trid.trb.org/view/1427691 ER - TY - ABST AN - 01618698 TI - Motor Vehicle Occupant Safety Survey AB - The Motor Vehicle Occupant Safety Survey or MVOSS is a national self-report survey to track changes in public attitudes, knowledge, and behavior related to occupant protection. National Highway Traffic Safety Administration (NHTSA) conducted the baseline MVOSS in 1994, and this project will be the seventh administration of the MVOSS. The MVOSS is composed of two questionnaires, one focusing on seat belt use and the other on child passenger safety. Other modules included in the survey address Emergency Medical Services (EMS) and crash injury experience. Each questionnaire is administered to 6,000 respondents age 16 and older. While previous administrations of the MVOSS were conducted by telephone, the upcoming MVOSS will employ major changes in methodology by emphasizing Web-based responding, with a mail back paper questionnaire and telephone as alternative modes of response. The survey will use an address-based sampling frame instead of a telephone sampling frame to draw the sample. Data from the survey will identify current obstacles to public safety, detect emergent targeting issues for program activity, and provide an overall status report on where the public stands on key occupant protection matters. KW - Behavior KW - Motor Vehicle Occupant Safety Survey KW - Occupant protection devices KW - Public participation KW - Questionnaires KW - Safety KW - Seat belt use KW - Seat belts KW - Telephone UR - https://trid.trb.org/view/1436855 ER - TY - RPRT AN - 01519011 AU - Richard, Christian M AU - Campbell, John L AU - Lichty, Monica G AU - Brown, James L AU - Chrysler, Susan AU - Lee, John D AU - Boyle, Linda AU - Reagle, George AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration TI - Motivations for Speeding, Volume III: Appendices. PY - 2013/09//Final Report SP - 109p AB - This is Volume III of a three-volume report. The report contains the results of a study that examined the speeding behavior of drivers in their own vehicles over the course of three to four weeks of naturalistic driving in urban (Seattle, Washington) and rural (College Station, Texas) settings. The purpose of this research was to (1) identify the reasons why drivers speed, (2) model the relative roles of situational, demographic, and personality factors in predicting travel speeds, (3) classify speeders, and (4) identify interventions/countermeasures and strategies for reducing speeding behaviors. Data collected from 164 drivers included 1-Hz recordings of vehicle position and speed using global positioning system (GPS) receivers, responses to a battery of a personal inventory questionnaires, and daily driving logs that captured trip-specific situational factors. Vehicle speed and position data were combined with road network data containing validated posted speed information to identify speeding episodes. The descriptive analysis of speeding data provided evidence for different types of speeding behaviors among individual drivers including: (1) infrequent or incidental speeding, which may be unintentional, (2) trip-specific situational speeding, (3) taking many trips with a small amount of speeding per trip (i.e., casual speeding), and (4) habitual or chronic speeding. Regression models were developed to identify predictors of “any” speeding (logistic regression) and amount of speeding (linear regressions). Significant predictors included demographic variables such as age and gender, situational factors such as time-of-day and day-of-week, and key personal inventory factors such as attitudes towards reckless driving. In addition, focus group discussions were conducted with a subset of study participants who were classified as “speeders” and “non-speeders” to identify key attitudes and beliefs towards speeding and the effectiveness of potential countermeasures. KW - Automobile drivers KW - Behavior KW - College Station (Texas) KW - Factor analysis KW - Focus groups KW - Information processing KW - Linear regression analysis KW - Logistic regression analysis KW - Personality KW - Seattle (Washington) KW - Speeding KW - Validation UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811819.pdf UR - https://trid.trb.org/view/1300468 ER - TY - RPRT AN - 01518773 AU - Richard, Christian M AU - Campbell, John L AU - Lichty, Monica G AU - Brown, James L AU - Chrysler, Susan AU - Lee, John D AU - Boyle, Linda AU - Reagle, George AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration TI - Motivations for Speeding, Volume II: Findings Report PY - 2013/09//Final Report SP - 204p AB - This is Volume II of a three-volume report. It contains the results of a study that examined the speeding behavior of drivers in their own vehicles over the course of three to four weeks of naturalistic driving in urban (Seattle, Washington) and rural (College Station, Texas) settings. The purpose of this research was to (1) identify the reasons why drivers speed, (2) model the relative roles of situational, demographic, and personality factors in predicting travel speeds, (3) classify speeders, and (4) identify interventions/countermeasures and strategies for reducing speeding behaviors. Data collected from 164 drivers included 1-Hz recordings of vehicle position and speed using global positioning system (GPS) receivers, responses to a battery of a personal inventory questionnaires, and daily driving logs that captured trip-specific situational factors. Vehicle speed and position data were combined with road network data containing validated posted speed information to identify speeding episodes. The descriptive analysis of speeding data provided evidence for different types of speeding behaviors among individual drivers including: (1) infrequent or incidental speeding, which may be unintentional, (2) trip-specific situational speeding, (3) taking many trips with a small amount of speeding per trip (i.e., casual speeding), and (4) habitual or chronic speeding. Regression models were developed to identify predictors of “any” speeding (logistic regression) and amount of speeding (linear regressions). Significant predictors included demographic variables such as age and gender, situational factors such as time-of-day and day-of-week, and key personal inventory factors such as attitudes towards reckless driving. In addition, focus group discussions were conducted with a subset of study participants who were classified as “speeders” and “non-speeders” to identify key attitudes and beliefs towards speeding and the effectiveness of potential countermeasures. KW - Attitudes KW - Automobile drivers KW - Behavior KW - College Station (Texas) KW - Countermeasures KW - Demographics KW - Focus groups KW - Personality KW - Seattle (Washington) KW - Speeding UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811818.pdf UR - https://trid.trb.org/view/1300586 ER - TY - RPRT AN - 01501996 AU - MacDougal, M AU - Stephens, D AU - Powertech Labs Incorporated AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration TI - Cumulative Fuel System Life Cycle and Durability Testing of Hydrogen Containers PY - 2013/09//Final Report SP - 38p AB - The goal of this Task Order was to assess the proposed test conditions used for evaluating life cycle durability of high-pressure hydrogen fuel containers. The key test conditions evaluated were representative high and low cycling temperatures, static hold time at high pressure, and the number of pneumatic hydrogen cycles required to reveal poor durability performance of high-pressure hydrogen fuel containers. The results of this Task Order provide data for the National Highway Traffic Safety Administration's (NHTSA’s) assessment and consideration as it evaluates the safety performance of compressed hydrogen fuel systems and the need for enhancement of appropriate Federal Motor Vehicle Safety Standards (FMVSS). In addition, the results of this Task Order provide data to assist in resolving several open issues and concerns in the pneumatic test sequence of the 2009 edition of the Expected-Service Performance Verification Test procedure in the SAE Technical Information Report (TIR) 2579 for Fuel Systems in Fuel Cell and Other Hydrogen Vehicles. KW - Containers KW - Durability KW - Federal Motor Vehicle Safety Standards KW - Fuel cell vehicles KW - Fuel systems KW - Hydrogen KW - Hydrogen fuels KW - Life cycle analysis KW - Testing UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Alternative%20Energy%20Vehicle%20Systems%20Safety%20Research/811832.pdf UR - https://trid.trb.org/view/1279832 ER - TY - SER AN - 01500400 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - 2012 National Survey on Bicyclist and Pedestrian Attitudes and Behavior PY - 2013/09 SP - 2p AB - In 2012, the National Highway Traffic Safety Administration (NHTSA) conducted a national telephone survey to obtain a status report on attitudes, knowledge, and behavior related to outdoor walking and bicycling. This study updates national telephone survey data collected by NHTSA in 2002. The survey addressed safety and mobility issues; obtained trip information; and explored perceptions and use of public facilities such as sidewalks, bicycle lanes, and bicycle paths. The survey was administered to a probability-based sample of randomly selected people 16 and older. The field interviewing began July 12, 2012, and concluded November 18, 2012. A total of 7,509 respondents completed the interview, 5,297 using a landline telephone when responding and 2,212 using a cell phone. The data were weighted to produce national estimates. KW - Attitudes KW - Behavior KW - Bicycling KW - Bikeways KW - Cyclists KW - Pedestrian safety KW - Pedestrians KW - Sidewalks KW - Surveys KW - United States KW - Walking UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811842.pdf UR - https://trid.trb.org/view/1278454 ER - TY - RPRT AN - 01500397 AU - Higgins-Biddle, John AU - Dilonardo, Joan AU - National Highway Traffic Safety Administration TI - Alcohol and Highway Safety: Screening and Brief Intervention for Alcohol Problems as a Community Approach to Improving Traffic Safety PY - 2013/09//Final Report SP - 48p AB - Only a small fraction of the impaired drivers who are at risk for alcohol-impaired-driving crashes are arrested. These include drivers who drink regularly or occasionally to intoxication before they drive. Researchers have estimated the probability of being arrested while driving while intoxicated (DWI) with a blood alcohol concentration at or above .10 g/dL to be about 1 in 200. A similar study reported that only 23% of alcohol-positive drivers admitted to trauma units and emergency departments following crashes are convicted of DWI. This report provides an overview of the use of Screening and Brief Intervention (SBI) as a countermeasure for those who have displayed, or could potentially display, harmful/hazardous drinking behaviors, including drinking and driving. This report endeavors to acquaint the highway safety community with an overview of the development of SBI, the context in which SBI is employed, the efficacy and limitations of this approach, and the policy implications for traffic safety. KW - Alcohol abuse KW - Alcohol use KW - Countermeasures KW - Drunk drivers KW - Drunk driving KW - High risk drivers KW - Risk assessment KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811836.pdf UR - https://trid.trb.org/view/1278696 ER - TY - SER AN - 01500357 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Alcohol and Highway Safety: Screening and Brief Intervention for Alcohol Problems as a Community Approach to Improve Traffic Safety PY - 2013/09 SP - 3p AB - Only a small fraction of the impaired drivers who are at a high risk for alcohol-involved crashes are arrested. These include drivers who drink regularly or occasionally to intoxication before they drive. Researchers have estimated the probability of being arrested while driving while intoxicated (DWI) with a blood alcohol concentration (BAC) over .10 g/dL to be about 1 in 200. A similar study reported that only 23% of drivers admitted to trauma units and emergency departments following alcohol-involved crashes are convicted of DWI. Thus it is important to develop countermeasures that make these high-risk drivers aware of their crash risks and to provide assistance. The development of Screening and Brief Intervention (SBI) procedures allows trained personnel in varied contexts to identify and address drivers at risk of impaired driving, outside of the criminal justice system. This report reviews the current state of knowledge on SBI. It specifically addresses the rationale for addressing at-risk drinkers, defines SBI, provides examples of how it is implemented, and describes some of the outcomes and implications of using SBI, including its effects on traffic safety. KW - Alcohol abuse KW - Alcohol use KW - Countermeasures KW - Drunk drivers KW - Drunk driving KW - High risk drivers KW - Risk assessment KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811811.pdf UR - https://trid.trb.org/view/1278456 ER - TY - RPRT AN - 01499336 AU - Thomas, F Dennis AU - Blomberg, Richard D AU - Knodler, Michael AU - Romoser, Matthew R E AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Licensing Procedures for Older Drivers PY - 2013/09//Final Report SP - 135p AB - This study examined the driver licensing procedures in all 50 States as they apply to the older (65+) driver. A literature review examined reports of possible declines in older driver capabilities and the ability of a driver licensing agency to screen for them. The review also covered studies of licensing policies and procedures that had the potential ability to reduce older driver crash rates. Four special emphasis States (Illinois, Iowa, Kansas, and New Hampshire) were selected for further study because their mix of policies and procedures could theoretically enhance safety. All 4 required shorter renewal periods, in-person renewal, and vision testing for older drivers. In addition, Illinois and New Hampshire were the only States to mandate a road test for every renewal. Six comparison States were identified (Indiana, Minnesota, Missouri, Nebraska, Vermont, and Wisconsin). Each of the 4 special emphasis and 6 comparison States were treated as a separate case study. A detailed process evaluation was conducted in the emphasis States, and discussions were held with licensing agency managers, license office staff, and older drivers. Managers and staff believed their procedures positively affected safety. Older drivers did not feel unfairly treated and recognized the need for additional screening and self-limitation. Crash measures showed stable or declining crash rates per population for older driver ages in all 10 States. Crashes per licensed driver showed a differential pattern for Illinois and New Hampshire, the 2 States that re-test all drivers 75 and older, as compared to the other 8 States, which could simply be the effect of removing people who do not drive from the license rolls in these 2 States. Additional research to attempt to describe more fully the data patterns uncovered and ways to overcome existing screening limitations, e.g., better vision testing equipment, appears warranted. KW - Aged drivers KW - Crash rates KW - Driver license renewal KW - Driver licensing KW - Highway safety KW - Procedures KW - States KW - Vision tests UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811833.pdf UR - https://trid.trb.org/view/1266472 ER - TY - RPRT AN - 01497282 AU - Greenwell, Nathan K AU - National Highway Traffic Safety Administration TI - Evaluation of the Certified-Advanced Air Bags PY - 2013/09//Technical Report SP - 36p AB - The purpose of this report is to analyze the changes and redesigns of frontal air bags and their effect on occupant protection in frontal crashes. Frontal air bags have gone through a series of changes in response to amendments to Federal Motor Vehicle Safety Standard No. 208, “Occupant crash protection.” In 1998-1999, vehicle manufacturers were permitted to sled test in lieu of a barrier impact to certify that the air bags would protect an unbelted occupant (“sled certification”), which allowed air bags to be redesigned by depowering and/or reducing the volume or rearward extent of air bags. Then in 2003-2006, air bags were required to not deploy at all for children or deploy only at a low level of force (“certified-advanced air bags”). Most manufacturers chose to not deploy air bags at all for children, using occupant detection sensors to suppress the air bags. Statistical analyses of crash data from National Highway Traffic Safety Administration's (NHTSA’s) Fatality Analysis Reporting System (FARS) and R.L. Polk’s National Vehicle Population Profile (NVPP) compare fatality risk with certified-advanced and sled-certified air bags. Fatality risk in frontal crashes was 4 percent lower for drivers with certified-advanced air bags than with sled-certified air bags; for right-front passengers, it was 2 percent higher; at neither position is the difference between certified-advanced and sled-certified air bags statistically significant. The fatality rate, in frontal crashes per billion vehicle registration years showed a 4 percent reduction overall, 5 percent reduction for drivers, and 5 percent reduction for child right-front passengers 12 and younger, after vehicles were equipped with certified-advanced air bags. None of these were statistically significant. Overall, the analysis found no evidence that certified-advanced air bags result in higher fatality risk to front-seat occupants in frontal crashes when compared to sled-certified air bags. KW - Air bags KW - Children KW - Crash rates KW - Evaluation and assessment KW - Fatalities KW - Fatality Analysis Reporting System KW - Front seat occupants KW - Frontal crashes KW - Occupant protection devices KW - Statistical analysis UR - http://www-nrd.nhtsa.dot.gov/Pubs/811834.pdf UR - https://trid.trb.org/view/1266305 ER - TY - RPRT AN - 01494591 AU - Pickrell, Timothy M AU - National Highway Traffic Safety Administration TI - Analysis of Passenger Vehicle Driver Restraint Use in Fatal Crashes PY - 2013/09//Technical Report SP - 12p AB - This report examines the relationship between passenger vehicle driver seat belt use status (restrained or unrestrained) and the following factors: blood alcohol concentration (BAC), age group, previous driving while intoxicated (DWI) conviction, driver license status, estimated vehicle speed, number of vehicle occupants, driver sex, day of week, season, geographic region, State seat belt law status, time of day and rural/urban status. Using National Highway Traffic Safety Administration's (NHTSA’s) Fatality Analysis Reporting System (FARS) data from the years 2001 to 2010, the report estimates the relationship between driver seat belt use status and the above-listed factors with a logistic regression model. The factors most strongly associated with unrestrained driving are high BAC (greater than .15 g/dL), speeding, and the driver’s license status. High-BAC drivers’ odds of being unbelted were four times greater than drivers who had no alcohol. Speeding drivers had odds of unrestrained driving twice those of non-speeding drivers. Drivers with invalid licenses odds of unrestrained driving were 1.6 times those of drivers with valid licenses. KW - Age groups KW - Blood alcohol levels KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Logistic regression analysis KW - Passenger vehicles KW - Seat belt use KW - Speeding UR - http://www-nrd.nhtsa.dot.gov/Pubs/811829.pdf UR - https://trid.trb.org/view/1263484 ER - TY - ABST AN - 01625572 TI - Document the Implementation and Operation Processes of Interlock Systems AB - Some jurisdictions are interested in using interlocks, but there may be barriers to their use. Even where interlocks are in widely used, there are often issues. This study will document, step-by-step, the various ways interlock systems are currently initiated, implemented, and working in the United States, and how these processes could work better, easier and more efficiently. The study will examine the entire interlock process – from advocacy of a law or implementation of a program, to adding additional sanctions for offenders who fail their breath test or tamper with the interlock. This information will be of use to those entities interested in implementing and improving interlock programs across the country. The study objectives are to document the implementation and operational processes of interlock programs, identify loopholes and weaknesses of interlock programs, and identify possible fixes for these issues. KW - Alcohol breath tests KW - Alcohol ignition interlock devices KW - Guidelines KW - Impaired drivers KW - Implementation KW - Traffic safety KW - United States UR - https://trid.trb.org/view/1453684 ER - TY - RPRT AN - 01628609 AU - Reed, Matthew P AU - Ebert, Sheila M AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Elderly Occupants: Posture, Body Shape, and Belt Fit PY - 2013/08//Final Report SP - 99p AB - A laboratory study was conducted to quantify the posture, body shape, and safety belt fit of 200 adults with a wide range of age, stature, and body weight. Body and belt landmark data were gathered as participants sat in a driver mockup that was adjusted to represent nine vehicle packages spanning a large range of the vehicle fleet and in a mockup of a rear passenger seat. Whole-body surface shape data were gathered in 22 postures using a laser scanner. The data analysis showed significant effects of occupant attributes on posture and belt fit. Vehicle and seat variables had important effects on posture and position but did not have strong effects on belt fit relative to occupant attributes, particularly body mass index. Age had significant effects on both posture and belt fit, although the effect of age was smaller than the effect of body mass index across the ranges in the participant population. KW - Aged KW - Aged drivers KW - Anthropometry KW - Body Mass Index KW - Human body size KW - Laboratory studies KW - Posture KW - Seat belt fit KW - Seat belts KW - Vehicle occupants UR - https://deepblue.lib.umich.edu/bitstream/handle/2027.42/134392/103250.pdf UR - https://trid.trb.org/view/1445985 ER - TY - SER AN - 01500406 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Case Studies Suggest Practical Ways to Increase the Visibility of High-Visibility Enforcement Programs PY - 2013/08 SP - 2p AB - High-visibility enforcement (HVE) models are an effective strategy to reduce impaired driving. They work by increasing drivers’ perceived risk of being stopped and arrested by law enforcement if they choose to drive while impaired by alcohol or drugs. Two common enforcement strategies are sobriety checkpoints and saturation patrols. The National Highway Traffic Safety Administration (NHTSA) gathered information from HVE programs currently operating in the United States and documented six case studies that demonstrate different strategies. There are three counties (Anoka County, Minnesota; Charles County, Maryland; and Pasco County, Florida), one city (Escondido, California), one region of a State (Southeast Wisconsin), and one multiple-jurisdiction program (Delaware, Kentucky, North Carolina, Maryland, Virginia, West Virginia, and the District of Columbia). Each case study describes the HVE program’s history, enforcement strategies, visibility elements, operation, resources, use of media, educational components, funding, support from political leaders and the community, barriers encountered, strengths of the program, and statistics (such as number of checkpoints, number of officers per saturation patrol, impaired-driving crashes, arrests, or convictions before and after the program began), as available. KW - Case studies KW - Drugged drivers KW - Drunk driving KW - Highway safety KW - Police patrol KW - Sobriety checkpoints KW - Traffic law enforcement KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811826.pdf UR - https://trid.trb.org/view/1278455 ER - TY - SER AN - 01500391 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Gainesville, Florida Increases Pedestrian Safety by Implementing Year-Long Program PY - 2013/08 SP - 2p AB - Gainesville, Florida conducted four waves of high-visibility enforcement of pedestrian yield right-of-way laws over the course of 1 year. The waves were conducted in February, May, July, and November, and were supported by paid radio ads, earned media, public outreach to schools and communities, street signage, and feedback signs. Before the enforcement began, Gainesville refreshed, as needed, pedestrian advance crossing markings at 12 test and comparison sites. The Pedestrian Safety Program was a joint enforcement effort by the Gainesville Police Department, the University of Florida Police Department, and the Alachua County Sheriff’s Office, whose officers issued 182, 153, and 66 failure-to-yield citations to drivers during waves 2, 3, and 4, respectively. High-visibility enforcement led to a slow and steady increase in the percentage of drivers yielding right-of-way to pedestrians over the course of the year. Yielding began to increase during the first wave when officers issued mainly warnings and handed out flyers announcing upcoming enforcement efforts. Yielding increased more when officers issued citations. Yielding increased again when Gainesville added paid ads, in-street signs, and feedback signs. Yielding also increased steadily at comparison sites, showing that the program generalized to other crosswalks. There was more yielding at comparison sites that were closer to the treated crosswalks. The steady increase in yielding behavior across treated and untreated sites suggests a sustained change in driving culture. KW - Crosswalks KW - Gainesville (Florida) KW - Pedestrian safety KW - Right of way (Traffic) KW - Traffic citations KW - Traffic law enforcement KW - Yielding UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811787.pdf UR - https://trid.trb.org/view/1278457 ER - TY - SER AN - 01493947 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - How Vehicle Age and Model Year Relate to Driver Injury Severity in Fatal Crashes PY - 2013/08 SP - 7p AB - This analysis examines how the age of the vehicle at the time of the crash and the vehicle’s model year are correlated with the injury outcome of the driver of a passenger vehicle involved in a fatal crash. A multivariate logistic regression model was constructed to model the relationship between injury outcome (fatally injured versus survived) of the driver and the independent variables vehicle age (0–3 years, 4–7, 8–11, 12–14, 15–17, and 18+) and vehicle model year (MY 2008–2012, MY 2003–2007, MY 1998–2002, MY 1993–1997, and MY 1985–1992) while accounting for many other crash factors. Based on criteria described in the Data and Methodology section, 117,957 fatally injured passenger vehicle drivers and 133,869 surviving passenger vehicle drivers are examined using data from the Fatality Analysis Reporting System (FARS) for 2005 to 2011. The model in this report shows that, after adjusting for other crash factors, the probability that a driver was fatally injured increased (1) as the age of the vehicle being driven increased, and (2) in vehicles of earlier model year. The report also shows that driver restraint use plays a large role in the relationship between vehicle age and the percentage of drivers fatally injured. KW - Fatalities KW - Fatality Analysis Reporting System KW - Injury severity KW - Model year (Motor vehicles) KW - Traffic crashes KW - Traffic safety KW - Vehicle age KW - Vehicle characteristics UR - http://www-nrd.nhtsa.dot.gov/Pubs/811825.pdf UR - https://trid.trb.org/view/1262716 ER - TY - RPRT AN - 01493383 AU - Buller, William AU - Wilson, Brian AU - Ebling, James AU - van Nieuwstadt, Line AU - Hart, Benjamin AU - Forkenbrock, Garrick AU - Michigan Tech Research Institute AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Radar Measurements of NHTSA’s Surrogate Vehicle SS_V PY - 2013/08//Final Report SP - 115p AB - National Highway Traffic Safety Administration (NHTSA) seeks to objectively quantify the performance of forward-looking advanced technologies such as Crash Imminent Braking (CIB) and Dynamic Brake Support (DBS) on the test track. Since these evaluations are expected to result in collisions between the subject vehicle (SV) and a principal other vehicle (POV) positioned directly in front of it, safety necessitates that the POV be a surrogate. However, to insure the tests will provide an accurate assessment of the SV’s CIB and/or DBS capabilities, the surrogate must present as realistic. One way “realism” must be quantified involves a surrogate’s radar return characteristics. The tests described in this report were performed to assess the radar return characteristics of NHTSA’s Strikeable Surrogate Vehicle (SS_V), a test target visually similar to a small hatchback. This work was performed by Michigan Tech Research Institute (MTRI) and the University of Michigan’s Transportation Research Institute (UMTRI) on August 5, 2012 and October 11, 2012 under U.S. Department of Transportation (US DOT)/NHTSA contracts DTNH22-12-P-0158 and DTNH22-12-P-01638, respectively. The tests performed indicate the SS_V is a viable surrogate for automotive safety tests where the SV approaches a POV from the tail-aspect. KW - Dynamic braking KW - Impact tests KW - Radar cross section KW - Rear end crashes KW - Test tracks KW - Test vehicles UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811817.pdf UR - https://trid.trb.org/view/1261509 ER - TY - RPRT AN - 01493330 AU - National Highway Traffic Safety Administration TI - 2013 Vehicle Theft Prevention Quick Reference Guide for the Law Enforcement Community PY - 2013/08 SP - 21p AB - The National Highway Traffic Safety Administration (NHTSA) is responsible for establishing and enforcing vehicle antitheft regulations. Motor vehicle theft is a growing problem that results in billions of dollars in losses every year. NHTSA has developed this annual guide to provide the law enforcement community with a concise reference tool to help identify passenger motor vehicles that have been exempted from the parts-marking requirements through model year 2013 and also to assist law enforcement in their prosecution and motor vehicle theft prevention efforts. This new guide provides a quick-reference, comprehensive summary of the vehicles that have been installed with antitheft devices as standard equipment, identifying which vehicles are exempted from the parts-marking requirements, the type of exemption granted (partial or full), and the production year(s) for which the exemption applies. KW - Antitheft devices KW - Law enforcement KW - Prevention KW - Vehicle design KW - Vehicle theft KW - Vehicles UR - http://www.nhtsa.gov/staticfiles/nvs/pdf/811828.pdf UR - https://trid.trb.org/view/1262878 ER - TY - RPRT AN - 01493269 AU - Boyle, L N AU - Lee, J D AU - Peng, Y AU - Ghazizadeh, M AU - Wu, Y AU - Miller, E AU - Jenness, J AU - National Highway Traffic Safety Administration AU - Westat TI - Text Reading and Text Input Assessment in Support of the NHTSA Visual-Manual Driver Distraction Guidelines PY - 2013/08//Final Report SP - 73p AB - The aim of this project was to provide data supporting the development of National Highway Traffic Safety Administration's (NHTSA’s) proposed Visual-Manual Driver Distraction Guidelines’ text entry and text reading specification. The purpose of the study was to examine the two test protocols recommended in the proposed NHTSA Guidelines: the driving simulator and occlusion goggle protocols, under different conditions of text type, text length, and ambient text conditions. In the driving simulator, the total eyes off road time (TSOT) measures the number of seconds drivers eyes left the road to complete the text entry and text reading tasks. Similarly, the total shutter open time (TSOT) measures the total time the participants could view the display through the occlusion goggles. The results of the study indicated that the use of a TSOT of 12 seconds was more appropriate than 9 seconds. In addition, the mean ratio between TSOT and TEORT for the Text Entry task, across all text length and ambient text conditions, was 1.03. The corresponding mean ratio for the Text Reading task was 1.09. NHTSA concluded that these ratios suggest there is no need for a field or inflation factor when comparing TSOT values to TEORT. In summary, the driving simulator and occlusion goggle protocols produce consistent indicators regarding the distraction potential of text entry and text reading tasks. KW - Distraction KW - Driving KW - Driving simulators KW - Eye movements KW - Guidelines KW - Highway safety KW - Specifications KW - Text messaging KW - U.S. National Highway Traffic Safety Administration UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811820.pdf UR - https://trid.trb.org/view/1261507 ER - TY - RPRT AN - 01492993 AU - Van Houten, Ron AU - Malenfant, J E Louis AU - Blomberg, Richard D AU - Huitema, Bradley E AU - Casella, Sarah AU - Western Michigan University, Kalamazoo AU - National Highway Traffic Safety Administration TI - High-Visibility Enforcement on Driver Compliance With Pedestrian Right-of-Way Laws PY - 2013/08//Final Report SP - 78p AB - This study developed and evaluated strategies to increase driver yielding to pedestrians on a citywide basis using high-visibility pedestrian right-of-way enforcement. After a site recruitment process, Gainesville, Florida, participated in the project. The Gainesville Police Department (GPD) took the lead for the city and became a full partner in the project development and research. Six pedestrian sites received enforcement and 6 more sites that did not receive enforcement were comparison sites to test for generalization effects. The program evaluation consisted of weekly measurement of driver yielding behavior at treated and comparison sites and crash analyses. The GPD conducted high-visibility crosswalk operations using decoy pedestrian crossings, inexpensive engineering (advance yield markings, in-street STATE LAW YIELD TO PEDESTRIAN signs), education (earned media, outreach efforts to elements within the community), and road signs that provided feedback on the percentage of drivers yielding right-of-way to pedestrians during the preceding week. The introduction of high-visibility enforcement over the course of a year led to a marked increase in yielding to pedestrians from a baseline level of 32% to 62% at enforcement crosswalk sites for staged crossings, and an increase from 54% to 83% for regular crosswalk users (unstaged crossings). At comparison crosswalk sites, yielding to pedestrians increased from 37% to 59% for staged crossings and from 50% to 73% for regular crosswalk users. A time-series regression model showed that all treatment sites (with the exception of one site with very high yield rates at the beginning of the study) showed a significant increase in yielding behavior. At the generalization sites, the change was approximately half that produced at the enforcement sites. A comparison of staged and unstaged pedestrian crossing results showed that, after adjustments for the difference in baseline levels, there was no difference in drivers who responded to a staged versus unstaged procedure. KW - Compliance KW - Crash analysis KW - Crosswalks KW - Gainesville (Florida) KW - Pedestrian safety KW - Right of way (Traffic) KW - Traffic law enforcement KW - Yielding UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811786.pdf UR - https://trid.trb.org/view/1262156 ER - TY - RPRT AN - 01492990 AU - MacKenzie, Ellen J AU - Carlini, Anthony R AU - Johns Hopkins University, Baltimore AU - National Highway Traffic Safety Administration TI - Characterizing Local EMS Systems PY - 2013/08 SP - 104p AB - Emergency medical services (EMS) systems are configured differently depending on several factors, including the size, demographics, geography, and politics of the local communities they serve. Although some information exists about the organization, financing, and delivery of EMS in the Nation's 200 largest cities, there is less information available about how services are organized outside large urban areas, in which 75 percent of the nation's population resides. There is little evidence to support alternative system designs and configurations in terms of their impact on the effectiveness and efficiency of service delivery. To this end, there is a need to document the variation in system configurations so they may be evaluated on a common basis. KW - Emergency medical services KW - Management and organization KW - Operations KW - Rural areas KW - Service delivery KW - Small cities KW - Small towns KW - System design UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811824.pdf UR - https://trid.trb.org/view/1262155 ER - TY - RPRT AN - 01549333 AU - Weiss, Alexander AU - International Association of Directors of Law Enforcement Standards and Training AU - National Highway Traffic Safety Administration TI - Data-Driven Approaches to Crime and Traffic Safety (DDACTS): An Historical Overview PY - 2013/07//Technical Report SP - 30p AB - Data-Driven Approaches to Crime and Traffic Safety (DDACTS) is a law enforcement operational model which integrates location-based traffic crash and crime data to establish effective and efficient methods for deploying law enforcement and other resources. Using geo-mapping to identify areas through temporal and spatial analysis that have high incidences of crime and crashes, DDACTS employs targeted traffic enforcement strategies. By saturating locations with high crash and crime incidences with highly-visible traffic enforcement, DDACTS communities play a simultaneous dual role of reducing traffic crashes and traffic violations, and fighting crime. Drawing on the deterrent value of highly-visible traffic enforcement and the knowledge that crimes often involve the use of motor vehicles, the goal of DDACTS is to reduce the incidence of traffic violations, crashes and crime in communities across the country. DDACTS: An Historical Overview examines the history and development of enforcement theories upon which the DDACTS operational model is grounded. The document explores the relationship between traffic enforcement and crime, a growing trend to direct law enforcement strategy towards places rather than individuals, describes how law enforcement organizations have learned to use data as a basis for strategy, describes efforts to integrate traffic enforcement with the broader law enforcement mission, and offers views about the success of DDACTS. KW - Crash locations KW - Crimes KW - Data banks KW - DDACTS (Operational model) KW - Deployment KW - History KW - Police patrol KW - Strategic planning KW - Traffic law enforcement KW - Traffic safety KW - Traffic violations UR - http://www.nhtsa.gov/staticfiles/nti/pdf/809689.pdf UR - https://trid.trb.org/view/1336384 ER - TY - RPRT AN - 01539924 AU - National Highway Traffic Safety Administration TI - Consumer Guide to Uniform Tire Quality Grading PY - 2013/07 SP - 176p AB - This report contains comparative grade designations for treadwear, traction and temperature for all passenger car tires, except deep tread, winter-type snow tires; space-saver or temporary use spares; or tires with normal rim diameters of 12 in. or less. All passenger car tires must conform to federal safety requirements in addition to these grades. KW - Automobiles KW - Grading (Tires) KW - Passenger vehicles KW - Quality control KW - Temperature KW - Tire treads KW - Tires KW - Traction KW - Wear UR - http://www.nhtsa.gov/staticfiles/safercar/pdf/2013UniformTireQualityGrading.pdf UR - https://trid.trb.org/view/1326330 ER - TY - SER AN - 01500364 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Evaluating Older Drivers’ Skills PY - 2013/07 SP - 2p AB - Research indicates that older adults’ crash risk is elevated as compared to that of middle-aged drivers. Crashes involving older drivers will likely increase as baby boomers age, particularly as this cohort is expected to delay retirement. Means of identifying older drivers whose risk is elevated due to the effects of normal aging or to an age-related medical condition would help licensing agencies such as Departments of Motor Vehicles (DMVs) act to reduce risk. Clinicians who work with older adults and their families could use such tools in their efforts to balance the older adult’s need for mobility with safety concerns. In 2003, the University of Florida held a meeting of experts in older adult mobility and older driver safety to discuss transportation issues specific to older people. The panel discussed the strengths and weaknesses of a variety of professionally administered driver screening and assessment methods as well as driver self-screening tools. The current effort aimed to update the findings from the University of Florida study, and to document strengths and weaknesses of various older drivers screening and assessment methods. KW - Aged drivers KW - Alternatives analysis KW - Driver performance KW - Evaluation and assessment KW - High risk drivers KW - Self evaluation UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811774.pdf UR - https://trid.trb.org/view/1278458 ER - TY - RPRT AN - 01493385 AU - Cassatta, Stephen AU - Cuddihy, Mark AU - Huber, Mark AU - Struck, Matthias AU - Weerappuli, Para AU - Scavnicky, Mike AU - National Highway Traffic Safety Administration AU - Crash Avoidance Metrics Partnership TI - Advanced Restraint Systems (ARS) Final Report PY - 2013/07//Final Report SP - 109p AB - This report presents a summary of the work performed during the Advanced Restraint Systems (ARS) project. The primary objective of this effort was to evaluate the potential benefit of using pre-crash information associated with two unique crash configurations (one vehicle-to-vehicle scenario and one vehicle-to-object scenario) to tailor an advanced restraint system to the occupant and crash type. The project work encompassed the Computer Aided Engineering (CAE) analysis of these two crash modes, as well as the identification, development, integration and physical evaluation of a prototype advanced restraints system within a targeted baseline vehicle environment. For each mode, injury assessments were made for the small, mid-size, and large driver and passenger occupants in either a combination of CAE and vehicle testing or with solely CAE analysis. With three different occupants and two crash modes at two different speeds, 24 different “load cases,” 12 for the driver and 12 for the passenger, were studied. This project was conducted by the Crash Avoidance Metrics Partnership (CAMP) ARS Consortium (Ford Motor Company, General Motors, and Mercedes-Benz). KW - Air bags KW - Computer aided design KW - Crash injury research KW - Crash types KW - Impact tests KW - Occupant protection devices KW - Restraint systems KW - Seat belts UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Small%20Overlap%20and%20Oblique%20Research/811794A.pdf UR - https://trid.trb.org/view/1262535 ER - TY - RPRT AN - 01493346 AU - National Highway Traffic Safety Administration TI - Digest of Impaired Driving And Selected Beverage Control Laws, Twenty-Seventh Edition, Current as of May 27, 2012 PY - 2013/07//27th Edition SP - 549p AB - This digest reports the status of State laws that are concerned with impaired driving offenses and alcoholic beverage control, current as of May 27, 2012. It is extensively footnoted and contains comprehensive information on critical impaired-driving laws for all 50 States, the District of Columbia, and Puerto Rico. It is designed to be an easily accessible reference to all States’ current laws on alcohol and other issues of impaired driving. The digest contains a selection of the most important laws pertaining to impaired driving for each State, compiled in a consistent format to make research simpler. Each State entry includes: Basis for a Driving While Intoxicated (DWI) Offense; Chemical Breath Tests for Alcohol Concentration; Adjudication of Driving While Intoxicated (DWI) charges; Sanctions; Administrative Licensing Actions; Ignition Interlock; Sobriety Checkpoints; Other Criminal Actions Related to DWI; DWI Offenses and Commercial Motor Vehicles; Driving While License Suspended or Revoked Where the Basis Was a DWI Offense; Minimum Age Alcohol Laws; Dram Shop Laws and Related Actions; Open Container Laws; and others. KW - Adjudication KW - Alcohol breath tests KW - Alcohol ignition interlock devices KW - Commercial drivers KW - Drunk drivers KW - Drunk driving KW - Legal drinking age KW - Per se laws KW - Sanctions KW - Sobriety checkpoints KW - State laws UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811796.pdf UR - https://trid.trb.org/view/1262532 ER - TY - RPRT AN - 01493291 AU - Cassatta, Stephen AU - Cuddihy, Mark AU - Huber, Mark AU - Struck, Matthias AU - Weerappuli, Para AU - Scavnicky, Mike AU - National Highway Traffic Safety Administration AU - Crash Avoidance Metrics Partnership TI - Advanced Restraint Systems (ARS) Final Report - Appendices PY - 2013/07//Final Report SP - 64p AB - This report presents a summary of the work performed during the Advanced Restraint Systems (ARS) project. The primary objective of this effort was to evaluate the potential benefit of using pre-crash information associated with two unique crash configurations (one vehicle-to-vehicle scenario and one vehicle-to-object scenario) to tailor an advanced restraint system to the occupant and crash type. The project work encompassed the Computer Aided Engineering (CAE) analysis of these two crash modes, as well as the identification, development, integration and physical evaluation of a prototype advanced restraints system within a targeted baseline vehicle environment. For each mode, injury assessments were made for the small, mid-size and large driver and passenger occupants in either a combination of CAE and vehicle testing or with solely CAE analysis. With three different occupants and two crash modes at two different speeds, 24 different “load cases,” 12 for the driver and 12 for the passenger, were studied. This project was conducted by the Crash Avoidance Metrics Partnership (CAMP) ARS Consortium (Ford Motor Company, General Motors and Mercedes-Benz). The Appendices - organized according to occupant size - provide the key data used to compare the performance of the advanced restraint system to that of the baseline Prototype Vehicle Platform (PVP) restraint system for each of the 24 load cases examined during the project. Appendix A pertains to the 5th percentile female, Appendix B to the 50th percentile male, and Appendix C to the 95th percentile male. KW - Air bags KW - Computer aided design KW - Crash injury research KW - Crash types KW - Dummies KW - Impact tests KW - Occupant protection devices KW - Restraint systems KW - Seat belts UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Crashworthiness%20Research/811794B.pdf UR - https://trid.trb.org/view/1262536 ER - TY - RPRT AN - 01493268 AU - Mothers Against Drunk Driving AU - National Highway Traffic Safety Administration TI - Ignition Interlock Institutes: Promoting the Use of Interlocks and Improvements to Interlock Programs PY - 2013/07//Final Report SP - 120p AB - Under a cooperative agreement with National Highway Traffic Safety Administration (NHTSA), Mothers Against Drunk Driving (MADD) held a series of ignition interlock institutes across the United States between August 2009 and October 2012. The institutes were designed to bring together teams of people from different States representing various organizations and agencies who are involved with some component of their States’ ignition interlock program system. The purpose of the institutes was to promote increased use of ignition interlocks in each participating State and to identify improvements to strengthen its interlock programs. MADD’s report summarizes common barriers, State barriers, and potential solutions. KW - Alcohol ignition interlock devices KW - Drunk driving KW - Evaluation KW - Legislation KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811815.pdf UR - https://trid.trb.org/view/1262530 ER - TY - RPRT AN - 01493220 AU - Harris, John R AU - Evans, Larry R AU - MacIsaac, James D AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Evaluation of Laboratory Tire Tread and Sidewall Strength (Plunger Energy) Test Methods PY - 2013/07//Final Report SP - 70p AB - Under the TREAD Act, National Highway Traffic Safety Administration (NHTSA) was assigned the task of revising and updating the Federal Motor Vehicle Safety Standards (FMVSS) for tires. This effort included research to support a possible update or replacement of the tire strength test contained in the FMVSS Nos. 109 and 119. The tire strength test was designed in the 1960s to evaluate the strength of the reinforcing materials in bias-ply tires and their resistance to road hazards. In this test, a steel plunger is forced perpendicular to the tread of a mounted and inflated tire until the tire ruptures (with the resulting air loss), or the plunger is stopped by reaching the rim. The plunger penetration distance and the force test points are then used to calculate an average breaking energy that must exceed the required “minimum breaking energy.” For modern radial tires, which have flexible sidewalls and high-strength steel belt packages, the vast majority of plunger strength tests “bottom-out” on the rim before rupturing the tire. One part of the research consisted of testing passenger and light truck tires to the strength test in FMVSS No. 109 or 119 at standard or low inflation pressures in order to evaluate instances of plunger bottom-out. All 12 tires tested to the standard FMVSS Strength Test conditions reached the required minimum breaking energy before either bottoming-out (67%), or rupturing (33%). Of eight additional tires tested at low pressure, the two lowest-aspect-ratio tires did not reach the required minimum breaking energy level before bottoming-out. Additional testing was conducted with the ASTM F414-06 standard, which allows for repeats of the FMVSS Strength Test at increasing increments of inflation pressure in order to generate more force per unit of penetration (i.e., more rapid accumulation of energy to avoid bottom-out). The six tires tested to ASTM F414-06 also reached the FMVSS minimum breaking energy before either bottoming-out (66.6%), or rupturing (16.6%). Four of those six tires transitioned from bottoming-out to rupturing when increasingly higher inflation pressures were used. Two of three additional tires tested at low starting pressures also transitioned from bottoming-out to rupturing when increasingly higher inflation pressures were used. One tire that had exceeded the FMVSS minimum breaking energy requirements at 30 psi test pressure, ruptured below the FMVSS requirement at 38 psi, indicating that extrapolations of energy levels at lower pressures may not always be predictive of a test at a higher pressure. Six passenger tire models were also tested using an experimental sidewall bruise/strength test and generated statistically different levels of bruise width, penetration, and rupture force between 1-, 2-, and 3-ply sidewall tires. KW - Federal Motor Vehicle Safety Standards KW - Performance tests KW - Strength of materials KW - Test procedures KW - Tire sidewalls KW - Tire treads KW - Tires KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/Tires/811797.pdf UR - https://trid.trb.org/view/1260429 ER - TY - RPRT AN - 01493219 AU - Snyder, Andrew AU - Martin, John AU - Forkenbrock, Garrick AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Evaluation of CIB System Susceptibility to Non-Threatening Driving Scenarios on the Test Track PY - 2013/07//Final Report SP - 78p AB - The objectives of the research described in this report were twofold: evaluate whether crash imminent braking (CIB) false positives can be consistently observed on the test track using maneuvers representative of real-world driving scenarios, and to assess the practicality of accurately and repeatably performing these maneuvers. To satisfy these objectives, five later model light vehicles were evaluated using eight test maneuvers performed at two test speeds. Six of the scenarios were identified during CIB research conducted by the Crash Avoidance Metrics Partnership (CAMP) Crash-Imminent Braking Consortium. The remaining scenarios originated from an ISO 22839 draft that provides recommendations for test methods and requirements necessary for validating forward collision warning (FCW) and CIB system performance. Generally speaking, CIB false positives were not consistently observed on the test track. Of the eight maneuvers used in this study, only “Object in Roadway – Steel Trench Plate” tests produced CIB false positives, and only for one vehicle (although they were present during each test trial for this vehicle). Whether the corresponding reduction in vehicle speed would create a real-world safety problem is not known. FCW alerts always preceded the CIB activations for this vehicle. Three maneuvers produced FCW alerts but no CIB false activations: the Stationary Vehicle at Curve Entrance, Stationary Roadside Vehicles, and Decelerating Vehicle in an Adjacent Lane (Curve) scenarios. Alert frequency varied considerably by vehicle and maneuver; some vehicles consistently issued alerts while others did not respond at all. Four maneuvers failed to elicit either FCW or CIB activation: The Decelerating Vehicle in an Adjacent Lane (Straight), Driving Under an Overhead Bridge, Objects in Roadway – Botts’ Dots, and Stationary Vehicle at Curve Exit scenarios. With regards to practicality, the only maneuver found to produce CIB false positives, the Object in Roadway – Steel Trench Plate scenario, was very straightforward to perform. The large plate used for the tests was easily procured, and was simply positioned on the test surface. Maintaining vehicle speed during test conduct was performed consistently by the driver without issue. Test repeatability was excellent. Incorporating this maneuver into an objective procedure intended to evaluate CIB false positive activations on the test track would be feasible. KW - Active safety systems KW - Automatic braking KW - Crash avoidance systems KW - Performance KW - Rear end crashes KW - Reliability KW - Test tracks KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/Crash%20Avoidance%20Publications/811795.pdf UR - https://trid.trb.org/view/1260430 ER - TY - RPRT AN - 01493218 AU - Zagorski, Scott B AU - Hoover, Richard L AU - Dunn, Ashley L AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Class 8 Straight Truck and Class 7 School Bus, Brake Performance Improvement Study PY - 2013/07 SP - 72p AB - A Class 7 school bus and Class 8 straight truck were tested by National Highway Traffic Safety Administration (NHTSA) Vehicle Research and Test Center (VRTC) to evaluate relative braking performance and stability levels of various high-output foundation brake configurations. An abbreviated Federal Motor Vehicle Safety Standard (FMVSS) No. 121 test sequence was conducted, with additional tests being performed for research purposes. Each vehicle was tested with three brake configurations: (1) standard S-cam drums (baseline) on all wheel positions; (2) hybrid – Air-disc brakes on the steer axle and S-cam drums on the drive axles; and 3) air disc brakes on all wheel positions. The vehicles were tested at two load conditions, a Lightly Loaded Vehicle Weight (LLVW) and Gross Vehicle Weight Rating (GVWR). Each vehicle-brake-load combination met the current FMVSS No. 121 standard service brake stops on a dry surface from 60 mph. At LLVW, both vehicles exhibited reductions in stopping distance when the S-cam brakes were replaced with either hybrid or all disc configuration brakes, but the difference between the two change types was negligible at this load. However at GVWR, the benefits of disc brakes at all wheel positions were clearly seen. The disc brake configuration showed shorter stopping distances of 20 and 22 percent for the straight truck and the bus, respectively, where the hybrid brake configurations only produced stopping distances that were 10 percent shorter than S-cam brakes for both trucks. For brake-in-a-curve tests, adding higher output brakes made little change in stability on the low-μ surface. After meeting the target speeds, each configuration was subjected to additional limit handling tests (for research) to identify the boundary of stability. Each brake performed well above 82 percent lateral acceleration performance quotient (LAPQ). These results are similar to those found in previous VRTC studies for tractors. Stability stops were performed on a laterally split friction coefficient surface from 30 mph. Higher output brakes improved stopping performance without any change in stability. Analyses of variance (ANOVA) revealed that, regardless of the vehicle-load-test direction combination, brake caused the primary differences in stopping distance. With same-size chambers, the discs produced higher output force for parking brake drawbar tests. The SAE J1729, "Parking Brake Drawbar Pull Test Procedure - Commercial Vehicle” produced higher margins of compliance than the NHTSA FMVSS No. 121 procedure. Failed systems tests confirmed stability was maintained in unbalanced brake tests. Experimental stops from increased entry speeds of 60, 70, and 75 mph showed no degradation in handling or stability. At GVWR, the S-cam configuration showed greater loss in stopping ability, as speed increased, than the hybrid or disc. KW - Brakes KW - Braking performance KW - Federal Motor Vehicle Safety Standards KW - Performance tests KW - School buses KW - Stopping distances KW - Truck tractors KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/811790.pdf UR - https://trid.trb.org/view/1260432 ER - TY - RPRT AN - 01491526 AU - Zhang, Fan AU - Chen, Chou-Lin AU - National Highway Traffic Safety Administration TI - NASS-CDS: Sample Design and Weights PY - 2013/07//Technical Report SP - 19p AB - The National Automotive Sampling System (NASS) is a nationwide motor vehicle crash data collection program operated by the National Center for Statistics and Analysis (NCSA) at the National Highway Traffic Safety Administration. The purpose of NASS is to produce statistics on national motor vehicle crashes and to provide a database for the development and the evaluation of motor vehicle and highway safety standards. See Web page www.nhtsa.gov/NASS for an overview of NASS. NASS consists of two subsystems: the General Estimates System (GES) and the Crashworthiness Data System (CDS) – both probability sample surveys of police-reported motor vehicle traffic crashes across the country providing national estimates on crash, vehicle, and occupant characteristics. The purpose of this document is to explain how CDS weights are developed from its sample design. Section II is about CDS target population, section III gives a description of CDS sample design, and section IV discusses the weight calculation procedure in CDS. KW - Crash data KW - Data collection KW - Methodology KW - National Automotive Sampling System - Crashworthiness Data System KW - Sampling KW - Statistics KW - Surveys KW - Traffic crashes KW - Weighting UR - http://www-nrd.nhtsa.dot.gov/Pubs/811807.pdf UR - https://trid.trb.org/view/1258829 ER - TY - RPRT AN - 01489971 AU - Levi, S AU - De Leonardis, D M AU - Antin, J AU - Angel, L AU - Westat AU - National Highway Traffic Safety Administration TI - Identifying Countermeasure Strategies to Increase Safety of Older Pedestrians PY - 2013/07//Final Report SP - 52p AB - The increase in the older population as well as its increased frailty has led the National Highway Traffic Safety Administration (NHTSA) to conduct research initiatives examining the safety and mobility of older adults. Although older adults are struck less frequently than children, they are more likely to die after being struck due to frailty or physical complications. With that in mind, NHTSA is interested in developing effective countermeasure strategies that can be strategically targeted towards the prevention and mitigation of crashes involving older pedestrians. The objective of this project was to identify appropriate countermeasures that will reduce older pedestrians’ exposure to injuries and fatal crashes. This involved exploring countermeasures within the area of transportation as well as in other fields such as public health and education with the intention of identifying strategies that can be implemented to increase older pedestrian safety. Additionally, experts in the fields of aging, occupational therapy, transportation safety, traffic engineering, aging and ophthalmology, gerontology, and older pedestrian safety were contacted. These individuals provided contextual information to help explain the dynamics behind older adults’ involvement in pedestrian crashes as well as insights into what strategies might be effective in communicating with older adults to effect change in their walking behavior. This background research was intended to identify strategies used in disseminating information to older populations as well as strategies used to effect change in the behavior of older adults. This report is a review of key literature from the public health, education, and transportation fields that may provide insights on how to develop future programs targeting older pedestrians. KW - Aged KW - Countermeasures KW - Fatalities KW - Mobility KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Traffic safety KW - Walking UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811798.pdf UR - https://trid.trb.org/view/1258456 ER - TY - RPRT AN - 01628605 AU - Flannagan, Carol A AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - A Method for Estimating Delta-V Distributions from Injury Outcomes in Crashes PY - 2013/06 SP - 16p AB - Two key national crash data samples from the National Automotive Sampling System (NASS) program are the General Estimates System (GES) and the Crashworthiness Data System (CDS). The former is a larger (50,000 crashes per year) sample of police-reported crashes and contains only information coded from the police report. The latter is a smaller (~3,000 crashes per year) sample of light-vehicle towaway crashes that are investigated by trained accident investigators. One key advantage of CDS is that it includes estimated crash severity, or delta-V, assigned to each vehicle in a crash. Delta-V is the best single predictor of injury outcome and thus is a key variable in prediction models. However, because it requires special data collection, it is absent from police-report-based datasets. In contrast to CDS, GES is a much larger sample and includes more than just light-vehicle crashes. Thus, it would be ideal to have delta-V available for GES crashes to improve models of injury outcome from those data. Some attempts to do this for individual crashes were unsuccessful (e.g., Farmer, 2003). However, in some analyses, especially statistical simulations, it is sufficient to have a distribution of delta-V for a given crash mode rather than tying a specific delta-V to a specific crash-involved vehicle. This report presents a method of estimating a distribution of crash severity using only police-reported crash data. The approach uses an injury risk curve developed from CDS and a parametric distributional assumption for the delta-V distribution. While the distribution can take any parametric form, the author uses the lognormal in this report. The method uses maximum likelihood to fit parameters to the delta-V distribution based on the observed injury distribution using the police-reported KABCO scale. That is, individuals in crashes fall into one of five injury categories. Each pair of lognormal parameters produces a distribution of injury when multiplied by the injury risk curve. Thus, the parameters that produce the multinomial injury distribution that best fits the observed distribution are chosen for the estimated delta-V distribution. The report includes results from a simulation study as well as a fit to CDS data with known delta-V distribution. KW - Crash severity KW - Crashworthiness Data System KW - Estimating KW - General Estimates System KW - KABCO Score KW - Lognormal distributions KW - National Accident Sampling System UR - https://deepblue.lib.umich.edu/bitstream/handle/2027.42/117575/103241.pdf UR - https://trid.trb.org/view/1445988 ER - TY - RPRT AN - 01491409 AU - Manser, Michael AU - Edwards, Christopher AU - Lerner, Neil AU - Jenness, James AU - Huey, Richard AU - Westat AU - National Highway Traffic Safety Administration TI - Evaluation of a Prototype Safer Teen Car PY - 2013/06//Final Report SP - 188p AB - This document describes the methods, findings, and recommendations by the University of Minnesota on the practicality and benefits of a system that can provide real-time driver feedback to teen drivers. A prototype Safer Teen Car (STC) system was developed and served as the basis for a field evaluation and as a demonstration unit for stakeholder groups. The STC designed for this project was comprised of a number of interrelated subsystems, including: teen driver identification subsystem; seat belt detection & enhanced reminder subsystem; passenger presence subsystem; speed monitoring & feedback subsystem; excessive maneuver & feedback subsystem; cell phone use detection & mitigation subsystem; and driving context subsystem. The findings generally showed improved safety behavior when the STC system provided feedback. For example, the reduction in the per-mile rate of excessive maneuvers was statistically significant at night, but not during the day. In general, the results indicated reductions in the rates of speeding, excessive maneuvers, and seat belt nonuse. Overall, the STC was viewed as useful and safety-enhancing, by both teens and parents. Both teens and parents agreed that the STC changed the teens’ driving behavior. Parents would generally recommend the STC to other parents. KW - Cellular telephones KW - Driver information systems KW - Driver monitoring KW - Driving KW - Field studies KW - In vehicle sensors KW - Passengers KW - Prototypes KW - Real time information KW - Seat belts KW - Speeding KW - Teenage drivers UR - http://www.nhtsa.gov/staticfiles/nvs/pdf/811784.pdf UR - https://trid.trb.org/view/1258385 ER - TY - RPRT AN - 01491330 AU - National Highway Traffic Safety Administration TI - Guidelines for Creating State Judicial Outreach Liaisons PY - 2013/06 SP - 20p AB - The criminal justice system plays a critical role in deterring unsafe driving behaviors and assigning appropriate consequences for impaired driving and other traffic offenses. From arrest to prosecution to adjudication, it is important that all facets of the criminal justice system are aware of the efforts being made to reduce traffic fatalities. To that end, peer-to-peer training, education, and outreach have been found to be most effective in promoting proven and promising practices. The National Highway Traffic Safety Administration (NHTSA) has developed a network of criminal justice professionals who work peer-to-peer on traffic safety. Over time, States have created counterpart positions in order to meet the specific needs of their jurisdictions. The latest evolution of this trend is the State Judicial Outreach Liaison (SJOL). The purpose of this document is to provide guidance for the creation of such positions and the typical duties performed by SJOLs. In addition, NHTSA Judicial Fellows and Regional Judicial Outreach Liaisons are referenced throughout the document to provide an understanding of their roles and how they interact with SJOLs. KW - Criminal justice KW - Guidelines KW - Judges KW - Law enforcement and criminal justice personnel KW - Qualifications KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811783.pdf UR - https://trid.trb.org/view/1260483 ER - TY - RPRT AN - 01488308 AU - National Highway Traffic Safety Administration TI - Prioritized Recommendations of the National Agenda for Motorcycle Safety PY - 2013/06//Final Report SP - 154p AB - The National Agenda for Motorcycle Safety (NAMS) is a comprehensive plan to improve United States motorcycle safety in the 21st century. The NAMS was developed by a technical working group of experts representing all constituencies involved in motorcycle safety, led by the National Highway Traffic Safety Administration (NHTSA) and the Motorcycle Safety Foundation (MSF), and published in November 2000. On September 11, 2007, the National Transportation Safety Board (NTSB) held a public meeting on motorcycle safety. Following the meeting, NTSB issued a recommendation to reprioritize the NAMS recommendations based on objective criteria, including known safety outcomes. This document addresses that reprioritization. It contains two sections. The Methods section defines three important characteristics of each recommendation, describes how the recommendations are classified according to each of these characteristics, and outlines the overall method used in establishing priorities. The Priorities section lists the highest priority recommendations. KW - Highway safety KW - Motorcycles KW - National Agenda for Motorcycle Safety KW - Recommendations KW - Strategic planning KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811789.pdf UR - https://trid.trb.org/view/1257240 ER - TY - RPRT AN - 01488176 AU - Solomon, Mark G AU - Tison, Julie AU - Cosgrove, Linda AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Click It or Ticket Evaluation, 2008 – 2009 PY - 2013/06 SP - 95p AB - Click It or Ticket (CIOT) mobilizations are intense, short-duration, widely publicized enforcement efforts used to improve seat belt use. Annual national mobilizations have been conducted in May every year since 2003. National and State expenditures for publicizing the 2008 and 2009 CIOT mobilizations were at their lowest level since 2003 ($23.7 million in 2008 and $20.9 million in 2009) and the number of seat belt citations decreased each of the last three years. Telephone surveys administered before and after each CIOT campaign indicated increased awareness of police efforts to enforce the seat belt law and increased perceived risk of receiving a ticket if not wearing a seat belt, especially among males 18 to 34 years old. Statewide usage rates increased in 33 States (District of Columbia and Puerto Rico included) in 2008 and increased in 29 in 2009. The number of States increasing statewide belt use has decreased over time and the amount of annual increase was less than 1 percentage point for three of the last four years. It seems likely that more needs to be done to keep or extend gains made in seat belt awareness and belt use. KW - Click It or Ticket KW - Safety programs KW - Seat belt usage KW - Seat belts KW - States KW - Surveys KW - Traffic law enforcement KW - Trend (Statistics) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811536.pdf UR - https://trid.trb.org/view/1257158 ER - TY - SER AN - 01488173 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Click it or Ticket Evaluation, 2008-2009 PY - 2013/06 SP - 2p AB - Click It or Ticket (CIOT) is a high-visibility enforcement program to increase seat belt use. Click It or Ticket was adopted as a national program in 2003 and is credited with steady increases in seat belt use across the Nation. In 2009, seat belt use rates exceeded 90% in 14 States; Michigan had the highest rate of 98%. Not every driver buckled up on every trip, however, and some States lagged significantly behind the national belt rate of 84% in 2009. Seat belt use was below 80% in 14 States including two States that were below 70%. National Highway Traffic Safety Administration coordinated the 2008 and 2009 CIOT campaigns to encourage more improvements in all 50 States and the District of Columbia. KW - Click It or Ticket KW - Evaluation KW - Safety programs KW - Seat belt usage KW - Seat belts KW - States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811537.pdf UR - https://trid.trb.org/view/1256277 ER - TY - ABST AN - 01620659 TI - Physical Fitness and Driving Performance AB - A number of studies have explored the association between older adults’ physical fitness and performance of everyday tasks and on measures of cognition. Improved aerobic fitness has been shown to improve motor and cognitive task performance. Further, older adults have shown functional benefits from other kinds of physical training, including tai chi and strength and flexibility training. Cognitive skills allow a driver navigate effectively toward a destination and identify and avoid potential hazards. Strength, flexibility and coordination support the driver’s ability to make accurate, and when necessary, rapid and forceful steering and braking responses. Flexibility of the neck and spine facilitate turning of the head to check blind spots. This project explores relationships between older adults’ physical fitness and their driving performance, and evaluates the effects of fitness training on driving performance. Findings will inform recommendations to families, medical professionals and others who provide guidance to older adults as they seek to continue to drive safely. KW - Aged KW - Aged drivers KW - Cognition KW - Driver performance KW - Hazards KW - Highway safety KW - Physical fitness KW - Reaction time UR - https://trid.trb.org/view/1441966 ER - TY - RPRT AN - 01501090 AU - Perez, Miguel AU - Owens, Justin AU - Viita, Derek AU - Angell, Linda AU - Ranney, Thomas A AU - Baldwin, G H Scott AU - Parmer, Ed AU - Martin, John AU - Garrott, W Riley AU - Mazzae, Elizabeth N AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Radio Tuning Effects on Visual Test Track and Driving Performance Measures – Simulator and Test Track Studies PY - 2013/05//Final Report SP - 109p AB - Existing driver distraction guidelines for visual-manual device interface operation specify traditional manual radio tuning as a reference task. This project evaluated the radio tuning reference task through two activities. The first activity consisted of a static evaluation of the features and layouts of 12 original equipment vehicle radios. The second activity consisted of an experiment in which naive participants drove five models of vehicles on a test track while performing manual radio tuning tasks. Driving performance measures and eye glance behavior were examined during radio tuning and baseline (no secondary task) periods. Results showed differences between task and baseline periods in most measures as a function of radio design. Results of the test track radio running experiment were evaluated along with experimental data for radio tuning obtained in a driving simulator by the National Highway Traffic Safety Administration (NHTSA). Similar results were found for most eye glance measures. The data suggest the following visual demand acceptability criteria based upon driver 85th percentile radio tuning performance: (1) Individual eye glances away from the forward road scene should not exceed 1.3 seconds; and (2) Total eyes-off-road time to perform an entire task should not exceed 12.1 seconds. For compatibility with occlusion testing, these time values should be rounded off to multiples of 2.0 seconds. This gives task acceptability criteria of individual eye glances away from the forward road scene not exceeding 2.0 seconds and total eyes-off-road time to perform an entire task not exceeding 12.0 seconds. KW - Distraction KW - Driver vehicle interfaces KW - Drivers KW - Driving simulators KW - Glance duration KW - Radio KW - Test tracks KW - Visual demand UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle Research & Test Center (VRTC)/ca/capubs/811781.pdf UR - https://trid.trb.org/view/1279459 ER - TY - SER AN - 01500354 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Training for Healthy Older Drivers PY - 2013/05 SP - 2p AB - This research examined the effectiveness of four types of training techniques designed to improve the driving performance of normally aging adults. Each technique is suitable for a broad cross-section of the healthy older driver population. The research team measured training effectiveness by comparing the on-road performance of drivers 65 and older in each treatment group with that of a control group (that received a neutral intervention) before and immediately after training, and again after a 3-month delay. Thus, study results reflected planned comparisons between each treatment group and the control group, but did not compare treatment groups to one another. The training activities examined in this study included: (1) classroom driver education delivered in a group setting, supplemented by an hour of one-on-one, behind-the-wheel instruction; (2) computer-based exercises designed to improve speed of visual information processing and divided attention; (3) occupational therapy (OT)-based exercises to improve visual skills and attention; and (4) physical conditioning to improve strength, flexibility, and movement. KW - Aged drivers KW - Driver education KW - Driver improvement programs KW - Driver performance KW - Driver rehabilitation KW - Driver training KW - Driving simulators KW - Visual perception UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811771.pdf UR - https://trid.trb.org/view/1278459 ER - TY - SER AN - 01499706 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Seat Belt, DWI, and Other Traffic Violations Among Recent Immigrants in Florida and Tennessee PY - 2013/05 SP - 2p AB - The National Highway Traffic Safety Administration examined all 50 States to identify those whose traffic safety databases contain residency status. Of the four States identified, driver history databases in Florida and Tennessee were analyzed for four traffic safety violations—seat belt non-use, driving while intoxicated (DWI), speeding, and failure to obey traffic signals or signs—for drivers of different immigrant status. This analysis provides objective information about certain traffic safety behaviors and violations among recent and long-time immigrants. Overall, drivers who were citizens were more likely to be cited for one of the four traffic violations than those who were not citizens or who had arrived in the country more recently. Of the four violations, there were substantially more speeding violations in both States than the other three violations. DWI violations were the lowest of the four violations in both States. Males in each State had significantly higher violation rates than females, and young drivers under the age of 21 were cited more often for traffic violations than older drivers regardless of residency status. KW - Age KW - Drivers KW - Drunk driving KW - Florida KW - Gender KW - Immigrants KW - Persons by race and ethnicity KW - Seat belt use KW - Speeding KW - Tennessee KW - Traffic citations KW - Traffic violations UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811762.pdf UR - https://trid.trb.org/view/1266484 ER - TY - RPRT AN - 01499690 AU - Romano, Eduardo AU - Tippetts, A S AU - Fell, James C AU - Wiliszowski, Connie AU - Auld-Owens, Amy AU - Bedford Research AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Seat Belt, DWI, and Other Traffic Violations Among Recent Immigrants in Florida and Tennessee PY - 2013/05//Final Report SP - 88p AB - Phase I of this project identified two States, Florida and Tennessee, that maintain information on drivers’ traffic violations and residency status. Phase II analyzed State databases to examine seat belt non-use, driving while intoxicated (DWI), and other traffic safety violations among drivers of different immigrant status. The Florida Division of Motor Vehicles provided a stratified random sample of 286,746 drivers’ records in its database, for the years 2003 to 2009. The Tennessee Department of Safety provided records for 5,680,728 people for 10 years, 2000 to 2010. The analyses suggest that those who have come recently to the country are less likely to be cited for seat belt, speeding, and failure-to-obey violations than more established drivers; but as time goes by and immigrant drivers become more established, they begin to resemble established citizens in terms of the likelihood of being ticketed for these traffic violations. Factors such as age or gender seem to contribute to their likelihood of being cited for seat belt, speeding, or failure-to-obey violations, more than residency status. Of the four traffic citations examined, speeding was the most prevalent in both States, while DWI was the least-often violation listed in the driver records. In both Florida and Tennessee, 1% of all drivers were cited for a speeding violation within 3 months of licensure, independent of residency status. Male drivers and drivers under 21 were more likely to be cited for traffic violations than older drivers (21 and older). The race and ethnic distribution of violation rates varied across the different violations. Compared to other groups, Asians/Pacific Islanders (PIs) were significantly less involved than other racial and ethnic groups in seat belt or DWI violations, but more involved in speeding and failure-to-obey traffic signs and signals violations. White and American Indian drivers were significantly less involved in failure-to-obey citations than drivers of any other group. Recent Hispanic immigrants to Florida were more likely to be arrested for DWI than the more established immigrants. For Asian/PI drivers in Florida, residency status was not a factor in DWI arrests and their DWI rates were substantially lower than the other racial and ethnic groups. The findings from this study are specific to two States and suggest that the role of residency status on traffic violations varied depending on the violation, the racial and ethnic group, and the State. KW - Age KW - Drivers KW - Drunk driving KW - Florida KW - Gender KW - Immigrants KW - Persons by race and ethnicity KW - Seat belt use KW - Speeding KW - Tennessee KW - Traffic citations KW - Traffic violations UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811761.pdf UR - https://trid.trb.org/view/1266667 ER - TY - RPRT AN - 01499638 AU - Hoover, Richard L AU - Van Buskirk, Timothy R AU - Garrott, W Riley AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Class 8 Mack Straight Truck Emulating a Refuse Hauler – Braking Improvement Study PY - 2013/05 SP - 76p AB - The effect of higher output foundation brakes were determined for a Class 8, Mack 6x4 MR-688-S straight truck which emulated a McNeilus refuse hauler. Four brake types studied included: original hybrid S-cam drums, big S-cam drums, hybrid disc, and all-disc. In order to simulate the completed refuse hauler, the mock-up truck was loaded in three configurations: fully laden at gross vehicle weight rating (GVWR), at lightly loaded vehicle weight (LLVW) simulating an unloaded refuse hauler, and empty (MT) for comparison to other chassis-cab test trucks. The results show that the chassis-cab mock-up truck with hybrid S-cam brakes produced performance data similar to that obtained from the McNeilus refuse hauler for most tests, which indicated that the mock-up was realistic in loading configuration and in braking capability. At GVWR, the test truck stopped in 298 ft, which correlated to the 302 ft obtained by the refuse hauler. By installing higher output brakes, the service brake stopping distances shortened dramatically. The all-disc brakes performed the best (228 ft), followed closely by the hybrid disc brakes (245 ft) and the big S-cam drum brakes (248 ft). For baseline brake-in-a-curve (BIC) tests, all four brake configurations met the minimum stability and control test requirement; therefore, increasing the brake output made little change in stability on the low-coefficient-of-friction surface. Additional loads of GVWR and MT produced similar results at the 75-percent of drive-through “target speed” for four-of-four tests. For limit-speed tests, the highest lateral acceleration performance quotient (LAPQ) values were achieved by the hybrid S-cam and big S-cam brake configurations. Each load and brake configuration applied to the chassis-cab mock-up truck met the 5-minute parking brake holding requirement of the Federal Motor Vehicle Safety Standard (FMVSS) No. 121 on the 20-percent grade, which was also found previously for the refuse hauler. This pass/fail test could not distinguish any differences in brake type installed on this vehicle. However, the drawbar parking brake force test showed large differences in parking brake holding ability. The 2005 test results showed that the refuse hauler failed the drawbar test for the rearward pull direction on the rear axle by over one percent. However, the mock-up vehicle met the minimum required drawbar force. The higher output all-disc and big S-cam brakes produced drawbar margins of compliance ranging from 35 to 105 percent, with the big S-cam brakes producing the largest margins in the rearward pull direction. Split-mu tests showed little difference in stopping distances or decelerations between the four brake types tested. The decelerations did indicate a side-to-side bias in total vehicle response to the stops on this surface, which were substantiated by driver comments and handwheel angle data. When loaded to GVWR and LLVW, the big S-cam brakes required the biggest driver handwheel inputs of the four brake types indicating that wider S-cam brakes are more sensitive to side-to-side brake imbalance issues. KW - Brakes KW - Braking performance KW - Disc brakes KW - Dump trucks KW - Federal Motor Vehicle Safety Standards KW - Gross vehicle weight KW - Heavy duty trucks KW - Stability (Mechanics) KW - Stopping distances KW - Trucks UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/811747.pdf UR - https://trid.trb.org/view/1266480 ER - TY - RPRT AN - 01491406 AU - Nichols, James L AU - Solomon, Mark G AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Click It or Ticket Evaluation, 2010 PY - 2013/05 SP - 120p AB - The 2010 Click It or Ticket (CIOT) mobilization followed a typical Selective Traffic Enforcement Program (sTEP) sequence, involving paid media, earned media, and enforcement. A nationally representative telephone survey indicated that the mobilization was associated with increases in awareness of seat belt messages and special enforcement among the general population and among a target group of males 18 to 34 years old. Television was the primary source by which the public was made aware of these issues, followed by billboards and radio. Paid ads, rather than news stories, were the most frequently mentioned type of message seen or heard. Compared with the general population, young males were slightly more aware of seat belt messages and more aware of special enforcement efforts, but less likely to have seen or heard about checkpoints, or to think that they would get a ticket for not buckling up. Very few respondents felt that a traffic stop (day or night) would likely be for a seat belt violation. The National Occupant Protection Use Survey (NOPUS) found that usage had increased from 84% in 2009 to 85% in 2010. While this increase was not statistically significant, it was consistent with a steady increase in usage over time. In addition, there was an average 1-percentage-point increase in State survey results from 2009 through 2010, with 31 States reporting increases and 20 jurisdictions reporting either no change or declines. A time-series analysis of usage among occupants killed in passenger vehicles found no additional increase in usage associated with the 2010 mobilization, although there was a significant increase in usage associated with the series of CIOT mobilizations that began in 2003. Analyses of passenger vehicle occupant deaths and drivers involved in fatal crashes in 2009 and 2010 found significant increases in usage for both groups. KW - Click It or Ticket KW - Evaluation KW - Fatalities KW - National Occupant Protection Use Survey (NOPUS) KW - Safety programs KW - Seat belt use KW - Seat belts KW - States KW - Surveys KW - Traffic law enforcement KW - Trend (Statistics) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811778.pdf UR - https://trid.trb.org/view/1260488 ER - TY - RPRT AN - 01491306 AU - Angell, Linda AU - Cook, Julie AU - Perez, Miguel AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Support for NHTSA’s Development of Guidelines on Distraction-Potential From Visual-Manual Interfaces: An Examination of the Definition of “Task” and Task Taxonomies Based on Interviews With Experts PY - 2013/05 SP - 86p AB - An interview study was conducted to gather input for the National Highway Traffic Safety Administration as it develops guidelines for preventing distraction from tasks performed with in-vehicle electronics devices. Nine experts were interviewed about the definition of “task” used in guidelines issued by the Alliance of Automobile Manufacturers (2006), along with a broader set of supporting terms used in conjunction with the definition for “task,” when devices are tested for adherence to limits on distraction. These interviews explored four topics: (1) Definitions of “task” in use, (2) Other definitions used in conjunction with the definition of “task” (e.g., “goal,” “subgoal,” “subtask,” “start state,” “end state”), (3) Alternate definitions for “task,” and (4) Task taxonomies. The qualitative interview data were scored for main ideas and themes. Shared ideas (versus singleton ideas) were identified through frequency counts. Among the most salient findings was that the current definition of “task” seems well accepted, at least the main portions of it. This definition gives rise to fairly common practice among users. Ideas for improving the definition and its corollary definitions were gathered. Preliminary recommendations were offered for consideration as NHTSA develops an approach to defining tasks in its guidelines to prevent and limit distraction. KW - Definitions KW - Distraction KW - Driver vehicle interfaces KW - Guidelines KW - Taxonomy KW - U.S. National Highway Traffic Safety Administration KW - Vehicle electronics UR - http://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&cad=rja&ved=0CCkQFjAA&url=http%3A%2F%2Fwww.nhtsa.gov%2FDOT%2FNHTSA%2FNVS%2FVehicle%2520Research%2520%26%2520Test%2520Center%2520(VRTC)%2Fca%2Fcapubs%2F811782.pdf&ei=YoQgUrqvMo_WsATD0YH4AQ&usg=AFQjCNG3JWjrR8gXDIsi7hBa4wdb6kppLg&bvm=bv.51495398,d.dmg UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/capubs/811782.pdf UR - https://trid.trb.org/view/1260481 ER - TY - RPRT AN - 01491302 AU - Nichols, James L AU - Solomon, Mark G AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Click It or Ticket Evaluation, 2011 PY - 2013/05 SP - 110p AB - The 2011 Click It or Ticket (CIOT) mobilization followed a typical selective traffic enforcement program (STEP) sequence, involving paid media, earned media, and enforcement. A nationally representative telephone survey indicated that the mobilization was associated with increases in awareness of seat belt messages, special enforcement, and the CIOT slogan. There were significant increases in the perception that a citation was very likely if riding unbuckled. Television was the primary source by which the public was made aware of these issues, followed by billboards and radio. Paid ads, rather than news stories, were the most frequently mentioned type of message. Young males were more aware of seat belt messages, special enforcement efforts, and checkpoints, but less likely to think that they would get a ticket for not buckling up. Very few respondents felt that a traffic stop (day or night) would be likely for a seat belt violation. The National Occupant Protection Use Survey (NOPUS) estimated national belt use to be statistically unchanged from 2010 to 2011. Methods for increasing public perception of enforcement efforts are discussed. KW - Click It or Ticket KW - Evaluation KW - National Occupant Protection Use Survey (NOPUS) KW - Safety programs KW - Seat belt use KW - Seat belts KW - Surveys KW - Traffic law enforcement KW - Trend (Statistics) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811779.pdf UR - https://trid.trb.org/view/1260486 ER - TY - RPRT AN - 01491299 AU - National Highway Traffic Safety Administration TI - Digest of Distracted Driving Laws. First Edition Current as of June 1, 2012 PY - 2013/05//1st Edition SP - 101p AB - This digest reports the status of State laws that are concerned with distracted driving offenses. Distracted driving is any non-driving activity a person engages in while operating a motor vehicle. Such activities have the potential to distract the person from the primary task of safe driving and increase the risk of crashing. Of special concern is the use of electronic entertainment and communication devices, particularly cell phones. This digest contains comprehensive information on critical distracted driving laws for all 50 States, the District of Columbia, and Puerto Rico. The document provides a summary chart of the key provisions of State distracted driving laws and a detailed list of these laws for every State, including statutory references. Each State entry includes: Restrictions on the Use of Electronic/Mobile Devices; Restrictions on Text Messaging; Other Prohibited Distractions; Restrictions on Novice Drivers; and Summary of Legislative History. KW - Distraction KW - Laws and legislation KW - Mobile telephones KW - Recently qualified drivers KW - State laws KW - Teenage drivers KW - Text messaging KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811770.pdf UR - https://trid.trb.org/view/1260484 ER - TY - RPRT AN - 01489949 AU - Najm, Wassim G AU - Ranganathan, Raja AU - Srinivasan, Gowrishankar AU - Smith, John D AU - Toma, Samuel AU - Swanson, Elizabeth AU - Burgett, August AU - Volpe National Transportation Systems Center AU - URC Enterprises, Incorporated AU - National Highway Traffic Safety Administration TI - Description of Light-Vehicle Pre-Crash Scenarios for Safety Applications Based on Vehicle-to-Vehicle Communications PY - 2013/05 SP - 109p AB - This report describes pre-crash scenarios that might be addressed by vehicle-to-vehicle communications. The focus is on crashes involving at least 1 light vehicle with a gross vehicle weight rating of 10,000 pounds or less. The 2004-2008 General Estimates System crash databases were used to quantify the societal cost and describe the driving environment, driver characteristics, and crash contributing factors. The National Motor Vehicle Crash Causation Survey was queried to statistically portray crash causal factors. Data from Event Data Recorders drawn from model year 2000-2007 vehicles were analyzed to describe the kinematics of pre-crash scenarios in terms of travel speed, brake application, and deceleration level over a period of five seconds before the crash. Most crashes occurred on straight roads, dry surfaces, in clear weather, and during daylight hours. About 56 percent of drivers were male and 60 percent were of middle age. About 27 percent of all drivers were inattentive, 4 percent were under the influence of alcohol and/or drugs, and 10 percent were fatigued. Speeding was a factor in 13 percent of all crashes. The average effective deceleration level was over 0.6g in the ‘lead vehicle moving’ and ‘lead vehicle decelerating’ pre-crash scenarios, when braking was initiated 2 to 3 seconds before the crash. KW - Braking KW - Crash causes KW - Crash data KW - Deceleration KW - Kinematics KW - Light vehicles KW - National Motor Vehicle Crash Causation Survey KW - Precrash phase KW - Speeding KW - Traffic crashes KW - Traffic safety KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811731.pdf UR - http://ntl.bts.gov/lib/47000/47600/47669/DOT-VNTSC-NHTSA-11-11.pdf UR - https://trid.trb.org/view/1257636 ER - TY - RPRT AN - 01487010 AU - MacIsaac, James D AU - Evans, Larry R AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NHTSA Tire Aging Test Development Project Phase 4: Oven Aging of Tires Followed By Testing to Failure on a Roadwheel PY - 2013/05//Final Report SP - 96p AB - There were two parts to this work: (1) tire aging testing of 10 tire models using oven aging plus a stepped-up-load test, and (2) tire aging testing of 20 tire models using oven aging plus the Federal Motor Vehicle Safety Standards (FMVSS) No.139 endurance and low pressure tests During the first part of this research, 10 tire models were subjected to a 2-hour break-in on a 1.707 m roadwheel at 80 km/h, then inflated with a mixture of 50% nitrogen (N2) gas and 50% oxygen (O2) gas and aged in a circulating air oven for 3 or 5 weeks at 65°C. The fill gas was vented and refreshed weekly to maintain a sufficient supply of oxygen gas in the tire cavity to support oxidative aging. Physical properties of the critical belt edge region of the aged tires were measured and the percentage change from the new tire properties was compared to the percentage change seen in tires retrieved from service in Phoenix. All of the measured physical properties changed in the same direction as the tires from Phoenix service. Oven aging from 3 to 5 weeks at 65°C produced percentage changes in properties similar to those found in tires with 3 to 6 years of service in Phoenix. After oven aging, these 10 tire models were tested using the stepped-up-load to structural failure (SUL) roadwheel test. The running time of tires aged for 5 weeks at 65°C were similar to those of tires that had been in Phoenix service for 3 to 6 years. Five of the tire models showed failures prior to 34 hours while the load on the tires did not exceed their maximum design load. Nearly all of these failures in the passenger tires were in the critical belt edge and shoulder area. Light-truck tire failures were predominantly separations between the carcass compounds or between the innerliner and ply of the tire. During the second part of this research, oven aging followed by the FMVSS 139 endurance and low pressure test was used to evaluate the structural durability of new tires. Twenty tire models were aged and tested to determine if this was a valid test of the durability of aged tires. Tires were oven aged for 3, 4, or 5 weeks at 65°C while inflated with the 50% N2/50% O2 mixture and then tested according to the FMVSS 139 endurance and low pressure tests. All new tires completed the endurance and low pressure tests. Six of 13 passenger tire models and 3 of 7 models of light-truck tires exhibited no failures after oven aging up to 5 weeks at 65°C. Approximately 70% of the failures for passenger tires took place in the critical belt edge and shoulder region of the tire. The light-truck tire failures were predominantly separations between components in the innerliner and sidewall region, including two tires that separated in the oven during aging. KW - Accelerated tests KW - Aging (Materials) KW - Durability KW - Federal Motor Vehicle Safety Standards KW - Light trucks KW - Passenger vehicles KW - Phoenix (Arizona) KW - Tires UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/capubs/811780.pdf UR - https://trid.trb.org/view/1255007 ER - TY - RPRT AN - 01483689 AU - Chaudhary, Neil K AU - Ledingham, Katherine A AU - Eby, David W AU - Molnar, Lisa J AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluating Older Drivers’ Skills PY - 2013/05//Final Report SP - 47p AB - Research has demonstrated that older drivers pose a higher risk of involvement in fatal crashes at intersections than younger drivers. Age-triggered restrictions are problematic as research shows that the majority of older people have unimpaired driving performance. Thus, it has become important to be able to identify which drivers are at risk of crashes and apply driving limitations based on this risk (instead of age alone). The objective of this project was to review the report from the 2003 University of Florida Consensus Conference as well as other important documents on similar topics, and to interview experts to obtain information about the strengths and weaknesses of these specialist-administered screening and assessment tools, self-screening instruments and training methods. This report will help to guide future research by highlighting tools and methods commonly used by clinicians that have not yet been adequately evaluated and those which may already be recommended for use. The goal was not to reach consensus but to provide a rich background from the literature combined with expert opinions in an attempt to guide decisions and research goals related to these evaluation tools. KW - Aged drivers KW - Cognition KW - Education and training methods KW - Evaluation and assessment KW - High risk drivers KW - Motor skills KW - Risk analysis KW - Screening tools (Tests) KW - Self evaluation KW - Vision UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811773.pdf UR - https://trid.trb.org/view/1251771 ER - TY - RPRT AN - 01483683 AU - Kahane, Charles J AU - National Highway Traffic Safety Administration TI - Injury Vulnerability and Effectiveness of Occupant Protection Technologies for Older Occupants and Women PY - 2013/05//Technical Report SP - 349p AB - Aging increases a person’s fragility (likelihood of injury given a physical insult) and frailty (chance of dying from a specific injury). Young adult females are more fragile than males of the same age, but later in life women are less frail than their male contemporaries. Double-pair-comparison and logistic regression analyses of 1975-2010 Fatality Analysis Reporting System (FARS), 1987-2007 Multiple cause of death file (MCOD), and 1988-2010 National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) data allow quantifying the effects of aging and gender on fatality and injury risk and studying how trends have changed as vehicle-safety technologies developed. In crashes of cars and light trucks and vans (LTVs) of the past 50 model years, fatality risk increases as occupants age, given similar physical insults, by an average of 3.11 ± .08 percent per year that they age. Fatality risk is, on average, 17.0 ± 1.5 percent higher for a female than for a male of the same age (but more so for young adults and much less so for elderly occupants). The relative risk increases for aging and females may have both intensified slightly from vehicles of the 1960s up to about 1990 (even while safety improvements greatly reduced the absolute risk for men and women of all age groups); since then, the added risk for females has substantially diminished, probably to less than half, while the increase for aging may also have diminished, but by a much smaller amount. Abbreviated Injury Scale (AIS) ≥ 2 nonfatal-injury risk increases only by 1.58 ± .35 percent per year of aging, but it is 28.8 ± 6.0 percent higher for a female than for a male. Older occupants are susceptible to thoracic injuries, especially multiple rib fractures. Females are susceptible to neck and abdominal injuries and, at lower severity levels, highly susceptible to arm and leg fractures. Female drivers are especially vulnerable to leg fractures from toe-pan intrusion. All of the major occupant protection technologies in vehicles of recent model years have at least some benefit for adults of all age groups and of either gender; none of them are harmful for a particular age group or gender. Nevertheless, seat belts have been historically somewhat less effective for older occupants and female passengers, but more effective for female drivers. Frontal air bags are about equally effective across all ages; side air bags may be even more effective for older occupants than for young adults. Air bags and other non-belt protection technologies are helping females just as much and quite possibly even more than they protect males; this may have contributed to shrinking the historical risk increase for females relative to males of the same age. KW - Aged KW - Aged drivers KW - Aging (Biology) KW - Air bags KW - Crash injuries KW - Fatalities KW - Fatality Analysis Reporting System KW - Females KW - Gender KW - National Automotive Sampling System - Crashworthiness Data System KW - Occupant protection devices KW - Risk analysis KW - Seat belts KW - Side air bags KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811766.PDF UR - https://trid.trb.org/view/1252398 ER - TY - RPRT AN - 01483378 AU - Perez, Miguel AU - Hulse, Melissa AU - Angell, Linda AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Support for NHTSA Visual-Manual Guidelines: Expert Review of the Visual Occlusion Method and How It Compares to Driver Eye-Glance Behavior PY - 2013/05 SP - 56p AB - The occlusion method is one of the verification test alternatives allowed under the Alliance of Automobile Manufacturers guidelines to manage visual demand of certain in-vehicle devices. Since the time those guidelines were published, additional research has become available on the advantages, disadvantages, and considerations of using the occlusion method in this context. The current investigation reviewed this additional research and then asked several occlusion experts about their opinions regarding topics such as method parameter values, test settings, validity, and usefulness of results. Experts’ answers were summarized and suggested that there is consensus about some aspects of the occlusion method and disagreement over other aspects. These findings are discussed in the context of including the occlusion method as a test alternative in future versions of visual-manual device design guidelines. KW - Design standards KW - Distraction KW - Driver vehicle interfaces KW - Drivers KW - Glance behavior KW - Guidelines KW - In-vehicle devices KW - In-vehicle tasks KW - Visual demand KW - Visual occlusion UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/capubs/811763.pdf UR - https://trid.trb.org/view/1251631 ER - TY - SER AN - 01483309 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Ye, Tony Jianqiang TI - Motorcycle Helmet Use in 2012—Overall Results PY - 2013/05 SP - 5p AB - Use of U.S. Department of Transportation-compliant motorcycle helmets decreased to 60% in 2012 from 66% in 2011, but the decrease is not statically significant. This result is from the National Occupant Protection Use Survey (NOPUS), the only survey that provides nationwide probability-based observed data on helmet use in the United States. The NOPUS is conducted by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The motorcycle helmet use trend has been relatively flat over the last five years. The 2012 survey also found the following: (1) Helmet use among motorcycle passengers decreased significantly to 46% in 2012 from 64% in 2011; and (2) Helmet use continued to be significantly higher in States that require all motorcyclists to be helmeted than in other States. KW - Motorcycle helmets KW - Motorcyclists KW - National Occupant Protection Use Survey KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811759.PDF UR - https://trid.trb.org/view/1251861 ER - TY - RPRT AN - 01482922 AU - Elsasser, Devin AU - Barickman, Frank S AU - Albrecht, Heath AU - Church, Jason AU - Xu, Guogang AU - Heitz, Mark AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Tractor Semitrailer Stability Objective Performance Test Research – Yaw Stability PY - 2013/05//Final Report SP - 143p AB - This report documents the results from heavy-vehicle stability control (SC) system testing conducted by the National Highway Traffic Safety Administration’s Vehicle Research and Test Center (VRTC) in 2008 and 2009. Tractor semitrailer SC research was conducted in three phases. Phase I (2006-2007) focused on understanding how heavy-vehicle stability control systems performed on the test track. Phase II (2007-2008) focused on the development of a dynamic test maneuver to challenge a tractor semitrailer's roll propensity. This report documents Phase III research focused on the test track development of objective performance test maneuvers to challenge tractor semitrailers yaw stability. Phase III of research focused on developing performance tests that challenged the capabilities of a tractor-based stability control system designed to mitigate loss-of-control situations related to tractor semitrailer yaw stability. Evaluated were automated maneuvers called the Sine With Dwell (SWD), Half-Sine With Dwell (HSWD), Ramp With Dwell (RWD), Ramp Steer Maneuver (RSM), 150 ft. Brake-in-Curve (BIC), and Slowly Increasing Steer (SIS). These maneuvers are representative of lane-change, obstacle-avoidance, or negotiating-a-curve crash scenarios. Using these maneuvers, three tractors (four stability conditions), and four trailers were tested, with and without stability control enabled. Tractors and SC systems were evaluated in bobtail and loaded conditions (in combination with the trailers), on high-friction dry asphalt and reduced-friction Jennite test surfaces. To keep the test matrices manageable, all maneuvers and tractors were evaluated with a single trailer for loaded test conditions. Data from these series was then used to select a surface, loading condition, and a reduced set of maneuvers with which to evaluate stability of the tractors combined with other trailers. Using data from this test track research, several measures of performance (MOPs) were identified to have merit in evaluation of heavy-vehicle stability control systems. MOPs for both engine/power unit control and foundation braking were identified. Further, the SIS, RSM, and SWD test maneuvers were observed to be good performance maneuvers for evaluating tractor-trailer stability. KW - Directional stability KW - Electronic stability control KW - Loss of control KW - Performance measurement KW - Roll stability control KW - Tractor trailer combinations KW - Trucking safety KW - Yaw UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2013/811734.pdf UR - https://trid.trb.org/view/1251339 ER - TY - RPRT AN - 01482919 AU - Lee, John D AU - Moeckli, Jane AU - Brown, Timothy L AU - Roberts, Shannon C AU - Schwarz, Chris AU - Yekhshatyan, Lora AU - Nadler, Eric AU - Liang, Yulan AU - Victor, Trent AU - Marshall, Dawn AU - Davis, Claire AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration TI - Distraction Detection and Mitigation Through Driver Feedback PY - 2013/05//Final Report SP - 166p AB - Despite government efforts to regulate distracted driving, distraction-related fatalities and injuries continue to increase. Manufacturers are introducing real-time driver monitoring systems that detect risk from distracted driving and warn drivers; however, little is known about these systems. This report identifies evaluation techniques to characterize and assess these emerging technologies, presents results of their application, develops a framework for estimating systems’ safety benefits, and provides safety relevant information to guide technology development. A standardized language for describing and differentiating systems was created, and its application revealed key trends in the design landscape. A novel approach to detection that provides prospective indications of safety-critical vehicle state changes is described. Two evaluation protocols were developed and to provide empirical assessments of (1) detection algorithm performance and (2) the effect of mitigations on driver performance and acceptance. The protocol included driving on different types of roadways and performing secondary tasks in the high-fidelity NADS-1 driving simulator. Four progressively complex distraction detection algorithms were compared to evaluate the ability of vehicle-based systems to distinguish between distracted and non-distracted drivers. Algorithm performance varied across road types and distraction tasks. A safety benefits framework appropriate for distraction mitigation systems is proposed that expands on past benefit analyses. KW - Acceptance KW - Algorithms KW - Countermeasures KW - Distraction KW - Driver feedback KW - Driver information systems KW - Driver performance KW - Driving simulators KW - Evaluation KW - Highway safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2013/811547A.pdf UR - https://trid.trb.org/view/1251342 ER - TY - SER AN - 01482916 JO - Traffic Safety Facts - Vehicle Safety Research Notes PB - National Highway Traffic Safety Administration TI - Comparing Distraction Mitigation Methods: Post-Drive and Real-Time PY - 2013/05 SP - 2p AB - In-vehicle distraction mitigation systems are designed to provide feedback to drivers about their level of distraction and associated driving performance. There are two main types of distraction mitigation methods: real-time feedback and post-drive feedback. Both types of mitigation methods differ in timescale and objective. Real-time distraction mitigation feedback is provided as the vehicle is being driven whereas post-drive feedback is provided at the end of the drive. Real-time, or concurrent, feedback redirects drivers’ attention to the roadway when distraction thresholds are exceeded. This most common form of distraction mitigation feedback may have an immediate impact on driving performance, but may not affect drivers’ willingness to engage in distracting tasks. Post-drive, or retrospective, feedback aims to change driver behavior based on prior driving performance. The method displays patterns of behavior and performance to the driver that may better target attitudinal and cultural change regarding distracted driving. A comparison of these two feedback methods was conducted to provide insight into the effect of timescale and feedback form on short-term and long-term driving performance and behavior. In addition to changing drivers’ attitude and performance, it is important to ensure that drivers accept the system and trust its output. Thus, the study focused on the effectiveness of each mitigation method based on driving behavior, planned behavior, and user acceptance. KW - Countermeasures KW - Distraction KW - Driver feedback KW - Drivers KW - Highway safety KW - Post drive feedback KW - Real time information UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2013/811549.pdf UR - https://trid.trb.org/view/1251341 ER - TY - RPRT AN - 01482906 AU - Evans, Larry R AU - Matthies, Blake AU - Karmarkar, Uday AU - MacIsaac, James D AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Two-Ply Laminate Fatigue Life of New, Field-Retrieved, and Laboratory-Aged Light-Vehicle Tires PY - 2013/05//Final Report SP - 67p AB - This report is the seventh in a series of scientific reports intended to provide an understanding of the degradation of light vehicle tires during on-vehicle service. The report series was used to guide the agency’s development of a laboratory-based accelerated service life test for light-vehicle tires (i.e., “tire aging test”). The two-ply laminate fatigue test was one test used to quantify the level of degradation in tire belt package during on-vehicle service in Phoenix, Arizona, and to evaluate the effectiveness of proposed roadwheel tire aging methods. Preliminary data analysis showed that cycles to failure or log of cycles to failure at any of these strains had no statistically significant correlation to tire type, age, or mileage. However, since the test machine runs in “load control,” small differences in the amount of strain experienced by each sample per unit load can result in large differences in input energy (load x displacement) over the many tens or hundreds of thousands of cycles to failure. As a result, the test laboratory, ARDL, Inc., developed a new analytical technique to calculate the cycles to failure at an average energy input of 500 N-mm. This would allow for comparisons of test results between samples from the same tire, and samples from different tires. Of the six tire models collected from service in Phoenix, Arizona, only five had a sufficient number of tires available for advanced test methods such as two-ply laminate. Within these five tire models, three showed a relatively strong correlation of the “Cycles to Failure at 500 N-mm” variable to both the mileage and age variables, with a general reduction in the cycles to failure with increasing age and mileage. Excessive scatter resulted in no correlation for the other two tire models. New versions of the six tire models collected from Phoenix, Arizona, were subjected to the two-ply analysis following one of two laboratory roadwheel aging tests. Five of the six tire models showed a relatively strong correlation to time in both roadwheel tests for the Cycles to Failure at 500 N-mm, with cycles to failure decreasing with increasing test duration. In sharp contrast, the “Type B” BFGoodrich tire model, the smallest and lightest tire of the group, was almost completely insensitive to roadwheel aging. No explanation for this anomalous behavior was apparent. Overall, the results suggest that use of the two-ply laminate test in conjunction with the Average Input Energy method can be useful in determining tire belt package fatigue properties. In the end, due to the complexity and limitations of the test, as well as the variability of the results, the authors chose not to continue use of this test in subsequent phases of the project. KW - Accelerated tests KW - Aging (Materials) KW - Fatigue tests KW - Light vehicles KW - Service life KW - Tires UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle Research & Test Center (VRTC)/ca/Crash Avoidance Publications/811758.pdf UR - https://trid.trb.org/view/1251340 ER - TY - RPRT AN - 01482905 AU - Bowman, Darrell AU - Baker, Stephanie AU - Stone, Scott AU - Doerzaph, Zac AU - Hanowski, Rich AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Development of Performance Requirements for Commercial Vehicle Safety Applications PY - 2013/05//Final Report SP - 101p AB - The U.S. Department of Transportation is conducting research to accelerate the widespread adoption of vehicle-to-vehicle (V2V) technology in commercial vehicles such as heavy trucks and buses. The widespread deployment of V2V safety is dependent on understanding the effectiveness of safety applications. The objective of this study was to determine the high-level performance requirements for potential V2V safety applications that are appropriate for commercial vehicles. This objective was accomplished via a 9-month project that involved reviewing literature covering collision avoidance systems currently available on heavy commercial vehicles, interviewing commercial vehicle industry representatives (manufacturers, suppliers, and fleet operators) to determine suitable crash avoidance technologies for the V2V communication, and identifying and developing high-level performance requirements for the selected commercial vehicle safety applications. KW - Commercial vehicles KW - Crash avoidance systems KW - Intelligent transportation systems KW - Performance measurement KW - Transit safety KW - Trucking safety KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2013/811772.pdf UR - https://trid.trb.org/view/1251338 ER - TY - RPRT AN - 01482904 AU - Lee, John D AU - Moeckli, Jane AU - Brown, Timothy L AU - Roberts, Shannon C AU - Schwarz, Chris AU - Yekhshatyan, Lora AU - Nadler, Eric AU - Liang, Yulan AU - Victor, Trent AU - Marshall, Dawn AU - Davis, Claire AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration TI - Distraction Detection and Mitigation Through Driver Feedback Appendices PY - 2013/05//Final Report Appendices SP - 283p AB - Despite government efforts to regulate distracted driving, distraction-related fatalities and injuries continue to increase. Manufacturers are introducing real-time driver monitoring systems that detect risk from distracted driving and warn drivers; however, little is known about these systems. This report identifies evaluation techniques to characterize and assess these emerging technologies, presents results of their application, develops a framework for estimating systems’ safety benefits, and provides safety relevant information to guide technology development. A standardized language for describing and differentiating systems was created, and its application revealed key trends in the design landscape. A novel approach to detection that provides prospective indications of safety-critical vehicle state changes is described. Two evaluation protocols were developed and to provide empirical assessments of (1) detection algorithm performance and (2) the effect of mitigations on driver performance and acceptance. The protocol included driving on different types of roadways and performing secondary tasks in the high-fidelity NADS-1 driving simulator. Four progressively complex distraction detection algorithms were compared to evaluate the ability of vehicle-based systems to distinguish between distracted and non-distracted drivers. Algorithm performance varied across road types and distraction tasks. A safety benefits framework appropriate for distraction mitigation systems is proposed that expands on past benefit analyses. These are the appendices to the main report. KW - Acceptance KW - Algorithms KW - Countermeasures KW - Distraction KW - Driver feedback KW - Driver information systems KW - Driver performance KW - Driving simulators KW - Evaluation KW - Highway safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2013/811547B.pdf UR - https://trid.trb.org/view/1251345 ER - TY - SER AN - 01482903 JO - Traffic Safety Facts - Vehicle Safety Research Notes PB - National Highway Traffic Safety Administration TI - Distraction Detection Algorithm Evaluation PY - 2013/05 SP - 3p AB - In the past 10 years, several algorithms for detecting distraction have emerged. However, there has been no uniform method for assessing and comparing these algorithms to identify which algorithms are most promising and what interventions each algorithm might support. This study demonstrates a protocol for distraction detection algorithm assessment. The protocol consists of a data collection process that samples a selection of drivers 25 to 50 years old, driving situations (urban, rural, freeway), and representative distractions (turning, looking and reaching, looking and touching, and cognitive) designed to challenge the algorithms in a variety of ways and reveal their capabilities and vulnerabilities. The data was collected using a high-fidelity, motion-based driving simulator (NADS-1) equipped with eye- and head-tracking hardware; active feedback on steering wheel, brake pedal, and accelerator pedal; and a fully operational dashboard. Data were interpreted relative to evaluation metrics from signal detection theory. KW - Algorithms KW - Distraction KW - Driving simulators KW - Evaluation KW - Highway safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2013/811548.pdf UR - https://trid.trb.org/view/1251343 ER - TY - SER AN - 01482131 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Single-Unit Straight Trucks in Traffic Crashes PY - 2013/05 SP - 7p AB - Data from the Fatality Analysis Reporting System (FARS) and General Estimates System (GES) show that, in 2011, about 3% of fatal crashes, 1.7% of injury crashes, and 2% of property-damage-only (PDO) crashes involved single-unit trucks (SUTs). Crashes involving SUTs killed 1,064 people and injured about 38,000 people. Additionally, about 87,000 SUTs were involved in crashes that resulted in major property damage. Most of the people who died or received injuries in SUT crashes were occupants of other vehicles, bicyclists, or pedestrians rather than the occupants of SUTs. In the majority of fatal, injury, and PDO crashes, the first property-damaging or injury-producing event was an SUT’s collision with another vehicle on the roadway or in motion, rather than with a fixed or non-fixed object. Such a collision was also the most harmful event, i.e., the event that caused the most severe property damage or injury, in a large majority of fatal, injury, and PDO crashes. Rollover of an SUT was not a common occurrence. KW - Crash data KW - Crash injuries KW - Fatalities KW - Heavy duty trucks KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - Truck crashes KW - Trucks UR - http://www-nrd.nhtsa.dot.gov/Pubs/811740.pdf UR - https://trid.trb.org/view/1250942 ER - TY - RPRT AN - 01543006 AU - Ebert, Sheila M AU - Reed, Matthew P AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Anthropometric Evaluation of THOR-­‐05F PY - 2013/04 SP - 48p AB - An exemplar THOR-05F was compared to the anthropometric specification from the Anthropometry of Motor Vehicle Occupants (AMVO) study on a wide variety of dimensions, including segment lengths, masses and CG locations; relative joint and landmark positions; and external body contours. Overall, the ATD matched the specifications well. Four potentially significant discrepancies were noted: (1) The upper-arm segment of the THOR-05F is shorter than the AMVO specification; (2) The shoulder cannot readily be placed into the driving posture represented by the AMVO contour, which might affect the realism of seat belt fit in some circumstances; (3) The THOR-05F buttock contour differs substantially from the AMVO contour, but the differences may represent an appropriate compromise given the differences between ATD and human flesh; and (4) The jacket components representing breast tissue may not have sufficient positional control, potentially affecting belt routing and thoracic response. Based on these observations, five recommendations were made: (1) Consideration should be given to lengthening the upper arm segment by 35 mm to better match the AMVO specification; (2) The static positioning of the shoulder components should be examined to determine if a more realistic driving posture could be created; (3) The vertical position of the ATD as installed in vehicle seats should be compared to the positioning of similar-size occupants to address the buttock contour concerns; (4) The effects of the jacket and breast components on belt routing relative to the pelvis, thorax, and shoulder should be examined to determine if greater control of the installation and positioning of these soft components is needed to ensure test repeatability and reproducibility; and (5) Future ATD development efforts should include the provision of physical landmarks on the ATD to support anthropometric verification. KW - Anthropometry KW - Dummies KW - Evaluation KW - Specifications UR - http://hdl.handle.net/2027.42/107475 UR - https://trid.trb.org/view/1329072 ER - TY - SER AN - 01500401 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Countermeasures That Work, Seventh Edition PY - 2013/04 SP - 2p AB - The National Highway Traffic Safety Administration has published the seventh edition of Countermeasures That Work. The guide is a basic reference to assist State Highway Safety Offices (SHSOs) in selecting effective, evidence-based countermeasures for traffic safety problem areas. These areas include: Alcohol-Impaired and Drugged Driving; Seat Belts and Child Restraints; Aggressive Driving and Speeding; Distracted and Drowsy Driving; Motorcycle Safety; Young Drivers; Older Drivers; Pedestrians; and Bicycles. This Traffic Tech describes the information included in the guide and new countermeasures that have been introduced in this edition. KW - Aged drivers KW - Aggressive driving KW - Child restraint systems KW - Countermeasures KW - Cyclists KW - Distraction KW - Drowsiness KW - Drugged drivers KW - Drunk drivers KW - Highway safety KW - Motorcycles KW - Pedestrian safety KW - Speeding KW - Teenage drivers UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811736.pdf UR - https://trid.trb.org/view/1278460 ER - TY - RPRT AN - 01491548 AU - Stern, Seymour D AU - National Highway Traffic Safety Administration TI - Not-in-Traffic Surveillance (NiTS) System 2008-2010 Noncrash Injuries Database User’s Manual PY - 2013/04 SP - 16p AB - The Not-in-Traffic Surveillance (NiTS) system is a virtual data collection system designed to provide counts and details regarding fatalities and injuries that occur in nontraffic crashes and in noncrash incidents. This document describes the creation of the noncrash injury database using a special study conducted by the Consumer Product Safety Commission’s National Electronic Injury Surveillance System All Injury Program (NEISS-AIP) for NHTSA. Frequent types of noncrash injury incidents included injuries while entering or exiting vehicles (boarding or alighting), injuries from closing doors, overexertion while unloading cargo from a vehicle or pushing a disabled vehicle, cuts from parts of the vehicle, striking a vehicle or struck by a part of the vehicle, falls from or against vehicles, incidents involving jacks or hoists, and radiator or antifreeze burns. This document also describes the noncrash injury database, which is available as a Microsoft Excel file. KW - Boarding and alighting KW - Burns (Injuries) KW - Databases KW - Falls KW - Injuries KW - Loading and unloading KW - Noncrash incidents KW - Not-in-Traffic Surveillance System KW - Traffic data UR - http://www-nrd.nhtsa.dot.gov/Pubs/811724.pdf UR - https://trid.trb.org/view/1258776 ER - TY - RPRT AN - 01483681 AU - Staplin, Loren AU - Lococo, Kathy H AU - Brooks, Johnell O AU - Srinivasan, Raghavan AU - TransAnalytics, LLC AU - Greenville Hospital System AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Validation of Rehabilitation Training Programs for Older Drivers PY - 2013/04//Final Report SP - 264p AB - This project studied the effectiveness of four interventions designed to bolster safe performance among healthy older drivers: (1) Classroom driver education with supplemental behind-the-wheel instruction; (2) Computer-based exercises to improve speed of processing and divided attention; (3) Clinical occupational therapy-based exercises to improve visual skills and attention; and (4) Physical conditioning to improve strength, flexibility, and movement. Seventy-eight drivers 65 and older were randomly assigned to one of the four treatment groups or to a control group that completed activities unrelated to driver improvement. Training effects for each intervention were gauged in relation to the common control group using two types of measures. First, measures of effectiveness emphasized tactical driving skills demonstrated through on-road assessments conducted by a Certified Driver Rehabilitation Specialist (CDRS). Next, performance on a driving simulator was measured for various attention and divided attention tasks. Both types of measures were obtained before training, immediately following training, and three months post-training. For the on-road assessments, only the OT-Administered training group and the classroom + BTW training group demonstrated a significant gain relative to the control group, in the percentage of drivers with skill deficits at the pre-treatment assessment who improved their skills on the immediate post-treatment assessment. None of the treatments demonstrated significant gains on the three-month post-treatment assessment, relative to controls. There were no significant gains for any of the treatment groups on post- versus pre-training performance in the simulator tasks. The positive findings for the OT-Administered visual skills training points to a new opportunity for those professionals without the relatively scarce "driver rehabilitation specialist" certification to enhance seniors' safety behind the wheel. The development of on-road evaluation methods using scales with interval properties is also recommended. KW - Aged drivers KW - Driver education KW - Driver improvement programs KW - Driver performance KW - Driver rehabilitation KW - Driver training KW - Driving simulators KW - Measures of effectiveness KW - Motor skills KW - Occupational therapy KW - Physical therapy KW - Visual perception UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811749.pdf UR - http://ntl.bts.gov/lib/47000/47400/47477/811749.pdf UR - https://trid.trb.org/view/1251772 ER - TY - RPRT AN - 01482555 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System General Estimates System, 2011 Data Summary PY - 2013/04 AB - This publication contains selected data from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) for the year 2011. FARS contains data on a census of fatal traffic crashes within the 50 States, the District of Columbia, and Puerto Rico. To be included in FARS, a crash must involve a motor vehicle traveling on a trafficway customarily open to the public, and must result in the death of an occupant of a vehicle or a nonoccupant within 30 days of the crash. The 2011 FARS data file used for the statistics in this report was created in August 2012. The updated final counts for 2010 are reflected in this report and the updated final counts for 2011 will be reflected in the 2012 report. Data in the General Estimates System (GES) are obtained from a nationally representative probability sample selected from all police-reported crashes. To be eligible for the GES sample, a police accident report (PAR) must be completed for the crash, and the crash must involve at least one motor vehicle traveling on a trafficway and must result in property damage, injury, or death. The 2011 GES file used for the statistics in this report was completed in September 2012. KW - Crash data KW - Crash injuries KW - Crashes KW - Data files KW - Fatality Analysis Reporting System KW - General Estimates System KW - Statistics KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811755DS.PDF UR - https://trid.trb.org/view/1250629 ER - TY - SER AN - 01482276 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Estimating Lives Saved by Electronic Stability Control, 2009-2011 PY - 2013/04 SP - 4p AB - The National Highway Traffic Safety Administration's National Center for Statistics and Analysis (NCSA) produces annual estimates of the number of lives saved by various occupant protection devices and laws. These estimates of the number of lives saved are produced in order to quantify the benefits of seat belts, frontal air bags, motorcycle helmets, child restraints, and minimum-legal-drinking-age laws. In recent years, the percentage of passenger vehicles equipped with electronic stability control (ESC) systems has increased significantly. Federal Motor Vehicle Safety Standard (FMVSS) No. 126 was required to be in place and in force by September 1, 2011. As such, all new passenger cars, light trucks, sport utility vehicles (SUVs), and vans must be equipped with ESC and comply with this standard. It is important to note that as the overall passenger vehicle fleet becomes more equipped with ESC, the lives-saved estimate will continue to rise. This report updates the progress and details the methodology for estimating the number of lives saved annually by ESC systems. In 2011, ESC saved an estimated 634 lives among passenger car (PC) occupants, and 411 lives among light truck and van (LTV) occupants, for a total of 1,045 lives saved among passenger vehicle (PV) occupants. This estimate of lives saved is a substantial increase over the estimated 876 lives saved in 2010 and the estimated 705 lives saved in 2009. KW - Crash data KW - Electronic stability control KW - Fatalities KW - Federal Motor Vehicle Safety Standards KW - Occupant protection devices KW - Passenger vehicles KW - Stability (Mechanics) KW - Traffic crashes KW - Traffic safety KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811750.pdf UR - https://trid.trb.org/view/1250024 ER - TY - RPRT AN - 01482210 AU - Elsasser, Devin AU - Barickman, Frank S AU - Albrecht, Heath AU - Church, Jason AU - Xu, Guogang AU - Heitz, Mark AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Test Track Lateral Stability Performance of Motorcoaches Equipped With Electronic Stability Control Systems PY - 2013/04//Final Report SP - 175p AB - The research detailed in this report supports The Motorcoach Safety Action Plan released by the Department of Transportation (DOT) on November 16, 2009 and ongoing safety research by DOT’s National Highway Traffic Safety Administration (NHTSA). Electronic stability control (ESC), a crash avoidance technology was identified in the plan as a potential motorcoach safety enhancement designed to improve stability in rollover and loss-of-control scenarios. The research described in this report was performed by the NHTSA’s Vehicle Research and Test Center (VRTC) from 2008-2010. The goals of this testing were to evaluate motorcoach lateral stability and understand how motorcoach ESC systems modify the handling and stability characteristics on the test track. Measures of performance from preceding commercial vehicle research with truck tractors were evaluated to determine their potential use in assessing lateral stability and responsiveness of motorcoaches equipped with stability control systems. Performance maneuvers evaluated were the sine with dwell, half-sine with dwell, ramp with dwell, ramp steer maneuver, slowly increasing steer maneuver, and the constant radius maneuver. These test track maneuvers are representative of lane changes, obstacle avoidance, or negotiating-a-curve crash scenarios. Using these maneuvers, three commercial Class 8 (air braked) motorcoaches were equipped with safety outriggers and tested with and without ESC enabled. The motorcoaches and ESC systems were evaluated lightly loaded and at a loaded weight with simulated passengers. Maneuvers were performed on high friction dry asphalt and reduced friction Jennite test surfaces. Using data from this test track research, several measures of performance were analyzed that have merit for use in evaluating the lateral stability performance of commercial vehicles. KW - Buses KW - Commercial vehicles KW - Crash avoidance KW - Electronic stability control KW - Lateral stability KW - Loss of control KW - Performance measurement KW - Rollover crashes KW - Safety equipment KW - Stability (Mechanics) KW - Test tracks KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811633.pdf UR - https://trid.trb.org/view/1249729 ER - TY - RPRT AN - 01481108 AU - Toma, Samuel AU - Swanson, Elizabeth AU - Najm, Wassim G AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Light Vehicle Crash Avoidance Needs and Countermeasure Profiles for Safety Applications Based on Vehicle-to-Vehicle Communications PY - 2013/04 SP - 48p AB - This report discusses light-vehicle crash countermeasure profiles and functions for five target pre-crash scenario groups based on vehicle-to-vehicle (V2V) communications. Target pre-crash scenario groups include rear-end, lane change, opposite direction, junction crossing, and left turn across path from opposite direction (LTAP/OD) crashes involving at least one light vehicle (e.g., passenger car, van, minivan, sport utility vehicle, or light pickup truck with a gross vehicle weight rating of 10,000 pounds or less). There are 10 pre-crash scenarios in these groups to be addressed by V2V-based crash countermeasures. Kinematic equations are presented for the time-to-collision and avoidance maneuvers to identify information needs for these crash countermeasures. Information needs are translated into countermeasure functional requirements based on relevant safety applications devised in two prior research projects dealing with cooperative V2V communications and autonomous vehicle-based sensing systems. This report identifies two target pre-crash scenarios that would require new safety applications not developed in prior projects, including the LTAP/OD and “opposite direction/no vehicle maneuver” pre-crash scenarios. KW - Automobiles KW - Countermeasures KW - Crash avoidance KW - Equations KW - Pickup trucks KW - Precrash phase KW - Precrash scenarios KW - Sport utility vehicles KW - Time to collision KW - Vans KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/Research/Crash+Avoidance/ci.Office+of+Crash+Avoidance+Research+Technical+Publications.print UR - https://trid.trb.org/view/1249907 ER - TY - RPRT AN - 01481105 AU - Fitch, Gregory M AU - Soccolich, Susan A AU - Guo, Feng AU - McClafferty, Julie AU - Fang, Youjia AU - Olson, Rebecca L AU - Perez, Miguel A AU - Hanowski, Richard J AU - Hankey, Jonathan M AU - Dingus, Thomas A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - The Impact of Hand-Held and Hands-Free Cell Phone Use on Driving Performance and Safety-Critical Event Risk PY - 2013/04//Final Report SP - 273p AB - This study investigated the effects of distraction from the use of three types of cell phones: (1) hand-held (HH), (2) portable handsfree (PHF), and (3) integrated hands-free (IHF). Through a naturalistic driving study (NDS), 204 drivers were continuously recorded for an average of 31 days. Only drivers who reported talking on a cell phone while driving at least once per day were recruited. A key feature was that drivers provided their cell phone records for analysis, making this the first NDS to date to combine call and text records with continuous naturalistic driving data. Results show that drivers talked on a cell phone 10.6 percent of the time the vehicle was in operation (28% of all calls and 10% of all text messages occurred while the vehicle was being operated). Talking on a cell phone, of any type, while driving was not associated with an increased safety-critical event (SCE) risk. SCEs comprised crashes, near-crashes, and crash-relevant conflicts. Visual-manual (VM) subtasks performed on an HH cell phone, however, were associated with an increased SCE risk. HH cell phone use in general was thus found to be associated with an increased SCE risk. In contrast, PHF and IHF cell phone use, absent of any VM HH cell phone subtasks, were not found to be associated with an increased SCE risk. However, VM HH cell phone subtasks were frequently observed during hands-free cell phone use. Driver performance when using a cell phone was also investigated through a within-subject comparison. VM HH cell phone subtasks were found to significantly increase the percentage of time drivers took their eyes off the forward roadway, while talking on an HH cell phone significantly decreased the percentage of time drivers took their eyes off the forward roadway. The effects of cell phone use on vehicle control were less pronounced. KW - Cellular telephones KW - Crash risk KW - Distraction KW - Driver performance KW - Hands-free telephones KW - Naturalistic driving data KW - Text messaging UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811757.pdf UR - https://trid.trb.org/view/1249880 ER - TY - RPRT AN - 01481103 AU - Najm, Wassim G AU - Toma, Samuel AU - Brewer, John AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Depiction of Priority Light-Vehicle Pre-Crash Scenarios for Safety Applications Based on Vehicle-to-Vehicle Communications PY - 2013/04 SP - 79p AB - A template of pre-crash scenarios is presented to depict national crash statistics and kinematic information of time-to-collision for the design of appropriate crash countermeasures based on vehicle-to-vehicle (V2V) communications. This template serves the development of functional requirements, performance specifications, test procedures, and benefits estimation for potential light-vehicle V2V safety applications. A set of ten pre-crash scenarios is suggested as a priority list to be addressed by V2V technology for light vehicles (i.e., passenger cars, vans and minivans, sport utility vehicles, and light pickup trucks with gross vehicle weight ratings of 10,000 pounds or less). This report presents the time-to-collision equations as well as the crash statistics for each of the ten priority scenarios based on data available in the General Estimates System, National Motor Vehicle Crash Causation Survey, and Event Data Recorder databases. KW - Automobiles KW - Countermeasures KW - Crash avoidance KW - Crash causes KW - Databases KW - Event data recorders KW - General Estimates System KW - National Motor Vehicle Crash Causation Survey KW - Pickup trucks KW - Precrash phase KW - Precrash scenarios KW - Sport utility vehicles KW - Statistics KW - Time to collision KW - Vans KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811732.pdf UR - https://trid.trb.org/view/1249869 ER - TY - RPRT AN - 01481101 AU - Harris, John R AU - Evans, Larry R AU - MacIsaac, James D AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Laboratory Tire Bead Unseating – Evaluation of New Equipment, Pressures and “A” Dimension From ASTM F-2663-07as PY - 2013/04//Final Report SP - 62p AB - Under the Transportation Recall Enhancement, Accountability, and Documentation (TREAD) Act, the National Highway Traffic Safety Administration (NHTSA) was assigned the task of revising and updating the Federal Motor Vehicle Safety Standards (FMVSS) for tires. Part of this effort included research to support a possible update or replacement of the FMVSS No. 109 Tubeless Tire Bead Unseating Resistance test. In the current FMVSS test, a profiled metal “block” is located perpendicular to the sidewall of a mounted and inflated tire, then force is applied until the bead component (region where the tire meets the rim) unseats with the resulting air loss or the specified minimum force value is achieved. The objective of the test is to evaluate the ability of the tubeless tire’s bead to remain seated on the rim and retain tire inflation pressure when the tire is subjected to high lateral forces such as during severe turning maneuvers, curb scrubbing, or negotiating deep ruts in the roadway. Since introduction of the FMVSS No. 109 in 1967, there has been a steady introduction of larger wheel diameters and smaller tire sidewall aspect ratios. For tires with rim codes above 18 (e.g., P345/30R18), the bead unseating blocks in the current Federal standard can contact the rim or slide down the tread during tests (especially for low aspect ratio tires). To account for these issues, an American Society for Testing and Materials (ASTM) task group working to develop a new standard test method for bead unseat testing (ASTM F2663-07a) proposed using the original FMVSS No. 109 equipment and two larger-radius bead-unseating blocks with a new method for positioning the block on the tire sidewall. The agency conducted an independent evaluation of the new ASTM standard using nineteen models of passenger and light truck tires that ranged in nominal widths from 155 to 345 millimeters, aspect ratios from 30 to 80, and rim codes from 12 to 28. For some tires, tests were conducted at two inflation pressures to evaluate the effects of pressure on unseat force. The three blocks used in the ASTM standard (the original FMVSS No. 109 block and two new designs) allowed testing of all tires to the minimum FMVSS No. 109 bead unseat force requirements without contacting the rims. The new ASTM method for positioning the block on the sidewall generally produced lower unseat forces than the method in the current Federal standard, meaning that the ASTM method is more severe. Furthermore, occurrences of the test block sliding across the tread when testing with the FMVSS No. 109 positioning method did not occur when using the new ASTM method. As expected, the results of tests at two tire inflation pressures indicated that tire bead unseating force was sensitive to inflation pressure, with lower unseating forces recorded at lower pressures. KW - American Society for Testing and Materials KW - Aspect ratio KW - ASTM F2663-07a KW - Federal Motor Vehicle Safety Standards KW - FMVSS 109 KW - Force KW - Laboratory tests KW - Test procedures KW - Tire pressure KW - Tires UR - http://www.nhtsa.gov/Research/Crash+Avoidance/ci.Office+of+Crash+Avoidance+Research+Technical+Publications.print UR - https://trid.trb.org/view/1249883 ER - TY - RPRT AN - 01481008 AU - Goodwin, Arthur AU - Kirley, Bevan AU - Sandt, Laura AU - Hall, William AU - Thomas, Libby AU - O'Brien, Natalie AU - Summerlin, Daniel AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Countermeasures That Work: A Highway Safety Countermeasure Guide for State Highway Safety Offices, Seventh Edition, 2013 PY - 2013/04//Seventh Edition, Final Report SP - 388p AB - This guide is a basic reference to assist State Highway Safety Offices (SHSOs) in selecting effective, evidence-based countermeasures for traffic safety problem areas. These areas include: Alcohol-Impaired and Drugged Driving; Seat Belts and Child Restraints; Aggressive Driving and Speeding; Distracted and Drowsy Driving; Motorcycle Safety; Young Drivers; Older Drivers; Pedestrians; and Bicycles. The guide: describes major strategies and countermeasures that are relevant to SHSOs; summarizes strategy/countermeasure use, effectiveness, costs, and implementation time; and provides references to the most important research summaries and individual studies. KW - Aged drivers KW - Aggressive driving KW - Child restraint systems KW - Costs KW - Countermeasures KW - Cyclists KW - Distraction KW - Drowsiness KW - Drugged drivers KW - Drunk driving KW - Highway safety KW - Implementation KW - Motorcycles KW - Pedestrian safety KW - Research KW - Seat belts KW - Teenage drivers UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811727.pdf UR - https://trid.trb.org/view/1249637 ER - TY - SER AN - 01480643 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - National Telephone Survey on Distracted Driving Attitudes and Behaviors – 2012 PY - 2013/04 SP - 2p AB - The National Highway Traffic Safety Administration conducted its second national survey of distracted driving to monitor the public’s attitudes, knowledge, and self-reported behavior about cell phones, texting, and driver choices. The first distracted driving survey was conducted in 2010. The 2012 survey was administered by telephone to 6,016 respondents 16 and older, with 3,872 interviews completed with respondents who were using landline phones and 2,144 interviews completed with respondents who were using cell phones. The survey over-sampled young adults 16 to 34. Interviewing was conducted from February to June 2012. People who always or almost always answered a cell phone call declined from 33% in 2010 to 28% in 2012. Making calls while driving is down from 10% in 2010 to 6% in 2012. The percentage of respondents who said they send text messages while driving increased from 12% in 2010 to 14% in 2012. More respondents in 2012 reported they had decreased cell phone use while driving over the past 30 days than did respondents in 2010, with the most common reason for a decrease being safety awareness. Support for laws banning handheld phone use while driving increased from 68% in 2010 to 74% in 2012. Support for laws banning texting remains high, at about 93% in 2012. KW - Attitudes KW - Behavior KW - Cellular telephones KW - Distraction KW - Drivers KW - Interviewing KW - Laws KW - Public support KW - Surveys KW - Text messaging UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811730.pdf UR - https://trid.trb.org/view/1249531 ER - TY - RPRT AN - 01478897 AU - National Highway Traffic Safety Administration TI - Teen Distracted Driver Data, 2011 Data PY - 2013/04 SP - 1p AB - This one page document presents 2011 data on distracted driving and fatalities, focusing on the percentage of teen drivers involved in distraction-affected crashes. In 2011, 380 people died in crashes that involved distracted teen (15 to 19) drivers; 305 teens were killed in distraction-affected crashes; and 344 teen drivers involved in fatal crashes were distracted. KW - Crash data KW - Distraction KW - Fatalities KW - Highway safety KW - Teenage drivers KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811739.pdf UR - https://trid.trb.org/view/1247800 ER - TY - RPRT AN - 01478011 AU - Schroeder, Paul AU - Meyers, Mikelyn AU - Kostyniuk, Lidia AU - Abt SRBI Incorporated AU - National Highway Traffic Safety Administration TI - National Survey on Distracted Driving Attitudes and Behaviors -- 2012 PY - 2013/04//Final Report SP - 172p AB - The 2012 National Survey on Distracted Driving Attitudes and Behaviors (NSDDAB) is the second in a series of surveys on distracted driving that have provided data to help further the understanding of driving behavior and to contribute to the development of countermeasures and interventions to reduce distracted driving on the Nation’s roadways. Like the previous 2010 study, this survey yields national estimates of behavior and attitudes toward distracted driving in the United States. The present study differs from the earlier study in that it developed and used a driver typology based on the pattern of responses across multiple distracted driving behavior questions. Cluster analysis identified two distinct groups of drivers with similar overall behavioral tendencies and, among those categorized, 33% are distraction-prone and 67% are distraction-averse. Driver type is a powerful predictor of norms and attitudes towards distracted driving behavior and sanctions for distracted driving. This report details the findings from the 2012 NSDDAB, examining the data using the above mentioned driver typology as well as standard demographics. In the final chapter, results from the current study are compared to those of the 2010 NSDDAB. KW - Attitudes KW - Behavior KW - Cellular telephones KW - Cluster analysis KW - Distracted drivers KW - Distraction KW - Drivers KW - Driving KW - Surveys KW - Text messaging UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811729.pdf UR - http://ntl.bts.gov/lib/47000/47200/47284/Distracted_Driving_Survey.pdf UR - https://trid.trb.org/view/1247323 ER - TY - SER AN - 01478010 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M AU - Ye, Tony Jianqiang TI - Driver Electronic Device Use in 2011 PY - 2013/04 IS - DOT HS 811 719 SP - 8p AB - The percentage of drivers text-messaging or visibly manipulating hand-held devices increased significantly for a second year in a row from 0.9 percent in 2010 to 1.3 percent in 2011, while driver hand-held cell phone use stood at 5 percent in 2011. These results are from the National Occupant Protection Use Survey (NOPUS), which provides the only nationwide probability-based observed data on driver electronic device use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The percentage of drivers holding cell phones to their ears while driving stood at 5 percent in 2011. This rate translates into 660,000 vehicles driven by people using handheld cell phones at a typical daylight moment in 2011. It also translates into an estimated 9 percent of the vehicles whose drivers were using some type of phone (either hand-held or hands-free) at a typical daylight moment in 2011. KW - Cellular telephones KW - Distraction KW - Drivers KW - Handheld devices KW - National Occupant Protection Use Survey (NOPUS) KW - Text messaging KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811719.pdf UR - https://trid.trb.org/view/1247373 ER - TY - RPRT AN - 01478007 AU - Pickrell, Timothy M AU - Ye, Tony Jianqiang AU - National Highway Traffic Safety Administration TI - The 2011 National Survey of the Use of Booster Seats PY - 2013/04 SP - 44p AB - This technical report presents results from the 2011 National Survey of the Use of Booster Seats (NSUBS). NSUBS is the only probability-based nationwide child restraint use survey in the United States that observes restraint use and interviews adult occupants to collect race, ethnicity and other data. The National Highway Traffic Safety Administration's (NHTSA’s) National Center for Statistics and Analysis conducts the NSUBS. The 2011 NSUBS found that 47 percent of 4- to 7-year-old children were restrained in booster seats in 2011 as compared to 41 percent in 2009. Restraint use for all children under 13 increased to 91 percent in 2011. Although there were some indications of premature graduation to restraint types that are not appropriate for children’s age, height, and weight, significant improvements are seen in the use of appropriate restraint types among children of various categories in 2011 as compared to 2009. KW - Age groups KW - Booster seats KW - Child restraint systems KW - Children KW - Highway safety KW - National Survey of the Use of Booster Seats KW - Persons by race and ethnicity KW - Surveys UR - http://www-nrd.nhtsa.dot.gov/Pubs/811718.pdf UR - https://trid.trb.org/view/1247374 ER - TY - SER AN - 01478005 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Distracted Driving 2011 PY - 2013/04 IS - DOT HS 811 737 SP - 6p AB - Distracted driving is a behavior dangerous to drivers, passengers, and nonoccupants alike. Distraction is a specific type of inattention that occurs when drivers divert their attention from the driving task to focus on some other activity. A distraction-affected crash is any crash in which a driver was identified as distracted at the time of the crash. This report presents data from the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System (NASS) General Estimates System (GES). In a continuing effort towards data improvement, NHTSA changed the coding for distracted driving in the FARS beginning with the 2010 FARS data. For this reason, this document will only include distraction-affected fatal crash data for 2010 and 2011. In 2011, 3,331 people were killed in crashes involving distracted drivers and an estimated additional 387,000 were injured in motor vehicle crashes involving distracted drivers. Of those people killed in distraction-affected crashes, 385 died in crashes in which at least one of the drivers was using a cell phone (12% of fatalities in distraction-affected crashes) at the time of the crash. Use of a cell phone includes talking/listening to a cell phone, dialing/texting a cell phone, or other cell-phone-related activities. Of those injured in distraction-affected crashes, an estimated 21,000 were injured in crashes that involved the use of cell phones at the time of the crashes (5% of injured people in distraction-affected crashes). Eleven percent of all drivers 15-19 years old involved in fatal crashes were reported as distracted at the time of the crashes. This age group has the largest proportion of drivers who were distracted. For drivers 15-19 years old involved in fatal crashes, 21 percent of the distracted drivers were distracted by the use of cell phones. In 2011, 495 nonoccupants were killed in distraction-affected crashes. KW - Age groups KW - Cellular telephones KW - Crash data KW - Crash injuries KW - Crashes KW - Distraction KW - Drivers KW - Driving KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System UR - http://www-nrd.nhtsa.dot.gov/Pubs/811737.pdf UR - https://trid.trb.org/view/1247311 ER - TY - RPRT AN - 01487030 AU - Robertson, Robyn D AU - Holmes, Erin A AU - Vanlaar, Ward G M AU - Traffic Injury Research Foundation AU - National Highway Traffic Safety Administration TI - Alcohol Interlock Programs: Data Management System Implementation SN - 9781926857435 PY - 2013/03 SP - 40p AB - This report focuses on transitioning the management of alcohol interlock programs from a paper-based system to an automated system. State and vendor experiences with data management were explored at a workshop held in December 2010 in Toronto. Sections include plan development; system components; system requirements; and vendor interactions. Reporting samples from Illinois, Maryland, and New York are included in an appendix. Screenshots from South Carolina's automated data management system with explanations are included in an appendix. KW - Alcohol ignition interlock devices KW - Automation KW - Information processing KW - Management and organization KW - Workshops UR - http://www.tirf.ca/publications/PDF_publications/NHTSA_Tech_Assistance_DataManagement_9.pdf UR - https://trid.trb.org/view/1254314 ER - TY - RPRT AN - 01480392 AU - Ranney, Thomas A AU - Baldwin, G H Scott AU - Smith, Larry A AU - Martin, John AU - Mazzae, Elizabeth N AU - National Highway Traffic Safety Administration TI - Driver Behavior During Visual-Manual Secondary Task Performance: Occlusion Method Versus Simulated Driving PY - 2013/03 SP - 92p AB - An experiment was conducted to assess proposed acceptance criteria of the National Highway Traffic Safety Administration's (NHTSA’s) Visual-Manual Driver Distraction Guidelines. Seventy-two participants, ages 18-75 (3 age groups, balanced gender), performed secondary tasks (radio tuning, destination entry, 7-digit phone dialing, and 10-digit phone dialing) in two protocols: (1) driving a low-fidelity simulator; and (2) wearing occlusion goggles. Secondary tasks were performed using the integrated in-vehicle information and communication system of a 2010 Toyota Prius V. The Dynamic Following and Detection (DFD) driving simulator protocol combines car following with detection of visual targets presented in the roadway display during a single 3-minute drive. Performance metrics included: total eyes-off-road time (TEORT), mean glance duration, proportion of long glances, standard deviation of lane position (SDLP), car following delay, target detection accuracy (proportion correct), and target detection response time. The occlusion protocol required participants to perform 5 instances of each secondary task while wearing occlusion goggles that switched every 1.5 seconds between open and closed (occluded) states (as defined in ISO 16673). Total shutter open time (TSOT) was the performance metric. The full sample (N = 72) was used to determine “ground truth” test outcomes for each metric. Test results were compared with expectations that radio tuning is acceptable for driving and destination entry is not. Occlusion TSOT values were greater than the 9-second proposed NHTSA acceptance criterion, indicating all four secondary tasks did not meet the acceptance criterion. TEORT values were less than the 12-second proposed NHTSA acceptance criterion for 7-digit dialing and radio tuning, but not for destination entry and 10-digit dialing. Criterion values for mean glance duration and proportion of long glances were not sensitive to differences among secondary tasks. The observed TEORT/TSOT ratio was close to 1.0, considerably less than the predicted value (1.33). DFD driving performance metrics were compared to fixed and benchmark acceptance criteria. Results for fixed criteria included: 1) car following delay – all tasks met acceptance criterion; 2) SDLP – destination entry did not meet acceptance criterion, other tasks met criterion; 3) target detection response time – all tasks met acceptance criterion; and 4) target detection accuracy – destination entry did not meet acceptance criterion, other tasks met criterion. Results relative to the destination entry benchmark included: 1) car following delay – no tasks met acceptance criterion; 2) SDLP – all tasks met acceptance criterion; 3) target detection response time –acceptable for 10-digit dialing, but unacceptable for other tasks; and 4) target detection accuracy – all tasks met acceptance criterion. Results were not entirely consistent for fixed vs. benchmark approaches. Analyses of 3 subsets (N = 24) were performed to assess consistency of results over repeated testing. Results were consistent across groups for the glance-based metrics in both the DFD and occlusion protocols, however because criteria for some metrics did not discriminate among tasks as predicted, these tests were not strong. Results for several driving performance metrics were not consistent across groups. Strong age effects were apparent for all metrics. Younger drivers (18-25) were most likely to provide outcomes meeting the acceptance criteria; older drivers (60-75) were most likely to provide outcomes not meeting the acceptance criteria. Strong and consistent age effects reflect heterogeneity of sample construction, which could reduce test sensitivity when using relatively small samples. Overall, 3 metrics found destination entry unacceptable and radio tuning acceptable: (1) TEORT (driving simulator); (2) lane position variability (SDLP); and (3) target detection accuracy. The distribution of TSOT values suggests that increasing the proposed criterion could provide the expected outcomes. The proportion of long glances appears more promising than mean glance duration for ensuring tasks can be performed without long glances. Samples of 24 cannot be expected to provide consistent results over repeated testing for all metrics. Both occlusion and DFD protocols are too demanding for some older drivers. Other procedural issues that could influence test outcome were identified. KW - Age groups KW - Cellular telephones KW - Distraction KW - Driver performance KW - Drivers KW - Driving simulators KW - Glance duration KW - Global Positioning System KW - Metrics (Quantitative assessment) KW - Radio KW - Secondary tasks KW - Traveler information and communication systems UR - https://trid.trb.org/view/1249186 ER - TY - RPRT AN - 01480152 AU - National Highway Traffic Safety Administration TI - Challenges and Defenses II: Claims and Responses to Commmon Challenges and Defenses in Driving While Impaired Cases PY - 2013/03 SP - 44p AB - Driving under the influence (DUI) cases have become some of the most complex in the criminal justice system. As a result, defense challenges are being raised more frequently and are more procedural and scientific in nature. These challenges range from the initial law enforcement stop of the vehicle to the testing procedures used to determine alcohol concentration in blood, breath, and urine samples to possible alternative explanations for those results. This monograph was developed to assist prosecutors and law enforcement in understanding the nature of these challenges. It will assist prosecutors in formulating effective responses to these newer challenges and defenses and include drugged driving, alternative explanations to breath test results, blood draws and testing, scientific uncertainty, and computer source code discovery requests. The National Traffic Law Center previously published Overcoming Impaired Driving Defenses, thanks to a contribution from a charitable foundation, discussing such defense challenges as invalid traffic stops, arrests and Miranda issues, as well as common trial tactics of attacking the investigation, such as driving observations, personal contact, field sobriety tests and breath testing. That monograph may be downloaded from the National District Attorneys Association Web site at www.ndaa.org. The terms DUI (driving under the influence), DWI (driving while intoxicated or impaired) and OUI (operating under the influence) are considered interchangeable for the purposes of this publication. KW - Alcohol tests KW - Blood alcohol levels KW - Criminal justice KW - Drugged drivers KW - Drunk driving KW - Law enforcement KW - Prosecution UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811707.pdf UR - https://trid.trb.org/view/1248170 ER - TY - RPRT AN - 01478668 AU - Blower, Daniel AU - Woodrooffe, John AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Heavy-Vehicle Crash Data Collection and Analysis to Characterize Rear and Side Underride and Front Override in Fatal Truck Crashes PY - 2013/03 SP - 112p AB - This study was conducted by the University of Michigan Transportation Research Institute (UMTRI) to collect and analyze crash data on rear underride in fatal truck crashes, 2008-2009. The underride data was collected as a supplement to UMTRI’s Trucks Involved in Fatal Accidents survey, which in turn supplements the National Highway Traffic Safety Administration (NHTSA)’s Fatality Analysis Reporting System file. Data was collected on the rear geometry of the rear-most unit of all trucks involved in fatal crashes, 2008-2009. For all collisions in which the rear of the truck was struck, data was collected on the extent of underride, damage to the underride guard (if any), and whether the collision was offset. In addition, two other tasks were accomplished: impact speeds were estimated for fatal rear-end crashes by light vehicles where there was sufficient information, and the incidence of front override and side underride was estimated through a clinical review of all appropriate cases in the Large Truck Crash Causation Survey (LTCCS). Overall, accounting for the rear geometry of the vehicles and exemptions for certain cargo body types, it is estimated that about 38 percent of straight trucks in the crashes were required to have underride guards, and about 66 percent of tractor/trailers were required to have them. Rear underride was noted in about 75 percent of rear-end struck crashes where the striking vehicle was a light vehicle. The underride was to the windshield or beyond in 36 percent of light-vehicle impacts. Vehicles with lower front geometry tended to experience more underride than vehicles with a higher front geometry. Offset impact was not associated with greater damage to the underride guard. There were 934 fatalities in vehicles that struck the rear of a truck. Light vehicle occupants accounted for 724 of the fatalities, and some underride occurred in 70 percent of the fatalities. KW - Crash analysis KW - Crash data KW - Fatalities KW - Heavy vehicles KW - Impact speed KW - Large Truck Crash Causation Study KW - Light vehicles KW - Rear end crashes KW - Speed KW - Trucks KW - Trucks Involved in Fatal Accidents KW - Underride guards KW - Underride override crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Truck%20Underride/811725.pdf UR - https://trid.trb.org/view/1247473 ER - TY - RPRT AN - 01478337 AU - Smith, Terry AU - Garets, Steve AU - Cicchino, Jessica AU - National Highway Traffic Safety Administration AU - Dynamic Research, Incorporated TI - The Effect of Sight Distance Training on the Visual Scanning of Motorcycle Riders: A Preliminary Look PY - 2013/02//Final Report SP - 56p AB - Very little is known about the effect of motorcycle rider training on visual scanning and sight distance techniques in naturalistic riding situations. This study collected naturalistic data from a mix of novice and experienced motorcycle riders on a closed course and an open course. A custom data acquisition system was developed that monitored the motorcycle rider’s head motions, visual behavior, motorcycle speed, global positioning system (GPS) location, and motorcycle pitch, yaw, and roll. A portable eye tracker system actively tracked visual behavior and gaze movement of the motorcycle rider as he or she rode over a closed course and an open road course at two 6-month intervals. There were three groups of riders. One group of beginner riders had recently received their motorcycle endorsement and completed the Team Oregon Basic Rider Training course (beginner-trained). A second group of beginner riders had recently received their motorcycle endorsement but had not enrolled in any type of motorcycle rider training program (beginner-untrained). The third group consisted of experienced riders with a minimum of 5 years and 15,000 miles of riding experience (experienced). During test sessions 2 and 3 on the curved section of the open road course, the sight distance to stopping distance ratio for beginner-untrained riders fell below 1.0 more than twice as often as the other two groups. Sight distance to stopping distance ratio indicates that the distance necessary to stop was greater than the distance the rider was looking ahead. Beginner-untrained riders also scanned a larger area during the open road course than experienced riders. The preliminary findings suggest that there may be a relationship between training, experience, and visual behavior among motorcycle riders. It is feasible to collect naturalistic eye tracking data from motorcycle riders of varying experience levels using their own vehicles. Technical challenges of collecting data with this new technology are also discussed. KW - Automatic data collection systems KW - Data collection KW - Driver experience KW - Driver training KW - Eye movements KW - Motorcycle driving KW - Motorcyclists KW - Sight distance KW - Stopping distances UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811689.pdf UR - https://trid.trb.org/view/1247032 ER - TY - RPRT AN - 01478140 AU - Fell, James C AU - McKnight, A Scott AU - Auld-Owens, Amy AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Increasing Impaired-Driving Enforcement Visibility: Six Case Studies PY - 2013/02//Final Report SP - 144p AB - Research has shown that an effective way to reduce impaired driving is to increase the perceived risk of being stopped and arrested by law enforcement if driving while impaired. One of the most successful strategies for doing this is the coupling of intense and highly visible enforcement with publicity about the enforcement campaign. The term “high-visibility enforcement” (HVE) is used to describe law enforcement efforts aimed at deterring unsafe driving behavior by increasing the public’s perception of being caught, arrested, and prosecuted. Two common enforcement strategies of HVE operations are sobriety checkpoints and saturation patrols. Checkpoints concentrate law enforcement officers at the roadside to identify impaired drivers passing through. Saturation patrols involve an increased number of officers patrolling a limited area where impaired driving is prevalent. Both use highly visible elements (such as a concentration of law enforcement officers, bright lights, signs, and marked patrol cars) to heighten their visual impact. Enforcement efforts must be supported by an equal amount of publicity and communications. Publicity regarding the operations also raises awareness, and the perception of increased likelihood of detection of impaired driving. Research has indicated that HVE operations that are well-publicized, conducted frequently, and have high visibility deter impaired driving. This report presents six case studies of HVE programs currently operating in the United States. Three operate at the county level—Anoka County, Minnesota; Charles County, Maryland; and Pasco County, Florida. One operates at the city level in Escondido, California. One operates in a region of a State (Southeast Wisconsin). One operates in six States (Delaware, Kentucky, North Carolina, Maryland, Virginia, and West Virginia) and the District of Columbia. Each case study includes discussion of the HVE program’s history, enforcement strategies, visibility elements, operation, resources, use of media, educational components, funding, support from political leaders and the community, barriers encountered, and strengths of the program. Some case studies include statistics on the HVE operations (e.g., number of checkpoints, number of officers per saturation patrol) and impaired-driving crashes, arrests, and/or convictions before and after the program began. The report is intended to provide information on impaired driving HVE programs for regional, State and local agencies considering incorporating HVE strategies into their efforts to curb impaired driving or to modify existing HVE programs. KW - California KW - Case studies KW - Delaware KW - Drunk driving KW - Florida KW - Highway safety KW - Impaired drivers KW - Kentucky KW - Law enforcement KW - Maryland KW - Minnesota KW - North Carolina KW - Saturation patrols (Police patrols) KW - Sobriety checkpoints KW - Virginia KW - Washington (District of Columbia) KW - West Virginia KW - Wisconsin UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811716.pdf UR - https://trid.trb.org/view/1247234 ER - TY - SER AN - 01477344 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - The Effect of Sight Distance Training on the Visual Scanning of Motorcycle Riders: A Preliminary Look PY - 2013/02 IS - DOT HS 811 690 SP - 2p AB - The scanning skills of a vehicle operator represent a key parameter for hazard perception and effective vehicle operation. Overriding one’s sight distance, or not looking far enough ahead down the roadway, may not leave a motorcycle rider enough time to detect and respond to changes in the environment. This study used eye tracker technology to monitor where motorcycle riders were looking as they rode over an open road course and a closed course. The purpose of the project was to determine if visual behavior differs between beginner riders who have received training on sight distance, beginner riders who have not received training, and experienced riders. An additional objective was to develop the data acquisition system necessary to collect these data, and to demonstrate the feasibility of collecting eye-tracking data on the open road from riders with a variety of experience levels. KW - Data collection KW - Driver training KW - Eye fixations KW - Motorcycle driving KW - Motorcyclists KW - Sight distance KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811690.pdf UR - https://trid.trb.org/view/1246741 ER - TY - RPRT AN - 01476973 AU - Greenwell, Nathan K AU - National Highway Traffic Safety Administration TI - Effectiveness of LED Stop Lamps for Reducing Rear-End Crashes: Analyses of State Crash Data PY - 2013/02//NHTSA Technical Report SP - 28p AB - The purpose of this report is to analyze the crash-reduction benefits of light-emitting diode (LED) stop lamps and LED center high-mounted stop lamps (CHMSL) using real-world crash data. Previous work on this subject included laboratory experiments that suggest LED lamps were more beneficial than incandescent lamps at preventing rear-impact collisions. National Highway Traffic Safety Administration (NHTSA) statistically compared the overall ratio of rear-impact crashes to a control group of frontal impacts before and after the switch to LED. Overall, the analysis does not support a firm conclusion about whether LED stop lamps and LED CHMSL are more effective than incandescent lamps. The main analysis shows a significant overall 3.6% reduction in rear-impact crashes with LED. On the other hand, a non-parametric analysis not only fails to show improvement in significantly more than half the models, but actually shows an increase in rear impacts with LED for 9 of the 17 make-models that switched to LED. It was just the favorable results for high-sales vehicles such as Honda Accord that pulled the overall result into the plus. Furthermore, and perhaps most important, none of these 17 make-models is a “clean” switch pair that shifted to LED without changing anything else. All of the switch pairs shifted to LED at the same time that they changed the rear-lighting configuration and/or redesigned the vehicle. Basically, the crash data probably won’t support a firm conclusion until there are more switch pairs, including some “clean” switch pairs. KW - Before and after studies KW - Crash rates KW - Incandescent lamps KW - Light emitting diodes KW - Nonparametric analysis KW - Rear end crashes KW - Rear lighting KW - Stop lamps KW - Vehicle lighting UR - http://www-nrd.nhtsa.dot.gov/Pubs/811712.pdf UR - https://trid.trb.org/view/1246593 ER - TY - RPRT AN - 01478271 AU - McKnight, A Scott AU - Billheimer, John W AU - Tippetts, Scott AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - An Examination of Washington State’s Vehicle Impoundment Law For Motorcycle Endorsements PY - 2013/01//Final Report SP - 64p AB - In July 2007, Washington State modified its vehicle code to expressly allow law enforcement officers to impound motorcycles of motorcyclists operating without a proper motorcycle endorsement on their licenses. The objective for this study was to examine the effects of this law regarding implementation issues, rider and law enforcement awareness of the law, the degree to which the law is being enforced, whether endorsements and/or rider safety training increased, and the effect of the law on crashes. The impoundment law has not caused any unforeseen problems for State and local law enforcement agencies charged with enforcing the law. Results indicate that most law enforcement officers and many riders are aware of the law. It appears that relatively few motorcycles are being impounded, and the number of citations issued for unendorsed riding has not changed. Findings related to endorsements, training, and crashes are somewhat inconclusive. Although some results suggest the law may have had a positive effect on endorsement and training rates, other results do not. No significant influence of the law on crash rates was found. Results from time-series analyses of endorsement, training, and crashes may have been affected by economic or other confounding factors. KW - Driver licenses KW - Driver training KW - Motorcycle crashes KW - Motorcycle impoundment KW - Motorcyclists KW - State laws KW - Traffic law enforcement KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811696.pdf UR - https://trid.trb.org/view/1247271 ER - TY - SER AN - 01477340 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - An Examination of Washington State’s Vehicle Impoundment Law for Motorcycle Endorsements PY - 2013/01 IS - DOT HS 811 698 SP - 2p AB - In July 2007, Washington State modified its vehicle code to clarify that its existing impoundment law for unlicensed drivers also applies to operators without specially endorsed licenses, including motorcycle riders, and expressly allows law enforcement officers to impound the motorcycles of unendorsed operators. To understand the effect of this law on motorcycle riders in Washington, the goals of this project were to examine: any issues associated with the implementation of the law; awareness of the law; enforcement of the law, in terms of prevalence of impoundment and citations issued under the law; effects of the law on endorsements; effects of the law on riders taking safety training; and effects of the law on crashes. Results from this study were somewhat inconclusive and difficult to interpret. The law appears to have not caused unexpected problems for law enforcement, but it also appears that not many motorcycles have been impounded. It is unclear why the number of riders receiving endorsements through safety training tests and through licensing station tests increased, but that the total number of endorsement tests taken and the number of new endorsements did not increase. It is similarly unclear why there was a shift towards a larger proportion of riders becoming endorsed through safety training. Previous wait times for safety training classes have reportedly been eliminated, which could explain this change. Washington’s impoundment law was implemented soon before the national economic downturn, which may have obscured effects of the law. When controlling for the economic effects on crashes and endorsements, the economic factors account for most of the change. It is therefore very difficult to understand changes in crashes and endorsements that might have occurred due to the law. KW - Driver licensing KW - Driver training KW - Highway safety KW - Motorcycle crashes KW - Motorcycle impoundment KW - Motorcyclists KW - State laws KW - Traffic law enforcement KW - Vehicle impoundment KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811698.pdf UR - https://trid.trb.org/view/1246740 ER - TY - RPRT AN - 01476281 AU - Pickrell, Timothy M AU - Ye, Tony Jianqiang AU - National Highway Traffic Safety Administration TI - Occupant Restraint Use in 2011: Results From the National Occupant Protection Use Survey Controlled Intersection Study PY - 2013/01//NHTSA Technical Report SP - 29p AB - This report presents results from the 2011 National Occupant Protection Use Survey (NOPUS) Controlled Intersection Study. NOPUS is the only nationwide probability-based occupant restraint use survey. The National Center for Statistics and Analysis of the National Highway Traffic Safety Administration conducts this survey annually. The 2011 NOPUS found that restraint use for all children from birth to 7 years old increased significantly from 89% in 2010 to 91% in 2011. Significant increases in child restraint use in 2011 occurred among children traveling in vans and sport-utility vehicles, in the Northeast, and during weekends. Among occupants 8 and older, seat belt use in front seats continued to be lower among 16- to 24-year-olds than other age groups. Seat belt use in rear seats stood at 74% in 2011. KW - Age groups KW - Child restraint systems KW - Demographics KW - Front seat occupants KW - National Occupant Protection Use Survey (NOPUS) KW - Rear seat occupants KW - Regional analysis KW - Seat belts KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811697.pdf UR - https://trid.trb.org/view/1245346 ER - TY - CONF AN - 01571451 AU - Deguchi, Takashi AU - Tatsu, Kaoru AU - Saeki, Hidetsugu AU - Okabe, Tomosaburo AU - National Highway Traffic Safety Administration TI - Design Sensitivity Study of Passenger Airbag Shape to Meet Head Restraint Performance for Different Occupant Size in Frontal Impact PY - 2013 SP - 7p AB - Range of restraint performance needs to cover different occupant restraint conditions and occupant size in accordance to government regulation and New Car Assessment Programme (NCAP) tests. It should be effective in real-world safety also. There are several ways to accomplish the required safety performance. For example, adaptive system of airbag and belt load- limiter could be adjusted (i) depending on the occupant size, sensed by weight sensor and (ii) due to change in restraint condition, when buckle latch switch is introduced. The present study focused on the sensitivity of the airbag shape on occupant head restraint performance and investigated the possibility to meet the required level of restraint performance by manipulating only the airbag shape with the help of airbag stiffness performance diagram. In conclusion, to achieve the near optimum head restraint performance, by introducing S-shape in vertical direction at the center of the airbag instead of a Flat-shape airbag, the airbag stiffness can be tuned to meet performance requirements of two different size dummies AM50 and AF05 simultaneously. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Frontal crashes KW - Head KW - New Car Assessment Program (Ncap) KW - Occupant protection devices KW - Restraint systems KW - Shape UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360446 ER - TY - CONF AN - 01571448 AU - del Pozo de Dios, Eduardo AU - Alba, Juan José AU - Cisneros, Oscar AU - Avalle, Massimiliano AU - Scattina, Alessandro AU - Esnaola, Aritz AU - Pochettino, Giorgio AU - National Highway Traffic Safety Administration TI - Optimizing Vehicle Structure Architectures for Light Trucks PY - 2013 SP - 10p AB - Electric Vehicles (EVs) have experienced an incredible fast evolution. In the last few years almost every car manufacturer has presented its own EV prototype or fully functional vehicle and developing dedicated vehicles instead of the classical “General Purpose” concept is becoming more common. Most Electric Light Trucks existing already in the market still adopt the classic powertrain lay-out used in thermal engine vehicles. The European Commission (EC) co-funded OPTIBODY project is developing new modular structure architecture for a European L7e category vehicle focused on safety improvement and exploring the capabilities of modularity applied to safety and reparability. The OPTIBODY vehicle has been designed using a modular structure architecture composed of a chassis, a cabin and several add-ons. The cabin will provide improved levels of comfort, protection and ergonomics to the user and the add-ons will provide protection in case of frontal, side and rear impact, including also crash compatibility and interaction with vulnerable road users. Europe, United States, Canada, Japan and Australia were targeted for the initial analysis of the electric light vehicle worldwide situation to achieve the objectives of the project. The current light trucks fleet, accidentology and the requirements to be fulfilled by the vehicles were analyzed in the previous regions. The chassis, the cabin and the add-ons have been designed using new light materials and a modular concept to improve self and partner protection safety. The thermal engine has been removed and substituted by electrical in-wheels engines, and the extra space has been use to improve frontal impact and vulnerable road users protection. The requirements for certification of both L7e and low-speed vehicle categories in Europe and North America are very low in terms of safety and there is no mandatory crash test to evaluate neither pedestrian protection nor impact performance. OPTIBODY project has proposed frontal, side, rear and pedestrian impact tests and they have been use as targets to design the OPTIBODY vehicle to improve self and partner protection. Frontal crash test simulations showed an improvement in the cabin integrity and self and partner protection, as well as an improved pedestrian protection due to the extra space available, the use of new materials and the design of the add-on. The OPTIBODY vehicle adhered to the US commitment of Part 581 Zone, improving the crash compatibility of the vehicle. The use of modular architectures and new materials also improved the reparability of the vehicle. The OPTIBODY project is developing a new modular architecture for L7e vehicles that will provide an improvement in self and partner protection and reparability. Modularity has been only considered in this vehicle category and its applicability to other categories should be considered. L7e vehicles in Europe and low speed vehicles in the US have very poor safety requirements for certification. The OPTIBODY project is a good opportunity to show a great improvement in self and partner protection for L7e vehicles and also to explore how electric vehicles can improve the current levels of safety and the benefits of applying modularity to safety and reparability fields. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Canada KW - Crashworthiness KW - Electric vehicles KW - Europe KW - Impact tests KW - Japan KW - Light trucks KW - Simulation KW - United States KW - Vehicle design KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360499 ER - TY - CONF AN - 01571444 AU - Jeong, Eunbi AU - Oh, Cheol AU - Lee, Jaewan AU - National Highway Traffic Safety Administration TI - Development of Methodology for Estimating Safety Benefits of Automatic Crash Notification Systems PY - 2013 SP - 8p AB - The automatic crash notification system (ACNS) is a well-known technology with promising potential to reduce the crash response time (CRT) of emergency medical services. Reducing CRT will contribute to saving the lives of and alleviating the severity of injuries for crash victims. To fully operate the ACNS, it is important to quantify the safety benefits, which is fundamental for justifying public investment. This study proposed a methodology for quantifying the effectiveness of the ACNS and applied the methodology to the Korean freeway system. The proposed methodology consists of three steps. Fist, a statistical model was developed to predict injury severity using ordered logistic regression. Second, the amount of reduced CRT that would result from the ACNS was estimated. The effectiveness of the ACNS, which are defined as the number of reduced fatalities and severe injuries, were derived after considering the market penetration rate (MPR). When the proposed methodology is applied to 2010 freeway crash data, the result that fatalities are reduced by 11.8-18.1% when there is a 100% MPR. The outcomes of this study support decision making for public investments and for establishing relevant traffic safety policies. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic crash notification KW - Crash data KW - Crash severity KW - Emergency response time KW - Fatalities KW - Korea KW - Logistic regression analysis KW - Methodology KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361777 ER - TY - CONF AN - 01571441 AU - Gierczycka-Zbrozek, Donata AU - Cronin, Duane AU - Lockhart, Phil AU - Watson, Brock AU - National Highway Traffic Safety Administration TI - Occupant and Vehicle Response for Offset Pole Crash Scenarios PY - 2013 SP - 5p AB - Vehicle impacts with fixed roadside structures, such as poles, constitute a significant portion of road fatalities in North America. The purpose of this study was to evaluate occupant response in pole crash scenarios for varying offsets, and to compare the current occupant-based metrics with vehicle-based. A Hybrid III anthropometric test device (ATD) was integrated with a mid-size sedan equipped with seatbelts and airbag. Impacts with deformable and rigid poles were investigated. The predicted response was higher for the rigid pole, and varied significantly with offset from the vehicle centreline. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Dummies KW - Fatalities KW - North America KW - Occupant protection devices KW - Poles (Supports) KW - Roadside structures KW - Seat belts KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361014 ER - TY - CONF AN - 01571437 AU - Eigen, Ana Maria AU - Digges, Kennerly AU - National Highway Traffic Safety Administration TI - Safety Changes in the US Vehicle Fleet by Vehicle Model Year PY - 2013 SP - 7p AB - National Automotive Sampling System Crashworthiness Data System (NASS/CDS)1995-2009 was the basis for evaluating safety changes in the vehicle fleet with model year. The analysis shows that the mean AIS 3+ HARM for belted drivers in 1996-2009 model year vehicles had decreased injuries in side and frontal crashes. Head injuries were the most reduced body region in frontal crashes, decreased by 40%; however, there was an increase in lower extremity injuries. Chest injuries were most reduced in side crashes, decreased by 25%. For rollovers, reduction in injuries for all body regions were observed in 2000 to 2009 model years compared to models up to five years earlier. For the most recent model years, a larger fraction of the AIS 3+ HARM occurred in severe rollover (more than 7 quarter-turns). U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Crash injuries KW - Frontal crashes KW - Head KW - National Automotive Sampling System - Crashworthiness Data System KW - Rollover crashes KW - Side crashes KW - Thorax KW - Vehicle fleets UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360848 ER - TY - CONF AN - 01571436 AU - Won, Eugene AU - Kim, Jinwon AU - Kang, Sung-gi AU - Kim, Dongseok AU - National Highway Traffic Safety Administration TI - A Comparative Study between GMLAN Speed and GPS Reported Vehicle Speed by Vehicle Maneuver PY - 2013 SP - 9p AB - Some GM (General Motors) vehicles are using a GMLAN (General Motors Local Area Network) communication protocol for control and diagnostics. The airbag control module uses vehicle speed information from the GMLAN to record the vehicle speed as pre-crash information. In order to use the vehicle speed information for crash reconstruction purposes, it helps to be able to understand the accuracy of the data. The actual vehicle speed is not expected to be the same as the GMLAN indicated speed in some situations like a spin or if there is hard braking. This paper compares the actual vehicle speed and vehicle speed information during specific vehicle maneuvers. Actual vehicle speed is calculated from a GPS sensor, while GMLAN vehicle speed is calculated from transmission output sensor by the Engine control module (ECM). Vehicle maneuvers defined as Mode #1, Mode #2, Mode #3. The Mode #1 maneuver simulates wheel lock-up and skidding during Hard-braking at a specific speed. The Mode #2 maneuver simulates a 90 degree turn using a J-turn maneuver at a specific speed. The Mode #3 maneuver simulates a 180 degree turn using a spin type of maneuver at a specific speed. The study then compares the GMLAN speed and GPS speed to see what speed difference exists between them. The results of this paper are applicable to GM vehicles only. This paper catalogs the performance and limitations of two vehicles as useful reference for crash reconstructions where there is a need to understand the speed indicated in the pre-crash section of the SDM data. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash reconstruction KW - Engine Control Module (ECM) KW - General Motors automobiles KW - Global Positioning System KW - Local area networks KW - Precrash phase KW - Skidding KW - Speed KW - Traffic simulation UR - https://trid.trb.org/view/1361768 ER - TY - CONF AN - 01571434 AU - Ishida, Katsutoshi AU - Watanabe, Norihiro AU - Inomata, Hiroyuki AU - National Highway Traffic Safety Administration TI - Progress and Future of JNCAP PY - 2013 SP - 5p AB - In 2011, the Japan New Car Assessment Program (JNCAP) started a new test on motor vehicle performance in pedestrian leg protection ahead of the introduction of government legislation. The Agency also started testing the performance of electric vehicles and hybrid electric vehicles in protecting occupants from high voltage electric shocks after collision. Furthermore, the Agency improved its seat belt reminder evaluation from simply publishing whether or not the vehicle has reminders to include a five-point rating of each reminder based on the effect of visual/audio alarms on the use of seat belts. Thanks to improvements in automotive safety, the number of traffic deaths has been decreasing. In 2008, however, the number of pedestrians killed in traffic accidents exceeded the number of deaths among vehicle occupants for the first time, and has continued to do so. Recognizing that the protection of pedestrians in traffic accidents had become as important as that of vehicle occupants, JNCAP launched in 2011 a new overall safety performance evaluation aimed at protecting not only vehicle occupants but also pedestrians. On the other hand, merely improving the collision safety performance of motor vehicles is not sufficient to substantially reduce deaths and injuries in traffic accidents. It is vital to promote the spread of motor vehicles with equipment and performance that can avoid accidents in the first place, by conducting evaluations of motor vehicles with preventive safety technologies as part of the new car assessment. In 2012, NASVA drew up a plan setting out milestones for the introduction of evaluations of preventive safety technologies and is now carrying out related research. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Electric vehicles KW - Fatalities KW - Hybrid vehicles KW - Japan New Car Assessment Program (JNCAP) KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Traffic crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360604 ER - TY - CONF AN - 01571430 AU - Gibbons, Ronald B AU - Meyer, Jason AU - Rau, Paul S AU - Price, Markus L AU - National Highway Traffic Safety Administration TI - Impact of Correlated Color Temperature of Headlamps on Visibility PY - 2013 SP - 11p AB - The purpose of this project was to provide an initial investigation into the effects of different light source correlated color temperatures (CCT) on detection and color recognition of roadway objects and pedestrians. This project included an investigation of both the light source spectrum from the overhead lighting spectrums as well as correlated color temperature from vehicle headlamps. The detection of pedestrians and small objects along the roadway edge was measured on the Virginia Smart Road. Here the objects were located at specific points along the roadway and participant drivers performed a detection task. The point of first detection was recorded and the detection distance calculated. The objects appeared under high-pressure sodium (HPS) and light-emitting diode (LED) overhead lighting systems, as well as headlamps filtered to resemble LED and the amber overhead HPS sources. The primary results from this investigation indicate that: 1) There is not a significant difference in terms of pedestrian detection and targets located immediately alongside the roadway between the correlated color temperature of the vehicle headlamps within the range selected ; 2) Overhead lighting is a significant factor in the detection and color recognition of pedestrian clothing, but results indicate that it is the intensity – not necessarily the color – of the lighting that makes it a significant factor; The tasks considered in this investigation were primarily foveal, meaning that pedestrians were within the line of sight of the driver. However, most spectral impact is expected to be in the periphery of the visual field. Part of this investigation considered the extent to which peripheral vision plays a role in object detection for a driver. Further investigation using a more extensive peripheral detection component is required to more fully explore the impact of the light source to the periphery. As light sources transition to new technologies, light source spectrum is becoming a significant safety aspect of the roadway environment. The impact of the correlated color temperature of the headlamp is not significant in the foveal detection of pedestrians and objects within the range investigated. Further investigation of the peripheral impact of these light sources on pedestrian and driver safety is ongoing. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Headlamps KW - Light emitting diodes KW - Night visibility KW - Pedestrian detectors KW - Pedestrian safety KW - Street lighting KW - Virginia UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361092 ER - TY - CONF AN - 01571425 AU - Komeno, Fumihito AU - Koide, Teruhiko AU - Miyagawa, Toshihito AU - Saito, Takuhiro AU - Sukegawa, Yoshihiro AU - Ito, Daisuke AU - Asaoka, Michihisa AU - Yamada, Hiroaki AU - National Highway Traffic Safety Administration TI - Crash Sled Test Based Evaluation of a Precrash Seatbelt and an Airbag to Enhance Protection of Small Drivers in Vehicles Equipped with Autonomous Emergency Braking Systems PY - 2013 SP - 8p AB - The Autonomous Emergency Braking (AEB) systems are rapidly spreading among current vehicles. In addition to the evident benefits associated with the reduction of impact speed, the AEB produces changes in the driver's posture due to inertia. Such changes need to be considered in the design process of restraint systems to optimize the protection of different occupants under all possible scenarios derived from the application of the AEB. The objective of this study is to quantify, in terms of potential reduction of injury indicators at frontal crash scenarios, two new techniques based features: 1) In-positioning function of a motorized pre-crash seatbelt (PSB) that pulls the webbing into the retractor during a pre-impact braking, 2) Enhanced interaction of an airbag with out-of-position occupants by means of a widely deployment airbag. A series of crash sled tests were conducted with a sled system that produces controlled pre-impact braking and frontal crashes. Modified 50th percentile male and 5th percentile female Hybrid III dummies were used in order to reproduce more accurately human upper body's ability to flex forward under pre-impact braking conditions. The modifications were done at the abdomen-lumbar region and were validated against low speed sled tests with volunteers. The dummies were placed on the sled system and restrained with either a conventional seatbelt or a PSB, in combination with either a normal airbag or a widely deployment airbag. The pre-crash sled was accelerated to a speed of 64 km/h followed by a 0.8 g deceleration, prior to collision against a barrier at a speed of 48 km/h. Less upper body forward motion during pre-impact braking was observed for the dummies with PSBs, compared to those with conventional seatbelts. This confirmed that the PSB was effective in restraining dummy's posture, thus leading to a proper restraint by the airbag and decreased injury values at the head-neck region. These observations were more pronounced for the 5th percentile female Hybrid III dummy. In addition, the widely deployment airbag contributed to the reduction of injury values. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Automatic braking KW - Automatic seat belts KW - Crash injuries KW - Dummies KW - Posture KW - Restraint systems KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360438 ER - TY - CONF AN - 01571422 AU - Kildare, Shaun AU - Digges, Kennerly AU - National Highway Traffic Safety Administration TI - Characteristics of Crashes with Multiple Frontal Impacts PY - 2013 SP - 15p AB - Data from the National Automotive Sampling System – Crashworthiness Data System (NASS CDS) were analyzed to determine the characteristics of multiple- frontal impact crashes with the objective of identifying opportunities for employing safety systems. Multiple impacts initiated by a frontal impact accounted for about 24% of the population of seriously injured (MAIS 3+) drivers in recent model passenger vehicles. Multiple frontal impacts alone accounted for 10% of the seriously injured driver population. Lane departure and roadway departure were the most frequent pre-crash events. The proportion of kinetic energy remaining after the first impact was identified as a possible predictor of the likelihood of multiple impacts. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash characteristics KW - Crash injuries KW - Frontal crashes KW - Lane departures KW - National Automotive Sampling System - Crashworthiness Data System KW - Ran off road crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360435 ER - TY - CONF AN - 01571421 AU - McIntosh, Andrew AU - Grzebieta, Raphael AU - National Highway Traffic Safety Administration TI - Motorcycle Helmet Standards – Harmonisation and Specialisation? PY - 2013 SP - 10p AB - There are a number of major motorcycle helmet standards, e.g. AS/NZS 1698, DOT, JIS T 8133, Snell M2010 and UN/ECE 22. With international trade agreements, on-line purchasing, and motorcycling growth there is a need to assess whether there is scope for harmonising motorcycle helmet standards as well as specialising standards for specific environments. This paper will compare and contrast standards requirements and consider opportunities for improvements and international harmonisation. A desktop review of standards, motorcycle helmet and relevant biomechanical literature was undertaken. The results of impact performance tests on 31 helmets that met at least AS/NZS 1698 and combinations of other standards were assessed by standard certification. Tests included 2.5m flat and hazard anvil impacts with an International Organization for Standardization (ISO) “M” headform. Peak headform acceleration was measured. Results from oblique impact tests on motorcycle helmets were evaluated in terms of identifying the benefits of such a test. The test rig consisted of a Hybrid III head and neck falling on guided rails onto the top of a powered striker plate. Tests were conducted up to a drop height of 1.5 m and a horizontal speed of 35 km/h. Linear and angular headform acceleration were evaluated. There are many commonalities between each standard, but there are subtle to substantial differences also. All standards have tests of acceleration management, retention system strength and stability. No standard has a true oblique impact test and chin bar assessment is varied. There are no studies that compare the performance of helmets in real world crashes by standard certification. There were few significant differences in helmet performance in lab tests by standard certification, particularly when only full-face helmets were included in the analysis. There was an overall correlation (Pearson Correlation = 0.60 (p<0.01)) between helmet mass and impact performance. Average maximum linear and angular headform accelerations for four helmets in oblique impact tests were 150g (SD=30) and 9.5rad/s² (SD=3.3), respectively. Motorcycle helmets have been shown to reduce the risk of death by 42% and head injury by 69%. Mild traumatic brain injury appears to be the prevalent form of injury suffered by helmeted motorcyclists. Although there are differences between each standard, some potentially would make at best only a marginal difference in a crash. Some, such as Snell M2010 appear to be associated with heavier helmets. Oblique helmet testing can identify performance differences between helmets that are related to injury mechanisms not assessed directly by current standards. The climate and road environment are issues that need to be considered and might lead to helmet specialisation as found in JIS T 8133. In other words, operators of low powered motorcycles in hot and humid climates might have a helmet certified to a different part of a common standard compared to operators of high powered motorcycles ridden at speed on major roads. Also critical to the motorcyclists is the incorporation of a quality control system including batch testing. These issues indicate opportunities exist for harmonisation, specialisation and improvement in motorcycle helmet standards that will benefit motorcyclists, government, trade and road safety groups. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Acceleration (Mechanics) KW - Certification KW - Crash injuries KW - Impact tests KW - Motorcycle helmets KW - Standards KW - Traumatic brain injuries UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360733 ER - TY - CONF AN - 01571419 AU - Furas, Alejandro AU - Sandner, Volker AU - National Highway Traffic Safety Administration TI - The Pilot Phases of Latin NCAP: How Far Is the Market from Improvement? PY - 2013 SP - 5p AB - Since 2010 Latin New Car Assessment Program (NCAP) has been testing the most popular models in Latin America. It was demonstrated that Latin America's best selling models are 20 years behind Europe, United States (US), Japan, Australia in terms of vehicles safety. How far is the market in Latin America from an improvement in the best selling models’ safety?. 27 different models were tested since 2010 in Latin NCAP phases 1, 2 and 3. The results obtained during the test as well as the inspections supplied the data for the discussion of results. The most basic equipped versions, which are the ones selected by Latin NCAP, showed that the absence of airbags exposed the passenger dummies to serious injuries. The structural performance of the passengers’ compartment was weak to poor in the best selling models of Latin America. Latin NCAP also tested cars that looked exactly like the European models but their structure showed a poorer performance in the crash test. In the case of the Child Occupant the main reasons for the low star rating were incompatibility of CRS-vehicle seat and seatbelts, poor labelling and poor dynamics in several cases. The results are limited to the tested models. But considering the annual sales volume of 250.000 units of the best selling model in the region, the coverage of the results in terms of drivers and their families reached is considerably important. Considering the poor structural performance, and also the old platforms being used to produce popular cars in Latin America, the Industry will have to bring to the market new or improved platforms, with better performance in occupants’ protection. This should come as the governments make the local regulations tougher, but Latin NCAP is already helping to bring changes faster. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Automobile industry KW - Crash injuries KW - Impact tests KW - Latin America KW - Latin New Car Assessment Program KW - Regulations KW - Vehicle occupants KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360617 ER - TY - CONF AN - 01571417 AU - Paine, David AU - Paine, Michael AU - Wall, John AU - Faulks, Ian AU - National Highway Traffic Safety Administration TI - Development of an Assessment Protocol for After-Market Speed Limit Advisory Devices PY - 2013 SP - 8p AB - Advisory Intelligent Speed Assist (ISA) systems are those that integrate data about vehicle location with information about the speed limit of the current section of road and direction of travel, and which will alert the driver if the speed limit is exceeded. The authors examine the potential of after-market portable navigation devices (e.g., smartphones and portable satellite navigation devices) to inform drivers about posted speed limits and to assist them to travel within the speed limits. Data sources include ISA effectiveness studies, manufacturer's product specifications, Global Navigation Satellite System (GNSS) signal and device positioning theory, information related to performance characteristics and method of operation of GNSS signal emulators, digital speed limit maps provided with ISA-related software and human factors research associated with in-vehicle alerts. At the time of the research project there were no standards or assessment protocols directly relevant to assessing after-market ISA devices therefore a draft assessment protocol was developed. It was found that it is feasible to assess and rate the performance of after-market ISA devices in an objective and repeatable manner. It is estimated that the better performing devices could reduce fatal and serious crashes by around 19% assuming widespread fleet penetration. An analysis of various implementations scenarios shows that a modest uptake in advisory ISA enabled PNDs is required to break even on implementation costs. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - After market KW - Automatic vehicle location KW - Automobile navigation systems KW - Global Navigation Satellite System KW - Intelligent speed adaptation KW - Intelligent vehicles KW - Portable equipment KW - Smartphones KW - Speed limits UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361044 ER - TY - CONF AN - 01571416 AU - Mynatt, Mark AU - Radja, Greg AU - National Highway Traffic Safety Administration TI - Precrash Data Collection in NHTSA’s Crash Databases PY - 2013 SP - 11p AB - The National Highway Traffic Safety Administration (NHTSA) has been gathering precrash information in its nationally representative crash data collection programs since the early 1980’s. The various precrash elements, which describe the actions of a vehicle and driver leading up to a crash, will be a key source of data as focus on crash avoidance countermeasures and intelligent transportation systems increase in the automotive safety community. The purpose of this paper is to describe the evolution of precrash coding in NHTSA’s crash databases and briefly explain the methodology that provides the basis for these elements. Additionally, the paper will offer an overview of the precrash detail available and differing data collection techniques used in the National Automotive Sampling System (NASS) General Estimates System (NASS-GES), the NASS Crashworthiness Data System (NASS-CDS), and the National Motor Vehicle Crash Causation Survey (NMVCCS). A set of crashes common to all three nationally representative programs will be examined, comparing the precrash element coding and discussing limitations to consider when using data from each of the programs. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Countermeasures KW - Crash causes KW - Crash data KW - Data collection KW - General Estimates System KW - Intelligent transportation systems KW - National Automotive Sampling System - Crashworthiness Data System KW - National Motor Vehicle Crash Causation Survey KW - Precrash phase KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361764 ER - TY - CONF AN - 01571409 AU - Kim, Dongseok AU - Lee, Mansu AU - Kim, Jeasu AU - Han, Jaenyung AU - Park, Jaewon AU - Yu, Sangha AU - National Highway Traffic Safety Administration TI - A Study of Dummy Kinematic and Restraint System for IIHS Small Overlap Frontal PY - 2013 SP - 6p AB - The IIHS (Insurance Institute for Highway Safety) introduced the small overlap frontal crash test in 2012. The small overlap frontal crash performance is evaluated in terms of injury assessment, structural assessment, and restraint and dummy kinematics. The test involves limited horizontal structural engagement at the corner. The small overlap condition is designed such that longitudinal structural members of vehicle have less interaction than during the IIHS’ moderate overlap frontal test. Dummy kinematics can be affected if the structure does not absorb the crash impact energy or the driver airbag is not in position to provide restraint to the head. In the IIHS Status Report newsletter (Issue 47, No. 6 August 14, 2012) the IIHS’ small overlap test results showed that most of the injury assessments were similar to that of the IIHS’ moderate offset crash tests. However, vehicle structure and dummy kinematics were more severe in the small overlap as compared to the IIHS’ moderate offset crash test. This study provides restraint system development guidance for dummy head protection in the IIHS’ small overlap crash condition. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Dummies KW - Impact tests KW - Insurance Institute for Highway Safety KW - Kinematics KW - Restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360512 ER - TY - CONF AN - 01571405 AU - Choi, Hyung Yun AU - Lee, Inhyeok AU - Lee, June Soo AU - Kim, Young Man AU - Kim, Hyunjin AU - National Highway Traffic Safety Administration TI - A Study on Mechanical Characteristics of Lithium-Polymer Pouch Cell Battery for Electric Vehicle PY - 2013 SP - 10p AB - In order to characterize deformation and failure behaviors of Lithium-Polymer pouch cell battery and its components, various mechanical tests were performed. Uniaxial tensile properties of electrodes, separator, and pouch cover were obtained from coupon tests. Effects of temperature and strain rate on the mechanical behavior were also investigated. The three-point bending tests with and without pouch vacuum were performed to quantify the stiffening effect due to the pouching vacuum as well as quantifying the bending rigidity and failure load of the pouch cell. Static and dynamic pin drop tests were also carried out to investigate the failure mode and impact energy threshold for the perforation. The vibration responses, i.e., natural frequencies of pouch cell were obtained from impact hammer and shaker excitation tests. A finite element model of pouch cell using shell and membrane elements was also constructed. The same number of stacking layers in separator/electrode assembly was represented in the model. The solid state electrolyte that occupies very tiny volume between layers in the pouch was modeled by tied option of which the normal and shear moduli were calibrated from the three-point bending simulation. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Battery electrodes KW - Electric vehicles KW - Finite element method KW - Lithium batteries KW - Mechanics KW - Temperature KW - Vibration UR - https://trid.trb.org/view/1360455 ER - TY - CONF AN - 01571402 AU - Beuse, Nathaniel AU - Harper, Clarke AU - Shain, Kellen AU - National Highway Traffic Safety Administration TI - A Comparison of Vehicle Alert Modalities' Time-To-Collsion Warnings Triggered by the Vehicle's Controller Area Network System PY - 2013 SP - 8p AB - Currently, the time-to-collision (TTC) is determined as the time when external instrumentation measures a data flag from the Controller Area Network (CAN) signal or at the time an alert modality can be used to evaluate the performance of a vehicle’s Forward Collision Warning (FCW) system for the National Highway Traffic Safety Administration's (NHTSA's) New Car Assessment Program (NCAP). Many vehicle manufacturers assess FCW performance using the digital signal from the CAN to determine the onset of a warning which can then be used to determine compliance with TTC timing requirements listed in NHTSA’s performance test procedure provided at www.regulations.gov in docket number NHTSA-2006-26555-0128. NHTSA has observed that the onset of an FCW alert can be substantially delayed when compared to the activation time of the CAN signal. The purpose of this paper is to compare the timing of the CAN signal to the actual visual and audial alerts obtained during the same trial, to determine the extent of these differences, and how they vary by vehicle manufacturer. The CAN signal and two alert modalities (visual and sound) for seven vehicles were collected by Dynamic Research, Inc., and the subsequent TTCs were calculated using the test procedures and equations established by the agency. Data from the seven vehicles were analyzed for three separate test configurations. Initial analysis did not separate the vehicles by manufacturer; however, upon noticing a linear trend between the CAN signal and visual alerts, the data was grouped by manufacturer for further analysis. A strong linear relationship (R²>0.8) was discovered between visual and CAN signal warnings, which correlates to a constant amount of delay between the CAN and visual alerts for all seven (7) vehicles as well as the audial and CAN signal warnings for four (4) of the seven (7) test vehicles. For the remainder of the vehicles, an inconsistent delay was exhibited within models. The audial–CAN relationship was not discovered until vehicle data was separated by manufacturer. Vehicles that exhibited a constant delay from when the CAN data flag was issued to when the visual or the audial alert was measured were more likely to pass the TTC requirements. Certain models had visual and audial alert modalities occur after the minimum safe TTC has passed. As a result, this paper will also attempt to conjecture potential reasons for the differences delay in the FCW alert modalities timing compared to that of the CAN data flag. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Controller Area Network (Computer network) KW - Crash avoidance systems KW - Fatalities KW - Frontal crashes KW - Intelligent vehicles KW - New Car Assessment Program (Ncap) KW - Test procedures KW - Time to collision KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361020 ER - TY - CONF AN - 01571395 AU - Min, Junyong AU - Bae, Hanil AU - Bae, Jinho AU - National Highway Traffic Safety Administration TI - Development of Driver Airbag LRD Technology Using the Single Stage Inflator PY - 2013 SP - 7p AB - North America crash regulations established regulations that require airbags mounted in 1994, and began to emphasize the need for a secondary safety device. But over time, the pressure due to the strong airbag fatalities had been occurring. So, airbag supplier and car maker had developed 30% reduction de-powered airbags compared with full- power airbag. But, An adequacy of airbag pressure in infants on the front seat and for unbelted small women had been discussed by National Highway Traffic Safety Administration (NHTSA). Finally NHTSA released the FMVSS208 Advanced airbag regulation for out of position small female driver, unbelted small occupant and infants on the front seat. To satisfy the Advanced airbag regulations, car makers have applied dual-stage inflator airbag, driver seat track position sensor and occupant detection and classification sensor for passenger. Especially for static deployment fatalities about out- of-positioned driver, dual stage inflator must have been applied to driver airbag. The research and development method satisfying the FMVSS208 advanced airbag regulation with single stage inflator driver airbag will be discussed in this paper. The various and detailed inflator performance requirement, driver airbag design method (cover tear line, cushion folding and proper initial cushion deployment shape) and layout (parts around the status of the airbag mounted on the steering wheel for the driver's seat and minimum requirement between STRG WHL and other parts) will be addressed focusing on Completed the development of the case in this paper. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Children KW - Federal Motor Vehicle Safety Standards KW - Females KW - Front seat occupants KW - Infants KW - North America KW - Regulations KW - Seat belts KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361283 ER - TY - CONF AN - 01571392 AU - LeBlanc, David J AU - Gilbert, Mark AU - Stachowski, Steve AU - Blower, Daniel AU - Flannagan, Carol A AU - Karamihas, Steve AU - Buller, William T AU - Sherony, Rini AU - National Highway Traffic Safety Administration TI - Advanced Surrogate Target Development for Evaluating Pre-Collision Systems PY - 2013 SP - 7p AB - This paper presents the requirements, design, and resulting performance of a new surrogate target for evaluating pre-collision systems (PCS) that include crash imminent braking and dynamic brake support. The design addresses several criteria for rear-end crash scenarios, including three critical and conflicting criteria: enabling high relative impact speed, maintaining a radar signature that is representative of real vehicles, and minimizing expenses and complexity of fabrication and usage. Test scenarios for evaluating PCS are developed using analyses of United States (US) crash data sets, including General Estimates Systems and the Crashworthiness Data System (including its electronic data recording data). Test procedures were developed, leveraging previous work in this area. Surrogate target design requirements were developed, notably new requirements for “impactability,” or the ability to be struck repeatedly without damage or safety risks, and 77 GHz radar scattering characteristics. Robustness to higher impact speeds allow testing in severe crash scenarios. Radar characteristics were addressed using a new data set generated using instrumentation-grade radar to scan the rear ends of 25 actual vehicles at numerous angles. The radar scan data was used to create a recommended set of scattering elements to be applied to a radar- neutral structure. A novel approach to the structure was used, emphasizing low cost, weight, resilience, and, safety in higher speed impacts. This approach is intended to present a radar- representative vehicle target to the PCS under test, while allowing the target to be fabricated easily and inexpensively. The target is intended for PCS development as well as formal testing. Work continues to refine the target’s signature for vision- and LIDAR-based systems, and an instrumentation system is being fitted to test PCS vehicles in extended use. This work is significant for its contribution to surrogate target work in the emerging area of PCS with crash-imminent braking and dynamic brake support systems. Higher impact speeds and improved radar signatures will improve the correlation between pre-crash system performance in the real world and the outcome of performance testing on the track. Simpler and lower-cost targets allow wider use and perhaps better PCS designs. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash avoidance systems KW - Crashworthiness KW - Dummies KW - Impact tests KW - Rear end crashes KW - Test procedures KW - Traffic crashes KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361024 ER - TY - CONF AN - 01571391 AU - Bhosale, Prashant V AU - National Highway Traffic Safety Administration TI - Exploratory Study on the Suitability of an Airbag for an Indian Motorcycle Using Finite Element Computer Simulations of Rigid Wall Barrier Test PY - 2013 SP - 16p AB - Airbag’s feasibility for the large touring motorcycles in mitigating severe injuries or avoiding fatality to the rider in a fatal crash has been established. However, airbag’s suitability is not yet established for the smaller motorcycles which are used in India and other South Asian Countries; as means of transport rather than amateur riding. The current study is a first of its kind to address an issue of safety of Indian motorcyclists in a fatal crash by airbag. Study was aimed at finding appropriate: triggering time of airbag inflation process, backing surface, location and orientation of airbag module, and size of the airbag; in restraining effectively and absorbing maximum kinetic energy of the rider in the primary fatal impact with the rigid wall barrier. The study undertaken was the great challenge in the developing country such as India where there is no facility to conduct an actual barrier test on a motorcycle with a dummy installed with all the instrumentations. It is also extremely difficult to get the data and design details of every object used in the actual crash tests conducted elsewhere in the world. As per ISO 13232 standards, rigid wall barrier test simulations of motorcycle with airbag and rider were performed to arrive onto any conclusions. A Finite Element (FE) model of a representative Indian motorcycle of 100cc was developed which behaved realistically in the barrier test simulation. The developed realistic models of folded airbag, MATD neck and helmet were used. MATD neck was integrated into the available ATD model. All the FE models of the components were integrated to have a complete system to conduct barrier test simulations in 90 degree and 45 degree angles of impact. Simulations were performed using nonlinear FE software Pamcrash™. It was found that the sensor time should be lowest possible for triggering airbag inflation process due to smaller space available with the motorcycle. A need of a backing surface was felt for properly restraining the rider by airbag. Different alternate arrangements were studied to find out proper location and orientation of the airbag module in the motorcycle. Effect of different sizes of airbag was studied in absorbing the kinetic energy of the rider during the crash. The study found out appropriate triggering time, backing surface, location and orientation of airbag module and airbag size in effectively restraining and absorbing maximum kinetic energy of the rider in the fatal crash. The scope of the study was the primary impact, where the rider’s head impacts into the rigid wall barrier in the fatal crash. The study has not considered following: a scenario of fall of a rider on the ground, angular impact sensitivity analysis, presence of a pillion rider, and full scale crash tests mentioned in ISO 13232 standards. At the end of this study it can be said that the broader research question of suitability of the airbag in Indian motorcycle in mitigating injuries to the rider in the fatal crash is answered in affirmative. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Finite element method KW - Impact tests KW - India KW - Kinetic energy KW - Motorcycles KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360773 ER - TY - CONF AN - 01571387 AU - Rudd, Rodney W AU - National Highway Traffic Safety Administration TI - Characteristics of Injuries in Fatally Injured Restrained Occupants in Frontal Crashes PY - 2013 SP - 19p AB - Frontal crashes have been studied extensively and have been the target of many regulatory and motor vehicle safety-enhancement efforts. While fatalities in frontal crashes, and in crashes in general, have decreased over time, there is still interest in understanding the issues that lead to these continued fatalities. This study is an extension of a prior effort that involved in-depth reviews of frontal crash fatality cases, but is conducted from an injury perspective. Occupants who were involved in frontal crashes and restrained by a seat belt and deployed frontal air bag of late-model vehicles were selected from the National Automotive Sampling System - Crashworhtiness Data System and Crash Injury Research and Engineering Network databases. The cases were individually reviewed, and key factors that contributed to the fatal nature of the crash were identified based on coded data elements and other evidence in the case. Cause of death information was further analyzed along with the coded injury causation data and occupant time-to-death. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash causes KW - Crash injuries KW - Crashworthiness KW - Fatalities KW - Frontal crashes KW - National Automotive Sampling System - Crashworthiness Data System KW - Restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360861 ER - TY - CONF AN - 01571386 AU - Digges, Kennerly AU - Dalmotas, Dainius AU - Prasad, Priya AU - National Highway Traffic Safety Administration TI - An NCAP Star Rating System for Older Occupants PY - 2013 SP - 11p AB - The objective of the paper was to apply to the New Car Assessment Program (NCAP) star rating system injury risk functions that are more representative of the injury tolerance of older occupants. The National Automotive Sampling System (NASS) 1998-2008 data for front outboard occupants in NCAP like frontal crashes protected by air bags and safety belts was analyzed to determine injury risks by body region and occupant age groupings. The injury rates for NCAP like crashes were calculated for each applicable body region. Alternative injury risk functions were applied to 302 NCAP tests of vehicles model year 1988- 2006. NCAP injury rates were calculated and compared with NASS data. The comparison was used to select injury risk functions to be applied to 2011 NCAP tests. Selected risk functions from the literature that produced injury rates in NCAP tests like those in NCAP like crashes were substituted for NCAP 2011 chest and neck injury risk functions. When applied to the 2011 NCAP tests there was a general downward shift in the star ratings awarded to the driver. However, the number of passengers with 5 star ratings more than doubled. For both drivers and passengers there were vehicles that advanced from 4 stars to 5 stars. The application of this alternative rating system would produce added incentives for safety designs that more correctly prioritize the reduction of injuries most harmful to older occupants. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Air bags KW - Crash injuries KW - Frontal crashes KW - Impact tests KW - National Automotive Sampling System KW - Neck KW - New Car Assessment Program (Ncap) KW - Seat belts KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360508 ER - TY - CONF AN - 01571381 AU - Javier, Francisco AU - Ayuso, Páez AU - Arturo, Furones Crespo AU - National Highway Traffic Safety Administration TI - Evaluation Method of the Effectiveness of Active Safety Technologies in Light Goods Vehicles Based on Real World Accidents Reconstruction PY - 2013 SP - 8p AB - There are limited data in Europe on light goods vehicles (LGVs) crashes. The project IMPROVER shows that the country of the EU-25 with the highest number of fatalities in accidents involving LGVs is Spain (2002). The aim of this paper is the evaluation of the accident reduction which could be achieved by incorporating active safety technologies to LGVs involved in crashes, based on a reconstruction evaluation method. The methodology is based on a retrospective analysis of the accident technical reports from the Spanish Traffic Directorate (DGT). It comprises 254 fatal accidents with LGVs involved, occurred in rural roads during 2009 and 2010. This information has been analysed to identify the most significant stages (independent variables) during the pre-crash phase based on the HFF method. Afterwards a classification tree has been created using those independent variables and their interactions to describe and quantify their influences on LGV accidents. Accidents have been analyzed and evaluated considering the assumed effect of each specific active safety system proposed – Antilock Brake System (ABS), Brake Assist System (BAS) and Electronic Stability Programme (ESP). Every case has been simulated using the PC-Crash® software. Two crash situations have been modelled: the first one is a reconstruction of the real accident and the second one is a simulation in which the operation of the active systems is emulated modifying the collision parameters and its potential consequences. This study makes the identification of critical parameters easier and it simplifies the development of practical solutions by quantifying their potential impact on future actions to improve LGVs safety. Reconstructions of these accidents were performed using software techniques to estimate multiple parameters from the collision, the pre- and post- impact phases. The gathered information has been used for the evaluation of the effectiveness of the ABS, BAS and ESP. The performance of these systems has been simulated in reconstructions, so it is possible to assess their capacity for the avoidance of the analysed accidents. The implementation of active safety technologies in all new vehicles will lead to achieve reductions in LGVs-involved accidents or to decrease their severity. In order to assess the safety performance of these vehicles it is necessary to be able to identify these vehicles data relating to accident involvement, vehicle registration and vehicle usage. It would improve any future evaluations of LGVs safety performance or help to monitor the effects of any policy decisions. For many years numerous studies have conducted to estimate the effectiveness of safety systems for vehicles. However, the most of these ones has been focused on passenger cars and clear gaps were detected in the case of specific studies on LGVs. Although the performance of active safety technologies explains basically their behaviour in test conditions, they are not enough to assess their success in each real world scenario. A full forecast of their potential is only possible by modelling the driver-vehicle-system-environment. The reconstruction of real world accidents is the core tool of the proposed method. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Antilock brake systems KW - Automatic braking KW - Crash reconstruction KW - Europe KW - Light trucks KW - Pc-crash (Computer program) KW - Simulation KW - Truck crashes KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361765 ER - TY - CONF AN - 01571380 AU - Kusano, Kristofer D AU - Gabler, Hampton C AU - National Highway Traffic Safety Administration TI - Pre-Crash Scenarios for Determining Target Populations of Active Safety Systems PY - 2013 SP - 11p AB - The objective of active safety systems is to prevent or mitigate collisions. A critical component in the design of active safety systems is to identify the target population for a proposed system. The target population for an active safety system is that set of crashes that a proposed system could prevent or mitigate. Target crashes have scenarios in which the sensors and algorithms would likely activate. For example, the rear-end crash scenario, where the front of one vehicle contacts another vehicle traveling in the same direction and in the same lane as the striking vehicle, is one scenario in which Forward Collision Warning (FCW) would be most effective in mitigating or preventing. This paper presents novel pre-crash scenarios based upon coded variables from National Highway Traffic Safety Administration's (NHTSA’s) nationally representative crash databases. Using three databases the scenarios developed in this study can be used to quantify the number of police reported crashes, seriously injured occupants, and fatalities that are applicable to proposed systems. In this paper, we use the pre-crash scenarios to identify the target populations for FCW, Lane Departure Warning (LDW), and Vehicle-to-Vehicle (V2V) or Vehicle-to-Infrastructure (V2I) systems. This study found that these three systems could potentially mitigate or prevent 59% of both seriously injured occupants and fatalities. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash avoidance systems KW - Crash data KW - Crash injuries KW - Fatalities KW - Precrash phase KW - Rear end crashes KW - U.S. National Highway Traffic Safety Administration KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361769 ER - TY - CONF AN - 01571379 AU - Worden, Stuart AU - Uprichard, Davey AU - Prince, Rachel AU - National Highway Traffic Safety Administration TI - Vehicle Safety Without Regulation - A Non-Regulatory Approach to Improving Vehicle Safety in New Zealand PY - 2013 SP - 9p AB - Consumer information has become the primary means of improving the safety of New Zealand’s light vehicle fleet in recent years. With the rapid pace of vehicle technology improvements, and the difficulties associated with introducing new legislation in this area, there are potentially greater benefits to be had from implementing a sound non- regulatory approach than are possible from regulation alone. The primary objectives of New Zealand’s non- regulatory approach are to improve the safety of vehicles entering the fleet by increasing consumer demand for vehicles with high safety ratings, and also to influence the composition of the existing fleet through reduced demand for less-safe used vehicles. In order to effectively bring this about, it is recognised that there is a need to disseminate credible and relevant safety information through a wide range of different channels. At the heart of the New Zealand approach is a website (www.rightcar.govt.nz) and an associated individual-vehicle-level database of safety ratings and specification data. This provides opportunities to extend the reach of safety information to a level where it is effectively unmissable by the vehicle buyer. This paper presents a case study of the processes and systems that have enabled the New Zealand (NZ) Transport Agency to put in place a consumer-driven programme for positively influencing the composition of the vehicle fleet. It describes how safety data is gathered from a diverse range of sources, how that data is collated and presented to vehicle buyers, and also the consumer education and information activities that support this programme. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Consumers KW - Databases KW - Demand KW - New Zealand KW - Technological innovations KW - Vehicle safety KW - Websites (Information retrieval) UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360509 ER - TY - CONF AN - 01571378 AU - Schram, Richard AU - Williams, Aled AU - van Ratingen, Michiel AU - Strandroth, Johan AU - Lie, Anders AU - Paine, Michael AU - National Highway Traffic Safety Administration TI - New NCAP Test and Assessment Protocols for Speed Assistance Systems, a First in Many Way PY - 2013 SP - 9p AB - Exceeding the speed limit is a factor in the causation and severity of many road accidents. Speed limits are intended to assure safe operation of the road network by keeping traffic speeds to no more than the maximum that is appropriate for a given traffic environment. The speed of traffic also influences the flow of densely trafficked roads. Voluntary speed assistance systems (SAS) are a means to support adherence to speed limits, by warning and/or effectively limiting the speed of the vehicle. The only technical requirements giving guidance for elements of such devices are laid down in UN/ECE Regulation 89, which is not mandatory in Europe. Those specifications are rather outdated and do not specifically apply to passenger cars. Since 2009, European New Car Assessment Programme (EuroNCAP) has rewarded manually set speed limitation devices (SLD) which meet the basic requirements of UN/ECE R89 but have additional functionality with regards to warning and set-at-speed. In the meantime more advanced speed assistance systems have been introduced onto the market which are able to inform the driver of the current speed limit based on digital maps and/or camera based traffic sign recognition. Intelligent speed assistance (ISA) systems are expected to improve and will be more readily acceptable to the public. Hence, Euro New Car Assessment Programme (NCAP) has extended the SLD protocol to include the evaluation of the latest generation of intelligent speed assistance systems. The work of Euro NCAP is soundly based on a synthesis of previous research findings regarding speed assistance systems, including Carsten et al., Oei and Polak, Biding and Lind and others. Functional requirements for the Speed Limit Information Function (SLIF), Manual Speed and Intelligent Speed Assistance systems (MSA and ISA) have been derived using input from various stakeholders. Recent experiences with Euro NCAP’s SLD assessment have been included. Besides functional requirements, a set of agreed driving manoeuvres has been defined, in particular to verify the driver-set limitation function. The draft procedures have been evaluated in a workshop with several commercially available and prototype systems. Test and assessment protocols have been developed that contain specifications for different types of Speed Assistance Systems (SAS), SLIF up to full ISA systems where the SLIF is coupled with the warning and speed limitation function. Points are available for all elements of SAS with additional points awarded to systems where the speed information is directly linked to the warning and speed limitation function. The requirements specified in the developed protocols are not design restrictive, to allow the vehicle manufacturer to develop the systems to their best knowledge and experience. It is foreseen that, after a couple of years, Euro NCAP will tighten the requirements based on best practice. As more and more countries are introducing more strict speed managements systems the consumer demand for reliable and efficient SAS is expected to increase. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash severity KW - Europe KW - European New Car Assessment Program KW - Intelligent speed adaptation KW - Intelligent transportation systems KW - Speed limits KW - Traffic speed KW - Vehicle electronics UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360514 ER - TY - CONF AN - 01571376 AU - Lee, Taeyoung AU - Yi, Kyongsu AU - Lee, Chanky AU - Lee, Jaewan AU - National Highway Traffic Safety Administration TI - Impact Assessment of Enhanced Longitudinal Safety by Advanced Cruise Control System PY - 2013 SP - 7p AB - This paper presents an impact assessment of enhanced safety by Advanced Cruise Control (ACC) systems. The objective of the authors study is to assess the enhancement of the driving safety between with and without the ACC system. For the impact assessment of the ACC system, the system performance test data as well as the usual driving data should be used to assess direct and indirect safety impacts. Therefore the proposed methodologies were developed by using the collected data from the Field Operational Test (FOT) and the evaluation scenario based test for conducting the safety impact assessment of the ACC system. First, five (5) vehicles equipped with ACC system will take part in the field operational test so that the authors can make the FOT database. By using the collected database, changes of crash risk between with and without ACC system are used to quantify the impact of the ACC system. Second, to make up for the missed the FOT data, test scenario based ACC performance test was conducted. From the scenario based test, system’s physical performance in the specific driving situations can be evaluated. Finally, impact assessment of the ACC system can be obtained by combining FOT based analysis and scenario based test results. By using the proposed assessment methods, the impact assessment with respect to impacts on safety by the ACC system can be assessed scientifically. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Autonomous intelligent cruise control KW - Crash risk forecasting KW - Field tests KW - Highway safety KW - Instrumented vehicles KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360849 ER - TY - CONF AN - 01571373 AU - Bendjellal, Farid AU - National Highway Traffic Safety Administration TI - The New EU I-Size Regulation – Key Elements of the Side Impact Test Procedure PY - 2013 SP - 5p AB - The Informal Group of UN GRSP (Working Party on Passive Safety, World Forum for Harmonization of Vehicle Regulations, UN Economic Commission for Europe) has developed a new standard for approving child restraint systems in Europe, called I-Size regulation. Key objectives for developing this regulation were (1) reducing misuse rate through promoting ISOFIX restraint and (2) enhancing compatibility between cars and child restraint systems and 3/introducing a side impact test procedure. The latter is the focus of this paper. The aim of the procedure is to reproduce – with an intruding door concept – the door relative velocity between the door and the struck vehicle. The objective of this study is to investigate the key features of this test procedure. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Europe KW - Impact tests KW - Regulations KW - Side crashes KW - Test procedures KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361099 ER - TY - CONF AN - 01571371 AU - Pastor, Claus AU - National Highway Traffic Safety Administration TI - Correlation Between Pedestrian Injury Severity in Real-Life Crashes and Euro NCAP Pedestrian Test Results PY - 2013 SP - 9p AB - In Germany the number of casualties in passenger car to pedestrian crashes has been reduced by a considerable amount of 40% as regards fatalities and 25% with regard to seriously injured pedestrians since the year 2001. Similar trends can be seen in other European countries. The reasons for that positive development are still under investigation. As infrastructural or behavioral changes do in general take a longer time to be effective in real world, explanations related to improved active and passive safety of passenger vehicles can be more relevant in providing answers for this trend. The effect of passive pedestrian protection – specified by the European New Car Assessment Programme (EuroNCAP) pedestrian test result – is of particular interest and has already been analyzed by several authors. However, the number of vehicles with some valid Euro NCAP pedestrian score (post 2002 rating) was quite limited in most of those studies. To overcome this problem of small datasets German National Accident Records have been taken to investigate a similar objective but now based on a much bigger dataset. The paper uses German National Accident Records from the years 2009 to 2011. In total 65.140 records of pedestrian to passenger car crashes have been available. Considering crash parameters like accident location (rural / urban areas) etc., 27.143 of those crashes have been classified to be relevant for the analysis of passive pedestrian safety. In those 27.143 records 7.576 Euro NCAP rated vehicles (post 2002 rating) have been identified. In addition it was possible to identify vehicles which comply with pedestrian protection legislation (2003/102/EG) where phase 1 came into force in October 2005. A significant correlation between Euro NCAP pedestrian score and injury outcome in real-life car to pedestrian crashes was found. Comparing a vehicle scoring 5 points and a vehicle scoring 22 points, pedestrians’ conditional probability of getting fatally injured is reduced by 35% (from 0.58% to 0.37%) for the later one. At the same time the probability of serious injuries can be reduced by 16% (from 27.4% to 22.9%). No significant injury reducing effect, associated with the introduction of pedestrian protection legislation (phase 1) was detected. Considerable effects have also been identified comparing diesel and gasoline cars. Higher engine displacements are associated with a lower injury risk for pedestrians. The most relevant parameter has been “time of accident”, whereas pedestrians face a more than 2 times higher probability to be fatally injured during night and darkness as compared to daytime conditions. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash injuries KW - Crash locations KW - European New Car Assessment Program KW - Fatalities KW - Germany KW - Injury severity KW - Pedestrian safety KW - Pedestrian-vehicle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360518 ER - TY - CONF AN - 01571370 AU - Singh, Jai AU - National Highway Traffic Safety Administration TI - Laplace Domain Analysis of the Collinear Vehicle-To-Vehicle Collision Under Linear Force-Deflection Constraints Coupled with Net Externally Applied Loads PY - 2013 SP - 15p AB - The focus of the subject study was on the development of the closed-form solutions for displacement, velocity and acceleration, based upon the utilization of the Laplace transform, experienced by each collision partner involved in a collinear collision under the constraints of linearity in the force-deflection response during closure and separation and while subject to any number of net externally applied loads for which an analytic Laplace transform was determinable. Starting from the basic expression of Newton’s Second Law, the coupled equations of motion were developed in standard matrix-vector form by the introduction of the definitions of structural deflections in terms of the displacements of the center of mass of each collision partners and the massless common collision interface. The solution for the equations of motion was determined by applying the Laplace Transform and determining the solution for the dynamic stiffness matrix and transfer function by means of an Eigendecomposition. The closed-form analytic for the Laplace domain displacement was readily amenable to the inverse Laplace Transform and thereby provided a closed-form analytic solution for displacement in the time domain. The first and second time derivatives of this solution provided the closed form solution for velocity and acceleration, respectively. The reduced forms of each of these three equations, addressing the specific limits of the achievement of common velocity at the terminus of closure and the achievement of zero acceleration due to the collision force at the terminus of separation, were then developed. The use of the residue theorem, instead of a partial fraction expansion, for the evaluation of the transfer function, coupled with the reduction in the complexity of the general problem secondary to both the complex conjugate nature of the solutions for the Eigenvalue problem and the reduction of the same to only complex roots for the solution to the characteristic polynomial of the dynamic stiffness matrix for the undamped problem, revealed a solution set comprised of a rigid body mode and a solution based upon the circular frequency of the effective system mass and stiffness. Depending on the nature of the net externally applied forces, the solution for the time of terminus of closure could be determined from basic trigonometric relationships or from equating the velocities of the collision partners in the Laplace domain, solving for the Laplace variable and then performing an inverse Laplace transform to obtain the solution in the time domain. The terminus of the separation could be solved for in a similar manner through the use of the acceleration of either collision partner. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crashes KW - Deflection KW - Eigenvalues KW - Laplace transforms KW - Newton's equations of motion KW - Stiffness KW - Time domain analysis UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361771 ER - TY - CONF AN - 01571369 AU - Hannawald, Lars AU - Marschner, Mario AU - Liers, Henrik AU - National Highway Traffic Safety Administration TI - The Usage of Smartphones for Recording Accidents and Incidents from the Critical Situation Up to the Post-Crash Phase PY - 2013 SP - 5p AB - Smartphones are becoming more and more popular not only for younger people. Contrary to traditional mobile phones they are mostly equipped with sensors for acceleration and yaw rates, global positioning system (GPS) modules as well as cameras in high definition resolution. Additionally they have high-performance processors that enable the execution of CPU-intensive tools directly on the phone. The wide distribution of these smartphones enables researchers to get high numbers of users for such studies. The paper shows and demonstrates a software app for smartphones that is able to record different driving situations up to crashes. Therefore all relevant parameters from the sensors, camera and GPS device are saved for a given duration if the event was triggered. The complete configuration is independently adjustable to the relevant driver and all events were sent automatically to the research institute for a further process. Direct after the event, interviews with the driver can be done and important data regarding the event itself are documented. The presentation shows the methodology and gives a demonstration of the working progress as well as first results and examples of the current study. In the discussion the advantages of this method will be discussed and compared with the disadvantages. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Crash data KW - Global Positioning System KW - Sensors KW - Smartphones KW - Video KW - Yaw UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360852 ER - TY - CONF AN - 01571366 AU - Niebuhr, Tobias AU - Kreiss, Jens-Peter AU - Achmus, Stefanie AU - National Highway Traffic Safety Administration TI - GIDAS-Aided Quantification of the Effectiveness of Traffic Safety Measures in EU 27 PY - 2013 SP - 11p AB - The paper describes a sound methodology, which leads to a German In-Depth Accident Study (GIDAS)-aided quantification of the effectiveness of traffic safety measures for passenger vehicles for countries in European Union (EU 27). Even based on rather limited accident information from national statistics and under the assumption that comparable accidents in different countries lead to comparable accident outcomes, the described procedure allows defining so-called weighting factors. By weighting each single accident of GIDAS a modified GIDAS database can be established which imitates the accident situation in the region or country of interest to some extend. The main ingredients of the proposal are a proper clustering of European countries according to their accident occurrence and a statistical procedure (Iterated Proportional Fitting) which allows the prediction of the common distribution (high dimensional) of accident data of the region or country of interest based on available lower dimensional marginal distributions (even one-dimensional). Since the effectiveness of safety systems reliably can be predicted on the detailed GIDAS accident database our procedure allows a prediction of the effectiveness of such systems for other regions or countries. The method is confirmed by real accident data examples, which shed light on the strengths and weaknesses of the proposed procedure. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Crash data KW - Driver support systems KW - Europe KW - German In-Depth Accident Study KW - Statistical analysis KW - Traffic safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361027 ER - TY - CONF AN - 01571363 AU - Hollmotz, Lars AU - National Highway Traffic Safety Administration TI - Safety of Lithium Ion Batteries in Vehicles -- State of the Art, Risks and Trends PY - 2013 SP - 8p AB - The safety of lithium ion batteries in vehicles is a priority of the automotive industry. The focus of the development activities are the reduction of the risks and the improvement of the safety concepts and systems. In the last few years some incidents and accidents have taken place; a short overview about the state of the art of lithium ion battery technology on cell and battery level with focus on safety features, the risks, the statistical relevance and occurred incidents or accidents will be given. An overview about dangerous events (worldwide) with lithium ion batteries for vehicles will be given (for cars as well as for test facilities); this overview is limited to data that is publicly available. A statistical significance based on this data will be shown; it includes the total number of vehicles in the relevant markets and an outlook for the future. In conclusion, the absolute number of safety relevant events is low because of the low number of electric and hybrid vehicles on the market. The absolute risk is low as well. The risk of safety- related incidents per electric or hybrid vehicle is much higher. Ultimately it depends on the used trigger; if vehicle accidents are seen as the trigger for battery incidents, the risk is low. Using a bottom-up safety assessment approach in which the estimated risks for the cell, module, and battery are described, and the hazard levels and risk levels for their use in vehicles are determined will give an excellent overview. A description of additional and possibly future relevant safety features like changes in cell chemistry (additives, improved separators or flame retardant electrolytes) will be included. Furthermore, an assessment of these additional relevant safety features will be given. This main finding of this assessment is that the safety level of a lithium ion battery depends mainly on the cell chemistry and its capacity. The use of additives can improve the safety, but will lead to lower capacity and performance and result in higher prices. Other additional features won’t have any impact regarding battery safety. From this it is possible to define requirements for the safety of vehicles regarding: package, crash behaviour, and functional safety. The current safety level of electric and hybrid vehicles (concepts and characteristics) will be shown and discussed. Finally information about new technology and trends for lithium batteries will be given, including information about relevant safety characteristics. This study is limited to lithium ion batteries used in electric and hybrid vehicles. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crashes KW - Electric vehicles KW - Hybrid vehicles KW - Lithium batteries KW - State of the art KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360506 ER - TY - CONF AN - 01571361 AU - Lim, Jongsoo AU - Park, Sungbin AU - Lee, Jaewoo AU - Kim, Dongseok AU - National Highway Traffic Safety Administration TI - A Study on Energy Absorption Characteristic and Head Injury Performance According to the Characteristic of Countermeasure and Space Between Interior and Body Structures PY - 2013 SP - 5p AB - It is important to adopt proper countermeasure strategies, i.e. energy absorbers (EA), in order to meet the Upper Interior Head Impact requirements of FMVSS201 S6.2 (FMVSS201U) which assesses head injury by impacting a Free Motion Headform (FMH) to upper interior parts. The understanding of the energy absorbing characteristic for each kind of countermeasures is a stepping stone to optimize the head injury performance. This paper reviews general features of foam and plastic types of countermeasures with respect to raw material and manufacturing process, and highlights merits and demerits from the point of view of design flexibility. Energy absorbing characteristics based on static component crush testing are considered and these characteristics are also compared quantitatively by investigating energy absorbing efficiency of the countermeasures. Lastly, sensitivity analysis is conducted to study the relationship between the space and head injury performance according to types of energy absorbers using finite element analysis (FEA). U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Countermeasures KW - Crash injuries KW - Energy absorbing materials KW - Finite element method KW - Head KW - Impact tests KW - Sensitivity analysis KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361107 ER - TY - CONF AN - 01571355 AU - Johannsen, Heiko AU - Müller, Gerd AU - National Highway Traffic Safety Administration TI - Effects of Low Noise Emissions of Electrical Vehicles for Pedestrian Accident Risks PY - 2013 SP - 8p AB - Following the political discussion of global warming and the political objective to support green mobility, in particular electric mobility, there is a substantial discussion whether or not electrical vehicles are dangerous for pedestrians based on their low noise level. This paper aims at answering the question regarding the specific injury risk resulting from electrical vehicles. The study is based on two pillars. On the one hand there is the analysis of published accident data regarding the impact velocity dependent injury risk of pedestrians. On the other hand noise emissions of the same car with electrical propulsion system, gasoline propulsion system and diesel propulsion system in constant speed and acceleration are acquired. Car noise emissions are caused by the propulsion system but also by the tyres and aerodynamic effects. The study shows that significant differences in noise emissions only exist in high acceleration phases and low speed conditions. Based on the accident data analysis both situations do not appear to be important with respect to severe injuries (low speed) and accident risk (high acceleration). In total it is estimated that the number of killed or seriously injured pedestrians will not change with the largely introduction of electrical vehicles. Accident s that are felt not to be dangerous may occur more often with silent propulsions systems. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Electric vehicles KW - Noise KW - Pedestrian-vehicle crashes KW - Propulsion KW - Tires UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360500 ER - TY - CONF AN - 01571353 AU - del Pozo de Dios, Eduardo AU - Ferrer, Adrià AU - Hill, Julian AU - Fagerlind, Helen AU - Giustiniani, Gabriele AU - Persia, Luca AU - National Highway Traffic Safety Administration TI - Towards a Global and Harmonized Database for In-Depth Accident Investigation in Europe: The Dacota Project PY - 2013 SP - 9p AB - The aim with this paper is to describe the procedure for the development of a common methodology for research accident investigation and identifying and training new research teams across Europe. In-depth accident investigation has a great potential to provide researchers, car manufacturers and road administrations with valuable information on how and why accidents and injuries occur. The data can be used to determine the issues where efforts must be focused when research studies are conducted, crash protection countermeasures are designed and policy decisions are taken. Existing European databases are mainly focused on regional or specific stakeholder interests due to the lack of an international network, and there are significant differences in the information collected and how the database variables are coded. This lack of harmonisation precludes any detailed global analysis on the whole European Union (EU) accident situation.The EU co-funded the DaCoTA project - inspired by previous projects like SafetyNet and TRACE – intended to establish a Pan-European In-depth Accident Investigation Network and to create a European database that could include in-depth accident investigation cases from all the European countries. Built on earlier pilot investigations conducted by previous projects, and following consultation with the range of stakeholders, an in-depth accident investigation system has been developed to standardise and harmonise the data to be collected during the investigations. Based on the new methodology, accident investigation teams from across Europe have been trained to systematically produce high quality research data. A comprehensive, secure, web-based database has been created to centralise the information collected and to analyse the results from the cases. To ensure the harmonisation of the data collected, a pilot study and subsequent data quality reviews were performed. The DaCoTA project has developed a harmonised in-depth accident investigation methodology, openly available in an online manual. From 19 European countries, 22 organisations were trained in the DaCoTA accident investigation methodology. The web based database includes over 1,500 variables related to the road, vehicle, road-user, accident reconstruction and injury analysis. Over 450 of these variables are considered as essential “core variables”. In total, 99 on-scene and retrospective cases have been collected by 18 accident investigation teams using the standard methodology and these have been uploaded to the database for further analysis. Good relationships have been established between the network teams and their local authorities, including the police and hospitals. In some countries, efforts to obtain the necessary permissions to gain access to the accident scenes and to acquire sensitive medical or forensic data is continued. The DaCoTA project has developed the Pan-European in-depth accident investigation methodology, including a network of investigating teams, providing a viable means for the systematic collection of harmonised in-depth accident data for use by researchers, road and vehicle safety related industries and policy makers. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Crash investigation KW - Crash reconstruction KW - Data quality KW - Databases KW - Europe KW - Standardization UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361763 ER - TY - CONF AN - 01571352 AU - Rangarajan, Nagarajan AU - DeRosia, John AU - Humm, John AU - Thomas, Danny AU - Cox, John AU - National Highway Traffic Safety Administration TI - An Improved Method to Calculate Pediatric Skull Fracture Threshold PY - 2013 SP - 8p AB - There is a need to better understand the threshold for pediatric skull fracture. Historically, drop tests of cadaver heads have been used to estimate thresholds. However, societal and ethical considerations prevent tests with child cadavers. Therefore, researchers have attempted to estimate the threshold by scaling adult tolerance data. Recent work suggests that mass and material scaling of adult tolerance data is insufficient to develop robust estimates of pediatric skull fracture tolerance. Researchers have also attempted to develop finite element models to estimate skull fracture tolerance. These models require that both geometry and material properties of the skull and brain be known, but, while detailed geometry is known, lack of experimental material test data prevents development of reliable finite element models. This paper describes development of a method to estimate skull fracture tolerance using fall data collected in emergency room. The method depends on the observation that width of force versus time pulse recorded in head drop tests onto a given surface does not vary with height of fall or the mass of head. This observation is supported by analyzing data from adult cadaver head drop tests onto 50mm thick 90 Shore D, and 40 Shore D rubber pads. Next, data from neonatal head drop tests are used to estimate pulse width when an infant head is dropped onto a steel plate. This pulse width is used together with child fall data collected at the Children’s Hospital, Milwaukee to estimate forces needed to cause a simple linear fracture in an infant head. This paper describes the procedures used to obtain anthropometric data and fall data such as height of fall and type of surface that the head contacted. This physics based method can be used to analyse child fall data relatively easily to obtain robust estimates of child skull fracture. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Children KW - Crash injuries KW - Falls KW - Finite element method KW - Helmets KW - Skull fractures UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361079 ER - TY - CONF AN - 01571351 AU - Shin, Hashik AU - Yoo, Byoungjoo AU - National Highway Traffic Safety Administration TI - Stamping Effect Application for Crash CAE Procedure with QUIKSTAMP PY - 2013 SP - 4p AB - For having well-correlated crash computer-aided engineering (CAE) model, considering the thinning and the work hardening effect on CAE model is important to close to the physical BIW. QUIKSTAMP was used for considering the stamping effect in an early stage with short time instead of the conventional (incremental) approach. With considering the stamping effect, it is needed to predict the panel tearing behavior and the spot weld failure during impact. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Computer aided design KW - Crash analysis KW - Crashworthiness KW - Impact tests KW - Stamping KW - Strain hardening KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360922 ER - TY - CONF AN - 01571348 AU - Deng, Bing AU - Wang, Hongyan AU - Chen, Junyi AU - Wang, Xuesong AU - Chen, Xiaohong AU - National Highway Traffic Safety Administration TI - Traffic Accidents in Shanghai - General Statistics and In-Depth Analysis PY - 2013 SP - 4p AB - In China, traffic accident data is published annually by the Traffic Management Research Institute of the Ministry of Public Security. Accidents without casualties are usually not included. To gain a complete understanding and reliable insight of Shanghai traffic accidents, the project team collected the original accidents records on 192 Shanghai roads between 1-1-2009 and 12-31-2009. The overall traffic accident statistics, the temporal distributions, and the spatial distributions of crashes, crash modes, and crash severity were analysed for different road categories, including freeways, classified highways, urban expressways, and surface roads. In-depth accident cases were obtained from Shanghai United Road Traffic Safety Scientific Research Center, a research consortium conducting accident investigation in Shanghai. Each case was reconstructed using PC-Crash. The impact speed was estimated and studied for different crash modes. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash reconstruction KW - Crash records KW - Crash severity KW - Pc-crash (Computer program) KW - Shanghai (China) KW - Statistical analysis KW - Traffic safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361772 ER - TY - CONF AN - 01571345 AU - Lemmen, Paul AU - Stoll, Johan AU - Bergelt, Udo AU - Seiniger, Patrick AU - Wisch, Marcus AU - Bartels, Oliver AU - Schubert, Eugen AU - Kunert, Martin AU - Knight, Iain AU - Brookes, David AU - Ranovona, Maminirina AU - Okawa, Tatsuhiro AU - Domsch, Christian AU - Schaller, Thomas AU - National Highway Traffic Safety Administration TI - Evaluation of Pedestrian Targets Used in AEB Testing: A Report from Harmonistion Platform 2 Dealing with Test Equipment PY - 2013 SP - 15p AB - It is well known that most accidents with pedestrians are caused by the driver not being alert or misinterpreting the situation. For that reason advanced forward looking safety systems have a high potential to improve safety for this group of vulnerable road users. Active pedestrian protection systems combine reduction of impact speed by driver warning and/or autonomous braking with deployment of protective devices shortly before the imminent impact. According to the (European New Car Assessment Programme EuroNCAP) roadmap the Autonomous Emergency Braking system tests for Pedestrians Protection will be set in force from 2016 onwards. Various projects and organisations in Europe are developing performance tests and assessment procedures as accompanying measures to the EuroNCAP initiative. To provide synthesised input to EuroNCAP so-called Harmonisation Platforms (HP’s) have been established. Their main goal is to foster exchange of information on key subjects, thereby generating a clear overview of similarities and differences on the approaches chosen and, on that basis, recommend on future test procedures. In this paper activities of the Harmonisation Platform 2 on the development of Test Equipment are presented. For the testing targets that mimic humans different sensing technologies are required. A first set of specifications for pedestrian targets and the propulsion systems as collected by Harmonisation Platform 2 are presented together with a first evaluation for a number of available tools. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Distraction KW - European New Car Assessment Program KW - Intelligent vehicles KW - Pedestrian-vehicle crashes KW - Standardization KW - Test procedures KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361018 ER - TY - CONF AN - 01571342 AU - Kim, Young Seok AU - Fischer, Kurt AU - Nayef, Eyad AU - Choi, Hyeong Ho AU - National Highway Traffic Safety Administration TI - Single Stage Driver Airbag Module Development for Out-Of-Position PY - 2013 SP - 10p AB - A driver airbag module has been developed with single stage inflator in an attempt to determine the 05th% ATD measured dummy injury response (“MDIR”) in out-of-position scenarios (two National Highway Traffic Safety Administration [NHTSA] positions). Through computer simulations, dynamic MDIRs for in-position 05th%ile and 50th%ile dummies were evaluated as well. It typically takes many design iterations to finalize a driver side module configuration to meet FMVSS208 regulatory conditions. Some typical parameters are tear seam cover design, cushion folding pattern and inflator output. In this paper, a Taguchi design of experiments was used to evaluate the influence of module design parameters. A MDIR comparison between a proposed new driver airbag module with a single stage inflator and a baseline module with a dual stage inflator was made not only for out-of- position tests, but also in-position crash simulations. Currently in the United States (US) market, a majority of driver airbag modules use dual stage inflators to meet the injury assessment reference value (“IARV”) criteria set by federal regulation. This driver airbag module with single stage inflator will give car manufacturers an option to eliminate the seat track position sensor and to reduce the number of wire harnesses which are required to connect the dual stage inflator. An additional benefit would be a simplified airbag control unit involving both algorithm and hardware. This simplification should be accomplished while providing comparable MDIR for both in-position and out-of-position scenarios over a baseline module with a dual stage inflator. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash victim simulation KW - Dummies KW - Injury Assessment Reference Values KW - Occupant protection devices KW - Restraint systems KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360450 ER - TY - CONF AN - 01571340 AU - Friedman, Donald AU - Jimenez, Josh A AU - Paver, Jacqueline AU - National Highway Traffic Safety Administration TI - Predicting a Vehicle’s Dynamic Rollover Injury Potential from Static Measurements PY - 2013 SP - 7p AB - The purpose of this research was to demonstrate a methodology for deriving a real world dynamic rollover injury potential rating system from static measurements. The methodology consists of an evaluation of vehicle strength to weight ratio (SWR), roof structure elasticity from static testing, major radius, minor radius, and major radius extension to predict residual roof crush. In addition to providing a hypothesis for evaluating the vehicles the major radius extension (MRE) will be looked at to provide insight for correcting existing anomalous static SWR measurements. These parameters are important because a 43 nation Global New Car Assessment program (NCAP) has been established to rate vehicles in all crash modes. Rollover performance is to be rated by SWR. Global NCAP will be responsible for reducing the 1,200,000 vehicle fatalities per year of which 25% can be rollovers when comparing rollover fatality proportionality to U.S vehicle fatality statistics. Based on our rollover research of the past 12 years structural and occupant protection countermeasures can be used to significantly counter those fatalities. Disseminating the dynamic injury performance provides a world-wide opportunity to save many tens of thousands of lives annually. Jordan Rollover System (JRS) vehicle rollover dynamic testing apparatus has identified a significant number of vehicles which meet the most rigorous static roof strength criteria, but fail to provide occupant protection from injury risk. Manufacturers can reduce the injury risk within size class by minimizing geometry effects and the likelihood of a high pitch rollover. While large, tall, heavy vehicles are protective in frontal and side impact accidents they are very high injury risk vehicles in rollovers for the very same reasons. This paper provides a prediction method for assessing dynamic injury probability from static test data and measurements. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Countermeasures KW - Crash injuries KW - Fatalities KW - Jordan Rollover System KW - New Car Assessment Program KW - Occupant protection devices KW - Rollover crashes KW - Vehicle dynamics UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361318 ER - TY - CONF AN - 01571339 AU - Yi, Qiang AU - Chien, Stanley AU - Brink, Jason AU - Chen, Yaobin AU - Sherony, Rini AU - Takahashi, Hiroyuki AU - National Highway Traffic Safety Administration TI - Development of Equipment to Evaluate Pre-Collision Systems for Pedestrians PY - 2013 SP - 8p AB - Pre-Collision Systems (PCS) for avoidance/mitigation of pedestrian crashes have begun to be equipped on certain high-end passenger vehicles. At present, there is no common evaluation standard to evaluate and compare the performances of different PCS for pedestrian collision avoidance. The Transportation Active Safety Institute (TASI) at Indiana University-Purdue University-Indianapolis has been studying the establishment of such an evaluation standard with the support from Toyota Motor Corporation. To create a test environment for conducting PCS tests with pedestrians, common relative motion patterns of pedestrians and vehicles before crashes were identified. These motion patterns further define the requirements of the test equipment for PCS testing. The mannequin manipulation equipment was designed to provide sufficient motion range so that the mannequin motion can replicate pedestrian walking and running at the representative speeds. Various mannequin manipulation structures were considered and evaluated to ensure the safety and portability of the equipment and to minimize PCS sensing interference. Due to the potentially short intersection time period between the mannequin and vehicle in most test scenarios, the motions of the vehicle and the mannequin need to be precisely coordinated by a computer and must be based on sensor triggers. The final PCS test equipment design consists of a central computer, a mannequin with moving limbs, a crane system that can move the mannequin across or along the road, and infrared based start/stop sensors. Accurate data recording and the synchronization of mannequin motion and vehicle motion are based on the atomic clock in the Global Positioning System (GPS). This paper describes the design and development of the equipment for coordinating the relative motion of the mannequin and the test vehicle. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Dummies KW - Global Positioning System KW - Pedestrian movement KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Portable equipment KW - Toyota automobile UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361022 ER - TY - CONF AN - 01571337 AU - Whitman, Gary R AU - Hart, Arlie V AU - Sicher, Larry AU - Benda, Brian AU - D’Aulerio, Louis A AU - National Highway Traffic Safety Administration TI - Minimizing the Risk of Lap/Shoulder Belted Children Submarining the Lap Belt in Frontal Crashes PY - 2013 SP - 12p AB - The objective of the study presented by this paper was to determine whether belt-positioning-booster (BPB) seats incorporate seat bottom design features, identified by previous research, to minimize the risk of submarining. The booster seats were evaluated through inspection and testing. The geometry of the BPB’s seat bottom was measured and recorded. The comparative restraining ability of the BPB’s seat bottom ramp was tested. The compressibility of the BPB while seated on a vehicle seat was tested. The compressibility of the BPB alone was also tested using the test specified in the Canadian and Australian/New Zealand standards. The inspection and load testing of various BPBs, as reported in this paper, reveals that BPB seat bottom designs vary significantly. Some BPBs incorporate significant seat ramp geometry and have very little compressibility. Others have no seat ramp at all and have very high compressibility. It is critical that BPB manufacturers understand the importance of anti- submarining seat bottom ramps and low compressibility of the seating surface, and incorporate these features into all BPBs. To ensure this and do so in a manner that is consistently compatible with vehicle seats and seat belts, the authors recommend that National Highway Traffic Safety Administration (NHTSA) develop and incorporate requirements into Federal Motor Vehicle Safety Standards (FMVSS) 213 specifying the BPB’s seating surface geometry and compressibility characteristics, including the seating surface compressibility requirement specified in the Canadian and Australian/New Zealand standards. In lieu of such requirements, the manufacturers of BPBs and automobiles must work together to ensure that the BPB component integrates properly with the seats and seat belt systems at all automobile occupant positions that can be used by a child to ensure that submarining is prevented. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Booster seats KW - Canada KW - Child restraint systems KW - Children KW - Federal Motor Vehicle Safety Standards KW - Frontal crashes KW - Load tests KW - New Zealand KW - Seat belts KW - Standards KW - Submarining KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361085 ER - TY - CONF AN - 01571333 AU - Meredith, Lauren AU - Brown, Julie AU - Ivers, Rebecca AU - de Rome, Liz AU - National Highway Traffic Safety Administration TI - Distribution and Type of Damage to Clothing Worn by Motorcyclists: Validation of the Principals of EN13595 PY - 2013 SP - 13p AB - While the use of protective clothing has been shown to reduce the risk of injury for motorcycle riders, not all protective clothing performs the same in crashes. A European standard for motorcycle protective clothing (EN13595) was released in 2002. Riders that use clothing approved to this Standard should expect good protection. This standard specifies four zones in motorcycle clothing with different levels of protective qualities and four different test methods for assessing abrasion, burst, cut and tear damage resistance. High frequency impact areas are labelled zone 1 and include the elbows, knees, hips and shoulders. Zone 4 has the lowest expected frequency of impact. This project examined damage location and type in clothing worn by riders following a crash to establish the distribution of impact points and validate the principals indicated in EN13595. Data from 117 crashed motorcycle riders collected during crash investigation were examined. This data included medical data and clothing inspections, and contained 576 cases of clothing damage. To ensure the impact point distribution included all possible contact locations, an additional 433 distinct injury locations were examined where injury had occurred but no damage was observed or no clothing was present at that location. Descriptive techniques were used in the analysis. The majority of damage occurred in areas covering the extremities or pelvic girdle (93%) with most occurring on the wrists and hands (18%) and the ankles and feet (18%). Clothing regions covering the shoulder (10%), forearm (10%), elbow (9%), thigh (7%), lower leg (6%) and pelvic-hip (5%) were also frequently damaged. Other body regions contributed only 8% of damage seen. Analysis of the injury where no damage occurred demonstrated a similar distribution of impact. The most common types of clothing damage were abrasion, accounting for 69% and torn material which accounted for 26% of all damage. Further, the majority of material abrasion and tearing occurred in regions corresponding to zone 1, followed by zone 2, 3 and then 4. There were very few instances (3%) of burst and cut damage. The results are in agreement with the general concept of the zoning used in the European standard. However, these results indicate that minor adjustments may be warranted. In particular, the number of impacts to the forearm and lower leg suggest that these regions might be better protected by considering the whole regions as Zone 1 or 2 rather than the multiple regions as currently indicated in the Standard. However the subjective nature of determining the zone in which damage (and/or injury) occurred limits these findings and any others that attempt to validate the zone principals using real world data. Further validation requires consideration of the severity of impact at different zones. This work confirms the validity of the principals of EN13595 but indicates room for modification, and will be of interest to those developing regulatory and consumer assessment protocols for motorcycle protective clothing. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Crash data KW - Crash injuries KW - Crash investigation KW - Europe KW - Motorcyclists KW - Protective clothing UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360774 ER - TY - CONF AN - 01571332 AU - Lemmen, Paul AU - Gupta, Amit AU - Lakshminarayana, Apoorva AU - Carlsson, Anna AU - Svensson, Mats AU - Schmitt, Kai-Uwe AU - Levallois, Ines AU - Linder, Astrid AU - Tomasch, Ernst AU - National Highway Traffic Safety Administration TI - Seat Optimization Considering Reduction of Neck Injuries for Female and Male Occupants – Applications of the EvaRID Model and a Scaled Down BioRID PY - 2013 SP - 15p AB - Neck injury due to low severity vehicle crashes is of worldwide concern and the injury risk is greater for females than males. However, whiplash protection systems have shown to be more beneficial for males than females. Hence there is a need for improved tools to address female protection. One objective of the European 7th Framework, project ADSEAT was to develop a finite element model of a rear impact dummy representing females for application in seat optimization studies along with the BioRID II. In support of this injury risks for females were studied revealing target size for the dummy model. Related anthropometric data were derived from literature and dynamic volunteer tests comprising females performed to set biofidelity targets. On this basis a finite element model representing females was developed and relevant injury criteria and thresholds identified. For the latter use was made of a prototype loading device consisting of a modified BioRID dummy that better matches the female anthropometry. This paper article documents the development of the female whiplash dummy model called EvaRID (Eva female, RID – Rear Impact Dummy) and its application to a series of production seats. The loading device BioRID50F and initial test results are also presented herein. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Females KW - Finite element method KW - Neck KW - Occupant protection devices KW - Rear end crashes KW - Seats KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361083 ER - TY - CONF AN - 01571330 AU - Helm, Manfred AU - Rathmann, Sven AU - Weigand, Philipp AU - National Highway Traffic Safety Administration TI - Seat Design Differences as a Result of the Variety of Global Whiplash Test Procedures PY - 2013 SP - 4p AB - Whiplash injuries still are a major vehicle safety issue. Even though the medical community has still not agreed on the question of whether whiplash is a low severity physical injury or merely a physical complaint, the development of testing-procedures were delayed due to the high economic costs. In years past, the procedure development to test for whiplash performance was mainly driven by insurance institutes. Later it was adopted by several national and regional New Car Assessment Program (NCAP) Programs and other complete car evaluation programs before finally being adopted by national legislation. Meanwhile, the automotive industry developed different measures to improve seat safety. This paper summarizes the technical solutions for seats with good whiplash performance that manufacturers have in their cars today. It also describes in particular the differences that can be derived from differences in testing procedures. The market-specific differences between these solutions directly tie back to different national and regional rating procedures. Starting with the IIWPG–initiative, a significant number of different test criteria and procedures have been developed. By now, most of these criteria and procedures have been integrated in complete car safety ratings. Additionally, the test equipment necessary to evaluate whiplash performance has been developed in parallel with the procedures. This brings up three major influences in procedure definition. First, the definition of criteria from the correlation of robust dummy behavior in specific seats to the data accumulated about the performance of the same seats in accidents. Second, the derivation of criteria from biomechanical injury mechanism while assuming a dummy with sufficient biofidelity. Third the accumulation of measurable dummy-performances to a cumulative low-level force on the dummy’s spine. As a result of these different evaluation development processes, the different testing procedures deliver extreme rating differences for the same seat. Thus, the common goal of increasing whiplash performance for human passengers lead to different evaluation schemes and even contradictory criteria being used. At present there are test criteria that have to be actively declined to achieve an increased over all rating according to a different testing procedure. Regarding these conceptual procedure differences, the actual test procedures focus on different results. As a result of these different testing procedures, vehicle manufacturers optimized their seat design based on different criteria. It is important to note that local tests have the strongest effect on design details and optimization differences. Accordingly, many North American seat designs focus mainly on the reduction of head to head-restraint contact time in the test environment. In the meantime, Asian seat designs focus on neck-force minimization during the tests of head to head-restraint contact while the European manufacturers’ seat designs focus on robustness with respect to differences in the test pulses. The common agreed-upon goal has to be one single testing procedure that correlates with accident data and can be reproduced with existing test- equipment. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Asia KW - Crash injuries KW - Dummies KW - New Car Assessment Program (Ncap) KW - North America KW - Seats KW - Test procedures KW - Vehicle safety KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361319 ER - TY - CONF AN - 01571329 AU - Zander, Oliver AU - Gehring, Dirk-Uwe AU - Leßmann, Peter AU - National Highway Traffic Safety Administration TI - Improved Safety of Bicyclists in the Event of a Collision with Motor Vehicles and During Single Accidents PY - 2013 SP - 11p AB - Recent accident statistics from the German national database state bicyclists being the second endangered group of vulnerable road users besides pedestrians. With 399 fatalities, more than 14.000 seriously injured and more than 61.000 slightly injured persons on german roads in the year 2011, the group of bicyclists is ranked second of all road user groups (Statistisches Bundesamt, 2012). While the overall bicycle helmet usage frequency in Germany is very low, evidence is given that its usage leads to a significant reduction of severe head injuries. After an estimation of the benefit of bicycle helm t usage as well as an appropriate test procedure for bicyclists, this paper describes two different approaches for the improvement of bicyclist safety. While the first one is focusing on the assessment o f the vehicle based protection potential for bicyclists, the second one is concentrating on the safety assessment of bicycle helmets. Within the first part of the study the possible revision of the existing pedestrian testing protocols is being examined, using in depth accident data, full scale simulation and hardware testing. Within the second part of the study, the results of tests according to supplemental test procedures for the safety assessment of bicycle helmets developed by the German Federal Highway Research Institute (BASt) are presented. An additional full scale test performed at reduced impact speed proves that measures of active vehicle safety as e.g. braking before the collision event d o not necessarily always lead to a reduction of injury severity. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Bicycle crashes KW - Bicycle helmets KW - Crash data KW - Crash injuries KW - Cyclists KW - Fatalities KW - German Federal Highway Research Institute KW - Germany KW - Simulation KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361088 ER - TY - CONF AN - 01571327 AU - Sandner, Volker AU - National Highway Traffic Safety Administration TI - Development of a Test Target for AEB Systems PY - 2013 SP - 7p AB - Rear-end collisions are one of the most frequent crashes in Europe. Common causes include momentary inattention, inadequate speed or inadequate distance. Rear-end impacts are among the most common types of road accidents involving injury e.g. Germany with an approx. 15% share in the total number of accidents involving injuries. Accident data shows that the rear end collisions with 65% and more overlap is most common. To test the effectiveness of advanced emergency braking systems and show up their performance to the consumer, a new test setup and assessment has to be developed. Based on the data of different accident research programs the most common rear end accidents are in a right angular with an overlap of more than 2/3 of the vehicle width. Impact scenarios could fixed to three situations, collision with stand still objects, with stopping objects and with objects of a lower driving speed. Impact speed up to 50kph and more could be seen in the accident data analyses. Taking into account the findings of the accident research, a test equipment needed to be developed to allow to test all kind of Autonomous Emergency Braking (AEB) systems in a longitudinal situation, simulating driving, slowing down and stationary condition. On the other hand a system has to be designed to show the consumer the effectiveness of different systems and therefore a target which must be able to strike has to be developed. A balloon car was the best solution for these requirements. In a fist stage the balloon target needed to be developed in a way that nearly all AEB systems could detect it to assess different systems and show the consumer the performance of this new technology. In a second phase the target needed to be improved in a more realistic way according a vehicle rear end, which would make it less easier to detect, but still taking into account the different information of the variable sensors such as radar, lidar, camera or PMD. In addition to the test target also a propulsion system is needed, which should not be recognized by the test vehicle, but allowing testing all the scenarios mentioned before. A ladder frame based system was designed which could be town by a vehicle in front of the target, while the target was place on a movable platform on this ladder frame. Stationary impacts as well as decelerating scenarios up to 6m/s² must be realized with this device. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automated vehicle control KW - Automatic braking KW - Crash injuries KW - Distraction KW - Driving simulators KW - Europe KW - In vehicle sensors KW - Rear end crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360603 ER - TY - CONF AN - 01571325 AU - Seo, Sangwook AU - Sim, Doohyeok AU - Min, Jinkyu AU - National Highway Traffic Safety Administration TI - A Study of Side Structure Optimization of the SUV for New Side NCAP Tests PY - 2013 SP - 14p AB - NCAP (New Car Assessment Program) Test will be revised from 2015. For this paper, two types of side impact test have implemented. One was Korea NCAP Side MDB test and the other was Euro NCAP Side Pole Test. Korea NCAP Side MDB test have done two times with old (R95 MDB) and new (AE-MDB) version. And Euro NCAP Side Pole test also have done two times with (90 degree side pole test) and new (75 degree oblique side pole test). Thus total amount of test was four times. In case of the side MDB test of Korea NCAP, R95 MDB test and AE-MDB test were compared. And in case of the side pole test of Euro NCAP, 90 degree side pole test and 75 degree oblique test were compared. From the test data and CAE result, structure deformation and dummy injury (ES-2 and SID-2) characteristic were somewhat different by test mode of each. Therefore, the purpose of this paper is to reduce dummy injury data by optimization of structure and stiffness and apply new project. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crashworthiness KW - Deformation KW - Impact tests KW - Korean New Car Assessment Program (KNCAP) KW - Side crashes KW - Sport utility vehicles KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361317 ER - TY - CONF AN - 01571321 AU - Donovan, Ceri AU - Davies, Huw AU - Fung, Gerry AU - National Highway Traffic Safety Administration TI - Electric Vehicles - Review of Type-Approval Legislation and the Identification and Prioritisation of Potential Risks PY - 2013 SP - 14p AB - The introduction of electric vehicles provides opportunities for new mobility solutions. The extent to which these opportunities are realised depends on the accompanying regulatory framework. Current regulatory frameworks have developed around the internal combustion engine (ICE) and in response to observed problems - an example being the initial development of the Federal Motor Vehicle Safety Standards (FMVSS). For e-mobility, these frameworks need to be revisited and adapted for the new mobility paradigm. The problem faced by regulators is the accelerated pace of technology change is incompatible with the pace of regulatory development. Although the problems associated with the move to e-mobility are understood, the issue has been how to ensure that the transition to a regulatory framework is conducive to the introduction and continuing innovation in the e-mobility sector whilst avoiding technology lock-in. The approach taken here is to develop and trial a methodology that looks to prioritise the problems and to enable the regulator to focus on development of regulation in parallel to the uptake of e-mobility. The proposed approach consists of three phases. These are: a thematic analysis - to provide a measure of e-mobility development; a functional system breakdown - to identify the areas in which regulation is challenged; and a failure mode effect analysis - to prioritise the development of regulation in those areas in which are found to be deficient. This work is ongoing and as such only the methodology is described in this paper with the use of exemplars. The work is part of the ENEVATE project, which is a JTS INTERREG IVB funded project. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicles KW - Federal Motor Vehicle Safety Standards KW - Internal combustion engines KW - Mobility KW - Policy, legislation and regulation KW - Pollutants KW - Technological innovations UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360454 ER - TY - CONF AN - 01571316 AU - Kuniyuki, Hiroshi AU - National Highway Traffic Safety Administration TI - Similarities and Differences Between Japan and the U.S. Distribution of Factors Influencing Injuries in Frontal Collisions Using Field Accident Data PY - 2013 SP - 11p AB - Traffic accident analysis using accident database can indicate important causes and useful countermeasures. Japan has an in-depth accident investigation database: Institute for Traffic Accident Research and Data Analysis (ITARDA) Micro Data; however, the number of investigated accidents is limited. On the contrary, the National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) in the U.S. is the largest and many researchers utilize it. In this study, research questions are clarified by studying similarities and differences between Japan and the U.S. distribution of factors influencing occupant injuries in frontal collisions using these databases, and presenting new utilization of the NASS/CDS for accident analysis. Accident types compared are head-on collisions and frontal single-vehicle collisions occurred in 2000-2009. Appropriate eleven variables on occupant injuries in frontal collisions are selected, and Mahalanobis distance (MD) of discriminant analysis shows the similarities for each accident database. In this analysis, the variables are classified into four groups: injury prediction factors, vehicles factors, occupant factors, and injury outcome factors; furthermore, the multidimensional distribution is compared using these groups. In results, the NASS/CDS data has similar distribution of MD to the ITARDA Micro Data in the injury prediction factors such as delta-V, seat belt use, multiple impact, occupant age etc.; however, conditions which include vehicle factor such as vehicle curb weight, and occupant factors such as occupant height have different distribution. Therefore, the NASS/CDS is useful for statistical analysis such as injury prediction for Japan; however, it cannot be utilized as it is for small vehicles crashes, or short statured occupants because of the differences in vehicle factors and occupant factors. It is necessary to consider these differences in case of using these factors. Furthermore, new weighting method for the NASS/CDS using the MD can create closer weighted database to traffic accidents in Japan. This method needs further improvements; however, it is useful in Japan for analyses using the NASS/CDS. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash injuries KW - Fatalities KW - Frontal crashes KW - Japan KW - National Automotive Sampling System - Crashworthiness Data System KW - Seat belt use KW - Statistical analysis KW - Traffic crashes KW - United States KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361766 ER - TY - CONF AN - 01571315 AU - Yun, Yong-Won AU - Choi, Jung-Sun AU - Park, Gyung-Jin AU - National Highway Traffic Safety Administration TI - Optimization of an Automobile Curtain Airbag Using Design of Experiments PY - 2013 SP - 8p AB - A side collision of an automobile poses a higher risk of injury compared to those of a frontal collision. Therefore governments and insurance companies establish and implement new safety standards in order to ensure the safety of the occupants throughout the world. Most of the suggested standards aim to reduce the Head Injury Criterion (HIC). Widely used side airbag systems, including the curtain airbag, are known to be the most effective means to reduce HIC, but designing a curtain airbag is a very difficult task due to the non-linear characteristics of HIC and the airbag deployment mechanism. These difficulties cause an airbag engineer to choose design variables more cautiously and seek more effective design methods. This paper introduces the curtain airbag design procedure which uses current optimization methods in order to reduce the HIC risks of the occupants. First of all, it defines various elements of the curtain airbag as design variables, performs a computer-based analysis based on the Analysis of Variance (ANOVA) technique, and then selects and defines design variables important to the head injury criterion. These defined variables and the Orthogonal Array (OA) test to reduce the head injury criterion were used. The Response Surface Method (RSM) was used as an approximation method. The results were reviewed and compared in order to find a design solution to minimize the head injury criterion. These test results will give effective design methods for curtain airbag engineers. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Analysis of variance KW - Head Injury Criterion KW - Optimization KW - Side air bags KW - Side crashes KW - Standards KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361285 ER - TY - CONF AN - 01571310 AU - Digges, Kennerly AU - Tahan, Fadi AU - Grzebieta, Raphael AU - Bambach, Michael AU - Mattos, Garrett AU - McIntosh, Andrew AU - National Highway Traffic Safety Administration TI - Crash Damage Patterns Associated with Chest Injuries in Far-Side Rollovers PY - 2013 SP - 7p AB - The National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) formed the initial basis for investigating the vehicle damage patterns associated with serious chest injuries suffered by belted occupants in far-side rollovers. MAIS 3 or 4 lung contusions were the most frequent severe chest injury. Unilateral left and right lung contusions and bilateral lung contusions were all observed in the population of injured occupants. The lung injury sources most frequently designated by the NASS investigators were the side interior and the shoulder belt. The crash tests and simulations indicated that ground impact with a lateral component produced roof and front fender damage patterns like those observed in cases with chest injuries. The observed damage patterns suggested the following as possible sources of injury causing environments for belted drivers: (1) lateral loading the roof pillars and left front fender during the third and possibly the seventh quarter-turn, and (2) rebound loading induced by the suspension system during the fourth or eight quarter- turn. Other mechanisms may also be possible in complex rollovers. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash victim simulation KW - Impact tests KW - National Automotive Sampling System - Crashworthiness Data System KW - Occupant protection devices KW - Rollover crashes KW - Shoulder harnesses KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361275 ER - TY - CONF AN - 01571309 AU - Mäurer, Hans Jürgen AU - von Glasner, Florian AU - Niewöhner, Walter AU - National Highway Traffic Safety Administration TI - Safety of Vehicles Over the Whole Lifetime PY - 2013 SP - 7p AB - The NCAP (New Car Assessment Program) initiatives and most media reports are focussing on new cars. The roads paint a different picture. The average age of passenger cars is e.g. in Germany about 8 years. Only one third of all cars in Europe have an age of 5 years or less. Little is known about the safety level of cars used for several years. Wear of safety relevant components, more and more rarely inspections, an increasing number of non original spare parts. These few examples make clear that the new cars’ safety level cannot be kept over the years. The decrease in safety leads to increasing risks – the risk of causing an accident due to technical problems like reduced braking power and the risk for the occupants in an accident due to problems like not working airbags. But how can such problems be solved or at least be minimised? Which starting points are most promising to achieve the best benefit for society and road safety? According the European harmonization regulation 2010/48/EG every passenger car has to be tested along its lifetime in service after registration and type approval. DEKRA is doing more than 20 Mio vehicle inspections every year in Europe as well as in other countries outside Europe. The over all results have been evaluated out of these test reports. Additional results of a special project named SafetyCheck are used to learn more about the technical status of cars of young (inexperienced) drivers. SafetyCheck is a free of charge offer for an inspection of safety relevant components for young drivers. The third pillar of the study is the DEKRA “technical defects” database (TD) based on in depth investigations. The database contains information of more than 10,000 vehicles involved in accidents caused or influenced by technical defects within the last 10 years. The combination of the three sources periodical technical inspection (PTI), TD and SafetyCheck is a unique combination to illustrate the influence of the vehicle age against the road safety. The safety degradation over lifetime is obvious and significant even starting with the 5th year in service and drastically after 7 years. The SafetyCheck initiative confirms the PTI results showing major problems of young drivers’ cars. There are also indications that some problems of older cars are related to ADAS like ESC. The analysis of the TD database is also confirming the results of the PTI. One striking component mentioned in all three data sets is the braking system. The final consequence might be an advanced program especially focused on cars with high mileage and on older cars. This program should also include an education of the society to show the need of qualified service to retain the implemented safety level. Besides a high safety level of new cars the preservation of the safety during the vehicles’ lifetime is an important goal. Results of inspections can thus be used to further improve new car testing methods to minimise life time safety losses. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Defects KW - Europe KW - Germany KW - Highway safety KW - New Car Assessment Program (Ncap) KW - Service life KW - Teenage drivers KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361316 ER - TY - CONF AN - 01571308 AU - Mueller, Ingo AU - Sohr, Steffen AU - National Highway Traffic Safety Administration TI - Study of Second Seat Row Occupant Protection in Frontal Vehicle Crashes and Potential Restraint System Countermeasures PY - 2013 SP - 8p AB - Legal requirements regarding the qualification of the second seat row restraint system with anthropomorphic test devices (ATDs) currently do not exist. Consumer tests with respect to mass production rear occupant protection systems are already being planned or even executed and the results are or will be publicly available. However, there are various factors that make it difficult to apply the strategies applied for first row occupants to second row occupants. Also, there are differences regarding seat deformation and applied decelerations relative to the first row occupants. The purpose of this study is to evaluate the effectiveness of various restraint system components for second seat row occupants. Sled tests with different occupant sizes have been conducted and analyzed in the second seat row. Based on these tests, a numerical simulation model has been built and correlated for various crash modes. Investigations were conducted that evaluate the relevant restraint parameters and their impact on the occupant protection performance for second seat row occupants. Restraint components have been modified in order to determine their potential to enable a premium rating under the current consumer test protocols for second row occupants. A reduction of the external loads applied to the ATD due to the use of pyrotechnic seat belt pretensioners and seat belt load limiters has been shown. Low force levels result in increased displacement of the occupant’s head and thorax and therefore increases the risk of occupant contact to the vehicle interior components. The potential of controlling the head kinematics with the seat belt alone without the addition of other restraint components is limited. A conventional 3-point seat belt seems to be insufficient to secure premium ratings for future consumer test programs. Additional inflatable devices like an airbelt allow a further reduction of the occupant loads with comparable or even reduced occupant displacement. Adaptive seat belt components with selectable force levels are recommended since this technology allows a reasonable trade-off between reduced occupant loads and controlled occupant displacement for various occupant sizes. Additional influencing factors for the occupant loads have been identified, including: the mechanical and geometrical properties of the seat ramp, and the timing and intensity of the vehicle pitch. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test devices KW - Countermeasures KW - Dummies KW - Frontal crashes KW - Kinematics KW - Rear seat occupants KW - Seat belts KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360614 ER - TY - CONF AN - 01571307 AU - Youn, Younghan AU - Lee, Eun-Dok AU - Kim, Dae-up AU - National Highway Traffic Safety Administration TI - A Comparison Study of Two Side Impact Dummies Based on the Probability of Injury Risk Curves PY - 2013 SP - 7p AB - In recent years, WorldSID dummy has been continuously developed and investigated to better represent biofidelic ATD as well as a device for replacement of the current existing ES-2 side impact dummy. In Korea, the side impact type traffic accident is one of the major sever accidents in terms of numbers of accidents and fatality. Since 2003, 50kph 90 degree side crash test has been initiated as a safety standard with ES-1 at the first stage and also same time 55 kph impact speed test has been conducted as a part of Korea New Car Assessment Program (KNCAP) program. Currently only ES-2 is accepted as a regulatory tool for vehicle certification and KNCAP. In spite of the introduction of side impact regulation and New Car Assessment Program (NCAP) test procedures for the protection in lateral collisions during the last 10 years, injuries in this accident type still constitute a significant category of road traffic injuries. The fatality from side impact accidents has not been successfully decreased as expected. The head injury is major sources of fatality in side impact crash accidents in Korea. In 2009, for further enhancing the protection of side collision, the perpendicular 29 kph pole side impact test with ES-2 dummy has been introduced as an optional test in KNCAP. The main objective of the optional pole side impact test was to promote installation of side curtain airbag in the vehicle fleet as a standard option. In this study, injury outcome from WorldSID and ES-2 were evaluated with the two different types of vehicle sizes, small and medium size vehicles crash tests. Also, the computer simulations were performed. In this simulation matrix, impact speeds (50 kph, 55 kph), MDB types (MDB and AE-MDB) were considered as variables. In fact, WorldSID 50th male dummy's injury risk criteria limits are not finalized yet. Only the injury criteria categories have been just defined in the informal meeting as head injury criteria (HIC36), shoulder performance criteria (shoulder force: Fy), thorax performance criteria (thorax rib deflection), abdominal performance criteria (abdominal rib deflection and T12 resultant acceleration) and pelvis performance criteria (peak pubic symphysis force) Also the injury criteria and dimension of body structures between ES-2 and WorldSID cannot match each other. In this study, in steads of direct comparison between two dummy's performances, the percentages of injury risk probability were compared with each individual body parts. ES-2 shows higher thoracic rib deflection compared with WorldSID for compact size vehicle. But mid-size case, two dummy's injury risk probability are same levels. The abdomen injuries from two dummies were similar but WorldSID showed lower pelvic injuries. In this study, only 2 different types of vehicles were tested with ES-2 and WorldSID. A small amount of rib deflection from the WorldSID may due to the upper body rotation during the impacts. From this study, the injury patterns are similar between two dummies. However, the probability of injury risk in the thoracic body was not higher than the ES-2 for small size vehicle. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crash severity KW - Dummies KW - Fatalities KW - Head Injury Criterion KW - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Side air bags KW - Side crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361111 ER - TY - CONF AN - 01571304 AU - Kobayashi, Yuki AU - Makabe, Takumi AU - National Highway Traffic Safety Administration TI - Crash Detection Method for Motorcycle Airbag System with Sensors on the Front Fork PY - 2013 SP - 8p AB - Honda’s previous motorcycle airbag system employs a crash detection method to deploy the airbag according to signals the system receives from four accelerometers where two of them installed on each of the front suspension fork legs. However, the system can be used only on models with larger vehicle sizes due to larger area required for the installation of the four sensors. This paper describes the development of a method to overcome the space limitations of the prior method. In developed method, the crash detection can be carried out by only two sensors where one of them installed on each front suspension fork leg. This makes it possible to apply an airbag system to other motorcycle models as well. In this developed method, the threshold value, which is used for crash discrimination, is processed as a function of longitudinal displacement of the front suspension. At each time step in the discrimination execution processes, the deceleration value is compared with the threshold processed as described above. Through the analysis using spectrogram, it was revealed that the accelerometer outputs, when traveling on rough roads, shows inusoidal oscillation waves derived from the natural oscillation of the system composed of the front wheel and the suspensions. Consequently, waveforms of the longitudinal deceleration and the displacement, where the displacement is calculated by the second order integration of the deceleration, show the opposite phase to each other. On the other hand, in a frontal impact, the output of the accelerometer is generally expressed by the approximation of a half sine wave. Accordingly, the displacement from a frontal impact shows a monotonic increase. Utilizing these characteristics, a two-sensor crash detection method has been developed. The developed method was evaluated using data measured in various tests, including full-scale impact tests and rough roads tests, using large touring motorcycles and large scooters. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash sensors KW - Honda R&D KW - Impact tests KW - Motorcycles KW - Suspension systems KW - Waveform analysis UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360732 ER - TY - CONF AN - 01571301 AU - Choi, Dongseok AU - Lee, Kwangbum AU - Ryu, Kihyeon AU - Kwon, Haeboung AU - Lee, Jonghyun AU - National Highway Traffic Safety Administration TI - Application of System Power Concept on Hybrid Electric Vehicles and Electric Vehicles PY - 2013 SP - 6p AB - The concept of system power for motor vehicles becomes necessary because multi energy converters and higher efficiency drivetrain are being adapted in advanced motor vehicles for the energy savings and the precise emission controls. This concept is very important in hybrid vehicles due to two different energy converters such as an internal combustion engine and an electric motor. This concept is also applicable to electric vehicles for the efficiency of energy transfer from energy sources to vehicle wheels. The system power is measured on the powertrain test bed at the state of whole vehicle. It is possible to measure the wheel torque precisely by the direct connection between the power absorber and the end of drivetrain without tires. Two different test methods were developed for the measurement of system power. One is the acceleration at full load under road load (i.e., Method I); the other is the acceleration at full load under the constant vehicle speed (i.e., Method II). Three hybrid electric vehicles (HEVs) and two electric vehicles (EVs) were tested using the developed test methods. The different types of drivetrain such as an automatic transmission (AT), a continuously variable transmission (CVT) and reduction gear (RG) were equipped in the test vehicles respectively. Engine speed, coolant temperature, and SOC condition were very important factors for this test in order to produce the maximum power. Method I was much better one for the measurement of system power despite of transient characteristics. The analysis of standard deviation was used for the determination of transient system power at the specific vehicle speed. The criterion for this analysis is the standard deviation of one value, which means that each power value is within +/- two percent of averaged power value. By measuring system power at the constant vehicle speed, it is shown that the transient power by method I could be maintained during at least 30s. The repeatability of method I was within +/- 5 percent. It is found that this concept and method are applicable and reasonable for the power test of HEVs and EVs. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicles KW - Energy conversion KW - Internal combustion engines KW - Motors KW - Power trains KW - Transmissions UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360473 ER - TY - CONF AN - 01571298 AU - Jung, Hyuk AU - Kim, Kyungsam AU - Lee, Kwangbum AU - Kwon, Haeboung AU - National Highway Traffic Safety Administration TI - A Study on Fire Resistance Test Procedure for Traction Battery PY - 2013 SP - 10p AB - Market share of electrically propelled vehicle are increasing due to high oil prices and environmental concerns. These electrically propelled vehicles demand to ensure high safety of electric energy storage system, high voltage system and mechanical structure which is equivalent to existing internal combustion engine (ICE) vehicle. Due to these social demands, global organizations like United Nations/Economic Commission for Europe (UN/ECE) and International Organization for Standardization (ISO) are under discussion to make the safety test specification of Lithium- battery, one of rechargeable energy storage systems. KATRI also have researched and developed KMVSS which is for electrically propelled vehicles since 2006, and seven traction battery safety tests have been issued and conducted since 2009. Fire resistance test is to confirm whether traction battery could withstand the intended fire for 2 minutes which is minimum time for evacuating driver and passengers from burning car. This test is considered one of important traction battery safety tests. In this study, current KMVSS traction battery fire resistance test, draft of ECE R-100 RESS fire resistance test in outside and draft of GTR/SGS- test procedure for hydrogen storage fire test were comparatively analyzed. Subsequently, this study proposed new fire resistance test procedure for traction battery with verification. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicles KW - Fire resistance KW - Hydrogen storage KW - Lithium batteries KW - Test procedures KW - Traction KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360497 ER - TY - CONF AN - 01571297 AU - Cerdan, Daniel AU - Zeitouni, Richard AU - Adalian, Céline AU - National Highway Traffic Safety Administration TI - Frontal Impact Protection: Application of an Upgraded Chest Injury Criterion the Equivalent Deflection (DEQ) PY - 2013 SP - 12p AB - The equivalent deflexion (Deq) is a new criterion foreseen to be used in European New Car Assessment Programme (EuroNCAP) to better assess the chest protection in frontal impact. It has the particularity to discriminate the contribution of two parameters on chest deflexion: (1) contribution of the seat-belt (with a small surface of load application, which is damageable for the occupant); (2) contribution of the airbag (with a larger surface of load application, which is more acceptable for the occupant). Such a criterion will help car manufacturers to design adequate restraint systems with an appropriate combination of airbag and seat-belt to better protect the vulnerable occupants. To better understand this new criterion, PSA Peugeot Citroën launched a study to quantify the performances of its current vehicle platforms with respect to the Deq. Physical tests were analysed on different car platforms with several restraint systems characteristics. Each time, the Hybrid III rodpot and the shoulder belt load were recorded and analysed. This analysis shows that the sensitivity and reproducibility of the Deq measurements are equivalent than the Rodpot ones. Because the Deq criterion needs the chest deflexion measured on the Hybrid III rodpot and the shoulder belt load, there are some questions raised by other researchers about sensitivity of Deq and about the pertinence of Deq with respect to Rodpot. This question is investigated for a nominal restraint system as proposed in Peugeot and Citroën cars. This was done via Design of Experiments made with HIII 50th and HIII 5thmodels respectively in ODB 64 km/h and Full-width rigid test 50 km/h. The outcome is that for good restraint systems already built to be protective (load limitation less than 5kN), Deq would prevent to use combination of relative high load limitation with very soft airbags, contrary to Rodpot. But this study is just at its initial phase because of time constraints, because not all the biomechanical criteria were analysed (eg. neck load and moments) and because only one vehicle was investigated. Therefore, the authors would suggest carrying out the same analysis for restraint solutions widely different than the authors. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Dummies KW - European New Car Assessment Program KW - Frontal crashes KW - Occupant protection devices KW - Restraint systems KW - Seat belts KW - Thorax KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360453 ER - TY - CONF AN - 01571293 AU - Deng, Bing AU - Li, Jiaqi AU - Yang, Yin AU - Dong, Xiaofei AU - Zhu, Xichan AU - Ma, Zhixiong AU - Wang, J T AU - National Highway Traffic Safety Administration TI - Near-Crash Scenario in China Based on Shanghai Driving Data PY - 2013 SP - 4p AB - In 1995, there were 1.4 million automobiles in China. In 2010, the number of automobiles reached 18.27 million, including 9.576 million passenger vehicles. With such rapidly growing capacity, traffic safety is becoming increasingly important. In 2010, there were 3,906,173 accidents, 65,225 fatalities, and 254,075 injuries reported by the Chinese official statistics. Crash scenario typologies have been widely used in support of identifying crash intervention opportunities, setting research priorities and direction in safety technology development, and evaluating the effectiveness of selected crash countermeasure systems. The objective of this study is to collect data and to develop a list of representative near-crash scenarios. The developed frequency distribution of typical near-crash scenario can help identifying intervention technology development opportunities for collision avoidance. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Crash data KW - Crash injuries KW - Fatalities KW - Near accidents KW - Shanghai (China) KW - Technological innovations KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361773 ER - TY - CONF AN - 01571292 AU - Park, Haekwon AU - Kim, Jaehyun AU - Choi, Junggeun AU - Kim, Changsoo AU - National Highway Traffic Safety Administration TI - The Development of Two Panel Tucked Shape Passenger Airbag PY - 2013 SP - 6p AB - Nowadays the most rising issues in the airbag industry are production costs and assemblability. Many car makers are considering applying low cost passenger airbags to their vehicle. In this paper, the inverse 'Ω' shape two panel passenger airbag was suggested to have cost competitiveness and good safety performance. The Sewing pattern that makes inverse 'Ω' shape, increases cushion depth and protects passengers more safely. This paper will introduce the advantages of the developed two panel passenger airbag and describe the superiorities of its performance through dynamic test results. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Automobile industry KW - Costs KW - Occupant protection devices KW - Production KW - Restraint systems KW - Shape UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360448 ER - TY - CONF AN - 01571291 AU - del Pozo de Dios, Eduardo AU - Lázaro, Ignacio AU - Delannoy, Pascal AU - Thomson, Robert AU - Versmissen, Ton AU - van Nunen, Ellen AU - National Highway Traffic Safety Administration TI - Development of a Structural Interaction Assessment Criteria Using Progressive Deformable Barrier Data PY - 2013 SP - 13p AB - Structural interaction has been one of the critical issues for improved frontal impact protection. An evaluation procedure for structural interaction has been difficult to develop using objective test data procedures. While previous research with the PDB barrier has been promising based on subjective evaluations, an objective assessment criteria has been elusive. Part of the European Union (EU) project FIMCAR focused on the development of an assessment procedure to assess important frontal impact characteristics like load spreading. Test and simulation data from vehicle impacts with the PDB or MPDB were collected for different vehicle models, spanning a range of vehicle masses and vehicle classes. Available car-to-car crash tests were also collected for reference. The main information analyzed w.r.t. the assessment of load spreading was the deformation pattern of the PDB barrier after a test. These deformation plots were reviewed and subjectively assessed by experts. The subjective assessments were used to develop key characteristics that should be detected by a numerical assessment of the three-dimensional (3D) data. These subjective assessments were then compared to different objective (numerical) assessments for the barriers to ensure correlation of the results and then validated with available car-car data. Assessment of the influence of assessment area and scanning resolution were also performed. The deformation profiles could be grouped into three main groups where the horizontal and vertical load spreading distinguished vehicles with good or poor performance. The main focus was the development of an assessment of the horizontal load spreading between the longitudinals. A metric based on the slope or gradient, of barrier deformations in the lateral or vehicle Y axis proved to be the best candidate. A horizontal assessment area based on 60% of the overall vehicle width and a vertical area between 330 and 580mm from ground was used. The 99%ile value for the Digital Derivative in Y (DDY) with a threshold value of 3.5 could discriminate between vehicle with an even (homogeneous) deformation pattern or a vehicle with localized structures. The candidate for an (M)PDB metric that assesses horizontal load spreading provides an objective method to assess structural interaction. The assessment has been validated for the vehicles that can be clearly grouped into a good or poor performance category. There are a number of vehicles that are in a borderline area that require further evaluation. The cases where vehicle-to- vehicle crash data is available have validated the performance of those vehicles. Further validation using field data and car-to-car test or simulation results can finalize the metric development. The paper addresses a central issue for frontal impact performance. While structural alignment and occupant compartment stability issues can be addressed by adding the FWDB test procedure as proposed by the FIMCAR project to the current ODB procedure, there is no test procedure available that reliably assesses horizontal load spreading. The proposed DDY metric for the PDB test procedure allows the front structure for vehicles to be assessed and be updated to also assess vertical load spreading. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - European Union KW - Frontal crashes KW - Impact tests KW - Occupant protection devices KW - Simulation KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360915 ER - TY - CONF AN - 01571290 AU - Merz, Uwe AU - Schöneburg, R AU - Fehring, Michael AU - Bachmann, Roland AU - Heinrich, Till AU - National Highway Traffic Safety Administration TI - PRE-SAFE Impulse - Early Interacting Occupant Restraint System PY - 2013 SP - 8p AB - The safety level in modern vehicles is extremely high. Restraint systems that are currently used, consisting of the classic seat belt and airbag system, feature a mature level of optimization. In the investigation examined here, the authors shall leave behind the "classic" restraint system approach and discuss the question as to whether and how occupant restraint could be initiated in a hazardous situation even before the seat belt and airbag system responds. Could the valuable milliseconds between the start of the crash and the response of the occupant restraint system be used for dissipating energy? The purpose of this investigation is to design a system for early occupant impact protection that reduces the forces to which occupants are subjected during a crash. The focus is on frontal collisions. By inputting energy in a targeted manner, occupants are already restrained at the point in ti me when vehicle deceleration has still had only minor or no effects on the occupants. Methods for inputting energy as well as implementing this are examined. Furthermore, the paper describes the differences in occupant kinematics caused by the system and highlights the potential this technology holds for reducing the forces to which occupants are subjected. Based on the results of the preliminary investigation, the predevelopment of an approach for implementing an early occupant impact protection system that is fit for production is described. At the end of the paper, the authors present this system, with all the advantages it holds, as well as an outlook with regard to the potentials still to be exploited. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Dissipation KW - Frontal crashes KW - Kinematics KW - Occupant protection devices KW - Restraint systems KW - Seat belts UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360452 ER - TY - CONF AN - 01571288 AU - Moorhouse, Kevin AU - National Highway Traffic Safety Administration TI - An Improved Normalization Methodology for Developing Mean Human Response Curves PY - 2013 SP - 11p AB - Mean human response curves and associated biomechanical response targets are commonly developed from Post-Mortem Human Subject (PMHS) test data to guide the design of anthropomorphic test devices (ATDs) by providing “target” biomechanical responses to impact. Since differences in anthropometry and physical characteristics within a group of PMHS can result in widely varying response data, the first step in developing target biomechanical responses is typically to normalize the responses to a certain “standard” anthropometry representing the ATD to be designed or evaluated. The normalization procedure should adjust the response data to account for the variation in anthropometry and physical characteristics, and thus should collapse the group of curves closer to a single response so that a mean response can be more accurately established that represents the human response of the “standard” anthropometry selected. Several methods for normalizing PMHS test data can be found in the literature, but there is no consensus as to which is the most effective. In this study, the two most common existing normalization techniques, as well as some newly developed methodologies, were evaluated by applying them to both a side impact PMHS sled test data set, and a lateral and oblique pendulum side impact PMHS data set. The efficacy of the normalization techniques were assessed for each group of common signals by calculating the average percent coefficient of variation (%CV) for time-history curves, and an analogous measure for force-deflection curves (%CV ellipse). Both of these measures provide a quantifiable assessment of the similitude of the group of curves (i.e., the normalization technique resulting in the lowest average %CV value or %CV ellipse value most effectively collapses the curves). The normalization technique found to consistently perform the best is a newly developed extension of impulse momentum- based normalization in which the stiffness ratio was determined from effective stiffness values calculated from the test data, rather than using characteristic lengths. Utilization of an improved normalization methodology in the development of mean human response curves should prove useful in more accurately characterizing the target human response to aid in the design of more biofidelic dummies. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Biophysics KW - Coefficient of variation KW - Crash data KW - Dummies KW - Impact tests KW - Mean (Statistics) UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360862 ER - TY - CONF AN - 01571287 AU - Lim, Jaemoon AU - Lee, Dongjun AU - Kim, Gyuhyun AU - Lee, Jaewan AU - National Highway Traffic Safety Administration TI - A Consideration on the Overall Rating for the Crash Test Performance in KNCAP PY - 2013 SP - 8p AB - The Korean New Car Assessment Program (KNCAP) has been carried out by the Korean Ministry of Land, Transportation and Maritime Affairs (MLTM) since 1999 in order to encourage that the auto makers shall launch the safer cars into the domestic market. Various test methods were amended in the KNCAP since 2003. Now, the test procedures in the KNCAP are consisted of 8 fields. It was difficult for consumers to understand the KNCAP results because of various test methods. The crash safety in the KNCAP consists of the full frontal impact, the offset frontal impact, the side impact, the pole side impact and the whiplash test. The overall rating on the crash safety in KNCAP is to inform test results easily to consumers. Each crash test result is converted into scores. The overall rating system is classified into 5 grades depending on the distribution of scores. From 2010 to 2012, the KNCAP evaluated the occupant protection performance of 34 vehicles from domestic and foreign auto makers. The overall ratings on the crash safety of 34 vehicles were listed and discussed. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Frontal crashes KW - Impact tests KW - Korean New Car Assessment Program (KNCAP) KW - Ratings KW - Side crashes KW - Test procedures KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360616 ER - TY - CONF AN - 01571285 AU - Jang, Raeick AU - Lee, Myeongkill AU - Lee, Hyobae AU - National Highway Traffic Safety Administration TI - Study of Neck Injury Evaluation and Improvement Method for US NCAP 5% Dummy PY - 2013 SP - 5p AB - the National Highway Safety Administration (NHTSA) has carried out a lot of New United States New Car Assessment Program (US-NCAP) tests became effective from MY2011. Injury probability of New US NCAP test is more severe than previous NCAP test. The Hybrid III 5th %ile dummy in front passenger position is used instead of 50th %ile dummy. 5th %ile dummy gets lower points than 50th %ile dummy in many tests. One of the main cause is Nij. Especially neck extension moment value is main factor to improve Nij. US NCAP frontal test data was reviewed to know tendency of neck extension moment value. The object of the study is to find out how neck moves and neck extension moment occur. Furthermore,CAE test with new concept of passenger airbag is conducted to improve extension moment based on analysis result. New concept of passenger airbag has two main vent holes that can be closed to retain inner pressure of airbag. Retaining inner pressure of airbag can decrease relative motion between head and neck to improve Nij. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash data KW - Crash injuries KW - Dummies KW - Front seat occupants KW - Neck motion range KW - New Car Assessment Program (Ncap) UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360866 ER - TY - CONF AN - 01571281 AU - Kim, Dongjun AU - Sul, Jaehoon AU - National Highway Traffic Safety Administration TI - Analysis of Pedestrian Accidents Based on the In-Vehicle Real Accident Videos PY - 2013 SP - 12p AB - For last several years, the number of pedestrian fatalities due to traffic accident is over 2,000 in Korea. The portion of pedestrian fatalities in total traffic fatalities reached about 40%. In this reason, it is important to introduce effective and aggressive policies which can reduce pedestrian traffic accidents. To do this, it is necessary to understand of actual situation and characteristics of pedestrian accidents. In this study, it is assessed that potential of in-vehicle real accident videos which can be used to analysis of pedestrian accidents. In-vehicle real accident videos used in this study contain real situation about collision. In this study, the authors used the in-vehicle real accident videos recorded by car black-box in taxis. In-vehicle blackboxes (dashboard cameras) which recorded accident situation were installed in taxis in Incheon city. Therefore, analyzed accident videos are about car-pedestrian traffic accidents between taxis and pedestrians. Total 252 car-pedestrian accidents or car-bicycle accidents videos in 2010 were used. All videos contain the situation of accidents about between taxis and pedestrian or bicycle. 25 accidents videos are about children, 202 videos are about adults, and 25 videos are about elderly people. In-vehicle real accident videos have a potential to explain several characteristics of accident such as violations of driver or pedestrian, car speed, causes of poor visibility of a car driver, and so on. Furthermore, the eye direction of pedestrians could be checked using accident videos. As a result of analysis, the ratio of pedestrians who looked taxi before collision is only 29%. It has decreased with higher car speed, bad weather conditions, car violation speed limit. Average duration between sudden appearance of pedestrian and collision is only 2.6 seconds. The authors thought that this duration is not enough time to dodge collision when considering drivers PIEV time. Duration has been decreased when taxi have darkness, high car speed, poor visibility. Car-pedestrian accidents are very dangerous because collided pedestrian could be serious injury or fatality. However, it is not easy to understand the exact situation when car-pedestrian collision was occurred. In this study, in-vehicle real accident videos which recorded situation of collision are used. Accident videos have important information about collision time of accident. Through this study, the authors can find that In-vehicle real accident videos have potential to analyze of pedestrian accidents. Using accident videos, many characteristics of traffic accident can be explained. Nevertheless, it should be pointed that accident videos are not enough to analysis various cases of accident. Since in-vehicle dashboard cameras installed in vehicles are increasing, more accident videos will be archived in the future. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automotive computers KW - Crash injuries KW - Fatalities KW - Instrument panels KW - Korea KW - Pedestrian-vehicle crashes KW - Taxicabs KW - Video cameras UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360855 ER - TY - CONF AN - 01571278 AU - Chen, Rong AU - Gabler, Hampton C AU - National Highway Traffic Safety Administration TI - Incidence and Risk of Direct Steering Wheel Impact in Vehicles Equipped with Advanced Airbags PY - 2013 SP - 12p AB - Despite the widespread availability of airbags and a belt use rate of over 85%, U.S. drivers involved in crashes continue to be at risk of serious thoracic injury. One hypothesis is that this risk may be due to the lack of airbag deployment or the airbag ‘bottoming-out’ in some cases. The objective of this study is to determine the incidence and thoracic injury risk of direct steering wheel contact due to airbag “bottoming-out”. The analysis is based upon cases extracted from the National Automotive Sampling System Crashworthiness Data System (NASS/CDS) database for case years 1997-2011. The NASS/CDS data set was restricted to vehicles of model year 1998 and later. The approach was to compare the frontal crash performance of sled-certified airbags, sometimes called depowered airbags, with advanced airbags involved in frontal crashes. NASS/CDS steering wheel deformation measurements were used to identify cases in which thoracic injuries may have been caused due to steering wheel impact and deformation. The distributions of injuries for all cases were determined by body region and injury severity. These distributions were used to compare and contrast injury outcomes for cases with frontal airbag deployment for both belted and unbelted drivers. Among frontal crash cases with belted drivers, observable steering wheel deformation occurred in less than 4% of all cases, but accounted for 29% of all MAIS3+ belted drivers and 28% of belted drivers with serious thoracic injuries (AIS3+). Similarly, observable steering wheel deformation occurred in approximately 13% of all cases with unbelted drivers involved in frontal crashes, but accounted for 58% of MAIS3+ unbelted drivers and 66% of unbelted drivers with serious (AIS3+) thoracic injuries. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Scale KW - Air bags KW - Crash injury research KW - Frontal crashes KW - National Automotive Sampling System - Crashworthiness Data System KW - Seat belt use KW - Steering wheels KW - Thorax KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360433 ER - TY - CONF AN - 01571272 AU - Du, Eliza Yingzi AU - Yang, Kai AU - Jiang, Feng AU - Jiang, Pingge AU - Tian, Renran AU - Luzetski, Michele AU - Chen, Yaobin AU - Sherony, Rini AU - Takahashi, Hiroyuki AU - National Highway Traffic Safety Administration TI - Pedestrian Behavior Analysis Using Naturalistic Driving Data in USA PY - 2013 SP - 10p AB - The research objective of this work was to understand pedestrians’ behavior and interaction with vehicles during pre-crash scenarios that provides critical information on how to improve pedestrian safety. In this study, the authors recruited 110 cars and their drivers in the greater Indianapolis area for a one year naturalistic driving study starting in March 2012. The drivers were selected based on their geographic, demographic, and driving route representativeness. The authors used off-the-shelf vehicle black boxes for data recording, which are installed at the front windshield behind the rear-view mirrors. It records high-resolution forward-view videos (recording driving views outside of front windshield), global positioning system (GPS) information, and G-sensor information. The authors developed category-based multi-stage pedestrian detection and behavior analysis tools to efficiently process this large scale driving dataset. To ensure the accuracy, the authors incorporated the human-in-loop process to verify the automatic pedestrian detection results. For each pedestrian event, the authors generate a 5-second video to further study potential conflicts between pedestrians and vehicle. For each detected potential conflict event, the authors generate a 15-second video to analyze pedestrian behavior. The authors conduct in-depth analysis of pedestrian behavior in regular and near-miss scenarios using the naturalistic data. The authors observed pedestrian and vehicle interaction videos and studied what scenarios might be more dangerous and could more likely to result in potential conflicts. The authors observed: 1) Children alone as pedestrians is an elevated risk; 2) three or more adults may be more likely to result in potential conflicts with vehicles than one or two adults; 3) parking lots, communities, school areas, shopping malls, etc. could have more potential conflicts than regular urban/rural driving environments; 4) when pedestrian is crossing road, there is much higher potential conflict than pedestrian walking along/against traffic; 5) There is an elevated risk for pedestrians walking in road (where vehicles can drive by); 6) when pedestrians are jogging, it is much more likely to have potential conflict than walking or standing.; and 7) it is more likely to have potential conflict at cross walk and junction than other road types. Furthermore, the authors estimated the pedestrian appearance points of all potential conflict events and time to collision (TTC). Most potential conflict events have a TTC value ranging from 1 second to 6 seconds, with the range of 2 seconds to 4 seconds being associated with highest percentages of all the cases. The mean value of TTC is 3.84 seconds with standard deviation of 1.74 seconds. To date, the authors have collected about 65TB of driving data with about 1.1 million miles. The authors have processed about 50% of the data. The authors are continuously working on the data collection and processing. There could be some changes in our observation results after including all data. But the existing analysis is based on a quite large-scale data and would provide a good estimation. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Crash data KW - Global Positioning System KW - Indianapolis (Indiana) KW - Pedestrian movement KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Risk analysis UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360851 ER - TY - CONF AN - 01571271 AU - Hutchinson, T P AU - Anderson, R W G AU - Searson, D J AU - National Highway Traffic Safety Administration TI - An Equation for Generalizing from Impact Test Performance to Real-World Crashes PY - 2013 SP - 5p AB - Instrumented headforms are projected at the fronts of cars to assess pedestrian safety. Better information would be obtained from these and other types of impact tests if performance over the range of expected impact conditions in the field were taken into account. That is, some means is needed to convert from performance in tightly-specified test conditions to what happens in the real-world. Pedestrian impact safety performance of a car is affected by speed, head mass, and the distribution of impact locations over the front of the car. The effects are complicated because bottoming out may occur, that is, the hood or other surface structure may fail to absorb sufficient energy to prevent contact with much stiffer structures beneath it. In turn, the locations are affected by the geometry of the car, the impact speed, and the pedestrian’s stature. The relative frequencies of different speeds, masses, and so on are important inputs to the calculation of an average. The principal result is a theory. This has three steps. The first is to convert the test quantity (e.g., HIC, the Head Injury Criterion) observed in test conditions to what would be observed if (for example) speed or mass were different. The second is to convert the test quantity to something that can be meaningfully averaged --- for example, average dollar cost of HIC or the probability of death corresponding to a given HIC. The third is to obtain the average cost, or average probability of death, by integration over the quantities that vary from crash to crash: speed, head mass, stature, and impact location. The theory that is developed may be used to calculate, for example, the changes that result if test performance is improved, or the probabilities of different conditions change. With appropriate modification, the theory is applicable to many other forms of testing also. The chief limitation is that good information is required on such things as the dependence of HIC on speed and mass, the dependence of cost on HIC, and the relative frequencies of speeds, masses, and so on. Such information is difficult to obtain. Better representation of the effect of impact conditions on severity is required if a test regime is to provide appropriate incentives for improvement in vehicle design. This paper identifies what information is needed, and shows how it can be used to estimate average real-world performance starting from what is observed in an impact test. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash severity KW - Frontal crashes KW - Head Injury Criterion KW - Headforms KW - Hoods KW - Impact tests KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Speed UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361089 ER - TY - CONF AN - 01571269 AU - Youn, Younghan AU - National Highway Traffic Safety Administration TI - The Protections of the Elderly Vehicle Occupants: Need Lower Belt Loadings PY - 2013 SP - 7p AB - With continuously efforts of improving vehicle safety adopting the emerging new technologies, reduction of traffic fatality has been dramatically improved. Also the rule making bodies in globally have been contributed significantly to protect vehicle occupants and pedestrians with global harmonization activities more enhanced safety regulations and requirements. However, until recent a few years, the protections of vulnerable vehicle occupants, such as elderly drivers or passengers were not focused in the main stream of vehicle safety issues. In globally, most of developed countries are either aged or aging societies. The fatality of elderly occupants (65 years old or more) rapidly increased in Korea. In 2010, while the fatality rate (per 1,000 accidents) for all age group was 24.3 deaths, but elderly vehicle occupant fatality ratio was 43.3. The major sources of elderly occupant fatality were come from the thoracic injuries. In this paper, the average size of Korean elderly morphemic figure was investigated and developed the Koran elderly anthropometric models to assess kinematics of occupants and injury mechanism. Based on the existing injury risk curves, the injury risk curves of Korean elderly occupant and Korean elderly version of Hybrid III were developed. With scale methods, their injury risks were converted to the standard Hybrid III injury measurements. With the developed injury risk curves, the probability of AIS 3+ injury of 50%, 20%, and 5% for 45 years old adult male (50th percentile) case, the rib deflections are 91.6mm, 73.28mm and 50.38 mm, respectively. For the Korean elderly case, the rib deflections are 77mm, 59.4mm and 37.4 mm, respectively. As the results, the current Hybrid III structure especially thoracic body is not good enough to assess the elderly thoracic injury. The other additional requirements, such as limiting seat belt forces were recommended. The main sources of fatality or sever injury for elderly in vehicle occupants are from thoracic injuries due to aging effects of rib cage structures. Since the current Hybrid III's thoracic structure are stiffer than a human body, the more stringent rib deflection injury criteria may result the higher belt loading to the elderly rib cage. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Score KW - Aged drivers KW - Crash injuries KW - Fatalities KW - Kinematics KW - Korea KW - Occupant protection devices KW - Ribs KW - Seat belts KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361286 ER - TY - CONF AN - 01571268 AU - Ahn, Jang Ho AU - Choi, Hyung Yun AU - Lee, Joon Soo AU - Bae, Dong Gwan AU - National Highway Traffic Safety Administration TI - Welding Characteristics and Modeling of Lithium-Polymer Battery for Electric Vehicle PY - 2013 SP - 5p AB - The fatigue life is a major issue of weld joints due to a severe thermal exposure during the welding process. Welded joints experience highly localized heating and cooling from welding processes. As a result, the material properties around the welding joints can be in significant variations after welding. The prediction of fatigue life and crack propagation in welding parts of pouch cell type lithium polymer battery is the main objectives of this study. The series spot welding and laser welding processes between different electrode materials (Cu and Al) were virtually processed using a finite element method and validated against the metallography of welding specimen. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Battery electrodes KW - Cracking KW - Electric vehicles KW - Fatigue (Mechanics) KW - Finite element method KW - Lithium batteries KW - Properties of materials KW - Weld strength UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360468 ER - TY - CONF AN - 01571264 AU - Stein, Mathias AU - Johannsen, Heiko AU - Thomson, Robert AU - National Highway Traffic Safety Administration TI - FIMCAR – Influence of SEAS on Frontal Impact Compatibility PY - 2013 SP - 17p AB - The aim of the FIMCAR project (Frontal Impact Compatibility and Assessment Research; co-funded by the European Commission within the 7th Framework Programme) was to develop and validate a frontal impact assessment approach that considers self and partner protection. Regarding the results of the FIMCAR accident analysis, one major issue of frontal impact compatibility is structural interaction. Not all car types have the potential to align their Primary Energy Absorbing Structures (PEAS) with the common interaction zone proposed by FIMCAR. Some cars use Secondary Energy Absorbing Structures (SEAS) to interact with external structures and thereby improve the structural interaction. There is a challenge to evaluate the different structural concepts, and in particular SEAS, in the possible variations of potential impact combinations. The main objective of this study is the identification of characteristics of appropriate SEAS. Therefore this paper will give an overview about the investigations done within FICMAR to analyse parameters which improve the car-to-car crash performance. As part of the analysis physical test data as well as simulation results were used to study the interaction of the front end structures. Within FIMCAR 10 car-to-car tests were conducted. The main outcome was that the alignment of the PEAS of both crash partners is crucial for the structural interaction. Furthermore the crash test showed that misaligned vehicles perform better if they are equipped with appropriate SEAS than vehicles without a lower load path. These investigations were supported by numerical simulations. Within the FIMCAR project, amongst others, FEM vehicle models called Parametric Car Models (PCMs) were used for the assessment of car structures. For this study they were supplemented by the detailed FEM models provided by NCAC. For the SEAS analysis the PCMs were used to create several geometrical modifications. Due to the simplified design of the models the influence of the crash performance could be correlated well to the design of the SEAS. The analysis of the simulations identified 3 geometrical parameters of the SEAS that had a positive influence in a car-to-car crash. The first parameter is the longitudinal position of the SEAS. A position of about 230mm behind the bumper beam (or further forward) improved the crash performance of both collision partners. The second parameter is the vertical connection between SEAS and PEAS. A robust connection located about 250mm behind the bumper beam was able to activate the penetrating structures of the striking vehicle and therefore to improve the structural interaction. The third geometrical parameter that was identified is the height of the cross section of the cross beam of the SEAS. An increase of the height by 50% to 60mm showed that the SEAS was able to support the penetrating structures better than the small SEAS. According to the capabilities of assessment procedures to assess appropriate SEAS the OverRide Barrier (ORB), test configuration as well as the full width assessment metrics developed within FIMCAR were checked. The ORB test was not able to discriminate between appropriate and inappropriate SEAS. Regarding the full width test the Full Width Rigid Barrier (FWRB) configuration was not able to detect and assess the SEAS structures mainly due to the very short assessment interval, too. In contrast the Full Width Deformable Barrier (FWDB) was able to detect and correctly assess the SEAS that improved car-to-car crash performance due to their longer assessment period. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash analysis KW - Energy absorption KW - Finite element method KW - Frontal crashes KW - Impact tests KW - Secondary energy absorbing structure (SEAS) KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361013 ER - TY - CONF AN - 01571262 AU - Kuehn, Matthias AU - Hummel, Thomas AU - Bende, Jenoe AU - National Highway Traffic Safety Administration TI - Small-Overlap Frontal Impacts Involving Passenger Cars in Germany PY - 2013 SP - 10p AB - Small-overlap frontal impacts involving passenger cars have again become a topic of discussion among specialists, and more recently among the public at large. The publication of relevant test results by the Insurance Institute for Highway Safety (IIHS) has triggered questions with respect to the relevance of these collisions to accident situations and with respect to the conclusions that can be drawn and any measures to be implemented. And yet this type of collision is not something that is unknown. On the contrary, among experts, it has been a matter for discussion for decades. One will, for instance, find information and the findings from investigations at the National Highway Traffic Safety Administration (NHTSA), Steyr-Daimler-Puch and Autoliv. In Germany also, the question of how relevant small- overlap frontal impact collisions are and what the consequences of this type of collision are is currently being raised. In an attempt to clarify this, the UDV (German Insurers Accident Research) has carried out a comprehensive set of analyses using its accident database (UDB). The UDB contains a representative sample of all damage claims in Germany (all types of road users) and currently covers more than 5,000 third-party motor insurance claims from the years 2002 through 2009. All the accidents in this database involve personal injury and damage costs of €15,000 or more. The objective of the current data analysis was to place small-overlap frontal impacts in the context of all collisions involving passenger cars and to derive the characteristics of such collisions on the basis of detailed accident parameters. In addition, the patterns of injury were analyzed and compared with those resulting from other collision scenarios. The findings described in this paper are based on the retrospective analysis of 3,242 accidents involving passenger cars. 60% of these accidents (n=1,930) were frontal impacts and 15% (n=485) involved at least one passenger car with a small overlap at the front of the car. The present paper provides evidence of the relevance of small-overlap frontal impacts to the accident situation in Germany and, in the opinion of the authors, justifies efforts to implement counter- measures. In this context, active systems should also play a greater role in the future. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash characteristics KW - Crash data KW - Crash injuries KW - Frontal crashes KW - Germany KW - Overlap crashes KW - Passenger cars UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360918 ER - TY - CONF AN - 01571260 AU - Zander, Oliver AU - Pastor, Claus AU - Leßmann, Peter AU - Gehring, Dirk-Uwe AU - National Highway Traffic Safety Administration TI - Towards a World-Wide Harmonized Pedestrian Legform to Vehicle Bumper Test Procedure PY - 2013 SP - 16p AB - A biofidelic flexible pedestrian legform impactor (FlexPLI) has been developed from the year 2000 onwards and evaluated by a technical evaluation group (Flex-TEG) of UN-ECE GRSP. A recently established UN-ECE GRSP Informal Group on GTR9 Phase 2 is aiming at introducing the FlexPLI within world-wide regulations on pedestrian safety (Phase 2 of GTR No. 9 as well as the new UN regulation 127 on pedestrian safety) as a test tool for the assessment of lower extremity injuries in lateral vehicle-to-pedestrian accidents. Besides, the FlexPLI has already been introduced within Japan New Car Assessment Program (JNCAP) and is on the European New Car Assessment Programme (EuroNCAP) roadmap for 2014. Despite of the biofidelic properties in the knee and tibia sections, several open issues related to the FlexPLI, like the estimation of the cost benefit, the feasibility of vehicle compliance with the threshold values, the robustness of the impactor and of the test results, the comparability between prototype and production level and the finalization of certification corridors still needed to be solved. Furthermore, discussions with stakeholders about a harmonized lower legform to bumper test area are still going on. This paper describes several studies carried out by the Federal Highway Research Institute (BASt) regarding the benefit due to the introduction of the FlexPLI within legislation for type approval, the robustness of test results, the establishment of new assembly certification corridors and a proposal for a harmonized legform to bumper test area. Furthermore, a report on vehicle tests that previously had been carried out with three prototype legforms and were now being repeated using legforms with serial production status, is given. Finally, the paper gives a status report on the ongoing simulation and testing activities with respect to the development and evaluation of an improved test procedure with upper body mass for assessing pedestrian femur injuries. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Benefit cost analysis KW - Bumpers KW - Crash injuries KW - Crash victim simulation KW - European New Car Assessment Program KW - German Federal Highway Research Institute KW - Japan New Car Assessment Program (JNCAP) KW - Lower extremities KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361086 ER - TY - CONF AN - 01571259 AU - Richardson, Shane AU - Orton, Tia AU - Sandvik, Andreas AU - Jones, Chris AU - Josevski, Nikola AU - Pok, Wei Pei (Tandy) AU - National Highway Traffic Safety Administration TI - Simulation of Quad Bike (ATV) Rollovers Using PC-Crash to Evaluate Alternative Safety System PY - 2013 SP - 15p AB - From 2001 to 2012, over 160 Australians have died in quad bike (ATV) incidents. Annually in the United States (US) there will be at least 700 fatalities from quad bike related incidents. The options which have been considered to protect riders in the event of a quad bike rollover are: 1) Personal protective equipment; 2) Active riding; 3) Crush Protection Devices (CPD); 4) Roll Over Protective Structure (ROPS) without restraint; and 5) ROPS with restraint. The Institute for Safety Compensation and Recovery Research identified: “...serious issues with the simulation methods used and the nature of incidents tested to predict the effect of crush protection devices on Quad bike roll over injuries and fatalities”. PC-Crash is a commercially available collision simulation tool, which can output simulated forces of a simulated riders body parts. A PC-Crash model of a motorcycle and rider was adapted to create an exemplar Original Equipment Manufacturer (OEM) quad bike and quad bike with CPD. 18 riderless quad bike rollover tests (7 OEM quad bikes and 11 quad bikes with CPD) were used to validate the PC-Crash models of OEM quad bike and quad bike with CPD. In a serious or fatal quad bike rollover, injuries could result from impact or crush to either the torso, neck, head or combination. Entrapment, specifically of the torso, can result in traumatic or mechanical asphyxia. 400 simulations (4 x 100) were used to comparatively evaluate impact and crush injuries of quad bike riders. The rollover simulations identified that the rider of: OEM quad bike and unrestrained rider, quad bike with CPD and unrestrained rider, quad bike with ROPS and unrestrained rider and quad bike with ROPS and restrained rider could be traumatically or mechanically asphyxiated 32, 17, 0 and 0 times respectively. Four real world fatal rollover crashes were simulated which further illustrated the positive effect of CPD and ROPS. Where there is an identifiable risk of serious or fatal injury from quad bike rollover, consideration should be given to fitting either: CPD, ROPS or ROPS with rider restraint; to mitigate the potential for serious and/or fatal injury due to torso impact, crush or entrapment during a quad bike rollover. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - All terrain vehicles KW - Australia KW - Crash injuries KW - Crash victim simulation KW - Motorcycle crashes KW - Pc-crash (Computer program) KW - Restraint systems KW - Rollover crashes KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361760 ER - TY - CONF AN - 01571257 AU - Ogawa, Shigeru AU - Chen, Qiang AU - Kawaguchi, Kenji AU - Narikawa, Takahiro AU - Yoshimura, Mie AU - Lihua, Song AU - National Highway Traffic Safety Administration TI - Effect of Visibility and Pedestrian Protection Performance on Pedestrian Accidents PY - 2013 SP - 15p AB - The pedestrian accident is an important accident type that should be studied to reduce the number of accidents worldwide. The factors in pedestrian accidents should be quantitatively clarified in order to get clues to reduce the number of pedestrian accidents. In an effort to address this issue, two vehicle related areas: visibility around A-pillar and pedestrian head protection performance, were analyzed to clarify their influences on the number of pedestrian accidents with the fatality or the injured for each vehicle model in this study. Macro accident data based on the police data from the year of 2008 through 2011 was compiled by ITARDA (Institute for Traffic Accident Research and Data Analysis) in Japan for around 24,000 pedestrian accidents on 39 vehicle models. The number of pedestrian accidents with fatal/serious/minor injury per 10,000 registered vehicles for each vehicle model was utilized as objective variables to determine the probability of the accidents. The relationships between each of the vehicle-related factors described above and the objective variables were carefully scrutinized with use of scatter charts, correlation analyses and multiple regression analyses. It was successfully clarified that the pedestrian accident would be more likely to occur when the angle of hindrance due to A-pillar is larger. It was also captured that the larger horizontal angle of view through the windshield would reduce the occurrence of pedestrian accident. Furthermore, it was clarified that the influence of visibility on the occurrence of pedestrian accident was different among the straight going maneuver, the right-turn maneuver, etc. It was possible to predict the number of fatality or injured in the pedestrian accidents to a certain degree of probability, with use of the combination of visibility indices. In addition, it was clearly captured that the better pedestrian head protection score in the Japan New Car Assessment Program (JNCAP) test would lead to the decrease in the number of pedestrian accidents with the fatality or the injured.Furthermore, the combination of visibility indices and pedestrian head protection score in the JNCAP test successfully provided much better prediction of the number of fatality or injured in the pedestrian accidents. In other words, it was clarified that the optimization of parameters in visibility indices and pedestrian head protection could lead to the decrease in the number of pedestrian accident. The effects of the pedestrian head protection score in the JNCAP test on the number of pedestrian accidents with the fatality or the injured were elaborately scrutinized from the viewpoint of danger-cognitive velocity and vehicle maneuver, i.e., straight-going, right-turn and left-turn. The results demonstrated that the pedestrian head protection score in the JNCAP test is highly correlated with the pedestrian accident especially in the case of pedestrian’s being impacted by vehicle body not a tire nor road, and furthermore in the straight going maneuver at over 40km/h of danger-cognitive velocity. In-depth accident analysis with data of ITARDA and CIDAS (China In-depth Accident Study) was conducted in Japan and China. The result showed that JNCAP would be effective especially in the crash velocity range of 31-50km/h, which accounts for as much as 40% of total 115 occurred in five major cities in China. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - China KW - Crash analysis KW - Crash data KW - Crash injuries KW - Fatalities KW - Japan KW - Japan New Car Assessment Program (JNCAP) KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Regression analysis KW - Visibility UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361097 ER - TY - CONF AN - 01571248 AU - Unselt, Thomas AU - Schöneburg, Rodolfo AU - Waldherr, Dennis AU - National Highway Traffic Safety Administration TI - Structural Performance: Challenges Within the Area of Tension Between Safety, Lightweight and Economics PY - 2013 SP - 4p AB - Structural safety still plays a significant role in the development and optimization of vehicle safety. This fact is reflected by the increase of rating and mandatory requirements like the revised Federal Motor Vehicle Safety Standards (FMVSS) 208 and recently introduced small overlap test protocols. Related safety measures could lead to a major conflict when it comes to weight issues with impact on fuel efficiency and costs. To resolve this challenging conflict as far as possible, targeted measures such as innovative technical solutions and intelligent development methods are required. This paper will present an innovative vehicle safety and structure concept as well as balancing measures by the example of the new Mercedes- Benz SL roadster. The SL integrates an all- aluminum body and is the first mass-production Mercedes employing this type of design. Making the entire bodyshell from aluminum reduces the weight of the cell by 24 percent. Viewed across the entire life cycle (including the manufacturing phase), the new bodyshell concept of the SL reduces CO₂ emissions by 15 percent over the predecessor model. This innovative structure concept gives rise to a lightweight occupant cell with pronounced structural rigidity for high structural performance. It facilitates a light yet stable cell compound for a highly rigid occupant cell. This concept leads for example to good results in frontal small overlap tests without any additional measures. The crash test program for the development of the bodyshell was effectively supplemented with targeted simulations based on CAE methods. Therefore existing CAE methods had to be augmented to accommodate the lightweight construction of the new SL. Among the structural safety the SL has a wide portfolio of safety measures with respect to the Mercedes Benz integrated safety concept. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Chassis KW - Federal Motor Vehicle Safety Standards KW - Fuel consumption KW - Impact tests KW - Mercedes-Benz automobile KW - Pollutants KW - Vehicle safety KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360923 ER - TY - CONF AN - 01571246 AU - Zecha, Stephan AU - Jürgens, Gunnar AU - Quittenbaum, Peter AU - National Highway Traffic Safety Administration TI - Innovative Test Methods and Facilities for Predictive Pedestrian Protection PY - 2013 SP - 8p AB - The development of new forward looking sensor generations has created new possibilities in enhancing vehicle safety. The capabilities of forward looking sensors have been systematically extended from the recognition of well defined objects such as road signs to the identification and classification of other vehicles. New generations of forward looking sensors are now also able to detect pedestrians in different road traffic conditions. Using these new sensors the car can be equipped with predictive protections systems. In predictive protection systems the sensor provides information on objects such as pedestrians to the vehicle, so that the vehicle can react by warning the driver, reducing speed or even braking or steering. Predictive pedestrian protection systems can thereby help to further improve the level of vehicle safety on the roads, especially with regards to vulnerable road users. During the development of the related sensors and vehicle functions such as advanced autonomous emergency brake systems (AEB) it is key to have appropriate testing tools which help to validate the sensors and the safety functions of the vehicle. Different working groups especially in Europe have focused on the definition of system testing of AEB systems. Test scenarios have been derived from accident statistics and general design rules for the testing methods, test rigs and test methods have been established. Continental has developed a testing environment which allows a qualified testing of different predictive pedestrian protection systems. Based on a description of relevant test scenarios this paper refers to the tool chain required for testing of these protection systems. This testing environment consists of the following main elements: (1) Position reference system based on sophisticated transponder technology; (2) Pedestrian Target Device (PTD) for a precise conduction of pedestrian tests with high repetition rate; (3) Drive robot systems for precise vehicle path control. The paper discusses the usability of the described tool chain with regards to relevant test scenarios. A special focus is put on a new transponder based technology for the localization of vehicles and test objects. This technology has been developed by Continental as a result of the German research initiative Ko-TAG and applies a trilateration technique between transponders in the infrastructure and transponders attached to the moving objects to measure the precise position. Being less bulky than conventional localization systems, the transponder based localization can provide a localization quality which is similar to sophisticated differential global positioning system (DGPS) systems. Moreover, due to its independence from satellite signals it can be applied on any test track and any test scenario, independent from the local signal quality of nearby satellites. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Driver support systems KW - Germany KW - Global Positioning System KW - Pedestrian safety KW - Sensors KW - Technological innovations KW - Test procedures KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361035 ER - TY - CONF AN - 01571239 AU - Paver, Jacqueline G AU - Friedman, Donald AU - Jimenez, Josh A AU - National Highway Traffic Safety Administration TI - Correlating Human and Flexible Dummy Head-Neck Injury Performance PY - 2013 SP - 7p AB - The Center for Injury Research (CfIR) has developed methods to derive and correlate rollover dummy head-neck injury with National Automotive Sampling System/Crash Injury Research (NASS/CIREN) data. In this paper, these methods are applied to other accident modes. Specifically, the authors investigated the application of the dummy rollover head-neck modifications, as well as structural injury risk, IARV, momentum exchange injury measures and criteria to frontal, offset and small overlap frontal and side impact testing. Recently, the National Highway Traffic Safety Administration (NHTSA) has implemented a comprehensive series of component regulations (FMVSS 126, FMVSS 216, FMVSS 226) which, in combination, are intended to drastically reduce the number of crashes and occupant injury and fatalities in rollovers and other modes. However, the stiffness of the dummy neck and the disparity between Injury Assessment Reference Value (IARV) and momentum exchange injury measures were not addressed. The authors opine that injury and fatality rates are high because of poor dummy-to-human stiffness and substantially underestimated IARV injury criteria compared to consensus momentum exchange injury measures. IIHS 40% offset and small overlap frontal and side impact tests were studied to observe the trajectory of the Hybrid III dummy head with production neck and evaluate injury measures. Then, the effect of substituting the production neck with the more flexible rollover neck was investigated. Estimates were made of the dummy head excursion, proximity of the head to vehicle structures at maximum excursion, the likelihood and severity of vehicle structure contact, and injury measures. Results indicate that, while the flexible neck in a rollover increases head excursion by 3 inches when contacted at 7 mph, the frontal and side impact tests described here result in head contact with vehicle structures and exceed the rollover-developed Abbreviated Injury Scale (AIS) ≥3 momentum exchange injury criteria of the integrated bending moment (IBM) and single and double integration product of head resultant acceleration (HRA). U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Fatalities KW - Federal Motor Vehicle Safety Standards KW - Head KW - Impact tests KW - National Automotive Sampling System KW - Neck KW - Rollover crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360860 ER - TY - CONF AN - 01571237 AU - Brown, Julie AU - Coxon, Kristy AU - Fong, Cameron AU - Clarke, Elizabeth AU - Keay, Lisa AU - National Highway Traffic Safety Administration TI - Seat Belt Wearing Characteristics of Drivers Aged 75 Years and Older PY - 2013 SP - 6p AB - Elderly motor vehicle occupants are over represented among serious occupant casualty numbers, and the most common region of the elderly occupant’s body injured in crashes is the chest. Chest injuries carry a significantly higher risk of death among elderly than younger occupants. While three point seat belts are effective in reducing the risk of death and injury in crashes in the general population, the seat belt is often cited as a source of chest injury among elderly occupants. Little is known about the seat belt wearing characteristics of older drivers. This study aims to describe seat belt wearing patterns among drivers aged 75 years and older by examining quality of seat belt use in terms of correctness and fit. Driver’s aged 75 years and older were interviewed and observed in their vehicles. Demographic, vehicle, and seat belt wearing data were collected during interview. Seat belt information included self- reported frequency of use and response to questions about positioning of seat belts, ease of use and comfort. Seat belt fit was assessed visually. Sash belt fit was judged ‘good’ if it passed over the mid portion of the shoulder. ‘Poor’ sash belt fit included belts positioned off the shoulder, across the tip of the shoulder or in contact with the neck. Lap belt fit was judged ‘good’ if the belt passed low over the abdomen with at least the bottom edge of the webbing in contact with the upper thigh. Participant height, weight and seated height were also recorded. A sample of 380 participants is being sought. To date, data has been collected for 115 participants and data collection continues. Preliminary data indicates high rates of self-reported seat belt use, with only one participant reporting occasional non- use. However 22% indicate that they regularly re- position the sash portion of the seat belt. This is despite 92% reporting that wearing a seat belt is comfortable. In the authors sample, 44% reported having vehicles that allowed sash height adjustment, 30 were unsure if their vehicle had this feature, and only 70% who had this feature, had ever used it. Visual observation of belt fit revealed good sash and lap belt fit in 30% of participants. Sash belt fit was good in 69% of participants, with 28% positioned off or across the tip of the shoulder, and 5% in contact with the neck. The lap belt was too high in 43% of occupants. Poor lap belt positioning was significantly associated with greater body mass index (BMI), but there was no association between sash belt fit and BMI or stature. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Crash injuries KW - Data collection KW - Seat belt use KW - Thorax KW - Three point restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361284 ER - TY - CONF AN - 01571235 AU - Richardson, Shane AU - Sandvik, Andreas AU - Jones, Chris AU - Josevski, Nikola AU - Pok, Wei Pei (Tandy) AU - Orton, Tia AU - National Highway Traffic Safety Administration TI - The Comparative Testing of a Single and Double Ride Height Control Valve Suspension Control Systems PY - 2013 SP - 11p AB - The pneumatic control system on heavy vehicle air- bag suspension systems, typically designed in the United States of America (and other parts of the world), have one or two ride height control valves and a relatively complex pneumatic supply piping. BASE have developed a control system using two ride height control valves and simplified pneumatic piping. Handling and ride testing were conducted on: a petrol tanker (prime mover and trailer) fully loaded, half loaded and empty; and a concrete agitator fully loaded and empty with both the Original Equipment Manufacturer (OEM) and BASE suspension control systems. The suspension control systems, test method and results are detailed. On-road testing using two concrete agitators operating over the same route was also evaluated using Global Positioning System (GPS), accelerometer and video. The presented results show improvements in ride and handling with the BASE pneumatic air-bag suspension control system. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Global Positioning System KW - Heavy vehicles KW - Pneumatic equipment KW - Suspension systems KW - Test procedures KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361761 ER - TY - CONF AN - 01571233 AU - Whitman, Gary R AU - Hart, Arlie V AU - Sicher, Larry AU - Benda, Brian AU - D’Aulerio, Louis A AU - National Highway Traffic Safety Administration TI - Rear-Facing Child Safety Seat Performance in Frontal NCAP Level Crashes PY - 2013 SP - 14p AB - The objective of this paper was to study the performance of Rear-Facing Child Safety Seats (RFCSS) when installed in the center- rear occupant position of vehicles involved in New Car Assessment Program (NCAP) severity level frontal crashes. The authors conducted a series of simulated frontal crash tests using a horizontal accelerator. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Children KW - Frontal crashes KW - New Car Assessment Program (Ncap) KW - Occupant protection devices KW - Rear facing restraint systems KW - Rear seat occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361077 ER - TY - CONF AN - 01571232 AU - Ydenius, Anders AU - Stigson, Helena AU - Kullgren, Anders AU - Sunnevång, Cecilia AU - National Highway Traffic Safety Administration TI - Accuracy of Folksam Electronic Crash Recorder (ECR) In Frontal and Side Impact Crashes PY - 2013 SP - 12p AB - Estimation of crash severity from crash recorders is important in the evaluations of vehicle crashworthiness. The number of cars fitted with on-board crash recorders is in creasing. The majority of these recorders are integrated with airbag sensors that usually have limitations regarding e.g. recording time and sampling rate. The aim with this study was to evaluate the accuracy of an Electronic Crash Recorder (ECR) compared to laboratory accelerometers. The ECR records car body acceleration during a crash event. The ECR is part of a large accident data collection system where 10,000 units per year are installed in various car models in Sweden. The ECR has the possibility to record acceleration in longitudinal and lateral impacts and also in multiple events. The ECR also meet requirements like recording data 30 ms prior to pulse start (tₒ) and recording time up to 500 ms with 1 kHz sampling rate. The focus was to evaluate the accuracy in a wide range of impact speeds and with different pulse shapes. A series of 12 sled tests were conducted with delta-V between 12.3 and 73.5 km/h. In each test the sled was fitted with 10 ECRs as well as a laboratory accelerometer. Five ECRs were fitted in the longitudinal direction and five in the lateral. In total 120 ECR recordings were evaluated. Acceleration data were filtered according to CFC60 as defined in SAE J211. Change of velocity, mean and peak accelerations were derived from the filtered acceleration. No systematic error was found regarding delta-V. The systematic error of mean acceleration in the longitudinal direction was 0.4 g (3.5%). For all tests the standard deviation for delta-V in the longitudinal direction was 0.8 km/h (1.9%). The corresponding value for the lateral direction was 1.4 km/h (3.9%). The standard deviation for mean acceleration was 0.2 g (1.7%) in the longitudinal direction and 0.4 g (3.0%) in the lateral direction. In general no major differences in standard deviation between low and high speed crash tests were found. Overall the evaluation of the ECR showed that a low cost accelerometer device gives accuracy close to a laboratory accelerometer. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crashworthiness KW - Event data recorders KW - Frontal crashes KW - Impact tests KW - In vehicle sensors KW - Side crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360853 ER - TY - CONF AN - 01571231 AU - Han, Gu AU - Lee, Kyehyeok AU - Lee, Junho AU - Seok, Juyup AU - Snyder, David AU - Seo, Kwanho AU - Kim, Dongseok AU - National Highway Traffic Safety Administration TI - A Study on the Severity of the Proposed Korean NCAP AE-MDB Side Impact Test PY - 2013 SP - 9p AB - Since 2003, the Korean NCAP(New Car Assessment Program) has included side impact tests. In these tests, a 950 kg moving barrier is collided into the driver side of the test vehicle at 55kph, in a direction perpendicular to the longitudinal center line of the test vehicle. The Korean NCAP has recently investigated using the AE-MDB (Advanced European Mobile Deformable Barrier) in their testing to better represent the population of the vehicles on the road in Korea. It is necessary to improve. side moving deformable barrier characteristics to reflect real world side collisions. The purpose of this study is to evaluate and compare the severity of the proposed Korean NCAP AE-MDB test at both 1300 kg and 1500 kg, relative to the current 950 kg. barrier test. Large-size, mid-size and small-size cars were tested. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Center lines KW - Crash severity KW - Impact tests KW - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Side crashes KW - Temporary barriers KW - Test vehicles UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361106 ER - TY - CONF AN - 01571229 AU - Kiebach, Helge AU - National Highway Traffic Safety Administration TI - Impact of Driver Assistance Systems on Safety and Repair PY - 2013 SP - 6p AB - Driver assistance systems, such as autonomous pre-crash braking systems can reduce the impact velocity (particularly the impact energy) or can even avoid the crash completely. Thus, by reducing the impact speed in order to decrease the number of serious accidents, the subsequent repair costs of the crashed vehicle can also be lowered. However, the testing and assessment of new cars still involves using tests which do not take into account the significant additional potential of integrated safety measures. In order to investigate the differences during crashes as a consequence of altered kinetic energy at the vehicle front, KTI teamed up with DEKRA and BMW to carry out joint crash tests with the latest BMW 5 series vehicles. The vehicles involved braked automatically from 64 km/h initial test velocity down to different impact speeds. The paper will describe and discuss some relevant details and results of the crash tests regarding passenger safety and repair costs. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - BMW Automobile KW - Crash avoidance systems KW - Crash severity KW - Driver support systems KW - Impact speed KW - Impact tests KW - Kinetics UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361015 ER - TY - CONF AN - 01571222 AU - Ida, Hitoshi AU - Aoki, Masashi AU - Asaoka, Michihisa AU - Mizuno, Koji AU - Hitosugi, Masahito AU - National Highway Traffic Safety Administration TI - Analysis of Abdominal Injuries in Obese and Nonobese Restrained Occupants PY - 2013 SP - 7p AB - This study clarified the effect of body physique to abdominal injury distribution in terms of frontal passengers at frontal collision using National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) database with medical knowledge and engineering analysis. Present research based on the real-world accident data showed that distribution and severity of abdominal injuries of the restrained front seat occupants in frontal collisions was reflected by the body physique. Obese occupants tend to suffer from the injuries of middle-lower abdomen owing to the seatbelt compression. From the reconstruction of the occupants’ kinematics, severity of abdominal injuries largely depended on the pelvic displacement in both obese and nonobese occupants. Therefore, to decrease the severity of abdominal injuries, knee airbag is one of considered proper devices as restraint systems for controlling pelvic displacement. The result of frontal collision simulation with human model THUMS with various body physiques clearly shows that the mechanism and the effects of reduction of abdominal injuries. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Crash data KW - Crash injuries KW - Kinematics KW - National Automotive Sampling System - Crashworthiness Data System KW - Obesity KW - Occupant protection devices UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360864 ER - TY - CONF AN - 01571220 AU - Benmimoun, Mohamed AU - Zlocki, Adrian AU - Eckstein, Lutz AU - National Highway Traffic Safety Administration TI - Behavioral Changes and User Acceptance of Adaptive Cruise Control (ACC) and Forward Collision Warning (FCW): Key Findings Within an European Naturalistic Field Operational Test PY - 2013 SP - 6p AB - In the euroFOT project multiple Advanced Driver Assistance Systems (ADAS) were tested within a large-scale Field Operational Test (FOT) in Europe. Main objective of the project was the impact assessment of different ADAS on safety, traffic efficiency, environment, driver behaviour and user-acceptance in real life situations with normal drivers. The needed data was gathered by means of instrumented vehicles. Altogether, about 1000 vehicles from different manufacturers and with different advanced driver assistance systems took part in the FOT. The Institute of Automotive Engineering (ika) of the RWTH Aachen University analysed the effects of Adaptive Cruise Control (ACC) usage in combination with Forward Collision Warning (FCW) under normal driving conditions of 100 passenger cars. The results of the data analysis show positive effects on traffic safety and fuel consumption. In terms of traffic safety a reduction in number of incidents, harsh braking and critical time-headways were determined. These reductions can be attributed to changed distance behaviour of the drivers. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Autonomous intelligent cruise control KW - Behavior KW - Crash avoidance systems KW - Driver support systems KW - Drivers KW - Europe KW - Instrumented vehicles UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360845 ER - TY - CONF AN - 01571219 AU - Khim, Jeongkeun AU - Son, Changkyu AU - Kim, Jeongmin AU - Jeon, Huijeong AU - Ha, Jungbum AU - Seo, Kwanho AU - Kim, Dongseok AU - National Highway Traffic Safety Administration TI - A Study of the Relationship Between Seatbelt System and Occupant Injury in Rear Seat Based on EuroNCAP Frontal Impact PY - 2013 SP - 7p AB - Front-row occupant protection in frontal crashes has benefited from restraint system development and vehicle crashworthiness improvements which have been driven partly by manufacturers’ efforts to improve vehicle scores in consumer metric tests. Until recently, occupants in the rear seat have not been considered in most consumer metric tests. As a result, a rear occupant evaluation has been introduced in Europe as a part of the European New Car Assessment Programme (EuroNCAP). Occupant protection performance in the rear seat needs to be evaluated in order to perform well in this newly introduced market requirement. This study investigates the potential benefits of seat belt pretensioners and load limiters in the rear seat for the new EuroNCAP condition. A series of sled tests were conducted following the new EuroNCAP protocol for a 50 km/h full width rigid barrier test. A Hybrid III 5th percentile female (AF5) dummy was seated in the rear seat of a sled buck representative of a small- sized vehicle. A mathematical simulation study of rear seat restraint parameters was first performed to assess chest deflection, head excursion trend and neck injury using different belt load limiters and pretensioning stroke with the Hybrid III 5th percentile female dummy. The results suggest that the belt pretensioner and load-limiter studied here may improve performance to rear seat occupants in the EuroNCAP condition, although more study is needed to evaluate these restraints in other crash scenarios. This study is limited to the Hybrid III 5th percentile female (AF5) dummy in this load case. Restraint performance for larger and smaller occupants also needs to be considered. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crashworthiness KW - Dummies KW - European New Car Assessment Program KW - Rear seat occupants KW - Seat belts KW - Sled tests KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360440 ER - TY - CONF AN - 01571217 AU - Cha, Joon Geun AU - Chul Hon, Bae AU - Han, Byoung Kee AU - National Highway Traffic Safety Administration TI - Experimental Study for the Possibility of Using of External Inversion Crash Box on Sloped Crash Barrier PY - 2013 SP - 6p AB - A new crash box system in the vehicle frontal crash is considering by energy absorbing of the pre-inverted pipe, which is a useful compression force based on the external inversion phenomenon. As a result of the application of the pre-inverted pipe, this paper describes the benefits of the uniform energy absorbing and the space utilization of the crash box systems with 3 thicknesses of pipes during the frontal collision. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Compression tests KW - Crash box KW - Energy absorption KW - Frontal crashes KW - Pipe KW - Thickness UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361016 ER - TY - CONF AN - 01571216 AU - Rodarius, Carmen AU - de Hair, Stefanie AU - Mottola, Ernesto AU - Schaub, Swen AU - National Highway Traffic Safety Administration TI - Pedestrian Kinematics – a Detailed Study from the AsPeCSS Project PY - 2013 SP - 13p AB - This study aims at providing insight on pedestrian kinematics during vehicle impact for the following variables: pedestrian size, position and posture as well as vehicle related variables like shape, speed and pre-crash braking. It is part of the work conducted within work package 3 “Injury assessment: data for construction of injury risk curves” of the European project “Assessment methodologies for forward looking Integrated Pedestrian and further extension to Cyclists Safety Systems” (AsPeCSS). The results of this subtask are used within the project to adapt current testing procedures towards more realistic approaches based on changes introduced into accident circumstances by todays smarter car designs. First, a trend study was carried out using simplified vehicle models based on “Advanced PROtection SYStems” (APROSYS) work in MADYMO using the MADYMO ellipsoid human body models. In a second step, different detailed finite element (FE) and multi body (MB) vehicle models of recent cars were investigated using MADYMO and the MADYMO facet pedestrian model as well as LS-Dyna and the “Total Human Model for Safety” (THUMS) human body models. Approximately 1700 different simulations were done to study the general effect on head impact speed, angle and wrap around distance (WAD) when varying input parameters like vehicle shape and speed but also pedestrian size, postures and orientations towards the car. The second study confirmed the trends found with the simplified car models and provided more detailed information on the head and upper leg impact conditions. Moreover, some general effects introduced by simplified models were evaluated and corrected using the results of the detailed vehicle studies. Additional parameter variations as pitching and braking of the car for different initial speeds or lateral impact position provide a complete picture of pedestrian impact kinematics. It was found, that not only vehicle speed and pedestrian size determined how and where the head of the pedestrian hits the car but also differences in posture or vehicle pitching due to pre-crash braking are influencing the kinematics, the impact conditions as well as the potential injury risk significantly. A running child can hence for example hit a car differently than a walking one. Also, significant differences were found depending on whether the head impact occurs on a bonnet top or the windscreen area. Combining all three simulation studies the influence of active safety systems on the pedestrian kinematics during car to pedestrian impacts has been estimated. The combined use of generic and actual car models leads to results that are valid for the current and future vehicle fleet. Information on pedestrian kinematics is needed to propose updates to current pedestrian regulations and consumer tests in line with the development of integrated safety systems. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Europe KW - Finite element method KW - Human body mass KW - Human body size KW - Kinetics KW - MADYMO (Computer program) KW - Pedestrian-vehicle crashes KW - Speed KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361094 ER - TY - CONF AN - 01571215 AU - Truong, Jessica AU - Cockfield, Samantha AU - National Highway Traffic Safety Administration TI - TAC SafeCar Project – Demonstration of New and Emerging Vehicle Safety Technologies PY - 2013 SP - 5p AB - The vital role of vehicle safety, one of the main pillars of the Safe System approach, in combating road trauma is well recognised. The Transport Accident Commission (TAC) has undertaken a number of campaigns and projects to increase public awareness and demand for safer vehicles and vehicle safety technologies. One project that the TAC is involved in, is the research, development and demonstration of new vehicle technologies via the SafeCar Project. This project is a demonstration of new and emerging technologies that have promising road safety potential. The technologies selected for demonstration target some of the key issues associated with road trauma such as speed and fatigue. The technologies currently installed include Driver Drowsiness Detection, Lane Departure Warning, Intelligent Speed Assist, Seatbelt Interlock, Top Speed Limiter and Daytime Running Lights. The aim of the project is to further develop, demonstrate and promote these technologies to the community and key decision makers. This paper will discuss the rationale in selecting these technologies for demonstration and the communication strategy for the project. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Drowsiness KW - Fatigue (Physiological condition) KW - Intelligent speed adaptation KW - Intelligent vehicles KW - Lane departure warning systems KW - SafeCar KW - Technological innovations KW - Traffic crashes KW - Transport Accident Commission KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361321 ER - TY - CONF AN - 01571214 AU - Bálint, András AU - National Highway Traffic Safety Administration TI - Mathematical Analysis of Braking in Rear-End Crash Scenarios PY - 2013 SP - 4p AB - Recently, a test-based assessment method for forward-looking crash avoidance and mitigation systems (pre-crash systems) was developed within the European Union (EU) project ASSESS. In this method, injury outcome is correlated with the change of velocity (Delta-V) during the crash and the effect of the pre-crash system on this quantity is investigated. Delta-V may be related to relative impact speed (i.e., the speed difference between the vehicles at the moment of collision) by certain assumptions. It is therefore a central question in the ASSESS assessment method to determine the relative impact speed in all rear-end test scenarios in the test protocol. This is most challenging in the scenario when the vehicle under test (striking vehicle) is approaching a braking lead vehicle. In this paper, the corresponding question is addressed in a much more general setting. In particular, instead of the fixed values used in the test protocol for the ASSESS method, all possible values for the initial speeds and decelerations of the vehicles and the initial headway of the lead vehicle are considered in the important case when the two vehicles have equal initial speeds and decelerations. The question addressed here is the following: given arbitrary values of all these parameters, is it possible to determine the speed difference between the two vehicles at the time of collision from the impact speed of the vehicle under test using mathematically rigorous methods? The results show that under simplifying assumptions, the relative impact speed may be expressed as a function of the impact speed of the vehicle under test. The set of valid test results is characterized for all possible parameter values together with the requirements on how early braking needs to be performed in order to avoid the crash. Possible generalizations of the method (including the feasibility of removing some of the theoretical assumptions) are also discussed. The results may be of use in the design of future test protocols for radar-based braking systems as well as in the development of such systems. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Braking KW - Crash avoidance systems KW - Driver support systems KW - Headways KW - Impact tests KW - Mathematical analysis KW - Rear end crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361028 ER - TY - CONF AN - 01571213 AU - Wu, Jingshu AU - McHenry, Stephen AU - Quandt, Jeffrey AU - National Highway Traffic Safety Administration TI - An Application of Weibull Analysis to Determine Failure Rates in Automotive Components PY - 2013 SP - 6p AB - This paper focuses on the automotive component failure rate detection using Weibull analysis and other survival analysis techniques. Detailed attention is paid to three areas: 1) overall failure rates are described statistically first, and data cleaning and definitions of ‘failed’ and ‘censored’ data within the research time or warranty period are made; 2) Kaplan-Meier life curves and Log-rank tests are used to compare the component reliability over time and explore risks factor related to the component failure; 3) Weibull regressions, with two and three parameters, are applied to fit real-world reliability data from different test conditions, and to predict the automotive component failure trend over future time. The analysis results agree well with real-world test data, and provide reasonable prediction of future failure trends. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Failure KW - Reliability KW - Risk analysis KW - Vehicle components KW - Vehicle safety KW - Weibull distributions UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361770 ER - TY - CONF AN - 01571205 AU - Lee, Hong Guk AU - Yoo, Song Min AU - National Highway Traffic Safety Administration TI - Evaluation of the Vision Based Blind Spot Detection System Misjudgment Performance Based on Roadway Curvature PY - 2013 SP - 7p AB - Even though state of the art technologies in assisting drivers to prevent accident or to minimize damages are currently adopted in most vehicles, few methodologies have been proposed in terms of evaluating the effectiveness and performance of those systems being operated in local roadway environment. Those assistance systems would warn drivers' lack of awareness or carelessness through proper warning signal but fault or misjudgment in detecting an incidence often discourage customers and drive them away from relying on relevant systems. The blind spot detection (BSD) system has been designed to warn drivers when adjacent vehicles are out of driver visible sight with close proximity. At a certain curvature lane, even though a vehicle follows preceding one in the same lane, it would be located in the warning zone and might provoke an alarm. A study objective is to evaluate the characteristics of BSD system in various curvature roads. The roadway design standard with flat surface eliminating the effect from elevation is used in introducing curvature road. The vision based BSD system with lane width of 3.5m, lane radius of curvature as 110 and 125m is used. The BSD system detection criteria are applied referring to ISO 17387. The possibilities of system's misjudgment are based on the proportion of current lane area detected by the system within the detection range. The assessment of the area is found from analytical analysis or Monte Carlo method based on the geometry. The BSD system performance is found to be characterized by lateral and longitudinal detection range, roadway width and curvature. The results show that the possibility of misjudgment increases as the curvature decreases. As the longitudinal detection range increases, erroneous measurement increases gradually and reaches sudden leap. The misjudgment trend with respect to lateral detection range shows similar variation. The other parameters affecting the system performance might be current and following vehicle orientation, location, lane width, vehicle speed with different inter vehicle gap. Further study is encouraged. Various calculation methods would be proposed for the assessment of overlapped area composed of lines and arc. Since the combination of geometrical disposition and operating condition would require detailed classification of cases for assessment purposes, more thorough studies are required. Different roadway design like clothoid curve would require complex evaluation method other than simple analytical approach. A vision base BSD system might cause malfunction and deteriorate the credibility that the driver assistance system has been accumulating. As for the misjudgment of system, similar analogy can be applied to different type of BSD system like radar based one. Studied results can be used to enhance the system reliability by adjusting the lateral and longitudinal detection range. Proper test procedures considering roadway design criteria and vehicle condition can be proposed for evaluating BSD system performance. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Blind spots KW - Crash avoidance systems KW - Detectors KW - Driver support systems KW - Gap acceptance KW - Highway curves KW - Highway design KW - Monte Carlo method KW - Technological innovations UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361031 ER - TY - CONF AN - 01571202 AU - Kim, Hee Seok AU - Hong, Seok Joon AU - Yeom, Kun Chul AU - Cho, Seong Soo AU - Unger, Michiel AU - National Highway Traffic Safety Administration TI - Sensitivity and Load Path Analysis for the H-III in Frontal Impact PY - 2013 SP - 9p AB - The main objective of the paper is to develop an analysis method of the mechanisms that controls the behavior of the H-III neck, thorax, and lower extremity injuries in a United States New Car Assessment Program (USNCAP) and European New Car Assessment Programme (Euro-NCAP) frontal impact. The analysis method will be utilized within the engineering design of safety systems to obtain optimal injury values. For this research were conducted in five (5) steps. Step 1. Load path analysis based on numerical simulations, crash tests and 6 sled tests of various conditions with extended instrumentation (ex. Angular rate sensors, Rib-Eye). The numerical models were validated with the sled test data, to allow analysis of the load path mechanisms. Step 2. Sensitivity analysis of the safety system and dummy sub-systems with validated models. The sub- system simulation study was conducted in detail for finding out physics of the load paths mechanism and the sensitivity of the injury value characteristics. Step 3. It was going to a systematic approach to injury mechanism through the kinematics. Then, relations between kinematic and physical load paths were characterized. Step 4. Details analyze the effects on each part for various pulse and safety restraint components. Then it will be showed effectiveness guidelines of various safety restraint components. Step 5. Four sled test for confirmation. Finally, the study resulted in identification of the mechanisms that mainly affect neck, thorax and lower extremities injury values. Based on the mechanism analysis, design guidelines could be help to safety system design of the target performance. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - European New Car Assessment Program KW - Frontal crashes KW - Impact tests KW - New Car Assessment Program KW - Sensitivity analysis KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360863 ER - TY - CONF AN - 01571196 AU - Berg, Alexander AU - Rücker, Peter AU - Niewöhner, Walter AU - Steinmetz, Gregor AU - National Highway Traffic Safety Administration TI - Status of the Secondary Safety of Coaches – Updated Statistics, Current Standards and Additional Technical Measures PY - 2013 SP - 15p AB - Although integrated safety has become more important, secondary (passive) safety is still relevant in ensuring that the consequences of the crashes which always happen on the roads are as low as possible. This is particularly true for coaches that may be occupied by many passengers. Attention has also to be paid to the safety of driver and tour guide sitting in foremost position of the compartment. To give an overview of the accident situation, results of updated statistical analyses are displayed for Europe and (in a more detailed form) for Germany. Combined with the results of in-depth studies it can be seen that rollover and frontal impacts are still the most relevant scenarios encountered in severe bus/coach accidents. Regarding rollover, the superstructure design of new coaches has to be improved to meet the requirements of the revised ECE-R 66-02. This is illustrated by an example. On a voluntary basis, few original equipment manufacturers (OEMs) have improved the structure of the front end in relation to frontal impacts by using pendulum tests and full-scale crash tests in combination with advanced numerical simulation techniques. As a result, a new safety system called Front Collision Guard was developed and implemented in the latest series of Setra and Mercedes-Benz coaches. For best safety performance in all kinds of accidents occupants should buckle up in their seats. Seats and restraint systems used in coaches have to meet the requirements of ECE-R 14 and ECE-R 80. To address this, updated results of a literature review and examples of seats and restraint systems used in modern coaches show the state of the art. The article gives a short but complete updated overview of the most relevant aspects of the secondary (passive) safety of coaches. The main part describes the design and evaluation of the performance of the Front Collision Guard which may bring the secondary (passive) safety of coaches to a new level. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Europe KW - Frontal crashes KW - Germany KW - Impact tests KW - Mercedes-Benz KW - Passive restraint systems KW - Restraint systems KW - Rollover crashes KW - Setra buses KW - Standards KW - Statistical analysis UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360791 ER - TY - CONF AN - 01571193 AU - Ellway, J D AU - van Ratingen, M AU - Versmissen, T AU - van Montfort, S AU - Langner, T AU - Dobberstein, J AU - Goutas, P AU - Gay, P AU - Malak, A AU - Denker, C AU - Hallack, J AU - Odanaka, K AU - Ogihara, T AU - National Highway Traffic Safety Administration TI - The Advanced European Mobile Deformable Barrier Specification for Use in Euro NCAP Side Impact Testing PY - 2013 SP - 31p AB - Past European collaborative research involving government bodies, vehicle manufacturers and test laboratories has resulted in a prototype barrier face called the Advanced European Mobile Deformable Barrier (AE-MDB) for use in a new side impact test procedure. This procedure offers a better representation of the current accident situation and, in particular the barrier concept is a better reflection of front-end stiffness seen in today’s passenger car fleet compared to that of the current legislative barrier face. Based on the preliminary performance corridors of the prototype AE-MDB, a refined AE-MDB specification has been developed. A programme of barrier to load cell wall testing was undertaken to complete and standardise the AE-MDB specification. Barrier faces were supplied by the four leading manufacturers to demonstrate that the specification could be met by all. This paper includes background, specification and proof of compliance. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crashes KW - Europe KW - European New Car Assessment Program KW - Impact tests KW - Load cells KW - Side crashes KW - Specifications KW - Temporary barriers UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361279 ER - TY - CONF AN - 01571190 AU - Acar, B Serpil AU - Weekes, Alix M AU - National Highway Traffic Safety Administration TI - Seatbelt Positioning During Pregnancy PY - 2013 SP - 6p AB - The objective of this study is to investigate correct seat belt use rates in pregnancy. A structured questionnaire study was centered at the antenatal clinic in Luton and Dunstable Hospital NHS Trust together with Loughborough University in the United Kingdom (UK). In addition further responses received via the Internet. Questionnaire responses from the UK were from pregnant women into their 6 to 40+ of pregnancy. Through the website further responses were also received from North America. The women were asked about their use of seat belts and specifically how the shoulder and lap portions of the 3-point seatbelt were positioned. Women were also asked about their experiences about using airbags and head restraints whilst pregnant. The responses about seatbelt use in pregnancy were analysed and the main safety concerns are found to be low levels of correct seatbelt positioning. Seatbelt use in pregnancy is high in the UK, however less than 13% of the seatbelt users had correctly positioned both portions of the belt. The rate of seatbelt and correct seat belt use in the North American countries is lower than UK. The research will be extended and a world-wide study will be conducted through collaboration with researchers and motor manufacturers globally to investigate the needs and requirements of pregnant occupants as passengers and drivers. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automobile industry KW - North America KW - Occupant protection devices KW - Positioning KW - Pregnant women KW - Questionnaires KW - Restraint systems KW - Seat belt use KW - United Kingdom UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360431 ER - TY - CONF AN - 01571188 AU - Rieth, Peter E AU - Eckert, Alfred AU - Remfrey, James AU - National Highway Traffic Safety Administration TI - Safety ADAS - Pacemaker for Automated Driving PY - 2013 SP - 3p AB - Automated driving is no longer blue sky thinking but progressively becoming a reality. The various levels of automation build on the ongoing enhancement of Advanced Driver Assistance Systems (ADAS) that ease the load (physically and mentally) on the driver in specific use cases. At assistance level, the driver is still obliged to permanently monitor the behavior of the vehicle. Driver Assistance Systems help in handling situations where cognitive or physical responses are overtaxed, be it at the stability level of driving, with Anti-lock Brake System (ABS) or Electronic Stability Control (ESC), or at the guidance level, through “Safety ADAS” functions such as Emergency Brake Assist (EBA) or Emergency Steer Assist (ESA). At automation levels longitudinal and lateral guidance tasks are increasingly being taken over completely, with the significant change of the driver’s role with regard to relieving monitoring obligation, consequently a shift of liability from the driver to the system/vehicle manufacturer. The following paper provides an overview of the current state of knowledge of the various levels of automation from driver assisted vehicle operation to highly automated driving. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Antilock brake systems KW - Automatic braking KW - Driver support systems KW - Electronic stability control KW - Human machine systems KW - Intelligent vehicles KW - Vehicle operations UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361025 ER - TY - CONF AN - 01571184 AU - Kim, Dongsun AU - Kim, Hongryeol AU - Jin, Xuefeng AU - National Highway Traffic Safety Administration TI - Electronic Stability Test Through a FCEV Simulation Model Development PY - 2013 SP - 6p AB - In this paper, the authors propose assessment methodology of Electrical Stability for hydrogen fuel cell vehicle (HFCV) and EV (Electronic Vehicle) through a Simulation Model Development. The purpose of the simulation is to simulate the situations where insulation failure leads to leakage current and voltage rise. The allowance of the symptoms in the view of human safety also can be assessed through the simulation. Through the simulation, high voltage system of the HFCV and EV can assessed considering electrical accidents. The assessment of the high voltage system of HFCV and EV is achieved through the simulation. And also the authors can supplement high voltage system design by the results of the simulation. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crashes KW - Electric vehicles KW - Fuel cells KW - High voltage KW - Hydrogen fueled vehicles KW - Leakage KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361307 ER - TY - CONF AN - 01571181 AU - Hong, Seong Woo AU - Park, Wonpil AU - Hong, Seungjun AU - National Highway Traffic Safety Administration TI - Thoracic Injury Characteristics of Elderly Drivers in Real World Car Accidents PY - 2013 SP - 9p AB - Recent research has indicated that elderly occupants are more vulnerable than other age groups in motor vehicle crashes while the elderly population has significantly grown worldwide. Based on the comprehensive claim data (2000-2008) from an automobile insurance company in South Korea, the survey showed that elderly drivers (65+) suffer thoracic injuries more compared to the other age groups. To show the significance of the age effect, this study investigates injuries among the different age groups involved in frontal, side and rear collisions based on real world crash data. Real world crash analysis was statistically performed to analyze the elderly driver's accident pattern, and injury types in a variety of impact crashes. The result shows the thoracic injury risk of the elderly group is 2.6 times higher than that of the middle age group (24-54) in frontal crashes, 2.7 times in side crashes, and 4.8 times in rear crashes. In-depth study was conducted to compare the degree of injuries in detail between elderly drivers and non-elderly drivers. The medical records showed that elderly drivers have higher possibility of the thoracic injury. Diagnosis shows that most of thoracic injuries were caused by rib fractures. It has been demonstrated elderly drivers are likely to suffer more injuries at a chest region compared to the middle-aged group. Finally, thoracic injury analysis of two cases was done using CT images of injured elderly drivers. Using the reconstruction software, three-dimensional (3D) model was built to analyze injury characteristics accurately. This model provided the detailed trace on rib fractures and showed the cause of injuries were safety devices such as seat belt and airbag. This research calls attention to the need for design improvement to make vehicles more protective for older drivers in car-to-car frontal crashes. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Air bags KW - Crash data KW - Crash injuries KW - Frontal crashes KW - Ribs KW - Seat belts KW - South Korea KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360398 ER - TY - CONF AN - 01571180 AU - Kim, Sung-Bum AU - Kang, Jin-ju AU - An, Jae-sung AU - Bae, Joong-ho AU - Lee, Jong-Hyun AU - National Highway Traffic Safety Administration TI - A Study of Electro-Magnatic Compatibility about Electric Vehicle's Charging Mode PY - 2013 SP - 9p AB - Eco-friendly car market, which involves hybrid car, electric vehicle, plug-in electric vehicle, hydrogen fueled cell vehicle is expected to be extended locally and abroad amid the high price of petroleum and the enhancement of regulations on environments. Electric vehicles (EV), called Zero Emission Vehicles (ZEV) are perceived as an alternative by using the battery due to all kinds of regulations on cars. In order to avoid problems with electromagnetic interference, Extensive Electromagnetic Compatibility (EMC) and componenets of vehicles are being developed. As the electric cars are the ones that need recharging after driving, it may cause social problems when electromagnetic waves are over-generated while battery is being recharged at home or work places. So the electric cars need to be evaluated by two methods. One is driving mode with no charging on the power grid which is the existing test method from old times. The other is the RESS in charging mode coupled to the power grid. Recently various researches are discussing about battery recharging methods of electric cars. However, according to vehicle’s manufacture, the charging type and the position of inlet in vehicle are quite expensive. Real experiments of several electric vehicles were conducted in EMC chamber in KATRI lab. This study shows the differences in the test results of two different methods (driving & charging mode) and provides proper test setup according to the location of inlet. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Electric vehicle charging KW - Electric vehicles KW - Electromagnetic compatibility KW - Electromagnetic interference KW - Vehicle safety KW - Zero emission vehicles UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360470 ER - TY - CONF AN - 01571177 AU - Ito, Daisuke AU - Ejima, Susumu AU - Sukegawa, Yoshihiro AU - Antona, Jacobo AU - Ito, Hisao AU - Komeno, Fumihito AU - National Highway Traffic Safety Administration TI - Assessment of a Pre-Crash Seatbelt Technology in Frontal Impacts by Using a New Crash Test Sled System with Controllable Pre-Impact Braking PY - 2013 SP - 9p AB - The objective of this study is to develop a new method and tools required for the evaluation of the potential benefits of pre-impact safety restraint systems. A pre-crash sled system that can reproduce controlled pre-impact braking in combination with a variety of crash pulses was built. The sled can be customized from existing vehicles to examine a variety of restraint systems. In addition, a previously validated 50th percentile male Hybrid III dummy with a modified lumbar was employed to reconstruct realistic driver’s posture changes at the pre-impact braking phase. In order to evaluate the potential benefits of a pre-crash seatbelt (PSB), the modified dummy was placed on the sled with a standard seating posture and restrained by either a conventional seatbelt (SB) or a PSB controlled by a motor in the retractor. The sled system was then programmed to reach a steady speed of 64 km/h, followed by a 0.8 g deceleration and 0.8 seconds of duration, just before colliding against the barrier at the speed of 48 km/h. Increased forward travelling of the upper body at the pre-impact braking phase with the SB was measured in comparison to the PSB case. In the PSB case, full airbag deployment occurred before body-to-airbag contact, allowing the airbag in coordination with the belt to mitigate the neck loading optimally and to reduce a 15% of chest acceleration. In the SB case, body-to-airbag contact occurred before its complete deployment, causing increased neck forces and moments as well as chest acceleration. In contrast, equivalent chest deflections for both types of seatbelts were measured. In this research, a new pre-crash sled system with the potential to evaluate pre-crash safety restraint systems was developed. Crash tests with dummies were conducted in order to examine the effectiveness of a PSB. By controlling the posture change during an emergency braking, the reduction of neck and chest injury risk in front impacts was achieved. This confirms the potential of a PSB to enhance occupant protection. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Braking KW - Dummies KW - Posture KW - Restraint systems KW - Seat belts KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360436 ER - TY - CONF AN - 01571176 AU - Eckstein, Lutz AU - Zlocki, Adrian AU - National Highway Traffic Safety Administration TI - Safety Potential of ADAS – Combined Methods for an Effective Evaluation PY - 2013 SP - 7p AB - This paper addresses the research question, how the depending criteria effectiveness, acceptance, controllability and functional safety of advanced driver assistance systems (ADAS) can be evaluated and considered already during the vehicle development process starting at a very early stage. On the basis of a systematic overview and classification on safety evaluation methods an Advanced Driver Assistance Systems (ADAS) development and evaluation process is introduced, in which system, vehicle, driver and the traffic environment are either represented virtually or experimentally. This evaluation concept, called “circuit of critical driving situations” provides a methodological connection of the mutual dependencies between system effectiveness, acceptance, controllability and functional safety. The necessary interaction of competences and scientific disciplines is described, in order to implement this approach, namely vehicle technology, psychology and functional safety. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Autonomous intelligent cruise control KW - Driver support systems KW - Evaluation and assessment KW - Fatalities KW - Traffic crashes KW - Vehicle safety KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361047 ER - TY - CONF AN - 01571174 AU - Erbsmehl, Christian T AU - National Highway Traffic Safety Administration TI - A Method to Estimate Deformation Energy Levels of Battery and Fuel Cell Systems Depending on Their Location by Using Real Accident Data (GIDAS) PY - 2013 SP - 9p AB - Due to an increasing number of hybrid and electric vehicles in traffic the safety of battery packages as well as of fuel cells becomes more and more interesting. It is another reason to develop appropriate safety ideas to protect all traffic participants and rescue teams of possible threats. In order to reach high safety levels for possible accidents very hard cases protect the high voltage systems or fuel cells in cars. To meet the future safety requirements those housings are subject to various safety tests. To point out some key requirements for the testing procedures the approach of the FaSeA study has to be continued with the focus on energy levels depending on the installation location of batteries or fuel cells. The aim of this publication is the design and development of a well defined 3-dimensional deformation energy model, which can be used to specify the testing requirements for future battery and fuel cell development or testing. The model is designed on the basis of the German-In- Depth-Accident-Study (GIDAS) database, which contains about 20.000 deformed cars including the crash energies as a result of a detailed reconstruction of every single accident. These deformations are then used to form a 3- dimensional-deformation-frequency-model using a similar method like the FaSeA project. After designing this deformation frequency model all deformations and crash energies of the reconstruction are being merged in the energy model. As a last step the energy model will be used to explain some example fuel cells or batteries regarding their installation location. The paper will provide a better understanding for the development and the design of battery packages or fuel cells. It will also explain a method for specifying battery package and fuel cell test requirements depending on the vehicle type and the installation location. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash reconstruction KW - Electric batteries KW - Electric vehicles KW - Fuel cells KW - German In-Depth Accident Study KW - Hybrid vehicles KW - Location KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360507 ER - TY - CONF AN - 01571172 AU - Adolph, Thorsten AU - Damm, Richard AU - Kanjuparambil, Nimoy AU - Langer, Ulrich AU - Meyna, Arno AU - Huster, Daniel AU - National Highway Traffic Safety Administration TI - Development and Validation of a Reference Vehicle for Future Research in Passive Safety PY - 2013 SP - 6p AB - The objective was to develop and validate a crash trolley (reference vehicle) equipped with a compartment and a full restraint system for driver and front seat passenger which can be used in full scale crash testing. Furthermore, the crash trolley should have a suspension to show rotation and nick effects similar to real vehicles. Within the development phase the reference vehicle was build based on a European family car. Special attention was needed to provide appropriate strength to the trolley and its suspension. The reference vehicle is equipped with a restraint system consisting of airbags, pedals, seats, dashboard, and windscreen. On the front of the vehicle different crash barriers can be installed to provide miscellaneous deceleration pulses. For the validation phase a series of low and high speed crash tests with HIII dummies were conducted and compared with full scale tests. For the comparison deceleration pulse, dummy numbers and vehicle movement were analyzed. Validation tests with velocities up to 60 km/h showed promising results. The compartment and the suspension systems stayed stable. Rotation effects were comparable with full scale car crash tests. The airbags and seat belt system worked reasonable. The acceleration pulse compared to an European New Car Assessment Programme (EuroNCAP) test had a similar characteristic but was in general slightly lower. After the successful validation the reference vehicle is already in use in different studies in the field of vehicle safety research at BASt. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Dummies KW - European New Car Assessment Program KW - Front seat occupants KW - Impact tests KW - Occupant protection devices KW - Restraint systems KW - Validation KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361012 ER - TY - CONF AN - 01571159 AU - Katagiri, Maika AU - Miyazak, Yusuke AU - Pramudita, Jonas AU - Ujihashi, Sadayuki AU - National Highway Traffic Safety Administration TI - Development of Occupant Injury Prediction Algorithms for Advanced Automatic Collision Notification by Numerical Crash Reconstructions PY - 2013 SP - 8p AB - Prediction of injured body regions and injury severity from available accident data can lead to more appropriate and hastier emergency care in automotive accidents. The existing prediction method was based on statistical analysis of a massive amount of real-world accident data. However, numerical crash simulations were also considered to provide a virtual injury database in a relatively short time. Therefore, the purpose of this study was to develop and to evaluate a new method to obtain injury prediction algorithm by utilizing virtual database of numerous computer simulation results. Occupant and cabin were modeled as multi-bodies. The occupant models have geometries of typical Japanese adult males. The cabin model consists of safety restraint systems and interior panels. Acceleration and intrusion of the door panels during side impact were delivered to the occupant in the simulations. Hundreds of crash simulations were performed where crash parameters were changed systematically. The injury prediction algorithms were developed by logistic regression analysis of the database constructed from the results of the simulations. The algorithms correctly predicted more than half of the head, thorax, and thigh injuries in 48 accidents. However, this study neglected cabin deformation in frontal crash, break of door-window, as well as occupant’s age and gender, which may affect on the occupant responses and injury severities. These limitations might be the cause of the miss predictions of injury severity in the simulations. In this study, possibility of developing injury prediction algorithms by using numerical crash reconstructions was presented as a different approach from existing method that used real-world accident data. For more accurate predictions, improvement of the simulation models and consideration of occupant characteristics are required. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Crash data KW - Crash injuries KW - Crash reconstruction KW - Crash severity KW - Logistic regression analysis KW - Restraint systems KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361775 ER - TY - CONF AN - 01571156 AU - Mousel, Thierry AU - National Highway Traffic Safety Administration TI - Seat Belt Reminder Incentives in NCAP Programs: A Success Story PY - 2013 SP - 7p AB - Wearing a seatbelt is considered the most important factor in preventing serious or fatal occupant injuries in a vehicle crash. In order to remind occupants to buckle up, intelligent seat belt reminder (SBR) systems were developed in Sweden in the early 1990s. Since then, many studies have proven that SBR systems are highly effective in raising seat belt wearing rates. About 80% of unbelted drivers will buckle up when reminded to do so. However, in the late 1990s, very few vehicle models offered SBRs. In order to encourage vehicle manufacturers to install SBR systems, Euro NCAP introduced SBR bonus points into its rating scheme in 2002. In subsequent years, the number of Euro NCAP-tested vehicles that were equipped with SBR systems increased significantly. 2011 was the first year where all of the 51 cars tested were equipped with an SBR system on both front seats. In addition, 50% of the assessed vehicles also had a rear seat SBR system (buckle status monitoring only). The Australia New Car Assessment Program (NCAP) rating program adopted a similar approach to Euro NCAP, and implemented the same seat belt reminder protocol into its rating scheme. Other NCAP programs have also introduced their own SBR incentives: China NCAP (2006) and Japan NCAP (2011). ASEAN NCAP, Korea NCAP and Latin NCAP will follow with SBR incentives, starting with the 2013 ratings. A historical review of the effectiveness of SBR incentives in the NCAP programs that have offered them for a couple of years (Europe, Australia, China) shows a clear trend: the number of vehicles equipped with SBR systems is increasing significantly. In the vehicles tested in 2012 by Australia NCAP, a driver SBR was installed in 98%, a front passenger SBR in 90% and a rear seat SBR in 43%. For China NCAP-assessed vehicles, the SBR installation rates until mid 2012 reached 96% for the driver and 84% for the front passenger seat. For the NCAP regions that have only recently introduced SBR incentives, or those planning on doing so in the near future, a similar trend can be expected. Although NCAP programs do not test all new vehicle types on the market, an increasing number of SBRs in NCAP-tested vehicles also has an impact on the SBR equipment of all vehicles sold in a specific region. When looking at all new vehicles sold in Europe (EU25) in 2009, only about 15% of the cars did not have any SBR equipment at all. 21.5% only had a driver SBR, 46.5% had an SBR on both front seats and 17% had a rear seat SBR system, in addition to the front seats. The continuously high SBR equipment rates in Euro NCAP-tested vehicle types will obviously have a positive impact on the market penetration of SBR, contributing to the reduction in road traffic fatalities by increasing seat belt wearing rates. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Asia KW - Australia KW - China KW - Fatalities KW - Japan KW - Korea KW - Latin America KW - New Car Assessment Program (Ncap) KW - Occupant protection devices KW - Seat belt reminders KW - Seat belt use KW - Three point restraint systems KW - Traffic crashes KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361320 ER - TY - CONF AN - 01571155 AU - Gail, Jost AU - Dülsen, Steffen AU - Hofmann-Böllinghaus, Anja AU - National Highway Traffic Safety Administration TI - Fire Safety of Buses - Research Action for Improving Vehicle Regulations PY - 2013 SP - 10p AB - Although the bus belongs to the safest traffic means, single accidents can be particularly severe and concern many passengers. Especially in case of fires a high number of injured and killed persons can be the outcome. Fire safety of buses therefore is of high importance. With the increase of synthetic and plastic materials as a material for the interior equipment of buses and coaches because of their good mechanical properties combined with low weight, the question arises whether the safety level has decreased in case of a fire during the last years - also compared to other means of transport. Because of the combustible plastics and their ability to release a high amount of heat the main fire load in buses is no longer the fuel but the plastic materials which are also often easy to ignite. Besides the flammability of the equipments, the production of smoke, the smoke development and propagation and its toxicity for the people as well as the testing methods and limit values are of interest. For those reasons research projects were initiated on behalf of the German Federal Highway Research Institute. At the one hand the fire behavior of coach interiors was examined in general focusing on fire propagation as well as fire detection and signalling. As result, recommendations with regard to early fire detection systems for the engine compartments and on-board extinguishing equipment were elaborated. At the other hand research is carried out to examine heat release, smoke, smoke propagation and its toxicity due to burning bus interior materials. The paper describes which effective and economically reasonable fire safety requirements for interiors of buses would improve the current situation. Proposals for amendments of current requirements are recommended including the specification of appropriate limit values. In particular, it is taken into consideration which reasonable fire safety standards from other transport sectors, especially the rail sector, should be transferred to buses. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Buses KW - Crash injuries KW - Fire detection systems KW - German Federal Highway Research Institute KW - Heat KW - Plastics KW - Single vehicle crashes KW - Vehicle fires UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360843 ER - TY - CONF AN - 01571147 AU - Friedman, Donald AU - Paver, Jacqueline G AU - Jimenez, Josh J AU - National Highway Traffic Safety Administration TI - Electronic Crash, Defect and Causation Analyses PY - 2013 SP - 4p AB - Since about 1990, all motor vehicles are equipped with Collision Data Recorder s (CDR). These devices initially provided impact and status data, as well as deployment commands for occupant protection systems. More recently, vehicles are equipped with drive-by-wire systems with electronically-aided driver controls derived from more than 40 control modules interconnected by communication networks. A vast amount of additional data is collected and stored by these control modules. Diagnostic Trouble Codes (DTCs) identify, describe and store events, faults, limitations exceeded and corrective actions made by each control module. The functioning of a control module, access, and storage location codes are defined in its Product Definition Description (PDD) manual. Several case studies are presented to demonstrate the effects of control module algorithms, events, faults and actions. A complete case study identified a defect and proved that defect was the proximate cause of the injury and death. Surprisingly, these modules can seize control of a drive-by-wire vehicle and actually cause loss of control, resulting in a crash and injury ranging in severity from minor to fatal. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Crash avoidance systems KW - Crash causes KW - Data recorders KW - Defects KW - Occupant protection devices KW - Vehicle electronics UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361281 ER - TY - CONF AN - 01571144 AU - Lee, John AU - Moeckli, Jane AU - Brown, Timothy AU - Roberts, Shannon AU - Victor, Trent AU - Marshall, Dawn AU - Schwarz, Chris AU - Nadler, Eric AU - National Highway Traffic Safety Administration TI - Detection of Driver Distraction Using Vision-Based Algorithms PY - 2013 SP - 10p AB - The risk of drivers engaging in distracting activities is increasing as in-vehicle technology and carried-in devices become increasingly common and complicated. Consequently, distraction and inattention contribute to crash risk and are likely to have an increasing influence on driving safety. Analysis of police-reported crash data from 2008 showed that distractions contributed to an estimated 5,870 fatalities and 515,000 injuries. This paper assesses the extent to which vision-based algorithms can detect different types of driver distraction under different driving conditions. Data were collected on the National Advanced Driving Simulator from 32 volunteer drivers between the ages of 25 and 50. Participants drove through representative situations on three types of roadways (urban, freeway, and rural) twice: once with and once without distraction tasks. The order of the drives was counterbalanced. The three distraction tasks included a reaching task, a visual-manual task and a cognitive task which were repeated eight times throughout the drive. Four different vision-based algorithms were evaluated. All of them performed significantly better than chance (random) performance . There was little difference between the approaches for the visual-manual bug task which required the most eyes-off- road time. The algorithm that estimated level of distraction by combining percent of glances to the road and long glances away from the road performed best for the arrows task, and was also the only algorithm that detected cognitive impairment. Differences across road types were also observed. Trade-offs exist between ensuring distraction detection and avoiding false alarms that complicate determining the most promising algorithm for detecting distraction. The differences in the algorithms’ abilities across evaluation criteria, road type, and distraction task type demonstrate critical trade-offs in capabilities that need to be considered. Depending on how feedback is presented to drivers, high false alarm rates may undermine drivers’ acceptance of the system. The study shows the importance of designing and testing algorithms with a variety of challenges to assess performance across a range of representative road and task types. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Crash injuries KW - Crash reports KW - Crash risk forecasting KW - Distraction KW - Driving simulators KW - Fatalities KW - National Advanced Driving Simulator KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361033 ER - TY - CONF AN - 01571142 AU - Lesire, Philippe AU - Johannsen, Heiko AU - Willinger, Rémy AU - Longton, Alejandro AU - Kirk, Alan AU - Beillas, Philippe AU - Fiorentino, Anita AU - National Highway Traffic Safety Administration TI - Child Advanced Safety Project for European Roads (CASPER), Better Knowledge and Better Tools to Improve the Real Protection of Children in Cars PY - 2013 SP - 15p AB - This paper is a synthesis of the results obtained in the different parts of the European Commission (EC) Child Advanced Safety Project for European Roads (CASPER) project and considers sociological approaches, technical works, and field and accident data. From parent's behaviour and wishes that show cultural differences, to human modelling works, this project widely covers the topic of child safety in cars. The CASPER project has brought a significant amount of field data that have been useful for a better understanding of the situation and used as basis for all the other tasks of the project. Consequent steps forward have been made in the development and improvement of tools usable for the approval of Child Restraint Systems (CRS) and in this aim a large collaboration with the GRSP Informal Group on CRS took place. Results have been presented and discussed in workshops with main participants and stakeholders of the child safety area. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Child Advanced Safety Project for European Roads (CASPER) KW - Child restraint systems KW - Children KW - Crash data KW - Occupant kinetics KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361100 ER - TY - CONF AN - 01571141 AU - Barbat, Saeed AU - LI, Xiaowei AU - Prasad, Priya AU - National Highway Traffic Safety Administration TI - Bumper and Grille Airbags Concept for Improved Vehicle Compatibility in Side Impact: Phase I PY - 2013 SP - 14p AB - Fundamental physics and numerous field studies have clearly shown a higher injury and fatality risk for occupants in smaller and lighter vehicles when colliding with a heavier, taller and a higher one. The consensus is that the significant parameters influencing compatibility in front-to- side crashes are geometric interaction, vehicle stiffness, and vehicle mass. The objective of this research is developing a concept of deployable bumper and grille airbags for improved vehicle compatibility in side impact. The external airbags, activated by signals from pre-crash sensors, may help mitigate the effect of weight, geometry and stiffness differences and reduce side intrusions. However, a highly reliable pre-crash sensing system is required to enable the reliable deployment, which is currently not technologically feasible. Analytical and numerical methods and hardware tests were used to help develop the deployable external airbags concept. A simplified spring- mass model was initially developed to set the target for bumper and grille airbags parameters. Finite Element (FE) models of the inflatable structure (bumper airbag) were developed and exercised. Several iterations were executed to help develop the airbags and guide efficient test plans. The concept development was executed and validated in two phases. This paper covers “Phase I” only, which consists of extensive analytical, simulation and test iterations to achieve the inflatable structural system design for integrity and performance on component, subsystem and VIA sled testing levels. Examples of Phase I tasks were: Fabric Material testing and evaluation for ultimate strength and module of elasticity properties; Sewn versus bonded airbag construction technique; Airbag vent types; Overall bumper and grille inflatables and canister design and fabrication; and VIA sled testing to evaluate inflatable design, integrity and performance. For the initial assessment of the inflatable system, a 48 kph perpendicular side impact of an SUV-type impactor against a stationary passenger car equipped with a US-SID-H3 crash dummy mounted on the sled was executed. Test results in terms of the airbags initial parameters, Head Injury Criteria (HIC), Thoracic Trauma Index (TTI), and Pelvic acceleration for the SID- H3 dummy, with bumper and grille airbags, were compared to those of baseline test results with no external airbags. This Phase 1 of the study was deemed successful in achieving the initial design parameters of the airbags, their integrity and their deployment and successfully staged the research for Phase II. The Phase II research investigated the concept of the inflatables and pre-crash sensing development, and was beyond the scope of this paper. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Bumpers KW - Crash sensors KW - Finite element method KW - Head Injury Criterion KW - Side crashes KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361102 ER - TY - CONF AN - 01571139 AU - McIntosh, Andrew AU - Lindner, Helen AU - Suratno, Basuki AU - National Highway Traffic Safety Administration TI - Child Restraints for Children with Additional Needs PY - 2013 SP - 8p AB - Transporting children with additional needs is challenging because of the range of physical and cognitive impairments, anthropometry, occupant safety, regulations and usability. Not only does the child restraint system (CRS) need to protect the child in a crash but the carer must also be able to assist the child in and out of the seat. In Australia CRS, except those for children with additional needs, must meet AS/NZS 1754. Unlike, European and United States of American (USA) standards, AS/NZS 1754 has a dynamic side impact test. The objective of the paper is to report on the results of dynamic impact tests conducted on a range of CRS for children with additional needs and identify opportunities for improving the crash performance. A secondary objective was to assess the strength requirements of the top tether anchorage point. Nine CRS models designed for children with additional needs were tested in front and side dynamic impact tests at the New South Wales (NSW) Roads and Maritime Services Crashlab. The tests were conducted according to AS/NZS 1754 specifications. The CRS models were not subjected to full certification or compliance tests. A rebound sled was used and the CRS models were tested with a 36 kg, P10 series Anthropomorphic Test Device (ATD). The frontal impact sled pulse was Δ v = 49 km/h with acceleration 24-34 g and side impact was Δ v = 32 km/h with acceleration 14-20 g. Head and chest resultant acceleration were measured as well as seatbelt and tether forces. CRS models performed relatively well in frontal impacts: peak resultant head accelerations were less than 150 g. In side impacts the average peak headform acceleration across all models was 272 g and the average peak chest acceleration was 178 g, largely because of the lack of ATD restraint and side wings. Those impacts were severe and if they occurred in a real crash would lead to significant head, brain and chest injury. In one test the estimated upper anchorage reached over 10 kN, which is greater than the anchorage strength requirement. There were some breakages or failures of seat and belt components in the tests. Alternative systems to a tether strap for mounting the seat were found to be successful. CRS for children with additional needs performed well in frontal impacts, which reflects the certification of these models to either USA or European standards. The ATD head invariably struck the door panel in the side impact test. The results identified that the CRS models can accommodate and function in frontal tests with the 36 kg crash test dummy, or child, but their performance for heavier occupants is unknown. Further testing with heavier ATDs and a variety of seated postures would be informative. Suitably biofidelic ATDs and child specific injury assessment reference values are study limitations. Dynamic testing of the CRS models was informative in terms of both policy and practice. Improving impact performance and occupant safety is a demanding proposition when the operational context of these systems is considered. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Child restraint systems KW - Children KW - Crashworthiness KW - Europe KW - Impact tests KW - Persons with disabilities KW - Seat belts KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360443 ER - TY - CONF AN - 01571135 AU - Rechnitzer, George AU - Grzebieta, Raphael H AU - McIntosh, Andrew S AU - Simmons, Keith AU - National Highway Traffic Safety Administration TI - Reducing All-Terrain Vehicles (ATVs) Injuries and Deaths - A Way Ahead PY - 2013 SP - 9p AB - The use of all terrain vehicles (ATV’s) both recreationally and in the workplace (particularly on farms in Australia), continue to be major contributors to fatal and serious injuries both in the United States (US) and Australia. This paper firstly presents the findings from the authors’ 2003 study into ATV safety and potential countermeasures [1], and secondly, some 10 years later, leads into the current major test program being undertaken for the WorkCover Authority of NSW on ATV (Quad Bikes and Side by Side Vehicles) stability and crashworthiness at UNSW. The 2003 study was carried out at the request of the Victorian WorkCover Authority and the State Coroner to provide a review of previous research relating to ATV fatalities and serious injuries and to examine the feasibility of fitting effective occupant protection systems, particularly regarding rollover. While current prevention strategies continue to focus on lower order risk controls such as rider training and administrative controls, the authors consider that the very successful passenger vehicle New Car Assessment Program (NCAP) type test and rating program could also be applied to improve ATV safety. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - All terrain vehicles KW - Australia KW - Crash injuries KW - Fatalities KW - New Car Assessment Program KW - Occupant protection devices KW - Rollover crashes KW - United States KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361108 ER - TY - CONF AN - 01571134 AU - Whyte, Tom AU - Gibson, Tom AU - Milthorpe, Bruce AU - Stanford, Guy AU - National Highway Traffic Safety Administration TI - Head Injury and Effective Motorcycle Helmets PY - 2013 SP - 10p AB - The wearing of a motorcycle helmet certified to an appropriate standard has been the most significant step in reducing fatal and serious injury among motorcyclists worldwide. Motorcycle helmets have been shown to be at least 50% effective in reducing fatal head injury in motorcycle crashes. Most motorcycle helmet standard requirements have remained substantially the same for 40 years, while over the same period the understanding of causes of injury to the brain has been rapidly improving. Current international motorcycle helmet standards are based around a translational acceleration energy attenuation test. Reconstruction of crash involved motorcycle helmet damage in the COST 327 study demonstrated that the AIS 2+ head injuries in helmeted head impacts are more likely to be due to indirect (or head motion induced) rather than direct impact. Occupants of crashed vehicles have also been observed by Gennarelli to have a shift in the type of brain injury treated in the emergency room. This shift has been related to improvements in vehicle safety, especially the use of airbag technology. The improved protection for vehicle occupants in crashes due to airbag controlled head impacts has led to a decreasing incidence of focal (direct) brain injury accompanied by a relative increase in diffuse (indirect) brain injury. In sporting head injury, King et al. have shown that football and bicycle helmets built to the current test requirements reduce translation acceleration of the head but do not necessarily reduce the rotational acceleration of the head of the wearer in an impact. These recent advances in the knowledge of the effects and causes of traumatic brain injury (TBI) have yet to be carried over to motorcycle helmet standards. The crash characteristics and injuries to the head sustained by helmeted motorcyclists were examined by reference to data from motorcycle crash studies including: (1) COST 327, which reconstructed the helmet impact for n=226 motorcyclists with AIS 2+ head injuries; (2) MAIDS which investigated n=921 injurious European motorcycle crashes; and, (3) Gibson and Thai, which examined the helmets and injuries of n=175 riders in fatal motorcycle crashes in Australia. The crash data regarding the head injury sustained in helmeted head impacts in motorcycle crashes suggests areas available to improve current motorcycle helmet effectiveness and motorcycle helmet standard test methodologies in reducing brain injury. This study defines some of these areas where motorcycle helmet effectiveness in preventing brain injury can be improved, including: (1) Changes to helmet test methodology to include biofidelic rotational as well as translational head motion effects to be measured; (2) Development of accepted test requirements to mitigate rotational brain injury, with initial emphasis on reducing traumatic brain injury TBI; and, (3) Improved facial impact protection, without increasing neck injury risk. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Score KW - Australia KW - Crash injuries KW - Crash reconstruction KW - Europe KW - Motorcycle crashes KW - Motorcycle helmets KW - Traumatic brain injuries UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360730 ER - TY - CONF AN - 01571131 AU - Fitzharris, Michael AU - National Highway Traffic Safety Administration TI - Electronic Stability Control, Side Airbags and Side Impact Crashes: 100% Cure or a Case of Realigning Safety Priorities PY - 2013 SP - 12p AB - Side impact crashes remain a key road safety priority. Electronic stability control (ESC) has been shown to be a life-saving technology and was heavily promoted as having significant benefits in reducing rollover crashes and run-off-road crashes in particular. Similarly, side impact airbags (SAB) offer considerable promise in reducing the number of people killed and seriously injured in side impact crashes. The paper has two aims: (1) to estimate the likely crash reduction benefits and financial savings in terms of ESC in reducing pole side impact crashes in Victoria, and (2) to assess the need for, and type of, road safety countermeasures required to address the persisting side impact crash problem. In doing so, the role of side airbags was assessed, and a case for the pole side impact Global Technical Regulation (GTR) examined. Using historical crash data from Victoria, vehicle ownership rates, actuarial determinations of crash risk and future population projections, future crash rates were determined. It was projected that in the period 2016 to 2045, a total of 1088 passenger car and sport utility vehicles (SUV) occupants were predicted to be killed and 8661 seriously injured due to pole side impact crashes. Given a range of evidence on the effectiveness of ESC, side impact airbags and the proposed new Pole Side Impact global Technical Regulation, the combined crash reduction benefit was established. Given stated implementation scenarios and associated assumptions, the combined benefit of ESC, SAB and the proposed PSI GTR was a 50% reduction in the number of occupants killed and seriously injured in narrow object side impact crashes. Conversely, half of all projected fatalities and serious injuries still occur, translating to the likely deaths of 547 occupants and serious injuries sustained by 4145 occupants. It is clear then that ESC and side airbags are highly effective however other crash prevention and injury mitigation countermeasures are required to address the remaining crash problem. Adoption of a broader view of side impact safety countermeasures, including improved infrastructure and safer road user behavior, is essential. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Countermeasures KW - Electronic stability control KW - Fatalities KW - Ran off road crashes KW - Rollover crashes KW - Side crashes KW - Victoria (Australia) UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360858 ER - TY - CONF AN - 01571128 AU - McIntosh, Andrew AU - Suratno, Basuki AU - Haley, Jack AU - Truong, Jessica AU - National Highway Traffic Safety Administration TI - Consumer Rating and Assessment of Safety Helmets for Motorcyclists PY - 2013 SP - 9p AB - Consumer focussed product safety evaluation programs can complement safety standards regimes and provide comparative safety performance information that influences purchasing decisions as well as driving improvements in safety performance. A Consumer Rating and Assessment of Safety Helmets (CRASH) program was developed for the Australian motorcycle helmet market. The objective of this paper is to report on the assessment and rating program and results for 2011-12 helmets. A protocol was developed to assess AS/NZS 1698 certified motorcycle helmets by crash protection and ergonomics. Dynamic crash protection tests included: 2.5 m and 0.8 m impact energy attenuation tests onto a flat anvil; 2.5 m impact energy attenuation test onto a kerb anvil; dynamic strength of the retention system; and dynamic stability. A rating system was developed using, for example, published head acceleration tolerance data with a maximum score given for the 2.5 m tests when the peak headform acceleration was ≤150g and none if > 250 g. Other dynamic tests were similarly rated. Usability tests included: in- helmet noise, drag forces and ventilation recorded in a wind tunnel on a KEMAR acoustic mannequin at 100 km/h; visor splash and fog resistance; and ease of use. In 2011-12 61 helmets were assessed, the lowest aggregate crash protection score was 21% for an open face helmet and the highest was 74% for a full-face helmet. The lowest aggregate usability score was 32% and the highest 75%. There was no correlation between crash and usability scores, although a few helmets scored highly in both areas. There was a correlation between scores for high and low energy tests onto the flat anvil (r=0.799). There was a negative non-significant correlation between helmet mass and average peak acceleration (g) for all three tests, r=-0.546, r=- 0.414 and r=-0.204, high energy flat anvil, low energy flat anvil and high energy kerb anvil, respectively. The “A” weighted equivalent sound pressure level (LeqA) was derived from wind tunnel tests. The minimum was 95 dB and the maximum 110 dB, with an average of 101 dB, demonstrating large differences in noise generation between helmets. For the eight 2011 CRASH helmets that had been assessed in the SHARP program, there was a modest correlation between the aggregate crash protection score and SHARP star rating (r=0.681). The testing identified differences between helmets largely specific to each test, inferring that each test examined a unique performance aspect. Where possible scores were based on published human tolerance data, including noise, or derived from other standards. In some cases, tolerance data were extrapolated to suit the range of results obtained from the helmet tests, because reference data were not available. An oblique impact test is being considered for inclusion in the CRASH program. The CRASH program provides motorcycle helmet performance and usability information that can assist motorcyclists in purchasing decisions. Further research and development is required to optimise the testing, scoring and rating system of the program, and the communication of results. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Consumer Rating and Assessment of Safety Helmets (CRASH) KW - Consumers KW - Ergonomics KW - Impact tests KW - Motorcycle helmets KW - Motorcyclists KW - Product safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360511 ER - TY - CONF AN - 01571126 AU - Oh, Hyungjoon AU - Yoo, Hyukjin AU - Seo, Sangjin AU - Dongseok, Chun AU - Kim, Dongseok AU - Berger, Leigh AU - National Highway Traffic Safety Administration TI - A Study of Influence Factors of Head Restraints on Neck Injuries PY - 2013 SP - 6p AB - Neck Injuries, referred to in this paper as whiplash are among the most frequent injury among occupants in low speed rear end car collision. This paper analyzes the correlations between influence parameters of head restraints and whiplash injury criteria. In this paper, the authors used DFSS (Design for Six Sigma) method for design optimization of head restrains. Four control factors of head restraints have been selected by function matrix method. The effects of the control factors have been experimentally evaluated by using a sled pulse from 16kph relative velocity which is suggested by Korean New Car Assessment Program (KNCAP). Whiplash tests were repeated once in order to reduce the noise factors of dynamic assessments. By using DFSS, the correlation between control factors of head restraints and injury criteria has been comprehended. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Deployable head restraints KW - Korean New Car Assessment Program (KNCAP) KW - Neck KW - Rear end crashes KW - Sled tests KW - Whiplash UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361026 ER - TY - CONF AN - 01571121 AU - Paine, Michael AU - Paine, David AU - Case, Michael AU - Haley, Jack AU - Newland, Craig AU - Worden, Stuart AU - National Highway Traffic Safety Administration TI - Trends with ANCAP Safety Ratings and Real-World Crash Performance for Vehicle Models in Australia PY - 2013 SP - 8p AB - Since 1995 the Australasian New Car Assessment Program (ANCAP) has conducted a 64km/h offset crash test. In 1999 the test and rating protocols were aligned with European New Car Assessment Programme (EuroNCAP). This produces a rating out of 5 stars for front occupant (driver and front passenger) protection. In a separate program the crashworthiness of used cars in real-world crashes has been analysed under the Used Car Safety Rating (UCSR) scheme. The ANCAP and UCSR ratings of more than 30 models on the Australian market can be tracked for more than a decade. This paper sets out the results of an analysis of these data and observations about the safety improvements to these models. In general an improvement of one ANCAP star rating for a model is associated with a 20 to 25% reduction in risk of serious injury to the driver. It is likely that improvements from 3 stars or less to 4 stars are mostly associated with improved structure and restraints in frontal crashes. Improvements from 4 to 5 stars are mostly likely associated with improved head protection in side crashes. It is only in the last few years that most popular models in Australia have reached a 5 star rating. Many of these vehicles are not yet covered by Used Car Safety Ratings because of the inherent delay in obtaining real-world crash data. It is therefore planned to repeat this analysis in 2014. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Australasian New Car Assessment Program (ANCAP) KW - Crash data KW - Crash injuries KW - Crashworthiness KW - European New Car Assessment Program KW - Frontal crashes KW - Traffic crashes KW - Used cars KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360602 ER - TY - CONF AN - 01571120 AU - Rizzi, Matteo AU - Strandroth, Johan AU - Kullgren, Anders AU - Tingvall, Claes AU - Fildes, Brian AU - National Highway Traffic Safety Administration TI - Effectiveness of Antilock-Brakes (ABS) on Motorcycles in Reducing Crashes: A Multi-National Study PY - 2013 SP - 12p AB - This study set out to evaluate the effectiveness of Antilock-Brakes (ABS) on motorcycles in reducing real-life crashes. Since the European Parliament has voted a legislation to make ABS mandatory for all new motorcycles over 125cc from 2016, the fitment rate in the entire Europe is likely to increase in the years to come. Previous research, however, analyzed mostly large displacement motorcycles. Therefore the present study used police-reported crash data from Spain (2006-2009), Italy (2009) and Sweden (2003-2012) in an attempt to analyze a wide range of motorcycles, including scooters, and compare countries with different motorcycling habits. The statistical analysis used an induced exposure method. As shown in previous research, head-on crashes were the least ABS-affected crash type and were therefore used as non-sensitive to ABS in the calculations. The same motorcycle models, with and without ABS, were compared; the calculations were carried out for each country separately. Crashes involving only scooters were further analyzed. The effectiveness of motorcycle ABS in reducing injury crashes ranged from 24% in Italy to 29% in Spain and 34% in Sweden. The minimum effectiveness with 95% confidence limits was 12%, 20% and 16%, respectively. The reduction of severe and fatal crashes was even greater, at 34% and 42% in Spain and Sweden, respectively. The minimum effectiveness was 23%-24%. The overall reduction of crash involvement with ABS-equipped scooters (at least 250cc) in Italy and Spain was 27% and 22%, respectively. The minimum effectiveness was 12% in Italy and 2% in Spain. ABS on scooters with at least a 250cc engine was found to reduce the involvement in severe and fatal crashes by 31%, based on Spanish data only. At this stage, there are more than sufficient scientific-based proofs to support the implementation of ABS on all motorcycles, even light ones. However, further research should be aimed at understanding the injury mitigating effects of motorcycle ABS. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Antilock brake systems KW - Crash data KW - Crash severity KW - Fatalities KW - Italy KW - Motorcycles KW - Spain KW - Statistical analysis KW - Sweden UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360768 ER - TY - CONF AN - 01571119 AU - Uno, Hitoshi AU - Kageyama, Yusuke AU - Yamaguchi, Akira AU - Okabe, Tomosaburo AU - National Highway Traffic Safety Administration TI - Effectiveness Study of Crash Avoidance Technologies by Using Clustering and Self Organizing Map PY - 2013 SP - 8p AB - Implementation of appropriate safety measures, either from the viewpoint of a vehicle, individual or the infrastructure, it is an important issue to clearly understand the multi-dimension complicated real world accident scenarios. This study proposes a new method to easily capture and to extract the essence of such complicated multi-dimension mutual relationship by visualizing the results of accidents clustering by SOM (Self Organizing Map). The Fatality Analysis Reporting System (FARS) data from 2010 is used to generate a dataset comprised of 16,180 fatal passenger car drivers and 48 variables. The 16,180 fatal drivers were clustered using hierarchy cluster analysis method and mapped into a two- dimensional square with one dot representing one fatal driver using SOM. From the SOM assessment of the 16,180 fatal drivers, five clusters were created, and they are characterized as follows: Cluster 1 (Interstate highway accidents), Cluster 2 (Drunk speeding), Cluster 3 (Non speeding lane departure), Cluster 4 (Vehicle to vehicle) and Cluster 5 (Intersection). Three accident scenarios are created to study potential areas of fatal accidents reduction in the SOM map, and the accident scenarios are: [A] Skidding Straight, [B] Lane Departure N.H. (National Highway) and [C] Rear-end. The three accident scenarios mutually had coverage of totally 31% of all the fatal drivers, and the three accident scenarios had high coverage of Cluster 1 (Interstate highway accidents) and some coverage over Clusters 2, 3 & 4. ESC (Electronic Stability Control), LDW (Lane Departure Warning) and FCW (Forward Collision Warning) may be relevant to help reduce the number of fatal accidents in these three accident scenarios. The remaining areas that the three accident scenarios [A], [B] and [C] did not completely cover were the following accidents: (1) Young drunk speeding at curves; (2) Speeding on low speed limit roads; (3) Speeding with previous speeding convictions; (4) Drunk driving that are not speeding; (5) Distraction; (6) Elderly; and (7) Intersection. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Crash avoidance systems KW - Crash causes KW - Crash data KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Intersections UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360856 ER - TY - CONF AN - 01571118 AU - Lee, Jeong Keun AU - Lee, Kang Wook AU - National Highway Traffic Safety Administration TI - Study on Effectiveness of Pre-Crash Active Seatbelt Using Real Time Controlled Simulation PY - 2013 SP - 5p AB - In recent years, products that make use of integrated safety that use the environmental data to optimize occupant restraints have been on the market. Pre-safe system in the integrated safety category is an adaptive and smart protection system that utilizes the occupant information and the monitoring information on the accident prediction. These pre-safe systems need the proper algorithm corresponding to the crash scenario for the crash unavoidable state. Due to the crash scenario categories for the real world accidents is quite various, the development of the algorithm and the occupant protection system to reduce the injury is quite complex and costly. For this reason, a development process for pre-safe related integrated safety systems demands new tools based on the biomechanics to help design and assessment. The virtual development and assessment process with a viewpoint on the efficiency of the restraint development has been developed. The real time controlled restraint system is adapted for support this process. The virtual development process with real time controlled restraint system offers an optimized guide line in terms of injury reduction over various crash scenarios. With this virtual development process, definition of the proper restraint characteristics and the algorithm for the various crash scenarios can be achieved more easily and fast. Based on the accident data analysis, there are a large number of crashes where the drivers did not put the brake. For this reason, the active safety technologies like brake assist system are being developed. Brake assist system also can make difference in occupant kinematics and injuries. The frontal impact occupant analysis model with pre-crash brake system was developed. Developed model had the braking stage that produces deceleration of 0.8g for 0.9 seconds. The significant change in the dummy posture was observed during pre-crash braking and this change led the increase of occupant injuries. In order to enhance occupant protection during pre-crash braking, pre-crash seat belt system was applied. The pre-crash seat belt system was modeled with MADYMO-SIMULINK Coupling model in order to control the webbing tension force of the pre-crash seat belt. Numerical simulations were performed with pre-crash seat belt of various tension force limits in the driver side New Car Assessment Program (NCAP) model. The increase of seat belt webbing tension force indicates that the occupant injury risk could be reduced due to the initial restraint effect. The chest acceleration, chest deflection and neck injury in the event of crash are basically functions of seat belt webbing tension prior to crash. The results showed the tendency of lower injury level with more retraction in certain dynamic conditions. But excessive retraction of seat belt may cause the upward trend in the chest deflection due to the initial deflection of chest generated by retraction. The effectiveness of this process is evaluated and the obtained restraint characteristics will be used as a basis to define the appropriate integrated safety features and the performance criteria. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Crash data KW - Driver support systems KW - New Car Assessment Program KW - Occupant protection devices KW - Real time control KW - Restraint systems KW - Seat belts KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361282 ER - TY - CONF AN - 01571116 AU - Battaglia, Salvatore AU - Kietlinski, Kajetan AU - Unger, Michiel AU - van der Made, Robin AU - Bours, Roy AU - National Highway Traffic Safety Administration TI - Occupant Behavior During a One-Lane Change Maneuver Resulting from Autonomous Emergency Steering PY - 2013 SP - 13p AB - The safety of vehicle occupants has evolved recently due to the market implementations of new sensing technologies that enables predicting and identifying hazardous road traffic situations and thus actively prevent or mitigate collisions. The obvious benefits of the active safety systems has also been recognized and acknowledged by the regulatory and consumer bodies responsible for transportation, and as a result, the new standards, regulations and public rewards are being introduced. The active safety systems can prevent or mitigate collisions by controlling the motion of the vehicles through autonomous actuation of either: braking, steering or both simultaneously. The autonomous control of the vehicle inevitably affects the motion of the travelling occupants with respect to the vehicle interior. Depending on the severity of the maneuver, the occupant motion may lead to non-optimal postures for the in-crash phase if the collision is unavoidable or may impair the capability of a driver to resume the control of a car after the autonomous evasive maneuver. These considerations create the direct need for developing the active systems together with passive systems with the ultimate objective to best protect the occupants. This paper presents a simulation methodology for developing new automotive safety systems in an integrative manner that ensures optimal exploitation of benefits of active and passive systems. It also presents the simulation results of the study into the occupant behavior during the emergency evasive maneuver. The investigation was performed using the combination of newly available simulation techniques for modelling the Advanced Driver Assistance Systems (PreScan software) and for modelling the real human behavior under low-g conditions (MADYMO software). The results obtained showed the severity of the out-of-position occupant postures created by the autonomous evasive system. It was also observed that the lateral acceleration, being the effect of the maneuver, may cause the driver to impact the b-pillar, and thus potentially impair the further driving capabilities. The study was performed based on the numerical simulations and some of the model components were not fully validated. Further investigations will follow and will be focused on additional validation of the method and its components and finally on quantitative assessment of the revealed problems. The presented methodology and its application for investigating the occupant behavior under low-g loading shows the relevance of developing the new safety systems in an integrative manner. The simulation methods and techniques will play significant role in the integrated safety systems development processes, allowing to test the conditions of high complexity in order to represent the real life scenarios and thus ensuring better occupant protection. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Behavior KW - Driver support systems KW - Drivers KW - Lane changing KW - MADYMO (Computer program) KW - Simulation KW - Steering UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360865 ER - TY - CONF AN - 01571111 AU - Choi, In Seong AU - Min, Kyong Chan AU - Cho, Seong Woo AU - Lee, Jae Wan AU - Kang, Byung Do AU - National Highway Traffic Safety Administration TI - An Overview on Establishing Safety Assessment Standard of Longitudinal Active Safety System in Korea PY - 2013 SP - 6p AB - Recently, each country’s political efforts and nongovernmental research have been continued world widely to induce development and propagation of driver assist active safety system. In case of Korea’s domestic situation, so far as technical development of the related systems is concerned, although it sounds like it’s too late compared to other countries (European, Japan and US), Korea is now concentrating energies to enlarge market penetration and correspond to international trend through a assessment standard establishment. As part of an this endeavor, a research was organized what is called ‘Development of Safety Assessment Technology of Advanced Safety Vehicle’ that is being carried out with 3-step approach (1st step : 2009~2012, 2nd step : 2012~2015, 3rd step : 2015~2018), and as the 1st step being closed, safety assessment requirement of a Commercial vehicle AEBS & LDWS including passenger vehicle ACC system was drawn, and the 2nd step is now being in progress. Presently, in its 2nd step, a study to establish safety standard for passenger vehicle AEBS & LKAS is being carried out and, after 2015, assessment standard for the related items will be drawn with keeping pace with international test standard and guideline e.g. New Car Assessment Program (NCAP) This study considered, in addition to the technical development and standardization procedure of advanced active safety system, how it will be reflected to Korea’s system, and such a political approach will lead domestic industries including customer to be interested with the active safety system and help the result to be utilized as an internal standard. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automatic braking KW - Automobile industry KW - Autonomous intelligent cruise control KW - Driver support systems KW - Evaluation and assessment KW - Korea KW - Lane departure warning systems KW - Market share KW - New Car Assessment Program (Ncap) KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361322 ER - TY - CONF AN - 01571108 AU - Bozzini, Susie AU - Shipp, Cindy AU - Friedman, Donald AU - Dugay, Emelie AU - National Highway Traffic Safety Administration TI - An Examination and Comparison of Passenger Transport Bus Occupant Protection Regulations Across 5 Continents PY - 2013 SP - 15p AB - A research project was undertaken to understand, compare and contrast the government regulations for mid to large size (mostly greater than 16 passengers) transport busses. The continent countries examined included Australia, Europe, Canada, United States, South Africa, Brazil, Chile and Peru. The occupant protection regulations examined included the requirements for superstructure capabilities, seat and seat attachments, seat belts and seat belt anchorages. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Brazil KW - Buses KW - Canada KW - Chile KW - Europe KW - Occupant protection devices KW - Peru KW - Regulations KW - Restraint systems KW - Seat belts KW - South Africa KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360842 ER - TY - CONF AN - 01571107 AU - Svenson, Alrik L AU - Stevens, Scott AU - Guglielmi, John AU - National Highway Traffic Safety Administration TI - Evaluating Driver Acceptance of Heavy Truck Vehicle-To-Vehicle Safety Applications PY - 2013 SP - 14p AB - This paper describes the results of a study to determine the acceptance of drivers of vehicle-to- vehicle (V2V) safety applications in Class 8 heavy trucks. This study was conducted to provide some of the information and data needed to assess heavy truck V2V safety benefits. Driver Clinics were conducted in two locations in the U.S. to evaluate acceptance of the connected vehicle technology and safety applications by volunteers with Commercial Driver’s Licenses (CDL) who were previously unfamiliar with the technology. Two heavy truck tractors with integrated V2V Safety applications were developed and used for this study. The V2V safety applications tested included a Forward Collision Warning (FCW), Blind Spot/Lane Change Warning (BSW/LCW), Emergency Electronic Brake Lights (EEBL), and an Intersection Movement Assist (IMA). Warnings were presented to drivers in the form of a visual display mounted in the cab and also audio warnings. Driving scenarios were developed to demonstrate each V2V safety application. Drivers were recruited for this study from local trucking fleets, independent owner- operators, and respondents to advertisements both online and in local truck stops. After an initial briefing and practice drive time in the truck, participants completed a series of scenarios and were given in-vehicle questionnaires after each scenario and a final questionnaire at the end. Approximately half of the drivers were selected for in-depth interviews following the drive. In addition, the vehicles were instrumented with a data acquisition system (DAS) that collected engineering and video data from each drive. As V2V safety systems are further refined for all vehicle types, understanding the acceptance by commercial vehicle drivers of this new technology is important so that anticipated safety benefits for heavy trucks can be fully achieved. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Commercial vehicles KW - Crash avoidance systems KW - Driver information systems KW - Driver support systems KW - Heavy duty trucks KW - Trucking safety KW - Vehicle safety KW - Vehicle to vehicle communications UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360788 ER - TY - CONF AN - 01571103 AU - Johannsen, Heiko AU - Müller, Gerd AU - National Highway Traffic Safety Administration TI - Accident and Injury Risks of Elderly Car Occupants PY - 2013 SP - 10p AB - The demographic change and the expected change in driving patterns of elderly require adoption of cars in larger scale to this group than it was the case in the past. This study focusses on the special situation of elderly as car driver (w.r.t. accident risk) and car occupant (w.r.t. injury risks). The main data sources for this study were accident studies from the literature (mainly Co-operative Crash Injury Study [CCIS] and German In-Depth Accident Study [GIDAS] focusing on frontal impacts with newer cars), German national accident data and general literature. Based on the findings from literature possibilities for adoption of cars for elderly drivers were developed. In addition to the accident situation additional needs of elderly w.r.t. car design and ergonomics were analysed. This analysis is also based on German national car registration statistics. Elderly car drivers have more often accidents in situations that are complex, e.g., crossings. In addition to that reaction time seems to cause additional risks. However, it needs to be stated that elderly are a very heterogenic group w.r.t. the ability to drive a car. Looking at the injury risks it is clear that elderly obtain more often severe injuries than younger occupants, e.g., the death rate in relation to the number of involved accidents is much higher. Looking at different body regions the main problem is associated to rip fractures. The impact speed is almost similar to this of younger drivers excluding very young drivers. Elderly car owners are using mainly three different groups of cars. The first group is composed of top seller cars; the second group are cars with a higher seating position that allows easier access into the car and suggests a better overview; finally premium cars are often registered for elderly. In order to improve car safety for elderly special conditioned driver assistance systems (e.g., crossing assistant) and smart restraint systems are required. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Aged drivers KW - Co-operative Crash Injury Study (United Kingdom) KW - Crash data KW - Crash injuries KW - Driver support systems KW - Frontal crashes KW - German In-Depth Accident Study KW - Germany KW - Reaction time KW - Restraint systems KW - Ribs KW - United Kingdom UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360399 ER - TY - CONF AN - 01571099 AU - Grzebieta, Raphael AU - McIntosh, Andrew AU - Mattos, Garrett AU - Simmons, Keith AU - Rechnitzer, George AU - Mongiardini, Mario AU - Dal Nevo, Ross AU - Jackson, Colin AU - National Highway Traffic Safety Administration TI - Implementation of the UNSW Jordan Rollover System at Sydney's Crashlab Test Facility PY - 2013 SP - 8p AB - This paper describes how the Jordan Rollover System (JRS) dynamic test rig was adapted for research use in the New South Wales State government’s Crashlab® crash test facility used for Australian New Car Assessment program (NCAP) and regulatory crash testing. Development and installation of the University of New South Wales (UNSW) JRS was funded by the Australian Federal Government’s Australian Research Council (ARC) and industry partners. It is one of three rigs now operating in the world: the original Center for Injury Research (CFIR) JRS, the Dynamic Rollover Test System (DRoTS) at the University of Virginia, and the UNSW JRS in Sydney. Construction of the UNSW JRS was the first phase of the much larger Dynamic Rollover Occupant Protection (DROP) research program which is funded by the ARC and industry partners, to establish which combination of crash severity, roll kinematics, biomechanical injury criteria, crash test dummy, and restraint systems, address the major proportion of fatalities and serious injuries occurring to seat belted and restrained occupants involved in rollover crashes. The design of the UNSW JRS focused on functionality for research purposes while at the same time ensuring operational flexibility within a regulatory and commercial crash test facility. Data sources used for the design phase included: rollover crash test results on a variety of vehicles carried out using the CFIR JRS; FMVSS 208 dolly rollover crash tests carried out by other researchers; rollover fatality crash data and in-depth crash reconstructions from Australian Coroners Information System (NCIS) and from the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS). These data were used to determine what features were essential for using the UNSW JRS as a comprehensive research tool to explore different initial test conditions (roll rate, drop height, roll, pitch and yaw angle) that could possibly replicate real-world rollover crash conditions where serious injuries occurred. Features of the test rig design address issues concerning: roadbed decoupling; rig mobility; roadbed towing; lighting; timing synchronisation of the vehicle drop for a given roll rate and roll angle in terms of accuracy and repeatability; and recording data and sensors compatibility. Commissioning rollover crash tests of a small and medium passenger cars and a large four wheel drive vehicle were carried out to establish test rig functionality and identify issues concerning rig operation. Results from the commissioning tests are presented. It was concluded that the UNSW JRS can be adapted to a commercial or government crash test facility. A critical issue was vehicle impact synchronisation due to the complexity of decoupling roadbed movement from the roll propulsion. Another issue that continues is the ability of the rig to replicate real world crashes which may be significantly more severe than the test rig has to date been used and/or designed for. This is further discussed in the paper. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Australian New Car Assessment Program KW - Crash data KW - Crash injuries KW - Impact tests KW - Jordan Rollover System KW - Kinematics KW - National Automotive Sampling System - Crashworthiness Data System KW - New South Wales KW - Occupant protection devices KW - Restraint systems KW - Rollover crashes KW - Test facilities UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361280 ER - TY - CONF AN - 01571094 AU - Park, Chung-Kyu AU - Kan, Cing-Dao Steve AU - Hollowell, William Thomas AU - National Highway Traffic Safety Administration TI - Investigation of Opportunities for Light-Weighting a Body-on-frame Vehicle Using Advanced Plastics and Composites PY - 2013 SP - 15p AB - This paper investigates the opportunities for light-weighting a current body-on-frame type vehicle using advanced plastics and composites. In addition, the safety benefits of structural plastics and composites applications in future lighter vehicles are identified and evaluated by frontal impact simulations as part of implementing the plastics and composites intensive vehicle (PCIV) safety roadmap of the National Highway Traffic Safety Administration (NHTSA). The methodology of the study includes two steps: (1) developing a light-weight vehicle based on a current finite element (FE) vehicle using advanced plastics and composites, and (2) evaluating the crashworthiness of the light-weighted vehicle by frontal New Car Assessment Program (NCAP) test simulations. An FE model of a 2007 Chevrolet Silverado, which is a body-on-frame pickup truck, was selected as the baseline vehicle for light- weighting. By light-weighting components in the Silverado, the vehicle weight was reduced 19%. As a result, the content of plastics and composite in the light-weight vehicle becomes about 23.6% of the total weight of the light-weight vehicle. Frontal NCAP simulations of the light-weighted vehicle show that the light- weighted vehicles using advanced plastics and composites provide equivalent structural performance (intrusion and crash pulse) to the baseline vehicle in the full frontal impact condition. This study demonstrates that (1) using plastics and composites can reduce the vehicle weight efficiently; and (2) the Silverado, light-weighted using advanced plastics and composites, provides equivalent structural performance in the frontal impact condition as the baseline vehicle. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Chevrolet Silverado KW - Composite materials KW - Crashworthiness KW - Finite element method KW - Frontal crashes KW - Light vehicles KW - New Car Assessment Program (Ncap) KW - Plastics KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361017 ER - TY - CONF AN - 01571091 AU - Aparicio, Andrés AU - Bargalló, Jordi AU - Baurès, Sébastien AU - National Highway Traffic Safety Administration TI - Development of Test Tools for the Evaluation of Pedestrian Detection Systems PY - 2013 SP - 6p AB - Pedestrian detection systems are expected to provide a relevant impact in the decrease of vulnerable road user casualties and injuries. Currently, different safety functions are under development and some of them have reached the market. In order to promote the wide spread of these functions and to standardize as much as possible the performance requirements, consumer organizations are also working in the development of test and assessment protocols As a contribution to the current activities done by car manufacturers, research centers and consumer testing organizations, the research described in this paper will address some specific questions, including: (1) The development of a crashable representative pedestrian test target, in terms of sensor detection; (2) The definition of the walking movement characteristics of pedestrians and implementation of these characteristics in the test target; (3) The development of a complete test facility for pedestrian detection tests; (4) The validation of the test target as a test tool for pedestrian detection systems; (5) The evaluation of representative test scenarios for pedestrian detection systems; (6) The estimation of the benefits of using test targets with walking movement capabilities for the better pedestrian recognition As a result, the paper will present the developed pedestrian test target and further indications for the implementation of pedestrian detection tests. All these questions are currently a challenge for the definition of new test procedures in the field of pedestrian detection systems. The results of this paper will be useful for the current development of pedestrian detection systems and further development of test targets suitable for Advanced Driver Assistance Systems (ADAS) testing. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash injuries KW - Driver support systems KW - Pedestrian detectors KW - Pedestrian movement KW - Pedestrian safety KW - Vulnerable road users UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361029 ER - TY - CONF AN - 01571087 AU - Malak, Arnauld AU - Poisson, Patrick AU - Touratier, David AU - National Highway Traffic Safety Administration TI - Evaluation of the AFL Advanced European Mobile Deformable Barrier for Side Impact Versus the ECE-R95 in Dynamic Load Cell Wall Test PY - 2013 SP - 11p AB - Many countries conducted side impact tests resulting in extensive safety measures for regulation. The IHRA conducted research activity in order to harmonized regulation worldwide, which was a challenging work. This had led to MDB improvements first and then to develop the deformable barrier representative for the EU-vehicle fleet so called Advanced European Mobile Deformable barrier AE-MDB. This work is a first evaluation of both MDB-R95 and AE-MDB side impact barriers in their standard dynamic Load cell Wall tests knowing that AE-MDB will be introduced to European New Car Assessment Programme (EuroNCAP) rating soon. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Europe KW - European New Car Assessment Program KW - Impact tests KW - Occupant protection devices KW - Side crashes KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360520 ER - TY - CONF AN - 01571085 AU - Johnson, Nicholas S AU - Gabler, Hampton C AU - Sharma, Dinesh AU - National Highway Traffic Safety Administration TI - Preliminary Evaluation of NASS-CDS Side Crash Delta-V Estimates Using Event Data Recorders PY - 2013 SP - 8p AB - The severity of a planar crash is most commonly defined by the change in vehicle velocity, or delta-V (ΔV). In the National Automotive Sampling System – Crashworthiness Data System (NASS - CDS), ΔV is computed from post - crash vehicle damage using a CRASH3 – based computer program called WinSMASH. Prior studies have investigated the accuracy of NASS - CDS ΔV in real world frontal crashes. Those studies compared the WinSMASH ΔV estimates in NASS - CDS to the ΔV obtained from the crashed vehicles’ Event Data Recorders (EDRs). In those studies, the EDRs only measured/recorded ΔV in the longitudinal direction. Accordingly, the accuracy of WinSMASH ΔV in side crashes has been assessed only through comparison with controlled crash tests, not real world crashes. Many newer vehicles are now equipped with EDRs that record both longitudinal and lateral ΔV. The objective of this study is to use these newer ED Rs to compare WinSMASH ΔV estimations to EDR ΔV s for real - world side crashes in the NASS - CDS. This preliminary study examines 22 side impact crashes from the NASS - CDS. All truck vehicles were cars and all striking vehicles were either cars or light trucks and vans (LTVs). EDR measurements of side impact ΔV were used to evaluate the accuracy of WinSMASH ΔV estimates for these real world side crashes. WinSMASH systematically overestimated ΔV for the examined crashes. Overestimation for crashes involving cars struck by cars appeared greater than for those involving cars struck by LTVs. Observed s systematic ΔV error varied by the area of the vehicle which was impacted. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Crash severity KW - Data recorders KW - Impact tests KW - Light trucks KW - National Automotive Sampling System - Crashworthiness Data System KW - Side crashes KW - WinSmash UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361776 ER - TY - CONF AN - 01571084 AU - Leimbach, Frank AU - Schmortte, Uwe AU - Kiebach, Helge AU - National Highway Traffic Safety Administration TI - Global Harmonisation of Test Procedures for Driver Assistance Systems PY - 2013 SP - 8p AB - In the past, the vehicle brake developed in leaps and bounds. The initial two-wheel brake was upgraded to the four-wheel brake, which was followed by the brake force booster. The introduction of the anti-lock braking system (ABS) was a significant step in the further development of the wheel. For the first time it was possible to control the braking power at each individual wheel. The new, advanced driver assistance systems (ADAS) enabled the vehicle brake to go into action without the driver having to do anything. These advanced driver assistance systems can analyse individual traffic situations and, in an emergency, apply the brakes automatically if the driver is not paying attention. This action can reduce speed and therefore mitigate the consequences of accidents. Ideally, there will not even be a collision, because the ADAS slows the speed of the vehicle down to zero. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Antilock brake systems KW - Automatic braking KW - Crash avoidance systems KW - Driver support systems KW - Standardization KW - Test procedures KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361021 ER - TY - CONF AN - 01571081 AU - Yue, Neng AU - Shin, JaeHo AU - Panzer, Matthew B AU - Crandall, Jeff AU - Parent, Dan AU - National Highway Traffic Safety Administration TI - Updates of the Lower Extremity of THOR-NT 50th Finite Element Dummy to Mod-Kit Specification PY - 2013 SP - 14p AB - This manuscript describes updates made to the lower extremity (knee-thigh (KT) and leg) of the THOR-NT 50th percentile finite element (FE) dummy, based on the geometry and mechanical characteristics of the THOR Mod Kit (MK) revision. The geometry and mass of the FE KT region were updated to the same specifications as the THOR-MK design. The FE model knee-thigh compression and knee stretch responses were within the experimental test corridors and met the certification and biofidelity requirements of the THOR- MK. The model response from the knee pendulum impact test matched the dummy certification test data and was within the two first priority corridors of the knee slider certification requirements. An FE model of the molded shoe was developed using a three-dimensional scanning tool. The shoe model was validated using heel and ball-of-foot impact tests, and the simulated responses matched the experimental data. Three load cell modeling approaches were investigated and the locking joint method was the best approach considered for modeling load cells as rigid bodies. Model updates to the THOR lower extremity and associated instrumentation were integrated into the THOR-NT FE dummy. The updated THOR-NT FE dummy model with the Mod Kit specifications in the lower extremity has the potential of providing improved responses in the frontal sled simulation and other applications. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash victim simulation KW - Dummies KW - Finite element method KW - Frontal crashes KW - Impact sleds KW - Impact tests KW - Lower extremities KW - Test device for Human Occupant Restraint (THOR) UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361082 ER - TY - CONF AN - 01570464 AU - Han, Byoungkee AU - Lee, Eundok AU - Shim, Jungsoo AU - Jung, Jaeho AU - National Highway Traffic Safety Administration TI - Evaluation of the Dynamic Rollover Characteristics of Trip-Over Vehicles Through Multi-Body Dynamics Simulation PY - 2013 SP - 7p AB - Despite the high fatality rate due to rollover, this topic little features as a focus of research, when compared to studies on frontal and side collisions. As repeatability issues with the test have meant that there is not yet an established standard for dynamic rollover system that evaluates the safety of rollover of vehicles, the Federal Motor Vehicle Safety Standard (FMVSS) 216a Static Roof Crash Resistance is currently applied. The objective of this paper is to simulate the behavior of crash-test dummies and the deformation of a vehicle body by numerical analysis considering not only bending and torsional modulus, but also the collapse characteristics of main members. One can find the effect of each member on the strength-to-weight ratio (SWR) of the vehicle at the static test (FMVSS 216a), and the effect of SWR on the maximum acceleration value of the head. The stiffness of the B-pillar is the main member for increasing the SWR value; next, the A-pillar and center cross member. In terms of the maximum acceleration value of the head, this value increases as the SWR of the vehicle rises. The authors conclude that there exists an appropriate modulus of members in order to decrease the maximum acceleration of the head, and, in particular, airbags need to sustain the pressure for about 3.5 sec in order to prevent the ejection of the crash-test dummies. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Dummies KW - Federal Motor Vehicle Safety Standards KW - FMVSS 216 KW - Head KW - Impact tests KW - Rollover crashes KW - Roof crush KW - Simulation KW - Strength-to-weight ratio KW - Trip-over accidents KW - Vehicle roofs UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361759 ER - TY - CONF AN - 01570463 AU - Thomas, Scott AU - Wiik, Richard AU - National Highway Traffic Safety Administration TI - Front Center Airbag Inflation Induced Injury Evaluations and Results PY - 2013 SP - 10p AB - General Motors LLC and the Takata Corporation have worked together to bring to production an industry first technology, called the Front Center Airbag, which is being implemented on General Motors’ 2013 Midsize Crossover Vehicles. The Front Center Airbag is an airbag that mounts to the inboard side of the driver front seat. It has a tubular cushion structure and it deploys between the front seating positions in far side impacts, near side impacts and rollovers, with the cushion positioning itself adjacent the driver occupant's head and torso. This new airbag technology, which is in a different location on the vehicle than other airbags and deploys in a different manner, needed a set of demonstration tests for assessing inflation induced injury potential. This paper discusses the test setup conditions and presents the test results. Occupants in surrounding seating positions were considered when developing the test approaches. Several of these were based on the Recommended Procedures For Evaluating Occupant Injury Risk From Deploying Side Airbags, prepared by the Side Airbag Out-of-Position Injury Technical Working Group in July 2003 for outboard mounted seat airbags. Additional evaluation modes were developed through a General Motors peer review process involving internal experts. Three driver arm interaction conditions were tested, along with a driver torso in close proximity to the airbag configuration. A passenger head on console condition and infants in rear facing child seats installed in the middle seating position of the second row were also evaluated. An example test of each approach is presented, with graphics of the test event at different points in time, and with the anthropomorphic test device’s maximum recorded injury values included. The results presented for inflation induced injury testing of the Front Center Airbag indicate that this technology can meet inflation induced injury goals for the range of conditions evaluated. This paper also includes a brief summary of the Front Center Airbag hardware design and in-position performance. A sister paper containing field data, a detailed hardware description, and a detailed in-position performance summary for far side impacts has been published at the 2013 SAE World Congress. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Dummies KW - Front center airbags KW - Performance tests KW - Technological innovations KW - Testing UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361941 ER - TY - CONF AN - 01570462 AU - Hayashi, Hideaki AU - Inomata, Ryo AU - Fujishiro, Ryo AU - Ouchi, Yusuke AU - Suzuki, Koji AU - Nanami, Takeshi AU - National Highway Traffic Safety Administration TI - Development of Pre-Crash Safety System with Pedestrian Collision Avoidance Assist PY - 2013 SP - 8p AB - A new pre-crash safety (PCS) system with pedestrian collision avoidance assist has been developed. This system is capable of detecting both vehicles and pedestrians, and helps the driver to avoid a collision by automatically braking the vehicle by up to 40 km/h, one of the highest rates of deceleration for a PCS system in the world. Pedestrian detection is enabled by a sensing system that combines millimeter wave radar and a stereo camera. This system is capable of stable object detection regardless of day or night. At night, the system uses near infrared projectors to enhance the detection performance of the camera. This paper describes the core technology for achieving this system, including brake control technology for decelerating the vehicle by up to 40 km/h to help avoid a collision, and recognition technology capable of detecting pedestrians walking quickly across a road. The collision avoidance brake control technology achieves higher and more accurate deceleration than conventional systems, and is robust against variations in brake effectiveness. These variations are suppressed by the control algorithm, which uses the distance to the object and the deceleration as feedback parameters. As a result, the target deceleration performance may be achieved even under certain conditions of brake effectiveness variation. In addition, the timing of braking start was designed not to interfere with collision avoidance operations performed by the driver. The deceleration and jerk (i.e., the deceleration gradient) were also determined considering the risk of the driver becoming dependent on or over-confident in the system. An effective recognition technology that helps to prevent a wider range of accidents should be capable of detecting pedestrians quickly crossing a road. To further this goal, the response of the position detection filter of the millimeter wave radar was enhanced, and new algorithms were developed for collision judgment as well as the fusion between the millimeter wave radar and stereo camera. These measures enable highly accurate collision judgment for pedestrians crossing a road. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Automatic braking KW - Crash avoidance systems KW - Deceleration KW - Driver support systems KW - Pedestrians KW - Pre-crash systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1362004 ER - TY - CONF AN - 01570461 AU - Tahan, Fadi AU - Cohen, Shai AU - Digges, Kennerly AU - Kan, Cing-Dao (Steve) AU - National Highway Traffic Safety Administration TI - Assessment of a Dynamic Test Device to Evaluate Vehicle Rollover Safety PY - 2013 SP - 10p AB - The objective of the Guided Rollover Propensity (GRP) test device is to subject vehicles and occupants to dynamic rollover accident conditions and to assess the performance of some of the active and the majority of the passive safety systems. The purpose of this study is to determine the characteristics of the rollovers produced by the GRP test device. This study uses computer models to evaluate the GRP device’s performance. The GRP device attempts to subject vehicles to repeatable initial conditions using a guided maneuver of a forward motion followed by a gradually increasing curvature sufficient to roll most vehicles. The decreasing radius of turn causes a gradual increase in lateral acceleration to a point where the vehicle rolls over. This motion is similar to a J-turn induced rollover with the exception of the increase of the turn curvature angle. The test vehicle is carried on a cart with a tripping edge to eliminate the possibility of the vehicle slipping off and to remove the influence of vehicle and road characteristics such as tire properties or road surface friction during rollover initiation. The cart follows a guided track. The vehicle is subjected to its own roll characteristics that define the dynamics and consequently the roof-to-ground contact. Finite element (FE) simulation results for different vehicles, subjected to GRP induced motion, show promising dynamic responses and rollover initiation consistency. The passive safety systems, such as roof structure and occupant containment systems (including airbag deployments), and vehicle mechanical systems, such as the vehicle suspension, were assessed under dynamic rollover loading. The dummies were subjected to rollover kinematics similar to a J-Turn and were used to assess injury protection and ejection mitigation during the dynamic rollover test. The study results indicate that the test device is practicable and offers reasonable rollover conditions. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Ejection KW - Finite element method KW - Guided rollover propensity test devices KW - J turns KW - Passive restraint systems KW - Rollover crashes KW - Simulation KW - Suspension systems KW - Vehicle roofs KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361767 ER - TY - CONF AN - 01570460 AU - Toczyski, Jacek AU - Kerrigan, Jason R AU - Mohan, Pradeep AU - Crandall, Jeff R AU - National Highway Traffic Safety Administration TI - Design of a Deformable Vehicle Roof Structure for Rollover Crash Testing with a Test Buck PY - 2013 SP - 11p AB - The goal of this study was to determine the detailed design of a greenhouse structure (roof and pillars), such that when it is loaded in a static roof crush test the force-displacement response mimics that of a modern full-size crossover vehicle. This study was carried out using finite element analysis with the goal of identifying a specific design to be fabricated for use with a rollover test buck in dynamic rollover crash testing. A multi-tiered design approach was used consisting first of a simple beam element model, followed by a more complex model meshed with shell and solid elements. A truss-like structure consisting of steel tubing for the pillars, headers and roof rails, connected by steel bars (“plastic joints”) at the intersections was used for the initial design. Individual structure parameters (tubing cross-sections, wall thicknesses, material types, etc.) that did not affect the overall geometry were optimized in repeated simulations of a static roof crush test to ensure that the response of the buck roof matched the response defined by a strength-to-weight ratio of 4.0 for a 2268 kg vehicle. Additionally, different design solutions were examined, e.g. curving the B-pillar, adding a windshield or roof cross beams. The influence of the friction coefficient between the loading platen and the roof was also investigated. Model predictions were validated on component-level by comparing model behavior to three-point bending tests on the plastic joints. The resulting design, including curved B-pillars with additional stiffness elements, was then subjected to a dynamic rollover computer simulation to facilitate qualitative evaluation of the dynamic response in a rollover crash. Further modification of the design may be necessary to improve the response beyond the peak quasi-static test force, but full scale fabrication and testing will be performed first to examine actual response at these levels before implementing additional changes. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Finite element method KW - Impact tests KW - Rollover crashes KW - Roof crush KW - Simulation KW - Vehicle design KW - Vehicle roofs KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361747 ER - TY - CONF AN - 01570459 AU - Grzebieta, Raphael AU - Bambach, Mike AU - McIntosh, Andrew AU - Mattos, Garrett AU - Simmons, Keith AU - Rechnitzer, George AU - Digges, Kennerly AU - National Highway Traffic Safety Administration TI - Replicating Real World Rollover Crash Injuries PY - 2013 SP - 9p AB - This paper details the injuries occurring in real world trip-over only rollover crashes, for seat belted and contained occupants, and assesses whether these injuries can be replicated using a Jordan Rollover System (JRS) crash test rig recently installed at Crashlab in Sydney. This research forms part of the Dynamic Rollover Occupant Protection (DROP) project funded by the Australian Research Council and industry collaborators to develop a dynamic rollover crash test protocol that can assess a vehicle’s rollover crashworthiness. Australian National Coroners Information System (NCIS) fatality data and US NASS-CDS serious injury data of seat belted occupants involved in single vehicle pure rollover crashes ranging over the period of 2000 to 2010, were investigated. AIS3+ head and thorax injuries and AIS2+ spinal injuries were analysed to determine rollover injury characteristics and to determine possible test conditions under which they occur. Publicly available dynamic rollover crash tests carried out by other researchers were also analysed to determine their capability of replicating these real world injuries. Serious head injuries (SHI), serious neck/spine injuries (SSI) and serious thorax injuries (STI) were found to be distributed in roughly equal proportions, most occurring independently of each other, indicating different injury causal mechanisms. A significant portion of these injuries occurred where there was minimal or no roof crush involvement. Investigations of other researcher’s crash test results show dynamic rollover crash test rigs, crash test protocols and anthropomorphic test devices (ATD) have not, in general, been able to replicate ATD loadings consistent with these real world injuries repeatedly in a manner similar to frontal or side impact crash test protocols. The dynamic test conditions, measurement systems (possible ATD) and criteria required to consistently replicate vehicle damage and a particular injury mode (SHI, STI and SSI) using the JRS are discussed. It was concluded that to date it appears that current test protocols are not capable of consistently replicating the injuries identified in real world rollover crashes. Addressing roof crush alone via quasi-static testing will not mitigate all real world rollover injuries in typical trip-over only rollover crashes. A more advanced dynamic rollover crash test protocol must be developed that is more representative of the real world crashes and be capable of consistently replicating SHI, STI and SSI. It may be possible using the JRS test rig albeit the rig may need to be modified to tolerate much heavier impacts and a suitable rollover ATD may need to be developed. Until such time that the real world injuries observed in strong roof vehicles can be replicated repeatedly in a realistic manner, research on the development of an appropriate crash test protocol and ATD will need to continue. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test devices KW - Australia KW - Crash injuries KW - Crashworthiness KW - Head KW - Injury severity KW - Jordan Rollover System KW - Rollover crashes KW - Spinal column KW - Test protocols KW - Thorax KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361371 ER - TY - CONF AN - 01570458 AU - Belwadi, Aditya AU - Locey, Caitlin AU - Maltese, Matthew R AU - Arbogast, Kristy B AU - Hammond, Rachel AU - National Highway Traffic Safety Administration TI - Injury Risk for Children and Adolescents Involved in Rollover Crashes PY - 2013 SP - 12p AB - Rollover crashes account for more than 33% of all motor vehicle related fatalities and have the highest fatality risk at 1.37% in the U.S. There is increased awareness of the high fatality rate associated with this crash type, but there is very limited pediatric-specific data related to rollover crashes in the United States. Previous studies based on data almost twenty years old have revealed that nearly ten percent of all children involved in motor vehicle crashes are in rollover crashes, with the risk of fatality and injury for children in rollovers being nearly twice that of non-rollover crashes. Recent focus on rollover mitigation has resulted in implementation of countermeasures, making it important to evaluate rollover risk for child occupants with a more current data set. Thus, to provide a contemporary analysis of rollover crashes involving young people, the authors queried the National Automotive Sampling System’s Crashworthiness Data System (NASS-CDS) from 1998-2011. Rollover crashes for passenger vehicles of model year 1998 or newer with at least one restrained occupant between 0 and 19 years of age were included. Occupant frequency was examined with number of quarter turns, vehicle type, vehicle specific rollover event, rollover type and direction, airbag deployment and Electronic Stability Control availability. Further, occupant age, restraint type, seating position, occupant role, and proximity to the roll direction were analyzed. Univariate and multivariate logistic regression models of Maximum Abbreviated Injury Score (MAIS) 2+ and MAIS 3+ injury were built to establish the relationship between the key factors and the injury outcomes. The study cohort consisted of 1560 occupants weighted to represent 515,470 occupants. Results indicate that children restrained in forward facing child restraint systems (FFCRS) or booster seats were less likely to sustain an MAIS 2+ injury than lap/shoulder restrained occupants in a rollover crash. The abdomen was the most commonly injured body region at the AIS 2+ level while the head was most common at the AIS 3+ level, followed by the thorax and spine (for weighted data). However, for unweighted data, the head was the most commonly injured body region followed by the spine at the AIS 2+ level while the head was most common at the AIS 3+ level, followed by the thorax and upper extremities. The variations between the weighted and unweighted distributions points out some of the challenges with conducting child-specific analyses with NASS-CDS, as some cases have extremely high sample weights. Averages of 2.8-quarter turns were associated with an MAIS 2+ injury. Because there were limited cases with rollover mitigation technologies (electronic stability control and airbags), their protective benefits in rollover crashes could not be ascertained. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abbreviated Injury Score KW - Abdomen KW - Adolescents KW - Air bags KW - Booster seats KW - Children KW - Crash injuries KW - Electronic stability control KW - Fatalities KW - Forward facing restraint systems KW - Head KW - Logistic regression analysis KW - Maximum Abbreviated Injury Score KW - National Automotive Sampling System - Crashworthiness Data System KW - Rollover crashes KW - Seat belts KW - Spinal column KW - Thorax KW - United States KW - Upper extremities UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361774 ER - TY - CONF AN - 01570457 AU - Ryu, Sung Ung AU - Jin, Wook AU - Shin, Young Chul AU - Bae, Ki Soon AU - Lee, Kwang Bok AU - National Highway Traffic Safety Administration TI - Study of Optimal Body Structural Design for Coupe-Type Vehicles in Rollover Events PY - 2013 SP - 8p AB - Many types of car crashes can occur on the road. One of the most critical crash types that can happen in the real world is rollover. Unfortunately, analyzing the exact fundamental principle of a rollover incident is difficult and complex. Despite its rise in severity as a serious injury collision, there have been few attempts made to analyze rollover. A stronger vehicle structure corresponds to more efficient protection for the passengers. A two-door coupe or a central pillarless body vehicle can be subject to more severe conditions in the event of a rollover. Reinforcing the side and roof structure of the body is important to secure safety. This paper presents observations from many case studies and actual tests. Central to this paper is an experimental study on the load redistribution effect. A brief overview is given on analyzing roof crush test results, and the optimal structure is investigated in greater detail. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Case studies KW - Rollover crashes KW - Roof crush KW - Two door cars KW - Vehicle design KW - Vehicle roofs KW - Vehicle safety KW - Vehicle tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361743 ER - TY - CONF AN - 01570456 AU - Sung, Sulyun AU - Noh, Dong-gyu AU - Park, Jongrok AU - National Highway Traffic Safety Administration TI - Development of Reliable V2V System Based on WAVE PY - 2013 SP - 6p AB - This paper proposes a dynamic congestion control algorithm for a reliable message transmission in vehicle-to-vehicle (V2V) communication environment based on IEEE 802.11p WAVE (Wireless Access in Vehicle Environment) technology. Each vehicle periodically exchanges its status information like a position, speed and brake control with other vehicles within a communication range. Without any control, each vehicle always uses the maximum transmitting power and data rate. From the authors' experiments, at heavy traffic flow, the higher transmitting power and the higher data rate make the wireless channel contentions and packet collisions more serious. In this paper, the authors propose the mean-based dynamic data rate control algorithm and the phase control using Epoch to mitigate the congestion. The performance evaluations in Qualnet confirm that the proposed algorithm achieves better communication performance than the existing solutions and is more robust to the hidden terminal problems. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Data communications KW - Data rate control KW - IEEE 802.11 (Standard) KW - System reliability KW - Vehicle to vehicle communications UR - https://trid.trb.org/view/1362103 ER - TY - CONF AN - 01570455 AU - Kim, Taewung AU - Bollapragada, Varun AU - Kerrigan, Jason AU - Crandall, Jeff AU - Clauser, Mark AU - National Highway Traffic Safety Administration TI - Effects of Types of Vehicles and Maneuvers on Vehicle Kinematics During Steering-Induced Soil-Trip Rollovers PY - 2013 SP - 11p AB - Controlled rollover test methods have been developed where touchdown conditions of the vehicle are specified as test inputs. Rollover crash touchdown parameters can vary widely due to variations in road surface and topography, maneuvers, and vehicles. While vehicular accident reconstruction teams have performed steering induced rollover tests and reported on touchdown conditions in the literature, such kinematic parameters are only available for an extremely limited set of conditions and vehicles. Furthermore, information about the sensitivity of touchdown conditions to changes in vehicle and maneuvers is missing from the literature. Thus, the goals of this study were threefold: to develop and validate two vehicle models in ADAMS™, to use them to simulate common types of steering-induced soil-trip rollovers, and to evaluate how differences in maneuvers and vehicle type affect vehicle kinematics at touchdown. First, vehicle inertia measurement tests, suspension tests, tire tests, bushing tests, and driving tests, including double lane change, J-turn, and fishhook, were performed using a sedan and a pickup truck. Next, vehicle models for each vehicle were built and validated with the experimental data. A straight highway was modeled following road design guidelines and a soil-tire interaction model was implemented. Analysis of NASS-CDS cases showed that rollover accidents occurred as a result of the vehicle leaving the roadway and either attempting to drive back onto the road (corrective) or continuing to steer from the road (non-corrective). Then specific cases exemplifying the corrective and non-corrective maneuvers were reconstructed with the two vehicle models to determine baseline driver inputs. Lastly, 120 Monte Carlo simulations were performed to compare vehicle kinematics and touchdown conditions of the two types of vehicles and maneuvers. The two vehicle models showed good correlations with the static and dynamic test data. The median values of roll rates of the sedan were 290 deg/sec and 380 deg/sec in corrective and non-corrective maneuvers, respectively. The pickup truck showed lower roll rates in the same maneuvers (210 and 250 deg/sec, respectively). Touchdown roll angles were higher in the sedan (120 and 190 degrees) than in the pickup (103 and 104 degrees) and higher in the non-corrective maneuver for both vehicles. Vertical speeds at touchdown were about 2.6 m/s higher in the non-corrective maneuver than in the corrective maneuver. The vehicle models were validated with results from component tests, static tests, and dynamic tests but no steering-induced rollover test data were available to validate the vehicle models. Subsequent to this study, steering-induced rollover tests will be performed to validate the models further and the soil model will be validated by testing the soil at the test site. Despite these limitations, the methodology and results presented provide for the best available means to determine touchdown parameters for use in controlled rollover crash testing. The data presented show a substantial difference in touchdown conditions with respect to types of vehicles and maneuvers. Therefore, when a rollover test is performed, the test conditions should be carefully selected depending on types of vehicles or maneuvers to generate realistic outcome. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automobiles KW - Corrective actions (Driving) KW - Driving KW - Kinematics KW - Mathematical models KW - Monte Carlo method KW - Pickup trucks KW - Rollover crashes KW - Simulation KW - Soil-tripped rollovers KW - Test procedures KW - Validation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361369 ER - TY - CONF AN - 01570454 AU - Billot, Olivier AU - Coulot, Mickael AU - Zeitouni, Richard AU - Adalian, Céline AU - Chauvel, Cyril AU - National Highway Traffic Safety Administration TI - Pole Impact Test: Study of the Two Current Candidates in Terms of Cost and Benefits for France PY - 2013 SP - 8p AB - Regulatory and consumerism discussions currently take place on the definition of a pole impact that could be representative of car accidents in order to better protect the occupants. Two main test protocols are in competition: the Federal Motor Vehicle Safety Standard (FMVSS) 214 one and the current European New Car Assessment Program (Euro NCAP) one. France, taking part of the discussion in WP29 Global Road Safety Partnership (GRSP), provided accident data as well as cost benefit study. To supply data for this debate, PSA Peugeot Citroën carried out physical tests on different car platforms with the two types of impact: pole test 75° 32 km/h, also called “oblique pole test” and pole test 90° 29 km/h. With the results of these tests, numerical models were improved to get correlated models. Then, the correlated models were used to define the optimized technical solutions needed on the 75°/32 km/h test to get back to the same intrusion level as the 90°/29 km/h. It is therefore possible to quantify the cost of this test if it becomes mandatory for Europe or for another country (e.g. China). In addition, accident data analysis assesses the possible benefits for the European roads. This paper presents these data as well as the detailed analysis made by PSA Peugeot Citroën to establish the additional cost (in terms of Euros but also of kilograms) if the discussion ends to the selection of the FMVSS 214 compared to the selection of the Euro NCAP test protocol. The overall conclusion is that there is no justification of such a test for Europe when comparing the costs with the benefits. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Benefits KW - Costs KW - European New Car Assessment Program KW - Federal Motor Vehicle Safety Standards KW - FMVSS 214 KW - France KW - Global Road Safety Partnership KW - Impact tests KW - Poles (Supports) KW - PSA Peugeot Citroen S.A KW - Test protocols UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361875 ER - TY - CONF AN - 01570453 AU - Lim, Jaemoon AU - Chang, Hyungjin AU - Kim, Gyuhyun AU - Lee, Jaewan AU - National Highway Traffic Safety Administration TI - A Consideration on the AE-MDB for the Side Impact Test in KNCAP PY - 2013 SP - 5p AB - The data on car to car side impacts in Korea had increased every year from 67,105 cases in 2006 to 76,556 cases in 2011 by the Police Agency in Korea. In Korea, sales of mid-sized cars, large-sized cars and sport utility vehicles (SUVs) have increased since 2001. The ratio of vehicles over 1,400 kg represented 56% in 2010. The current test procedure for side impact in the Korean New Car Assessment Program (KNCAP) uses 950 kg moving deformable barrier (MDB). The current test method may not reflect the real world traffic conditions and vehicle populations in Korea. The study for improving the side impact test in KNCAP has been carried out. This study shows the test results of three sizes of vehicles (compact car, mid-sized car and large-sized car) using the current KNCAP MDB, 1,300 kg Advanced European Mobile Deformable Barrier (AE-MDB) and 1,500 kg AE-MDB. The ES-2 dummy is mounted on the driver’s and front passenger’s seat, and the SID-2 5th percentile female dummy is mounted on the rear left passenger’s seat. Adopting the side airbag and the curtain airbag, the injury values and the star ratings of cars did not show a big difference according to the size of cars. The dominant factor affecting the occupant safety when using the AE-MDB was pelvis injury of the dummy in the rear seat. The deformations of vehicle side structure showed big difference depending on using the current KNCAP MDB or AE-MDB. If the AE-MDB will be adopted in the KNCAP, the assessment method will be prepared for the enhancement of safety for the smaller occupant in rear seats. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Dummies KW - Impact tests KW - Korea KW - Korean New Car Assessment Program (KNCAP) KW - Mobile deformable barriers KW - Rear seat occupants KW - Side crashes KW - Vehicle size UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361884 ER - TY - CONF AN - 01570452 AU - Mattos, Garrett A AU - Grzebieta, Raphael H AU - Bambach, Mike R AU - McIntosh, Andrew S AU - National Highway Traffic Safety Administration TI - Passenger Vehicle Structural Response in a Dynamic Rollover Test PY - 2013 SP - 10p AB - The structural performance of a vehicle has been shown to be associated with the likelihood of sustaining serious injury in passenger vehicle rollover crashes. With increasing interest in implementing interior safety features, such as side curtain airbags, to mitigate injury during rollover it is important to understand the response of the vehicle structure onto which many of these devices are attached. Further, research is ongoing to determine the feasibility of using a dynamic rollover test device, such as the Jordan Rollover System (JRS), to accurately assess a vehicle’s ability to protect occupants in rollover crashes. This research requires an understanding of the performance of the tests performed on such a system. The objective of this paper is to investigate the response of the vehicle structure, as tested on the JRS, with specific focus on the relationship between the dynamic and residual roof intrusion. This paper will also investigate the kinematic response of the vehicle and how it is related to roof performance and test conditions. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Dynamic tests KW - Jordan Rollover System KW - Kinematics KW - Rollover crashes KW - Structural response KW - Vehicle intrusion KW - Vehicle roofs KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361370 ER - TY - CONF AN - 01570451 AU - Eugensson, Anders AU - Brännström, Mattias AU - Frasher, Doug AU - Rothoff, Marcus AU - Solyom, Stefan AU - Robertsson, Alexander AU - National Highway Traffic Safety Administration TI - Environmental, Safety, Legal and Societal Implications of Autonomous Driving Systems PY - 2013 SP - 15p AB - The concept of autonomous driving opens up for many opportunities but, at the same time, raises concerns and issues for discussion that need to be analyzed and penetrated before a more broad roll-out of autonomously driven vehicles on public roads can be attempted. Among the obvious potential benefits for the society are improved fuel economy, enhanced safety and reduced congestion. There are, however, also potential benefits in offering mobility to the physically challenged, reduced need for infrastructure investments, more efficient use of the urban landscape and individual benefits with more efficient use of the time spent in the car. Driving in autonomous mode opens up for using the time for other useful occupations, e.g. working, relaxing, eating, etc. Many obstacles remain before autonomous driving can be a part of transportation on public roads. In Europe an intense debate is discussing the implications of the Vienna Convention, which governs the framework for the requirements on the driver, and the legality of not having the driver in control of the vehicle. In the US, activities within the states are opening up for autonomous driving testing on public roads under certain provisions, but there is an obvious risk of causing fragmentation by creating deviating requirements. Sorting out the liability issues will be one of the major challenges before autonomous driving on public roads can be a reality. Present national laws in some countries do require a person in form of the driver to be liable in the case of an incident or a crash. For higher levels of autonomous driving, liability needs to rest with the manufacturers or another entity not in the form of a person and should be reflected in national liability legislation. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Benefits KW - Europe KW - Intelligent vehicles KW - Legal factors KW - Liability KW - Policy, legislation and regulation KW - United States KW - Vienna Convention UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1362102 ER - TY - CONF AN - 01570450 AU - Kim, Bumjin AU - Kim, Hyunwoo AU - Park, Dongho AU - National Highway Traffic Safety Administration TI - Research on the AE-MDB CAE Analysis for the Improved EURO NCAP Side Impact Test Procedure PY - 2013 SP - 7p AB - According to the European New Car Assessment Program (EURO NCAP) side impact test procedures for 2015, the European Enhanced Vehicle Safety Committee (EEVC) Working Group 13 (WG13) has made a proposal for an improved side impact barrier: Advanced European Mobile Deformable Barrier (AE-MDB), which subjects test vehicles to more severe conditions compared to the current ECE R.95 MDB in many factors, including higher strength, increased weight and lengthened width. In this paper, development study of AE-MDB Finite Element (FE) model was performed preferentially in order to cope with the enhanced EURO NCAP side impact test procedures. In the second place, analysis and study for AE-MDB side impact were carried out to evaluate its crash severity for compact and midsize vehicles. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Compact automobiles KW - Crash severity KW - European New Car Assessment Program KW - Finite element method KW - Impact tests KW - Mathematical models KW - Midsize automobiles KW - Mobile deformable barriers KW - Side crashes KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361762 ER - TY - CONF AN - 01569650 AU - van Rooij, Lex AU - Pauwelussen, Jasper AU - Op den Camp, Olaf AU - Janssen, Robby AU - National Highway Traffic Safety Administration TI - Driver Head Displacement During (Automatic) Vehicle Braking Tests with Varying Levels of Distraction PY - 2013 AB - Vehicle occupant behavior in emergency driving conditions has a large effect on traffic safety. Distraction is estimated to be the cause of 15-20% of all crashes. Additionally, the posture of the occupants prior to the possibly unavoidable crash is known to have a large effect on the injury reducing performance of the restraint system. In this study it is investigated whether braking settings as well as driver distraction influence the kinematic response of an occupant during braking events, in order to improve the design of crash avoidance or crash and injury mitigation systems. A mid-size passenger vehicle was instrumented with an automatic brake actuator and a warning light, which could be operated by the test leader, seated on the passenger side. The motion of the driver’s head in six degrees of freedom was recorded via an eye-tracking system, as well as relevant vehicle parameters. A single professional test driver was used, which was driving on a large test track, allowing velocities up to 120 km/h and full braking with 50 km/h velocity reduction in both straights and curves. A total of 61 braking events were generated in a varied order in the following four categories: 1) driver-induced while being attentive, 2) automatic while being attentive, 3) driver-induced after a warning was provided while being distracted and 4) automatic while being distracted. Driver distraction was achieved by asking the driver to type a text message while operating the vehicle. From 61 braking tests with a single professional test driver, entrance speed, braking deceleration and jerk time histories as well as brake pedal force were plotted in combination with head motion. Head forward displacement varied between 37 and 128 mm, while head forward pitch (relative to vehicle) was in between 4 and 23 degrees. In attentive scenarios, head rearward displacement in anticipation of an oncoming braking event was observed up to 110 mm. Automatic braking for a distracted driver induces on average 123 mm of head forward displacement, which is 67 mm larger than for an attentive driver that applies the brakes himself. Automatic braking for an attentive driver induced substantially higher head motion, which indicates that posture control is dependent on anticipation on the braking pulse. This study is limited by the fact that tests were performed with one single, professional driver that was aware of the tests to be performed. Wider variation is expected with different drivers and no conclusions could be drawn on habituation. Furthermore, no accurate information is available on timing, such that no information regarding reaction time can be provided. Sensitivity of driver head kinematic response during emergency braking for various parameters was shown in fairly realistic driving conditions. This information is relevant for the design of safety systems that interface with the occupants, such as a motorized belt pretensioner and autonomous emergency braking systems. Obviously these data can also be used for the validation of human models that are used to support the design and functioning of these systems. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash avoidance systems KW - Displacement (Movement) KW - Distraction KW - Head KW - Kinematics KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361225 ER - TY - CONF AN - 01569649 AU - Han, Woo Joon AU - Han, Il Song AU - National Highway Traffic Safety Administration TI - Passenger/Pedestrian Analysis by Neuromorphic Visual Information Processing PY - 2013 SP - 8p AB - The physiological studies since the Hubel and Wiesel’s experimentation of cat’s visual cortex have confirmed the consensus about the brain’s intelligence of visual perception. A new way of enhancing the safety of vehicle is proposed by employing the neuromorphic VLSI (Very Large Scale Integration) or processing for mimicking the robust and natural intelligence of visual recognition, inspired by both the Hubel and Wiesel’s experimentation of visual cortex and the neurophysiological model of Hodgkin-Huxley formalism. The feasibility of neuromorphic system is demonstrated successfully for the robust recognition of human objects for the safety either in the car or on the road, evaluating the neuromorphic VLSI implementation based on the controlled CMOS (complementary metal-oxide-semiconductor) conductance for the bio-plausible performance. The neuromorphic visual information processing is developed for both applications of the driver/occupant analysis in the car and the human object detection on the road. The neuromorphic vision research was motivated by the status analysis of the human posture and safety apparatus for the innovation of the emergency rescue service dealing with the crash accidents, and extended its applications to the safety technology of assisting the vehicle drive by detecting nearby pedestrians or human objects. The overall performance is measured with the success rate over 90%, for both the pedestrian detection and the occupant monitoring, in day or night. The most of human object detections are based on the neuromorphic visual information processing using the still image from the video sensor, because of the limited sight condition. The appropriate use of orientation feature extraction and neural networks ensures the reliability of proposed neuromorphic visual information processing to perform well under various dynamic conditions, such as in the changing ambient light, in night time, or in wet weather which are inevitable for vehicles on the road. The detection of pedestrian or cyclist performs consistently in wide ranges of environment, evaluated in various times and places of Europe and Asia. The recognition of driver’s eye sight is proved as an added function within the framework of proposed neuromorphic system, to match the varying driver’s eye sight for controlling the eyeglassless 3D dashboard display. The same principle is applicable to detect any particular part or pose of human object, and the neuromorphic visual processing system can accommodate the enforced adaptation or learning as it mimics the natural brain. The neuromorphic coupled with neural networks, suggests it as the new feasible and robust device with the convergence of biological neural system and information technology, or as the cost effective and reliable device of vehicle’s safety enhancement by using the CMOS neuromorphic VLSI approach. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - CMOS devices KW - Crash avoidance systems KW - Driver support systems KW - Image processing KW - Neural networks KW - Neurobiology KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Visual perception UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361360 ER - TY - CONF AN - 01569648 AU - Nadler, Eric AU - Traube, Eric AU - Lerner, Neil AU - Jenness, James AU - Brown, Timothy AU - Baldwin, Carryl AU - Chiang, Dean AU - Forkenbrock, Garrick AU - National Highway Traffic Safety Administration TI - Development of Crash Warning Interface Metrics (CWIM) PY - 2013 SP - 6p AB - Based on the findings of a recent field study, Nodine (2011) reported that 88% of forward collision warning (FCW) system alerts in that study were accurate when the lead vehicle was moving. Similarly, 86% of lane departure warning (LDW) alerts activated accurately when the vehicle departed its lane without signaling. However, safety benefits are only realized when the system is both accurate in identifying a crash imminent situation and when the warning presented to the driver elicits a timely and appropriate response (braking or steering). The National Highway Traffic Safety Administration (NHTSA) is conducting studies under the Crash Warning Interface Metrics (CWIM) program to develop valid and sensitive “distracted driver” protocols for the evaluation of the driver vehicle interfaces (DVIs) of FCW and LDW systems on test tracks and in driving simulators as well as examining potential safety-related effects of consistent DVIs for these warning systems. CWIM focuses on distracted drivers because distraction-affected crashes represent a substantial crash risk, including 9% of the fatal crashes and 18% of injury crashes that occurred in 2010 (NHTSA, 2012). The DVI consists of the displays of the warning system, including the warning itself and associated system status displays. Although controls and settings are available for some systems, their usability and effectiveness are outside of the scope of the CWIM program. In this paper, the authors review some of the prominent results and methodological issues encountered in studies conducted under the CWIM program and describe how they are addressed in the work that is currently underway. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Collision warning systems KW - Distraction KW - Driver vehicle interfaces KW - Forward collision warning KW - Information display systems KW - Lane departure warning systems KW - Metrics (Quantitative assessment) KW - Warning systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361361 ER - TY - CONF AN - 01569647 AU - Källhammer, Jan-Erik AU - Toghyani, Hanieh AU - Smith, Kip AU - National Highway Traffic Safety Administration TI - A Technique for Evaluation of Pedestrian Warning Conditions with High Driver Acceptance PY - 2013 SP - 8p AB - This paper discusses a research method used to evaluate the design of the alerting logic of automotive active safety systems and presents an example of how this method can be used to support the design of pedestrian collision warning alerts. Three questions therefore arise: First, how can one collect a measure of the acceptability of an alert to a wide variety of situations? Second, how consistent is that measure across contrasting samples of drivers? Finally, how can one use the measure in designing alerting logic? The authors describe an empirical approach to quantifying the relative level with which drivers are likely to accept pedestrian alerts by a night vision system. The study had two parts: a field operational test (FOT) that gathered a set of 302 video clips of pedestrian alerts with a night-vision system, and a post-hoc or retrospective ratings experiment in which volunteers viewed the clips and rated the relative acceptability of the alerts. The authors document the consistency of these subjective ratings across groups of raters with different levels of experience with the system. This finding supports the argument that laboratory reviews of FOT data are likely to generalize across the population of drivers. The derived measure of acceptance was then used to investigate a range of contextual and quantitative factors likely to influence driver acceptance of alerts to pedestrians issued by a night vision active safety system. Least squares regression revealed that nominal characterization of pedestrian location and motion and two quantitative measures – minimum separation and time to closest approach - explain almost 70% of the variance in driver ratings and do not interact. The authors discuss the implications of this finding for the specification of the system’s alerting strategies. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Acceptance KW - Active safety systems KW - Alert systems KW - Crash avoidance systems KW - Night vision devices KW - Pedestrian-vehicle crashes KW - Video data UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361223 ER - TY - CONF AN - 01569646 AU - Deng, Bing AU - Kiefer, Raymond AU - Zhang, Wende AU - National Highway Traffic Safety Administration TI - In City Traffic Evaluation of Various Crash Avoidance Features with Chinese Drivers PY - 2013 SP - 5p AB - This in-traffic study examined the performance and driver acceptance of various Crash Avoidance (CA) features with Chinese drivers on Shanghai urban, city roads. The test vehicle was a production 2011 Cadillac DTS equipped with Forward Collision Alert (FCA), Lane Departure Warning (LDW), Side Blind Zone Alert (SBZA), Front Park Assist (FPA), and Rear Park Assist (RPA) features. In addition, an “add on” camera-based FCA feature was installed on this test vehicle. Participants experienced the FPA and RPA features in a parking lot while approaching traffic cones, and then commenced a 25 km drive during normal traffic hours on urban roads. This drive included a variety of arterial, minor arterial, and branch roads. After this test drive, participants completed a series of questionnaires corresponding to each of the features they experienced. Overall, the RPA feature received generally more favorable ratings relative to the other features under these testing conditions. Furthermore, although undesirable false alarm activations associated with these features were observed, results generally indicated that the CA features evaluated appear promising in the China market. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - China KW - Crash avoidance systems KW - Driver support systems KW - Field studies KW - Parking KW - Performance tests KW - Shanghai (China) UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361222 ER - TY - CONF AN - 01569645 AU - Heinrich, Christian AU - National Highway Traffic Safety Administration TI - Fighting Driver Distraction - Worldwide Approaches PY - 2013 SP - 8p AB - Research on telematics applications started in the eighties. The experts realized already at that time the need for appropriate means to reduce driver distraction. The European project Prometheus was the starting point for standardization activities both on the national and international level. On this basis, guidelines have been developed in Europe, Japan and the US. A team of experts tasked by the European Commission developed the European Statement of Principles (ESoP) which was published in the year 2000 and revised in 2006. In Japan, the Japanese Automotive Manufacturers Association (JAMA) published their guideline in 1990 with revisions in 2000 and 2004. In US the Alliance of Automotive Manufacturers (AAM) developed a guideline which was published in 2003 and revised in 2006. Currently, the National Highway Traffic Safety Administration (NHTSA) in the US is also working on a guideline. The final document is not yet publicly available. All guidelines have similar goals and basic concepts to achieve the limitation of driver workload and to avoid risky behavior. The following are the most prominent: Mounting of displays and controls should not interfere with the primary driving task; Necessary information should be easily perceivable with short glances; Dialogs should have a clear structure that can be easily understood and that does not require time-critical input; and Complex operation or information should be disabled while driving. There are some differences between the regional guidelines. The main difference is the determination of the distraction potential. While the ESoP contains only a verbal description (visual information not related to driving that is likely to distract the driver significantly), the AAM guideline offers different objective methods including measurement of gaze behavior and driving performance. The JAMA guideline requires measurement of glance duration. All these guidelines are voluntary, but only a part of the industry is committed to the guidelines. The driver workload induced by a telematics system depends on many factors. Different stakeholders are responsible for these factors like car manufacturers, device manufacturers, application developer, radio stations and service provider. The guidelines deal differently with this topic. The ESoP addresses all relevant stakeholders but only the car manufacturers which are represented by the Association of European Car Manufacturers (ACEA) are committed to follow these guidelines. The AAM guideline addresses both OEM and nomadic devices but similar to Europe, only AAM members are committed. The JAMA guideline is binding only for JAMA members. As mentioned above the guidelines are regularly revised by the respective organizations. Up to now, these guidelines have now been applied for a decade. The number of accidents caused by distraction due to the use of vehicle integrated devices is still small despite the increased use of these systems. This shows the effectiveness of the guidelines. Further improvement is only possible on the basis of new scientific data. Naturalistic driving data are a promising approach. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Distraction KW - Drivers KW - Europe KW - Guidelines KW - Japan KW - Research KW - United States UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361224 ER - TY - CONF AN - 01569644 AU - Kim, Jinkwon AU - Kim, Samyong AU - Jung, Hochoul AU - Lee, Byoung Joon AU - Chung, Euiyoon AU - National Highway Traffic Safety Administration TI - Driver's Drowsiness Warning System Based on Analyzing Driving Patterns and Facial Images PY - 2013 SP - 5p AB - Development of technologies to monitor the state of the driver is essential in order to provide appropriate services for various driving situations. For the last decade a variety of driver state monitoring techniques have been proposed from many studies. Driver state monitoring systems generally work based on driving patterns, driver’s video or physiological signals. Driver’s video or driving patterns are convenient to acquire, but to assess driver state accurately is difficult because these methods assess the driver state indirectly. On the other hand, the analysis based on driver's physiological signals can monitor the state of the driver directly, but the sensors are not adopted due to the sensor's low usability in vehicle environment. The proposed driver state monitoring system aims to assess driver’s drowsiness, fatigue, and distraction accurately while achieving high usability through analyzing the driving patterns and video of the driver together. The driver state monitoring system based on driving patterns is able to see the trend of driver state, but it is difficult to determine exactly when the driver is in a dangerous situation, like a microsleep. On the other hand, the video based driver state monitoring system makes it easy to determine the moment of falling asleep, but it needs an additional logic limiting the detection range to prevent increasing a wrong detection rate. The proposed logic finds drowsy driving sections by analyzing the driving patterns, and determines exact time when the alarm is triggered by analyzing the driver’s video. This configuration makes the proposed logic decide driver state with a high accuracy and provide an alarm within an appropriate time. This study is preliminary to validate a possibility of the proposed algorithm. The proposed driving pattern based algorithm was validated by comparing with the self-assessment and driver’s physiological signal. The facial image based algorithm achieves a high accuracy of detecting face direction and eye blink. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Driver monitoring KW - Driving patterns KW - Drowsiness KW - Eye movements KW - Video KW - Warning systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361114 ER - TY - CONF AN - 01569643 AU - Shirakata, Tetsuro AU - Koike, Hiroyuki AU - Hirata, Yutaka AU - National Highway Traffic Safety Administration TI - Maintenance of High Arousal Level by Voluntary Driving Maneuver Using Sensory Feedback PY - 2013 SP - 8p AB - In order to prevent car driver sleepiness that may cause a serious accident, various stimuli have been proposed and tested to date. Although some of these stimuli have been proven effective, their effectiveness is limited and cannot be expected to last long enough. In this study the authors propose a new method to keep car drivers awake for a long period of time, and demonstrate its effectiveness by using driving simulation (DS). The proposed method lets the car driver perform a voluntary driving maneuver, which is lane-keep control with auditory or haptic feedback. In the DS, the subject was asked to drive on a straight road with a monotonous visual scene by following a car running in front at a constant speed. During the DS, recorded road noise was played back or the steering wheel was vibrated such that its intensity was altered in proportion to the amount of deviation from the center of the driving lane. This maneuver helps subjects keep to their driving lane without disturbing the focused attention required for safe driving. It was expected that the decrease of the road noise or the steering wheel vibration would work as a reward, while the increase would work as a disincentive. Pupil diameter, vestibulo-ocular reflex (VOR) and subjective sleepiness were monitored as measures of the subjects’ sleepiness. The authors demonstrate that the steering wheel vibration is effective. Namely, when the proposed voluntary maneuver stimulus was initiated just after subject’s sleepiness was predicted by using the physiological measure (VOR), the duration of the awake period was prolonged. This DS experiment employed only straight road driving, and lane-keep control should be more difficult on real roads. Thus actual driving situations require greater maneuvering that should result in greater effectiveness in maintaining a high arousal level. The authors conclude that to prolong the period of car driver’s high-level alertness, the proposed voluntary driving maneuver is significantly more effective than conventional passive sensory feedback stimuli alone. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Alertness KW - Auditory warnings KW - Driver monitoring KW - Drivers KW - Drowsiness KW - Lane keeping KW - Steering wheels KW - Tactile perception KW - Tire/pavement noise KW - Vibration UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361091 ER - TY - CONF AN - 01569642 AU - Aust, Mikael Ljung AU - Dombrovskis, Sergejs AU - National Highway Traffic Safety Administration TI - Understanding and Improving Driver Compliance with Safety System Feedback PY - 2013 SP - 7p AB - Many crashes usually start with a driver inadvertently leaving the lane. These lane departures broadly fall into two categories. One is where kinematic control is lost, e.g. due to icy roads. The other, and the focus here, is when the vehicle in principle remains controllable, but where the driver for some reason temporarily does not exercise that control. Developing safety systems which detect and act on inadvertent lane departures due to, e.g. drowsiness and/or distraction, has a large safety potential. However, in addition to precise threat detection, successful implementation of such systems also requires an understanding of what motivates and controls the driver’s response to system feedback. While threat detection has advanced considerably in recent years, there has yet to emerge a common view on how to understand and improve driver compliance with system feedback in imminent lane departure situations. The objective of the paper is to formulate a theoretical framework for understanding how safety system feedback is received by the driver in different driving situations. The purpose is to enhance the understanding of what is required to achieve high levels of driver compliance in situations where systems indicate risk, for example of inadvertent lane departures. The framework is based on the dimensions of perceived threat relevance and opportunities for action. Essentially, when system feedback is received (e.g. a lane departure warning), the driver balances the perceived potential gravity of the situation against the effort required to abide by the system’s feedback. This aligns with a general human factors trend toward describing human behavior as a balancing act between goal desirability and energy expenditure. Application of the framework shows that if the driver associates an imminent lane departure with a low level of threat, correctional effort in response to system feedback will be minimal. To increase lane keeping precision under those circumstances, the vehicle must offer an opportunity for action that requires minimal driver effort to realize. Here, strategies like offering to turn on lane keeping aid as soon as lane keeping starts to degrade might be a way forward. If the driver on the other hand associates a lane departure with a high level of threat, any warning that manages to bring the driver’s attention back on the forward roadway will be sufficient. The exception is if the driver is incapable of comprehending or acting on the warning, in which case radical actions such as autonomously driving the vehicle to the next rest place might be necessary. To increase road safety, a deeper understanding of driver compliance is just as important as good threat detection. The issue of how to scientifically approach driver compliance needs to be a top priority in driver behavior analysis. The framework illustrates both the need for, and a viable approach to, a systematic view of how safety system feedback influences driver behavior in lane departure situations. While a step forward, much work remains before the principles governing driver compliance in potentially threatening situations are fully understood. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Driver support systems KW - Drivers KW - Human factors KW - Lane departure warning systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361362 ER - TY - CONF AN - 01569641 AU - Otte, Dietmar AU - Jänsch, Michael AU - Pund, Bernd AU - Duntsch, Katja AU - National Highway Traffic Safety Administration TI - Accident Causation Factor Analysis of Traffic Accidents on the Example of Elderly Car Drivers Using the Causation Analysis Tool ACAS PY - 2013 SP - 10p AB - The need of in-depth accident causation data in accident research is becoming more and more important. The German In-Depth Accident Study (GIDAS) is well qualified to deliver adequate data to conduct an investigation on this field, based also on identifying the causes of accidents. This led to the development and implementation of a special tool called ACAS (Accident Causation Analysis System) for the collection of such causation data adopting the GIDAS methodology. Using this system, for each accident participant one or more of five hypotheses of human cause factors are formed along the basic human functions active when managing a situation in traffic. These hypotheses are subsequently specified by appropriate verification criteria. To facilitate the analysis of accident causes, the information collected with ACAS is recorded in a structured code of digits. With the help of structured questionnaires for on-scene investigation used for interviews of accident participants, it is possible to easily identify human failures and categorize these in the ACAS structure. Internal analysis of the herewith coded accident causation information has proven that with this system it is possible to find causes of traffic accidents with enough details to identify differences of psychological performances categorized by the basic human functions in the situation or the emergence of the accident. Past studies on identifying typical accident scenarios of elderly traffic participants have shown that it is difficult to find typical circumstances and features of accidents caused by the elderly, based on classic accident research data. With the present study a first step in this direction is done by analyzing the causation coding of accidents with personal damages of n=817 non-elderly car drivers (aged 25-64) with failures of one of the five human causation categories and to n=169 elderly car drivers aged 65 and over (total of 986 for both age groups). The focus of this study lies on identifying the special causes of elderly traffic participants and analyzing the psychological effects which lead to failures in the situation of the accident event. The results of the causation analysis display that with elderly traffic participants the human failures are mostly about perception problems and difficulties with the execution of a desired action. The study also revealed that the causation category of an accident has an influence on the accident severity (injury outcome). This is an important factor which has to be kept in mind when looking for countermeasures to decrease severe injuries or fatalities. The knowledge about the human failures is an essential part e.g. for the development of driver assistance systems. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Accident Causation Analysis System (ACAS) KW - Aged drivers KW - Crash causes KW - Crash severity KW - Data collection KW - Driver support systems KW - German In-Depth Accident Study KW - Human factors KW - On the scene crash investigation KW - Psychological aspects KW - Traffic crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361368 ER - TY - CONF AN - 01569580 AU - Eggers, Andre AU - Schwedhelm, Holger AU - Zander, Oliver AU - Izquierdo, Roberto Cordero AU - Polanco, Jesus Angel Garcia AU - Paralikas, John AU - Georgoulias, Konstantinos AU - Chryssolouris, George AU - Seibert, Dominic AU - Jacob, Christophe AU - National Highway Traffic Safety Administration TI - Virtual Testing Based Type Approval Procedures for the Assessment of Pedestrian Protection Developed Within the EU-Project IMVITER PY - 2013 AB - For a number of EU regulatory acts Virtual Testing (VT) is already allowed for type approval (see Commission Regulation No. 371/2010 of 16 April 2010 amending the Framework Directive 2007/46/EC). However, only a very general procedure on how to apply VT for type approval is provided. Technical details for specific regulatory acts are not given yet. The main objective of the European project IMVITER (IMplementation of VIrtual TEsting in Safety Regulations) was to promote the implementation of VT in safety regulations. When proposing VT procedures the new regulation was taken into account, in particular, addressing open issues. Special attention was paid to pedestrian protection as pilot cases. A key aspect for VT implementation is to demonstrate that the employed simulation models are reliable. This paper describes how the Verification and Validation (V&V) method defined by the American Society of Mechanical Engineers was adapted for pedestrian protection VT based assessment. For the certification of headform impactors an extensive study was performed at two laboratories to assess the variability in calibration tests and equivalent results from a set of simulation models. Based on these results a methodology is defined for certification of headform impactor simulation models. A similar study was also performed with one vehicle in the type approval test setup. Its bonnet was highly instrumented and subjected to 45 impacts in five different positions at two laboratories in order to obtain an estimation of the variability in the physical tests. An equivalent study was performed using stochastic simulation with a metamodel fed with observed variability in impact conditions of physical headforms. An estimation of the test method uncertainty was obtained and used in the definition of a validation corridor for simulation models. Validation metric and criteria were defined in cooperation with the ISO TC22 SC10 and SC12 WG4 "Virtual Testing". A complete validation procedure including different test setups, physical magnitudes and evaluation criteria is provided. A detailed procedural flowchart is developed for VT implementation in EC Regulation No 78/2009 based on a so called “Hybrid VT” approach, which combines real hardware based head impact tests and simulations. This detailed flowchart is shown and explained within this paper. Another important point within the virtual testing based procedures is the documentation of relevant information resulting from the verification and validation process of the numerical models used. For this purpose report templates were developed within the project. The proposed procedure fixes minimum V&V requirements for numerical models to be confidently used within the type-approval process. It is not intended to be a thorough guide on how to build such reliable models. Different modeling methodologies are therefore possible, according to particular OEM know-how. These requirements respond to a balance amongst the type-approval stakeholders interests. A cost-benefit analysis, which was also performed within the IMVITER project, supports this approach, showing the conditions in which VT implementation is beneficial. Based on the experience gained in the project and the background of the experts involved an outlook is given as a roadmap of VT implementation, identifying the most important milestones to be reached along the way to a future vehicle type approval procedure supported by VT. The results presented in this paper show an important step addressing open questions and fostering the future acceptance of virtual testing in pedestrian protection type approval procedures. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - European Commission KW - Head KW - Headform impactors KW - Hoods KW - Impact tests KW - Pedestrian safety KW - Regulations KW - Simulation KW - Validation KW - Virtual testing UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361045 ER - TY - CONF AN - 01569579 AU - Yun, Yong-Won AU - Lee, Jae-Wan AU - Kim, Gyu-Hyun AU - Park, Gyung-Jin AU - National Highway Traffic Safety Administration TI - Pedestrian Protection Test and Results: Utilization for Regulations in Korea PY - 2013 SP - 7p AB - High death rates occur due to the frequency of vehicle to pedestrian traffic accidents. Governments throughout the world are attempting to improve the safety features of the vehicle by modifying vehicle safety standards and new car safety assessment programs. This paper introduces the pedestrian protection assessment methods that have been used in the Korea New Car Assessment Program since 2007. Assessment results obtained from 54 models, tested over five years (2008 – 2012), are examined and analyzed. This research found that the pedestrian protection features of vehicles have improved gradually but are still unsatisfactory. Therefore, much improvement is needed. In the past, car manufacturers installed pedestrian protection airbags or active hood systems to enhance the pedestrian protection features. Currently, research is being carried out to develop assessment techniques of active pedestrian protection features. Meanwhile, research is being carried out to develop the Flexible Pedestrian Legform Impactor (Flex-PLI) to satisfy Phase 2 of the Global Technical Regulations (GTR). U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Global Technical Regulation KW - Korean New Car Assessment Program (KNCAP) KW - Legform impactors KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Regulations KW - South Korea KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361080 ER - TY - CONF AN - 01569578 AU - Takahashi, Hiroyuki AU - Miyazaki, Hiroshi AU - Narita, Sohtaro AU - Shamoto, Takehisa AU - Mase, Yusuke AU - National Highway Traffic Safety Administration TI - Development of Pop-Up Hood System for Pedestrian Protection PY - 2013 SP - 6p AB - Pop-up hood systems have been developed as a pedestrian protection technology for vehicles that have a narrow space between the inside surface of the hood and the rigid parts in the engine compartment. The aim of these systems is to help reduce the head injury criterion (HIC) by lifting up the hood and creating a greater distance to the rigid parts in the engine compartment. However, various issues have yet to be resolved in the adoption of these systems. The first category of issues is sensing-related, such as the method of distinguishing between collisions with pedestrians and roadside objects, and ensuring stable detection regardless of the location of the collision at the front of the vehicle. The second category is actuator-related, particularly the method of keeping the hood held up while ensuring that the impact energy of the collision with the head is absorbed. This paper describes the development of a pressure chamber type sensing system and push-rod type actuator that were designed to address these issues. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Actuators KW - Crash injuries KW - Crash sensors KW - Head KW - Head Injury Criterion KW - Pedestrian-vehicle crashes KW - Pop-up hoods KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360940 ER - TY - CONF AN - 01569577 AU - Eckert, Alfred AU - Hohm, Andree AU - Lueke, Stefan AU - National Highway Traffic Safety Administration TI - An Integrated ADAS Solution for Pedestrian Collision Avoidance PY - 2013 SP - 8p AB - Accident statistics indicate that pedestrians constitute a large share of vehicle-related fatalities worldwide. Due to continuing trends towards urbanization, this proportion can be expected to further increase. Advances in passive safety have already proven their effectiveness, but since injuries cannot be completely avoided at higher collision speeds a preferred solution is the complete avoidance of collisions. In this paper, the authors introduce an active safety approach for preventing collisions with pedestrians that integrates advanced perception systems and executes emergency braking and steering maneuvers. The functional concept and system architecture are introduced, followed by the design of the actuation setup. Finally, the results of extensive driving tests are given for validation. As part of the validation strategy, a testing facility has been constructed that comprises a horizontal truss with a pedestrian dummy suspended beneath it. This pedestrian dummy can be moved laterally to simulate pedestrian motion. The presented system architecture includes abstract levels for sensorics, perception refinement, situation analysis and actuation. The functionality is realized using a stereo camera and radar, both of which are high-performance, state-of-the-art automotive sensors currently in series production. The stereo camera integrates a pedestrian classification algorithm, and together the sensors provide extensive knowledge about the available maneuvering space. The sensor data are combined into a hybrid environment representation with two separate entities for moving objects and static structures. This representation can be used as a basis for the situation analysis logic, determining if an emergency braking or steering maneuver is necessary. Two actuators are used to facilitate maneuver execution: an electric power steering (EPS) system and an innovative brake system specifically designed for a fast and precise electronic actuation. One algorithm implemented for handling pedestrian scenarios is the pedestrian motion prediction. In these cases, commonly-used models for vehicle motion are no longer valid, so a motion prediction algorithm has been developed that specifically considers pedestrian behavior. The result, as demonstrated in relevant scenarios, is a significant decrease in false-positive system reactions. In this paper, possibilities for how an emergency situation can evolve with respect to available maneuvering space and last point to brake or steer are extensively discussed and examined through driving tests. An additional challenge is the handling of scenarios where a pedestrian assumes a more generic appearance, such as a person using a wheelchair or pushing a stroller. A holistic system for avoiding pedestrian accidents has been designed, implemented and extensively tested. The results quantitatively show the benefits in terms of the detection performance of the environmental sensors and the sophisticated environment model, including information about the available maneuvering space. Classification and prediction algorithms have been implemented that take into account the characteristics of pedestrian behavior to determine the desired system reactions. Since all sensors and actuators are currently in or near series production, the presented approach demonstrates how pedestrian safety can be greatly enhanced in the near future. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Crash avoidance systems KW - Driver support systems KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - System architecture KW - System design KW - Validation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361019 ER - TY - CONF AN - 01569576 AU - Beck, Ben AU - Bilston, Lynne AU - Kazzi, Mark AU - Brown, Julie AU - National Highway Traffic Safety Administration TI - Injury Mechanisms in Rear Seated Children Aged 9-17 Years and the Implications for Assessing Rear Seat Protection in Crash Tests PY - 2013 SP - 7p AB - This study examines injury mechanisms among rear seated restrained child occupants between 9 and 17 years of age using in-depth crash investigation. It was intended to determine whether current crash assessment protocols could be improved to better represent non-booster seat using children in the rear seat of cars. Rear seat occupants aged older than 9 years were recruited from 6 major New South Wales (NSW) trauma and paediatric hospitals. A detailed review of injury mechanisms, crash and restraint factors and injury outcome was conducted. The case series consists of 20 occupants aged 9-17 years, 14 were in frontal impacts, 5 in side impact and 1 rear impact. Three occupants used a lap only belt and the remainder used lap sash belts. Thoracolumbar spine, chest and abdominal injuries were the most common injuries in frontal crashes. Head and pelvic injuries featured in side impacts. A neck injury was present in a rear impact case. Thoracolumbar spine injuries were associated with lumbar flexion in combination with submarining; and with axial compression, caused by excessive chest loads. Abdominal and chest injury was associated with belt loading. In side impact, contact with intruding structures was the primary mechanism of injury. Although this case series is not representative of all rear seated children in crashes, the high proportion of thoracolumbar spine and abdominal injuries observed indicates a need for greater focus on preventing these injuries in older children using the rear seat. During vehicle crash testing, the inclusion of lumbar spine injury measures in dummies would allow for a greater understanding of the effectiveness of safety technologies in the rear seat, as would validated measures of abdominal injury. Dummy measurements in front seat assessment focus on head, neck, chest and femur loads. While protecting these regions is important for all occupants, this study has demonstrated other body regions that require assessment when addressing rear seat occupant protection. Further the majority of injuries in this case series would not be captured using existing front seat dummy protocols. The results indicate different injury sources for rear occupants than reported for front occupants. Simply extending existing front seat assessment protocols to the rear seat may not adequately assess injury risk for older children in the rear seat. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Case studies KW - Children KW - Crash injuries KW - Head KW - Lap belts KW - Lap-shoulder belts KW - Neck KW - New South Wales KW - Pelvis KW - Rear seat occupants KW - Seat belts KW - Spinal column KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361081 ER - TY - CONF AN - 01569575 AU - Hamacher, Michael AU - Eckstein, Lutz AU - Kühn, Matthias AU - Hummel, Thomas AU - National Highway Traffic Safety Administration TI - Integrated Pedestrian Safety Assessment Procedure PY - 2013 SP - 11p AB - Structural improvements at the vehicle front are state of the art in the field of pedestrian safety today and offer a basic passive protection. Meanwhile advanced safety systems have entered the market. Deployable systems, like the active bonnet or the windscreen airbag, further enhance the passive protection of passenger vehicles while systems of active safety such as autonomous emergency braking (AEB) are able to mitigate or even avoid an accident due to a reduction in collision speed. However, an integrated assessment of active and passive pedestrian safety is a current challenge. A procedure to assess and compare the safety potential as well as the effectiveness of active and passive safety measures on one scale was presented at the last ESV conference (paper 11-0057) and has been further enhanced since then. In addition, an existing external test protocol for advanced forward-looking pedestrian safety systems has been implemented into the assessment procedure, which enables a vehicle-model-specific evaluation of active safety systems for children and adults. An important characteristic of the assessment procedure is its modular design, combining structural characteristics of a vehicle front with accident kinematics and accident research data. The procedure uses the results of the Euro NCAP pedestrian protection tests of the car to be assessed and adapts the Head Injury Criterion (HIC) values to the real accident kinematics derived from numerical simulations. Kinematics parameters are the head impact velocity, impact angle and impact probability. The assessment procedure finally provides index values for children and adults, which indicate the risk for an AIS3+ head injury due to the primary impact depending on the collision speed. A first update to the procedure, which is already prepared for the Euro NCAP-GRID, has been made with respect to the pedestrian size distributions used to determine the impact probabilities for the particular wrap-around-distance zones of the vehicle front. Both distributions, i.e. for children and adults, are now based on current GIDAS data and establish a direct link to the actual accident situation. Further changes have been carried out regarding the weighting and adaptation of the Euro NCAP values, resulting in a new correlation between head impact velocity and HIC. At last the index calculation itself has been revised by the use of a more convenient injury risk curve. For active pedestrian safety systems the reduction in collision speed achieved within the particular test scenarios specified in the external test protocol forms the main assessment criterion. A methodology has been developed, which implements those test results according to their relevance into the assessment procedure and enables the calculation of a corresponding index value. A case example describing an AEB system equipped with a warning function has been defined in order to demonstrate the methodology. Index values are calculated for six real passenger car fronts, all representing different vehicle classes. Beside the basic vehicle, an active bonnet, a windscreen airbag and the generic AEB system are each assessed. The corresponding index values reveal, which pedestrian safety systems are most effective for the different vehicle classes as well as pedestrian groups. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Air bags KW - Automatic braking KW - Crash injuries KW - European New Car Assessment Program KW - Head KW - Head Injury Criterion KW - Hoods KW - Kinematics KW - Passive safety KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Speed KW - Vehicle front end UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360944 ER - TY - CONF AN - 01569574 AU - Lesire, Philippe AU - Krishnakumar, Reakka AU - Chevalier, Marie-Christine AU - Johannsen, Heiko AU - Müller, Gerd AU - Longton, Alejandro AU - Kirk, Alan AU - National Highway Traffic Safety Administration TI - Safety Benefits of the New ECE Regulation for the Homologation of CRS - An Estimation by the EC CASPER Project Consortium PY - 2013 SP - 15p AB - The Global Road Safety Partnership (GRSP) informal group on child restraint systems (CRS) finalised phase 1 of a new regulation for the homologation of CRS . This regulation is the subject of several discussions concerning the safety benefits and the advantages and disadvantages that certain specific points may bring. However, these discussions are sometimes not based on scientific facts and do not consider the whole package but only single items. Based on the experience of the Child Advanced Safety Project for European Roads (CASPER) partners in the fields of human behaviour, accident analysis, test procedures and biomechanics in the area of child safety, a consideration of the safety benefits of phase 1 of the new regulation and recommendations for phase 2 will be given. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Child Advanced Safety Project for European Roads (CASPER) KW - Child restraint systems KW - Global Road Safety Partnership KW - Regulations KW - Safety benefits KW - United Nations Economic Commission for Europe UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361084 ER - TY - CONF AN - 01569573 AU - Mathews, Emily A AU - Balasubramanian, Sriram AU - Seacrist, Thomas AU - Maltese, Matthew R AU - Arbogast, Kristy B AU - Kent, Richard W AU - Forman, Jason AU - Higuchi, Kazuo AU - Tanji, Hiromasa AU - National Highway Traffic Safety Administration TI - Comparison of Pediatric and Young Adult Far-Side Head Kinematics in Low-Speed Lateral and Oblique Impacts PY - 2013 SP - 14p AB - The importance of head injuries to restrained far seat occupants has been previously documented. Control of the kinematics leading to these injuries can likely be achieved by improved torso lateral restraint. In adults, seat belt pre-tensioning reduced lateral head displacement by approximately 200 mm in far-side impacts. Children, however, may demonstrate greater lateral movement as previous studies have shown greater spine flexibility in the pediatric population relative to adults. The objective of this study was to investigate pediatric and young adult far-side head kinematics in low-speed lateral and oblique impacts and explore the effect of pre-tensioning. Thirty male human volunteers, ages 9-14 years (n=20) and 18-30 years (n=10), were tested on a low-speed, sub-injurious crash sled at either 60° or 90°. The safety envelope of the crash pulse was defined by an amusement park bumper car impact. The acceleration pulse was provided by a custom-designed hydro-pneumatically-driven sled system composed of a cart on a set of low friction rails (max pulse: 1.91 g; rise time: 53.8 ms; pulse duration: 146.5 ms). Each subject was restrained by a custom-fit automotive three-point belt system with an electromechanical motorized seat belt retractor (EMSR). The EMSR activated 200 ms prior to initiation of the crash pulse and provided a pre-tensioning load of approximately 300N, with a rise time to peak load of 100 ms. The restraint system was designed such that the EMSR could be active or inactive. Photo-reflective targets were attached to a tight-fitting head piece on each subject and adhered to skeletal landmarks on the spine, shoulders, sternum, and legs as well as along the shoulder belt. A 3-D near-infrared target tracking system quantified the position of the targets throughout the event. Subjects participated in a set of 8 randomized trials, four with EMSR activation and four without EMSR activation. Maximum head and spine excursions were measured. EMSR activation significantly reduced the magnitude of head and spine kinematics. With EMSR activation, lateral head excursion decreased by an average of 96 mm and 114 mm, and T1 excursions were reduced by an average of 105 mm and 106 mm for oblique and lateral impacts, respectively. Although EMSR activation to reduce seat belt slack is primarily indicated as a frontal impact countermeasure, these data demonstrate its efficacy in reducing head excursion in far-side impacts. Low-speed human volunteer tests provide insight into occupant motion at these impact angles in the presence of active musculature. These results are useful for the development of rear seat countermeasures. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Children KW - Crash injuries KW - Head KW - Kinematics KW - Low speed collisions KW - Oblique impacts KW - Seat belt pretensioners KW - Seat belts KW - Side crashes KW - Spinal column KW - Young adults UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361050 ER - TY - CONF AN - 01569572 AU - Jakobsson, Lotta AU - Broberg, Thomas AU - Karlsson, Henrik AU - Fredriksson, Anders AU - Gråberg, Niklas AU - Gullander, Christina AU - Lindman, Magdalena AU - National Highway Traffic Safety Administration TI - Pedestrian Airbag Technology – A Production System PY - 2013 SP - 7p AB - Pedestrians in conflict with passenger cars represent an important portion of all road user fatalities. This paper presents the world-first pedestrian airbag technology offered in a production vehicle, being one way of addressing pedestrian protection, focusing on trying to help further cushion the impact for a pedestrian and also enable a sleek styling of the vehicle in question. A description of the technology is provided as well as examples of tests for evaluating technical performance, head impact characteristics and overall technology performance. Sensors in the bumper provide input to the pedestrian airbag control unit that determines if the system should be activated. The hood hinges are released and the pedestrian airbag deploys helping both to elevate the hood itself as well as helping to cushion a potential impact. The lift height is controlled and limited. Numerous tests of the components and the system performed in various situations, including different weather conditions, verified the technical performance and validated the complete chain of events from detection of a pedestrian leg to the final state of deployment. Using head impactor tests, the head impact protection capabilities showed overall good performance. Impact towards the pedestrian airbag reduces the acceleration level as compared to without the airbag. Overall performance of the complete technology, including head impact timing, airbag coverage and overall occupant kinematics was verified using a pedestrian prototype crash test dummy and four different pedestrian finite element (FE) human models. The pedestrian airbag technology as being one possible solution to cushion an impact helps to protect pedestrians in certain situations when struck by the vehicles front end with a consequent impact to the hood and the area around the windscreen wiper recess and A-pillar. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Dummies KW - Head KW - Hoods KW - Human models KW - Impact tests KW - Pedestrian safety KW - Pedestrian-vehicle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361087 ER - TY - CONF AN - 01569571 AU - Johannsen, Heiko AU - Beillas, Philippe AU - Lesire, Philippe AU - National Highway Traffic Safety Administration TI - Analysis of the Performance of Different Architectures of Forward Facing CRS with Integral Restraint System PY - 2013 SP - 15p AB - The use of an appropriate Child Restraint Systems (CRS) is mandatory in Europe for children up to at least 135 cm. CRS are currently homologated according to the regulation ECE R44. A draft for a new ECE Regulation has been proposed. According to ECE R44, children with a weight between 9 and 18 kg shall use a CRS with integral restraint system, which are normally forward facing. Two architectures fulfilling the integral restraint system requirements can be found on the European market: 5-point-harness systems and shield systems. In principle the same systems can be homologated according to the future regulation. While shield systems were very popular in the beginning of the CRS epoch, they disappeared in the end of the 1990s. Today they are subject of a revival. Although a considerable number of shield systems are offered in the market today and it is estimated that they have today a market share of 10% of the CRS group in question, they are seldom observed in field data, i.e. accident data and misuse studies, and biomechanical studies on the topic are limited. The aim of this study was to analyse the performance of shield and harness systems in dummy tests, to analyse the limited accident data available and discuss the possible impact on future child safety. While shield systems are advertised to protect the neck better than 5-point harness systems, this is overall not supported by the test results, especially for neck moments which appear to be higher with shield systems for most of the tests. However, for the long duration ADAC pulse shield systems show clearly lower neck loadings. Based on the observed injuries, it is questionable whether or not the Q dummy neck instrumentation is sufficient to fully understand the injury mechanisms. Mainly small children in forward facing CRS are suffering from neck injuries. These are mainly represented by Q1 and Q1.5. These dummies only offer upper neck load cells, which is in principle compliant with the injury pattern observed for this age group. However, lower neck injuries are appearing to be more of an issue for shield systems. Dummy readings are also considerably higher for thorax and abdomen for shield systems than 5-point-harness systems. Based on the limited accident data available, this seems associated with more frequent injury to these regions with shields. The head excursion, an important factor for head injuries, is lower for shield systems than for 5-point-harness systems in dummy tests. Overall, the results from the current study do not clearly indicate a benefit of shields for the head and neck. However, they raise questions about possible risks to the thorax and the abdomen. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Child restraint systems KW - Crash injuries KW - Dummies KW - Europe KW - Harness type (Child restraint systems) KW - Head KW - Impact tests KW - Neck KW - Regulations KW - Shield systems (Child restraint systems) KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360924 ER - TY - CONF AN - 01569570 AU - Tanaka, Yoshinori AU - Hosokawa, Naruyuki AU - Yamaguchi, Daisuke AU - Matsui, Yasuhiro AU - National Highway Traffic Safety Administration TI - Research of CRS Side Impact Test Procedures Using an Acceleration Type Sled System PY - 2013 SP - 14p AB - Accident data show that the injury risks to children seated in child restraint systems (CRSs) are higher in side collisions than those in any other types of collisions. Accordingly, the National Highway Traffic Safety Administration (NHTSA) reported about CRS side impact test methods. In WG29/GRSP, the ISOFIX type CRS new regulation was accepted at the 2011 December Global Road Safety Partnership (GRSP). Adding side impact sled test is one of the topics for a new regulation. In Europe, the deceleration type sled system is most commonly available, and consequently most studies regarding CRS side impact tests are done by the deceleration type sled system. But the National Traffic Safety and Environment Laboratory (NTSEL), the type approval test department in Japan, has an acceleration type sled system, so it is necessary to confirm that the CRS side impact test procedure of new regulation can be tested by the acceleration type sled test system. In this present research, NTSEL conducted CRS side impact sled test series for evaluating the CRS side impact test procedure by using an acceleration type sled system. The test methods using this acceleration type sled system are almost same as those published in NHTSA’s 2009 ESV technical paper. The tests series the authors conducted are as follows: (1) The authors conducted tests to confirm that the test conditions of new regulation can be satisfied by an acceleration type sled system; (2) The authors conducted tests to confirm that the severities of the CRS side impact test used by the deceleration sled and the acceleration sled are similar or not; and (3) The authors conducted tests to confirm whether there are any problems with the specified CRS side impact test procedures or not. Findings are as follows: (1) The CRS side impact test conditions specified by the new regulation were defined to be the relative velocity and the intrusion between the door and seat. The authors confirmed that the tests using an acceleration type sled system could satisfy the relative velocity corridor and intrusion as proposed in new regulation. (2) Test data measured by the deceleration type sled systems from European test laboratories were obtained in order to compare the severities between the different types of sled systems. The authors then compared the 2 different CRSs' test data. As for the dummy injury measures, the coefficients of variation were less than 10% with the exception of that for the neck. As a result, the severities of the CRS side impact tests conducted using a deceleration sled and an acceleration sled were determined to be similar. (3) The authors confirmed the main test parameters which determine dummy injury measures to evaluate whether test conditions of the new regulation were specific enough or not for evaluating the CRS performance. So the authors conducted tests under 2 different conditions which both satisfy the test conditions of new regulation (i.e., the relative velocity and intrusion between the door and seat), and the authors collected the different dummy injury measures. These test data indicated that additional conditions are needed for the CRS side impact test procedure of the new regulation to make the conditions the same in various tests. The authors studied the parameters which influenced the dummy injury measures. The authors confirmed that the relative velocity between the door and dummy had a large influence on the dummy injury measures. Therefore, the authors propose to add the door velocity condition to the CRS side impact test procedure. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Crash injuries KW - Dummies KW - Impact tests KW - Japan KW - National Traffic Safety and Environment Laboratory (Japan) KW - Relative velocity KW - Side crashes KW - Sled tests KW - Vehicle intrusion UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361023 ER - TY - CONF AN - 01569569 AU - Ando, Kenichi AU - Tanaka, Nobuhisa AU - National Highway Traffic Safety Administration TI - An Evaluation Protocol for Collision Avoidance and Mitigation Systems and Its Application to Safety Simulation PY - 2013 SP - 7p AB - After a decade of reductions in passenger fatalities by improving vehicle crash safety, pedestrians now account for the majority of traffic accident fatalities in Japan. Collision Avoidance and Mitigation Systems (CAMS) are intended to monitor objects ahead including pedestrians, issue a warning to the driver upon detecting an object, and activate automatic brakes. CAMS are promising technologies for reducing pedestrian and motor vehicle accidents. However, there are currently no standardized test methods for evaluating their safety performance and they have been slow to spread in the market. This study proposes a protocol for evaluating the performance of CAMS, and estimates their effect on reducing pedestrian fatalities and injuries. The authors used two test vehicles with CAMS having different sensing systems. To investigate the collision avoidance performance of CAMS, a test vehicle was driven toward a pedestrian dummy which was set up on a test course, and the collision avoidance situations were recorded. Among various test conditions, daytime, dry road surface, side-facing pedestrian, black clothing (pedestrian), and center position (of the vehicle) were selected as standard test conditions. In evaluating the performance of CAMS, the authors used the criterion of whether or not a collision with the pedestrian dummy was avoided without any operation by the driver. The results showed substantial variability in collision and avoidance even under the same standard conditions. In order to include the uncertainty of the collision avoidance results, the authors assumed collisions to be probabilistic events. By applying a logistic regression model with “p” as the probability of pedestrian dummy collision and vehicle speed “x” as an explanatory variable when using CAMS under the standard conditions, the authors defined collision probability “p(x)” as the performance of CAMS. p(x) clearly shows the differences in performance between two vehicles tested. The authors analyzed factors contributing to the differences in performance. As the two main functions of CAMS are to detect pedestrians and to apply the automatic brakes, the authors used the warning timing as a measurement of the detection function, and the braking timing as a measurement of the automatic brake function. An analysis of the difference in collision avoidance performance between the two vehicle models showed that the timing of automatic brake activation is the cause of the difference. It was also found that in order to increase the collision avoidance probability, it is more effective to activate the automatic brake based on CAMS’ judgment, rather than to wait for the driver to respond to a warning. In the traffic fatality and injury data, the authors estimated the fatality reduction effect of CAMS by applying the defined accident avoidance probability of CAMS. Due to the performance of CAMS, the effect on reducing pedestrian fatalities is larger at low and medium speeds. CAMS also have a more significant effect on reducing severe injuries because the rate of severe injuries is higher at low and medium speeds where the CAMS collision avoidance probability is higher. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash avoidance systems KW - Crash injuries KW - Injury severity KW - Japan KW - Pedestrian-vehicle crashes KW - Performance tests KW - Speed KW - Test protocols UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360942 ER - TY - CONF AN - 01569568 AU - Croatto, Sandy AU - Masuda, Mitsutoshi AU - National Highway Traffic Safety Administration TI - Q10 and HIII-10 YO in Frontal Impact: Sensitivity to Restraint Systems PY - 2013 SP - 8p AB - Euro NCAP is planning to use a 6 and a 10 year-old anthropomorphic test device (ATD) in rear seats for frontal and side impact assessments. A candidate for the 10 year-old ATD is the in-development Q10. This paper compares the sensitivity of Q10 and HIII-10 year-old (HIII) ATDs to pretensioner and force-limiter equipped 3-point belts, and to high back booster child restraint systems (CRS). Q10 and HIII were placed on the rear bench of a compact vehicle body-in-white. Sled tests were performed with a compact car 64 kph ODB acceleration pulse under 4 different test situations: 1) No pretensioner/no force limiter seatbelt & no CRS; 2) With pretensioner/force limiter seatbelt & no CRS; 3) No pretensioner/no force limiter seatbelt & with CRS; 4) With pretensioner/force limiter seatbelt & with CRS Both ATDs were equipped with standard instrumentation in the head, neck and chest. Q10 was additionally instrumented with abdomen pressure sensors. Using a CRS resulted for both ATDs in a reduction of head acceleration 3 msec and an increase of head longitudinal displacement compared to without CRS. Video analysis suggests that additional stroke originates from seatbelt moving out from the CRS belt guide. Without CRS, pretensioner/force-limiter seatbelt usage resulted for both ATDs, in a reduction of head acceleration 3 msec and head forward displacement. For both ATDs, usage of CRS increased the chest deflection (average: Q10=+45%, HIII=+10%). HIII responded to pretensioner/force-limiter with a decrease of chest deflection (average -10%), irrespectively of CRS use. Notably Q10 without CRS experienced chest deflection increase (+28%) when using pretensioner/force-limiter seatbelt, possibly due to a smaller shoulder belt migration towards the neck. For Q10 dummy, usage of CRS significantly reduced the left abdomen pressure (-27% for no pretensioner/no force limiter seatbelt, -52% for pretensioner/force limiter one) by preventing the lap belt migration towards the abdomen. Reported results are based on sled tests. Neither pitch nor yaw are represented despite being showed as potentially relevant for ATD kinematics [Deguchi et al., 2012]. In line with the results of the present study, belt migration to abdomen and neck have been reported for HIII 10 year-old to be less common when using CRS and chest deflection was reported to be higher when using a CRS [Tylko and Bussières, 2012]. In this study, differences in the chest deflection sensitivity to restraint systems were observed between Q10 and HIII dummies. Those differences presumably originate from the difference of behaviour of the shoulder belt on the dummies’ chest. It was also observed for both dummies that the chest deflection was decreasing when the lap belt was sliding up towards the abdomen. At this point, given the limited scope of this study, it cannot be concluded whether these belt sliding phenomena represent human characteristics or if it is a dummy artefact. Further investigation is needed. Based on this study herein, the authors recommend using the abdomen pressure sensor when assessing restraint system performance as it seems to be able to identify differences in the phenomenon of lap belt migration. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test devices KW - Child restraint systems KW - Dummies KW - Frontal crashes KW - Impact tests KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1361034 ER - TY - CONF AN - 01569491 AU - Yoganandan, Narayan AU - Pintar, Frank A AU - Humm, John R AU - Rudd, Rodney W AU - Ridella, Stephen A AU - National Highway Traffic Safety Administration TI - Biofidelity of Force Responses of Different Types of Human Surrogates in Oblique Side Impacts PY - 2013 SP - 8p AB - In order to determine the biofidelity responses of anthropomorphic test devices, also called dummies, used in crashworthiness studies and develop injury criteria for trauma assessment devices, studies using post mortem human subjects (PMHS) are often necessary. From the perspective of side impacts, many studies are available on these issues when the applied load vector is pure lateral. Injuries, injury metrics, and injury criteria have been advanced for the current ES-2re device using matched-pair tests. Similar studies are needed for oblique loading as this mode is recognized in modern vehicle environments as an important vector for inducing trauma. Thus, the present study was designed to compare differences in the design of load-walls between different types of pure lateral tests, review literature to determine the need to conduct oblique side impact sled tests and present a detailed methodology to gather region-specific data (such as force-time curves) which can be used to accurately evaluate the local responses of PMHS and dummies, ES-2re and WorldSID. The consolidated graphs overlaying PMHS and the two dummy responses serve as a first step in the assessment of dummy biofidelity. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Cadavers KW - Crash injuries KW - Dummies KW - Dummy biofidelity KW - Oblique impacts KW - Side crashes KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360917 ER - TY - CONF AN - 01569490 AU - Yaguchi, Masayuki AU - Ono, Koshiro AU - Masuda, Mitsutoshi AU - Fukushima, Tatsuya AU - National Highway Traffic Safety Administration TI - Sensitivity to Different Seating Positions of THOR-NT and Hybrid III in Sled Testing PY - 2013 SP - 10p AB - In this study, the sensitivity to different seating positions of the THOR-NT and the Hybrid III in sled testing was evaluated. In the tests, the THOR-NT or the Hybrid III was installed on the driver seat of a vehicle body fixed on the sled, and a frontal impact of 15.6 m/s (56 km/h) was given to the sled. Dummy installation was subject to Federal Motor Vehicle Safety Standard (FMVSS) 208 and University of Michigan Transportation Research Institute (UMTRI) seating procedures. Furthermore, based on the FMVSS 208 procedure, the seat slide was adjusted forward 30 mm (MP-30). In testing of the three seating positions of the THOR-NT, different responses in the head acceleration were shown. The head accelerations in FMVSS 208 and UMTRI exhibited a sharp high wave of about 110 ms, but that in the MP-30 did not exhibit such a wave. Applying the dummy injury values to provisional injury assessment reference values (IARVs) for THOR used in the research of the National Highway Traffic Safety Administration (NHTSA), kinematic rotational brain injury criterion (BRIC) of the MP-30 was lower than FMVSS 208 and UMTRI. For the acetabulum force, it was large, in the order of the UMTRI, FMVSS 208, and MP-30. For inversion/eversion of the right ankle of the accelerator pedal side, it showed large angles, in the order of the FMVSS 208, MP-30, and UMTRI. Other injury values of the ankles showed large angles, in the order of the UMTRI, FMVSS 208, and MP-30. The difference in the responses to the different seating positions was mainly observed in the head acceleration and lower extremity force responses for both the THOR-NT and the Hybrid III. However, comparing responses of the THOR-NT and the Hybrid III with the same conditions, the upper body of the THOR-NT moved forward more, compared to the Hybrid III, and the torsion about the z-axis was also larger than the Hybrid III. As a result, the head acceleration of the THOR-NT and the Hybrid III exhibited different responses. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Ankle KW - Brain KW - Crash injuries KW - Dummies KW - FMVSS 208 KW - Frontal crashes KW - Head KW - Lower extremities KW - Seating position KW - Sled tests KW - Upper body UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360666 ER - TY - CONF AN - 01569489 AU - Rhule, Heather AU - Donnelly, Bruce AU - Moorhouse, Kevin AU - Kang, Yun Seok AU - National Highway Traffic Safety Administration TI - A Methodology for Generating Objective Targets for Quantitatively Assessing the Biofidelity of Crash Test Dummies PY - 2013 SP - 14p AB - A set of analysis tools and a procedure are presented for generating objective biofidelity targets derived from post-mortem human subject (PMHS) test response data and quantitatively assessing the biofidelity of crash test dummies. Using response time history data from PMHS tests (Maltese et al., 2002), this paper presents a methodology for creating PMHS response targets that have a statistical basis and then using those targets for quantitative evaluation of crash dummy biofidelity. The first step in the methodology is to normalize the response data to remove variation associated with anthropometric differences and match the size of the dummy to be assessed (e.g., 50th percentile male). After the data are normalized the phase differences are minimized for all responses using the cross-correlation functions and the Lagrange Multiplier technique. The resulting phase-adjusted set of time histories can be averaged, point by point, to obtain a “typical” response. The average phase shift is utilized to locate the mean PMHS response in time. The typical response, or mean curve, can then be bracketed with plus and minus one standard deviation curves resulting in a biofidelity target specification for a dummy response. A single average standard deviation value is used to encompass the mean curve rather than using the point by point standard deviation values, which eliminates “necking” at crossing points. To quantitatively determine the quality of the dummy biofidelity, each dummy response is evaluated for biofidelity in terms of shape and magnitude (SM) and phase (P). First, phase differences between the dummy and mean PMHS response are minimized by using the cross-correlation function to find the phase shift, or lag, that minimizes the squared difference between the two curves. Then the difference between the phase-minimized dummy response and the target mean is measured using a cumulative variance ratio (DCV/CCV) to describe the response shape and magnitude biofidelity. In addition, the dummy phase response biofidelity is assessed utilizing a ratio of the minimizing lag (dummy phase shift) divided by a standard acceptable lag. The acceptable lag is found by shifting the PMHS mean curve in time with respect to itself and determining the lag between the shifted and unshifted PMHS mean curves that results in a DCV/CCV equal to 1.0. The values for shape and magnitude biofidelity (SM) and phase biofidelity (P) are combined using a root mean square (RMS) methodology (the resultant or orthogonal vector addition) to provide a sense of the total biofidelity quality of each channel time history. The RMS values for each response measurement are averaged for each test condition to obtain the test condition rank; the test condition ranks are averaged to obtain the body region rank; and the body region ranks are averaged to obtain the External or Internal Biofidelity Rank; the External and Internal Biofidelity Ranks are then averaged to obtain the Overall Biofidelity Rank. Results consist of example PMHS biofidelity targets for lateral sled impact tests and two side impact dummies are ranked using this revised BioRank system. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Cadavers KW - Dummies KW - Dummy biofidelity KW - Evaluation and assessment KW - Impact tests KW - Test data UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360914 ER - TY - CONF AN - 01569488 AU - Desbats, Romain AU - Compigne, Sabine AU - Mottola, Ernesto AU - Masuda, Mitsutoshi AU - National Highway Traffic Safety Administration TI - Validation of Finite-Element Model of THOR-NT Lower Abdomen PY - 2013 SP - 14p AB - THOR is expected to be the next regulatory frontal impact crash test dummy. It brings substantial biofidelity improvements and additional measurement capabilities compared to the current Hybrid III dummy. However, THOR-NT lower abdomen biofidelity was reported as limited. To improve it, numerical modelling would allow the evaluation of several design solutions but would need a validated THOR Finite Element (FE) model. Under the National Highway Traffic Safety Administration (NHTSA) initiative, a THOR FE model was developed and made publicly available. The current study aimed at validating the lower abdomen of the THOR-NT version 1.0 FE model issued in 2011. Impactor and seat belt tests performed on THOR-NT according to published Post Mortem Human Subject test set-ups were simulated using LS-DYNA FE code. Limitations of the current material model used for the abdomen foam block were highlighted and additional material characterization was performed to take into account foam compression rate sensitivity. Abdomen model response was improved for rigid-bar load type, whereas validation under seat belt tests suggested that additional investigations should be carried out including the validation of the pelvis flesh model. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Dummies KW - Dummy biofidelity KW - Finite element method KW - Frontal crashes KW - Impact tests KW - LS-DYNA (Computer program) KW - Seat belts KW - Simulation KW - Validation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360449 ER - TY - CONF AN - 01569487 AU - Carroll, Jolyon AU - Goodacre, Oliver AU - Hynd, David AU - Petitjean, Audrey AU - National Highway Traffic Safety Administration TI - Testing of the WorldSID-5F to Support Injury Risk Function Development and Assessment of Other Performance Issues PY - 2013 SP - 16p AB - Global Technical Regulation Informal Groups have directed a WorldSID Technical Evaluation Group to document the performance of the WorldSID-50M (50th percentile male) and 5F (5th percentile female). This research contributes to the evaluation of the WorldSID-5F. It documents pendulum and sled tests carried out to aid both the biofidelity assessment by the WorldSID Informal Group and injury risk development by ISO/TC22/SC12 Working Group 6 (WG6). Issues concerning contacts between the pelvis bone and lumbar-sacral components, and interaction between the pelvis flesh and lowest rib, were also investigated. The WorldSID-5F test programme consisted of 26 sled and 51 pendulum tests, in a variety of impact configurations, matching the biofidelity and injury risk test requirements specified by ISO. The WorldSID-5F generally performed as expected. The dummy biofidelity was shown to be outside of several ISO targets. However, this performance has been demonstrated previously with the Revision 1 release of the dummy and may still represent an improvement over other, currently available, side impact dummies. Dummy handling was found to be good at typical vehicle test severities. Test-to-test use of the dummy was straightforward; however, durability is predicted to be a problem when trying to achieve the high test severities needed in the development of injury risk functions. Contacts were detected between the pubic symphysis and anterior-inferior corner of the sacral load cell mounting and between the iliac wing and the lumbar spine mounting bracket. These contacts occurred in sled and pendulum tests at severity levels substantially below those specified for many of the biofidelity and injury risk tests. In the pendulum test programme contacts were also detected between the shoulder and the neck bracket. Such a contact provides an uninstrumented load path. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - 5th percentile female KW - Crash severity KW - Dummies KW - Dummy biofidelity KW - Durability KW - Evaluation and assessment KW - Pendulum tests KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360912 ER - TY - CONF AN - 01569486 AU - Lemmen, Paul AU - Been, Bernard AU - Carroll, Jolyon AU - Hynd, David AU - Davidsson, Johan AU - Martinez, Luis AU - García, Antonio AU - Vezin, Philippe AU - Eggers, Andre AU - National Highway Traffic Safety Administration TI - An Advanced Thorax-Shoulder Design for the THOR Dummy PY - 2013 SP - 15p AB - Thoracic injuries are one of the main causes of fatally and severely injured casualties in car crashes. Advances in restraint system technology and airbags may be needed to address this problem; however, the crash test dummies available today for studying these injuries have limitations that prevent them from being able to demonstrate the benefits of such innovations. THORAX-FP7 was a collaborative medium scale project under the European Seventh Framework. It focused on the mitigation and prevention of thoracic injuries through an improved understanding of the thoracic injury mechanisms and the implementation of this understanding in an updated design for the thorax-shoulder complex of the THOR dummy. The updated dummy should enable the design and evaluation of advanced restraint systems for a wide variety (gender, age and size) of car occupants. The hardware development involved five steps: 1) Identification of the dominant thoracic injury types from field data, 2) Specification of biomechanical requirements, 3) Identification of injury parameters and necessary instrumentation, 4) Dummy hardware development and 5) Evaluation of the demonstrator dummy. The activities resulted in the definition of new biofidelity and instrumentation requirements for an updated thorax-shoulder complex. Prototype versions were realized and implemented in three THOR dummies for biomechanical evaluation testing. This paper documents the hardware developments and biomechanical evaluation testing carried out. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Biophysics KW - Crash injuries KW - Dummies KW - Dummy biofidelity KW - Impact tests KW - Prototypes KW - Restraint systems KW - Shoulder KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360662 ER - TY - CONF AN - 01569485 AU - Humm, John R AU - Yoganandan, Narayan AU - Pintar, Frank A AU - Rudd, Rodney W AU - National Highway Traffic Safety Administration TI - Influence of Pelvis Flesh on Abdomen Deflections in the WorldSID in Side Impact Sled Tests PY - 2013 SP - 7p AB - The ES-2re has limited abilities to output measures such as abdominal deflections which may be used to predict region-specific injuries. The WorldSID is being increasingly used in full-scale crash tests and sled experiments because of its ability to extract biomechanical metrics such as abdominal deflections in lateral impacts. Concerns have been raised by researchers around the world regarding the issue of the pelvis flesh interference in allowing the abdominal rib to deflect in side impacts and underestimate the local deflection/injury. The present study was conducted using a WorldSID 50th percentile male dummy to determine the influence of the flesh in constraining the abdomen rib kinetics. A standard and modified pelvis was tested on a side impact buck with a 50 mm abdomen offset at 3, 4, and 5 m/s. The jacket, struck side arm, and rib padding were removed. Of specific study focus, deflections from the second abdomen rib are discussed. Increasing velocities produced increasing forces and deflections. Force and deflection responses were uni-modal and repeatable under both seating conditions and both types of pelvises. Peak deflections were not significantly different between the standard and modified dummies in the reclined seat configuration. This was independent of velocity. In the upright configuration, peak abdomen deflections were slightly greater at 3 and 4 m/s, and the trend was reversed at 5 m/s. Only two extreme seat configurations were chosen as a range of dummy pelvis angles in motor vehicles. A comparison with earlier tests was difficult due to numerous differences in test methodologies. These findings indicate that the standard WorldSID pelvis may be used without pelvic flesh-rib interaction inhibiting abdomen kinetics and that modification of the pelvis flesh is not necessary at this time. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Abdomen KW - Dummies KW - Impact tests KW - Pelvis KW - Side crashes KW - Sled tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360919 ER - TY - CONF AN - 01569484 AU - DeRosia, John J AU - Pintar, Frank A AU - Halloway, Dale E AU - Meyer, Mark A AU - Yoganandan, Narayan AU - National Highway Traffic Safety Administration TI - Seat Pan Loading Differences Using a New Test Apparatus PY - 2013 SP - 6p AB - Despite decreases in mortality and overall injury in the last 15 years, in that same time lower thoracic and upper lumbar spine fractures have not decreased, and there is growing evidence that these fractures are actually increasing in frontal impact collisions. Due to the usual upward inclination of passenger seats and structural features added to optimize frontal impact performance, there is a question as to how much the construction of the seat pan might contribute to the incidence of thoraco-lumbar fractures. A seat testing apparatus was designed and evaluated to determine the static stiffness of any vehicle seat when it was loaded in a forward direction. The device used an appropriately pre-weighted seat form to load the vehicle seat and moved the seat form forward relative to the seat cushion. As the seat loading device interacted with the seat, horizontal and vertical forces were generated by the increasing load due to the inclination of the seat and the under cushion structure. While paired same model seats exhibited similar loading patterns and values, there was a variable response from different model seats. Of the five different models tested, maximum vertical loadings varied from 1082 N to 5655 N. After disassembly, structural differences were found between the tested seat models that could account for the difference in seat reaction loads. The device proved that the differences in stiffness between seat models could be evaluated in a nondestructive and timely manner. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Design KW - Fractures (Anatomy) KW - Frontal crashes KW - Seats KW - Spinal column KW - Testing KW - Testing equipment KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360903 ER - TY - CONF AN - 01569483 AU - Dibb, Alan T AU - Cutcliffe, Hattie C AU - Luck, Jason F AU - Cox, Courtney A AU - Myers, Barry S AU - Bass, Cameron R AU - Nightingale, Roger W AU - Arbogast, Kristy B AU - Seacrist, Thomas AU - National Highway Traffic Safety Administration TI - Pediatric Head and Neck Dynamics in Frontal Impact: Analysis of Important Mechanical Factors and Proposed Neck Performance Corridors for Six and Ten Year Old ATDs PY - 2013 SP - 18p AB - Traumatic injuries are the leading cause of death of children aged one to nineteen in the United States. These unintentional injuries are principally caused by motor vehicle collisions, with the head being the primary region injured. The neck, though not commonly injured, governs head kinematics and influences head impact location and velocity. Vehicle design improvements necessary to reduce or prevent these injuries are evaluated using anthropomorphic testing devices (ATDs). The head and neck properties of the current pediatric ATDs were established by scaling adult properties using the size differences between adults and children. Due to the paucity and limitations of pediatric head and neck biomechanical research, computational models are the only available methods that combine all existing biomechanical data to produce injury-relevant biofidelity specifications for pediatric ATDs. The purpose of this study is to provide the first frontal impact biofidelity corridors for neck flexion response of six and ten year olds using computational models incorporating pediatric cadaveric data. These corridors are compared with response of the Hybrid III (HIII) ATD necks and the Mertz flexion corridors. The authors' six and ten year old head and neck multibody models used pediatric biomechanical properties obtained from pediatric cadaveric and radiological studies. The computations included the effect of passive and active musculature, and were validated with data including 3 g dynamic frontal impact responses using pediatric volunteer tests. Because ATD pendulum tests are used to calibrate HIII neck bending stiffness, the authors simulated these tests to compare the pediatric model and HIII ATD neck bending stiffness, and to compare the model flexion bending responses with the Mertz scaled neck flexion corridors. Additionally, pediatric response corridors for both pendulum calibration tests and high speed (15 g) frontal impacts were estimated through uncertainty analyses on primary model variables. For the frontal impacts, adult boundary conditions and muscle activations, validated against 15 g volunteer tests, were applied to the pediatric models. Response corridors for each loading scenario were calculated from the average ± standard deviation response over 650 simulations. The authors found that the models were less stiff in dynamic anterioposterior bending than the pediatric ATDs, as the secant stiffness of the six and ten year old models was 53% and 67% less than that of the HIII ATDs. At higher rotation angles the ATDs exhibited nonlinear stiffening while the models demonstrated nonlinear softening. Consequently, the models did not remain within the Mertz scaled flexion bending corridors, especially for rotations above 60 degrees of flexion. The more compliant model necks suggest an increased potential for head impact via larger head excursions. In contrast with the Mertz corridors, no interactions between the head and chest were modeled in these simulations since the loading conditions used (pendulum calibration testing) do not include chin-on-chest contact. The pediatric anterioposterior bending corridors developed in this study are extensible to any frontal loading condition through calculation and sensitivity analysis. The authors' corridors are the first based on pediatric cadaveric data and provide the basis for future, more biofidelic designs of six and ten year old ATD necks. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Anthropomorphic test devices KW - Biophysics KW - Cadavers KW - Children KW - Crash injuries KW - Dummies KW - Dummy biofidelity KW - Fatalities KW - Frontal crashes KW - Head KW - Neck UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360668 ER - TY - CONF AN - 01569482 AU - Parent, Daniel P AU - Craig, Matthew AU - Ridella, Stephen A AU - McFadden, Joseph D AU - National Highway Traffic Safety Administration TI - Thoracic Biofidelity Assessment of the THOR Mod Kit ATD PY - 2013 SP - 15p AB - During the upgrade of the 50th percentile male THOR anthropomorphic test device (ATD) from the Alpha level to the NT level, the low-speed Kroell hub impact corridor was selected as the design requirement for blunt thoracic impact response. Although this requirement was reiterated during the development of the THOR Mod Kit, it has been documented that the response of the thorax does not meet the design requirement. There were three objectives to this study: first, to quantify the thoracic biofidelity of frontal impact ATDs; second, to demonstrate that the Mod Kit design level of the THOR ATD meets the intended the low-speed blunt thoracic impact biomechanical response requirement; and third, to evaluate the influence of the SD-3 shoulder design on the performance of the THOR ATD in blunt thoracic impact. Data were collected from low-speed (4.3 meters per second) blunt thoracic impact tests of several variations of 50th percentile male ATDs: Hybrid III, THOR-NT, THOR Mod Kit, and THOR Metric. The latter two THOR variations were tested both with and without an updated shoulder (“SD-3”) used in the European Union’s THORAX project demonstrator. The thoracic force-deflection responses were qualitatively compared to the existing low-speed thoracic impact response corridors: the Kroell corridor, based on internal deflection, and the Lebarbé corridor, based on external deflection. The THOR-NT and THOR Mod Kit responses showed force levels similar to the biomechanical response requirements, but deflections lower than desired. The repeatability array carried out on one THOR Mod Kit ATD showed no notable variations in force or deflection. Quantitative comparison of the ATD impact response to the biofidelity corridors was carried out using a biofidelity ranking system, which was used to demonstrate that the response of the THOR ATDs are not differentiable from the human subjects used to develop the corridors. The low-speed blunt thoracic impact response requirement for the THOR Mod Kit design level was met both qualitatively and quantitatively. The installation of the SD-3 shoulder influenced the resulting biofidelity ranking system results, but did not change the order of ranking of either the THOR Mod Kit or the THOR Metric ATDs. This study is limited by the volume, quality, and specificity of the post mortem human surrogates (PMHS) data. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - 50th percentile dummy KW - Anthropomorphic test devices KW - Biophysics KW - Dummies KW - Dummy biofidelity KW - Frontal crashes KW - Impact tests KW - Shoulder KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360663 ER - TY - CONF AN - 01569481 AU - Shaw, Greg AU - Lessley, David AU - Ash, Joe AU - Crandall, Jeff AU - Parent, Dan AU - National Highway Traffic Safety Administration TI - Response Comparison for the Hybrid III, THOR Mod Kit with SD-3 Shoulder, and PMHS in a Simulated Frontal Crash PY - 2013 SP - 19p AB - This study evaluated the kinematic and chest deflection responses of a THOR Mod Kit dummy with the Chalmers/Humanetics SD-3 shoulder and the 50th percentile Hybrid III (H3) in the frontal impact 40 km/h 14 g Gold Standard 1 (GS1) test condition. THOR and H3 biofidelity were evaluated by comparing dummy response to the response of 8 post mortem human surrogates (PMHS) in prior GS1 tests. The subject was restrained by a three-point lap and shoulder belt in a right-front passenger configuration. Pelvis and lower extremity movements were restricted using a rigid knee bolster and footrest which were adjusted to be in contact with the knees and feet of each subject at the time of impact. The THOR SD-3 shoulder sustained no damage during the course of the nine test series. In general, THOR peak x-axis chest deflection values for the anterior measurement sites were closer to those of the PMHS than the H3. However, the deflection response of neither dummy approached that of the PMHS relative to the motion of the anterior ribcage away from the spine. The THOR SD-3 exhibited a PMHS-like deflection sensitivity to belt position, a characteristic reported for the H3 (Horsch et al 1991). The PMHS rearward motion of the loaded shoulder may result in increased chest deflection, while the forward motion of the THOR SD-3 may limit chest deflection. The H3 loaded shoulder motion was likely limited by the stiff H3 shoulder design and lack of range of motion. Because the shoulder interaction with the belt is a determinant of chest deflection, further study of the THOR SD-3 shoulder belt interaction is suggested. Similarly a comprehensive study of spinal kinematics with focus on spinal rotations that may substantially influence interaction between the ribcage and the shoulder belt is also warranted. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - 3-Point belts KW - Cadavers KW - Dummies KW - Dummy biofidelity KW - Frontal crashes KW - Impact tests KW - Kinematics KW - Seat belts KW - Shoulder KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360451 ER - TY - CONF AN - 01569480 AU - Lemmen, Paul AU - Waagmeester, Kees AU - Burleigh, Mark AU - Lakshminarayana, Apoorva AU - Korschdon, Karl AU - Visvikis, Costandinos AU - Carroll, Jolyon AU - Hynd, David AU - Pitcher, Mark AU - National Highway Traffic Safety Administration TI - Development of the Q10 10 Year-Old Child Crash Test Dummy PY - 2013 SP - 15p AB - In Europe, the law requires children up to 12 years or up to 150 (or 135) centimetres to be restrained in a child restraint system (CRS) when travelling in cars. The European Commission (EC) FP7 project EPOCh developed test procedures and tools for impact tests for CRSs designed to protect older and larger children in vehicle collisions. The EPOCh project involved the Transportation Research Laboratory (TRL), Humanetics, IDIADA, DOREL and the University of Surrey. One of the main EPOCh deliverables was the development of a prototype 10-year-old Q dummy. This paper reports on the development and assessment of the Q10 dummy within the EPOCh project, as well as the subsequent refinement and evaluation of the dummy based on third party testing. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Child restraint systems KW - Children KW - Dummies KW - Europe KW - Impact tests KW - Prototypes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360906 ER - TY - CONF AN - 01569320 AU - Moore, Matthew AU - Zuby, David AU - National Highway Traffic Safety Administration TI - Collision Avoidance Features: Initial Results PY - 2013 SP - 8p AB - Analysis examined how individual collision avoidance features affected losses under a variety of insurance coverages for vehicle damage and injuries. Five automakers supplied identification numbers of vehicles that had each feature, allowing a comparison of the insurance records for those vehicles that included the optional feature with the same models without the feature. Coverage and loss data were supplied by insurers representing over 80 percent of the U.S. private passenger vehicle insurance market. Regression analysis was used to quantify the effect of each vehicle feature while controlling for the other features and covariates, including driver age and gender, garaging state, and collision deductible. Claim frequency was modeled using a Poisson distribution. Claim severity was modeled using a Gamma distribution. Estimates for overall losses were derived from the frequency and severity models. Forward collision avoidance systems, particularly those that can brake autonomously, along with adaptive headlights, showed the biggest claim reductions. Other systems, such as blind spot detection and park assist, did not show consistent effects on crash patterns across different manufacturers. Lane departure warning systems were associated with increased claim rates; however, the 95% confidence intervals were large, indicating the results are uncertain. Forward collision avoidance systems with autonomous braking showed 10-14 percent reductions in the frequency of claims to repair damage that the studied vehicles caused to other vehicles; adaptive headlights showed reductions of as much as 10 percent in the same types of claims. Consistent with this finding, injury liability claims also were reduced. Both systems were associated with more modest reductions in the frequency of claims to repair studied vehicles. Forward collision avoidance systems without autonomous braking also reduced claims for damage and injuries but to a lesser extent. In conclusion, insurance data show that some collision avoidance technologies are preventing crashes and injuries. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Adaptive headlights KW - Crash avoidance systems KW - Crash injuries KW - Driver support systems KW - Gamma distributions KW - Insurance claims KW - Loss and damage claims KW - Poisson distributions KW - Regression analysis UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359984 ER - TY - CONF AN - 01569319 AU - Fildes, Brian AU - Keall, Michael AU - Thomas, Pete AU - Parkkari, Kalle AU - Pennisi, Lucia AU - Tingvall, Claes AU - National Highway Traffic Safety Administration TI - MUNDS: A New Approach to Evaluating Safety Technologies PY - 2013 SP - 8p AB - Real-world evaluations of the safety benefits of new integrated safety technologies are hampered by the lack of sufficient data to assess early reliable benefits. To address this, a new approach was developed using a case-control, meta-analysis of coordinated national police data from Australia, Finland, Italy, New Zealand, Sweden and the UK, in assessing the benefits of Electronic Stability Control (ESC). The results showed that single-vehicle injury crash reductions varied between 21% and 54%, dependent on the speed zone of the crash and the road condition (significantly more effective in wet/icy road conditions than dry roads). For injury crashes involving more than one vehicle, ESC was twice as effective preventing crashes in high speed than lower speed zones. The findings using this new approach were consistent with those published by various equivalent individual studies, bearing in mind their wider international scope in terms of driving conditions and vehicle fleets studied. It was concluded that this new approach using a “prospective” meta-analysis method has the potential to expedite the process of evaluating emerging vehicle safety technologies that would otherwise be subject to much greater delays before sufficient evidence could be collected. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Databases KW - Electronic stability control KW - Evaluation and assessment KW - Finland KW - Italy KW - Meta-analysis KW - New Zealand KW - Real world data KW - Safety benefits KW - Sweden KW - Technological innovations KW - United Kingdom KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360197 ER - TY - CONF AN - 01569318 AU - Bours, Roy AU - Rauf, Komal AU - Kietlinski, Kajetan AU - National Highway Traffic Safety Administration TI - A Method for Developing AEB Systems Based on Integration of Virtual and Experimental Tools PY - 2013 SP - 8p AB - This paper proposes an enhanced methodology for autonomous emergency braking (AEB) system development combining road testing, in-door laboratory testing, hardware-in-loop testing and simulations. The application of the modeling part of methodology is demonstrated using an original equipment manufacturer (OEM) vehicle system. The physical AEB system is subjected to the AEB City and AEB Inter Urban test series as proposed by Euro NCAP. The test series are executed in a laboratory environment. Simulation models are generated and validated against the experimental data from these test series. System sensitivity is evaluated using a parameter variation study and validated simulation models. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Development KW - European New Car Assessment Program KW - Hardware in the loop simulation KW - Laboratory tests KW - Road tests UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360405 ER - TY - CONF AN - 01569317 AU - Schram, Richard AU - Williams, Aled AU - van Ratingen, Michiel AU - National Highway Traffic Safety Administration TI - Implementation of Autonomous Emergency Braking (AEB), the Next Step in Euro NCAP's Safety Assessment PY - 2013 SP - 6p AB - Euro NCAP has released its updated rating scheme for 2013-2016 that outlines, amongst other technologies, the implementation of Autonomous Emergency Braking (AEB) technologies within the overall rating scheme. Three types of AEB technologies will be included in the rating scheme, starting with low speed car-to-car AEB City and higher speed car-to-car AEB Inter-Urban in 2014, followed two years later by AEB Pedestrian. In 2011 the Primary Safety Technical Working Group (PNCAP TWG) started working on AEB protocols, where Euro NCAP members have contributed to the development of the Test and Assessment protocols. They have been developed in a relatively short time, by finding the commonalities and discussing the differences between different initiatives from industry, insurers and others that were the main source of input to the working group. Recently, both AEB City and AEB Inter-Urban protocols were finalized. The test protocol details a series of tests, following an incremental speed approach for systems with AEB and Forward Collision Warning (FCW) functionality, and specifies in detail the target vehicle to ensure the highest level of reproducibility and repeatability. The assessment protocols identify the scoring principle and relative weight of each scenario for inclusion in the overall rating scheme. This paper describes both protocols. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - European New Car Assessment Program KW - Implementation KW - Ratings KW - Test protocols UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360196 ER - TY - CONF AN - 01569316 AU - Wisch, Marcus AU - Seiniger, Patrick AU - Edwards, Mervyn AU - Schaller, Thomas AU - Pla, Mònica AU - Aparicio, Andrés AU - Geronimi, Stéphane AU - Lubbe, Nils AU - National Highway Traffic Safety Administration TI - European Project AsPeCSS - Interim Result: Development of Test Scenarios Based on Identified Accident Scenarios PY - 2013 SP - 15p AB - Within this paper different European accident data sources were used to investigate the causations and backgrounds of road traffic accidents with pedestrians. Analyses of high level national data and in-depth accident data from Germany and Great Britain were used to confirm and refine preliminary accident scenarios identified from other sources using a literature review. General observations made included that a high proportion of killed or seriously injured pedestrian casualties impacted by cars were in ‘dark’ light conditions. Seven accident scenarios were identified (each divided into ‘daylight’ and ‘dark’ light conditions) which included the majority of the car front-to-pedestrian crash configurations. Test scenarios were developed using the identified accident scenarios and relevant parameters. Hypothetical parameters were derived to describe the performance of pedestrian pre-crash systems based on the assumption that these systems are designed to avoid false positives as a very high priority, i.e. at virtually all costs. As result, three ‘Base Test Scenarios’ were selected to be developed in detail in the AsPeCSS (Assessment methodologies for forward looking integrated Pedestrian and further extension to Cyclist Safety Systems) project. However, further Enhanced Test Scenarios may be needed to address environmental factors such as darkness if it is determined that system performance is sensitive to these factors. Finally, weighting factors for the accident scenarios for Europe (EU-27) were developed by averaging and extrapolation of the available data. This paper represents interim results of Work Package 1 within the AsPeCSS project. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash causes KW - Crash scenarios KW - Driver support systems KW - European Union countries KW - Germany KW - Pedestrian-vehicle crashes KW - Pre-crash systems KW - United Kingdom UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360233 ER - TY - CONF AN - 01569315 AU - Tanaka, Shinya AU - Khiat, Abdelaziz AU - Suzuki, Akira AU - Shimomura, Noriko AU - Furushou, Hiroyuki AU - National Highway Traffic Safety Administration TI - An Investigation of Suitable Timing for a Vision-Based Rearward Approaching Vehicle Notification System PY - 2013 SP - 8p AB - Systems for detecting and notifying drivers of vehicles in adjacent lanes have attracted considerable interest as a means of reducing driver workload which tends to increase when changing lanes. This paper presents the results of a study that investigated the relationship between the timing for issuing a notification about a vehicle detected in an adjacent lane and the related effect on drivers’ trust in the system. The purpose of this study is to improve the perceived effect and value of such notification systems. Subjective evaluations were conducted using an experimental vehicle and a vehicle detection method employing a rear-mounted camera. Based on the evaluation results obtained, an investigation was made of a suitable timing for a system that notifies drivers about a rearward approaching vehicle when changing lanes. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Driver support systems KW - Lane changing KW - Rearview cameras KW - Vision based sensing systems KW - Warning timing UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360441 ER - TY - CONF AN - 01569314 AU - Hulshof, Wesley AU - Knight, Iain AU - Edwards, Alix AU - Avery, Matthew AU - Grover, Colin AU - National Highway Traffic Safety Administration TI - Autonomous Emergency Braking Test Results PY - 2013 SP - 13p AB - Autonomous Emergency Braking (AEB) systems are becoming increasingly available on new vehicles as either standard fit or as an optional extra. AEB systems use sensors around the vehicle to detect potential collisions and warn or even intervene on behalf of the driver to prevent or mitigate the collision. A group of Insurance funded Research Centres, the AEB Group, authored a series of test procedures based on real world scenarios with the aim of introducing performance tests of these new technologies. Test procedures measure and rate system performance relevant to real world accidents and drive development of AEB systems. 11 different passenger car models from 2012 equipped with second generation AEB systems were tested to the AEB procedures. System performance is rated based on the quantitative response to incrementally more demanding scenarios and differences have been found in the efficacy of systems both in terms or sensor type and implementation. Assessment of system performance provides consumer groups and insurers with a clear indication of which systems may provide the greatest real world benefits. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Performance tests KW - Sensors KW - Test procedures UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360229 ER - TY - CONF AN - 01569313 AU - Chauvel, Cyril AU - Page, Yves AU - Fildes, Brian AU - Lahausse, Julie AU - National Highway Traffic Safety Administration TI - Automatic Emergency Braking for Pedestrians: Effective Target Population and Expected Safety Benefits PY - 2013 SP - 9p AB - Automatic Emergency Brake (AEB) for pedestrians is a technology that automatically applies braking force to a vehicle when forward detection sensors determine that a collision with a pedestrian is imminent, thereby assisting in avoiding the collision altogether, or if it is unavoidable, reducing the impact speed of the crash and subsequently the risk of fatal/severe injury to pedestrians. The driver might be first notified about the danger by a tone or a visual warning or by an haptic feedback in the brake. If the driver does not act and if the impact is considered as inevitable, an automatic braking is applied. Notification step can also be skipped and the system brakes when the imminent collision is detected. Braking strategies vary across systems in terms of operating speeds range, adjusting the level of the braking force and the time when impact is considered inevitable. The value of deceleration is generally limited to 0.6 g. The aim of this study is two-fold: (1) Examine in which particular crash situations this kind of system is relevant. In France, pedestrian crashes account for 15% of injury crashes. However, there are a few considerations that might dramatically reduce this a priori aggregated target population: Performance of sensors varies across models and suppliers. A small range of different in-vehicle enhanced braking systems are currently available that involve differing activation processes and functionality, and are likely to provide varying benefits in terms of fewer crashes and mitigation of vehicle/pedestrian fatalities and serious injuries; and (2) Propose an evaluation of the expected safety benefits of such systems. A detailed analysis of pedestrian crashes was carried out with the help of European in-depth crash data as well as police reports. Results show that, pedestrian crashes happen more often in cities, in the daytime, whereas the pedestrian crosses the street. Expected effectiveness of AEB for pedestrians, if 100% of the fleet is fitted with a perfect system that never fails, would be a reduction of 15.3% of fatal pedestrian crashes and 38.2% seriously injured pedestrian crashes each year. These would amount to 1.3% and 3.8% of all fatal and serious injury crashes respectively that occur annually in France. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automatic braking KW - Crash avoidance systems KW - Crash injuries KW - Fatalities KW - France KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Safety benefits UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360157 ER - TY - CONF AN - 01569312 AU - Sakurai, Toshiaki AU - Matsui, Yasuhiro AU - National Highway Traffic Safety Administration TI - Verification of Proposed Driver Alcohol Detection Methodology of Electrodermal Activity Using Electroencephalograms and Patch Tests PY - 2013 SP - 8p AB - This paper describes the verification of alcohol detection methodology that measures changes in electrodermal activity (EDA) using electroencephalograms and conductive patch tests. The authors tested the methodology using a direct current potential method. First, it was revealed that the direct current potential method could detect alcohol in 70% of human subjects by analyzing absolute values of data waves or through a post-processing method. Second, mice that do not sweat were tested to observe the changes in EDA values before and after they were injected with alcohol because EDA might be affected by sweat in humans. Third, to clarify the local mechanism of EDA, fluctuations in ion concentration distribution were analyzed using artificial cells. The results indicate that EDA changed significantly before and after drinking alcohol, with no effects from sweat; EDA could be measured before and after alcohol intake; and EDA data were available for human skin covered with durable materials. Changes in EDA have been considered to be caused by differences in ion concentrations during transport across the cell membrane, but the authors' experiments using artificial cells revealed that ion concentration was not changed locally by alcohol concentration. It is concluded that drinking alcohol does not cause changes in alcohol concentration by ion transport in the local cell membrane, but has some effect on the transmission system between human cells. However, this requires consideration of alcohol resistance in the human body. This study clarifies the transmission system between human cells by measuring changes in electroencephalograms before and after drinking alcohol using an electroencephalograph (EEG), and verifies the relationship between EDA and the presence or absence of alcohol resistance by performing a patch test. Changes were observed in the frequency of EEGs before and after drinking alcohol, which suggests that changes in EEGs would have some effect on the transmission system between human cells and cause changes in EDA. In addition, considering the relationship between the patch test and EDA, differences in EDA were small in cases where volunteers were likely to have alcohol resistance, while they were large in cases where volunteers were likely to have no alcohol resistance. Further studies are expected to develop effective driver alcohol detection systems with cost advantages. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Drunk drivers KW - Electrodermal activity KW - Electroencephalography KW - Impaired drivers KW - In vehicle sensors UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360222 ER - TY - CONF AN - 01569311 AU - Anderson, Robert AU - Doecke, Samuel AU - Mackenzie, James AU - Ponte, Giulio AU - National Highway Traffic Safety Administration TI - Potential Benefits of Autonomous Emergency Braking Based on In-Depth Crash Reconstruction and Simulation PY - 2013 SP - 10p AB - The objective of this study was to estimate the potential effectiveness of Autonomous Emergency Braking (AEB) systems using simulation of crashes drawn from Australian in-depth crash data. 104 crashes that occurred within 100 km of Adelaide, South Australia, were used to assess the potential effect of AEB systems. The crashes had been investigated at the scene, reconstructed to determine collision speeds, and in this study they were analyzed using simulation to estimate how collision speeds and injury risks would have been modified by each of several AEB systems considered. Crash types considered were rear-end, pedestrian, head-on, right angle, right turn and a proportion of hit-fixed-object crashes. Other crash types were thought to be less responsive to the effects of AEB and were not considered. The variation in AEB systems were described using several parameters: the range of the forward-looking zone, the angle or width of the forward-looking zone, the processing time for the system to respond to the road user or object in its path (latency), the time-to-collision (TTC) at which the system would intervene, and the strength of the intervention (the level of braking). The AEB simulation used information from the trajectory of vehicles in the 104 crash reconstructions to estimate what difference each system would have made to the collision speed in each case and for each AEB system considered. Injury risk curves were used to estimate changes in fatal and injury crash risk in each case. The reductions in risk were weighted according to the rate of crash involvement of vehicles, based on the patterns of crashes in New South Wales for years 1999-2009. The overall reductions in risk produced by the various AEB systems were substantial. Systems were predicted to reduce fatal crashes by 20-25% and injury crashes by 25-35%. Note that these estimates rely on assumptions about universal operability and reliability of systems. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Australia KW - Automatic braking KW - Crash injuries KW - Crash reconstruction KW - Crash types KW - Fatalities KW - Risk reduction KW - Safety benefits KW - Simulation UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360194 ER - TY - CONF AN - 01569310 AU - Bastien, Christophe AU - Blundell, Michael AU - Neal-Sturgess, Clive AU - Hoffmann, Joerg AU - Diederich, Alexander AU - van der Made, Robin AU - Freisinger, Michael AU - National Highway Traffic Safety Administration TI - Safety Assessment of Autonomous Emergency Braking Systems on Unbelted Occupants Using a Fully Active Human Model PY - 2013 SP - 12p AB - This paper assesses the safety benefits of a typical Autonomous Emergency Braking System (AEBS) followed by a subsequent 25 mph rigid wall impact using a 50th percentile active human model including full muscle activity behaviour. Occupant kinematics as a function of various postures and states of awareness are investigated to determine the degree of out-of-position and their respective chest, neck and head injuries. The study concludes that the Madymo Active Human Model is suited to model active safety scenarios and that the generated kinematics and injuries provided are plausible. The study has established that, within the active safety scenario investigated, the occupant's kinematics depend on the seat friction coefficient, arms' kinematics and the level of awareness. Overall, it has been observed that for a reflex delayed response of less than 120 ms that chest, neck and head injuries values for gripping the steering wheel with 2 hands were comparable for a given value of seat friction. Alternatively, occupants with 1 hand on the steering wheel (holding a mobile phone for example) were out of the airbag deployment zone after 1.1 s of extreme braking regardless of their state of awareness and seat friction value. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - 50th percentile dummy KW - Automatic braking KW - Crash injuries KW - Head KW - Impact tests KW - Kinematics KW - MADYMO (Computer program) KW - Neck KW - Thorax KW - Unbelted dummies UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360437 ER - TY - CONF AN - 01569309 AU - Thomson, Robert AU - Sandin, Jesper AU - Bagdadi, Omar AU - Hjort, Mattias AU - Augusto, Bruno AU - Andersson, Håkan AU - National Highway Traffic Safety Administration TI - EDR Pre-Crash Data: Potential for Applications in Active Safety Testing PY - 2013 SP - 8p AB - Passive safety testing has been based on accident research where objective physical evidence can be compiled and analysed when establishing technical test requirements. Active safety tests pose new challenges because objective data are more difficult to obtain. Until pre-crash variables became available in Event Data Recorders (EDR), the only sources of pre-crash vehicle motions were tire marks or witness statements. Both data sources have limitations since they may not always be available and require interpretation by the analyst. The pre-crash EDR data variables provide an objective source of data to active safety test development. However, the suitability of the data has not been thoroughly investigated in the published literature. The review of existing data shows that the variables identified in the new EDR requirement in Federal Motor Vehicle Safety Standard (FMVSS) 563 are useful but incomplete for a comprehensive analysis of vehicle dynamics manoeuvres prior to a crash. In particular, the absence of vehicle yaw rate reduces the positioning accuracy of the vehicle in reconstructions. The objective data in the limited cases were used to compile the frequency of pre-crash braking and steering, and when possible, the magnitude of these driver inputs. Active Safety test development will benefit with more EDR analysis but the older data that do not conform to Part 563 have limited application. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Braking KW - Crash reconstruction KW - Event data recorders KW - Federal Motor Vehicle Safety Standards KW - Pre-crash data KW - Steering KW - Vehicle safety KW - Vehicle tests KW - Yaw UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359995 ER - TY - CONF AN - 01569308 AU - Chien, Stanley AU - Dong, Libo AU - Yi, Qiang AU - Chen, Yaobin AU - Sherony, Rini AU - Takahashi, Hiroyuki AU - National Highway Traffic Safety Administration TI - Joint Motion Pattern of Limb Moving Mannequins for Active Safety Vehicle Tests PY - 2013 SP - 10p AB - Pre-Collision Systems (PCS) for pedestrian crash avoidance have been equipped on certain high-end passenger vehicles. At present, there is not a common evaluation standard to compare the performances of PCS for pedestrian collision avoidance. The Transportation Active Safety Institute (TASI) at Indiana University-Purdue University-Indianapolis has been studying the establishment of such a standard with support from Toyota Motor Corporation. One task surrounding the development of such a standard is the creation of mannequins that move like real pedestrians. To make a mannequin move like a human being, it should have joints at the hip, knee, shoulder and elbow and be able to plan the joint motion trajectories. The mannequins need to have standing, walking or running gestures during PCS evaluation. A cost-effective source of gaiting information is from papers published in the medical field. These papers reported the joint angle measurements of hundreds of human subjects in all age spans. However, most of the results in these papers were based on gender, age, and heuristic motion speeds. They are not directly usable in mannequin motion planning. This paper aggregates and converts the measured gaiting parameters from many publications into functions of walking/running speed for easier mannequin joint trajectory planning. Specifically, the authors have successfully extracted and aggregated the measured data of hundreds of subjects reported from many medical gaiting and running publications, and presented them as functions of walking speed. The functions include step size, step frequency, maximum hip flexion, maximum hip extension, maximum knee flexion at stance, maximum knee flexion at swing, and their corresponding occurrence time as the percentage time in a step cycle. The result of this study enables the joint trajectory planning for the mannequin to be used at walking and running speeds. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Driver support systems KW - Dummies KW - Evaluation KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Running (Pedestrians) KW - Walking UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360447 ER - TY - CONF AN - 01569307 AU - Yuasa, Hitoshi AU - Nakanishi, Masashi AU - Mochida, Tsutomu AU - Yamada, Naoyuki AU - Nakai, Makoto AU - National Highway Traffic Safety Administration TI - Research into Evaluation Method for Pedestrian Pre-Collision System PY - 2013 SP - 9p AB - Researchers in Japan, Europe, and the United States of America are investigating ways to help reduce pedestrian accidents. Methods of how to evaluate the pre-collision systems (PCS) for pedestrians are being considered with the goal of global dissemination and enhancement of the performance. This paper analyzes accident and near-miss incident data and proposes evaluation conditions for a pedestrian PCS. The development of a test apparatus for assessing the performance of the pedestrian PCS under the proposed evaluation conditions is also described. First, accident data were analyzed to determine the evaluation scenario. The frequency of each combination of vehicle and pedestrian behavior in pedestrian accidents was investigated. According to the analysis results, the most frequent accident scenario was a pedestrian crossing a road while a vehicle goes straight ahead. This scenario was selected for the evaluation. After collating the accident data in terms of pedestrian age, the research focused on two accident patterns: one involving elderly pedestrians and one involving children. The accident scenario evaluation conditions include the position lateral to the vehicle at which the pedestrian appears, the walking direction, vehicle speed, and the like. These specific conditions were set by analyzing pedestrian accident data and near-miss incident data. For accidents involving elderly pedestrians, two evaluation conditions were set: crossing from the left during daytime and crossing from the right at night. For children, the evaluation conditions featured a child emerging suddenly from behind a parked vehicle. Next, a pedestrian dummy capable of evaluating the PCS based on these conditions was developed. The pedestrian dummy must be compatible with the use of automotive millimeter wave radar or cameras by the PCS under the evaluation conditions. For a PCS that uses millimeter wave radar, a pedestrian dummy will be required to have low reflection intensity, a capability to reflect radar waves from the entire body, and a walking motion. For a PCS that uses cameras, a dummy must be capable of simulating a human body with both arm and leg movement. To achieve these requirements, the skeletons of the pedestrian dummy were manufactured from vinyl chloride pipes. The reflection intensity was adjusted by winding a metal tape around the entire body of the dummy. A walking mechanism which moves both the arms and the legs was provided from above the pedestrian dummy. The developed dummy successfully simulated a pedestrian by achieving a reflection intensity which is virtually identical to an actual pedestrian, and a highly realistic walking motion. Furthermore, the test apparatus was developed to assess the PCS under the proposed evaluation conditions. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Children KW - Crash data KW - Driver support systems KW - Dummies KW - Evaluation KW - Incident data KW - Pedestrian-vehicle crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360445 ER - TY - CONF AN - 01569306 AU - Brown, Timothy AU - Lee, John AU - Schwarz, Chris AU - Fiorentino, Dary AU - McDonald, Anthony AU - Traube, Eric AU - Nadler, Eric AU - National Highway Traffic Safety Administration TI - Detection of Driver Impairment from Drowsiness PY - 2013 SP - 11p AB - Drowsy driving is a significant contributor to death and injury crashes on our nation’s highways accounting for more than 80000 crashes and 850 fatalities per year. Recent research using data from the 100-car study found that drowsy driving contributed to 22% to 24% of crashes and near-crashes observed. This paper describes an approach that detects impairment from drowsiness in real time using inexpensive vehicle-based sensors to detect drowsiness-related changes in drivers’ behavior. Data were collected on the National Advanced Driving Simulator from 72 volunteer drivers. Three age groups (21-34, 38-51, and 55-68 years of age) drove through representative situations on three types of roadways (urban, freeway, and rural) at three times of day (9 am-1 pm, 10 pm-2 am, and 2 am – 4 am) representing different levels of drowsiness. Driving data indicated that a complex relationship exists wherein driving performance improves with low levels of drowsiness in the early night session before degrading in the late night session. This study demonstrates the feasibility of detecting drowsiness with vehicle-based sensors. Results show that alcohol and drowsiness impairment do not allow for a single algorithm to detect both types of impairment; however a single algorithm approach with different training data for the different types of impairment may be successful. To detect impairment due to either alcohol or drowsiness, a more complex approach is necessary where separate algorithms are combined to work with each other. These results suggest promise in a vehicle-based approach to detecting and differentiating multiple types of impairment. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Age groups KW - Algorithms KW - Data collection KW - Drowsiness KW - Freeways KW - Impaired drivers KW - In vehicle sensors KW - National Advanced Driving Simulator KW - Periods of the day KW - Rural highways KW - Urban highways UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360213 ER - TY - CONF AN - 01569305 AU - Schittenhelm, Helmut AU - National Highway Traffic Safety Administration TI - Advanced Brake Assist – Real World Effectiveness of Current Implementations and Next Generation Enlargements by Mercedes-Benz PY - 2013 SP - 14p AB - The conventional Brake Assist System (BAS) was developed by Mercedes-Benz and became standard equipment of all Mercedes-Benz passenger cars in 1997. In its further development it was supplemented by radar sensors and adaptive brake assist functions to address rear-end collisions. Advanced Brake Assistance Systems were introduced by Mercedes-Benz in the S-Class model 221 in the year 2005 (adaptive brake assist) and completed in 2006 (autonomous partial braking), 2009 (autonomous full braking) and 2011 (expansion of the limits of the functions). After several years of proving itself in real world accidents situations it is time to compare the prognosis of its real-world effectiveness in avoiding or mitigating the severity of rear-end collisions with the real-world results as well as discussing the expected effectiveness of the enlargements of the advanced brake assist systems to new accident situations. The paper compares the former prognosis of real-world effectiveness of the systems in avoiding rear-end collisions or mitigating their severity with results of the latest analysis based on actual crash data, Field Operational Test (FOT), insurance data and others. It will be proved that the prognosis was confirmed or exceeded in some cases. A method for a lifetime analysis will be proposed. Advanced technologies in environmental sensing, situational perception and new actuators that allow individual situation-based interventions in braking, in steering or in controlling the chassis characteristics offer new options for the enhancement of automotive safety. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Brake assist system KW - Collision mitigation KW - Driver support systems KW - Mercedes-Benz KW - Next generation design KW - Real world data KW - Rear end crashes UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359987 ER - TY - CONF AN - 01569304 AU - Weitzel, Alexander AU - Winner, Hermann AU - National Highway Traffic Safety Administration TI - Controllability Assessment for Unintended Reactions of Active Safety Systems PY - 2013 SP - 15p AB - ISO 26262 requires a controllability assessment for the hazard and risk analysis of automotive E/E systems. Depending on the verifiable controllability, a function may be limited in terms of its intervention options and intensity. For Active Safety Systems this limits their accident-avoidance/-mitigation potential. An analysis of the applicability of ISO 26262 for these systems reveals that it does not address unintended reactions due to incorrect situational analysis of a surrounding perception system, even if the situation for the driver is similar to some of the failure modes. Additionally, the result of the risk assessment depends on the situations chosen. As numerous factors define a driving situation, the possible detailing of these factors is unlimited. Detailing decreases the rate of occurrence of single situations and thereby lowers the required overall safety level. Hence, a method is needed that allows a systematic, verifiable derivation of test situations, including traceability of the detailing. Based on this, for an objective controllability assessment with limited test effort, the minimal sufficient set of relevant scenarios for testing has to be identified. These scenarios need to have a high probability and impact on controllability. Both factors have to be quantified and evaluated. Based on the analysis of a controllability situation, a strategy is developed to assess the relevance of situations. To quantify the change of uncontrollability in real testing, an objective assessment criterion has to be designed. As a start, the method is applied to emergency braking functions in longitudinal traffic. The approach begins with the base case and categorizes the factors of a controllability situation. These are weighted with a relevance factor derived from the probability and the controllability. The factor for controllability depends on an assumed or measured increase of uncontrollability caused by the specific situational parameter. By increasing the detailing level, the overall relevance factor for the parameter is derived, to be used on the next less-detailed level. The assessment criterion for uncontrollability is based on the remaining distance to the point where a crash is unavoidable, the “Point-of-No-Return” (PoNR), and the braking deceleration by the driver. Depending on the driver’s braking force, the PoNR is postponed until the crash will no longer occur. To prove the feasibility of the assessment method, a decelerating leading-vehicle situation is defined. Different deceleration strategies with and without switch-off are used. After initial simulation, the situation is implemented in a real test setup and experiments with naïve drivers are conducted. The results of the objective and subjective evaluation are analyzed and discussed. The methodology allows the systematic identification of the minimum set of test scenarios for controllability assessment of Active Safety Systems. It quantifies the relevance of influencing factors and in combination with the controllability criterion, can reduce the test effort and increase transferability. The methodology enhances the controllability assessment according to ISO 26262 to support a systematic choice of controllability test scenarios for Active Safety Systems. A more reliable controllability assessment allows the limits of these systems to be enhanced, increasing the overall traffic safety. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automotive engineering KW - Controllability KW - Evaluation and assessment KW - International Standards Organization KW - ISO 26262 KW - Test scenarios UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360434 ER - TY - CONF AN - 01569303 AU - Kim, Beomjun AU - Yi, Kyongsu AU - Jeong, Changhyun AU - Kim, Jinyong AU - National Highway Traffic Safety Administration TI - Probabilistic and Holistic Vehicle States Prediction with Enhanced Driver Model and Application to Smart Cruise Control Systems PY - 2013 SP - 10p AB - This paper presents a probabilistic vehicle states prediction algorithm by using multi-sensor fusion. The system inputs come in two main varieties: 1) vehicle sensor signal, such as steering angle, longitudinal velocity, longitudinal acceleration and yaw rate and 2) vision sensor signal, such as curvature, slope and distance to lane mark. From these inputs, the algorithm presents the time series prediction of future vehicle states and the corresponding covariance matrixes for the pre-defined future time horizon. The probabilistic states prediction algorithm consists of two sequential parts. The first part is the estimation part which contains a vehicle filter which estimates current vehicle states and a road filter which approximates the road geometry. The second part is prediction part which consists of a path following model generating future desired yaw rate which acts as a virtual measurement and a vehicle predictor which predicts future vehicle states by maximum likelihood filtering method. The proposed algorithm has been investigated via test data based closed loop simulation with Smart Cruise Control (SCC) system. Compared to two kinds of existing path prediction methods, a fixed yaw rate assumption based method and a lane keeping assumption based method, it has been shown that the states prediction performance can be significantly enhanced by the proposed prediction algorithm. And this enhancement of prediction performance led to capabilities improvement of driver assistance functions of SCC by providing accurate predictions about the future driving environment. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Algorithms KW - Autonomous intelligent cruise control KW - Data fusion KW - Driving environments KW - Mathematical prediction KW - Multi-sensor system UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360439 ER - TY - CONF AN - 01569302 AU - Infantes, Eduard AU - Schaub, Swen AU - Kramer, Simon AU - Langner, Tobias AU - Eggers, Andre AU - Caspar, Marie Estelle AU - Unselt, Thomas AU - Lemmen, Paul AU - National Highway Traffic Safety Administration TI - Evaluation of Occupant Protection During the Crash Phase Considering Pre-Crash Safety Systems – Results from the EC-Funded Project ASSESS PY - 2013 SP - 11p AB - Since integrated safety systems combine active and passive safety elements in one safety system, it is necessary to define new procedures to evaluate vehicle safety from the overall system point of view. The main goal of the ASSESS project is to develop harmonized and standardized assessment procedures for collision mitigation and avoidance systems. In ASSESS, procedures are developed for: driver behaviour evaluation, pre-crash system performance evaluation, crash performance evaluation, socio-economic assessment. This paper will concentrate on the activities related to the crash evaluation. The objective is to perform simulations, sled tests and crash tests in order to understand the influence of the activation of the pre-crash systems on the occupants’ injuries during the crash phase. When a traffic accident is unavoidable, pre-crash systems work on various safety devices in order to improve the vehicle occupants’ protection. Braking assistance and adaptive restraint systems are the main pre-crash systems whose effect on the occupants’ protection will be described in this paper. The results will be a description of the effect of the activation of the pre-crash systems on the crash phase. Additionally, a set of recommendations for future methodology developments will be delivered. Furthermore, a first approach to the study of the effect of the pre-crash systems activation on the occupants’ protection when the impact is unavoidable will be presented. This effect will be quantified using the biomechanical values obtained from the simulation and testing activities and their related injury risks. Simulation and testing activities will consider the following scenarios: (1) No activation of any pre-crash system; and (2) Activation of one or a combination of several pre-crash systems. In this way, differences in the results obtained from different scenarios will show the effect of each pre-crash system separately during the crash phase. The set of activities developed in this research project is limited by the fact that with the given resources only a limited number of vehicle models could be investigated. In addition, there are also limitations related to the injury risk curves and the passive safety tools currently on the market. The paper will present a complete analysis of the effect of pre-crash systems during the crash phase when the impact is unavoidable. Details, limitations and first application experience based on a few examples will be discussed. Currently, there is not any regulation, assessment program, or other similar official procedure able to assess pre-crash systems during the crash phase. This project comprises phases of traffic accidents which have been historically analysed separately, and aims to evaluate them taking into account their interrelationship. ASSESS is one of the first European projects which deals in depth with the concept of integrated safety, defining methodologies to analyse vehicle safety from a global point of view. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Adaptive restraint systems KW - Biophysics KW - Brake assist system KW - Crash avoidance systems KW - Crash injuries KW - European ASSESS project KW - Impact tests KW - Occupant protection KW - Pre-crash systems KW - Simulation KW - Sled tests KW - Vehicle safety UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1360034 ER - TY - CONF AN - 01569229 AU - Lukaszewicz, Dirk AU - National Highway Traffic Safety Administration TI - Design Drivers for Enhanced Crash Performance of Automotive CFRP Structures PY - 2013 SP - 6p AB - Crashworthiness using innovative materials, such as carbon-fiber reinforced composites (CFRP) requires a new understanding of the material response to crash events. Composite fracture differs from existing plastic deformation in metallic structures. Vehicle design using composites requires a detailed understanding of the microstructural material features with respect to a given fracture behavior, as well as updated vehicle concepts and architectures to account for this inherent difference of CFRP to metallic structures. To design composites for energy absorption all factors need to be known and understood. This study was focused on providing an overview of the most relevant material parameters. Current challenges with respect to CFRP vehicle design are discussed and particular attention is devoted to energy absorbing composite structures. The work presented here is a preliminary approach to managing the complexity of composite development including both geometrical and microstructural design. Composite materials offer benefits in energy absorbing structures and are one way of further reducing the weight of a body-in-white while also maintaining safety levels. However, such weight savings can only be achieved with a purposeful composite design. The work presented herein will highlight innovative aspects of crashworthiness with respect to composite materials. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automobiles KW - Carbon fibers KW - Composite materials KW - Crashworthiness KW - Energy absorption KW - Fiber composites KW - Fiber reinforced plastics KW - Microstructure KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359908 ER - TY - CONF AN - 01569228 AU - Butala, Kapil AU - Gotwals, David AU - Tangirala, Ravi AU - Shanks, Kurt AU - National Highway Traffic Safety Administration TI - Occupant Behavior in Small Front Overlap Event – A Parametric Study PY - 2013 SP - 6p AB - Frontal crash tests have always been at the forefront of vehicle safety evaluation. However, the full frontal testing and 40% oblique testing that is included in the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS) rating system does not represent some of the severe crashes recorded in the field. NHTSA and IIHS have been investigating frontal oblique impacts with narrow, offset objects to increase the coverage of replicating real world crashes with controlled testing procedures. The objective of this paper is to study and understand the effect of vehicle structural performance on the occupant kinematics and related injury during small front overlap crashes. As occupant kinematics and injuries are directly influenced by structural response of the vehicle, this paper focuses on effect of various structural responses with corresponding intrusions and rotations. It also investigates effectiveness of the restraint system to reduce the occupant injuries. MADYMO software was used to create a small front overlap environment. A driver occupant was represented by 50th percentile Hybrid III dummy model. All the intruding parts (floor, dash, hinge pillar, IP, steering column, A-pillar, door, door trim) were represented by planes and hyper-ellipsoids. Time based intrusions were extracted from the small front overlap test data and applied to all intruding parts. Seat belt system, driver airbag, side airbag and curtain airbag were modeled as part of restraint system. Longitudinal (X) and lateral (Y) structural responses were applied to the MADYMO dummy. A parametric study was then designed to understand the effect of various vehicle structural responses, restraint system deployment timing, seat belt load limiters and steering wheel lateral and vertical movements on occupant kinematics and injuries. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Air bags KW - Crash injuries KW - Curtain air bags KW - Frontal crashes KW - Hybrid III dummy KW - Impact tests KW - Kinematics KW - MADYMO (Computer program) KW - Narrow object impacts KW - Oblique impacts KW - Seat belts KW - Side air bags KW - Structural response KW - Vehicle intrusion KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359904 ER - TY - CONF AN - 01569227 AU - Picquet, Christophe AU - Zeitouni, Richard AU - Adalian, Céline AU - National Highway Traffic Safety Administration TI - Parametric Study Using the OLC and Spüll to Qualify the Severity of the Full-Width Rigid Test and Design an Improved Front-End PY - 2013 SP - 11p AB - Self-protection of car occupant is a crucial topic all over the world. Restraint systems have to be designed to protect various sizes of occupants involved in several types of crash and therefore several types of crash pulses. Considering the additional constraints applied on the car design these days (CO₂ emission and therefore mass reduction, or reduction of front overhang) improvements and optimisation on the car structure are needed to better control the pulse. Otherwise, if the pulse is too severe, it will be difficult to design adequate restraint systems. PSA Peugeot Citroën launched a large programme with physical crash tests and modelling on the full-width rigid barrier test. This was applied to several types of cars and car architecture (small family, large family cars). The 8 x 16 (128) load cell wall was used in each crash test to get a lot of measurements essential for the correlation of the numerical models. The physical crash tests permitted to identify the contribution of each load path on Occupant Load Criterion (OLC) and spüll (pulse severity). The load paths analysed are the subframe, the side members, the engine, and the upper structure of the body. These tests were used to create correlated numerical model of each car size or architecture. Then, correlated crash simulations were used to carry out a parametric study via changing the impact speed, mass, subframe stiffness, longitudinals stiffness, engine size and position. This parametric study helped in defining the major contributors for each car size or architecture. As expected, the influence of car mass and test velocity were highlighted to have a similar equivalent consequence on the severity of the crash (OLC and Spüll severity) whatever the car size or architecture. But for other parameters such as subframe stiffness, longitudinals stiffness, engine size and position, it was surprising to see that their influence is not as high as expected. One last surprising result is to see that front end internal components have a low influence on the pulse severity with respect to the stiffness of the components in charge of transferring the load from the front end to the cockpit and subframe. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash severity KW - Impact speed KW - Impact tests KW - Parametric analysis KW - PSA Peugeot Citroen S.A KW - Restraint systems KW - Rigid barrier tests KW - Vehicle design KW - Vehicle front end KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359938 ER - TY - CONF AN - 01569226 AU - Ferenczi, Izabella AU - Kerscher, Stefan AU - Möller, Frank AU - National Highway Traffic Safety Administration TI - Energy Dissipation and Structural Integrity in Frontal Impact PY - 2013 SP - 5p AB - Currently, vehicle structures for series production mainly consist of metals. Lightweight structures are becoming increasingly important to ensure vehicles utilizing alternative electric drives are competitive. This is one of the driving forces behind the use of CFRP (Carbon-Fiber-Reinforced Plastics) in vehicle structures at BMW. However, in crash impact events, the material behavior of CFRP in terms of energy dissipation may be different compared to that of ductile materials such as steel. Notwithstanding, the potentially high specific mechanical properties of lightweight materials like CFRP make these appealing for applications in vehicle structures. In order to take advantage of the specific material properties in frontal impact applications a new approach to energy dissipation whilst maintaining structural integrity is required. The primary objective in passive safety is to ensure the protection of the car occupants, who are enclosed by the passenger compartment. In order to protect the occupants from potential injury in the case of a crash, the passenger compartment must meet highly demanding requirements. To this end, the front structure is divided into separate energy dissipation zones. Each zone has different requirements with regard to residual load capacity and integrity, both of which increase in proportion to the proximity to the occupant cell. This use of effective energy management ensures the structural integrity of the occupant cell is maintained. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Carbon fibers KW - Dissipation KW - Fiber reinforced plastics KW - Frontal crashes KW - Mechanical properties KW - Occupant protection KW - Properties of materials KW - Structural integrity UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359909 ER - TY - CONF AN - 01569225 AU - Delannoy, Pascal AU - Lepretre, Jean Philippe AU - National Highway Traffic Safety Administration TI - How to Obtain Equivalent Occupant Protection Levels in Vehicle Independently of Vehicle Mass and Size? PY - 2013 SP - 10p AB - Recent accident studies show and confirm that occupant injury severity in frontal car to car accident depends on vehicle mass and size. Despite the introduction of the Frontal Impact regulation ECE R94, the aggressivity rates of heavy vehicles in front to front accidents are mostly unchanged or worse in some countries. A difference between cars which comply with R94 compared to all ages of cars has been observed. This phenomenon has a direct influence on injury rates of light cars compared to heavy ones. However, this situation is not a ’fait accompli’ and can be solved by changing front end force and compartment strength difference amongst cars mainly responsible for this situation. This paper evaluates and explains why the current frontal impact test using deformable element did not solve this problem and shows its impact on accident data. It proposes also some different approaches of possible improvements in test protocol and car design for solving this main passive safety issue. Slight modifications will allow light cars to reach the same level of protection as heavy cars in frontal impact accident. Possible reductions in severe injuries and fatalities are forecast based on the slight modifications to the test protocol. This will allow rates of serious injury and fatalities in light cars to more closely match those in heavy cars. The influence of vehicle mass on injury severity rate cannot be completely eliminated. However, the effects could be reduced. The same severity rate for vehicles of different mass and size will remain an unreachable goal. However, reducing and harmonizing impact severity rates among vehicles in a regulatory test is one of the first priorities to reduce the number of accident victims. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Fatalities KW - Frontal crashes KW - Injury severity KW - Test protocols KW - Vehicle aggressiveness KW - Vehicle design KW - Vehicle front end KW - Vehicle size KW - Vehicle weight UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359903 ER - TY - CONF AN - 01569224 AU - Barbat, Saeed AU - Fu, Yan AU - Zhan, Zhenfei AU - Yang, Ren-Jye AU - Gehre, Christian AU - National Highway Traffic Safety Administration TI - Objective Rating Metric for Dynamic Systems PY - 2013 SP - 10p AB - Computer Aided Engineering (CAE) has become a vital tool for product development in the automotive industry. Various computer programs and models are developed to simulate vehicle crashworthiness, dynamic, and fuel efficiency. To maximize the effectiveness and the use of these models, the validity and predictive capabilities of these models need to be assessed quantitatively. For a successful implementation of CAE models as an integrated part of the current vehicle development process, it is necessary to develop an objective metric that has the desirable metric properties to quantify the discrepancy between physical tests and simulation results. However, one of the key difficulties for model validation of dynamic systems is that most of the responses are functional responses, such as time history curves. This calls for the development of an objective metric that can evaluate the differences of the time history as well as the key features, such as phase shift, magnitude, and slope between test and CAE curves. In this paper, four state-of-the-art objective rating metrics are investigated. Multiple dynamic system examples for both tests and CAE models are used to show their advantages and limitations. Further enhancements are proposed to improve the robustness of these metrics. A new combined objective rating metric is developed to standardize the calculation of the correlation between two time history signals of dynamic systems. Multiple vehicle safety case studies are used to demonstrate the effectiveness and usefulness of the proposed metric for future ISO Technical Specification and Standard for the TC22/SC10/SC12/WG4 “Virtual Testing” Working Group. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Automobile industry KW - Case studies KW - Computer aided design KW - Crashworthiness KW - Dynamic systems KW - Mathematical models KW - Metrics (Quantitative assessment) KW - Time history KW - Virtual testing UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359944 ER - TY - CONF AN - 01569223 AU - Jakobsson, Lotta AU - Kling, Anders AU - Lindman, Magdalena AU - Wågström, Linus AU - Axelson, Anders AU - Broberg, Thomas AU - McInally, Graeme AU - National Highway Traffic Safety Administration TI - Severe Partial Overlap Crashes – A Methodology Representative of Car to Car Real World Frontal Crash Situations PY - 2013 SP - 9p AB - Frontal crashes can occur in numerous ways, including differences in degree of overlap, impact speed and angle of interaction. This poses special challenges with respect to structural design as well as occupant protection. Traditionally, regulatory and consumer information crash testing procedures mostly focus on full frontal overlap and 40% overlap. In the real world, small overlap crashes where load paths of less than 30% of the vehicle’s width and crashes with no front longitudinal members engagement are shown to represent an important share of frontal crashes resulting in occupant injuries. Thus it is essential to understand which impact configuration would capture the important characteristics of small overlap crashes, yet be representative for a variety of car-to-car frontal impact scenarios, providing a complement to standardized frontal impact testing. Based on real world crash data, important car-to-car frontal impact scenarios are identified and mechanisms studied. Full scale crash tests and finite element crash simulations are performed in order to evaluate different car to car configurations, forming the basis for studying structural load paths, focusing on structural design and occupant protection. A crash test method, addressing 25% overlap against a fixed rigid barrier with a radius of 150 mm is found representative for a variety of car-to-car frontal impact scenarios, reflects mechanisms in real world crash situations and is a good complement to conventional frontal impact test methods. These findings support the findings by Planath et al. (1993), regarding Severe Partial Overlap Collision (SPOC), with 25% overlap against a fixed rigid barrier with velocities up to 64 km/h. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash data KW - Finite element method KW - Frontal crashes KW - Impact tests KW - Occupant protection KW - Overlap crashes KW - Simulation KW - Vehicle design UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359907 ER - TY - CONF AN - 01569222 AU - Saunders, James AU - Parent, Dan AU - National Highway Traffic Safety Administration TI - Assessment of an Oblique Moving Deformable Barrier Test Procedure PY - 2013 SP - 16p AB - In September 2009 the National Highway Traffic Safety Administration (NHTSA) published a report that investigated the incidence of fatalities to belted non-ejected occupants in frontal crashes involving late-model vehicles. The report concluded that after exceedingly severe crashes, the largest number of fatalities occurred in crashes involving poor structural engagement between the vehicle and its collision partner, such as corner impacts, oblique crashes, or impacts with narrow objects. In response to these findings, NHTSA began researching a test procedure intended to mitigate the risk of injuries and fatalities related to motor vehicle crashes involving poor structural engagement. This research demonstrated that an offset impact between a “research” moving deformable barrier (RMDB) and a stationary vehicle at a 15 degree angle can reproduce vehicle crush, occupant kinematics, and risk of injury seen in vehicle-to-vehicle crashes. It was also demonstrated that injury risk related to poor structural engagement has not been entirely mitigated in the current fleet, as newly-designed vehicles are still prone to large intrusions and potential injuries to the head, chest, knee/thigh/hip, and lower extremity. The current study adds additional oblique RMDB-to-vehicle crash tests with high sales volumes vehicles in order to capture a larger portion of the current and future fleet for further analysis. These additional tests bolster the utility of the existing database of oblique RMDB-to-vehicle crash tests with a THOR 50th percentile male occupant in the driver’s seat. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - 50th percentile dummy KW - Crash injuries KW - Dummies KW - Fatalities KW - Frontal crashes KW - Impact tests KW - Oblique moving deformable barrier test KW - Test procedures KW - Vehicle intrusion UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359922 ER - TY - CONF AN - 01569221 AU - Mizuno, Koji AU - Arai, Yuji AU - Hosokawa, Naruyuki AU - Hollowell, William AU - National Highway Traffic Safety Administration TI - The Crashworthiness of Minicars in Frontal Impact Tests PY - 2013 SP - 11p AB - In Japan, the number of minicars is increasing due to market demands resulting from environmental and economic concerns, and constitutes 32% of the registrations among passenger cars (2012). The safety of the minicar for various crashes is a technological challenge due to its small size and mass. In this paper, the crashworthiness of minicars was investigated and the issues that should be addressed are discussed. The crash pulse, deformation, and dummy responses of minicars were examined for various frontal impact tests: full-width rigid barrier (FWRB), offset deformable barrier (ODB), full-width deformable barrier (FWDB), and car-to-car tests. In the FWRB tests, the car accelerations were high and large crash loadings were applied to the occupants. The dummy injury measures were less than injury thresholds because of the high performance of occupant restraint systems: the early and timely restraint system. In the FWDB tests, the deformation mode was relatively comparable to that in the car-to-car tests, and dummy injury measures were higher than those in the FWRB tests. An analysis using a simple spring-mass model indicated that a later restraint trigger time in the FWDB test led to high injury measures of the occupants. In the ODB tests, the passenger compartment was intact for all of the tested minicars. Since the car acceleration in the ODB test was lower than that in the FWRB tests, all of the injury measures of the driver dummy in the ODB tests were smaller than those in the FWRB tests except for the tibia index. In the car-to-car tests, though the minicar has a single-load path, the structural interaction was acceptable since the engine was located forward in the vehicle and interacted with structures of the other car. The passenger compartments of the minicars were intact and injury measures were lower than the injury thresholds until the loading on the vehicles reached the NCAP crash severity level. The crashworthiness of Japanese minicars could be representative of the safety of future mini electric vehicles. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Crashworthiness KW - Dummies KW - Frontal crashes KW - Impact tests KW - Japan KW - Miniature automobiles UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359906 ER - TY - CONF AN - 01569220 AU - Mueller, Becky C AU - Sherwood, Christopher P AU - Nolan, Joseph P AU - Zuby, David S AU - National Highway Traffic Safety Administration TI - Repeatability of IIHS Small Overlap Frontal Crash Tests PY - 2013 SP - 12p AB - This paper examines the repeatability of the Insurance Institute for Highway Safety’s small overlap frontal crash test, based on repeated tests of six midsize vehicle models. Vehicle accelerations, structural measures, restraint system performance, dummy kinematics, and dummy injury measures were compared. Vehicle longitudinal acceleration pulses were similar in repeated tests of the same vehicle. The test-to-test differences of the least repeatable vehicle structural intrusion measurement targets ranged from 4 to 8 cm, with the vehicle models having higher levels of structural intrusion showing the most variation. Restraint system deployments were not always repeatable because many vehicle restraint systems were not yet tuned for this crash mode. In vehicles where restraint systems performed consistently, similar dummy kinematics was observed. Head, neck, chest, leg, and foot injury measures were similar in repeated tests for these vehicles. In the vehicle where the restraint system did not perform consistently, different dummy kinematics was observed. This resulted in large variations in femur, knee, and tibia injury measures. None of these vehicles would have received different component or overall ratings whether the ratings were based on the results from the original or repeat test. The largest variations observed in this study were unimportant to the overall assessment of the vehicle, as measures from either test would promote the same design changes. Higher levels of variability likely reflect the fact that many of the vehicle structures and restraint systems were not specifically designed for this load case. Repeatability can be expected to improve as vehicles are redesigned to take the small overlap crash into account. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Frontal crashes KW - Impact tests KW - Kinematics KW - Midsize automobiles KW - Overlap crashes KW - Repeatability KW - Restraint systems KW - Vehicle intrusion UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359949 ER - TY - CONF AN - 01569219 AU - Kim, Dae-Young AU - Kim, Youngwan AU - Nguyen, Ngoc-Trung AU - Kim, Heon Young AU - Choi, Hyung Yun AU - National Highway Traffic Safety Administration TI - Advanced FE Modeling of Vehicle Interior Structures to Enhance the Prediction for Crash Induced Injury Risk of the Occupant PY - 2013 SP - 8p AB - Vehicle occupant’s contact with the interior structure is the second collision at a crash event following the vehicle collision to foreign objects. Vehicle interior structure such as door trim, arm rest, instrumental panel, knee bolster, pillar trim, roof trim, and seat pad are made of various kinds of plastics and foams. The deformation and failure of these materials largely affect the kinematics and injury risks of the occupant. The major effort on virtual simulations of car crashworthiness has been focused on the precise modeling of load carrying primary metallic structures and crash dummies until now. The objective of this study is to advance the numerical modeling scheme of vehicle interior materials for their mechanical behaviors to simulate more realistic response of dummy kinematics and its associated injury risks. Plastic materials exhibit softening, dilatational, pressure dependent and anisotropic characteristics which should be considered during the modeling process as vehicle interior parts. In this paper, pros and cons of various material types in a crash code were comparatively analyzed. Both conventional modeling method for the steel material and Phenomenological model in LS-DYNA were respectively used to simulate plastic materials. Few coupon tests were conducted to identify basic material data for the Phenomenological model. Seating occupant is basically supported by the car seat and their interactions during the crash event affect the kinematics of occupant. The dynamic force-indentation characteristics of low density urethane foam at seat cushion and back are newly analyzed by measuring the exhalant airflow at impact test of pre-strained seat foams with trimming cover. A constitutive equation taking this airflow through the trimming into account is under development and to be built in the existing material library of crash code. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Crash injuries KW - Dummies KW - Finite element method KW - Foams KW - Impact tests KW - Injury risk prediction KW - Kinematics KW - Mathematical models KW - Plastics KW - Vehicle interiors KW - Vehicle occupants UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359905 ER - TY - CONF AN - 01569161 AU - Iwamoto, Masami AU - Nakahira, Yuko AU - Kimpara, Hideyuki AU - Min, Kyuengbo AU - National Highway Traffic Safety Administration TI - Development of a Finite Element Model of 5th Percentile Female with Multiple Muscles and Its Application to Investigation on Impact Responses of Elderly Females PY - 2013 SP - 15p AB - The rates of fatality and injured persons of elderly people are gradually increasing in automotive accidents in Japan. In particular, elderly female occupants are most susceptible to injuries, especially on thorax and head-neck regions, based on previous studies using automotive accident data. This study developed a finite element (FE) model of 5th percentile female (AF05) with multiple muscles, and applied it to investigation on the injury mechanisms of elderly female occupants. Individual muscle models of whole body with passive and active properties were integrated with an AF05 FE model that the authors developed previously. Material properties of skeletal parts with low strength of elderly people and smaller physiological cross-sectional area (PCSA) of each muscle of elderly females were obtained from the literature and commercially available image data, and were inputted to the model. Smaller PCSA of each muscle in elderly females would generate less muscular forces than younger males while less stiff bone properties of elderly females would generate more bone fractures than younger males. The developed elderly AF05 model without muscle activation was firstly validated against some cadaver test data on frontal impacts for the thorax and abdomen, and head-neck responses during a low-speed rear-end collision, and were compared with young adult 50th percentile male (AM50) model with multiple muscles that the authors developed previously. The simulation results of the elderly AF05 model generally showed good agreement with test data. The elderly AF05 model was secondly used for investigation on effect of muscle activation to thoracic deformation in frontal impact situations with belt and hub loadings, and head-neck response in a low-speed rear impact situation. In the simulations on the thoracic deformation, a bracing condition was assumed and an activation level of 20% was assumed for all muscles in the trunk. Simulation results showed that the maximum thoracic deflections of the elderly AF05 model without muscle activation were two times and three times larger than those of young adult AM50 model with muscle activation in belt and hub loadings, respectively. From comparison between the elderly AF05 model and the young adult AM50 model, lower strength of bones and smaller PSCA of each muscle in the elderly AF05 model could increase thoracic deflection. In the simulation on the head-neck response, activation level of each muscle during a low-speed rear impact was estimated using a controller of multiple muscles with reinforcement learning (RL) that the authors developed previously. Simulation results showed that the maximum head angular velocity of the elderly AF05 model was larger than that of the young adult AM50 model, especially in considering muscle activation. The elderly AF05 could not prevent the head from rotating rearward due to their weak muscular forces. Although the elderly AF05 model has some limitations on lack of experimental data for validations and estimation of muscle activation, it has the potential for better understanding of injury mechanisms of elderly female occupants. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - 5th percentile female KW - Aged KW - Crash injury research KW - Females KW - Finite element method KW - Head KW - Japan KW - Mathematical models KW - Muscles KW - Neck KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359541 ER - TY - CONF AN - 01569160 AU - Trosseille, Xavier AU - Song, Eric AU - Petitjean, Audrey AU - National Highway Traffic Safety Administration TI - Chest Injury Criterion: An Update of the Equivalent Deflection (Deq) PY - 2013 SP - 13p AB - The rodpot chest deflection measured on the HIII dummy does not discriminate the contributions of the belt and the airbag in crashes. The risks associated to the deflection being different for these two kinds of devices, the assessment of the risk with the rodpot deflection is erroneous for combined restraining systems. Combined restraints known to be efficient in protecting the thorax are consequently penalized. In 2003, the equivalent deflection (Deq) criterion based on the HIII rodpot deflection and the shoulder belt force and applicable to belt, airbag as well as combined restraints was proposed. It has since been evaluated and reviewed by users providing some requests for improvements such as the sensitivity to changes in the pelvic restraint. The objective of this study was to update the Deq criterion to address as much as possible the feedback from the users and better predict chest injuries. New data from HIII 50th percentile tests performed under conditions more representative of the loading encountered with current restraints were collected from the literature. It allowed to better define the relationship between the shoulder load and the deflection caused by the belt. The Deq formulation was updated in order to increase its sensitivity, particularly to airbag loading. Additional paired dummy and PMHS (Post-Mortem Human Subject) tests allowed increasing the size of the sample used to validate the principle of the Deq criterion. The validation of the new formulation was also conducted through simulations with human and HIII models. Then, the biomechanical data were reprocessed with currently recommended statistical methods (based on survival analysis) to build a thoracic injury risk curve for the HIII 50th dummy. Finally, a thoracic injury risk curve was provided for the HIII 5th female. This paper provides the set of data (dummy, PMHS and numerical simulations) used to define and validate the criterion, as well as the equations of the thoracic injury risk curves as a function of the Deq resulting from their processing. The feedback from the users as well as the related improvements of the criterion are presented. The effect of the rodpot deflection and the upper shoulder belt force on the Deq is described. The aim of the Deq criterion is to improve the thoracic protection in frontal crash in the short term, therefore using the currently used HIII dummy. As such, this criterion enhances the prediction of the risk associated with combined restraints compared to the HIII rodpot deflection. However, it does not fully compensate the error introduced by the use of the rodpot deflection. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - 50th percentile dummy KW - 5th percentile female KW - Air bags KW - Crash injuries KW - Equivalent deflection KW - Frontal crashes KW - Seat belts KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359669 ER - TY - CONF AN - 01569159 AU - Acar, B Serpil AU - Meric, Moustafa AU - Acar, Memis AU - National Highway Traffic Safety Administration TI - Effect of Including a Fetus in the Uterus of Pregnant Women Occupant Model in Crash Test Simulations PY - 2013 SP - 5p AB - Motor vehicle accidents are the largest single cause of accidental death and the leading cause of traumatic injuries for the pregnant occupant and her fetus. Computational pregnant occupant modelling has a role to play in the investigation of the risk of fetal injuries and mortality in crash test simulations. Effective investigation depends on realistic representation of pregnant occupant and her fetus in a virtual environment. However, known pregnant occupant models normally do not include a fetus in the uterus. ‘Expecting’, the first computational model of a pregnant occupant with a fetus, is used in the current research. The model has a detailed multi-body representation of the fetus as well as a finite element uterus and placenta. In this paper, the effect of including the fetus in the uterus of the pregnant occupant model is investigated using ‘Expecting’ in crash test simulations. Previously, drop test simulations with and without a fetus showed that, the presence of a fetus in the uterus suggests higher risks to the fetus. Using the pregnant occupant model, ‘Expecting’, with and without a fetus, provides more realistic simulations to explore the role of including a fetus in the uterus. Five frontal impact speeds, 15, 20, 25, 30 and 35 kph with varying levels of restraint system including ‘seatbelt and airbag’ (i.e. fully restrained), ‘seatbelt only’, ‘airbag only’ and ‘no restraint’ are used in the simulations. Maximum strains developed in the uteroplacental interface with and without a fetus are compared. The effect of including a fetus in the pregnant occupant model is discussed. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Computational models KW - Fetus KW - Frontal crashes KW - Impact speed KW - Impact tests KW - Pregnant women KW - Restraint systems KW - Simulation KW - Uteroplacental interface UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359516 ER - TY - CONF AN - 01569158 AU - Pal, Chinmoy AU - Tomosaburo, Okabe AU - Muthukumar, Muthanandam AU - Narayanan, Satheesh AU - National Highway Traffic Safety Administration TI - Human FE Model to Estimate Head Contact Time for Pedestrian Protection PY - 2013 SP - 9p AB - Principal Component Analysis (PCA) based statistical analysis of NASS-PCDS (National Automotive Sampling System – Pedestrian Crash Data Study) database clearly shows that post-impact pedestrian kinematics is complex and depends on various factors, such as impact speed, height of the pedestrian, front-end profile of the striking vehicle and pedestrian posture, etc. The findings from the NASS-PCDS study were also confirmed and verified with the help of numerical simulations that were performed using two modified Japan Automobile Manufacturers Association (JAMA) human finite element (FE) models. An adult model (male, 175 cm and 72 kg) and a properly scaled child model (6 years old, 120 cm and 24.5 kg) were effectively utilized to investigate the post-crash kinematics in different conditions. The focus of this study is to investigate those factors that determine the post-crash pedestrian kinematics of children and small adults related to the head impact time (HIT) as specified in Euro-NCAP pedestrian protocol. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Children KW - European New Car Assessment Program KW - Head KW - Kinematics KW - National Automotive Sampling System KW - Pedestrian-vehicle crashes KW - Principal Component Analysis KW - Small adults KW - Time to contact UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359528 ER - TY - CONF AN - 01569157 AU - Zhang, Ning AU - Zhao, Jay AU - National Highway Traffic Safety Administration TI - Study of Compression-Related Lumbar Spine Fracture Criteria Using a Full Body FE Human Model PY - 2013 SP - 12p AB - A detailed lumbar spine finite element (FE) component model (including vertebrae, inter-vertebral discs, all ligaments and facet joints of T12-L5) was built per the Global Human Body Model Consortium (GHBMC) CAD data. The lumbar model was correlated with the Post-Mortem Human Subject (PMHS) lumbar spine tests under flexion, compression and anterior shear loading modes in the physiological ranges (Belwadi, 2008), and was validated with the tests of PMHS functional spine units (FSU) of three adjunct vertebrae in fracture loading conditions (Belwadi, 2008). The lumbar model was integrated into the Takata in-house 50th percentile full human body model. The full body model was validated with the Wayne State University (WSU) PMHS vertical sled tests under +Gz loading in the range of 6G to 10G (Prasad, 1973). Good agreements were found between the test results and the FE model. At the lumbar component levels, stiffness and failure loads along with failure modes were correlated. At the full body level, the seat pan load cell forces, intra-vertebral body force, and the tissue level strains along superior-inferior direction at the anterior vertebral shells were correlated. Using the validated human model, impactor tests were simulated for a mid-sized human male lying on a table in a vertically sitting posture impacted with a 44kg impactor of 300mm X 300mm size onto the buttocks and thigh area at multiple impact speeds from 5.8 m/s to 15 m/s. The simulation results showed that the threshold impactor speeds (or energies) at which the human lumbar vertebrae fractures at the L1 level occurred were in the range of 8.92-10.6 m/s (or 1750-2475 J impact energy), varying with the fracture type and the test set up conditions. Physical lab impactor tests in the same test setup configuration were run for the H3 50th percentile dummy at multiple impact speeds in the range of 5.8 m/s-7.5 m/s. The test data showed that the dummy lumbar load Fz reached 14.5 KN at the 7.5 m/s impact. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Compression KW - Dummies KW - Finite element method KW - Fractures (Anatomy) KW - Human models KW - Impact speed KW - Impact tests KW - Loads KW - Spinal column UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359652 ER - TY - CONF AN - 01569156 AU - Kent, Richard AU - Forman, Jason AU - Lessley, David AU - Arbogast, Kristy AU - Higuchi, Kazuo AU - National Highway Traffic Safety Administration TI - A Parametric Study of Far-Side Restraint Mechanics PY - 2013 SP - 9p AB - The goal of this study was to quantify the belt-torso interaction and whole-body kinematics in far-side lateral impacts and how they depend on shoulder-belt geometry, arm position, and belt pre-tensioning. A series of repeated 90-deg far-side impacts on three post-mortem human subjects was performed. A 3-d motion capture system measured skeletal kinematics. Arm position (Down, Slightly Up, Fully Up), D-ring location (Forward, Back, Intermediate), pre-tensioning (Yes, No), and impact severity (8g, 18g) were varied. Maximum lateral head excursion was found to be slightly sensitive to arm position and highly sensitive to D-ring location, pre-tensioning, and impact severity. An interaction between D-ring location and pre-tensioning was found, with the maximum pre-tensioning effect occurring at the Intermediate D-ring position. Limitations of this study include the use of repeated impacts and consideration of a single impact angle. 60-degree far-side oblique impacts are underway to assess the robustness of the conclusions drawn here. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Anthropometry KW - Arm position KW - Cadavers KW - Crash severity KW - D-ring KW - Impact tests KW - Kinematics KW - Seat belt pretensioners KW - Side crashes KW - Three point restraint systems UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359512 ER - TY - CONF AN - 01569155 AU - Bostrom, Ola AU - Motozawa, Yasuki AU - Oda, Shinsuke AU - Ito, Yuichi AU - Mroz, Krystoffer AU - National Highway Traffic Safety Administration TI - Mechanism of Reducing Thoracic Deflections and Rib Strains Using Supplemental Shoulder Belts During Frontal Impacts PY - 2013 SP - 5p AB - With an aging population with increased needs of mobility, special attention to the safety of senior car occupants is becoming more important. As seniors in fatal crashes primarily die of chest injuries there is need of understanding how to reduce the risk of rib fractures. Recently new types of belts have been introduced on the market including inflatable and supplemental. It has been suggested, one key to protect more ribs in frontal impacts is by optimizing the force distribution. In this study the role of kinematics or more specifically the orientation of the torso in relation to the belt loading, is evaluated. The aim of this paper was to further understand the protection role of a supplementary belt. The hypothesis was that the upper body rotation, the twisting of the torso is critical in saving ribs. The authors conducted simulated frontal tests in three configurations by using a human finite element (FE) model (THUMS) representative of an American 50 percentile male adult. The three configurations were a reference 4 kN three point belt and a driver airbag, an added 1 kN two point shoulder belt restraining the shoulder not restrained by the three point belt (the single) and two added 0.5 kN two point belts restraining each shoulder (the double). The authors compared the kinematics of the upper torso with the chest deflections and rib strains. Adding a 1 kN belt load, single or double, resulted in reduced chest deflection and excursion as well as rib strain. The single belt as opposed to the double reduced the upper body rotation considerably. The greatest chest deflection reductions were found at the lower part of the chest for the single belt and at the upper for the double. As a conclusion, the kinematics of the occupant may contribute to the loading on the chest. The paper is relevant for understanding how to optimize belt systems for minimal occupant loading and excursion. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Aged KW - Crash injuries KW - Force distribution KW - Fractures (Anatomy) KW - Frontal crashes KW - Kinematics KW - Ribs KW - Seat belts KW - Shoulder harnesses KW - Supplemental shoulder belts KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359671 ER - TY - CONF AN - 01569154 AU - Meijer, Riske AU - Elrofai, Hala AU - Broos, Jeroen AU - van Hassel, Edwin AU - National Highway Traffic Safety Administration TI - Evaluation of an Active Multi-Body Human Model for Braking and Frontal Crash Events PY - 2013 SP - 12p AB - Active safety systems that start to act moments before the crash might be capable of anticipating the occupant’s position, either by correcting it, or by taking the out-of-position into account. For the development and evaluation of such active safety systems, recently a run-time efficient multi-directional computer human model that can simulate active as well as passive human behaviour has been developed. The objective of this study was to evaluate this so-called active human model for simulations of braking followed by a frontal crash. Simulations of published post mortem human subject (PMHS) blunt frontal impact tests on the head, thorax, and abdomen showed that the model is capable of predicting the PMHS peak responses within 20% deviation from the PMHS response corridors. Here, the active behaviour was switched off. Simulations of published 1 g to 15 g full-body frontal impact tests with belted volunteers showed that the model is capable of predicting the volunteer peak responses within 20% deviation from the volunteer response corridors. Here, values for the unknown parameters reaction time and level of bracing in the neck (co-contraction of neck muscles) were assumed. Also, simulations with the active human model in a car interior to which high severity impacts were applied (pulses from Euro-NCAP car-barrier frontal impact tests), with and without preceding braking as well as with active behaviour switched on and switched off were performed. The results of these simulations showed that the model is robust and sensitive to effects of braking and active behaviour, and the effects of braking on the injury values are dominant over the effects of the active behaviour itself. However, the active behaviour is indispensable for correct simulation of the human pre-crash kinematics. From this study it was concluded that the current active human model is capable of simulating realistic human full-body kinematics as well as realistic injury values for the head and the thorax in one single simulation of braking followed by a frontal crash. As such, the current active human model can be used for evaluating the effectiveness of active safety systems in frontal impacts. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Braking KW - Frontal crashes KW - Head KW - Human models KW - Kinematics KW - Out of position (Vehicle occupants) KW - Pre-impact behavior KW - Simulation KW - Thorax UR - http://www-esv.nhtsa.dot.gov/Proceedings/23/isv7/main.htm UR - https://trid.trb.org/view/1359648 ER - TY - CONF AN - 01506683 AU - National Highway Traffic Safety Administration TI - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV): Research Collaboration to Benefit Safety of All Road Users PY - 2013 SP - v.p. AB - The proceedings include over 240 papers divided into thirteen technical sessions: (1) Biomechanics #1: Crash Injury Mechanisms and Human Modeling; (2) Testing and Modeling of Structural Performance in Frontal Crashes; (3) Crash Avoidance #1: Safety Performance and Effectiveness of Driver Assistance Technologies, Test & Evaluation Procedures, Benefits Assessment (4) Biomechanics #2: Advances in Crash Test Dummies, Instrumentation and Data Analysis; (5) Performance of Protection Systems for Children and Pedestrians; (6) Crash Avoidance #2: Human Factors and Driver/Occupant Behavior Analysis; (7) Testing and Modeling of Structural Performance in Side Impact and Rollover Crashes; (8) Crash Avoidance #3: Vehicle Electronic System Safety: Controls, Cybersecurity and Automated Vehicles; (9) Restraint System Design and Performance Challenges: Addressing the needs of diverse populations (age, gender, stature); (10) Electric Vehicle, Battery and Fuel Cell Safety; (11) NCAP and Non-Regulatory Approaches for Improving Safety (12) Heavy Truck, Bus and Motorcycle Safety (13) Assessment of New and Improved Field Data Collection, Analysis and Benefits Assessment Methods. U1 - 23rd International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationSeoul,Korea, South StartDate:20130527 EndDate:20130530 Sponsors:National Highway Traffic Safety Administration KW - Active safety systems KW - Automated vehicle control KW - Biophysics KW - Conferences KW - Crash avoidance systems KW - Crash injury research KW - Crash victim simulation KW - Driver support systems KW - Dummies KW - Electric batteries KW - Electric vehicles KW - Evaluation and assessment KW - Frontal crashes KW - Fuel cells KW - Human factors in crashes KW - Intelligent vehicles KW - New Car Assessment Program KW - Occupant protection devices KW - Pedestrian-vehicle crashes KW - Restraint systems KW - Rollover crashes KW - Security KW - Side crashes KW - Structural analysis KW - Structural tests KW - Vehicle electronics KW - Vehicle occupants KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/23rd/ UR - https://trid.trb.org/view/1290873 ER - TY - CONF AN - 01494729 AU - Bowers, Alex R AU - Jeng, Karen AU - Werner, Laura AU - Doherty, Amy AU - University of Iowa, Iowa City TI - Video Test to Evaluate Detection Performance of Drivers with Hemianopia: Preliminary Results SN - 9780615819723 PY - 2013 SP - pp 248-254 AB - The ability of individuals with hemianopia to compensate for their vision impairment by eye/head scanning to detect hazards in their non-seeing (blind) hemifield varies widely in both simulator and on-road tests. Conventional visual fields tests do not reflect this variability, while simulator and on-road tests are time-consuming and expensive. The authors therefore developed a simple, 15-minute video-based pedestrian detection test suitable for implementation on a desktop computer and monitor. The test was found to be sensitive to detection deficits in both hemianopia and quadranopia, and predictive of detection performance in a driving simulator. Preliminary findings suggest that the test provides a simple method of measuring detection ability relevant to driving which may be useful both as a screening test and as an evaluation tool for rehabilitation devices and training. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Detection and identification KW - Driving simulators KW - Field of vision KW - Hazard evaluation KW - Hemianopia KW - Impaired drivers KW - Video KW - Vision disorders UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/039_Bowers_0.pdf UR - https://trid.trb.org/view/1263838 ER - TY - CONF AN - 01494717 AU - Jamson, Hamish AU - Hibberd, Daryl L AU - Merat, Natasha AU - University of Iowa, Iowa City TI - The Design of Haptic Gas Pedal Feedback to Support Eco-Driving SN - 9780615819723 PY - 2013 SP - pp 264-270 AB - Previous literature suggests that haptic gas pedals can assist the driver in search of maximum fuel economy. This study investigated three haptic pedal designs, each with high and low intensities of feedback, in a rapid prototyping, paired comparison design. Twenty drivers took part, experiencing the systems in a high-fidelity driving simulator. Results suggested that drivers were best guided towards an “idealized” (most fuel efficient) gas pedal position by force feedback (where a driver feels a step change in gas pedal force) as opposed to stiffness feedback (where a driver feels a changing gas pedal firmness). In either case, high levels of force/stiffness feedback were preferred. Objective performance measures mirrored the subjective results. Whilst the short-term nature (brief system exposure) of this study led to difficulties in drawing longer-term conclusions, it would appear that force feedback haptics are better suited than stiffness feedback to augment an effective driver interface supporting “green” driving. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driver information systems KW - Driver vehicle interfaces KW - Driving simulators KW - Ecodriving KW - Feedback KW - Fuel consumption KW - Pedals KW - Sustainable transportation KW - Tactile perception KW - Vehicle design UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/042_Jamson_0.pdf UR - https://trid.trb.org/view/1263841 ER - TY - CONF AN - 01494708 AU - Horrey, William J AU - Liang, Yulan AU - Lee, Michael L AU - Howard, Mark E AU - Anderson, Clare AU - Shreeve, Michael S AU - O'Brien, Conor AU - Czeisler, Charles A AU - University of Iowa, Iowa City TI - The Long Road Home: Driving Performance and Ocular Measurements of Drowsiness Following Night Shift-Work SN - 9780615819723 PY - 2013 SP - pp 255-256 AB - Because time-of-day effects on sleepiness interact with duration of prior waking, the commute home following a night shift is an especially vulnerable time for night shift workers. The current study aimed to explore the impact of night shift work on critical driving events as well as to explore physiological indices leading up to these events. Sixteen healthy night shift workers (18-65 years) each participated in two 2-hour driving sessions in an instrumented vehicle on a driving track. A baseline driving session was conducted following a night of rest, while another session was conducted following a night of shift work. Objective physiological measurements of drowsiness were monitored and collected continuously throughout the drive session as well as different measures of driving performance. Following the night-shift, drivers had higher Johns Drowsiness Scores (based on ocular measures) and were more likely to experience lane excursion events and investigator-initiated braking events than following a night’s rest. While they also reported increasing failures in lane keeping ability, the pattern was not always consistent with actual observed data. The implications for countermeasures are discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driver performance KW - Driving KW - Drowsiness KW - Eye movements KW - Fatigue (Physiological condition) KW - Measurement KW - Night shifts UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/040_Horrey_0.pdf UR - https://trid.trb.org/view/1263839 ER - TY - CONF AN - 01494700 AU - Balk, Stacy A AU - Bertola, Anne AU - Inman, Vaughan W AU - University of Iowa, Iowa City TI - Simulator Sickness Questionnaire: Twenty Years Later SN - 9780615819723 PY - 2013 SP - pp 257-263 AB - The present study used simulator sickness questionnaire data from nine different studies to validate and explore the work of the most widely used simulator sickness index. The ability to predict participant dropouts as a result of simulator sickness symptoms was also evaluated. Overall, participants experiencing nausea and nausea-related symptoms were the most likely to fail to complete simulations. Further, simulation specific factors that increase the discrepancy between visual and vestibular perceptions are also related to higher participant study dropout rates. As a result, it is suggested that simulations minimize turns, curves, stops, et cetera, if possible, in order to minimize participant simulation sickness symptoms. The present study highlights several factors to attend to in order to minimize elevated participant simulation sickness. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driving simulators KW - Motion sickness KW - Questionnaires KW - Simulation KW - Simulator dropout rates KW - Simulator sickness KW - Visual perception UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/041_Balk_0.pdf UR - https://trid.trb.org/view/1263840 ER - TY - CONF AN - 01493962 AU - Muttart, Jeffrey W AU - Fisher, Donald L AU - Pollatsek, Alexander P AU - Marquard, Jenna AU - University of Iowa, Iowa City TI - Comparison of Anticipatory Glancing and Risk Mitigation of Novice Drivers and Exemplary Drivers when Approaching Curves SN - 9780615819723 PY - 2013 SP - pp 212-218 AB - Novice drivers are overrepresented in run-off-the-road crashes. Indeed, the previous literature demonstrates that novice drivers are less likely to anticipate hazards or maintain attention to the forward roadway and as a result fail to mitigate hazards by slowing. This research was an effort to compare the linked hazard anticipation and hazard mitigation behaviors of novice drivers with exemplary experienced drivers at curves, locations that are known to have a greater crash risk. Each driver navigated three drives in a driving simulator, one of which included a moderate curve left and one of which included a tightening curve right. Experienced drivers made more anticipatory glances and began slowing significantly earlier in the curves than did novice drivers. However,novice drivers who anticipated hazards were much more likely to also mitigate the hazard. The use of these results in a PC-based driver hazard mitigation training program will be discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Driver experience KW - Driving simulators KW - Eye movements KW - Glance behavior KW - Hazard mitigation KW - Highway curves KW - Novice drivers KW - Ran off road crashes KW - Recently qualified drivers KW - Risk management UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/033_Muttart_0.pdf UR - https://trid.trb.org/view/1263067 ER - TY - CONF AN - 01493955 AU - Bärgman, Jonas AU - Werneke, Julia AU - Boda, Christian-Nils AU - Engström, Johan AU - Smith, Kip AU - University of Iowa, Iowa City TI - Using Manual Measurements on Event Recorder Video and Image Processing Algorithms to Extract Optical Parameters and Range SN - 9780615819723 PY - 2013 SP - pp 177-183 AB - Vehicle kinematics and optical parameters such as optical angle, optical expansion rate, and tau are thought to underlie drivers’ ability to avoid and handle critical traffic situations. Analyses of these parameters in naturalistic driving data with video, such as commercial event recordings of near-crashes and crashes, can provide insight into driver behavior in critical traffic situations. This paper describes a pair of methods, one for the range to a lead vehicle and one for its optical angle, that are derived from image processing mathematics and that provide driver behavior researchers with a relatively simple way to extract optical parameters from video-based naturalistic data when automatic image processing is not possible. The methods begin with manual measurements of the size of other road users on a video on a screen. To develop the methods, 20 participants manually measured the width of a lead vehicle on 14 images where the lead vehicle was placed at different distances from the camera. An on-market DriveCam Event Recorder was used to capture these images. A linear model that corrects distortion and modeling optics was developed to transform the on-screen measurements distance (range) to and optical angle of the vehicle. The width of the confidence interval for predicted range is less than 0.1m when the actual distance is less than 10m and the lead-vehicle width estimate is correct. The methods enable driver behavior researchers to easily and accurately estimate useful kinematic and optical parameters from videos (e.g., of crashes and nearcrashes) in event-based naturalistic driving data. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Algorithms KW - Automatic data collection systems KW - Driver support systems KW - Event data recorders KW - Image processing KW - Kinematics KW - Optical parameters KW - Optical range imaging KW - Traffic crashes KW - Traffic safety KW - Video UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/028_Bargman_0.pdf UR - https://trid.trb.org/view/1263062 ER - TY - CONF AN - 01493954 AU - Mehler, Bruce AU - Reimer, Bryan AU - University of Iowa, Iowa City TI - An Initial Assessment of the Significance of Task Pacing on Self-Report and Physiological Measures of Workload While Driving SN - 9780615819723 PY - 2013 SP - pp 170-176 AB - In block A of a simulator study, a sample of 38 drivers showed a stepwise increase in heart rate and skin conductance level (SCL) from single task driving and across 3 levels of an auditory presentation – verbal response dual task (n-back), replicating findings from on-road research. Subjective ratings showed a similar stepwise increase, establishing concurrent validity of the physiological indices as measures of workload. In block B, varying the inter-stimulus interval in the intermediate 1-back level of the task resulted in a pattern across self-report workload ratings, heart rate, and SCL suggesting that task pacing may influence effective workload. Further consideration of the impact of task pacing in auditory-verbal in-vehicle applications is indicated. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Distraction KW - Driver performance KW - Driver workload KW - Driving simulators KW - Dual tasks KW - Heart rate KW - Human factors KW - Physiological aspects KW - Self-report KW - Skin conductance KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/027_Mehler_0.pdf UR - https://trid.trb.org/view/1263061 ER - TY - CONF AN - 01493953 AU - Huth, Véronique AU - Brusque, Corinne AU - Bruyas, Marie-Pierre AU - Lancelle, Valérie AU - University of Iowa, Iowa City TI - Who are the Users of Speed Regulation Assistance? Comparing Driver Characteristics of Casual and Intensive System Users SN - 9780615819723 PY - 2013 SP - pp 219-225 AB - Speed regulation assistance can contribute to road safety provided that drivers use the systems on a regular basis. With the objective to gain knowledge about drivers who use Cruise Control and the Speed Limiter, a comparison of the characteristics of casual and intensive users was performed with survey data. The results show that gender and annual mileage play a role for the usage frequency of Cruise Control, whereas the usage frequency of the Speed Limiter depends on age. Consistent effects of the car use for business matters and the use of other in-vehicle technologies were found on the usage frequency of both systems. The predominant motive to reduce speeding found for both systems corresponds with the objective of speed regulation assistance as a safety measure. It was complemented with a comfort benefit perceived by Cruise Control users. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Advanced vehicle control systems KW - Age KW - Cruise control KW - Drivers KW - Gender KW - Speed control KW - Surveys KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/034_Huth_0.pdf UR - https://trid.trb.org/view/1263068 ER - TY - CONF AN - 01493952 AU - Jones, Stephen R AU - Philips, Brian H AU - University of Iowa, Iowa City TI - Cooperative Adaptive Cruise Control: Critical Human Factors Issues and Research Questions SN - 9780615819723 PY - 2013 SP - pp 121-127 AB - As traffic volume and delay on highways increase each year, new solutions are required to meet travel demand and ease congestion. One possible solution, Cooperative Adaptive Cruise Control, permits vehicles and infrastructure to communicate, providing the capability to maintain safety while increasing travel lane capacity. The technical capabilities have been demonstrated, but as important to ensuring successful implementation is an understanding of the potential human factors-related issues. Use of automation in the driving environment can have numerous pitfalls, which are heavily influenced by a variety of both deliberate and reflexive human judgments and decisions known to be error-prone. This paper examines these potential issues and identifies research areas and questions that may guide future research to evaluate the safety, efficacy, and acceptance of this new technology. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Autonomous intelligent cruise control KW - Human factors KW - Traffic flow KW - Traffic lanes KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/020_Jones_0.pdf UR - https://trid.trb.org/view/1261945 ER - TY - CONF AN - 01493948 AU - Jongen, Ellen M M AU - Brijs, Kris AU - Brijs, Tom AU - Wets, Geert AU - University of Iowa, Iowa City TI - Inhibitory Control and Peer Passengers Predict Risky Driving in Young Novice Drivers - A Simulator Study SN - 9780615819723 PY - 2013 SP - pp 163-169 AB - This driving simulator study aimed to investigate (1) effects of peer passengers on a variety of risky driving measures, and (2) moderating effects of inhibitory control on these peer passenger effects. Two age groups (n = 30, 17-18 year-olds; n = 20, 21-24 year-olds) participated. Each participant completed two 28km test-drives in a medium-fidelity driving simulator. In the first drive, participants were asked to drive as they normally do. In the second drive, participants again were asked to drive as they normally do, now in the presence of a peer passenger. Measures of risky driving were: standard deviation of lateral lane position (SDLP), collisions with road hazards, speeding, and red light running. The results showed: (1) that peer presence can have negative (‘risk increasing’) but also positive (‘protective’) effects on driving performance, depending on the specific driving measure: whereas red light running increased, the number of collisions and SDLP decreased with peer passengers; (2) a moderating effect of inhibitory control on the peer passenger effect of speeding as (a) in a sub-group with low inhibitory control an increase in speeding occurred with peers, while (b) in a sub-group with high inhibitory control there was no effect of peers on speeding. This suggests that those with higher inhibitory control are more successful in resisting peer pressure. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Crash risk forecasting KW - Crashes KW - Driver performance KW - Driving simulators KW - High risk drivers KW - Passengers KW - Peer groups KW - Peer pressure KW - Recently qualified drivers KW - Red light running KW - Speeding KW - Standard Deviation of Lateral Position UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/026_Jongen_0.pdf UR - https://trid.trb.org/view/1263060 ER - TY - CONF AN - 01493945 AU - Lee, Yi-Ching AU - LaVoie, Noelle AU - University of Iowa, Iowa City TI - What Makes a Good Passenger? From Teen Drivers’ Perspectives SN - 9780615819723 PY - 2013 SP - pp 156-162 AB - An exploratory study was designed to examine male and female teenage drivers’ perceptions and expectations of peer passengers. Qualitative methods were used to interview and survey 16- and 17-year-old licensed drivers. 10 interviewees and 96 survey respondents were included in the analysis. Consistent with previous studies, teenage drivers were concerned about passenger-related distractions. There were noticeable differences between males and females in their perceptions of peer behaviors: females most expected passengers to be non-distracting and polite and males most expected passengers to behave maturely. Future studies should focus on social factors and the psychosocial function of driving for better understanding of the peer passenger interactions, and ultimately the development of passenger-related crash prevention efforts. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attitudes KW - Distraction KW - Passengers KW - Peer groups KW - Surveys KW - Teenage drivers KW - Traffic safety KW - Vehicle occupants UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/025_Lee_0.pdf UR - https://trid.trb.org/view/1263059 ER - TY - CONF AN - 01493944 AU - Beyene, Nahom M AU - Lane, Amy AU - Cooper, Rosemarie AU - Cooper, Rory AU - University of Iowa, Iowa City TI - On-Road Evaluation of Driver Capability: A Medical Record Review of the Adaptive Driving Program SN - 9780615819723 PY - 2013 SP - pp 205-211 AB - a) The purpose of the present study was to illustrate how driver capability could be measured based on the presence of assistance during on-road evaluation. As an objective, this study explored the potential of a new method to measure declines in driver independence (steering/braking assistance) and safety (driving cues) for driver fitness determinations. b) A study at the Adaptive Driving Program (ADP) was conducted through a medical record review of 132 clients served in 2009. Following creation of an enumerated list of unique errors committed in baseline driving sessions, follow-up analysis focused on the association between assistance during on-road evaluation and case outcomes. The analysis also involved associations between assistance and five classes of errors reported among all clients. c) Findings showed that the proposed measures of driver independence and safety were associated with 90% of clients that did not pass on-road evaluation and a majority of errors related to tracking vehicle position within a lane. Though documented assistance showed low association to four out of five classes of errors, the potential for detection of these assisted-events may be 60-80% of all errors in each class except for lane changes. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Braking KW - Driver errors KW - Driver performance KW - Driving KW - Evaluation KW - Fitness to drive KW - Lane changing KW - Medical records KW - Steering KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/032_Beyene_0.pdf UR - https://trid.trb.org/view/1263066 ER - TY - CONF AN - 01493937 AU - Aksan, Nazan AU - Schall, Mark AU - Anderson, Steven AU - Dawson, Jeffery AU - Tippin, Jon AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Can Intermittent Video Sampling Capture Individual Differences in Naturalistic Driving? SN - 9780615819723 PY - 2013 SP - pp 135-141 AB - The authors examined the utility and validity of intermittent video samples from black box devices for capturing individual difference variability in real-world driving performance in an ongoing study of obstructive sleep apnea (OSA) and community controls. Three types of video clips were coded for several dimensions of interest to driving research including safety, exposure, and driver state. The preliminary findings indicated that clip types successfully captured variability along targeted dimensions such as highway vs. city driving, driver state such as distraction and sleepiness, and safety. Sleepiness metrics were meaningfully associated with adherence to PAP (positive airway pressure) therapy. OSA patients who were PAP adherent showed less sleepiness and less non-driving related gaze movements than nonadherent patients. Simple differences in sleepiness did not readily translate to improvements in driver safety, consistent with epidemiologic evidence to date. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Apnea KW - Automatic data collection systems KW - Black boxes (Passenger vehicles) KW - Driver performance KW - Driving KW - Drowsiness KW - Individual differences KW - Sleep disorders KW - Traffic safety KW - Video cameras UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/022_Aksan_0.pdf UR - https://trid.trb.org/view/1263044 ER - TY - CONF AN - 01493935 AU - Dlugosch, Carsten AU - Conti, Antonia S AU - Bengler, Klaus AU - University of Iowa, Iowa City TI - Driver Distraction through Conversation Measured with Pupillometry SN - 9780615819723 PY - 2013 SP - pp 198-204 AB - Assessing a driver´s mental workload during tasks that are not visual-manual is a challenging endeavor. Especially with the rapid development of speech systems, this is becoming increasingly important. Pupillometry promises to be a suitable physiological measurement method, sensitive to variations of cognitive workload. This driving simulator study shows that the pupillometry data indicate a significant increase in cognitive activity during conversation tasks regardless of the acoustic channel used. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Conversation KW - Distraction KW - Driver performance KW - Driving simulators KW - Measurement KW - Mental workload KW - Physiological aspects KW - Pupils (Eyes) KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/031_Dlugosch_0.pdf UR - https://trid.trb.org/view/1263065 ER - TY - CONF AN - 01493934 AU - Ross, Rachel W AU - Scialfa, Charles AU - Cordazzo, Scheila AU - Bubric, Katherine AU - University of Iowa, Iowa City TI - Predicting Older Adults’ On-Road Driving Performance SN - 9780615819723 PY - 2013 SP - pp 234-240 AB - The authors examined the predictive utility of the Roadwise Review and the Hazard Perception Test on a standardized driving assessment using both conventional and alternative scoring criteria in a sample of health older adults (N= 57). The results indicate that both tests can predict passing or failing the road evaluation. The Hazard Perception Test was more consistent in predicting total points and hazardous errors in on-road performance. Future research should examine the predictive validity of these tests in cognitively impaired drivers. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Aged drivers KW - Cognitive impairment KW - Crash risk forecasting KW - Driver performance KW - Driving tests KW - Fitness to drive KW - Hazard perception KW - Roadwise Review KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/037_Scialfa_0.pdf UR - https://trid.trb.org/view/1263070 ER - TY - CONF AN - 01493933 AU - Nguyen, Bobby AU - Zhuo, Yan AU - Ni, Rui AU - University of Iowa, Iowa City TI - Can We Predict Steering Control Performance from a 2D Shape Detection Task? SN - 9780615819723 PY - 2013 SP - pp 184-190 AB - Research has shown the importance of spatial and temporal integration of visual information in motion perception and steering control under reduced visibility conditions. The current study examined the relationship between a 2D shape detection task and a steering control task under reduced visibility conditions for younger drivers. In the 2D shape detection task, the spatial and temporal characteristics, and the contrast of the stimuli were manipulated by varying the number, the lifetime, and the contrast of the random dots. In the steering task, the visibility of the driving scene was manipulated by varying the quantity and quality of the optical flow information. The authors found that the correlation between shape detection task and steering control task under low contrast conditions depended on temporal integration. These results suggest that under reduced visibility conditions, temporal integration of visual information may play a larger role than spatial integration. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Detection and identification KW - Driver performance KW - Geometric configurations and shapes KW - Motion perception KW - Optical flow patterns KW - Steering KW - Visibility KW - Visual perception UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/029_Nguyen_0.pdf UR - https://trid.trb.org/view/1263063 ER - TY - CONF AN - 01493929 AU - Devos, Hannes AU - Nieuwboer, Alice AU - Vandenberghe, Wim AU - Tant, Mark AU - Weerdt, Willy De AU - Uc, Ergun AU - University of Iowa, Iowa City TI - Validation of Driving Simulation to Assess On-Road Performance in Huntington Disease SN - 9780615819723 PY - 2013 SP - pp 241-247 AB - Driving simulators are increasingly used to assess the driving capabilities of persons with neurodegenerative conditions. However, few driving simulator evaluations have been validated against standardized on-road tests. The aim of this study was to investigate the concurrent validity of a comprehensive driving simulator evaluation in 29 persons with Huntington disease (HD). The Test Ride for Investigating Practical fitness to drive (TRIP) checklist was administered after a 15 km simulator drive and 20 km on-road drive. The total driving simulator TRIP score and each of its item scores were compared with the on-road TRIP scores using Spearman rho correlation statistics. The authors found significant correlations for 9 of the 12 items. Correlations ranged between 0.12 for the item gap distance at speed below 50 km/h and 0.72 for the total TRIP score, indicating variable strength of the associations. Items assessing operational skills correlated better with on-road driving performance than tactical or higher-order visual items. The results indicate that a fixed-base, single screen driving simulator is a valid tool to assess on-road driving capabilities in persons with HD. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognitive impairment KW - Driver performance KW - Driving simulators KW - Driving tests KW - Fitness to drive KW - Impaired drivers KW - Nervous system diseases KW - Validity UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/038_Devos_0.pdf UR - https://trid.trb.org/view/1263071 ER - TY - CONF AN - 01493928 AU - Kay, Gary AU - Ahmad, Omar AU - Brown, Timothy AU - Veit, Andrew AU - University of Iowa, Iowa City TI - Comparison of the MiniSim and STISIM Driving Simulators for the Detection of Impairment: An Alcohol Validation Study SN - 9780615819723 PY - 2013 SP - pp 191-197 AB - Detection of alcohol impairment is often used to evaluate the sensitivity of a protocol to detect the effects of other types of impairment. This study was designed to compare the sensitivity of two simulator platforms with different underlying architectures using equivalent driving scenarios. The driving scenario consisted of a twenty minute drive on a relatively straight rural roadway with a divided attention task presented infrequently during the drive. A total of 18 subjects completed drives on both simulators at two levels of t blood alcohol concentration (BAC). It was hypothesized that both simulator platforms would be sensitive to the effects of alcohol. On driving variables and on divided attention variables the MiniSim simulator showed greater sensitivity to the impairing effects of alcohol (at doses below 0.10% BAC) than was found with the STI simulator. The Standard Deviation of Lane Position (SDLP) variable (lane position deviation) was sensitive to alcohol effects with both simulators. However, there was clearly greater sensitivity seen with the MiniSim simulator. For a number of driving and divided attention variables significant results were obtained with the MiniSim, whereas results for the STISIM failed to show a significant alcohol effect. The greater sensitivity of the MiniSim compared to the STISIM is potentially due to a number of differences between the two simulators, though the difference in the vehicle dynamics model would be expected to be the largest determining factor. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Alcohol use KW - Blood alcohol levels KW - Detection and identification KW - Divided attention KW - Driving simulators KW - Impaired drivers KW - Standard Deviation of Lateral Position KW - Validation UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/030_Kay_0.pdf UR - https://trid.trb.org/view/1263064 ER - TY - CONF AN - 01493923 AU - Ghazizadeh, Mahtab AU - Lee, John D AU - Peng, Yiyun AU - Boyle, Linda Ng AU - University of Iowa, Iowa City TI - Assessing Text Reading and Text Entry while Driving Using the Visual Occlusion Technique SN - 9780615819723 PY - 2013 SP - pp 128-134 AB - This study estimated the time drivers spend completing text reading and text entry tasks of varying difficulty levels using visual occlusion to mimic the timesharing between driving and interacting with text. The findings showed that text entry took longer than text reading and task time increased with longer text length. In the occlusion condition, the total task time with vision unoccluded wasshorter than the task time in the static condition, although this finding was not consistent across reading and entry. Ambient text (irrelevant text surrounding the text of interest) had no effect on time on task. These results should be considered in light of the acceptable limits for time on task and can inform the design of in-vehicle systems that require text reading or entry. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Distraction KW - Driving KW - Reading KW - Text messaging KW - Time duration KW - Traffic safety KW - Visual occlusion UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/021_Ghazizadeh_0.pdf UR - https://trid.trb.org/view/1263043 ER - TY - CONF AN - 01493920 AU - Dawson, Jeffrey D AU - Yu, Lixi AU - Chen, Kuan-Hua AU - Rusch, Michelle L AU - Johnson, Amy M AU - Aksan, Nazan S AU - Sunda, Takashi AU - Hiramatsu, Machiko AU - Anderson, Steven W AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Neuropsychological Predictors of Safety in Urban Left-Turn Scenarios SN - 9780615819723 PY - 2013 SP - pp 226-232 AB - Left turns at urban intersections can be dangerous, especially when views are obstructed or pedestrians are present. Impairments in driver vision, motor, and cognition functions may further increase left-turn risk. The authors examined this problem in a simulated environment that included left-turn scenariosto study the driving behaviors of 28 drivers, ages 37 to 88 years, six of whom had “Useful Field of View” (UFOV) impairments. Subjects also completed a battery of neuropsychological tests. The simulated drive included an urban section with six left turns in three types of scenarios: 1) a semi truck blocking the view of oncoming traffic, 2) a lead vehicle obstruction, and 3) a pedestrian crossing ahead of the turning driver. Results showed a mean (SD) of 1.46 (1.60) collisions per driver (range 0 to 7), 83% of which occurred at intersections with semi trucks. Far visual acuity, contrast sensitivity, UFOV, Mini Mental State Examination, TrailMaking Test Part B, the Wisconsin Card Sort task, and age were all associated with the total number of collisions (Pearson correlation magnitudes between 0.37 to 0.77; p-values<0.05). Spearman correlations were less significant. Findings indicate that visual obstruction by on oncoming semi-truck is a particularly dangerous left-turn situation. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Crashes KW - Driving simulators KW - Field of vision KW - Left turns KW - Neuropsychological tests KW - Pedestrians KW - Traffic safety KW - Trucks KW - Unsignalized intersections KW - Urban highways KW - Visual obstructions UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/035_Dawson_0.pdf UR - https://trid.trb.org/view/1263069 ER - TY - CONF AN - 01493918 AU - Chrysler, Susan T AU - Cooper, Joel AU - McGehee, Daniel V AU - Yager, Christine AU - University of Iowa, Iowa City TI - Comparison of Driver Distraction Evaluations across Two Simulator Platforms and an Instrumented Vehicle SN - 9780615819723 PY - 2013 SP - 7p AB - The purpose of this work was to assess the cross-platform validity of two driving simulators and an instrumented vehicle operated on a closed driving course. Characteristics of vehicle speed and performance to an Alert Response Task were evaluated using a MiniSim, manufactured by the National Advanced Driving Simulator group, a Realtime Technologies, Inc. desktop simulator, and an instrumented 2005 Toyota Highlander. Results indicate a high degree of relative validity between the three research platforms with mean and standard deviation of vehicle speeds showing near identical patterns under various secondary task demands. Performance on an auditory Alert Response Task also showed a high degree of consistency across the three research platforms. Performance on a visual Alert Response Task appeared to be highly reactive with the testing conditions present in the instrumented vehicle evaluations. These data have practical implications for the use of driving simulators in experimentally controlled research and also make suggestions about the use of visual warnings to elicit emergency response behaviors in drivers. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Distraction KW - Driver performance KW - Driving simulators KW - Highway safety KW - Instrumented vehicles KW - Speed KW - Visual warnings UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/082_Chrysler_0.pdf UR - https://trid.trb.org/view/1263122 ER - TY - CONF AN - 01493917 AU - Borowsky, Avinoam AU - Horrey, William J AU - Liang, Yulan AU - Garabet, Angela AU - Simmons, Lucinda AU - Fisher, Donald L AU - University of Iowa, Iowa City TI - The Effects of Momentary Visual Disruption on Hazard Anticipation in Driving SN - 9780615819723 PY - 2013 SP - 7p AB - Driver distraction is known to increase crashes, especially when the driver glances for especially long periods of time inside the vehicle. While it is clear that such glances increase risk for the driver when looking inside the vehicle, it is less clear how these glances disrupt the ongoing processing of information outside the vehicle once the eyes return to the road. The present study was aimed at exploring the effect of visual disruptions on the top-down processes that guide the detection and monitoring of hazards on the forward roadway. Using a driving simulator, twelve participants were monitored with an eye tracking system while they navigated various hazardous scenarios. Six participants were momentarily interrupted by a visual secondary task (simulating a glance inside the vehicle) prior to the hazard occurrence and six were not. Eye movement analyses show that interrupted drivers often failed to continue scanning for a hazard when their forward view reappeared. Implications of this study are discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Disruptions KW - Distraction KW - Driving KW - Glance time KW - Hazard anticipation KW - Highway safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/084_Borowsky_0.pdf UR - https://trid.trb.org/view/1263149 ER - TY - CONF AN - 01493916 AU - Marnell, Patrick AU - Tuss, Halston AU - Hurwitz, David AU - Paulsen, Kirk AU - Monsere, Chris AU - University of Iowa, Iowa City TI - Permissive Left-Turn Behavior at the Flashing Yellow Arrow in the Presence of Pedestrians SN - 9780615819723 PY - 2013 SP - 7p AB - Use of the flashing yellow arrow indication for permissive left-turn control has become more common in the U.S. since it was adopted in the 2009 Edition of the Manual on Uniform Traffic Control Devices. A complete understanding of the safety implications at signalized intersections is critically important. This paper examines the results of a permissive left-turn driver behavior study conducted in a high fidelity driving simulator. The experimental results suggest 1) that when there are more pedestrians present in the conflicting crosswalk, the driver’s average fixation duration on crossing pedestrians is greater than when there is minimal pedestrian activity; 2) that 4% to 7% of drivers do not fixate on pedestrians in the crosswalk when completing their left turn; and 3) that 39% of drivers do not fixate on likely pedestrian locations when pedestrians are not present. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Arrows (Signals) KW - Behavior KW - Drivers KW - Driving simulators KW - Eye fixations KW - Highway safety KW - Left turn phase KW - Left turns KW - Pedestrian safety KW - Permissive phasing UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/074_Marnell_0.pdf UR - https://trid.trb.org/view/1262867 ER - TY - CONF AN - 01493915 AU - Trübswetter, Nicole AU - Bengler, Klaus AU - University of Iowa, Iowa City TI - Why Should I Use ADAS? Advanced Driver Assistance Systems and the Elderly: Knowledge, Experience and Usage Barriers SN - 9780615819723 PY - 2013 SP - 7p AB - A vast number of Advanced Driver Assistance Systems (ADAS) are commercially available, all of which have the potential to increase the safety and comfort of driving a car. Due to age-specific performance limitations, older drivers could benefit a great deal from such in-vehicle technologies, provided that they are purchased and used. Based on the results of several market research studies, awareness of ADAS is significantly higher than their usage rate, which is still very low. To analyze the discrepancy between awareness and willingness to use ADAS, 32 older car drivers were surveyed in a semi-structured interview study. This paper examines the knowledge, experience, and barriers toward the use of ADAS in the elderly. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Aged drivers KW - Driver support systems KW - Driving KW - Experience KW - Highway safety KW - Knowledge KW - Utilization UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/075_Truebswetter_0.pdf UR - https://trid.trb.org/view/1262922 ER - TY - CONF AN - 01493914 AU - Liang, Yulan AU - Lee, John D AU - University of Iowa, Iowa City TI - Using a Layered Algorithm to Detect Driver Cognitive Distraction SN - 9780615819723 PY - 2013 SP - 7p AB - Detection of cognitive distraction presents an indispensable function for driver distraction mitigation systems. In this study, the authors developed a layered algorithm that integrated two data mining methods—Dynamic Bayesian Network (DBN) and supervised clustering method—to identify cognitive distraction from drivers’ eye movements and driving performance measures. The authors used the data collected in a simulator study to compare the layered algorithm with the original DBN and found that the layered algorithm obtained comparable prediction performance as the original DBN. Meanwhile, the layered algorithm shortened training and prediction time and revealed rich information on the relationship between driver cognitive state and performance. This study demonstrates that data mining methods are suitable to identify human cognitive state from performance. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Algorithms KW - Bayes' theorem KW - Cluster analysis KW - Cognition KW - Data mining KW - Distraction UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/051_Liang_0.pdf UR - https://trid.trb.org/view/1261977 ER - TY - CONF AN - 01493913 AU - McDonald, Catherine C AU - Seacrist, Thomas S AU - Lee, Yi-Ching AU - Loeb, Helen AU - Kandadai, Venk AU - Winston, Flaura K AU - University of Iowa, Iowa City TI - Headway Time and Crashes Among Novice Teens and Experienced Adult Drivers in a Simulated Lead Truck Braking Scenario SN - 9780615819723 PY - 2013 SP - 7p AB - Driving simulators can be used to evaluate driving performance under controlled, safe conditions. Teen drivers are at particular risk for motor vehicle crashes and simulated driving can provide important information on performance. The authors developed a new simulator protocol, the Simulated Driving Assessment (SDA), with the goal of providing a new tool for driver assessment and a common outcome measure for evaluation of training programs. As an initial effort to examine the validity of the SDA to differentiate performance according to experience, this analysis compared driving behaviors and crashes between novice teens (n=20) and experienced adults (n=17) on a high fidelity simulator for one common crash scenario, a rear-end crash. The authors examined headway time and crashes during a lead truck with sudden braking event in their SDA. They found that 35% of the novice teens crashed and none of the experienced adults crashed in this lead truck braking event; 50% of the teens versus 25% of the adults had a headway time <3 seconds at the time of truck braking. Among the 10 teens with <3 seconds headway time, 70% crashed. Among all participants with a headway time of 2-3 seconds, further investigation revealed descriptive differences in throttle position and brake pedal force when comparing teens who crashed, teens who did not crash and adults (none of whom crashed). Even with a relatively small sample, the authors found statistically significant differences in headway time for adults and teens, providing preliminary construct validation for their new SDA. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Adults KW - Braking KW - Driver experience KW - Driving simulators KW - Headways KW - Highway safety KW - Lead vehicle KW - Rear end crashes KW - Teenage drivers KW - Trucks UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/067_McDonald_0.pdf UR - https://trid.trb.org/view/1262695 ER - TY - CONF AN - 01493912 AU - Marcotte, Thomas D AU - Meyer, Rachel A AU - Hendrix, Terence AU - Johnson, Robin AU - University of Iowa, Iowa City TI - The Relationship between Real-Time EEG Engagement, Distraction and Workload Estimates and Simulator-Based Driving Performance SN - 9780615819723 PY - 2013 SP - 7p AB - Identifying potentially impaired drivers is often dependent upon using cognitive testing from a controlled environment (clinic, laboratory) to predict behavior in a dynamic and unpredictable real world driving environment. The goal of this study was to determine the feasibility, and validity, of using a wireless EEG system to ultimately differentiate between impaired and unimpaired drivers. The authors utilized the B-Alert X10 portable wireless EEG/ECG system and applied previously validated EEG algorithms estimating engagement, workload, and distraction within a sample of normal control (n = 10) and HIV seropositive individuals (n = 14). Participants underwent a 30-minute fully interactive driving simulation. Overall, the HIV+ group evidenced significantly higher distraction during the simulation. When grouped according to poor and good performers on the simulation (regardless of HIV serostatus), those performing worse on the simulation had higher distraction, with a trend for lower workload, levels. The authors then examined EEG profiles immediately preceding a crash. Prior to a crash, participants evidenced a significant increase in distraction ~ 10-14 seconds leading up to the crash; the greatest increase was seen in the HIV+ group. These preliminary data support the potential utility of using EEG data in patient populations to identify individuals who might be at risk for impaired driving. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Distraction KW - Driver workload KW - Driving simulators KW - Electroencephalography KW - Highway safety KW - Human immunodeficiency virus KW - Real time information KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/063_Marcotte_0.pdf UR - https://trid.trb.org/view/1262683 ER - TY - CONF AN - 01493911 AU - Yang, Yan AU - Reimer, Bryan AU - Mehler, Bruce AU - Dobres, Jonathan AU - University of Iowa, Iowa City TI - A Field Study Assessing Driving Performance, Visual Attention, Heart Rate and Subjective Ratings in Response to Two Types of Cognitive Workload SN - 9780615819723 PY - 2013 SP - 7p AB - In an on-road experiment, driving performance, visual attention, heart rate and subjective ratings of workload were evaluated in response to a working memory (n-back) and a visual-spatial (clock) task. Subjective workload ratings for the two types of tasks did not statistically differ, suggesting a similar level of overall workload. Gaze concentration and heart rate showed significant changes relative to single task driving during the extra tasks and the magnitude of change was similar for both, while driving performance measures were not sensitive to the increase in workload. The results suggest high sensitivity of both gaze dispersion and heart rate as measures of workload across these two different types of cognitive demand. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Driver performance KW - Driving KW - Field studies KW - Gaze KW - Heart rate KW - Highway safety KW - Visual attention KW - Workload (Drivers) UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/061_Yang_0.pdf UR - https://trid.trb.org/view/1262569 ER - TY - CONF AN - 01493910 AU - Ho, Cristy AU - Spence, Charles AU - Gray, Rob AU - University of Iowa, Iowa City TI - Looming Auditory and Vibrotactile Collision Warning for Safe Driving SN - 9780615819723 PY - 2013 SP - 7p AB - Looming auditory warning signals (that is, signals whose intensity increases over time) have proven to be particularly effective in terms of reducing a driver’s brake reaction times (BRTs) to impending collisions, and are also associated with very low false alarm rates. The authors report two experiments designed to further investigate how the presentation of looming auditory warnings with increasing frequency or increasing spatial extent would compare to those with increasing intensity. A third experiment was conducted in order to evaluate the potential efficacy of presenting looming warnings to drivers in another modality, namely via vibrotactile signals. Participants’ speeded BRTs to potential collision events following the presentation of various warning signals in a simulated car following scenario were measured. While both looming frequency and spatial warnings were effective in terms of speeding the driver’s responses to critical driving events, the magnitude of the benefit resembled that of a typical non-looming constant intensity warning. Looming intensity warnings outperformed their looming frequency counterparts in terms of facilitating drivers’ collision avoidance responses. As for vibrotactile warnings, the results revealed that looming vibrotactile stimuli did not offer any additional benefits over and above the other non-looming vibrations tested in the study. The implications of these findings for collision warning systems design are discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Auditory warnings KW - Braking KW - Crash avoidance systems KW - Highway safety KW - Looming KW - Reaction time KW - Vibrotactile cuing KW - Warning devices UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/083_Ho_0.pdf UR - https://trid.trb.org/view/1263140 ER - TY - CONF AN - 01493909 AU - Engström, Johan AU - Larsson, Pontus AU - Larsson, Christian AU - University of Iowa, Iowa City TI - Comparison of Static and Driving Simulator Venues for the Tactile Detection Response Task SN - 9780615819723 PY - 2013 SP - 7p AB - The general objective of the present study was to validate a low-cost, static, version of the Tactile Detection Response Task (TDRT) intended for driver-vehicle interface evaluation in industrial settings. The static TDRT venue was compared to the more commonly used driving simulator venue, where the TDRT and the secondary task under evaluation are performed during simulated driving. The results indicated that the effect of venue was additive over a range of visual-manual and cognitive secondary tasks, which offers preliminary support for the static TDRT venue as a surrogate for the driving simulator TDRT venue. However, a more detailed analysis revealed a counterintuitive effect for one of the visual-manual secondary tasks (SuRT), where the easier version of the task (as confirmed by subjective workload ratings) yielded a stronger effect on the TDRT than the more difficult version. Possible explanations and implications for the TDRT and its application to driver-vehicle interface evaluation are discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Driver vehicle interfaces KW - Driver workload KW - Driving simulators KW - Highway safety KW - Secondary tasks UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/057_Engstrom_0.pdf UR - https://trid.trb.org/view/1262260 ER - TY - CONF AN - 01493908 AU - Petzoldt, Tibor AU - Weiss, Thomas AU - Krems, Josef F AU - Bannert, Maria AU - University of Iowa, Iowa City TI - The Development of a Cognitive Skills Training to Support Driver Education – Comparing Performance of Experienced and Trained Learner Drivers SN - 9780615819723 PY - 2013 SP - 7p AB - Deficits in cognitive skills such as hazard perception are considered one of the major factors explaining the high numbers of crashes for novice drivers. Computer based trainings (CBTs) have been identified as a potential measure to improve such skills. Several CBTs have been developed since. Some of them have been evaluated, however, only by comparing a treatment group and a control group. While results show that the evaluated CBTs are somewhat effective, it is unclear how an experienced driver would have performed in the test scenarios. The authors developed their own CBT, and in a first step, evaluated it following the same known strategy (treatment and control group, adding a “paper based training group). Results provided evidence for the assumption that the CBT had a positive effect on learner drivers’ glance behaviour in simulated driving (Petzoldt et al., 2013). However, after the authors confirmed the effectiveness, they tested a group of experienced drivers on exactly the same simulator scenarios. The comparison between treatment, control and experienced driver group is presented in this paper. Results show comparable patterns of glance behaviour for the treatment group and the experienced drivers, superior to that of the control group. Driving performance rated by experts was mostly appropriate for all groups, with notable exceptions for some scenarios. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Computer aided instruction KW - Driver education KW - Driver performance KW - Driving KW - Glance behavior UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/046_Petzoldt_0.pdf UR - https://trid.trb.org/view/1261924 ER - TY - CONF AN - 01493907 AU - Merat, Natasha AU - Coleman, James AU - University of Iowa, Iowa City TI - Does Personality Influence Engagement in Mobile Phone Tasks? SN - 9780615819723 PY - 2013 SP - 7p AB - Drivers’ propensity to engage in a telephone conversation and text messaging was observed in a driving simulator study and compared to self-reported engagement in such tasks in the real world. As sensation seeking has been linked to unsafe driving behaviours and self-reported driving violations, drivers were preselected for the study using the Arnett Inventory of Sensation Seeking. In general, drivers’ observed engagement with their mobile phone was not as high in the driving simulator as their self-reported declarations. Some differences were found between the high and low sensation seekers, with more phone calls executed by the high sensation seekers and more text messages performed by the low sensation seekers. Self-report results showed higher engagement in hands-held conversations and text messaging by high sensation seekers. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driving simulators KW - High risk drivers KW - Highway safety KW - Mobile telephones KW - Personality KW - Self reports KW - Sensation seeking KW - Text messaging UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/076_Merat_0.pdf UR - https://trid.trb.org/view/1262923 ER - TY - CONF AN - 01493906 AU - Feng, Jing AU - Donmez, Birsen AU - University of Iowa, Iowa City TI - Design of Effective Feedback: Understanding Driver, Feedback, and Their Interaction SN - 9780615819723 PY - 2013 SP - 7p AB - Risky driving behaviors such as speeding, close car following and engaging in non-driving related secondary tasks are commonly observed and may increase crash risks. Providing effective feedback to drivers of their risky behaviors may decrease the likelihood of hazardous situations, thereby reducing crashes or crash severity. However, inappropriate feedback could lead to distraction and/or added workload to the driver, resulting in undesirable effects on road safety. Successful design of effective feedback builds on a comprehensive understanding of the characteristics of the driver, the feedback, and their interaction. As a first step to this approach, the authors summarize literature and propose a cognitive model of driver-feedback interaction. This model considers characteristics of the driver and the feedback, and illustrates three feedback loops through which feedback can influence the driver. Although still at a preliminary stage, the model provides a framework for future feedback design and empirical investigations. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Crash rates KW - Crash risk KW - Crash severity KW - Driver feedback KW - High risk drivers KW - Highway safety KW - Risk taking UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/062_Feng_0.pdf UR - https://trid.trb.org/view/1262583 ER - TY - CONF AN - 01493905 AU - Young, Richard A AU - University of Iowa, Iowa City TI - Naturalistic Studies of Driver Distraction: Effects of Analysis Methods on Odds Ratios and Population Attributable Risk SN - 9780615819723 PY - 2013 SP - 7p AB - When analyzing naturalistic driver performance data, different analysis methods can have large impacts on safety estimates for the condition being assessed. To illustrate, this paper reanalyzed the data for a secondary task (conversation on a hand-held cell phone) from the recently-released Virginia Tech Transportation Institute (VTTI) 100-Car databases, using a standard method for epidemiological analysis. It found substantially lower estimates for the odds ratio (OR), population exposure percent (Pe%), and population attributable risk percent (PAR%) than with the VTTI analysis method. The crash/near-crash OR was reported by VTTI as 1.29, but was found to be 0.78 with the standard method, a reversal in direction from a potentially crash-increasing to a potentially crash-reducing effect. The Pe% for crashes/near-crashes was 12.5% using the VTTI method, but declined to 6.7% with the standard method. The PAR% was reported as 3.6% but a population preventive fraction of 1.5% (a protective effect) was estimated by the standard method. The OR difference was traced to an “assumption bias” in the VTTI method that had unequal effects for the unexposed vs. exposed cases. The Pe% and PAR% differences were traced to an error in the VTTI calculation of Pe%. This bias and error were systemic in the VTTI analysis methods, overestimating OR, Pe%, and PAR% for all tasks examined. Future research should seek to better understand the epidemiologic analysis methods that are most appropriate in the new and emerging field of naturalistic driving research. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Assumptions KW - Automatic data collection systems KW - Crash risk KW - Data analysis KW - Distraction KW - Highway safety KW - Odds ratio KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/077_Young_0.pdf UR - https://trid.trb.org/view/1263000 ER - TY - CONF AN - 01493904 AU - Bian, Zheng AU - Andersen, George J AU - University of Iowa, Iowa City TI - The Effect of Aging and Ground Texture on the Control of Braking SN - 9780615819723 PY - 2013 SP - 7p AB - In the current study the authors examined age-related difference in the use of visual information in regulating braking. Younger and older drivers were presented with computer generated 3-D scenes simulating driving on a roadway towards three red stop signs at a constant speed. The task of the drivers was to control braking and to stop as close as possible to the stop signs. The texture density on the ground, initial time to contact (TTC) and initial distance from the stop signs were manipulated. The authors found that older drivers had larger mean stop distance and lower crash rate than younger drivers. In addition, older drivers, as compared to younger drivers, tended to regulate more frequently at values larger than -0.5 and less frequently at values smaller than -0.5. These results, taken together, suggest that older drivers may use a more conservative strategy to control braking in order to avoid collisions. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Age KW - Braking KW - Crash rates KW - Drivers KW - Highway safety KW - Texture KW - Visual information UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/050_Bian_0.pdf UR - https://trid.trb.org/view/1261975 ER - TY - CONF AN - 01493903 AU - Lenné, Michael G AU - Salmon, Paul M AU - Beanland, Vanessa AU - Walker, Guy H AU - Underwood, Geoff AU - Filtness, Ashleigh AU - University of Iowa, Iowa City TI - Interactions between Cars and Motorcycles: Testing Underlying Concepts through Integration of On-Road and Simulator Studies SN - 9780615819723 PY - 2013 SP - 7p AB - The authors conducted on-road and simulator studies to explore the mechanisms underpinning driver-rider crashes. In Study 1 the verbal protocols of 40 drivers and riders were assessed at intersections as part of a 15km on-road route in Melbourne. Network analysis of the verbal transcripts highlighted key differences in the situation awareness of drivers and riders at intersections. In a further study using a driving simulator the authors examined in car drivers the influence of acute exposure to motorcyclists. In a 15 min simulated drive, 40 drivers saw either no motorcycles or a high number of motorcycles in the surrounding traffic. In a subsequent 45-60 min drive, drivers were asked to detect motorcycles in traffic. The proportion of motorcycles was manipulated so that there was either a high (120) or low (6) number of motorcycles during the drive. Those drivers exposed to a high number of motorcycles were significantly faster at detecting motorcycles. Fundamentally, the incompatible situation awareness at intersections by drivers and riders underpins the conflicts. Study 2 offers some suggestion for a countermeasure here, although more research around schema and exposure training to support safer interactions is needed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Alertness KW - Drivers KW - Highway safety KW - Motorcycle crashes KW - Motorcycle safety KW - Motorcycles KW - Motorcyclists KW - Simulation UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/043_Lenne_0.pdf UR - https://trid.trb.org/view/1261802 ER - TY - CONF AN - 01493902 AU - Conti, Antonia S AU - Dlugosch, Carsten AU - Schwarz, Felix AU - Bengler, Klaus AU - University of Iowa, Iowa City TI - Driving and Speaking: Revelations by the Head-Mounted Detection Response Task SN - 9780615819723 PY - 2013 SP - 7p AB - The cognitive workload of speech-related activity needs to be examined in an economic and simple way. This is especially important as in-vehicle technology is becoming more cognitive with, for example, the use of speech-interaction, and industry will need a way to keep pace with new technologies. One proposed way to measure cognitive workload is the detection response task (DRT) method. In this study, the DRT was used to assess different speech-related cognitive tasks. Three conversation tasks and the n-back task were performed together with a simulated driving task and a head-mounted DRT (HDRT). The aim was to evaluate the conversation and n-back tasks with the HDRT and to quantify the respective cognitive workload. Results show an increase in HDRT reaction times when additional cognitive tasks are performed relative to baseline measurements. In line with other research methods, the HDRT provided a reliable measurement of additional workload. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Cognition KW - Distraction KW - Driver workload KW - Driving KW - Highway safety KW - Speech UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/056_Conti_0.pdf UR - https://trid.trb.org/view/1262257 ER - TY - CONF AN - 01493901 AU - Peng, Yiyun AU - Boyle, Linda Ng AU - Ghazizadeh, Mahtab AU - Lee, John D AU - University of Iowa, Iowa City TI - Factors Affecting Glance Behavior when Interacting with In-Vehicle Devices: Implications from a Simulator Study SN - 9780615819723 PY - 2013 SP - 7p AB - This study examined the effects of text entry and reading on drivers’ eye glance behavior, as influenced by text length and presence of ambient text (i.e., text around targeted text). A simulator study was conducted with 28 drivers. The findings showed that text entry tasks required longer eyes-off-road (EOR) time than text reading tasks. The presence of ambient text also increased the total EOR time for text reading. Tasks with shorter text required shorter individual glances, but even the shortest text entry tasks resulted in long glances for those who entered text in large chunks. Thus, shortening the text length alone may not ensure safe glance behavior and other countermeasures may need to be considered. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Distraction KW - Driving simulators KW - Glance behavior KW - Highway safety KW - Personal communication devices KW - Text messaging UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/072_Peng_0.pdf UR - https://trid.trb.org/view/1262839 ER - TY - CONF AN - 01493900 AU - Perez, William A AU - Philips, Brian H AU - University of Iowa, Iowa City TI - Active Traffic Management Sign Comprehension SN - 9780615819723 PY - 2013 SP - 7p AB - Active traffic management (ATM) strategies are being deployed in the United States to deliver additional information to drivers. Per lane variable speed limit and lane control signs are being deployed along with dynamic message signs that display warning and other motorist information. The Manual of Uniformed Traffic Control Devices currently does not provide guidelines or standards for these signs. The present research is the first in a series of studies aimed at providing data that can be used to develop guidelines and standards. This study used laboratory procedures to examine comprehension and preference for various variable speed limit and lane control sign messages. The results indicate that while participants sometimes make errors interpreting some advisory messages, they generally correctly interpreted the lane control and speed limit ATM signs. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Active traffic management KW - Comprehension KW - Highway traffic control KW - Lane use control signals KW - Speed signs KW - Variable message signs UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/049_Perez_0.pdf UR - https://trid.trb.org/view/1261966 ER - TY - CONF AN - 01493899 AU - Inman, Vaughan W AU - Philips, Brian H AU - University of Iowa, Iowa City TI - Traffic Sign Detection and Identification SN - 9780615819723 PY - 2013 SP - 7p AB - Previous studies using eye-trackers have suggested that drivers can extract information from traffic signs and markings without fixating them. The first study reported here examined the angle of gaze away from signs that enables sign detection: detection conspicuity angle. A second study examined the angle of gaze away from signs that enables identification of the signs’ messages: identification conspicuity angle. Because conspicuity is viewed as a product of the properties of objects and their surrounding environment, both studies manipulated the background of the signs. Detection conspicuity was sensitive to the background environment, particularly for regulatory signs, for which detection conspicuity was reduced with light-colored or cluttered backgrounds. Background environment had little measurable effect on sign message identification. It is recommended that sign backgrounds be considered when locating signs, and that if the background does not provide adequate contrast, conspicuity enhancement strategies should be considered. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Contrast KW - Detection and identification KW - Gaze angle KW - Message (Signs) KW - Traffic signs KW - Visibility UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/048_Inman_0.pdf UR - https://trid.trb.org/view/1261956 ER - TY - CONF AN - 01493898 AU - Cassavaugh, Nicholas D AU - Bos, Alex AU - McDonald, Cole AU - Gunaratne, Pujitha AU - Backs, Richard W AU - University of Iowa, Iowa City TI - Assessment of the SEEV Model to Predict Attention Allocation at Intersections During Simulated Driving SN - 9780615819723 PY - 2013 SP - 7p AB - The authors attempted to model attention allocation of experienced drivers using the SEEV model. Unlike previous attempts, the present work looked at attention to entities (vehicles, signs, traffic control devices) in the outside world rather than considering the outside world as a unitary construct. Model parameters were generated from rankings of entities by experienced drivers. Experienced drivers drove a scenario that included a number of intersections interspersed with stretches of straight road. The intersections included non-hazard events. Eye movements were monitored during the driving session. The results of fitting the observed eye movement data to the authors' SEEV model were poor, and were no better than fitting the data to a randomized SEEV model. A number of explanations for this are discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Driver experience KW - Drivers KW - Driving simulators KW - Highway safety KW - Intersections UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/052_Cassavaugh_0.pdf UR - https://trid.trb.org/view/1261980 ER - TY - CONF AN - 01493897 AU - Sawyer, B D AU - Hancock, P A AU - University of Iowa, Iowa City TI - Performance Degradation Due to Automation in Texting while Driving SN - 9780615819723 PY - 2013 SP - 7p AB - Previous research concerning the use of cell phones indicates that physical manipulation of the phone in conjunction with the cognitive need to compose a message together contribute to driving performance degradation. The authors have suggested that automated assistive text entry schemes such as Nokia’s T9 may mitigate some of these identified costs. In this work drivers in a simulator drove and texted using either the assistive T9 system or an unassisted multitap system. Contrary to previous pilot findings participants showed greater degradation of driving performance when using the automated assistive T9 than the unassisted multitap. Findings support the idea that cognitive composition of a message combined with entry interface automation contributed to driving performance degradation. It further implies that the costs of that automation may exceed the benefits. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Assistive technology KW - Cognition KW - Distraction KW - Driver performance KW - Driving KW - Highway safety KW - Text messaging UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/068_Sawyer_0.pdf UR - https://trid.trb.org/view/1262822 ER - TY - CONF AN - 01493896 AU - Irwin, Christopher AU - Shum, David AU - Leveritt, Michael AU - Desbrow, Ben AU - University of Iowa, Iowa City TI - Test-Retest Reliability of Simulated Driving Performance: A Pilot Study SN - 9780615819723 PY - 2013 SP - 7p AB - Twenty-seven volunteers completed three simulated driving tests to determine test-retest reliability of performance on a low-cost, fixed-base computerized driving simulator. One retest was completed a few hours after the initial drive, and the final retest was completed 7 days following the initial test drive. Driving performance was compared using measures of vehicle control, speed, and reaction time to critical events. A measure of participants’ ability to inhibit a pre-potent response was also assessed using an inhibition task during each drive, with the number of incorrect inhibition responses recorded. Practice effects were evident for measures of vehicle control (deviation of lane position and number of line crossings) and participants’ ability to withhold responses to inhibition tasks. Good test-retest reliability was observed for measures of vehicle control, speed, reaction time, and variability measures. Poor test-retest reliability was observed for the number of stopping failures observed during driving. The findings from this study suggest that the driving scenario used provides reliable assessment tasks that could be used to track the effects of pharmacological treatments on driving performance. However, an additional familiarization drive should be included as part of future study protocols employing this driving scenario to reduce learning effects during trials. Care should also be taken when interpreting results from tasks with low test-retest reliability. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driving KW - Driving simulators KW - Human subject testing KW - Performance measurement KW - Pilot studies KW - Reliability (Statistics) KW - Testing UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/045_Irwin_0.pdf UR - https://trid.trb.org/view/1261810 ER - TY - CONF AN - 01493895 AU - Lewis, Bridget A AU - Penaranda, B N AU - Roberts, Daniel M AU - Baldwin, Carryl L AU - University of Iowa, Iowa City TI - Effectiveness of Bimodal Versus Unimodal Alerts for Distracted Drivers SN - 9780615819723 PY - 2013 SP - 7p AB - Twenty-two participants drove a simulated vehicle while engaged in a low or high working memory load task and responded to signals presented in auditory, visual and tactile modalities or their bimodal combinations by pressing on the brake. Signals were designed to be of low or high urgency in both unimodal and bimodal combinations. High urgency and bimodal signals were responded to faster than their low urgency and unimodal counterparts. Fewer bimodal signals were missed overall. This bimodal advantage was particularly significant relative to unimodal signals of low urgency in the high working memory load condition. Together these results indicate that hazard mapping can most effectively be obtained by designing with both the perceived urgency level of the signal and modal plurality in mind. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Alerts KW - Bimodal warnings KW - Distraction KW - Driver information systems KW - Driver workload KW - Driving simulators KW - Highway safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/058_Lewis_0.pdf UR - https://trid.trb.org/view/1262262 ER - TY - CONF AN - 01493894 AU - Heinze, C AU - Schirmer, S AU - Trutschel, U AU - Sirois, B AU - Golz, M AU - Edwards, D AU - University of Iowa, Iowa City TI - Can Frequency Domain Heart Rate Measures Detect Impaired Driver Performance? SN - 9780615819723 PY - 2013 SP - 7p AB - An overnight driving simulation scenario with partial sleep deprivation was utilized to induce driver performance impairment. Heart rate (HR) was recorded over the entire experiment; frequency domain HR measures were derived and correlated to variation of lane deviation (VLD), a driving performance measure, and to the driver's state, which was estimated by the Karolinska Sleepiness Scale (KSS). The aim of this study is to evaluate whether frequency domain heart rate measures can be used to detect impaired driver performance as well as reduced driver state. The authors generalize the concept of the conventional frequency domain HR measures – namely the very-low frequency (VLF), low frequency (LF) band and high frequency (HF) band – into finer-grained frequency bands of 0.02 Hz width. These newly defined frequency bands show a more detailed correlation to driving performance and to driver sleepiness state, taking subject-specific differences into account. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driver performance KW - Driving simulators KW - Frequency domain analysis KW - Heart rate KW - Highway safety KW - Impaired drivers KW - Sleep deprivation UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/060_Heinze.pdf UR - https://trid.trb.org/view/1262461 ER - TY - CONF AN - 01493893 AU - Ren, Zhiquan AU - Wang, Chun AU - He, Jibo AU - University of Iowa, Iowa City TI - Vehicle Detection Using Android Smartphones SN - 9780615819723 PY - 2013 SP - 7p AB - Rear-end collisions are the most common traffic accidents. Technologies, such as collision warning systems, are developed to reduce the risks of rear-end collisions. This study presents a mobile technology using smartphones to detect the leading vehicle, allowing the possibility to make collision warning systems more affordable and portable. This technology uses the rear camera of an Android smartphone to capture images of driving scenes, and then uses advanced computer vision algorithms to detect and track the leading vehicle. This study may have important applications to improve driving safety. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Crash avoidance systems KW - Highway safety KW - Lead vehicles KW - Rear end crashes KW - Smartphones KW - Vehicle detectors KW - Warning systems UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/047_He_0.pdf UR - https://trid.trb.org/view/1261925 ER - TY - CONF AN - 01493892 AU - Mueller, Alexandra S AU - Trick, Lana M AU - University of Iowa, Iowa City TI - Effect of Driving Experience on Change Detection Based on Target Relevance and Size SN - 9780615819723 PY - 2013 SP - 7p AB - Earlier studies that investigated the effects of driving experience and target safety relevance on change detection have produced conflicting results. Using a flicker change detection task to investigate the effect of driving experience on the ability to detect changes in objects that vary in safety relevance and size, the present study attempted to clarify some controversies by addressing three important methodological issues. The data showed that experienced drivers exhibited more efficient selection strategies than novice drivers and thus may have more spare resources to analyze less relevant objects in the driving environment. Selection strategies for relevant information appear to be sensitive to object size whereas selection of irrelevant information is downgraded comparatively and unaffected by size. Findings are discussed as they relate to theoretical and practical implications. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Change detection KW - Driver experience KW - Highway safety KW - Relevance KW - Size UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/053_Mueller_0.pdf UR - https://trid.trb.org/view/1261983 ER - TY - CONF AN - 01493891 AU - van Leeuwen, P M AU - Happee, R AU - de Winter, J C F AU - University of Iowa, Iowa City TI - Investigating the Effect of a Visual Search Task for Simulator-Based Driver Training SN - 9780615819723 PY - 2013 SP - 7p AB - Novice drivers tend to direct their gaze to the road ahead and not scan the environment properly. This study investigated the training effectiveness of a visual search task in a driving simulator, aimed at increasing young drivers' spread of visual search. Two groups of inexperienced drivers were instructed to drive as accurately as possible in the center of the right lane in a self-paced driving task of four 6-min sessions in a rural environment. While driving, one group performed a visual search task, consisting of detecting and fixating on visual stimuli in the peripheral area. The stimuli were purple dots that faded in slowly and disappeared when fixated by the participant. After training, both groups drove a transfer session in an urban environment, in which various hazardous situations occurred. Results showed that both groups improved their lane keeping performance, whereas the training group became more proficient in the visual search task. However, in the transfer session no group differences were detected. In conclusion, despite improvements in visual search performance during a relatively short training period, the visual search training did not detectibly influence the spread of visual search of novice drivers during a post training transfer session. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driver experience KW - Driver training KW - Driving simulators KW - Highway safety KW - Lane keeping KW - Recently qualified drivers KW - Visual search UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/065_vanLeeuwen_0.pdf UR - https://trid.trb.org/view/1262687 ER - TY - CONF AN - 01493890 AU - Swake, Joshua AU - Jannat, Mafruhatul AU - Islam, Muhammad AU - Hurwitz, David S AU - University of Iowa, Iowa City TI - Driver Response to Phase Termination at Signalized Intersections: Are Driving Simulator Results Valid? SN - 9780615819723 PY - 2013 SP - 7p AB - Type-II dilemma zones are the segment of roadway approaching an intersection where drivers have difficulty deciding to stop or proceed at the onset of the circular yellow indication. Signalized intersection safety is improved when dilemma zones are correctly identified and steps are taken to reduce the likelihood that vehicles are caught in such zones. This research purports that using driving simulator as a means to collect driver response data at the onset of the circular yellow indication is a valid methodology to augment our analysis of decisions and reactions made within the dilemma zone. The data obtained was compared against that from previous experiments documented in the literature and the evidence suggests that driving simulation is a valid mechanism for describing driver behavior under the given conditions. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Behavior KW - Decision making KW - Dilemma zone KW - Drivers KW - Driving simulators KW - Highway safety KW - Signalized intersections KW - Yellow interval (Traffic signal cycle) UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/044_Swake_0.pdf UR - https://trid.trb.org/view/1261808 ER - TY - CONF AN - 01493889 AU - Samuel, Siby AU - Zafian, Tracy AU - Borowsky, Avinoam AU - Romoser, Matthew R E AU - Fisher, Donald L AU - University of Iowa, Iowa City TI - Can Young Drivers Learn to Anticipate Hidden Hazards: A Driving Simulator Study SN - 9780615819723 PY - 2013 SP - 7p AB - Modern technology makes possible improvements in training programs designed to develop young drivers’ abilities to anticipate hazardous situations. These improvements come from increases in the range of scenarios to which young drivers are exposed and the number of times young drivers can practice the skills they are learning. In this study, a new Flash-based, PC training program that runs on the web, Road Aware® (RA), is evaluated using a driving simulator. The program was developed by State Farm. Twenty-four young trained drivers and twenty four young untrained drivers were asked to drive various simulated hazardous scenarios while their gaze was monitored by an eye tracking system. The results show that trained drivers were more likely to anticipate hazards than their untrained peers, a difference which was present for both near transfer (scenarios that appeared in training) and far transfer scenarios. The effectiveness of RA is compared with other hazard anticipation training programs that were evaluated on a driving simulator and in the field. It appears every bit as effective in general and more effective for some scenarios. Additionally, there is evidence suggesting that, for the first time, young drivers can be trained to anticipate hazards as well as drivers who are older and more experienced. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driver training KW - Drivers KW - Driving simulators KW - Hazard anticipation KW - Highway safety KW - Teenage drivers KW - Young adults UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/055_Samuel_0.pdf UR - https://trid.trb.org/view/1262255 ER - TY - CONF AN - 01493888 AU - Chen, Kuan-Hua AU - Anderson, Steven W AU - Rusch, Michelle L AU - Aksan, Nazan S AU - Dawson, Jeffrey D AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - “Choking Under Pressure” in Older Drivers SN - 9780615819723 PY - 2013 SP - 7p AB - Aging can impair executive control and emotion regulation, affecting driver decision-making and behavior, especially under stress. The drivers used an interactive driving simulator to investigate ability to make safe left-turns across oncoming traffic under pressure in 13 older (> 65 years old) and 16 middle-aged (35-56 years old) drivers. Drivers made left-turns at an uncontrolled intersection with moderately heavy oncoming traffic. Gaps between oncoming vehicles varied and increased gradually from 2 s to 10 s. Drivers made two left-turns with a vehicle honking aggressively behind (pressure condition), and two left-turns without the honking vehicle (control condition). Results showed that middle-aged drivers made more cautious turning decisions under pressure (by waiting for larger and safer gaps, p < .001), but older drivers did not. Further, older driver turning paths deviated under pressure compared to the control condition (p < .05), but the middle-aged group did not. Moreover, across all subjects, better executive function was significantly correlated with larger increases of accepted gap size from control to honking (p < .01). The findings suggest that older drivers are more sensitive to traffic challenges from environmental pressure and that neural models of older driver performance and safety must factor in age-related changes in executive control and emotion processing. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Aged drivers KW - Aging (Biology) KW - Behavior KW - Decision making KW - Gap acceptance KW - Highway safety KW - Left turns KW - Middle aged drivers KW - Stress (Psychology) UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/066_Rizzo_0.pdf UR - https://trid.trb.org/view/1262692 ER - TY - CONF AN - 01493887 AU - Toxopeus, Ryan AU - Ramkhalawansingh, Robert AU - Trick, Lana AU - University of Iowa, Iowa City TI - The Influence of Passengers on Driving in Young Drivers with Varying Levels of Experience SN - 9780615819723 PY - 2013 SP - 7p AB - Young drivers are at disproportionate risk of collision. It is unclear whether it is age or lack of driving experience that is the problem because age and experience are confounded in most studies (experienced drivers are typically much older). This study focused on drivers who were about the same age: all within the critical first years of skill development. The authors compared drivers just starting to drive (learner’s license) with those with a full license. Young drivers are especially at risk when driving with passengers. Consequently, the authors were interested in how the ability to drive with passengers changes in these first years. Driving performance was measured in a driving simulator when the passenger was absent (Absent condition), and when there was a passenger who was either asking the driver questions or was silent (Talking and Silent conditions). As predicted, the experienced young drivers had lower hazard response times and fewer collisions. Similarly, as predicted, performance was worse in the Talking condition, insofar as more drivers missed their turnoff in the way-finding task (where they were required to arrive at a certain destination using signs and landmarks). However, there were also interactive effects of experience and condition. In-vehicle conversation had an especially negative effect on the least experienced drivers, producing more collisions. Conversely, the more experienced young drivers sped up when they were driving with a passenger who talked with them. There was little difference between Silent and Absent conditions for all measures. This suggests in-vehicle conversation may be the critical factor. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Conversation KW - Driver experience KW - Driver performance KW - Highway safety KW - Passengers KW - Teenage drivers KW - Voice communication UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/073_Toxopeus_0.pdf UR - https://trid.trb.org/view/1262866 ER - TY - CONF AN - 01493886 AU - Tobias, Crystal AU - Su, Chen-Yung AU - Kolburg, Lutz AU - Lathrop, Brian AU - University of Iowa, Iowa City TI - Cocktail Party Effect & Attention Capture in Semi-Autonomous Driving SN - 9780615819723 PY - 2013 SP - 7p AB - A personal name has proven to be an effective stimulus to capture attention. The goal of this pilot study is to test if a personal name can be used as an effective audio warning for drivers of semi-autonomous vehicles. Participants drove a driving simulator in both manual and semi-autonomous driving conditions while doing a secondary task. An emergency situation was simulated, and participants were presented with a warning tone or his/her personal name. Reaction times for braking, steering, and eye disengagement were recorded. There was no significant main effect for cue type, a marginally significant interaction effect across driving condition and cue type, and a significant main effect for driving condition. These results suggest that engagement in a secondary task while driving semi-autonomously causes diverted driver attention to be at its highest. Importantly, however, the use of one’s personal name shows promise in capturing attention back to the driving task and warrants deeper investigation for future research. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Audible warning devices in vehicles KW - Distraction KW - Driving simulators KW - Highway safety KW - Personal names KW - Reaction time UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/071_Tobias_0.pdf UR - https://trid.trb.org/view/1262836 ER - TY - CONF AN - 01493885 AU - Mitsopoulos-Rubens, Eve AU - Lenné, Michael G AU - Salmon, Paul M AU - University of Iowa, Iowa City TI - Driver Simulation-Based Training of Heavy Vehicle Operators: Targeted Task Analysis and Considerations for Training Design SN - 9780615819723 PY - 2013 SP - 7p AB - The use of simulation for training operators of heavy vehicles is gaining momentum. However, there still exists a gap in knowledge about the appropriate skills to target, and in particular, with regards to skill areas of a non-technical nature. By taking a first-principles approach, the authors first sought to conduct a targeted analysis of the heavy vehicle operator task and, in turn, to assess which of the goal-based tasks identified through the task analysis would be most appropriate for simulation-based training. In general, simulation provides a safe and efficient option for training critical skills that could otherwise be trained on road (e.g., gear shifting). Simulation also provides the opportunity to train critical skills in a structured and formal way that could otherwise not be achieved in a real heavy vehicle, except on an opportunistic or incidental basis (e.g., hazard perception). Nonetheless, the challenge for training system design still remains: what constitutes the appropriate balance between simulator-based and real truck-based practical training, and for which curriculum components and skill sets. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Bus drivers KW - Design KW - Driver training KW - Driving simulators KW - Traffic safety KW - Training programs KW - Truck drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/064_Mitsopoulos-Rubens_0.pdf UR - https://trid.trb.org/view/1262686 ER - TY - CONF AN - 01493884 AU - Pierce, Russell S AU - Andersen, George J AU - University of Iowa, Iowa City TI - 3D Spatial Attention Effects are Independent of Projected 2D Size and Location for Older and Younger Drivers SN - 9780615819723 PY - 2013 SP - 7p AB - Previous research has found the reaction time (RT) to light change targets when performing a car following task, is partially dependent on the distance in depth of the target from the driver. Researchers have concluded from this evidence that the spatial extent of attention is three dimensional (3D) during dual-task driving. However, in prior experiments the effect of two-dimensional (2D) projected size and position was not experimentally controlled. If spatial attention is 3D, then there should be an effect of target distance when 2D projected size and position are constant. The purpose of the current work was to assess this hypothesis. We manipulated the size and position of light-change targets at different depths to hold the projected size and position of targets constant between blocks. Although projected size and position were identical in this experiment, the results demonstrated that for younger and older drivers, targets further from the driver were responded to more slowly than targets closer to the driver. These results demonstrate that 3D attention effects are not dependent on projected size or position, and that the mechanism of 3D attention is present in younger and older drivers. These results, considered with the findings of other studies, suggest that tests to assess crash risk, such as the UFOV, are limited in scope because such tests fail to incorporate variation in attention as a function of distance. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Age KW - Attention KW - Drivers KW - Driving simulators KW - Highway safety KW - Location KW - Reaction time KW - Size UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/069_Pierce_0.pdf UR - https://trid.trb.org/view/1262824 ER - TY - CONF AN - 01493883 AU - Jovanis, Paul P AU - Wu, Kun-Feng AU - University of Iowa, Iowa City TI - A Cohort-Based Data Structure Design for Analyzing Crash Risk Using Naturalistic Driving Data SN - 9780615819723 PY - 2013 SP - 7p AB - Although naturalistic driving studies (NDS) have become more prevalent in recent years, many challenges remain in analyzing the data. One challenge is inclusion of exposure in modeling crash risk. While this is a potential strength of NDS, comparatively few studies have emphasized exposure-based analyses. A second challenge is the formulation of analysis methods that include driver attributes, event attributes, and driving environment in a structured formulation. A third challenge is the formulation of baseline hazard to frequently accompany the identification of NDS "events" (e.g. crashes, near crashes and/or safety critical events). This paper reports on a cohort-based data structure design to address these three challenges. Collision warning alert frequency data from University of Michigan Transportation Institute (UMTRI)’s Roadway Departure and Curve Warning System (RDCW) Field Operation Test (FOT) are used to demonstrate this approach. The paper concludes with a discussion of applications which include crash and other NDS-observed events, including potential applications to road safety management through the development of enhanced safety performance functions. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Automatic data collection systems KW - Cohort analysis KW - Crash analysis KW - Crash exposure KW - Crash risk forecasting KW - Hazards KW - Highway safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/080_Jovanis_0.pdf UR - https://trid.trb.org/view/1263021 ER - TY - CONF AN - 01493882 AU - Doherty, Amy AU - Peli, Eli AU - Luo, Gang AU - University of Iowa, Iowa City TI - Driving Hazard Detection with a Bioptic Telescope SN - 9780615819723 PY - 2013 SP - 7p AB - Driving by visually impaired people using bioptic telescopes is permitted in 43 states, yet their use remains controversial. One of the concerns is that the ring scotoma (blind area caused by the telescope magnification) may block the field-of-view, impacting detection of potential hazards when looking through the telescope. The authors evaluated the ability of the non-telescope eye to detect hazards in the field-of-view covered by the ring scotoma. Three participants watched a series of 54 real world driving videos that included 45 potential hazardous events and pressed a button as soon as a hazard was detected, in three conditions: just watching the videos, and while performing a reading task without or with a bioptic telescope. Results showed that all participants had either reduced detection rates or increased reaction times to hazards when performing the reading task with a bioptic telescope. These preliminary results suggest that attention demanding tasks and viewing through the telescope might impair hazard detection ability. Additional study is needed to fully understand the safety of bioptic driving. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Bioptic telescopic lenses KW - Detection rate KW - Driving KW - Field of view KW - Hazards KW - Highway safety KW - Reaction time KW - Visually impaired persons UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/059_Doherty_0.pdf UR - https://trid.trb.org/view/1262454 ER - TY - CONF AN - 01493881 AU - Henderson, Steven AU - Collin, Charles AU - Gagnon, Sylvain AU - Voloaca, Misha AU - Woods-Fry, Heather AU - Grant, John AU - Rosenthal, Ted AU - Allen, Wade AU - University of Iowa, Iowa City TI - Two-Minute Peripheral Motion Contrast Threshold Test Predicts Older Drivers’ Collisions and Hazardous Driving in Simulator SN - 9780615819723 PY - 2013 SP - 7p AB - Older drivers’ contrast thresholds for low spatial frequency drifting Gabor stimuli at 15 degrees eccentricity were measured with a previously validated 10-minute forced-choice test and a 2-minute increasing contrast detection test (implemented on an iMac and a PC). Older drivers’ contrast thresholds significantly predict collisions, near collisions, hazardous lane excursions, and speeding, during a simulated drive with surprising hazard encounters and highway merging tasks. The 2-minute tests also correlate with each other and with the 10-minute test. The 2-minute tests are potentially suitable for use in an operational driver assessment setting. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Aged drivers KW - Contrast KW - Crash risk forecasting KW - Crashes KW - Driving simulators KW - High risk drivers KW - Highway safety KW - Motion perception UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/079_Henderson_0.pdf UR - https://trid.trb.org/view/1263011 ER - TY - CONF AN - 01493880 AU - Caird, Jeff K AU - Johnston, Kate AU - Willness, Chelsea AU - Asbridge, Mark AU - University of Iowa, Iowa City TI - A Research Synthesis of Text Messaging and Driving Performance SN - 9780615819723 PY - 2013 SP - 7p AB - To determine the effects of text messaging on driving performance, all available experimental studies that measured driving performance were identified through a variety of database searches and backtracking strategies, and analyzed using standard research synthesis methods. Fourteen studies with a total of 519 participants were coded and analyzed. Methodology, independent and dependent variables, and statistical analyses varied widely across studies, but conclusions were clear and convergent. Reaction time, crashes, longitudinal and lateral control, eye movements, hazard detection and subjective workload measures indicate significant decrements in driving performance while reading and typing text messages. The importance of the results for further policy development and methodological reporting is briefly introduced. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Crash rates KW - Driver performance KW - Highway safety KW - Research KW - Text messaging KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/054_Caird_0.pdf UR - https://trid.trb.org/view/1261984 ER - TY - CONF AN - 01493878 AU - Golz, M AU - Sommer, D AU - Trutschel, U AU - Krajewski, J AU - Sirois, B AU - University of Iowa, Iowa City TI - Driver Drowsiness Immediately before Crashes – A Comparative Investigation of EEG Pattern Recognition SN - 9780615819723 PY - 2013 SP - 7p AB - Periodogram and other spectral power estimation methods are established in quantitative EEG analysis. Their outcome in case of drowsy subjects fulfilling a sustained attention task is difficult to interpret. Two novel kind of EEG analyses based on pattern recognition were proposed recently, namely the micro-sleep (MS) and the alpha burst (AB) pattern recognition. The authors compare both methods by applying them to the same experimental data and relating their output variables to two independent variables of driver drowsiness. The latter was an objective lane tracking performance variable and the first was a subjective variable of self-experienced sleepiness. Results offer remarkable differences between both EEG analysis methodologies. The expected increase with time since sleep as well as with time on task, which also exhibited in both independent variables, was not identified after applying AB recognition. The EEG immediately before fatigue related crashes contained both patterns. MS patterns were remarkably more frequent before crashes; almost every crash (98.5 %) was preceded by MS patterns, where-as less than 64 % of all crashes had AB patterns within a 10 sec pre-crash interval. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Drowsiness KW - Electroencephalography KW - Fatigue (Physiological condition) KW - Highway safety KW - Precrash phase KW - Sleep KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/078_Golz_0.pdf UR - https://trid.trb.org/view/1263001 ER - TY - CONF AN - 01493877 AU - Pradhan, Anuj K AU - Li, Kaigang AU - Ehsani, Johnathon P AU - Ouimet, Marie Claude AU - Klauer, Sheila G AU - Simons-Morton, Bruce G AU - University of Iowa, Iowa City TI - Measuring Young Drivers’ Behaviors during Complex Driving Situations SN - 9780615819723 PY - 2013 SP - 7p AB - Driving behaviors of teenagers and adults in complex driving situations, viz., merges and intersections, from an 18-month longitudinal naturalistic driving study were analyzed. Variables from multiple sources were selected to create an Unsafe Driving Index to rate drivers’ behaviors in these locations. Teenagers scored lower on this index, corresponding to safer driving behaviors, than adults. However, the teenagers’ scores for the index increased across the study period. The interpretations of these findings are discussed with respect to the methodological aspects of the study and in terms of driver training and rule following. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Automatic data collection systems KW - Behavior KW - Driver performance KW - Driving KW - Highway safety KW - Intersections KW - Merging traffic KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/070_Pradhan_0.pdf UR - https://trid.trb.org/view/1262830 ER - TY - CONF AN - 01493876 AU - Reimer, Bryan AU - Mehler, Bruce AU - McAnulty, Hale AU - Munger, Daniel AU - Mehler, Alea AU - Perez, Enrique Abdon Garcia AU - Manhardt, Thomas AU - Coughlin, Joseph F AU - University of Iowa, Iowa City TI - A Preliminary Assessment of Perceived and Objectively Scaled Workload of a Voice-Based Driver Interface SN - 9780615819723 PY - 2013 SP - 7p AB - Interaction with a voice-command interface for radio control, destination entry, MP3 song selection, and phone dialing was assessed along with traditional manual radio control and a multi-level audio–verbal calibration task (n-back) on-road in 60 drivers. Subjective workload, compensatory behavior, and physiological indices of cognitive workload suggest that there may be both potential benefits and cautions in the implementation of a representative production level interface. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Driver vehicle interfaces KW - Driver workload KW - Evaluation and assessment KW - Highway safety KW - Voice communication UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/081_Reimer_0.pdf UR - https://trid.trb.org/view/1263118 ER - TY - CONF AN - 01493449 AU - Roelofs, Erik AU - Vissers, Jan AU - van Onna, Marieke AU - University of Iowa, Iowa City TI - A Coaching Program for Recently Licensed Young Drivers in the Netherlands: Which Drivers are Attracted? SN - 9780615819723 PY - 2013 SP - pp 29-35 AB - In line with European developments, a Dutch second phase coaching program was developed for young novice drivers to counteract their high accident risk. In this paper the design principles of the program are described. The empirical study focused on the entry characteristics of the participating young drivers (n=3117) as compared to a reference group of young drivers (n=345). Results show that the DX program attracted young drivers that in some respects showed a more risky profile than average young drivers in terms of speed violations, anger and the number of fines. In addition, four groups of participants with sharply differing driving styles could be distinguished. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Design KW - Driver improvement programs KW - Driver licensing KW - Driver training KW - High risk drivers KW - Netherlands KW - Recently qualified drivers KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/006_Roelofs_0.pdf UR - https://trid.trb.org/view/1261931 ER - TY - CONF AN - 01493446 AU - Bruyas, Marie-Pierre AU - Dumont, Laëtitia AU - University of Iowa, Iowa City TI - Sensitivity of Detection Response Task (DRT) to the Driving Demand and Task Difficulty SN - 9780615819723 PY - 2013 SP - pp 64-70 AB - The Detection Response Task (DRT) is currently discussed in the ISO working group TC22/SC13/WG8 as the basis of a standard to assess the effect of cognitive load on driver attention. This paper investigates the sensitivity of the method to cognitive and visual-manual tasks of different levels of difficulty and to different levels of driving demand. Three versions of DRT have been used in a simulator experiment: two visual versions (HDRT and RDRT) and one tactile version (TDRT). The results show that response times to DRT stimuli increase with the driving demand and with the difficulty of the cognitive auditory task. However, no difference is registered between visual-manual tasks of different levels of difficulty, which is explained in terms of attentional allocation and ceiling effect U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Cognition KW - Cognitive load KW - Detection and identification KW - Distraction KW - Driving demands KW - Driving simulators KW - Task complexity UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/011_Bruyas_0.pdf UR - https://trid.trb.org/view/1261936 ER - TY - CONF AN - 01493445 AU - Llaneras, Robert E AU - Salinger, Jeremy AU - Green, Charles A AU - University of Iowa, Iowa City TI - Human Factors Issues Associated with Limited Ability Autonomous Driving Systems: Drivers’ Allocation of Visual Attention to the Forward Roadway SN - 9780615819723 PY - 2013 SP - pp 92-98 AB - This study characterized driver behavior and established a foundation for defining functional performance requirements associated with a Limited Ability Autonomous Driving System (LAADS) – a system capable of automated steering and speed/headway maintenance tasks on freeways, but does not relieve drivers of all driving tasks. The research was designed to examine and reveal potential issues associated with the use of semi-autonomous systems, exploring impacts on willingness to engage in secondary non-driving related tasks, and driver allocation of visual attention while operating under LAADS (ACC and Lane Centering). Results found meaningful differences in the allocation of visual attention across ACC and LAADS driving under situations where drivers were engaged in a secondary task. Overall findings suggest that given a rudimentary, but reliable, LAADS system (one which does not monitor or otherwise restrict behavior) drivers are likely to increase the frequency of secondary task interactions, and engage in risky tasks that are likely to increase extended glances away from the forward roadway. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Automated vehicle control KW - Behavior KW - Driver performance KW - Driver support systems KW - Highway safety KW - Human factors KW - Secondary tasks KW - Vigilance KW - Visual attention UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/015_Llaneras_0.pdf UR - https://trid.trb.org/view/1261940 ER - TY - CONF AN - 01493441 AU - Trick, Lana M AU - Toxopeus, Ryan AU - University of Iowa, Iowa City TI - How Missing a Treatment of Mixed Amphetamine Salts Extended Release Affects Performance in Teen Drivers with ADHD SN - 9780615819723 PY - 2013 SP - pp 99-105 AB - Mixed Amphetamine Salts Extended Release (MAS-XR or Adderall XR®) is a stimulant medication used to control symptoms of attention-deficit-hyperactivity-disorder (ADHD). People occasionally fail to take their medications. The goal of this pilot study was to assess the impact of a single missed medication on driving performance in 14 teen drivers with ADHD mixed type as a function of driving skill. A double-blind placebo control crossover design was used and participants were tested in a driving simulator. On the evening of the first day, baseline measures of driving performance were taken to assess driving skills (on medication). Then on two consecutive days drivers were tested three times a day, one day on medication and the other day off. Results indicated increased collisions and hazard response time off medication, with performance worst on 36 hours post-medication. Participants with the least developed driving skills benefited most from medication. This highlights the importance of consistent medication use in inexperienced teen drivers with ADHD. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Amphetamines KW - Attention deficit hyperactivity disorder KW - Driver performance KW - Driving simulators KW - Human factors in crashes KW - Impaired drivers KW - Medication KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/016_Trick_0.pdf UR - https://trid.trb.org/view/1261941 ER - TY - CONF AN - 01493436 AU - Dobres, Jonathan AU - Potter, Anya AU - Reimer, Bryan AU - Mehler, Bruce AU - Mehler, Alea AU - Coughlin, Joseph AU - University of Iowa, Iowa City TI - Assessing the Impact of “Brain Training” on Changes in Driving Performance, Visual Behavior, and Neuropsychology SN - 9780615819723 PY - 2013 SP - pp 50-56 AB - As the population has become both older and more technologically literate, a new class of “brain training” computer programs have gained in popularity. Though these programs have attracted substantial attention from scientists and consumers, the extent of their benefits, if any, remain unclear. Here the authors employ neuropsychological tests and behavioral metrics collected during periods of real-world driving (with and without manipulations of cognitive load) to evaluate the effects of training with Posit Science’s DriveSharp software. They find that DriveSharp’s training effects appear in in-lab measures of Useful Field of View but did not translate to changes in actual driving performance or changes in visual behavior in consistent or quantifiable ways in the sample assessed. The implications of these results and relevant limitations of the present research are discussed. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Computer programs KW - Driver performance KW - Driving KW - Metrics (Quantitative assessment) KW - Neuropsychological assessment KW - Training KW - Visual perception UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/009_Dobres_0.pdf UR - https://trid.trb.org/view/1261934 ER - TY - CONF AN - 01493432 AU - Ehsani, Johnathon P AU - Brooks-Russell, Ashley AU - Li, Kaigang AU - Perlus, Jessamyn AU - Pradhan, Anuj AU - Simons-Morton, Bruce G AU - University of Iowa, Iowa City TI - Novice Teenage Driver Cell Phone Use Prevalence SN - 9780615819723 PY - 2013 SP - pp 9-15 AB - Novice teenage drivers have high crash rates due to inexperience; therefore, cell phone-related secondary task engagement (distracted driving) is likely to aggravate crash risk for this population. A previous study of teenage distracted driving behavior, found that 34% of 16-17- year-olds had texted, and 52% reported talking on a cell phone while driving (Madden & Lenhart, 2009). In the current study, data from the NEXT Generation Health Study were analyzed to estimate the prevalence of cell phone-related distracted driving in a nationally representative sample of U.S. eleventh grade students, the age when most teenagers are first eligible to receive a license to drive independently. Using the subsample of teenagers that reported having a license that allowed independent, driving (n = 881), the prevalence of cell phone-related distracted driving was estimated. Nationwide, four out of five (80.0%) teenage drivers reported making or receiving a call, and 72.0% reported sending or receiving a text message at least one day in the past 30 days. In addition, teenagers reported talking on 32.6% and texting on 40.3% of the days they drove. Access to a vehicle, the number of miles teenagers drove each day (the more driving the more phone use), and race/ethnicity (Asians had lower cell phone use than Whites, Hispanics, or African-Americans), were significantly associated with cell phone-related distracted driving. These findings indicate a higher prevalence of teenage cell phone use while driving than previous studies. More research is needed to understand predictors, safety outcomes, and prevention approaches for teenage distracted driving. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cellular telephones KW - Crash rates KW - Distraction KW - Novices KW - Race KW - Secondary tasks KW - Teenage drivers KW - Text messaging KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/003_Ehsani_0.pdf UR - https://trid.trb.org/view/1261928 ER - TY - CONF AN - 01493430 AU - Harbluk, Joanne L AU - Burns, Peter C AU - Hernandez, Sebastian AU - Tam, Jane AU - Glazduri, Viliam AU - University of Iowa, Iowa City TI - Detection Response Tasks: Using Remote, Headmounted and Tactile Signals to Assess Cognitive Demand While Driving SN - 9780615819723 PY - 2013 SP - pp 78-84 AB - Three versions of the Detection Response Task (DRT) were evaluated and compared as methods to assess cognitive demand while driving. Participants performed tasks known to manipulate cognitive demand (N_Back tasks) and real-world cognitive demand tasks using the iPhone interface, Siri, while driving a simulator. The Remote DRT, the Head Mounted DRT and the Tactile DRT were all sensitive to task demands but advantages were found to using the newer versions for the assessment of cognitive distraction. This work is part of an international collaborative research effort to standardize the DRT (ISO WD17488). U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Cognition KW - Cognitive demand KW - Detection and identification KW - Distraction KW - Driver performance KW - Driving simulators KW - Evaluation and assessment KW - Tactile perception UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/013_Harbluk_0.pdf UR - https://trid.trb.org/view/1261938 ER - TY - CONF AN - 01493425 AU - Musicant, Oren AU - Farah, Haneen AU - Toledo, Tomer AU - Shimshoni, Yaara AU - Omer, Haim AU - Lotan, Tsippy AU - University of Iowa, Iowa City TI - The Potential for IVDR Feedback and Parental Guidance to Improve Novice Young Drivers’ Behavior SN - 9780615819723 PY - 2013 SP - pp 36-42 AB - Young male drivers are well known for their increased involvement in road crashes when moving to the independent driving phase. This study examines the potential of IVDR (In-Vehicle Data Recorder) systems, which provide feedback on driving performances, and parental monitoring to restrain young male drivers’ aggressive driving behavior. The IVDR system was installed in the family car of young drivers for a period of 12 months, starting in the accompanied driving phase and continuing to the first nine months of independent driving. The system documents events based on measurements of extreme G-forces in the vehicles. 242 families of young male drivers participated in the study. They were randomly allocated into 4 groups: (1) FFNG- Family Feedback No Guidance- all members of the family were exposed to feedback on their own driving behavior and that of the other family members; (2) FFPG- Family Feedback Parental Guidance - similar to the previous group with the addition of personal guidance given to parents on ways to enhance their involvement and monitoring of their sons’ driving; (3) IFNG- Individual Feedback No Guidance- each driver received feedback only on his own driving behavior; (4) CNTL- a control group that received no feedback or parental guidance. The collected data from the IVDR was analyzed and the results indicate substantial benefits to drivers in the FFPG group in which parents received personal guidance to enhance their parental involvement and feedback on their son’s driving behavior, compared to the CNTL group which did not receive any feedback. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Data recorders KW - Driver feedback KW - Driver information systems KW - Driver performance KW - High risk drivers KW - Males KW - Parents KW - Recently qualified drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/007_Lotan.pdf UR - https://trid.trb.org/view/1261932 ER - TY - CONF AN - 01493421 AU - Foley, James P AU - Young, Richard AU - Angell, Linda AU - Domeyer, Joshua E AU - University of Iowa, Iowa City TI - Towards Operationalizing Driver Distraction SN - 9780615819723 PY - 2013 SP - pp 57-63 AB - Driver distraction has been the subject of much research interest and scientific inquiry. Operationalizing driver distraction is a complex task—one that is necessary for advancing both science and public policy in this domain. While many operational definitions can be gathered from the literature, gaps are common. In order to fill such gaps, 21 experts reviewed 55 driver distraction definitions in the literature. Aided by the results of a pre-workshop questionnaire the experts narrowed these definitions. The Regan et al. (2011) definition of driver distraction was agreed to at a workshop. Subsidiary terms related to this definition were defined to improve clarity and applicability of the definition. It is hoped that a consistent and agreed definition of driver distraction and its associated terms will advance scientific progress in understanding and measuring driver distraction. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Definitions KW - Distraction KW - Driving KW - Research UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/010_Foley_0.pdf UR - https://trid.trb.org/view/1261935 ER - TY - CONF AN - 01493419 AU - Simons-Morton, Bruce G AU - Li, Kaigang AU - Brooks-Russell, Ashley AU - Ehsani, Johnathon P AU - Pradhan, Anuj AU - Ouimet, Marie Claude AU - Klauer, Sheila AU - University of Iowa, Iowa City TI - Validity of the C-RDS Self-Reported Risky Driving Measure SN - 9780615819723 PY - 2013 SP - pp 22-28 AB - This study examined the reliability and validity of the Checkpoints Risky Driving Scale (C-RDS) in relation to the Dula Dangerous Driving Index (DDDI) and an objective measure of risky driving. Naturalistic and survey data were collected over an 18-month period from 42 newly-licensed teenage drivers. Kinematic Risky Driving was operationally defined as the rate of elevated gravitational-force events per 100 miles obtained from accelerometers and global positioning systems. Two self-report measures of risky driving, the C-RDS and the DDDI, were assessed at 6-months, 12-months, and 18-months after licensure. Reliability was examined for each measure with correlations and autoregressive models over three time points. Validity was assessed by correlations between the measures and cross-lagged autoregressive models of the longitudinal association of self-reported measures with Kinematic Risky Driving and vice versa. Both the C-RDS and DDDI measures demonstrated substantial stability over time and were highly correlated with each other. The C-RDS measure was significantly associated with Kinematic Risky Driving. The findings provide evidence for the reliability and validity of C-RDS. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Dula Dangerous Driving Index KW - High risk drivers KW - Kinematics KW - Measurement KW - Recently qualified drivers KW - Reliability (Statistics) KW - Risk analysis KW - Risk taking KW - Self-reports KW - Teenage drivers KW - Validity UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/005_Simons-Morton_0.pdf UR - https://trid.trb.org/view/1261930 ER - TY - CONF AN - 01493418 AU - Young, Richard A AU - Hsieh, Li AU - Seaman, Sean AU - University of Iowa, Iowa City TI - The Tactile Detection Response Task: Preliminary Validation for Measuring the Attentional Effects of Cognitive Load SN - 9780615819723 PY - 2013 SP - pp 71-77 AB - Improved measures of the attentional effects of cognitive load are needed to reduce potential crashes caused by secondary tasks performed while driving. The Tactile Detection Response Task (TDRT) in the proposed ISO Draft Standard WD17488 was tested in laboratory and on-road venues with 16 and 15 subjects, respectively. A sensitivity test used a purely cognitive load increase from an easy (0- back) to hard (1-back) auditory-vocal task. The TDRT response time increased by 90±21 msec in the laboratory, and by 135±34 msec on the road, while the miss rate increased by 4% in the laboratory and 5% on the road, thus validating TDRT sensitivity to an increase in purely cognitive load. A specificity test used a visual load increase with little cognitive load difference from an easy to hard visual-manual “Surrogate Reference Task” (SuRT), to which the TDRT should not respond. The TDRT response time and miss rate to the SuRT did not increase in the laboratory or road as a result of the increased visual load, providing preliminary validation that the TDRT may be both specific and sensitive to the attentional effects of cognitive load. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attention KW - Cognition KW - Cognitive load KW - Distraction KW - Human factors in crashes KW - Secondary tasks KW - Tactile perception KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/012_Young_0.pdf UR - https://trid.trb.org/view/1261937 ER - TY - CONF AN - 01493416 AU - Shino, Motoki AU - Yoshitake, Hiroshi AU - Hiramatsu, Machiko AU - Sunda, Takashi AU - Kamata, Minoru AU - University of Iowa, Iowa City TI - Formulation of Driver Judgment Process around Curves for Deviated State Detection SN - 9780615819723 PY - 2013 SP - pp 107-113 AB - The objective of this study is to propose indices that detect deviated states of drivers during driving considering their judgment process and using a road environment and natural driving behavior database. To this end, the authors focus on curved roads because as road curvature changes continuously drivers need to adapt their behavior to not go wide of the lane or the road. The drivers’ speed choice behavior around curve situations was focused upon, and a speed choice process was formulated. Moreover, the validity of the formulated speed choice behavior in curve situations was examined using the real vehicle and the simulator. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Behavior KW - Driver performance KW - Driving KW - Headway deviations KW - Highway curves KW - Highway safety KW - Judgment (Human characteristics) KW - Speed UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/018_Shino_0.pdf UR - https://trid.trb.org/view/1261943 ER - TY - CONF AN - 01493414 AU - Mueller, Jessica AU - Hoyt, Tawny AU - Stanley, Laura AU - University of Iowa, Iowa City TI - Improving Restraint Feasibility through Ambulance Layout Redesign SN - 9780615819723 PY - 2013 SP - pp 85-91 AB - This study examined the duties performed by emergency medical service workers with the goal of increasing the time EMS workers are restrained while providing patient care during transport. An optimal layout of equipment and materials in the rear patient cabin of an ambulance was created increase seatbelt restraint feasibility for working medics. Over 13,000 EMS agency call logs were evaluated to identify medical procedures frequently performed during patient transports, which were then filmed and analyzed using Pareto and link analysis to measure restraint feasibility. An alternative ambulance layout was developed following focus group meetings, and the adjusted tasks restraint feasibilities were calculated for the alternative layout. Restraint feasibility was significantly increased for the 5th percentile female, 50th percentile male, and 95th percentile male anthropometric populations. The proposed patient compartment design increased overall restraint feasibility from 47 percent to 90 percent. The proposed design would increase safety for medics and patients during patient transports by increasing the number of tasks that could be performed from a belted and seated position. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Ambulances KW - Emergency medical technicians KW - Emergency transportation KW - Restraint systems KW - Seat belts KW - Vehicle design KW - Vehicle safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/014_Mueller_0.pdf UR - https://trid.trb.org/view/1261939 ER - TY - CONF AN - 01493411 AU - Gagnon, Sylvain AU - Hickey, Andrea J AU - Weegar, Kelly AU - Kadulina, Yara AU - Marshall, Shawn AU - Myers, Anita M AU - Tuokko, Holly AU - Bédard, Michel AU - University of Iowa, Iowa City TI - Problems with Sleep Do Not Predict Self-Reported Driving Factors and Perception in Older Drivers: Evidences from the Candrive II Prospective Cohort SN - 9780615819723 PY - 2013 SP - pp 16-21 AB - Given that sleep problems and serious motor vehicle collisions are increasingly prevalent in older adults, even minor drowsiness could potentially contribute to driving patterns in older drivers. To date, it is unknown whether less serious problems with sleep influence driving frequency and ability in older adults. The authors investigated the influence of everyday sleep disturbances on driving practices and driver perceptions in a large cohort of healthy older drivers. Self-reported measures of sleep problems were used to investigate the influence of sleep disturbance on self-reported driving practices and perceived driving abilities. On two measures of self-reported driving outcomes, participants with problems with rated themselves more poorly. However, this relationship disappeared when health and demographic variables were entered prior in hierarchical regression analyses. The results show that the relationship between sleep problems, driving frequency and perceived abilities is better explained by mediating demographic, health, and cognitive factors. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Aged drivers KW - Driver performance KW - Drowsiness KW - Perception KW - Self-reports KW - Sleep disorders KW - Traffic crashes UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/004_Gagnon_0.pdf UR - https://trid.trb.org/view/1261929 ER - TY - CONF AN - 01493409 AU - Lambert, Ann E AU - Cox, Daniel J AU - O'Connor, Melissa L AU - Moncrief, Rick L AU - Cho, Clarissa AU - Johnson, Ronald J AU - University of Iowa, Iowa City TI - Age Differences in Driving-Specific Tests of Executive Function SN - 9780615819723 PY - 2013 SP - pp 114-120 AB - The purpose of the present study was to examine age differences in executive function as measured by novel driving-specific tests of executive function using a novel driving simulator. Developmental changes in executive function have been implicated as possible contributing factors to elevated crash statistics for both older adult (over age 65) and adolescent (between age 15 and 20) populations, however for different reasons. Poorer older adult driving performance has been partially attributed to general age-related cognitive decline in executive function mediated by age-related frontal-lobe atrophy and neural disconnection. Immature executive function has been implicated in poorer adolescent driving performance and is thought to be expressed in situations where the developmentally high sensitivity of the socio-emotional reward system out-competes the regulatory influence of the under developed executive system. Using a new, high fidelity, virtual reality driving simulator, the authors created driving-specific tests to assess executive function. These operational tests employed driving-relevant stimuli, with driving-relevant challenges, that required driving-relevant responses, in a driving-relevant context. Fifteen older adult and 20 adolescent drivers completed these driving-specific executive function tests. The authors hypothesized that poorer older adult driving performance would be reflected on these driving specific tests of executive function due to general cognitive decline and that, given the absence of social-emotional reward, adolescents would outperform older adults. Analyses of both bivariate correlations and group comparisons generally supported these predictions. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Age KW - Aged drivers KW - Cognition KW - Cognitive impairment KW - Driver performance KW - Driving simulators KW - Driving tests KW - Executive functions (neuropsychological) KW - Teenage drivers UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/019_Lambert_0.pdf UR - https://trid.trb.org/view/1261927 ER - TY - CONF AN - 01493399 AU - Krone, J Tucker AU - Dawson, Jeffrey D AU - Anderson, Steven W AU - Aksan, Nazan S AU - Rizzo, Matthew AU - University of Iowa, Iowa City TI - Using Feedback from Naturalistic Driving to Improve Treatment Adherence in Drivers with Obstructive Sleep Apnea SN - 9780615819723 PY - 2013 SP - pp 43-49 AB - The authors study the effects of individualized feedback upon adherence with therapy (CPAP) in ongoing research aimed at improving driving safety in at-risk individuals with obstructive sleep apnea (OSA). The feedback includes specific samples of the individual’s own naturalistic driving record, both alert and drowsy, and record of CPAP adherence. The authors report on this methodology, provide data examples of CPAP usage, and show preliminary data on the results in the first eleven drivers who received this intervention. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Apnea KW - Automatic data collection systems KW - Continuous positive airway pressure KW - Driver feedback KW - High risk drivers KW - Medical treatment KW - Sleep disorders KW - Traffic safety UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/008_Krone_0.pdf UR - https://trid.trb.org/view/1261933 ER - TY - CONF AN - 01493398 AU - Campbell, John L AU - Richard, Christian AU - Atkins, Randolph AU - Lichty, Monica G AU - Brown, James L AU - University of Iowa, Iowa City TI - Not So Fast! An Investigation of Real-World Speeding Behaviors SN - 9780615819723 PY - 2013 SP - pp 2-8 AB - Although speeding is a major contributor to traffic fatalities, attempts to address this problem have not led to significant reductions in speed-related crashes. In this paper, the authors describe an investigation of speeding behaviors that was intended to: (1) identify which drivers speed, (2) model the relative roles of situational, demographic, and personality factors in predicting travel speeds, and (3) classify drivers based on their speeding patterns. The speeding behaviors of 88 drivers were recorded over the course of approximately four weeks of naturalistic driving in Seattle, Washington. Data collected included 1-Hz recordings of vehicle position and speed using a GPS receiver, and responses to survey questions. Regression models were developed to identify predictors of 1) “any” speeding and 2) amount of speeding. Significant predictors included demographic variables such as age and gender, situational factors such as time-of-day and day-of-week, and key personality factors such as attitudes towards reckless driving. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Attitudes KW - Demographics KW - Fatalities KW - Human factors in crashes KW - Personality KW - Seattle (Washington) KW - Speeding UR - http://drivingassessment.uiowa.edu/sites/default/files/DA2013/Papers/002_Campbell_0.pdf UR - https://trid.trb.org/view/1261944 ER - TY - CONF AN - 01492581 AU - University of Iowa, Iowa City TI - Driving Assessment 2013: Proceedings of the 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle Design SN - 9780615819723 PY - 2013 SP - 567p AB - This symposium was originally conceived to fill a multidisciplinary gap in driving safety research. By bringing together experts in human factors, medicine, engineering design, operations and policy in one single-track forum, it is believed that a more global synthesis and better science will result. Papers published within these proceedings were presented at several poster sessions and thematic sessions including: Driver Behavior and Naturalistic Studies; Coaching and Training; Measuring Driving Distraction; Fitness to Drive; Driver Performance and Simulation Studies; Distraction. Additionally, there was a Hybrid session on a wide variety of topics related to the subject matter above. U1 - 7th International Driving Symposium on Human Factors in Driver Assessment, Training, and Vehicle DesignHonda R&D Americas, IncorporatedNissan Technical Center, North AmericaToyota Collaborative Safety Research CenterDriveCam, IncorporatedLiberty Mutual Research Institute for SafetyTransportation Research BoardFederal Highway AdministrationNational Highway Traffic Safety AdministrationBolton Landing,New York,United States StartDate:20130617 EndDate:20130620 Sponsors:Honda R&D Americas, Incorporated, Nissan Technical Center, North America, Toyota Collaborative Safety Research Center, DriveCam, Incorporated, Liberty Mutual Research Institute for Safety, Transportation Research Board, Federal Highway Administration, National Highway Traffic Safety Administration KW - Behavior KW - Distraction KW - Driver performance KW - Driver training KW - Drivers KW - Driving KW - Evaluation and assessment KW - Human factors KW - Simulation KW - Vehicle design UR - http://drivingassessment.uiowa.edu/2013/proceedings UR - https://trid.trb.org/view/1261648 ER - TY - RPRT AN - 01490554 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts: Virginia 2004-2008 PY - 2013 SP - 23p AB - This report contains traffic safety data for the state of Virginia for the years 2004 through 2008. The sources of the data include the following: the Fatality Analysis Reporting System (FARS); the National Occupant Protection Use Survey (NOPUS); the Federal Highway Administration (FHWA); and the U.S. Bureau of the Census. The data tables cover fatalities and fatality rates by various categories, including alcohol-impaired driving, restraint use, motorcycle helmet use, person type, crash type, motorcyclists, pedestrians, vehicle type, and vehicle miles of travel. Statistical trends in the data are also reported. KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - National Occupant Protection Use Survey KW - Traffic crashes KW - Trend (Statistics) KW - U.S. Bureau of the Census KW - U.S. Federal Highway Administration KW - Virginia UR - http://www-nrd.nhtsa.dot.gov/Pubs/VA2008.pdf UR - https://trid.trb.org/view/1259522 ER - TY - RPRT AN - 01482246 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2011: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System PY - 2013 SP - 232p AB - This annual report presents descriptive statistics about traffic crashes of all severities, from those that result in property damage to those that result in the loss of human life. Information from two of the National Highway Traffic Safety Administration's (NHTSA's) primary data systems has been combined to create a single source for motor vehicle crash statistics. These two data systems are the Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System General Estimates System (GES). Fatal crash data from FARS and nonfatal crash data from GES are presented in this report in five chapters. Chapter 1, “Trends,” presents data from all years of FARS (1975 through 2011) and GES (1988 through 2011). The remaining chapters present data only from 2011. Chapter 2, “Crashes,” describes general characteristics of crashes, such as when and how often they occurred, where they occurred, and what happened during the crash. Chapter 3, “Vehicles,” concentrates on the types of vehicles involved in crashes and the damage to the vehicles. Chapter 4, “People,” is the largest chapter of this report, with statistics about drivers, passengers, pedestrians, and pedalcyclists. The last chapter of the report, “States,” contains information about crashes for each State, the District of Columbia, and Puerto Rico. KW - Crash characteristics KW - Crash injuries KW - Cyclists KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Loss and damage KW - National Automotive Sampling System KW - Passengers KW - Pedestrians KW - States KW - Statistics KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811754AR.PDF UR - https://trid.trb.org/view/1250625 ER - TY - RPRT AN - 01593919 AU - Mears, Greg AU - Armstrong, Beth AU - Fernandez, Antonio R AU - Mann, N Clay AU - McGinnis, Kevin AU - Mears, Cindy Raisor AU - Sanddal, Nels D AU - Sanddal, Teri L AU - Shofer, Frances S AU - Federal Interagency Committee on Emergency Medical Services AU - National Highway Traffic Safety Administration TI - 2011 National EMS Assessment PY - 2012/12 SP - 560p AB - The National EMS Assessment is a comprehensive report describing the estimated 21,283 Emergency Medical Services (EMS) Agencies, their 81,295 vehicles, and the 826,111 EMS professionals licensed and credentialed within the United States. Over 200 data points provide detailed information and insight into EMS, emergency management, and 911 communications. Additionally, a total of four expert panels (two for EMS and two for emergency management) were used to better identify and define trends and industry patterns currently immeasureable with any existing data source. Through this comprehensive assessment the following objectives are possible: (1) To understand what data are being collected at the State, regional, and national levels; (2) To access the quality, availability, and comprehensiveness of the data currently being collected; (3) To identify significant areas for which assessment is not possible at this time, due to the limitations in existing data; (4) To develop recommendations for a sustainable process to assess the Nation’s EMS system; and (5) To provide a written report summarizing the current state of the Nation’s EMS system, including recommendations for future assessment efforts. KW - 911 Emergency Telephone System KW - Data collection KW - Emergency management KW - Emergency medical services KW - Emergency medical technicians KW - Evaluation and assessment KW - Recommendations KW - State of the practice KW - Statistics KW - United States KW - Vehicles UR - http://www.ems.gov/pdf/811723-National-EMS-Assessment-2011.pdf UR - https://trid.trb.org/view/1401006 ER - TY - RPRT AN - 01470021 AU - Park, Chung-Kyu AU - Kan, Cing-Dao (Steve) AU - Hollowell, William Thomas AU - Hill, Susan I AU - George Washington University, Ashburn AU - WTH Consulting LLC AU - University of Dayton AU - National Highway Traffic Safety Administration TI - Investigation of Opportunities for Lightweight Vehicles Using Advanced Plastics and Composites PY - 2012/12//Final Report SP - 416p AB - As part of implementing the Plastics and Composite Intensive Vehicle (PCIV) safety roadmap, the National Crash Center of the George Washington University undertook this research project to investigate opportunities for light-weight vehicles using advanced plastics and composites. The primary goal of this research project was to identify and evaluate the safety benefits of structural plastics and composites applications in future lighter, more fuel efficient and environmentally sustainable vehicles. The research objectives of this project were (1) to evaluate the current state of modeling and simulation tools for predicting impact response of composite materials in automotive structures, (2) to investigate weight reduction opportunities in a current vehicle, and (3) to evaluate the impact of weight reduction on crashworthiness. This report includes a comprehensive literature review focused on the characteristics and mechanics of plastics and composites, the applicability of advanced plastics and composites to automotive components, and the capabilities and limitations of simulations to composite analysis. Also, the report describes the development of a light-weight vehicle numerical model (i.e., finite element model) that was used to investigate the weight reduction opportunities in a current vehicle. This involved conducting material tests of carbon fiber braided composites under various conditions, incorporating material substitutions of steel components into the 2007 Chevrolet Silverado FE model to composite components, and simulating frontal New Car Assessment Program tests of the developed light-weight vehicle to evaluate its crashworthiness. In conclusion, the original vehicle weight, 2,307 kg, was reduced to 1,874 kg, which is about a 19% decrease. As a result, the light-weight vehicle represented by a FE model contains about 442 kg of plastic and composites, which represents about 23.6% of the total weight of the lightweight vehicle. KW - Composite materials KW - Crashworthiness KW - Impact tests KW - Light vehicles KW - Literature reviews KW - Materials tests KW - Plastics KW - Simulation KW - Vehicle components KW - Vehicle safety UR - http://www.google.com/url?sa=t&rct=j&q=&esrc=s&frm=1&source=web&cd=1&sqi=2&ved=0CDEQFjAA&url=http%3A%2F%2Fwww.nhtsa.gov%2FDOT%2FNHTSA%2FNVS%2FCrashworthiness%2FPlastics%2F811692.pdf&ei=T1vkUKfTBKPm0gGHgIGQBA&usg=AFQjCNG4ryLGAgy68upubpZyDSQ9N1gnVg&bvm=bv.1355534169,d.dmQ UR - https://trid.trb.org/view/1226276 ER - TY - SER AN - 01470005 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - 2011 Motor Vehicle Crashes: Overview PY - 2012/12 SP - 5p AB - In 2011, 32,367 people died in motor vehicle traffic crashes in the United States—the lowest number of fatalities since 1949, when there were 30,246 fatalities. This was a 1.9% decline in the number of people killed, from 32,999 in 2010, according to National Highway Traffic Safety Administration's (NHTSA’s) 2011 Fatality Analysis Reporting System (FARS). In 2011, an estimated 2.22 million people were injured in motor vehicle traffic crashes, compared to 2.24 million in 2010 according to NHTSA’s National Automotive Sampling System (NASS) General Estimates System (GES). This decrease (1%) in the estimated number of people injured is not statistically significant from the number of people injured in crashes in 2010. KW - Crash data KW - Crash injuries KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - National Automotive Sampling System KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811701.pdf UR - https://trid.trb.org/view/1225597 ER - TY - RPRT AN - 01469404 AU - National Highway Traffic Safety Administration TI - National Automotive Sampling System (NASS), General Estimates System (GES) Analytical Users Manual, 1988-2011 PY - 2012/12 SP - 505p AB - One of the primary objectives of the National Highway Traffic Safety Administration (NHTSA) is to reduce the staggering human toll and property damage that motor vehicle traffic crashes impose on our society. Crashes each year result in thousands of lives lost, hundreds of thousands of injured victims, and billions of dollars in property damage. Accurate data are required to support the development, implementation, and assessment of highway safety programs aimed at reducing this toll. NHTSA uses data from many sources, including the National Automotive Sampling System (NASS) General Estimates System (GES) which began operation in 1988. Providing data about all types of crashes involving all types of vehicles, the NASS GES is used to identify highway safety problem areas, provide a basis for regulatory and consumer information initiatives, and form the basis for cost and benefit analyses of highway safety initiatives. The NASS GES obtains its data from a nationally representative probability sample selected from the more than 5 million police-reported crashes which occur annually. These crashes include those that result in a fatality or injury and those involving major property damage. Although various sources suggest that there are many more crashes that are not reported to the police, the majority of these unreported crashes involve only minor property damage and no significant personal injury. By restricting attention to police-reported crashes, the NASS GES concentrates on those crashes of greatest concern to the highway safety community and the general public. This multi-year analytical user’s manual provides documentation on data elements that are contained in the NASS GES and other useful information that will enable the users to become familiar the data system. NASS GES Coding and Editing Manuals provide more detailed definitions for each data element and attribute for a given year. KW - Computer program documentation KW - Data dictionaries KW - Data elements (Databases) KW - Databases KW - General Estimates System KW - Highway safety KW - National Automotive Sampling System KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811704.pdf UR - https://trid.trb.org/view/1236825 ER - TY - RPRT AN - 01469392 AU - National Highway Traffic Safety Administration TI - 2011 Fatality Analysis Reporting System (FARS) and National Automotive Sampling System (NASS), General Estimates System (GES) Coding and Validation Manual PY - 2012/12 SP - 959p AB - This manual provides a data dictionary for the Fatality Analysis Reporting System (FARS) and National Automotive Sampling System (NASS) General Estimates System (GES) databases. Providing data about fatal and all other types of crashes involving all types of vehicles, both FARS and the NASS GES are used to identify highway safety problem areas, provide a basis for regulatory and consumer information initiatives, and form the basis for cost and benefit analyses of highway safety initiatives. The manual lists the codes used for the data elements in FARS and the NASS GES. It presents the coding forms and instructions on how to code the data elements at the crash level, vehicle level, driver level and person level. It also provides the changes to the 2011 manual, and a list of data elements and database location codes. KW - Coding systems KW - Computer program documentation KW - Data dictionaries KW - Data elements KW - Databases KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Highway safety KW - National Automotive Sampling System KW - Traffic crashes KW - Validation UR - http://www-nrd.nhtsa.dot.gov/Pubs/811694.pdf UR - https://trid.trb.org/view/1236828 ER - TY - RPRT AN - 01469381 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System (FARS): Analytical Users Manual, 1975-2011 PY - 2012/12 SP - 600p AB - One of the primary objectives of the National Highway Traffic Safety Administration (NHTSA) is to reduce the staggering human toll and property damage that motor vehicle traffic crashes impose on our society. Crashes each year result in thousands of lives lost, hundreds of thousands of injured victims, and billions of dollars in property damage. Accurate data are required to support the development, implementation, and assessment of highway safety programs aimed at reducing this toll. NHTSA uses data from many sources, including the Fatality Analysis Reporting System (FARS) which began operation in 1975. Providing data about fatal crashes involving all types of vehicles, the FARS is used to identify highway safety problem areas, provide a basis for regulatory and consumer information initiatives, and form the basis for cost and benefit analyses of highway safety initiatives. FARS is a census of fatal motor vehicle crashes with a set of data files documenting all qualifying fatalities that occurred within the 50 States, the District of Columbia, and Puerto Rico since 1975. To qualify as a FARS case, the 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 motorist or a non-motorist within 30 days of the crash. The purpose of this analytical guide is to introduce the historical coding practices of the Fatality Analysis Reporting System (FARS) from 1975 to 2011. In other words, this guide presents the evolution of FARS coding from inception through 2011. FARS data are obtained from various States’ documents, such as: Police Accident Reports; Death Certificates; State Vehicle Registration Files; Coroner/Medical Examiner Reports; State Driver Licensing Files; Hospital Medical Reports; State Highway Department Data; Emergency Medical Service Reports; Vital Statistics; Other State Records. From these documents, the analysts code more than 100 FARS data elements. The specific data elements may be modified slightly each year to conform to changing user needs, vehicle characteristics, and highway safety emphasis areas. This analytical manual describes the 18 data files that are available in 2011. These data files are: Accident, Vehicle, Parkwork, Person, Cevent, Vevent, Vsoe, Pbtype, Distract, Factor, Drimpair, Nmimpair, Maneuver, Nmprior, Nmcrash, Safetyeq, Violatn and the Vision data files. The following data files: Distract, Factor, Drimpair, Nmimpair, Maneuver, Nmprior, Nmcrash, Safetyeq, Violatn and Vision contain data elements in which the analyst could code multiple responses. Hence, if you review the 2011 Coding and Editing Manual these same data elements are select all that apply. These 18 data files are presented with their data elements. For each of the data elements, a brief definition is provided along with any additional information which could assist analyses. KW - Computer program documentation KW - Data dictionaries KW - Data elements (Databases) KW - Data files KW - Databases KW - Fatalities KW - Fatality Analysis Reporting System KW - Highway safety KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811693.pdf UR - https://trid.trb.org/view/1236826 ER - TY - SER AN - 01470007 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Seat Belt Use in 2012—Overall Results PY - 2012/11 SP - 4p AB - Seat belt use in 2012 reached 86%, a significant increase from 84% in 2011. This result is from the National Occupant Protection Use Survey (NOPUS), which is the only survey that provides nationwide probability-based observed data on seat belt use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. Seat belt use has shown an increasing trend since 1994, accompanied by a steady decline in the percentage of unrestrained passenger vehicle (PV) occupant fatalities during daytime. The 2012 survey also found the following: (1) Seat belt use for occupants in the South increased significantly from 80% in 2011 to 85% in 2012. (2) Seat belt use continued to be higher in the States in which vehicle occupants can be pulled over solely for not using seat belts (“primary law States”) as compared with the States with weaker enforcement laws (“secondary law States”) or without seat belt laws. (3) Seat belt use increased significantly in 2012 as compared to 2011 among drivers, right-front passengers, occupants in primary law States as well as in secondary law States, occupants traveling during weekdays, and across occupants of all vehicle types. KW - Fatalities KW - Primary seat belt laws KW - Seat belt usage KW - Seat belts KW - Secondary seat belt laws KW - Southern States KW - Trend (Statistics) UR - http://www.nhtsa.gov/staticfiles/communications/pdf/811691.pdf UR - https://trid.trb.org/view/1226255 ER - TY - RPRT AN - 01469993 AU - National Highway Traffic Safety Administration TI - 2011 Crashworthiness Data System Coding and Editing Manual PY - 2012/11 SP - 1261p AB - This technical manual is used by National Highway Traffic Safety Administration’s field research teams assigned to the Crashworthiness Data System (CDS) to perform detail crash investigations. CDS has detailed data on a representative, random sample of thousands of minor, serious, and fatal crashes. Field research teams located at Primary Sampling Units (PSU's) across the country study crashes involving passenger cars, light trucks, vans, and utility vehicles. Trained crash investigators obtain data from crash sites, studying evidence such as skid marks, fluid spills, broken glass, and bent guard rails. They locate the vehicles involved, photograph them, measure the crash damage, and identify interior locations that were struck by the occupants. These researchers follow up on their on-site investigations by interviewing crash victims and reviewing medical records to determine the nature and severity of injuries. KW - Coding systems KW - Crash injuries KW - Crash investigation KW - Crashworthiness KW - Crashworthiness Data System KW - Data collection KW - Highway safety KW - Sampling KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811676.pdf UR - https://trid.trb.org/view/1236757 ER - TY - SER AN - 01469976 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Estimating Lives Saved by Electronic Stability Control, 2008-2010 PY - 2012/11 SP - 4p AB - In 2010, electronic stability control (ESC) saved an estimated 497 lives among passenger car (PC) occupants, and 366 lives among light truck and van (LTV) occupants, for a total of 863 lives saved among passenger vehicle (PV) occupants. This lives-saved estimate is a substantial increase over the 705 lives saved in 2009 and the 634 lives-saved estimate for 2008. In recent years, the percentage of passenger vehicles equipped with ESC systems has increased significantly. Federal Motor Vehicle Safety Standard (FMVSS) No. 126 was required to be in place and in force by September 1, 2011. As such, all new passenger cars, light trucks, SUVs, and vans must be equipped with ESC and comply with this standard. It is important to note that as the overall passenger vehicle fleet becomes more equipped with ESC, then the lives-saved estimate will continue to rise. KW - Crash data KW - Electronic stability control KW - Fatalities KW - Fatality Analysis Reporting System KW - Occupant protection devices KW - Passenger vehicles KW - Rollover crashes KW - Stability (Mechanics) KW - Traffic crashes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811634.pdf UR - https://trid.trb.org/view/1226250 ER - TY - SER AN - 01457385 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Cicchino, Jessica TI - Washington’s Target Zero Teams Project: Reduction in Fatalities During Year One PY - 2012/11 SP - 5p AB - In November 2006, the Washington Traffic Safety Commission (WTSC) sponsored the Nighttime Emphasis Enforcement Team (NEET) pilot project in Snohomish County. The goal of the NEET pilot project was to reduce serious injuries and fatalities due to impaired driving through the deployment of a fully dedicated team of Washington State Patrol (WSP) troopers concentrating on nighttime enforcement of impaired driving. NEET troopers were not responsible for responding to calls for service. Rather, they were assigned exclusively to NEET teams. On July 1, 2010, the Target Zero Teams Project (TZTP) began, as a collaboration among WTSC, WSP and local law enforcement agencies, with the goal of deploying the NEET concept in the three largest counties in Washington State: King County, Pierce County, and Snohomish County (which had participated in the NEET project). The project was supported with approximately $4.5 million of carry-forward funds that were available to the State to address its impaired driving problem. In 2010, 51.2% of Washington State’s population lived in one of these three counties, and they accounted for 63.8% of the traffic fatalities in Washington State (NHTSA, 2012; U.S. Census Bureau, 2012). The label “Target Zero Teams” originates from Washington’s Strategic Highway Safety Plan, which is entitled “Target Zero” to reflect Washington’s goal of reducing traffic fatalities to zero by the year 2030, and which names impaired driving a top priority. The purpose of this research note is to describe the first year of the project and report the reduction in fatalities in the TZTP counties after its first 10 months of operation. KW - Drunk driving KW - Fatalities KW - Highway safety KW - Impaired drivers KW - Law enforcement personnel KW - Nighttime crashes KW - Washington (State) KW - Zero tolerance UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811687.pdf UR - https://trid.trb.org/view/1225499 ER - TY - SER AN - 01470199 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Motivations for Speeding PY - 2012/10 SP - 2p AB - Speeding reduces a driver’s ability to steer safely around curves or objects in the roadway, extends the distance necessary to stop a vehicle, and increases the distance a vehicle travels while the driver reacts to a dangerous situation. Speeding directly contributes to traffic injury severity and is estimated to be involved in about one-third of all U.S. traffic fatalities. While research has identified key factors connected with speeding or speed-related crashes, the relative importance of factors remains unclear. NHTSA conducted a naturalistic study to identify the reasons why drivers speed, classify speeders, and examine situational, demographic, and personality factors that may predict travel speed. Drivers from Seattle, Washington, and College Station, Texas, volunteered to have GPS units installed on their vehicles for 3 to 4 weeks. The GPS data compared drivers’ speeds to the posted speed limits on the roads they were driving at any given point in time. There were 164 participants, roughly divided equally into four groups – young males (18 to 25 years old), older males (35 to 55), young females (18 to 25) and older females (35 to 55). Participants completed personal inventories to measure demographic, personality, attitudinal, and risk-taking behaviors. KW - Attitudes KW - Automatic data collection systems KW - Behavior KW - Demographics KW - Drivers KW - Highway safety KW - Motivation KW - Speed limits KW - Speeding KW - Traffic crashes UR - http://www.nhtsa.gov/staticfiles/traffic_tech/811672.pdf UR - https://trid.trb.org/view/1237161 ER - TY - RPRT AN - 01470006 AU - Radja, Gregory A AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - National Automotive Sampling System – Crashworthiness Data System, 2011 Analytical User’s Manual PY - 2012/10 SP - 171p AB - The National Automotive Sampling System (NASS) Crashworthiness Data System (CDS) provides an automated, comprehensive national traffic crash database. Data collection is accomplished at 24 geographic sites, called Primary Sampling Units (PSUs). These data are weighted to represent all police reported motor vehicle crashes occurring in the United States during the year involving passenger cars, light trucks and vans that were towed due to damage. This manual and the NASS 2011 CDS Data Collection, Coding and Editing Manual are the primary documentation supporting the automated 2011file. KW - Computer program documentation KW - Crash investigation KW - Crashworthiness KW - Data collection KW - National Automotive Sampling System - Crashworthiness Data System KW - Sampling KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811675.pdf UR - https://trid.trb.org/view/1236758 ER - TY - RPRT AN - 01457663 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2010 Data: Passenger Vehicles PY - 2012/10 SP - 12p AB - A passenger vehicle is a motor vehicle weighing less than 10,000 pounds and includes passenger cars and light trucks (pickup trucks, vans, SUVs, and other light trucks). Passenger vehicles make up over 90 percent of registered vehicles, and account for nearly 90 percent of total vehicle miles traveled (VMT). In 2010 there were an estimated 9,442,000 vehicles involved in police-reported crashes, 97 percent (9,125,000) of which were passenger vehicles. There were 44,712 vehicles involved in fatal crashes, of which 79 percent (35,146) were passenger vehicles. More than 22,000 passenger vehicle occupants lost their lives in traffic crashes in 2010, and an estimated 1.99 million were injured. From 2001 to 2010, passenger vehicle registrations increased 14 percent. Light trucks (LTVs) experienced a 30-percent increase in registrations, while passenger cars had an increase of about 5 percent. Among the light-truck categories, pickup truck registrations increased 15 percent and van registrations decreased 3 percent; however, SUV registrations increased by 84 percent. KW - Crash rates KW - Fatalities KW - Injuries KW - Passenger vehicles KW - Registrations KW - Traffic crashes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811638.pdf UR - https://trid.trb.org/view/1225379 ER - TY - RPRT AN - 01454005 AU - National Highway Traffic Safety Administration TI - Digest of Impaired Driving and Selected Beverage Control Laws, Twenty-Sixth Edition, Current as of June 1, 2011 PY - 2012/10//26th Edition SP - 579p AB - This digest reports the status of State laws that are concerned with impaired driving offenses and alcoholic beverage control, current as of June 1, 2011. It is extensively footnoted and contains comprehensive information on critical impaired-driving laws for all 50 States, the District of Columbia, and Puerto Rico. It is designed to be an easily accessible reference to all States’ current laws on alcohol and other issues of impaired driving. The digest contains a selection of the most important laws pertaining to impaired driving for each State, compiled in a consistent format to make research simpler. Each State entry includes: Basis for a DWI Offense; Chemical Breath Tests for Alcohol Concentration; Adjudication of Driving While Intoxicated (DWI) Charges; Sanctions; Administrative Licensing Actions; Ignition Interlock; Sobriety Checkpoints; Other Criminal Actions Related to DWI; DWI Offenses and Commercial Motor Vehicles; Driving While License Suspended or Revoked Where the Basis Was a DWI Offense; Minimum Age Alcohol Laws; Dram Shop Laws and Related Actions; Open Container Laws; and others. KW - Adjudication KW - Alcohol breath tests KW - Alcohol ignition interlock devices KW - Alcoholic beverages KW - Drunk drivers KW - Drunk driving KW - Impaired drivers KW - Legal drinking age KW - Revocation KW - Sanctions KW - Sobriety checkpoints KW - State laws KW - Suspensions UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811673.pdf UR - https://trid.trb.org/view/1220598 ER -