TY - RPRT AN - 00822644 AU - National Highway Traffic Safety Administration TI - GUIDELINES FOR DEVELOPING A MUNICIPAL SPEED ENFORCEMENT PROGRAM PY - 2000/08 SP - 6 p. AB - This pamphlet discusses the problem of speeding and describes a document developed by the National Highway Traffic Safety Administration which provides step-by-step guidance to both law enforcement and civilian personnel who want to develop and implement a community-based speed enforcement program. KW - Brochures KW - Guidelines KW - Speed enforcement program KW - Speeding KW - Traffic law enforcement UR - https://trid.trb.org/view/713180 ER - TY - RPRT AN - 00821070 AU - Streff, F M AU - Kostyniuk, L P AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - SURVEY OF PUBLIC PERCEPTIONS OF TRAFFIC LAW ENFORCEMENT IN MICHIGAN PY - 2000/08 SP - 117 p. AB - Perceptions of police presence varied little between road types, however, police presence in construction zones was generally reported to be lower than that of the road types. Although the comparisons were not statistically significant, blacks consistently reported higher levels of police presence on freeways and local streets than did nonblacks. When the chance of getting a speeding ticket when an officer is present was examined, we find that the perceived chance of being ticketed is quite low at 5 mph over the limit, increases quickly at 10 mph over the limit, and increases still further at 15 mph over the limit. The most notable differences among the population subgroups examined were again those of blacks versus nonblacks. While these differences were not statistically significant they are again of interest, particularly given the national attention being given to issues of police harassment. Specifically, blacks reported a higher chance of getting a ticket at 5 mph over the limit than did the other races, but did not differ as much from the other races at 10 mph and 15 mph over the limit. This may indicate at some level a heightened perception of police activity among blacks at what may be considered marginal levels of speeding. The perceived chance of getting a ticket for running a red light or being arrested for drunk driving are comparable to those for driving 15 mph over the speed limit. Respondents reported the likelihood of getting a ticket for safety belt nonuse to be about the same as speeding at 10 mph over the limit. The perceived chance of getting a ticket for aggressive driving was slightly higher than that for driving 10 mph over the limit but slightly lower than that for driving 15 mph over the limit. There were no statistically significant differences found by subgroup on these items and unlike speeding, few notable differences were observed. KW - Aggression KW - Blacks KW - Drunk driving KW - Freeways KW - Michigan KW - Police traffic services KW - Public opinion KW - Red light running KW - Seat belts KW - Speeding KW - Streets KW - Surveys KW - Traffic law enforcement KW - Traffic ticket systems KW - Work zones UR - https://trid.trb.org/view/712618 ER - TY - JOUR AN - 00821067 JO - African Americans On Wheels PB - Headquarters AU - BROWN, W AU - Headquarters TI - SWEET DREAMS? CRASH OUT AT HOME, NOT IN THE RIDE PY - 2000/08 VL - 6 IS - 4 SP - p. 40 AB - Data from the National Highway Traffic Safety Administration indicate that drowsy driving causes 56,000 crashes annually on U.S. roads. Those crashes involve an estimated 40,000 non-fatal injuries and 1,550 fatalities. Drowsy driving puts yourself and others at considerable risk. While the drowsy driver is often alone in the vehicle, this is not always the case. Doing a long-distance, non-stop, high-speed run in a cramped car or sport-utility vehicle induces driver and passenger fatigue alike. The "fresh" driver may be as tired as the person who just relinquished the steering wheel. Also, research indicates that opening the windows, turning up the stereo, or engaging in conversation don't work. Research also indicates that those most at risk of drowsy driving are aged 16 to 29 and are males. Shift workers working late at night or early morning are also at risk. People with untreated sleep apnea syndrome and narcolepsy can fall asleep anytime anywhere. They need medical help before getting behind the wheel. KW - Age KW - Fatalities KW - Fatigue (Physiological condition) KW - Gender KW - Highway safety KW - Injuries KW - Night shifts KW - Risk assessment KW - Sleep deprivation KW - Sleep disorders KW - Traffic crashes UR - https://trid.trb.org/view/714597 ER - TY - SER AN - 00821071 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - ZERO TOLERANCE FOR YOUTH: FOUR STATES' EXPERIENCE WITH ZERO TOLERANCE LAWS PY - 2000/08 IS - 229 SP - 2 p. AB - Mid-America Research Institute conducted a study for the National Highway Traffic Safety Administration to examine the effectiveness of zero tolerance laws for youth in four states: Florida, Maine, Oregon, and Texas. It was expected that the effectiveness of the laws would vary between states depending on how long the law had been in place, the amount of associated publicity, the level of enforcement, as well as the sanctions imposed. The project also examined any difficulties in enforcing the law and unintended consequences that might arise because of the law. This Traffic Tech briefly summarizes the findings of this study. The study resulted in the following conclusions: (a) Set blood alcohol concentration (BAC) limits for youth at .00 BAC - this sends a clearer message that no alcohol is allowed; (b) Develop and implement a brief roll call training program for law enforcement officers describing the procedures for enforcing the law and preparing the paperwork; (c) Encourage police officers to look for violations of this law in conjunction with every traffic stop; (d) Encourage more widespread use of passive alcohol sensors to assist in detection of violations; (e) Continue public information directed at youth and adults alike to raise awareness of the need for the law, the provisions of the law, and the enforcement of the law; and (f) Conduct well-publicized special enforcement efforts to enforce zero tolerance laws. KW - Awareness KW - Blood alcohol levels KW - Drunk driving KW - Florida KW - Maine KW - Oregon KW - Public information programs KW - Sensors KW - State laws KW - Teenage drivers KW - Texas KW - Traffic law enforcement KW - Training KW - Zero tolerance UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=70338a8e0acbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/714599 ER - TY - RPRT AN - 00821066 AU - Eby, D W AU - Vivoda, J M AU - Fordyce, T A AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - THE EFFECT OF STANDARD ENFORCEMENT ON MICHIGAN SAFETY BELT USE: A 3-MONTH FOLLOW-UP PY - 2000/08 SP - 53 p. AB - Reported here are the results of a direct observation survey of safety belt use conducted in June 2000 to determine the effect the implementation of standard enforcement legislation has had on Michigan's safety belt use rate. In this study, 13,220 occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks) were surveyed from June 15 to June 30, 2000. Belt use was estimated for all commercial/noncommercial vehicle types combined (the statewide safety belt use rate) and separately for each vehicle type. Within and across each vehicle type, belt use by age, sex, road type, day of week, time of day, and seating position were calculated. Statewide belt use was 83.1%. When compared with the safety belt use rate determined prior to the implementation of standard enforcement legislation, this survey's estimated use rate shows that safety belt use in Michigan has increased as a result of the law. When compared to the safety belt use rate determined immediately following the introduction of standard enforcement legislation, the survey shows that the statewide safety belt use rate has remained constant for the 3 months that standard enforcement has been in effect. Belt use was 85.0% for passenger cars, 84.4% for sport-utility vehicles, 85.8% for vans/minivans, and 73.6% for pickup trucks. Belt use was higher for females than for males and higher for drivers than for passengers for all vehicle types combined. Belt use was highest in the 4-to-15 year old age group, followed by the 60-and-over age group, 30-to-59 year old age group, and 16-to-29 year old age group, respectively. Belt use did not vary systematically by time of day or day of week. Continued enforcement efforts, maintenance of effective public information and education programs, and targeting programs at low use populations could be effective in further increasing safety belt use in Michigan; thereby helping Michigan to maintain a safety belt use rate consistent with state goals and to reach the national standards set for the year 2005. KW - Age groups KW - Automobiles KW - Before and after studies KW - Days KW - Gender KW - Highway classification KW - Law enforcement KW - Legislation KW - Michigan KW - Periods of the day KW - Pickup trucks KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - Surveys KW - Utilization KW - Vans UR - https://trid.trb.org/view/712612 ER - TY - RPRT AN - 00821190 AU - Flynn, Michael S AU - Belzowski, Bruce M AU - Alkire, K F AU - Senter, R H AU - Hill, K AU - Cragen, J C AU - Mateyka, J A AU - Wujciak, D K AU - University of Michigan Transportation Research Institute TI - COMPETING FOR CUSTOMERS: THE FUTURE OF AUTOMOTIVE RETAILING PY - 2000/08 SP - 69 p. AB - This study discusses the future of automotive retailing. The study consisted of three parts - (1) a review of distribution systems for three large consumer product industries, (2) interviews with 45 idea leaders comprised of automotive analysts, dealers and manufacturers, and (3) a questionnaire sent through the mail covering about 95% of all automotive sales in the USA. The questionnaire received responses from 775 automotive dealers and 31 executives at automobile manufacturers from 22 different divisions or companies. KW - Automobile dealers KW - Automobiles KW - Consumers KW - Industries KW - Interviewing KW - Physical distribution KW - Products KW - Questionnaires KW - Retail trade KW - Sales UR - http://ntl.bts.gov/lib/17000/17400/17417/PB2001101562.pdf UR - https://trid.trb.org/view/712689 ER - TY - RPRT AN - 00803926 AU - Moskowitz, H AU - Burns, M AU - Fiorentino, D AU - Smiley, A AU - Zador, P AU - Southern California Research Institute AU - National Highway Traffic Safety Administration TI - DRIVER CHARACTERISTICS AND IMPAIRMENT AT VARIOUS BACS PY - 2000/08 SP - 77 p. AB - The purpose of this experiment was to determine (a) the magnitude of alcohol impairment of driving skills as blood alcohol concentrations (BACs) varied from zero to 0.10% and (b) whether age, gender, and drinking practice characteristics of the subjects would differentially affect alcohol impairment in a sample of subjects who were broadly representative of the driving population. Using a driving simulator and a divided attention task, 168 subjects were examined at BACs to 0.10% for moderate and heavy drinkers and to 0.08% for light drinkers. Alcohol significantly impaired performance on some measures at all examined BACs from 0.02% to 0.10%. The magnitude of the impairment increased with increasing BAC. Differences in the magnitude of alcohol impairment between categories of age, gender, and drinking practices were small, inconsistent in direction, and did not reach statistical significance. It is possible that significant differences would have emerged if a wider range of subject characteristics and BACs had been examined. BACs over 0.10% were not tested, and the sample did not include subjects under 19 years and over 70 years, or very light and very heavy drinkers. Within those limits, no significant differences in the magnitude of alcohol impairment within the categories of age, gender, and drinking practice appeared for this diverse sample. KW - Age KW - Alcohol effects KW - Attention KW - Blood alcohol levels KW - Driving simulators KW - Gender KW - Human subject testing KW - Impairment UR - http://www.nhtsa.dot.gov/people/injury/research/pub/impaired_driving/BAC/impairment.pdf UR - http://ntl.bts.gov/lib/17000/17900/17992/PB2001105789.pdf UR - http://ntl.bts.gov/lib/19000/19100/19103/PB2002104503.pdf UR - http://ntl.bts.gov/lib/25000/25900/25961/DOT-HS-809-075.pdf UR - http://ntl.bts.gov/lib/9000/9500/9512/impairment.pdf UR - https://trid.trb.org/view/667491 ER - TY - SER AN - 00814088 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - RACIAL AND ETHNIC DIFFERENCES IN DRINKING AND DRIVING ATTITUDES AND BEHAVIORS PY - 2000/08 IS - 230 SP - 3 p. AB - The National Highway Traffic Safety Administration (NHTSA) conducts a telephone survey every two years to measure the status of attitudes, knowledge, and behavior of the general driving age public about drinking and driving. NHTSA asked the Gallup Organization to merge data from the 1993, 1995, and 1997 surveys to get a sample large enough to permit analysis by race and ethnicity, which were not reported in the earlier surveys. Merging the data files yielded a total unweighted sample size of 10,453 persons aged 16 to 64 consisting of 7,955 whites, 1,026 African Americans, 274 Asians, 197 American Indians/Eskimos, and 743 Hispanics. This Traffic Tech briefly summarizes the survey findings. KW - Attitudes KW - Behavior KW - Data merging KW - Drunk driving KW - Ethnic groups KW - Knowledge KW - Race KW - Surveys KW - Telephone UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=1e2fcd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/688903 ER - TY - RPRT AN - 00806921 AU - Delphi Delco Electronics Systems AU - National Highway Traffic Safety Administration TI - AUTOMOTIVE COLLISION AVOIDANCE SYSTEMS (ACAS) PROGRAM PY - 2000/08 SP - 155 p. AB - Since the mid-1960s there have been significant advancements in vehicle safety. Passive safety features such as seat belts, air bags, crash zones and lighting have dramatically reduced accident rates, injury severity and the number of fatalities. For example, the fatality rate per hundred million vehicle miles traveled has fallen from 5.5 to 1.7 from the mid-1960s to 1994. In spite of these impressive improvements, each year in the United States, motor vehicle crashes still account for a staggering 40,000 deaths, more than three million injuries, and over $130 billion in financial losses. Significant further gains in reducing crash costs will prove more difficult to achieve by proceeding with the current passive safety technologies alone. Consequently, there is merit to investigate other promising technologies in an attempt to reduce the severity of crashes or even complete mitigation of all collisions. The introduction of automotive collision warning systems potentially represents the next significant leap in vehicle safety technology by attempting to actively warn drivers of an impending collision event, thereby allowing the driver adequate time to take appropriate corrective actions in order to mitigate or completely avoid the event. With this as an impetus, the Automotive Collision Avoidance System (ACAS) Program was launched. This report documents the activities undertaken by the ACAS Consortium carried out during the period January 1, 1995 through October 31, 1997. KW - Countermeasures KW - Crash avoidance systems KW - Human factors KW - Technology KW - Traffic crashes KW - Vehicle safety KW - Warning systems UR - http://www.nhtsa.dot.gov/people/injury/research/pub/ACAS/Acknow.htm UR - https://trid.trb.org/view/672865 ER - TY - RPRT AN - 00822689 AU - Lange, J E AU - Baker, T K AU - Johnson, M AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - EXPERIMENTAL TESTING OF DESIGNATED DRIVER CUES PY - 2000/07 SP - 27 p. AB - In theory, the designated-driver concept holds great promise for reducing the incidences of drunk driving. It is simple, inexpensive, almost universally recognized, and generally positively regarded by the U.S. population as a means for avoiding drunk driving. In practice, however, research has shown that implementing the designated-driver concept is often flawed. This pilot study was designed to begin to address the factors that may impede proper implementation of the designated-driver concept. One possible impediment was postulated to be the "mindlessness" (Langer, 1989) with which people approach the drinking location. In this case, designated drivers are not considered because travel routines do not elicit alternatives into consciousness. Cueing the concept at an appropriate point for designation of the driver was a possible way to counteract this mindlessness and, thus, activate the designated driver concept. The experiment was conducted at the San Ysidro border crossing. There, on weekend nights, thousands of young San Diegans cross into Tijuana to patronize bars and clubs and to engage in binge drinking (Lange & Voas, 2000). Groups of crossers were sampled as they arrived on the Mexico side of the border and they were offered incentives to check in upon their departure from Tijuana. Groups were randomly assigned to either a cue or neutral condition, where cued participants were asked to identify their designated driver. Alcohol breath tests were administered to all participants when arriving and when departing. A total of 404 participants checked in upon their return. Results showed that merely cueing subjects about the use of a designated driver is insufficient to change drinking behavior. Additional interventions are presented that could also be attempted at the Tijuana border. KW - Alcohol breath tests KW - Behavior modification KW - Countermeasures KW - Designated drivers KW - Drunk driving KW - Implementation KW - Interventions KW - Pilot studies KW - San Diego (California) KW - Tijuana (Mexico) KW - Weekends UR - http://ntl.bts.gov/lib/26000/26000/26008/DOT-HS-809-178.pdf UR - https://trid.trb.org/view/713221 ER - TY - RPRT AN - 00822642 AU - National Highway Traffic Safety Administration TI - PARTS-MARKING QUICK REFERENCE GUIDE FOR THE LAW ENFORCEMENT COMMUNITY: YEAR 2001 PY - 2000/07 SP - 40 p. AB - This is the first publication of an annual guide that has been developed to provide the law enforcement community with a tool to be used in their prosecution efforts. This new guide is a quick-reference, comprehensive summary of the vehicles that are subject to the parts-marking requirements or that have been installed with an antitheft device as standard equipment. This guide lists each vehicle by manufacturer and line, lists the production year(s) for which each line should be parts-marked, and identifies whether the vehicle lines' major and/or replacement parts should be marked. It also identifies vehicles 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 - Guidelines KW - Law enforcement KW - Motor vehicles KW - Parts marking requirements KW - Theft KW - Vehicle body parts UR - https://trid.trb.org/view/713178 ER - TY - RPRT AN - 00822646 AU - National Highway Traffic Safety Administration TI - SAFE COMMUNITIES: TAKING IT TO THE STREETS! PY - 2000/07 SP - 6 p. AB - This pamphlet describes the epidemic of motor vehicle injuries and proposes "Safe Communities" as a means of prevention and control. The Safe Communities model of injury prevention and control allows citizens to accurately predict when and where motor vehicle-related injuries are most likely to strike next and take the best course of action to keep them from happening at all. KW - Brochures KW - Communities KW - Highway safety KW - Injuries KW - Prevention KW - Traffic crashes UR - https://trid.trb.org/view/713182 ER - TY - RPRT AN - 00821061 AU - International Association of Traffic and Safety Sciences TI - STATISTICS '99. ROAD ACCIDENTS JAPAN. ABRIDGED EDITION PY - 2000/07 SP - 82 p. AB - This statistical report, compiled under the supervision of the Traffic Bureau, National Police Agency, Japan, provides road traffic accident statistics for Japan. The contents are organized as follows: (I) Road Traffic Situation; (II) Traffic Accidents: Trends; (III) Traffic Accidents and Casualties in 1999 (Section 1 - Traffic Accidents, Section 2 - Fatal Accidents, Section 3 - Casualties, Section 4 - Child Casualties, Section 5 - Traffic Accidents on Expressways, and Section 6 - Fatalities within 30 Days); (IV) Traffic Violations; (V) Traffic Regulations and Controls; (VI) Driver's Licence; and (VII) Reference Information. KW - Casualties KW - Children KW - Driver licenses KW - Expressways KW - Fatalities KW - Injuries KW - Japan KW - Statistics KW - Traffic control KW - Traffic crashes KW - Traffic regulations KW - Traffic violations KW - Trend (Statistics) UR - https://trid.trb.org/view/712607 ER - TY - JOUR AN - 00821060 JO - Automotive Engineering International PB - Society of Automotive Engineers (SAE) AU - Society of Automotive Engineers (SAE) TI - SIDE-IMPACT TESTING FOR OCCUPANT PROTECTION PY - 2000/07 VL - 108 IS - 7 SP - p. 137-139 AB - Interest in the airbag system as an important occupant-restraint system during collisions is growing. There is special interest in side-impact-airbag systems because side-impact crashes result in higher occupant injury values than frontal crashes. This article describes a new device and test methodology that can simulate side-impact crashes accurately using a frontal crash simulator and two hydraulic brake systems. KW - Impact tests KW - Side air bags KW - Side crashes KW - Test procedures KW - Testing equipment UR - https://trid.trb.org/view/714596 ER - TY - JOUR AN - 00821059 JO - Automotive Engineering International PB - Society of Automotive Engineers (SAE) AU - Society of Automotive Engineers (SAE) TI - COMPARISON OF FRONTAL CRASH TEST PULSES PY - 2000/07 VL - 108 IS - 7 SP - p. 133-135 AB - This article compares vehicle-to-vehicle (VTV) crash test pulses with those from single-vehicle crash tests, and the American Automobile Manufacturers Association sled test. Data from the Federal Motor Vehicle Safety Standard (FMVSS) 208 full frontal rigid barrier test and the VTV crash tests were taken directly from the National Highway Traffic Safety Administration's website. Transport Canada and the Insurance Institute for Highway Safety provided the offset deformable barrier impact data. The full frontal fixed deformable barrier (FFFDB) tests and the offset rigid barrier tests were conducted by DaimlerChrysler. The deformable element of the moving barrier used in FMVSS 214 tests was used in the FFFDB tests. KW - Alternatives analysis KW - Federal Motor Vehicle Safety Standards KW - Frontal crashes KW - Impact tests KW - Rigid barrier tests KW - Sled tests UR - https://trid.trb.org/view/714595 ER - TY - RPRT AN - 00798858 AU - Blomberg, R D AU - CLEVEN, A M AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - DEVELOPMENT, IMPLEMENTATION AND EVALUATION OF A COUNTERMEASURE PROGRAM FOR ALCOHOL-INVOLVED PEDESTRIAN CRASHES PY - 2000/07 SP - 205 p. AB - The objectives of this study were to analyze the pedestrian alcohol problem in a community and to develop and apply procedures to counter the problem. The City of Baltimore was selected as the test city. It was estimated that approximately 40% of the pedestrian crashes in the city involved alcohol. An interdepartmental task force developed and implemented a comprehensive countermeasure program. When possible, countermeasures were implemented in one of two "zones" in the center of the city selected to include 73% of the pedestrian alcohol crashes in 21% of the land area. Since "had been drinking" was not routinely checked on police crash reports in the city, a surrogate measure was developed to estimate the occurrence of a pedestrian alcohol crash. This surrogate group included males between the ages of 30 and 59 who had pedestrian crashes from 7:00 pm to 3:59 am on Thursday, Friday, Saturday and Sunday nights (ending at 3:59 am Monday morning). Substantial reductions for the surrogate group in total crashes, zone crashes and crashes on roads on which special signs were erected lead to the conclusion that the study made positive inroads into reducing the pedestrian alcohol problem in Baltimore. In addition, a statistically significant time series analysis of crashes on treated roads involving age 14+ males leads to the conclusion that this was an effective pedestrian crash countermeasure. Also, the process for forming and using a community task force developed as part of this study formed the basis for the development of a guide for communities considering mounting pedestrian alcohol programs. KW - Alcohol use KW - Baltimore (Maryland) KW - Community action programs KW - Countermeasures KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Time series analysis UR - https://trid.trb.org/view/665880 ER - TY - RPRT AN - 00810977 AU - Block, A W AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 1998 MOTOR VEHICLE OCCUPANT SAFETY SURVEY, VOLUME THREE: CHILD SAFETY SEAT REPORT PY - 2000/07 SP - 151 p. AB - The 1998 Motor Vehicle Occupant Safety Survey was the third in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by the firm Schulman, Ronca & Bucuvalas, Inc., a national survey research organization. The survey used two questionnaires, each administered to a randomly selected national sample of about 4,000 persons age 16 and older. Interviewing began November 5, 1998 and ended January 12, 1999. This report presents the survey findings pertaining to child restraint use. Detailed information on the survey methodology, as well as copies of the questionnaires, are contained in a separate NHTSA report ("1998 Motor Vehicle Occupant Safety Survey, Volume One: Methodology Report"). The survey selected a subgroup of drivers to ask detailed questions about use of car seats. These were primarily parents and others who lived with children under the age of 6. This group of "parents/caregivers" tended to report that the (referent) child either used a car seat "all the time" (71%) or else never used a car seat (22%). Almost all infants reportedly used car seats "all of the time" if they weighed under 20 pounds (99%) or were under 2 years of age (98%). Discontinuation of car seat use by most children occurred when the child was 3 or 4 years old and exceeded 40 pounds. The most frequent reasons given for non-use of car seats among part time users were that the child did not like the seat (31%), the seat was unavailable (30%), or the child was only going to be in the car a short time (29%). If children never used car seats, it was because they were deemed too big (84%) and were using a seat belt (94%). Most parents/caregivers (76%) said they were aware of booster seats, but 21% had not heard of them and 3% were unsure. Among those who had heard of booster seats, 30% had concerns about their safety and another 7% were unsure. KW - Booster seats KW - Caregivers KW - Child restraint systems KW - Data collection KW - Drivers KW - Infants KW - Occupant protection devices KW - Parents KW - Preschool children KW - Questionnaires KW - Seat belts KW - Surveys KW - Telephone KW - Utilization KW - Weight UR - http://www.nhtsa.dot.gov/people/injury/research/safetysurvey/1998_vol3/cssr_index.htm UR - http://ntl.bts.gov/lib/26000/26000/26004/DOT-HS-809-182.pdf UR - https://trid.trb.org/view/679618 ER - TY - RPRT AN - 00798862 AU - Rivara, F P AU - Dunn, C AU - Simpson, E AU - University of Washington, Seattle AU - National Highway Traffic Safety Administration TI - ADDRESSING ALCOHOL-IMPAIRED DRIVING: TRAINING PHYSICIANS TO DETECT AND COUNSEL THEIR PATIENTS WHO DRINK HEAVILY PY - 2000/07 SP - 48 p. AB - Alcohol is the most common chronic disease in trauma patients, and one of the most common in patients treated in primary care. Studies have shown that brief counseling intervention in trauma centers and primary care clinics are efficient in reducing drinking and its related illness and injury. Unfortunately, although trauma centers and primary care clinics are ideal settings for such brief alcohol interventions, routine screening and brief counseling for alcohol problems is not commonly practiced by physicians in these settings. The goal of this project was to address alcohol abuse at the individual patient level and at the community level. At the individual patient level, the project encouraged physicians to perform a protocol for brief alcohol interventions to address alcohol abuse. This protocol consists of screening for alcohol problems, brief counseling, and referral. This was primarily done by offering training in this protocol to physicians, residents and medical students. The project focused on the pacific northwestern United States (Washington, Alaska, Montana, and Idaho). KW - Alaska KW - Alcohol abuse KW - Alcohol intervention KW - Counseling KW - Drunk driving KW - Idaho KW - Montana KW - Physicians KW - Protocols KW - Training KW - Washington (State) UR - http://www.nhtsa.dot.gov/people/injury/research/pub/impaired_driving/index.html UR - http://ntl.bts.gov/lib/17000/17000/17034/PB2000106938.pdf UR - http://ntl.bts.gov/lib/25000/25900/25959/DOT-HS-809-076.pdf UR - https://trid.trb.org/view/665884 ER - TY - RPRT AN - 00798859 AU - Tijerina, L AU - Johnston, S AU - Parmer, E AU - Winterbottom, M D AU - Goodman, M AU - National Highway Traffic Safety Administration TI - DRIVER DISTRACTION WITH WIRELESS TELECOMMUNICATIONS AND ROUTE GUIDANCE SYSTEMS PY - 2000/07 SP - 89 p. AB - Concerns have been raised in recent years about the distraction potential of Intelligent Transportation Systems (ITS) technologies including driver information systems such as route navigation systems. The research described in this report had the following objectives: 1) characterize the impact of route guidance system destination entry use on vehicle control and driver eye glance behavior on a test track; 2) assess the influence of individual differences, as indexed by a battery of cognitive tests, on the susceptibility to distraction as indicated by disruption in vehicle control and driver eye glance behavior during destination entry and cellular telephone use while driving; and 3) examine the validity of a proposed Society of Automotive Engineers (SAE) recommended practice, known as the 15-second rule, according to which if a given route guidance destination entry function can be completed in 15 seconds or less by a sample of drivers without concurrent driving, then that function may be accessible while the vehicle is in motion. Results for this research suggest voice recognition technology is a viable alternative to visual-manual destination entry while driving and that destination entry with visual-methods is ill-advised while driving. The assessment of the impact of individual differences on the susceptibility to distraction during destination entry and cellular telephone use while driving showed low but consistent patterns of correlation to test track performance measures. The results of this preliminary assessment of the 15-second rule suggest that, when applied to a variety of tasks, the rule has diagnostic sensitivity not much better than chance guessing. The 15-second rule works well for disallowing the most egregiously distracting tasks, e.g., manual destination entry while driving. These preliminary findings, together with the observation that the 15-second rule is, in itself, not diagnostic with regard to the locus of a driver distraction effect, suggest that opportunities for improvement should be pursued. KW - Cellular telephones KW - Data entry KW - Distraction KW - Driver vehicle control KW - Drivers KW - Eye movements KW - Human subject testing KW - Intelligent transportation systems KW - Lateral placement KW - Onboard navigational aids KW - Test tracks KW - Workload UR - http://ntl.bts.gov/lib/17000/17000/17030/PB2000106898.pdf UR - http://ntl.bts.gov/lib/9000/9000/9006/DDRGS_final0700_1.pdf UR - https://trid.trb.org/view/665881 ER - TY - JOUR AN - 00798830 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - GRUENEWALD, P J AU - JOHNSON, F W AU - MILLAR, A AU - Mitchell, P R AU - Alcohol Research Documentation, Incorporated TI - DRINKING AND DRIVING: EXPLAINING BEVERAGE-SPECIFIC RISKS PY - 2000/07 VL - 61 IS - 4 SP - p. 515-523 AB - This study tested whether the association of beer drinking with drinking and driving is due to cultural norms or is an artifact arising from the demographic profile of beer drinkers (young and male), the drinking patterns of this subpopulation (frequent and heavy), and the venues in which they prefer to drink (bars and restaurants). Telephone survey data from six U.S. communities were used to establish the demographic characteristics of drinkers, their consumption patterns, beverage preferences, preferred drinking venues and self-reported drinking and driving rates. The survey completion rate was 64.6%. A total sample of 5,231 drinkers was divided into test and validity samples. After deletion of cases with missing data, the test sample included 2,275 drinkers, of whom 985 had driven after drinking. Controlling for a broad set of covariates, the analyses showed that frequent consumers were more likely to drink outside the home, preferred beer and spirits to wine, and were more likely than others to drink and drive. Beverage preferences were not directly associated with drinking and driving. Beer drinkers, however, were from the subpopulation most likely to drink and drive: heavier drinking younger men, who prefer to drink at bars and restaurants. These results suggest that the association of beer consumption with drinking-driving arises from the circumstances in which the subpopulation of beer drinkers more commonly find themselves (as a result of their efforts to maximize, within economic constraints, the social and amenity value of drinking), as opposed to any culturally induced disposition beer drinkers may have to drink and drive. KW - Alcohol use KW - Alcoholic beverages KW - Culture (Social sciences) KW - Demographics KW - Drunk driving KW - Risk analysis KW - Surveys UR - https://trid.trb.org/view/667746 ER - TY - JOUR AN - 00798831 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Tam, T W AU - Midanik, L T AU - Alcohol Research Documentation, Incorporated TI - THE EFFECT OF SCREENING ON PREVALENCE ESTIMATES OF ALCOHOL DEPENDENCE AND SOCIAL CONSEQUENCES PY - 2000/07 VL - 61 IS - 4 SP - p. 617-621 AB - Screener items are often used in surveys to identify individuals who are at high risk of experiencing alcohol dependence or alcohol-related problems. The purpose of this study is to determine the effect of two screener items (5 or more drinks ever and >/= 12 drinks last year) on prevalence estimates of alcohol dependence and negative social consequences. The 1995 National Alcohol Survey data were analyzed. Differences in prevalence estimates between the unscreened current drinkers (n=2,817) and the two screened samples: 5+ ever (n=2,186) and >/= 12 drinks last year (n=2,126) were compared. For each screened sample, prevalence estimates obtained from two base populations (screened positives only and all current drinkers assuming no alcohol-related problems among screened negatives) were examined. Comparisons of prevalence estimates of alcohol dependence and negative social consequences across the screened and unscreened samples revealed little bias in estimates with one exception. The only significant difference between the unscreened and screened samples was found among women when prevalence rates were obtained from data of screened positive respondents only. The effect of screening on national prevalence estimates of alcohol dependence and social consequences is small. Less bias in prevalence estimates is found when negatively screened light drinkers were assumed to report no alcohol-related problems rather than excluded from the estimation sample. KW - Alcohol use KW - Alcoholism KW - Bias (Statistics) KW - Prevalence estimates KW - Screening (Surveys) KW - Social impacts KW - Surveys UR - https://trid.trb.org/view/667747 ER - TY - SER AN - 00798833 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - FIVE STEPS TO A COMMUNITY PEDESTRIAN ALCOHOL PROGRAM PY - 2000/07 IS - 227 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) sponsored a study to devise, develop, and test a set of countermeasures to reduce alcohol-related pedestrian crashes in a city. Baltimore, Maryland was selected as the demonstration site. Local city representatives and a Community Traffic Safety Program participated. For the initial analysis, the police provided three years of crash reports and a physician associated with the Baltimore Shock Trauma Unit agreed to obtain data to describe typical pre-crash events of drinkers. The City of Baltimore established a task force. They chose "Walk Smart Baltimore" as the logo and footprint of a cohesive program that embedded the pedestrian alcohol effort into a larger pedestrian safety program. Countermeasures used were in three main categories: education, enforcement, and engineering. There were large reductions in annual crashes from the baseline time period for total crashes, in-zone crashes, crashes on treated roads, and serious (incapacitating and fatal) crashes. The technical report, "Development, Implementation, and Evaluation of a Countermeasure Program for Alcohol-Involved Pedestrian Crashes," details the approach, data, countermeasure selection, and evaluation. The appendix contains a booklet, "Five Steps to a Community Pedestrian Alcohol Program," that describes the steps to generate community-wide publicity to maintain interest in the program over time, drawing on Baltimore's program. KW - Alcohol use KW - Baltimore (Maryland) KW - Community action programs KW - Countermeasures KW - Demonstration projects KW - Education KW - Law enforcement KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Publicity KW - Safety programs KW - Traffic engineering UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=5ca78a8e0acbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/667749 ER - TY - RPRT AN - 00798829 AU - U.S. General Accounting Office TI - COMMERCIAL MOTOR VEHICLES: EFFECTIVENESS OF ACTIONS BEING TAKEN TO IMPROVE MOTOR CARRIER SAFETY IS UNKNOWN PY - 2000/07 SP - 23 p. AB - The General Accounting Office (GAO) was requested to review efforts being undertaken by the Federal Motor Carrier Safety Administration (FMCSA) to reduce the number of truck-related fatalities. Specifically, GAO examined (1) the FMCSA's overall strategy for reducing fatalities resulting from crashes involving large trucks; (2) specific actions the FMCSA is taking to meet this goal; (3) the extent to which the FMCSA has considered additional improvements suggested by the safety community, industry, and others; and (4) the bases for the FMCSA's estimates for the expected number of lives to be saved as a result of proposed revisions to its hours of service rules. Briefly, GAO found the following: The FMCSA strategy, called the Safety Action Plan, covers the years 2000 through 2003 and contains 47 initiatives that are intended to be an initial step in reducing fatalities due to crashes involving large trucks by 50% by 2009. The plan, however, does not articulate how the individual initiatives will contribute to reductions in truck-related fatalities. There has been progress on some of the individual initiatives. The FMCSA sought comments on a draft of its Safety Action Plan from 49 organizations, nine of which provided written comments. Changes were made to address most of the comments. The FMCSA recently published proposed revisions to its regulations that limit the number of hours that drivers of commercial motor vehicles (trucks and buses) are permitted to drive before resting. Under the proposed rule the Department of Transportation estimates that 115 fatigue-related fatalities would be avoided annually. This estimate is based on two primary assumptions: (1) fatigue is either a primary or secondary factor in 15% of fatal large truck crashes and (2) long-haul and regional drivers' use of electronic devices that monitor the number of hours they drive under the proposed rule would result in a 20% decrease in the number of fatigue-related crashes. There is no firm analytic basis for either assumption because of lack of well-defined data on crash causation. Professional judgment was used to arrive at these assumptions. KW - Bus drivers KW - Buses KW - Commercial drivers KW - Commercial vehicles KW - Fatalities KW - Fatigue (Physiological condition) KW - Highway safety KW - Hours of labor KW - Motor carriers KW - Strategic planning KW - Truck drivers KW - Trucks KW - U.S. Federal Motor Carrier Safety Administration UR - http://www.gao.gov/docdblite/summary.php?recflag=&rptno=RCED-00-189 UR - http://www.gao.gov/new.items/rc00189.pdf UR - http://ntl.bts.gov/lib/11000/11300/11337/rc00189.pdf UR - http://ntl.bts.gov/lib/9000/9100/9116/rc00189.pdf UR - https://trid.trb.org/view/665851 ER - TY - JOUR AN - 00797056 JO - Accident Analysis & Prevention PB - Elsevier AU - Chen, G AU - Wilson, J AU - Meckle, W AU - Cooper, P AU - Elsevier TI - EVALUATION OF PHOTO RADAR PROGRAM IN BRITISH COLUMBIA PY - 2000/07 VL - 32 IS - 4 SP - p. 517-526 AB - This article presents the results of an evaluation of the speed and traffic safety effects of the photo radar program in British Columbia (BC) after 1 year of full operation. Traffic speed data were collected from the photo radar units and from induction loops installed across the province. Traffic collision and injury data were obtained from police investigation reports and from BC ambulance services records. The study employed a number of analytical frameworks, including simple before and after comparison, time-series cross-sectional analysis, and interrupted time series analysis. The study revealed a dramatic reduction of speed at photo radar deployment sites. A reduction of 2.4 km/h in mean speed was also observed at selected monitoring sites where enforcement was not likely to be present. The reduction of speed was accompanied by a decrease in collisions, injuries and fatalities. The analysis found a 25% reduction in daytime unsafe speed related collisions, an 11% reduction in daytime traffic collision victims carried by ambulances and a 17% reduction in daytime traffic collision fatalities. KW - British Columbia KW - Photo radar KW - Radar vehicle detectors KW - Speed control KW - Speed detectors KW - Speeding KW - Traffic law enforcement KW - Traffic safety UR - https://trid.trb.org/view/658551 ER - TY - JOUR AN - 00797058 JO - Accident Analysis & Prevention PB - Elsevier AU - Anderson, C L AU - Agran, P F AU - Winn, D G AU - Greenland, S AU - Elsevier TI - FATALITIES TO OCCUPANTS OF CARGO AREAS OF PICKUP TRUCKS PY - 2000/07 VL - 32 IS - 4 SP - p. 533-540 AB - The authors sought to describe the fatalities to occupants of pickup truck cargo areas and to compare the mortality of cargo area occupants to passengers in the cab. From the Fatality Analysis Reporting System (FARS) files for 1987-1996, the authors identified occupants of pickup trucks with at least one fatality and at least one passenger in the cargo area. Outcomes of cargo area occupants and passengers in the cab were compared using estimating equations conditional on the crash and vehicle. 34% of deaths to cargo occupants were in noncrash events without vehicle deformation. 55% of those who died were age 15-29 years and 79% were male. The fatality risk ratio (FRR) comparing cargo area occupants to front seat occupants was 3.0 [95% Confidence Interval (CI) = 2.7-3.4]. The risk was 7.9 (95% CI = 6.2-10.1) times that of restrained front seat occupants. The FRR ranged from 92 (95% CI = 47-179) in noncrash events to 1.7 (95% CI = 1.5-1.9) in crashes with severe vehicle deformation. The FRR was 1.8 (95% CI = 1.4-2.3) for occupants of enclosed cargo areas and 3.5 (95% CI = 3.1-4.0) for occupants of open cargo areas. The authors conclude that passengers in cargo areas of pickup trucks have a higher risk of death than front seat occupants, especially in noncrash events, and that camper shells offer only limited protection for cargo area occupants. KW - Age KW - Cabs (Vehicle compartments) KW - Camper shells KW - Cargo compartments KW - Crash severity KW - Deformation KW - Fatalities KW - Fatality Analysis Reporting System KW - Gender KW - Noncrash events KW - Pickup trucks KW - Risk analysis KW - Traffic crashes UR - https://trid.trb.org/view/658553 ER - TY - JOUR AN - 00797057 JO - Accident Analysis & Prevention PB - Elsevier AU - Ulmer, R G AU - Preusser, D F AU - Williams, A F AU - Ferguson, S A AU - Farmer, C M AU - Elsevier TI - EFFECT OF FLORIDA'S GRADUATED LICENSING PROGRAM ON THE CRASH RATE OF TEENAGE DRIVERS PY - 2000/07 VL - 32 IS - 4 SP - p. 527-532 AB - On 1 July 1996, Florida instituted a graduated licensing program for drivers younger than age 18. For the first 3 months, holders of learner's licenses are not allowed to drive at all between 19:00 and 06:00 h; thereafter, they may drive until 22:00 h. Learner's licenses must be held for 6 months prior to eligibility for the intermediate license. Sixteen-year-old intermediate license holders are not permitted to drive unsupervised from 23:00 to 06:00 h; 17 year-olds from 01:00 to 06:00 h. All drivers younger than 18 have strict limits on the number of traffic violations they can accumulate and, effective 1 January 1997, all drivers younger than 21 are subject to a zero tolerance law for drinking and driving. Florida crash data for 1995-1997 were obtained and compared with similar data from Alabama, a state that borders Florida but does not have graduated licensing. For 15, 16, and 17 year-olds combined, there was a 9% reduction in the fatal and injury crash involvement rate in Florida during 1997, the first full year of graduated licensing, compared with 1995. On a percentage basis, crashes declined most among 15 year-olds, followed by 16 year-olds and then 17 year-olds. Reductions were not seen among Alabama teenagers nor among 18 year-olds in Florida. KW - Crash rates KW - Florida KW - Graduated licensing KW - Teenage drivers UR - https://trid.trb.org/view/658552 ER - TY - JOUR AN - 00797055 JO - Accident Analysis & Prevention PB - Elsevier AU - Voas, R B AU - Tippetts, A S AU - Fell, J AU - Elsevier TI - THE RELATIONSHIP OF ALCOHOL SAFETY LAWS TO DRINKING DRIVERS IN FATAL CRASHES PY - 2000/07 VL - 32 IS - 4 SP - p. 483-492 AB - This paper presents an analysis of the relationships between the passage of key alcohol safety laws and the number of drinking drivers in fatal crashes. The study evaluated three major alcohol safety laws -- administrative license revocation laws, 0.10 illegal per se, and 0.08 illegal per se laws -- on the proportion of drinking drivers in fatal crashes. Drivers aged 21 and older in fatal crashes at two Blood Alcohol Concentration (BAC) levels -- 0.01-0.09 and 0.10 or greater -- were considered separately. Drivers under age 21 were not included because they are affected by the Minimum Legal Drinking Age (MLDA) law. This study used data on drinking drivers in fatal crashes from the Fatality Analysis Reporting System (FARS) covering 16 years (1982-1997) for all 50 states and the District of Columbia. Also included in the study were such variables as per capita alcohol consumption and annual vehicle miles traveled (VMT), which could affect the number of alcohol-related crashes. The results indicate that each of the three laws had a significant relationship to the downward trend in alcohol-related fatal crashes in the United States over that period. This paper points out that this long-term trend is not the product of a single law. Instead, it is the result of the growing impact of several laws over time plus the effect of some factors not included in the model tested (such as the increasing use of sobriety checkpoints and the media's attention to the drinking-and-driving problem). KW - Administrative license revocation KW - Alcohol use KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Highway law KW - Impact studies KW - Per se laws KW - Revocation KW - Trend (Statistics) KW - United States KW - Vehicle miles of travel UR - https://trid.trb.org/view/658550 ER - TY - RPRT AN - 00822682 AU - Raytheon Commercial Infrared AU - National Highway Traffic Safety Administration TI - NIGHTDRIVER (TRADEMARK) THERMAL IMAGING CAMERA AND HUD DEVELOPMENT PROGRAM FOR COLLISION AVOIDANCE APPLICATIONS PY - 2000/06 SP - 14 p. AB - Raytheon Company completed the Head-Up Display (HUD) Development Program under a cooperative agreement with the National Highway Traffic Safety Administration (NHTSA) in support of NHTSA's collision avoidance research program. The focus of the effort was to investigate new methods and technologies related to the development of automotive HUDs and to develop an improved, production-realistic prototype HUD capable of supporting night-driving applications and operating reliably in the automotive environment. The program involved the evaluation of the NightDriver (Trademark) HUD and development of an advanced HUD prototype. NightDriver (Trademark) is the term previously adopted by Raytheon for a developmental automotive night-driving system, which consists of a thermal imaging camera mounted on the front of the automobile and a HUD mounted inside the automobile within the driver's line of sight or on top of the instrument panel. KW - Cameras KW - Crash avoidance systems KW - Head up displays KW - Night vision KW - Performance evaluations KW - Prototypes KW - Thermal imagery UR - http://ntl.bts.gov/lib/17000/17400/17412/PB2001101557.pdf UR - https://trid.trb.org/view/713214 ER - TY - RPRT AN - 00822641 AU - National Highway Traffic Safety Administration TI - PROPER USE OF CHILD SAFETY RESTRAINT SYSTEMS IN SCHOOL BUSES PY - 2000/06 SP - 16 p. AB - The number of pre-school age children transported in school buses to school and child care programs is at an all time high. Just as in other vehicles, these children need to be properly secured in Child Safety Restraint Systems (CSRSs) when traveling in a school bus. This brochure is designed to assist you in correctly securing a pre-school age child in a CSRS and properly securing the system to a school bus seat. It provides the basic rules of proper CSRS usage and illustrates the most common mistakes made when installing a CSRS. Use this brochure in conjunction with the instructions that come with the CSRS to assure each child is properly restrained each time they travel in a school bus. KW - Brochures KW - Child restraint systems KW - Guidelines KW - Installation KW - Preschool children KW - School buses KW - Utilization UR - https://trid.trb.org/view/713177 ER - TY - RPRT AN - 00823150 AU - National Highway Traffic Safety Administration TI - SPEAK OUT AND MAKE NOYS: YOUTH CHANGING THE WORLD, ONE VOICE AT A TIME. PROJECT ORGANIZER PY - 2000/06 SP - 84 p. AB - The National Organizations for Youth Safety (NOYS) is a coalition that promotes collaboration at the national, state and local levels. Its mission is to marshal resources and build synergistic partnerships that save lives, prevent injuries, and promote safe and healthy lifestyles among youth. The current NOYS emphasis areas are highway safety, violence prevention, alcohol and tobacco use, and other drug issues among youth ages 5-24. Speak Out and Make NOYS is a health and safety project that gives youth an opportunity to speak out about an issue or problem in their community. It allows youth to participate in finding solutions and changing the world for the better. This project organizer contains worksheets for entering project information, calendar data, daily planning information, meeting planning, and contacts. KW - Adolescents KW - Alcohol use KW - Children KW - Coalitions KW - Drug use KW - Health KW - Highway safety KW - Injuries KW - National Organizations for Youth Safety (NOYS) KW - Partnerships KW - Prevention KW - Public participation KW - Safety KW - Strategic planning KW - Tobacco use KW - Violent crimes UR - https://trid.trb.org/view/713304 ER - TY - RPRT AN - 00821228 AU - National Highway Traffic Safety Administration TI - SICK AND TIRED OF WAKING UP SICK AND TIRED? PY - 2000/06 SP - 8 p. AB - This pamphlet discusses the difficulties of shift work, and presents some strategies for dealing with it constructively. It describes the effects of interrupting the circadian rhythm, how to arrange a room for sleeping during the day, behaviors and actions that will increase and decrease the likelihood of getting enough sleep, drowsy driving warning signs, and what will and won't help keep a sleepy driver awake at the wheel. KW - Circadian rhythms KW - Countermeasures KW - Drowsiness KW - Shifts KW - Sleep deprivation KW - Strategic planning KW - Traffic safety UR - https://trid.trb.org/view/712746 ER - TY - RPRT AN - 00821053 AU - Bareket, Z AU - Fancher, P AU - University of Michigan Transportation Research Institute TI - INCREASED CAPACITY AUTOMOBILE TRANSPORTER--FEASIBILITY STUDY AND ROAD-HANDLING ANALYSIS PY - 2000/06 SP - 20 p. AB - The objective of this project was to study the feasibility of developing automobile transporters with a greater carrying capacity without compromising their handling characteristics. In the context of this project, the primary handling characteristic of interest is offtracking. The offtracking analysis was based on (1) actual measurements, and (2) computer simulation based on design drawings provided by three equipment manufacturers. This report presents results from the offtracking analysis performed using the manufacturers designs, as well as alternative designs that were suggested by the University of Michigan Transportation Research Institute. KW - Automobile transporters KW - Drawings KW - Feasibility analysis KW - Handling characteristics KW - Offtracking KW - Simulation KW - Trucking safety KW - Vehicle capacity KW - Vehicle design UR - http://ntl.bts.gov/lib/17000/17200/17239/PB2001100467.pdf UR - https://trid.trb.org/view/712596 ER - TY - RPRT AN - 00798857 AU - National Highway Traffic Safety Administration TI - SATURATION PATROLS & SOBRIETY CHECKPOINTS: A HOW-TO GUIDE FOR PLANNING AND PUBLICIZING IMPAIRED DRIVING ENFORCEMENT EFFORTS PY - 2000/06 SP - v.p. AB - This booklet is the second installment in the "You Drink & Drive. You Lose" Law Enforcement Action Kit. It is designed to assist in planning and publicizing sobriety checkpoints and saturation patrols. It also provides helpful tips for building partnerships and working with local media to promote these efforts and lifesaving messages. The contents are organized in the following sections: How-To Guide; Building Partnerships; Publicity and Promotion; Timeline; and Available Materials and Other Resources. The booklet has a back pocket with contents as follows: Bounce back card; One printed poster; Saturation Patrol/Sobriety Checkpoint Fact Sheet; National Sobriety Checkpoint Week Fact Sheet; Sample Media Advisory; Sample News Release; Sample Letter to the Editor; Sample Op-Ed; Sample Drop-in News Article; Sample Radio Scripts; Camera ready art for print PSA; Camera ready art for hand-out flier; and Camera ready logo sheet. KW - Drunk driving KW - Guidelines KW - Mass media KW - Partnerships KW - Police patrol KW - Promotion KW - Publicity KW - Safety campaigns KW - Sobriety checkpoints KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/people/injury/alcohol/saturation_patrols/index.html UR - https://trid.trb.org/view/667589 ER - TY - RPRT AN - 00798854 AU - National Highway Traffic Safety Administration TI - A PARENT'S GUIDE TO BOOSTER SEATS PY - 2000/06 SP - 6 p. AB - This brochure presents information for parents on booster seats. It discusses when a child should start using a booster seat, the types of booster seats available, installing a booster seat, buying a booster seat, and safety tips to remember when driving with children age 12 and under. KW - Booster seats KW - Brochures KW - Child restraint systems KW - Design KW - Installation KW - Purchasing KW - Safety education KW - Utilization UR - https://trid.trb.org/view/665877 ER - TY - SER AN - 00798832 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - RESOURCE GUIDE DESCRIBES BEST PRACTICES FOR AGGRESSIVE DRIVING ENFORCEMENT PY - 2000/06 IS - 226 SP - 2 p. AB - Law enforcement agencies across the country are implementing innovative programs to combat aggressive and unsafe driving in their communities. "Aggressive Driving Enforcement: Strategies for Implementing Best Practices" was developed by law enforcement officers for law enforcement officers. It describes in detail a dozen different aggressive driving law enforcement programs and explains the steps these agencies took to make their program a success. This Traffic Tech describes this 35-page National Highway Traffic Safety Administration publication and includes two examples from its best practices. KW - Aggression KW - Best practices KW - High risk drivers KW - Road rage KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=eaf8ab1cebcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/667748 ER - TY - SER AN - 00797070 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - MOTOR VEHICLE TRAFFIC CRASHES AS A LEADING CAUSE OF DEATH IN THE U.S.: SUMMARY OF THE 1997 MORTALITY EXPERIENCE AND TRAFFIC CRASH FATALITY TREND FROM 1992 TO 1997 PY - 2000/06 SP - 2 p. AB - The National Center for Statistics and Analysis (NCSA) recently completed a study of data on the causes of death for all persons, by age and sex, which occurred in the U.S. in 1997. The purpose of this study was to examine the status of motor vehicle traffic crashes as a leading cause of death. The data on the causes of death for 1997 were obtained from the National Center for Health Statistics (NCHS). The NCHS data for 1997 were studied to determine where deaths related to traffic crashes ranked as a cause of death for all ages, for males and females, and for various ethnic groups. Traffic crashes were the cause of 27,913 male and 14,427 female deaths in 1997. They were ranked 8th for males and 10th for females as a leading cause of death, accounting for 1 out of every 41 male deaths and 1 out of every 80 female deaths that occurred in 1997. Motor vehicle traffic crashes were the leading cause of death in 1997 for persons of every one of the following ages: all persons, ages 6-33; males, ages 7-11, 13-31 and 33; and females, ages 4-28. Further findings are reported in this Research Note. KW - Age KW - Ethnic groups KW - Fatalities KW - Gender KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://ntl.bts.gov/lib/10000/10500/10546/resnote_97.pdf UR - https://trid.trb.org/view/658555 ER - TY - RPRT AN - 00797062 AU - Luoma, J AU - Flannagan, M J AU - Sivak, M AU - University of Michigan Transportation Research Institute TI - EFFECTS OF NONPLANAR DRIVER-SIDE MIRRORS ON LANE CHANGE CRASHES PY - 2000/06 SP - 20 p. AB - This quasi-experiment investigated the effects on lane change crashes of nonplanar (spherical convex and multiradius) driver-side mirrors compared to planar mirrors. The analysis was based on 1,062 crashes reported from 1987 to 1998 to Finnish insurance companies, for vehicles with passenger-side spherical convex mirrors and one of three types of driver-side mirror (planar, spherical convex, or multiradius). The results showed that the mean effect of nonplanar mirrors compared to planar mirrors was a statistically significant decrease of 22.9% in lane change crashes to the driver side. The effects of spherical convex and multiradius mirrors were not statistically different from each other. The nonplanar mirrors were beneficial especially for the high risk driver groups as well as for the lane change situations and environmental conditions in which most lane change crashes take place in the U.S. The present findings support the use of nonplanar driver-side mirrors. If drivers have problems with judgements of the speed and distance of approaching vehicles using nonplanar mirrors, the magnitude of this concern seems to be minimal compared to apparent benefits with regard to other mechanisms of lane change crashes. KW - Benefits KW - Convex mirrors KW - Crash reports KW - Finland KW - High risk drivers KW - Lane changing KW - Multiradius mirrors KW - Plane mirrors KW - Side mirrors UR - http://ernesto.catchword.com/vl=1390861/cl=49/fm=docpdf/nw=1/rpsv/catchword/erlbaum/10939741/v2n3/s7/p279 UR - https://trid.trb.org/view/654822 ER - TY - RPRT AN - 00797066 AU - Sayer, J R AU - Mefford, M L AU - Huang, R AU - University of Michigan Transportation Research Institute TI - THE EFFECT OF LEAD-VEHICLE SIZE ON DRIVER FOLLOWING BEHAVIOR PY - 2000/06 SP - 37 p. AB - The effect that lead-vehicle size (specifically, height and width) has on a passenger car driver's gap maintenance under near optimal driving conditions (e.g., daytime, dry weather, free-flowing traffic) was examined. The data were obtained from a random sample of licensed drivers who drove an instrumented passenger car, unaccompanied, as their personal vehicle for two to five weeks. The results show that passenger car drivers followed light trucks at shorter distances than they followed passenger cars by an average of 5.6 m (18.6 ft), but at the same velocities and range-rates. This result is discussed in the context of a passenger car driver's ability to see beyond the lead vehicle to assess the status of traffic downstream. While it is necessary that following drivers be able to see the stop lamps on lead vehicles, this is not by itself sufficient for safety. The results of this study suggest that knowing the state of traffic beyond the lead vehicle, even by only one additional vehicle, affects gap length. Specifically, it appears that when dimensions of lead vehicles permit following drivers to see through, over, or around them, drivers maintain significantly longer (i.e., safer) distances. KW - Automobile drivers KW - Following distance KW - Headways KW - Highway safety KW - Light trucks KW - Obstructions (Navigation) KW - Sight distance KW - Vehicle size UR - https://trid.trb.org/view/654826 ER - TY - RPRT AN - 00797067 AU - Reed, M P AU - Lehto, M M AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - FIELD OF VIEW IN PASSENGER CAR MIRRORS PY - 2000/06 SP - 49 p. AB - Mirror fields of view (FOV) of 43 men and women were measured in their own passenger cars. A manual pole-sighting method was supplemented by calculations from three-dimensional vehicle data. A coordinate measurement machine was used to record the mirror orientations and driver eye locations. The mean horizontal FOV widths were 12.9, 25.3, and 22.5 degrees for the left (driver-side), center, and right mirrors, respectively. On average, drivers could see 14.0 degrees outboard on the left and 19.8 degrees outboard on the right. Driver age, gender, and body size did not significantly affect mirror aim. The vehicle defined the edge of the horizontal FOV in the left and right mirrors for 84% and 78% of drivers in the left and right mirrors, respectively. On average, the vehicle took up 21% of the available horizontal FOV in the left mirror. FOV were not significantly different after the drivers were allowed to reaim the mirrors, except that the outer edge of the left mirror horizontal FOV increased to 15.1 degrees outboard. The distributions of mirror FOV parameters were comparable to those reported in an earlier study, but the current data are much more detailed and include the physical mirror orientation, mirror dimensions, mirror positions relative to driver eye location, and other information. Summary statistics on the parameter distributions are provided to facilitate modeling of mirror FOV. KW - Automobiles KW - Drivers KW - Eye location KW - Field of view KW - Mirror aim KW - Rearview mirrors KW - Side mirrors UR - https://trid.trb.org/view/654827 ER - TY - RPRT AN - 00796870 AU - Voas, R B AU - Tippetts, A S AU - Fisher, D A AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - ETHNICITY AND ALCOHOL-RELATED FATALITIES: 1990 TO 1994 PY - 2000/06 SP - 26 p. AB - This paper contains a preliminary analysis of just under 200,000 records of fatally injured road users drawn from the 1990 to 1994 Fatality Analysis Reporting System (FARS). The analysis of ethnic factors in fatal crashes was made possible by the recent matching of death certificate data provided by the National Center for Health Statistics with the FARS cases. The total amount of driving and, therefore, the total exposure to crash risk varies significantly between ethnic groups because of socioeconomic differences. Therefore, it is difficult to compare the relative involvement of ethnic groups in all fatal crashes without adequate data on the vehicle miles of travel (VMT), which are generally not available. However, it is possible to compare the percentage of each ethnic group's fatal crashes that are alcohol-related because this minimizes the significance of driving exposure. This comparison clearly shows that Caucasian Americans, African Americans, and Hispanic Americans have approximately the same proportion of alcohol-related fatalities. In contrast, Native Americans have a substantially higher percentage of alcohol-related fatalities, and Asian-Pacific Islander Americans have a substantially lower percentage of such fatalities. Data are corrected for differences between ethnic groups in age distribution and gender. These data, as well as the distribution of drivers, passengers, and pedestrians-cyclists among ethnic groups are provided in tables. Also shown in tables are the relationship of the driver drinking at the time of the crash relative to safety belt usage, license status, prior DUIs (Driving Under the Influence), number of passengers, and age of vehicle. KW - Cyclists KW - Drivers KW - Drunk driving KW - Ethnic groups KW - Fatalities KW - Fatality Analysis Reporting System KW - Passengers KW - Pedestrians KW - Seat belts KW - Tables (Data) UR - http://ntl.bts.gov/lib/25000/25900/25964/DOT-HS-809-068.pdf UR - https://trid.trb.org/view/654633 ER - TY - RPRT AN - 00794827 AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - REVISED CATALOG OF TYPES OF CODES APPLICATIONS IMPLEMENTED USING LINKED STATE DATA PY - 2000/06 SP - 106 p. AB - The purpose of this revised catalog is to inspire the development of new applications for linked data that support efforts to reduce death, disability, severity, and health care costs related to motor vehicle crashes. The document is divided into three sections. The Introduction describes the purpose of the catalog, the evolution and components of the Crash Outcome Data Evaluation System (CODES), and the CODES states. The Background section discusses data resources and case selection, issues related to "as reported" data and the linkage process, and the organization of information included in the catalog. The final section presents abstracts of the types of state-specific applications developed or "in process" as of June 2000. The National Highway Traffic Safety Administration will update the catalog on a periodic basis as the CODES states develop new applications. KW - Applications KW - Catalogs KW - Crash data KW - Crash Outcome Data Evaluation System KW - Data linkage KW - States KW - Traffic crashes UR - https://trid.trb.org/view/653922 ER - TY - RPRT AN - 00821149 AU - National Highway Traffic Safety Administration TI - HIGH SPEED UNBELTED TEST REQUIREMENT OF FMVSS NO. 208 ANALYSIS OF ISSUES RAISED BY PUBLIC COMMENTS PY - 2000/05/05 SP - 63 p. AB - This document discusses and analyzes 5 issues which were raised by public comments, regarding the high speed unbelted test requirement of Federal Motor Vehicle Safety Standard (FMVSS) No. 208. The five issues/questions are as follows: 1. Performance of vehicles in 48 kmph (30 mph) barrier tests for both 50th percentile adult male dummies and 5th percentile adult female dummies. 2. Would reinstating the 48 kmph (30 mph) barrier test require larger, more powerful air bags that would result in higher injury risk for out-of-position occupants? 3. Are there any implications of 48 kmph (30 mph) barrier test for out-of-position occupants in high speed crashes? 4. What are the practical implications of 40 kmph (25 mph) vs. 48 kmph (30 mph) for manufacturer choices about air bag design and technology, e.g., on size of air bag, use of dual level inflators, etc. 5.Should different consideration be given to cars vs. light trucks and vans with respect to the high speed unbelted requirement? KW - Adults KW - Air bags KW - Automobiles KW - Design KW - Dummies KW - Federal Motor Vehicle Safety Standards KW - Females KW - High speed automobile travel KW - High speed crashes KW - Impact speed KW - Impact tests KW - Injuries KW - Light trucks KW - Males KW - Out of position (Vehicle occupants) KW - Risk analysis KW - Seat belts KW - Speed KW - Technology KW - Traffic safety KW - Vans KW - Vehicle occupants KW - Vehicle tests UR - http://ntl.bts.gov/lib/19000/19100/19148/PB2002104590.pdf UR - https://trid.trb.org/view/712648 ER - TY - RPRT AN - 00798851 AU - National Highway Traffic Safety Administration TI - CAMPAIGN SAFE & SOBER PROGRAM PLANNER 22: JUNE-OCTOBER 2000 PY - 2000/05 SP - v.p. AB - The National Highway Traffic Safety Administration (NHTSA) produces Campaign Safe & Sober Program Planners to help highway safety organizers at the community and state level plan meaningful, lifesaving programs and to support making every community a Safe Community. Published three times a year, the Program Planner is an up-to-date resource for state and local program managers. Program Planner 22, prepared for June through October 2000, includes ideas for activities, tools to help implement these ideas, and directions to new and existing resources that can be used throughout the summer and autumn months. Some activities are date-specific, but many of these activities can be undertaken whenever they are appropriate for a particular state and community. KW - Campaign Safe & Sober Program Planners KW - Community action programs KW - Highway safety KW - Planning KW - Safety programs UR - https://trid.trb.org/view/667588 ER - TY - RPRT AN - 00798856 AU - National Highway Traffic Safety Administration TI - ZERO TOLERANCE MEANS ZERO CHANCES: PROSECUTORS' PLANNER PY - 2000/05 SP - 10 p. AB - This prosecutors' planner is part of the national Zero Tolerance Means Zero Chances campaign. It was developed to assist members of the National Association of Prosecutor Coordinators with local outreach programs to reduce traffic fatalities resulting from impaired driving. The suggestions in this planner will help support existing community- and school-based efforts to reduce impaired driving and underage drinking. It contains a sample letter to high school administrators, a sample letter to high school organizations, a sample press release, a sample Op/Ed article, a media advisory, and a list of resources when putting together a program. KW - Community action programs KW - Drunk driving KW - Prosecution KW - Safety campaigns KW - Strategic planning KW - Teenage drivers KW - Zero tolerance UR - http://www.nhtsa.dot.gov/people/injury/alcohol/zeropr/ UR - https://trid.trb.org/view/665879 ER - TY - RPRT AN - 00798834 AU - Hartman, K AU - Pritchard, B AU - Jennings, K AU - Johnson, J AU - Knipling, R AU - MacGowan, J AU - Oliphant, L AU - Onder, M AU - Sanft, C AU - American Trade Initiatives AU - Federal Highway Administration TI - COMMERCIAL VEHICLE SAFETY -- TECHNOLOGY AND PRACTICE IN EUROPE PY - 2000/05 SP - 60 p. AB - The United States and countries of the European Union share many of the same concerns and face similar challenges about commercial vehicle safety issues. This summary report describes the September 1998 technology transfer scan tour to four European countries to learn how these countries are addressing their own safety issues, even as they comply with the increasing centralization of rules and regulations enacted by the European Commission. The nine-member scan tour team that visited France, Germany, Sweden, and the Netherlands represented the Federal Highway Administration, the Virginia and Minnesota State Departments of Transportation, the Owner/Operators and Independent Drivers Association, and independent transportation consultants. The key areas examined by the team were human resources, vehicle safety systems, and regulations. The report also includes recommendations and implementation strategies. As this report demonstrates, team members were particularly interested in the European's integrated approach to driver training and preparation, the role of truck manufacturers in assessing crash causes and statistics to improve safety design, and the public/private partnerships that enhance training and safety, and augment regulatory policies and practices. The team believes that these practices provide valuable models for fresh opportunities for public/private cooperation in the areas of safety enhancement, regulatory policies, and standards enforcement for the U.S. motor carrier industry. KW - Commercial vehicle operations KW - Driver training KW - Europe KW - France KW - Germany KW - Highway safety KW - Human resources management KW - Implementation KW - Industries KW - Law enforcement KW - Netherlands KW - Policy KW - Public private partnerships KW - Recommendations KW - Regulations KW - Standards KW - Strategic planning KW - Study tours KW - Sweden KW - Vehicle design KW - Vehicle safety UR - http://ntl.bts.gov/lib/17000/17300/17380/PB2001101244.pdf UR - https://trid.trb.org/view/665859 ER - TY - RPRT AN - 00797071 AU - Nowakowski, C AU - Utsui, Y AU - Green, P AU - University of Michigan Transportation Research Institute TI - NAVIGATION SYSTEM DESTINATION ENTRY: THE EFFECTS OF DRIVER WORKLOAD AND INPUT DEVICES, AND IMPLICATIONS FOR SAE RECOMMENDED PRACTICE PY - 2000/05 SP - 69 p. AB - Sixteen licensed drivers, 8 younger (20 to 28 years old, mean of 25) and 8 older (55 to 65 years old, mean of 60), entered destinations by (1) entering addresses with the keyboard, (2) selecting them from a list using the keyboard, and (3) selecting them from a list using a remote control. The tasks were performed in a driving simulator both statically and under various driving workloads. The mean total task times for list selection and address entry, respectively, was 18 and 71 seconds for younger drivers and 32 and 145 seconds for older drivers. Age was the largest factor, with older drivers sometimes taking up to twice as long to complete tasks. Although there was a significant increase (127%) in total task time between static (parked) and dynamic (driving) task times, varying the curve radius (to vary the demand of driving) did not significantly affect destination entry task times. There was, however, a significant driving performance decrement between baseline driving and driving while performing the various navigation tasks for all age groups. Finally, this study suggested only minor changes to SAE J2365, the associated calculation procedure for SAE J2364. Overall, the measured keystroke times compared well to the estimates in the SAE J2365 calculation procedure, but there was evidence that the age multiplier did not remain constant for repeated keystroke or between input devices. Specifically, the age multiplier was much greater for keyboard use (close to 2) than for remote control use (closer to 1.5). KW - Age KW - Data entry KW - Drivers KW - Driving simulators KW - Highway safety KW - Human subject testing KW - Intelligent transportation systems KW - Onboard navigational aids KW - Task analysis KW - Time KW - Workload UR - http://www.umich.edu/~driving/publications/UMTRI-2000-20.pdf UR - https://trid.trb.org/view/654833 ER - TY - RPRT AN - 00797063 AU - Eby, D W AU - Fordyce, T A AU - Vivoda, J M AU - University of Michigan Transportation Research Institute TI - MICHIGAN SAFETY BELT USE IMMEDIATELY FOLLOWING IMPLEMENTATION OF STANDARD ENFORCEMENT PY - 2000/05 SP - 56 p. AB - Reported here are the results of a direct observation survey of safety belt use conducted in March 2000 to determine the effect the implementation of standard enforcement legislation has had on Michigan's safety belt use rate. In this study, 11,687 occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks) were surveyed from March 16 to March 30, 2000. Belt use was estimated for all commercial/noncommercial vehicle types combined (the statewide safety belt use rate) and separately for each vehicle type. Within and across each vehicle type, belt use by age, sex, road type, day of week, time of day, and seating position were calculated. Statewide belt use was 83.5%. When compared with the safety belt use rate determined prior to the implementation of standard enforcement legislation, this survey's estimated use rate shows that safety belt use in Michigan has increased as a result of the law. Belt use was 85.7% for passenger cars, 86.2% for sport-utility vehicles, 85.2% for vans/minivans, and 74.2% for pickup trucks. For all vehicle types, belt use was higher for females than for males, and higher for drivers than for passengers. Belt use was highest in the 60-and-over age group, followed by the 30-to-59 year old age group, 4-to-15 year old age group, and 16-to-29 year old age group, respectively. Belt use did not vary systematically by time of day, day of week or prevailing weather conditions. Maintenance of effective public information and education programs and targeting programs at low use populations could be effective in further increasing safety belt use in Michigan and in helping Michigan maintain a safety belt use rate consistent with state goals and reach the national standards set for the year 2005. KW - Age groups KW - Automobiles KW - Days KW - Drivers KW - Gender KW - Legislation KW - Michigan KW - Passengers KW - Periods of the day KW - Pickup trucks KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - Surveys KW - Traffic law enforcement KW - Traffic safety education KW - Utilization KW - Vans KW - Weather conditions UR - https://trid.trb.org/view/654823 ER - TY - JOUR AN - 00797053 JO - TR News PB - Transportation Research Board AU - Transportation Research Board TI - CRASH DUMMIES MADE MORE HUMAN PY - 2000/05 IS - 208 SP - p. 35-36 AB - The National Highway Traffic Safety Administration has released the final design and performance specifications for the new 6-year-old child crash dummy. The advanced 6-year-old child dummy is the first addition to the Hybrid III crash dummy family since the Hybrid III male dummy was adopted in June 1986. For several years researchers have been using an earlier model of the 6-year-old child dummy to evaluate child restraints and boosters, but that model was not able to measure the injuries that unbuckled or out-of-position children can suffer in those crashes in which air bags deploy. The new model must be certified for compliance testing to ensure that occupant protection systems, such as air bags, provide adequate safety. Because neck injuries are one of the main causes of child fatalities resulting from air bags, the design and specifications for the new dummy include a multisegmented and highly instrumented neck that better simulates human neck responses. The dummy also is equipped with new multiple sensing capabilities to assess injuries to the chest, lumbar spine, pelvis, and upper legs. To support assessment of injury potential for a range of occupant sizes, future Hybrid III family members will include a small female dummy, a 3-year-old child dummy, and a 12-month-old child restraint air bag interaction dummy. (Entire Article) KW - Air bags KW - Child restraint systems KW - Children KW - Design KW - Dummies KW - Impact tests KW - Injuries KW - Leg KW - Neck KW - Pelvis KW - Specifications KW - Spinal column KW - Thorax UR - https://trid.trb.org/view/658549 ER - TY - SER AN - 00797050 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - 1998 MOTOR VEHICLE OCCUPANT SAFETY SURVEY SHOWS CONSISTENT GAINS ACROSS AMERICA PY - 2000/05 IS - 224 SP - 2 p. AB - The National Highway Traffic Safety Administration conducts a national telephone survey every two years to monitor the public's attitudes about seat belts, child safety seats, reasons for their use or non-use, knowledge of seat belt laws, experience with law enforcement, and attitudes about risk perception. The 1998 survey consisted of two questionnaires, each given to a randomly selected sample of about 4,000 persons age 16 and older (with younger ages oversampled) for a total of about 8,000. Interviewing ran from November 5, 1998 through January 12, 1999. This Traffic Tech summarizes results from the survey. A more detailed report is available entitled "1998 Motor Vehicle Occupant Safety Survey Volume 2 Seat Belt Report" (see TRIS 00795411). KW - Attitudes KW - Child restraint systems KW - Laws KW - Questionnaires KW - Risk perception KW - Seat belts KW - Surveys KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=f1acab1cebcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658546 ER - TY - JOUR AN - 00797052 JO - TR News PB - Transportation Research Board AU - Transportation Research Board TI - MINNESOTA TESTS ADVANCED CRASH NOTIFICATION SYSTEM PY - 2000/05 IS - 208 SP - p. 35 AB - An operational test of Mayday Plus, a crash notification system designed to enable more rapid and better-informed emergency response to vehicle crashes, is under way in Minnesota. The field tests, which began in November 1999, will be used to evaluate the system's capabilities and benefits. The system was installed in 120 vehicles and will notify the Minnesota State Patrol and Mayo Clinic emergency dispatch centers if a crash occurs. Mayday Plus is an extension of in-vehicle equipment developed during the Automated Collision Notification (ACN) field tests in New York. Sponsored by the National Highway Traffic Safety Administration, the ACN project developed crash severity reporting capabilities. Building on the foundation developed by ACN, Mayday Plus automatically notifies authorities in the event of a crash. The differences between the two are that Mayday Plus sends more data, establishes communication between the authorities and passengers, and intelligently routes emergency data to responders on the basis of the vehicle's location and the type of emergency. When a crash occurs, an in-vehicle device relays information on the vehicle's location, direction of impact, change in velocity during the crash, and final resting position. After transmitting the data, the system opens a direct voice connection between an emergency dispatch center and the passengers. Because Mayday Plus sends immediate notification and provides the crash location, emergency assistance can be dispatched without delay. By saving time, the system saves lives. Response time is an especially critical concern in crashes that occur in rural areas. In Minnesota 30% of miles traveled are on rural roads, yet 70% of fatal crashes occur on these roads. (Entire Article) KW - Automatic crash notification KW - Communication systems KW - Crash data KW - Data communications KW - Emergency locator transmitters KW - Emergency response time KW - Field tests KW - In vehicle sensors KW - Intelligent transportation systems KW - Minnesota KW - Traffic crashes KW - Voice communication UR - https://trid.trb.org/view/658548 ER - TY - SER AN - 00797051 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MARIJUANA & ALCOHOL TOGETHER REDUCE VISUAL SEARCH FREQUENCY PY - 2000/05 IS - 225 SP - 2 p. AB - The Experimental Psychopharmacology Unit at Maastricht University in the Netherlands has completed the third of a series of studies for the National Highway Traffic Safety Administration to assess the separate and combined effects of marijuana and alcohol on driving performance in real driving situations. In this third study, the purpose was to assess the effects of low doses of marijuana and alcohol, and their combination, on visual search at intersections and general driving proficiency in a City Driving Test. Sixteen licensed drivers between the ages of 21 and 40 (8 female, 8 male) who said they smoked marijuana and drank alcohol at least once a month participated in the study. Results are summarized in this Traffic Tech. More detailed results are in the report entitled "Visual Search and Urban City Driving Under the Influence of Marijuana and Alcohol" (see TRIS 00795412). KW - Alcohol effects KW - Driving KW - Eye movements KW - Human subject testing KW - Intersections KW - Marijuana KW - Visual search UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=707bab1cebcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658547 ER - TY - SER AN - 00797047 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - DWI LAWS IN OTHER COUNTRIES PY - 2000/05 IS - 221 SP - 2 p. AB - This Traffic Tech summarizes findings presented in the publication, "On DWI Laws In Other Countries" (see TRIS 00795414 for an abstract). The National Highway Traffic Safety Administration sponsored a systematic review of information about impaired driving laws and countermeasures from countries around the world. Included in this Traffic Tech are comments on the following: countries included; laws included; some major differences and contrasts; laws related to youth; and social attitudes about drinking and driving. KW - Attitudes KW - Blood alcohol levels KW - Countries KW - Drunk driving KW - Graduated licensing KW - Laws KW - Legal drinking age KW - Sanctions UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=3643ab1cebcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658543 ER - TY - SER AN - 00797048 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - RELATIVE RISK CALCULATED FOR DRIVER FATALITIES IN ALCOHOL-RELATED CRASHES PY - 2000/05 IS - 222 SP - 2 p. AB - This Traffic Tech summarizes the results presented in the report, "Relative Risk of Fatal Crash Involvement by BAC, Age and Gender" (see TRIS 00795415 for an abstract). The reported study used recent data to refine estimates for alcohol-related relative risk of driver involvement in fatal crashes by age and sex as a function of blood alcohol concentration (BAC). The findings confirm that driving at (non-zero) BAC levels below .10% is very dangerous. Reducing BAC limits from .10% to .08% is an effective method of saving lives. These results show that with such elevated relative risks, reducing alcohol use while driving at any BAC level is likely to further reduce alcohol-related motor vehicle fatalities in the United States. KW - Age KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Gender KW - Risk assessment UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=8f40ab1cebcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658544 ER - TY - RPRT AN - 00797044 AU - Florida Department of Highway Safety and Motor Vehicles TI - 1999 FLORIDA TRAFFIC CRASH FACTS PY - 2000/05 SP - 48 p. AB - This report contains data from the Florida Department of Highway Safety and Motor Vehicles crash database, compiled from traffic crash reports completed by state and local law enforcement agencies. Highlights of the report, which covers 1999, are as follows: there were 9,638 fewer traffic injuries and 2,301 fewer crashes compared to 1998; 32% of traffic fatalities and 9% of traffic crashes were alcohol-related; 64% of drivers using safety belts avoided injury; 78% of children under 4 years of age avoided injuries by being properly restrained; 73% of children 4-5 years of age avoided injury by being properly restrained; 17.2% of all traffic fatalities were pedestrians; 4.0% of all traffic fatalities were bicycle drivers; and 5.3% of all traffic fatalities were motorcycle drivers. The tables in this report are used to assist in understanding problems and creating solutions that will ultimately aid in reducing deaths and injuries from motor vehicle crashes. KW - Bicycle crashes KW - Child restraint systems KW - Crash data KW - Drunk driving KW - Fatalities KW - Florida KW - Injuries KW - Motorcycle crashes KW - Pedestrian-vehicle crashes KW - Seat belts KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/654799 ER - TY - SER AN - 00797049 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - A REVIEW OF THE LITERATURE ON THE EFFECTS OF ALCOHOL AT BACS OF .08 AND LOWER PY - 2000/05 IS - 223 SP - 2 p. AB - This Traffic Tech summarizes the results presented in a report entitled, "A Review of the Scientific Literature Regarding the Effects of Alcohol on Driving-Related Behavior at Blood Alcohol Concentrations of 80 mg/dl and Lower." The research examined 112 studies conducted from 1981 to 1998 on driving related behaviors under low blood alcohol concentrations (BACs). It was found that all driving-related skills showed impairment by .07 BAC, with the exception of simple reaction time and critical flicker fusion. In studies that only involved simulators (or on-road driving), divided attention, vigilance, and simulated piloting, 73% of the tests showed impairment by .039 BAC. Including tracking and wakefulness, 65% of the tests performed at BACs of .039 BAC and above showed impairment. KW - Attention KW - Blood alcohol levels KW - Drowsiness KW - Drunk driving KW - Impaired drivers KW - Motor skills KW - Vigilance UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=da0eab1cebcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658545 ER - TY - RPRT AN - 00797043 AU - National Highway Traffic Safety Administration AU - California State Department of Consumer Affairs TI - CONSUMER SAFETY OUTREACH PROGRAM PY - 2000/05 SP - 2 p. AB - This pamphlet provides consumers in California with the information they need when they have concerns about potential defects in their cars or concerns about auto repairs. The National Highway Traffic Safety Administration (NHTSA) provides information on its Auto Safety Hotline, Vehicle Owner's Questionnaire, and recall program. The California Bureau of Auto Repair outlines its consumer service goals and explains the Arbitration Certification Program and its goals. KW - Arbitration KW - Automobiles KW - Brochures KW - California KW - Consumer protection KW - Defects KW - Motor vehicles KW - Recall campaigns KW - Repairing KW - Safety programs UR - https://trid.trb.org/view/654798 ER - TY - JOUR AN - 00797032 JO - Consumers Digest PB - Consumers Digest Incorporated AU - Consumers Digest Incorporated TI - CONSUMERSCOPE: AUTOMAKERS STRIVE TO MAKE CHILD SAFETY SEATS SAFER PY - 2000/05 VL - 39 IS - 3 SP - p. 8 AB - According to the National Highway Traffic Safety Administration, nearly 85% of children restrained in car seats are improperly buckled, and car crashes are the No. 1 killer of American children. In an effort to stop these preventable deaths, DaimlerChrysler now offers free car-seat inspections at the automaker's Five Star dealerships nationwide for all children--no matter what make or model of vehicle their parents drive. The initiative, a partnership between DaimlerChrysler, Fisher-Price and the National Safety Council, is dubbed "Fit for a Kid." More than 400 dealerships currently offer the service, with 1,000 planning to provide inspections by year's end. Fisher-Price offers safety tips and information about the Fit for a Kid service in all new car seats sold. The company also offers loaner seats to caregivers who find out their seats aren't safe, and it will sell seats at a discount to those who discover that they need new ones. The National Safety Council coordinates training and record keeping for the program. KW - Automobile dealers KW - Child restraint systems KW - DaimlerChrysler AG KW - Inspection KW - Installation KW - National Safety Council UR - https://trid.trb.org/view/658534 ER - TY - JOUR AN - 00797034 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Marelich, W D AU - Berger, D E AU - McKenna, R B AU - Alcohol Research Documentation, Incorporated TI - GENDER DIFFERENCES IN THE CONTROL OF ALCOHOL-IMPAIRED DRIVING IN CALIFORNIA PY - 2000/05 VL - 61 IS - 3 SP - p. 396-401 AB - The objective of this research was an examination of gender differences in alcohol-impaired driving. Attitudes, perceptions and behaviors concerning drinking and driving were compared for male and female California drivers in three random-digit-dialing telephone survey interviews from 1983, 1986 and 1994 (survey response rates of 58%, 52% and 49%, respectively). A moral reasoning framework was applied to account for observed gender differences. Gender differences were examined within aggregate data from the 1983 and 1986 surveys (n = 291), and within the 1994 survey data (n = 608). Self-reported drinking-driving violations showed a substantial decline for both men and women across the survey periods (although violations remained much higher for men), paralleling the well-documented drop in alcohol-related traffic crashes during this time span. Men and women responded equally to the threat of punishment from the legal system (threat of arrest, jail, loss of license, fine, increased insurance), but women were much more responsive to social and internal controls (perceived disapproval from friends, feelings of guilt, violation of a moral standard). These gender differences suggest that women may play an important role in strengthening broad social and moral constraints regarding alcohol-impaired driving. Implications of these findings to deterrence, the effects of sanctions, and social change are discussed. KW - Attitudes KW - Behavior KW - California KW - Deterrence KW - Drunk driving KW - Gender KW - Interviewing KW - Penalties KW - Sanctions KW - Social change KW - Social psychology KW - Social values KW - Surveys UR - https://trid.trb.org/view/658536 ER - TY - JOUR AN - 00797036 JO - AAA World PB - AAA Potomac AU - AAA Potomac TI - WASHINGTON NOTEBOOK: ADAPTIVE VEHICLE GUIDE NOW AVAILABLE PY - 2000/05 VL - 2 IS - 3 SP - p. 34A AB - The National Highway Traffic Safety Administration (NHTSA) has published its first consumer brochure to help persons with disabilities select and purchase a car with adaptive equipment or modify an existing vehicle. "Adapting Motor Vehicles for Disabled People" provides a step-by-step process to help consumers in the market for adaptive equipment evaluate their needs, select the right vehicle and find a qualified dealer to make the necessary vehicle modifications. General information is also included on cost-saving, licensing requirements and organizations to contact for assistance. A new vehicle modified with adaptive equipment can cost from $20,000-$80,000, so it pays to research any public or private organizations that can offer financial help. According to NHTSA, there are more than 380,000 vehicles on the road today that have been adapted with new equipment such as mechanical and powered hand controls for gas and brakes, joystick steering, wheelchair lifts and low-effort braking systems. While the brochure focuses on drivers of modified vehicles, it also includes suggestions for drivers who transport passengers with disabilities. (Entire Article) KW - Automobiles for the physically disabled KW - Brochures KW - Costs KW - Driver licensing KW - Organizations KW - Persons with disabilities KW - Purchasing KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/658538 ER - TY - JOUR AN - 00797037 JO - AAA World PB - AAA Potomac AU - AAA Potomac TI - TRAFFIC SAFETY: FASTEN YOUR SEAT BELT FOR "BUCKLE UP AMERICA! WEEK" PY - 2000/05 VL - 2 IS - 3 SP - p. 44A AB - May 22-29 is National Buckle Up America! Week. Laws throughout the United States and Canada currently require the use of safety belts. When used, belts have proven effective in reducing both injury and death by 50%. Buckling up is the single most important thing you can do to protect yourself and your loved ones. Child safety seats are 71% effective in reducing fatalities in children under age 5, but misuse is a critical problem. In spite of the proven effectiveness of safety belts, the average observed use rate is only 61%. Seat belts and child safety seats work, yet fewer than 40% of both adults and children who died in traffic crashes were properly restrained. KW - Child restraint systems KW - Seat belts KW - Traffic safety KW - Traffic safety education UR - https://trid.trb.org/view/658539 ER - TY - JOUR AN - 00797033 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - ZADOR, P L AU - Krawchuk, S A AU - Voas, R B AU - Alcohol Research Documentation, Incorporated TI - ALCOHOL-RELATED RELATIVE RISK OF DRIVER FATALITIES AND DRIVER INVOLVEMENT IN FATAL CRASHES IN RELATION TO DRIVER AGE AND GENDER: AN UPDATE USING 1996 DATA PY - 2000/05 VL - 61 IS - 3 SP - p. 387-395 AB - The objective of this research was to re-examine and refine estimates for alcohol-related relative risk of driver involvement in fatal crashes by age and gender as a function of blood alcohol concentration (BAC) using recent data. Logistic regression was used to estimate age/gender specific relative risk of fatal crash involvement as a function of the BAC for drivers involved in a fatal crash and for drivers fatally injured in a crash, by combining crash data from the Fatality Analysis Reporting System with exposure data from the 1996 National Roadside Survey of Drivers. In general, the relative risk of involvement in a fatal vehicle crash increased steadily with increasing driver BAC in every age/gender group among both fatally injured and surviving drivers. Among 16-20 year old male drivers, a BAC increase of 0.02% was estimated to more than double the relative risk of fatal single-vehicle crash injury. At the midpoint of the 0.08% - 0.10% BAC range, the relative risk of a fatal single-vehicle crash injury varied between 11.4 (drivers 35 and older) and 51.9 (male drivers, 16-20). With only very few exceptions, older drivers had lower risk of being fatally injured in a single-vehicle crash than younger drivers, as did women compared with men in the same age range. When comparable, results largely confirmed existing prior estimates. This is the first study that systematically estimated relative risk for drink-drivers with BACs between 0.08% and 0.10% (these relative risk estimates apply to BAC range midpoints at 0.09%). The results clearly show that drivers with a BAC under 0.10% pose highly elevated risk both to themselves and to other road users. KW - Age KW - Blood alcohol levels KW - Crash data KW - Crash exposure KW - Drunk drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Gender KW - National Roadside Survey, 1996 KW - Regression analysis KW - Risk analysis KW - Traffic crashes UR - https://trid.trb.org/view/658535 ER - TY - JOUR AN - 00797035 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Stout, E M AU - Sloan, F A AU - Liang, L AU - Davies, H H AU - Alcohol Research Documentation, Incorporated TI - REDUCING HARMFUL ALCOHOL-RELATED BEHAVIORS: EFFECTIVE REGULATORY METHODS PY - 2000/05 VL - 61 IS - 3 SP - p. 402-412 AB - This article examines the effects of tort liability, criminal law, administrative regulation, price and availability of alcohol, and personal and state characteristics on the decisions to engage in heavy episodic drinking and to drink and drive. Individual behavior data from the Behavioral Risk Factor Surveys (1984-95) were used in a logit analysis of the probability that a respondent engaged in heavy episodic drinking (n = 86,273), drinking and driving (n = 87,087) and drinking and driving if also a heavy episodic drinker (n = 22,261). Imposing tort liability on bars reduced self-reported incidents of drunk driving among all drinkers (p = .043) but did not reduce the probability of heavy episodic drinking or drinking and driving among heavy drinkers. In this first national study of the impact of social host liability, the authors found that such liability lowered the self-reported probability of heavy episodic drinking (p = .0004) and drinking and driving among all drinkers (p = .0005). Although several criminal and administrative regulations were also effective in reducing heavy episodic drinking and drunk driving, the imposition of tort liability represents a useful addition to the arsenal of alcohol-control policies. KW - Alcohol use KW - Alcoholic beverages KW - Availability KW - Drinking establishments KW - Drunk driving KW - Prices KW - Regulatory constraints KW - Sanctions KW - Tort liability UR - https://trid.trb.org/view/658537 ER - TY - JOUR AN - 00797019 JO - US News & World Report PB - US News and World Report, Incorporated AU - MacNeil, J S AU - US News and World Report, Incorporated TI - TEEN ANGELS, CAN YOU HEAR THIS MESSAGE? PY - 2000/04/03 VL - 128 IS - 13 SP - p. 51 AB - Drivers who are 16 and 17 years old are known to run a much higher risk of being involved in an accident than older drivers. Now new research shows that the more teenage passengers in the car, the greater the risk of dying in an accident. A 16-year-old driver with three or more passengers is three times as likely to have a fatal accident as a teenager driving alone. By contrast, the risk of death for drivers between 30 and 59 decreases with each additional passenger. It is believed that the higher death rates for teenage drivers have less to do with stupid behavior than with just lack of driving experience. To mitigate the problem, states need to institute graduated licensing systems, in which getting a license is a multistage process. KW - Adolescents KW - Driver experience KW - Fatalities KW - Graduated licensing KW - Passengers KW - Teenage drivers KW - Traffic crashes UR - https://trid.trb.org/view/658525 ER - TY - RPRT AN - 00821054 AU - Detroit Branch NAACP TI - THE CHILD SAFETY SEAT PROGRAM PY - 2000/04 SP - 15 p. AB - The National Association for the Advancement of Colored People (NAACP) Health Information Center is designed to empower African Americans and low-income families throughout the Detroit metropolitan area with the kind of information and programs that would impact the quality of their health. In partnership with General Motors, National Safe Kids, and the United Auto Workers, the NAACP Health Information Center has targeted a two-prong program on car safety which includes a public awareness campaign that focuses on the importance of using car safety restraints and an aggressive initiative to distribute 10,000 child safety seats to low-income families. This booklet provides further information on the child safety seat program, along with information on other priorities of the Health Information Center, a fact sheet about car safety, a fact sheet on the Health Information Center, comments from supporters and volunteers, a list of community partners, and tips for ensuring that your child is safely restrained. KW - African Americans KW - Awareness KW - Child restraint systems KW - Detroit (Michigan) KW - Low income groups KW - National Association for the Advancement of Colored People KW - Safety campaigns KW - Safety education UR - https://trid.trb.org/view/712597 ER - TY - RPRT AN - 00810982 AU - Joksch, H C AU - University of Michigan Transportation Research Institute AU - Volpe National Transportation Systems Center TI - VEHICLE DESIGN VERSUS AGGRESSIVITY PY - 2000/04 SP - 137 p. AB - The objective was to determine how certain characteristics of cars, sport utility vehicles, vans, and pickup trucks influence the fatality risk for occupants of cars with which they collide - the aggressivity of the striking vehicle. The fatality risks were estimated by combining data on fatalities from the Fatality Analysis Reporting System (FARS) with data on collision involvements from the National Automotive Sampling System (NASS) General Estimates System (GES). To make them compatible, certain states had to be excluded. A model including the ratio of the weights of the colliding vehicles and the speed environments was developed to control for their strong influence on the fatality risk in a collision. In collisions with pickup trucks or vans, car drivers are exposed to a much higher fatality risk than in collisions with cars. In collisions with sport utility vehicles, the risk for car drivers was even higher. This holds even after control for the confounding factors. The controlled fatality risk for the car driver tended to increase with the weight of the striking vehicle, the height of its center of force, and its frontal static stiffness, as measured in crash tests. However, only for sport utility vehicles were the relations with these factors clear, though they could not be completely separated with the available data. KW - Automobiles KW - Crash data KW - Crashes KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - National Automotive Sampling System KW - Pickup trucks KW - Risk analysis KW - Speed KW - Sport utility vehicles KW - Stiffness KW - Vans KW - Vehicle aggressiveness KW - Vehicle weight UR - http://ntl.bts.gov/lib/19000/19000/19050/PB2002104317.pdf UR - https://trid.trb.org/view/679627 ER - TY - RPRT AN - 00806899 AU - Turner, P A AU - Georggi, N AU - McGovern, B AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - FLORIDA ALCOHOL-RELATED MOTORCYCLE CRASH STUDY: EVALUATION OF ALCOHOL-RELATED MOTORCYCLE CRASHES & RECOMMENDED COUNTERMEASURES: 1993-1997 PY - 2000/04 SP - 119 p. AB - The first research objective was to obtain a better understanding of the characteristics of alcohol-related motorcycle crashes in Florida. This objective was accomplished by collecting data over a five-year period (1993-1997) on alcohol-related motorcycle crashes and analyzing the data using statistical software. The second research objective was to identify potential countermeasures that may be effective at reducing alcohol-related motorcycle crashes in Florida. This objective was accomplished by conducting a national survey of motorcycle safety programs and assimilating information on countermeasures targeting the motorcycle-alcohol problem. The report is organized in five chapters. Chapter 1 provides an introduction. Chapter 2 details the research methodology used to analyze alcohol-related motorcycle crashes and survey motorcycle safety programs nationally. Chapter 3 summarizes the data analysis and presents the results in graphical and tabular format. Chapter 4 discusses the results from the national survey. The final chapter includes the research conclusions and recommendations. KW - Countermeasures KW - Data collection KW - Drunk driving KW - Florida KW - Motorcycle crashes KW - Motorcycle driving KW - Recommendations KW - Safety programs KW - Statistical analysis KW - Surveys UR - https://trid.trb.org/view/672841 ER - TY - RPRT AN - 00798855 AU - National Highway Traffic Safety Administration TI - BUYING A SAFER CAR 2000: VALUABLE INFORMATION ON: CRASH TESTS, SAFETY FEATURES AND BUYING TIPS PY - 2000/04 SP - 40 p. AB - The National Highway Traffic Safety Administration conducts crash tests of new vehicles to determine the extent to which drivers and passengers might be protected from injury during frontal and side crashes. The results of these tests, along with safety features information for year 2000 vehicles are contained in the charts in the back of this pamphlet. Included in the first half of the pamphlet is information on what to look for when buying a year 2000 car. Some of the safety features described are crash-test ratings, weight, seat belts, air bags, head restraints, anti-lock brake systems, traction control, all-wheel drive, automatic-dimming rearview mirrors, daytime running lights, child passenger equipment, additional cost, performing a safety check, and getting the latest information from the Department of Transportation web site and hotline. KW - Air bags KW - Antilock brake systems KW - Automobiles KW - Brochures KW - Child restraint systems KW - Costs KW - Crashworthiness KW - Daytime running lamps KW - Four wheel drive KW - Headrests KW - Impact tests KW - Light trucks KW - Purchasing KW - Rearview mirrors KW - Safety hotline KW - Seat belts KW - Sport utility vehicles KW - Traction control KW - Vans KW - Vehicle safety KW - Vehicle weight KW - Websites (Information retrieval) UR - https://trid.trb.org/view/665878 ER - TY - SER AN - 00797068 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - FATALITIES ASSOCIATED WITH CARBON MONOXIDE POISONING FROM MOTOR VEHICLES, 1995-1997 PY - 2000/04 SP - 4 p. AB - This note updates the results of a study done in 1996 to assess the extent of fatalities associated with carbon monoxide (CO) poisoning from motor vehicles. This study focuses on the extent to which moving, as opposed to stationary, motor vehicles are involved in CO poisoning deaths. Data for calendar years 1995-1997 were used in this study. For these years, the total number of fatalities due to CO poisoning decreased from 2,037 in 1995 to 1,678 in 1997. The majority of these fatalities involved stationary motor vehicles, ranging from 96% in 1995 to 97% in 1996 and 96% in 1997. On an average, almost 84% of the CO fatalities involving stationary motor vehicles were classified as intentional, or suicide. For moving motor vehicles, this pattern was reversed, i.e., all of the CO fatalities involving moving vehicles were classified as unintentional or accidental. KW - Carbon monoxide KW - Crashes KW - Fatalities KW - Motor vehicles KW - Poisoning KW - Suicide UR - http://ntl.bts.gov/lib/000/700/793/00301.pdf UR - https://trid.trb.org/view/658554 ER - TY - RPRT AN - 00797061 AU - STEWART, G R AU - National Highway Traffic Safety Administration TI - SUMMARY REPORT ON U.S. TRUCK SALES, 1986-1997 PY - 2000/04 SP - 25 p. AB - This report documents the changes in truck sales between 1986 and 1997, with primary emphasis on trucks under 10,000 lb GVWR. The report is based on U.S. truck sales as reported in the Motor Vehicle Manufacturers Association RS-3S reports. Truck sales have increased every year since 1992. The largest increase in the overall period, 1986 through 1997, is for trucks under 6,000 lb GVWR, an increase of nearly 78%. The increases for 6,000 to 10,000 and over 10,000 lb GVWR are 41% and 54%, respectively. Comparison of lighter to heavier trucks within the 0-10,000 lb GVWR group, shows larger increases for the lighter group in all categories but utility vehicles. In general, increases in utility vehicle sales are substantially greater than increases for any other vehicle type. Utility sales increases account for much of the overall increase in light truck sales. Increases in sales of 4-wheel drive vehicles also account for substantial parts of the overall increases, with both utility vehicles and larger pickups sold with the 4-wheel drive features. Over the period from 1986 to 1997, the growth in sales of 2-wheel vans has been driven by small vans, with most of the growth prior to 1994. Since then the sales of these vehicles has leveled off. Throughout the period, there has been no growth in sales of large 2-wheel drive vans and the sales appear to be decreasing since 1994. Sales of small 4-wheel drive vans did not exist before 1990. Sales of these vehicles have been about the same each year, since their introduction. KW - Four wheel drive KW - Heavy duty trucks KW - Light trucks KW - Medium trucks KW - Pickup trucks KW - Sales KW - Trucks KW - United States KW - Utility vehicles KW - Vans UR - https://trid.trb.org/view/654821 ER - TY - RPRT AN - 00797059 AU - BERKOWITZ, A AU - National Highway Traffic Safety Administration TI - EVALUATION OF THE EFFECT OF AIR BAGS IN MULTI-YEAR NCAP TESTS PY - 2000/04 SP - 14 p. AB - The New Car Assessment Program (NCAP) has evaluated the crashworthiness of numerous vehicles since 1979. Each year selected models were frontally crashed at 35 mph into a fixed barrier. Due to increased interest by the public in vehicle safety as part of their car-buying decisions, the National Highway Traffic Safety Administration (NHTSA) has recently undertaken an expanded program of consumer information on vehicle safety issues. As part of this program, an analysis was performed to determine the effectiveness of driver air bags to reduce the risk of severe injury as measured by the head and chest injury responses of selected NCAP tests. The vehicles tested most frequently were analyzed to obtain reliable estimates of air bag effectiveness. The vehicles were tested with all the restraints available on that model, which in the case of the early years were safety belts, and in the latter years were a combination of safety belts and air bags. Analysis of NCAP data for multi-tested vehicle models indicated a significant reduction of 44% for passenger cars and 58% for light trucks in the risk of severe trauma for drivers in air bag equipped vehicles. These results are consistent with the conclusions from a recent NHTSA Congressional Report on occupant protection effectiveness. KW - Air bags KW - Automobiles KW - Crash injury research KW - Crashworthiness KW - Head KW - Injuries KW - Light trucks KW - New Car Assessment Program KW - Risk assessment KW - Thorax KW - Vehicle safety UR - https://trid.trb.org/view/654819 ER - TY - RPRT AN - 00797060 AU - BERKOWITZ, A AU - National Highway Traffic Safety Administration TI - COMPARISON OF NCAP DRIVER INJURY SCORES AND STAR RATINGS IN FRONTAL TESTS 1979/80 AND 1995/96 PY - 2000/04 SP - 16 p. AB - The New Car Assessment Program (NCAP) has evaluated the crashworthiness of numerous vehicles since 1979. Each year selected models were frontally crashed at 35 mph into a fixed barrier. Due to increased interest by the public in vehicle safety as part of their car-buying decisions, the National Highway Traffic Safety Administration has recently undertaken an expanded program of consumer information on vehicle safety issues. As part of this program, an analysis was performed to compare NCAP frontal test results by vehicle class in the initial years of the program (1979-80) to later years (1995-96) to assess how these ratings changed. The number of registered vehicles for the models tested were used to develop percentages of vehicles that received either 4 or 5 star ratings (for drivers), compared to all vehicles tested in the vehicle class. The vehicles were tested with all the restraints available on that model, which in the case of the early years were safety belts, and in the latter years were a combination of safety belts and air bags for most of the vehicles. The analysis of passenger car driver-side NCAP data indicates that only about 7% of the cars tested in 1979-80 achieved at least a 4 star rating, after adjusting the test results for the current crash-test dummy model. The rate of low risk vehicles (those receiving a 4 or 5 star rating) was about 71% for cars tested in 1995-96. The overall improvement in the simulated driver head injury (HIC) score was about 56%, while the driver chest injury score, or chest G, decreased almost 15%. The average driver star rating increased 95% from 1979-80 to 1995-96. KW - Automobiles KW - Crash injury research KW - Crashworthiness KW - Drivers KW - Frontal crashes KW - Head KW - Impact tests KW - New Car Assessment Program KW - Star ratings KW - Thorax KW - Vehicle safety UR - https://trid.trb.org/view/654820 ER - TY - SER AN - 00797041 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - SETTING LIMITS, SAVING LIVES: BOOKLET UPDATES THE CASE FOR .08 BAC LAWS PY - 2000/04 IS - 220 SP - 2 p. AB - A new 36-page booklet, "Setting Limits, Saving Lives," sponsored by the National Safety Council and the National Highway Traffic Safety Administration, presents the case for lowering Blood Alcohol Concentration (BAC) levels to .08 in every state and updates a 1997 publication. In the United States, BAC levels are set by the states. As of 1999, 17 states plus the District of Columbia had lowered their limit to .08 from .10 BAC. KW - Blood alcohol levels KW - Drunk driving KW - State laws UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=6244ab1cebcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658542 ER - TY - SER AN - 00797039 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - EVALUATION OF VEHICLE IMPOUNDMENT ON SUSPENDED AND REVOKED DRIVERS IN CALIFORNIA PY - 2000/04 IS - 218 SP - 2 p. AB - This Traffic Tech summarizes the results from the publication "An Evaluation of the General Deterrent Effect of Vehicle Impoundment on Suspended and Revoked Drivers in California" (see TRIS 00794719 for an abstract). California's vehicle impoundment program began in January 1995. It allows law enforcement officers to impound vehicles driven by drivers whose licenses have been suspended or revoked (S/R), or those who are unlicensed, for 30 days. Surveys of law enforcement agencies throughout the state found that more than 120,000 vehicles are being impounded each year. Another law, enacted in 1995, permits vehicle forfeiture when owners are caught driving illegally more than once. This evaluation examined whether just the threat of getting a sanction imposed against the vehicle would be effective in deterring S/R drivers from subsequent driving and crash involvement. The California DMV examined the driving records of more than 2,000,000 drivers whose licenses were suspended or revoked between January 1992 and January 1997, and compared them to a control group of 370,000 drivers whose licenses were not suspended or revoked. The crash rate for S/R drivers falls abruptly by 13.6% at the point when California's impoundment law went into effect. While only temporary (about 6 months), this drop was statistically significant. Statistical analysis also showed, however, that after control group data were factored in the analyses, there was only a marginal effect for S/R drivers. If a general deterrent effect occurred, it was small and dissipated rapidly. KW - California KW - Crash rates KW - Deterrence KW - Driver licenses KW - Driving without a license KW - Revocation KW - Sanctions KW - State laws KW - Suspensions KW - Vehicle forfeiture KW - Vehicle impoundment UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=93180ebf1fcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658540 ER - TY - SER AN - 00797040 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MEDICAL CONDITIONS AND CRASH RISK: DO RESTRICTIONS ON LICENSES HAVE AN IMPACT ON PUBLIC SAFETY? PY - 2000/04 IS - 219 SP - 2 p. AB - This Traffic Tech summarizes results from the publication "Evaluating Drivers Licensed with Medical Conditions in Utah, 1992-1996" (see TRIS 00794718 for an abstract). In Utah, there is a special licensing program for drivers who have certain medical conditions. This study evaluated the crash risks of more than 68,770 drivers in Utah who were licensed with medical conditions. They were matched to comparison drivers from the general population of drivers, using age, sex, and county of residence as matching factors. The driving records of all of these drivers were used to find the citation, crash, and at-fault crashes for the five years between 1992 and 1996. When viewed as a whole, drivers who were licensed with medical conditions had higher risks across crashes, violations, and at-fault crashes than the comparison drivers. KW - At-fault accidents KW - Crash rates KW - Crash risk forecasting KW - Diseases and medical conditions KW - Driver licensing KW - Traffic violations KW - Utah UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=8e66ab1cebcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658541 ER - TY - JOUR AN - 00797031 JO - READER'S DIGEST PB - READER'S DIGEST ASSOCIATION LTD AU - Healey, J R AU - Reader's Digest Association, Incorporated TI - SAFER BY THE GALLON PY - 2000/04 SP - 3 p. AB - Today small cars comprise 18% of all vehicles on the road, according to an analysis of registration data. Yet they accounted for 36% of vehicle deaths in 1997, according to the latest available government figures. That is about six times the deaths in full-sized cars. Little cars have big disadvantages in accidents. They have less space to absorb crash forces and they don't have the weight or size to provide adequate protection for occupants. A 1989-91 National Highway Traffic Safety Administration study analyzed car downsizing from 1975 to 1985. On average, cars got 1000 pounds lighter, and wheelbases shrank ten inches. This downsizing resulted in increases of nearly 2,000 fatalities and 20,000 serious or moderate injuries per year. The 1975 Energy Policy and Conservation Act with its corporate average fuel economy (CAFE) standards brought on the small cars that help automakers keep the miles per gallon number up, but it has been at a cost. KW - Compact automobiles KW - Corporate Average Fuel Economy (CAFE) KW - Crashworthiness KW - Energy Policy and Conservation Act KW - Fatalities KW - Vehicle safety KW - Vehicle size UR - https://trid.trb.org/view/658533 ER - TY - JOUR AN - 00797025 JO - FBI Law Enforcement Bulletin PB - Federal Bureau of Investigation AU - Finn, P AU - Federal Bureau of Investigation TI - LABELING AUTOMOBILE PARTS TO COMBAT THEFT PY - 2000/04 VL - 69 IS - 4 SP - p. 10-14 AB - Motor vehicle theft represents a major problem in the United States. In 1995, motor vehicle owners reported nearly 1.5 million thefts representing 1 out of every 139 vehicles in the country. The theft of parts from vehicles poses an even more common problem, outnumbering vehicle theft 5 to 1. Thieves employ clever schemes whereby they profit. To combat these schemes, Congress enacted the Motor Vehicle Theft Law Enforcement Act of 1984 and, in 1992, the Federal Anti-Car Theft Act. Included in the latter was a requirement that the U.S. Department of Justice assess the effectiveness of the parts marking by 1997, and, if parts marking was found to inhibit chop-shop operations and deter motor vehicle theft, extend parts marking to all remaining vehicle lines by December 1997. In response to this mandate, the National Institute of Justice commissioned a study to determine whether antitheft labels have substantially reduced automobile thefts. One part of the evaluation examined the National Highway Traffic Safety Administration data on automobile theft rates based on information from the FBI's National Crime Information Center and the U.S. Department of Transportation's insurer database. Another part of the evaluation examined the experiences and opinions of automobile theft investigators regarding the effectiveness of automobile parts antitheft labels. This article reviews and comments on the study results. KW - Automobiles KW - Federal Anti-Car Theft Act of 1992 KW - Labeling KW - Motor Vehicle Theft Law Enforcement Act of 1984 KW - Parts KW - Theft UR - https://trid.trb.org/view/658529 ER - TY - JOUR AN - 00797029 JO - Ward's Auto World PB - Ward's Communications AU - WINTER, D AU - Ward's Communications TI - GAS GUZZLERS STILL SELLING PY - 2000/04 VL - 36 IS - 4 SP - p. 42 AB - Gasoline prices soared 32% in 1999 and another 10% during the first two months of 2000. In California, regular unleaded climbed to more than $2 per gallon. In spite of this, sport utility vehicles (SUVs) and other light trucks continue to be as popular with consumers as they were when gasoline was $1 per gallon. The reasons are manifold, but most analysts agree that a booming economy, high consumer confidence and the relative affluence of today's SUV buyers have made fuel economy a low priority on their shopping lists. Furthermore, even though consumers complain bitterly about rising fuel prices, most aren't suffering much of a financial hardship and would save little if they jumped from an SUV to a less-thirsty sedan. To keep sales up, automakers will be pricing SUVs very attractively. KW - Automobile industry KW - Behavior KW - Consumers KW - Fuel consumption KW - Gasoline KW - Marketing KW - Prices KW - Pricing KW - Sport utility vehicles UR - https://trid.trb.org/view/658531 ER - TY - JOUR AN - 00797028 JO - Ward's Auto World PB - Ward's Communications AU - Deep, S AU - Ward's Communications TI - SLUGGING IT OUT OVER SAFETY PY - 2000/04 VL - 36 IS - 4 SP - p. 30-33 AB - This article discusses consumer interest in vehicle safety and how the automakers are using crashworthiness as a competitive advantage. To get a vehicle certified for production, all automakers have to meet the government's minimum safety standard for front and side crashes. A second National Highway Traffic Safety Administration (NHTSA) test, called the New Car Assessment Program (NCAP), is similar to the federal compliance standard but is conducted at higher speeds. These tests are purely for consumer information, helping buyers differentiate the safety stalwarts from the slackers with a series of star ratings that range from one to five. Whatever shortcomings the tests may have, there's no doubt the star rating will be populating more ads from automakers notching top scores. NHTSA has no objections to automakers using the test results as a selling point because it raises consumer safety awareness. Criticism of the tests is refuted by NHTSA's Mr. Willke who states, "It is not a direct measure of a vehicle, but it is one indication. I think they (star ratings) are good general indicators of vehicles. The difference between a four and a five, I don't know, but between a one and a five, that is a big difference. I would be much more comfortable getting the higher-scoring car." KW - Automobile industry KW - Competition KW - Consumer preferences KW - Crashworthiness KW - Impact tests KW - Marketing KW - New Car Assessment Program KW - Star ratings KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - https://trid.trb.org/view/658530 ER - TY - JOUR AN - 00797030 JO - Ward's Auto World PB - Ward's Communications AU - Visnic, B AU - Ward's Communications TI - A RETURN TO PARKING LOT NORMALCY PY - 2000/04 VL - 36 IS - 4 SP - p. 63 AB - The official introduction of the production-ready Quadrasteer system was a highlight of Delphi Automotive Systems' display at last month's Society of Automotive Engineers Congress and Exposition in Detroit. Four-wheel steering for large vehicles offers tremendous maneuverability advantages, so the company believes Quadrasteer has enormous implication for the U.S., given the current predilection for long-wheelbase pickups and sport utility vehicles. Delphi engineers say the Quadrasteer system can drastically cut the turning circle of a typical full-size pickup or SUV by an average of 19%, from a typical turning circle of about 45 ft (14 m) to one of 34 ft (11.3 m). The system is earmarked for 2003 introduction on General Motors Corporation pickups. Its cost will be between $2,000 and $3,000 to the customer. KW - Automobile industry KW - Four wheel drive KW - Pickup trucks KW - Sport utility vehicles KW - Steering systems KW - Technological innovations KW - Turning radius UR - https://trid.trb.org/view/658532 ER - TY - RPRT AN - 00795413 AU - Moskowitz, H AU - Fiorentino, D AU - Herbert Moskowitz, Ph.D., Incorporated AU - National Highway Traffic Safety Administration TI - A REVIEW OF THE LITERATURE ON THE EFFECTS OF LOW DOSES OF ALCOHOL ON DRIVING-RELATED SKILLS PY - 2000/04 SP - 60 p. AB - A review of the scientific literature regarding the effects of alcohol on driving-related skills was conducted. The review covered 112 articles dated from 1981 to 1997. Results were indexed by blood alcohol concentration (BAC) and behavioral area and entered into a database. Two separate analyses were conducted. The first analysis determined the lowest BAC at which impairment is reliably present in driving-related skills. The second analysis determined the thresholds of impairment for each of 12 separate behavioral areas. It was concluded that: (A) Alcohol impairs some driving skills beginning with any significant departure from zero BAC. By BACs of 0.05 g/dl, the majority of the experimental studies examined reported significant impairment. By 0.08 g/dl, more than 94% of the reviewed studies showed impairment in the skills they measured. (B) Specific performance skills are differentially affected by alcohol. Some skills are significantly impaired by BACs of 0.01 g/dl, while others do not show impairment until BACs of 0.06 g/dl. (C) Discrepancies among the reported BAC thresholds of impairment within a behavioral area reflected a lack of standardization of testing methods, instruments, and measures in the studies reviewed. (D) All drivers can be expected to experience impairment in some driving-related skills by 0.08 g/dl or less. KW - Alcohol effects KW - Blood alcohol levels KW - Driving KW - Impaired drivers KW - Literature reviews KW - Motor skills UR - http://www.nhtsa.dot.gov/people/injury/research/pub/Hs809028/Title.htm UR - http://ntl.bts.gov/lib/16000/16400/16423/PB2000103869.pdf UR - http://ntl.bts.gov/lib/16000/16800/16867/PB2000105778.pdf UR - https://trid.trb.org/view/654172 ER - TY - RPRT AN - 00795415 AU - ZADOR, P L AU - Krawchuk, S A AU - Voas, R B AU - Westat, Incorporated AU - National Highway Traffic Safety Administration TI - RELATIVE RISK OF FATAL CRASH INVOLVEMENT BY BAC, AGE, AND GENDER PY - 2000/04 SP - 32 p. AB - The objective of this study was to re-examine and refine estimates for alcohol-related relative risk of driver involvement in fatal crashes by age and gender as a function of blood alcohol concentration (BAC) using recent data. The method of study was logistic regression, which was used to estimate age/sex specific relative risk of fatal crash involvement as a function of the BAC of fatally injured and surviving drivers by combining crash data from the Fatality Analysis Reporting System with exposure data from the 1996 National Roadside Survey of Drivers. In general, the relative risk of involvement in a fatal passenger vehicle crash increased steadily with increasing driver BAC in every age/sex group among both fatally injured and surviving drivers. A .02 percentage point BAC increase among 16-20 year old male drivers was estimated to more than double the relative risk of fatal single vehicle crash injury. At the midpoint of the .08-.10 BAC range, the relative risk of a fatal single-vehicle crash injury varied between 11.4 (drivers 30 and older) and 51.9 (male drivers, 16-20). With few exceptions, older drivers had lower risk of being fatally injured in a single vehicle crash than younger drivers, and females were at lower risk than comparable males. This is the first study that systematically estimated relative risk for drinking drivers with BACs between .08% and .10% (these relative risk estimates apply to BAC range mid-points at .09%). The results clearly show that drivers at non-zero BACs somewhat below .10% pose substantially elevated risk both to themselves and to other road users. KW - Age KW - Blood alcohol levels KW - Drunk drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Gender KW - National Roadside Survey of Drivers (1996) KW - Regression analysis KW - Risk analysis KW - Single vehicle crashes UR - http://www.nhtsa.dot.gov/people/injury/alcohol/809-050pdf.pdf UR - https://trid.trb.org/view/654174 ER - TY - RPRT AN - 00795409 AU - Lacey, J H AU - Jones, R K AU - Wiliszowski, C H AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - ZERO TOLERANCE LAWS FOR YOUTH: FOUR STATES' EXPERIENCE PY - 2000/04 SP - 82 p. AB - This report summarizes a study of zero tolerance drinking driving laws for youth in four states. These laws prohibit driving by persons under 21 at a Blood Alcohol Concentration (BAC) over .00, .01 or .02 (depending on the state) in contrast to the levels set for adults at .08 or .10. The states studied were Florida, Maine, Texas and Oregon. Two of the states, Maine and Oregon, adopted such laws in the early 1980s and modified them in the mid-1990s to make them more stringent. Texas and Florida adopted their zero tolerance laws in the late 1990s. A review of the process of implementing the laws indicates that administrative license suspension for zero tolerance violations can be handled fairly expeditiously through the mechanisms set up for administrative suspensions for adults. Barriers to aggressive enforcement of the law tend to be associated with lack of familiarity with the law which can be overcome through training and word of mouth among law enforcement officers. The laws seem to be most effective in the states which have had such laws for the longer periods of time. Nighttime single vehicle injury crashes were reduced by as much as 40% and 36% in Oregon and Maine about the time the laws were made more stringent to as little as 5% in Florida and not at all in Texas where the laws were more recently adopted and enforcement levels are still on the rise. KW - Blood alcohol levels KW - Driver licenses KW - Drunk driving KW - Florida KW - Maine KW - Oregon KW - Single vehicle crashes KW - State laws KW - Suspensions KW - Teenage drivers KW - Texas KW - Traffic law enforcement KW - Zero tolerance UR - https://trid.trb.org/view/654168 ER - TY - RPRT AN - 00794719 AU - De Young, D J AU - California Department of Motor Vehicles AU - National Highway Traffic Safety Administration TI - AN EVALUATION OF THE GENERAL DETERRENT EFFECT OF VEHICLE IMPOUNDMENT ON SUSPENDED AND REVOKED DRIVERS IN CALIFORNIA PY - 2000/04 SP - 56 p. AB - While license suspension/revocation have been shown to be effective, it is also known that most suspended/revoked (S/R) drivers violate their S/R order and continue to drive, accruing traffic convictions and becoming involved in crashes. In an attempt to strengthen license actions and to better control S/R and unlicensed drivers, California enacted two laws effective January 1995 which provide for the impoundment/forfeiture of vehicles driven by S/R and unlicensed drivers. The current study evaluates the general deterrent impact of vehicle impoundment on the crash rates for the general population of S/R drivers in California, regardless of whether they have been apprehended and punished for driving-while-suspended. Crash rates for S/R drivers, as well as a control group of non-S/R drivers, were examined over a 5-year period consisting of 3 years prior to the implementation of vehicle impoundment/forfeiture and 2 years subsequent. Interrupted time series statistical models used to analyze the data showed that while there was a statistically significant drop in crashes for S/R drivers at the point at which the laws became effective, there was also a significant drop for control drivers, who shouldn't be affected by the laws since they are not S/R. Additional analyses which jointly estimated crashes for both S/R and control groups revealed that the drop in crashes for S/R drivers was no longer statistically significant once the crash rate for control drivers was statistically accounted for. Thus, this study failed to find compelling evidence of a general deterrent impact of vehicle impoundment/forfeiture in California. KW - California KW - Crash rates KW - Driver licenses KW - Driving without a license KW - General deterrence KW - Revocation KW - State laws KW - Suspensions KW - Time series analysis KW - Vehicle impoundment/forfeiture UR - http://ntl.bts.gov/lib/21000/21600/21625/PB99129165.pdf UR - http://ntl.bts.gov/lib/25000/25900/25967/DOT-HS-809-036.pdf UR - https://trid.trb.org/view/653899 ER - TY - RPRT AN - 00928011 AU - National Highway Traffic Safety Administration TI - 1998 YOUTH FATAL CRASH AND ALCOHOL FACTS PY - 2000/03 SP - v.p. AB - This publication contains a 13-page report plus a set of looseleaf pages containing charts, graphs, tables, a map, and photographs describing the fatality trends for youths involved in motor vehicle accidents. The figures and data contained in the report focus on impaired driving fatal crashes by young people, ages 15 through 20, from 1982 to 1998. The data selected to illustrate this problem primarily fall into four categories: Youth Fatalities; Young Drivers Involved in Fatal Crashes; Young Drivers Killed; and Youth Fatalities by Alcohol-Involvement of Young Drivers. KW - Adolescents KW - Crash data KW - Drunk driving KW - Fatalities KW - Statistics KW - Teenage drivers KW - Traffic crashes KW - Trend (Statistics) UR - https://trid.trb.org/view/719821 ER - TY - RPRT AN - 00819644 AU - EPPINGER, R AU - SUN, E AU - KUPPA, S AU - SAUL, R AU - National Highway Traffic Safety Administration TI - SUPPLEMENT: DEVELOPMENT OF IMPROVED INJURY CRITERIA FOR THE ASSESSMENT OF ADVANCED AUTOMOTIVE RESTRAINT SYSTEMS - II PY - 2000/03 SP - 40 p. AB - In the SNPRM on advanced air bags, the National Highway Traffic Safety Administration (NHTSA) proposed a comprehensive set of injury criteria for evaluating the potential for injury to the head, neck, chest and lower extremities for the various dummy sizes, ranging from the 1-year-old child to the 50th percentile male. The comments received and the agency's responses are summarized in this paper and the various performance limits implemented in the final rule are shown in Table SES-1.In the SNPRM on advanced air bags, the National Highway Traffic Safety Administration (NHTSA) proposed a comprehensive set of injury criteria for evaluating the potential for injury to the head, neck, chest and lower extremities for the various dummy sizes, ranging from the 1-year-old child to the 50th percentile male. The comments received and the agency's responses are summarized in this paper and the various performance limits implemented in the final rule are shown in Table SES-1. KW - Air bags KW - Crash injuries KW - Dummies KW - Head KW - Injury criteria KW - Lower extremities KW - Neck KW - Performance KW - Performance limits (Air bags) KW - Size KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-11/airbags/finalrule_all.pdf UR - http://ntl.bts.gov/lib/11000/11600/11670/finalrule_all.pdf UR - http://ntl.bts.gov/lib/17000/17700/17721/PB2001103435.pdf UR - https://trid.trb.org/view/691729 ER - TY - RPRT AN - 00797046 AU - Streff, F AU - Spradlin, H AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - DRIVER DISTRACTION, AGGRESSION, AND FATIGUE: A SYNTHESIS OF THE LITERATURE AND GUIDELINES FOR MICHIGAN PLANNING PY - 2000/03 SP - 40 p. AB - This report summarizes literature on the issues of distraction, attention, aggression and fatigue as they relate to driving behavior and traffic crashes. There are three sections to this report: Distraction and Attention; Aggression; and Fatigue. Information in each section is presented in the same basic format. First, the key term for each section is defined. Second, the research findings in the area and their implications for the Michigan Office of Highway Safety Planning program development are discussed. Finally, the report concludes with an annotated bibliography of relevant literature from each subject area. KW - Aggression KW - Attention KW - Behavior KW - Distraction KW - Drivers KW - Driving KW - Drowsiness KW - Fatigue (Physiological condition) KW - Guidelines KW - Literature reviews KW - Planning KW - Program management KW - Road rage KW - Traffic crashes UR - https://trid.trb.org/view/654801 ER - TY - RPRT AN - 00810984 AU - Mallis, M AU - Maislin, G AU - Konowal, N AU - Bryne, V AU - Bierman, D AU - Davis, R AU - Grace, R AU - Dinges, D AU - National Highway Traffic Safety Administration TI - BIOBEHAVIORAL RESPONSES TO DROWSY DRIVING ALARMS AND ALERTING STIMULI PY - 2000/03 SP - 128 p. AB - This final report examines the pattern of biobehavioral responses to drowsy driving alarms and alerting stimuli. Following a standard overnight express run, commercial heavy-vehicle drivers completed an additional 4 hour run in a heavy-vehicle driving simulator. Previous research had validated the percentage of eyelid closure over the pupil over time (PERCLOS) as a generally useful and reliable biobehavioral index of lapses in visual attention (NHTSA Final Report, DOT HS 808 762). Results of the present study showed that the drivers anticipated the onset of the audible drowsiness alarm, from moment to moment, and initiated normal self-alerting behavior until the visual drowsiness indicator decreased. Driver response profiles revealed a pattern of increased general activation of alerting behavior when alarms were anticipated, as opposed to a pattern of predictable unit decreases in alertness following each alarm or alerting stimuli. Lane-keeping performance also improved in the feedback conditions during the return leg of the simulated run. KW - Alarm systems KW - Alertness KW - Attention lapses KW - Automatic steering control KW - Biobehavioral responses KW - Driving simulators KW - Drowsiness KW - Truck drivers UR - https://trid.trb.org/view/679630 ER - TY - RPRT AN - 00810929 AU - Eby, D W AU - Molnar, L J AU - Shope, J T AU - University of Michigan Transportation Research Institute TI - DRIVING DECISIONS WORKBOOK PY - 2000/03 SP - 47 p. AB - This workbook is intended to help a driver learn about age-related changes in abilities and habits that could affect safe driving. The workbook contains five sections: On the Road; Seeing; Thinking; Getting Around; and Health. Each section should take 5-10 minutes to read and complete. For some answers, feedback is provided that gives information about various problems and suggestions on how to deal with those problems. KW - Ability tests KW - Age KW - Attention KW - Cognition KW - Driving KW - Health KW - Highway safety KW - Memory KW - Physical fitness KW - Stress (Psychology) KW - Vision UR - http://deepblue.lib.umich.edu/bitstream/handle/2027.42/1321/94135.0001.001.pdf?sequence=2&isAllowed=y UR - http://ntl.bts.gov/lib/17000/17500/17549/PB2001102214.pdf UR - https://trid.trb.org/view/679533 ER - TY - RPRT AN - 00810930 AU - Eby, D W AU - Shope, J T AU - Molnar, L J AU - Vivoda, J M AU - Fordyce, T A AU - University of Michigan Transportation Research Institute TI - IMPROVEMENT OF OLDER DRIVER SAFETY THROUGH SELF EVALUATION: THE DEVELOPMENT OF A SELF-EVALUATION INSTRUMENT PY - 2000/03 SP - 82 p. AB - This research project was designed to increase safety in the older driver population by developing and testing a self-evaluation instrument. The instrument is intended for drivers who may be starting to experience declines in driving abilities or loss of confidence in certain driving situations. The instrument is designed to give people a source of information about themselves in addition to all of the other cues they are receiving about their current or future driving. The purpose of the instrument is twofold: 1) For those drivers willing and able to assess their own driving abilities, the instrument can give feedback for making good driving decisions by increasing self-awareness and general knowledge (of their driving abilities, medication use, and health status), and by suggesting appropriate driving restrictions and clinical evaluations; and 2) The instrument can increase general awareness of age-related declines in driving abilities for generating discussion with peers and within families. This report documents the development and testing of the self-evaluation instrument. Instrument development proceeded in three phases. The first phase involved the development of a framework for the instrument. The second phase involved the selection and development of questions to be asked and feedback to be offered. The last phase involved an evaluation/validation study of the instrument to determine whether or not certain parts of the instrument measured what they were supposed to measure, and to determine, by self-report, whether or not self-awareness was increased. While analysis of the evaluation/validation study data is still underway, preliminary evidence shows that the workbook increased general knowledge and self-awareness and was perceived as a useful tool for generating discussions within the families of older drivers. KW - Ability tests KW - Aged drivers KW - Awareness KW - Cognition KW - Decision making KW - Driving KW - Health KW - Highway safety KW - Physical fitness KW - Self evaluation KW - Vision UR - http://deepblue.lib.umich.edu/bitstream/2027.42/1314/2/94134.0001.001.pdf UR - http://ntl.bts.gov/lib/17000/17500/17547/PB2001102211.pdf UR - https://trid.trb.org/view/679535 ER - TY - RPRT AN - 00798847 AU - National Highway Traffic Safety Administration TI - BLACKS AGAINST DRUNK DRIVING: A CULTURE-BASED HANDBOOK TO PROMOTE TRAFFIC SAFETY AWARENESS AND ACTION PY - 2000/03 SP - 39 p. AB - This handbook provides materials to help individuals, schools, churches and organizations develop community-based impaired-driving prevention programs for African Americans. The information is based on a culturally appropriate model that includes spiritual and cultural perspectives proven to work best when working with African Americans. It was developed from the findings of focus group studies conducted by the National Black Alcoholism and Addictions Council (NBAC). NBAC recognizes driving while impaired to be a serious problem for all citizens and, in 1983, established the BADD (Blacks Against Drunk Driving) project. The purpose of BADD is to educate African Americans and the general public about the consequences of drinking and using other drugs while driving. It promotes active participation of various segments of the population in prevention activities to help reduce the number of people who are killed and injured each year due to alcohol and other drug related motor vehicle crashes. KW - African Americans KW - Blacks Against Drunk Driving KW - Community action programs KW - Drugged drivers KW - Drunk driving KW - Focus groups KW - Handbooks UR - https://trid.trb.org/view/665872 ER - TY - RPRT AN - 00798853 AU - National Highway Traffic Safety Administration TI - STATE IMPLEMENTATION GUIDE: REVISED EMT-INTERMEDIATE AND EMT-PARAMEDIC NATIONAL STANDARD CURRICULA PY - 2000/03 SP - 41 p. AB - This implementation guide will provide state level personnel who are charged with the regulatory oversight of emergency medical services (EMS) programs with a framework for implementation of the revised EMT-I and EMT-P National Standard Curricula. It is further anticipated that the judicious use of this document in conjunction with the curricular materials in general, and the course guide specifically, will result in greater national standardization of training for EMT-Intermediate and EMT-Paramedic personnel. This implementation guide describes general issues that will face each regulatory body as it implements the revised curricula. In addition to identifying those general issues, specific strategies, considerations and, in some cases, recommendations are offered. The information provided in this document serves only as a guideline. Due to the wide variation in administrative structures across the nation, the information is representative, rather than exhaustive. It is hoped that each state will address its unique issues in a manner that is consistent with the general philosophy of thoughtful planning and will move toward national standardization which is the spirit of this document. KW - Curricula KW - Education and training KW - Emergency medical technicians KW - Guidelines KW - Implementation KW - Recommendations KW - Standardization KW - Strategic planning UR - https://trid.trb.org/view/665876 ER - TY - RPRT AN - 00798849 AU - National Highway Traffic Safety Administration TI - ZERO TOLERANCE MEANS ZERO CHANCES PY - 2000/03 SP - v.p. AB - To help communities put an end to underage drinking and impaired driving among people under 21, the National Highway Traffic Safety Administration created "Zero Tolerance Means Zero Chances." This campaign reaches out to youth peer leaders and their adult advisors, offering tools and resources to expand, or enhance, current Zero Tolerance awareness activities and events. This Peer Action Kit is designed to provide groups conducting Zero Tolerance activities with the resources they need to effectively plan and promote their events. The Kit includes the following: "Zero Tolerance Means Zero Chances" program brochure; Resource guide; Media guide complete with sample media materials for Spring Break, Prom and Graduation; Fact sheets; Talking points; Logo sheets; and Camera-ready artwork for hand-out fliers and print public service announcements for a school paper or club newsletter. KW - Awareness KW - Brochures KW - Drunk driving KW - Guides to information KW - Peer groups KW - Publicity KW - Safety campaigns KW - Teenage drivers KW - Zero tolerance UR - https://trid.trb.org/view/667587 ER - TY - RPRT AN - 00798846 AU - National Highway Traffic Safety Administration TI - AGGRESSIVE DRIVING ENFORCEMENT: STRATEGIES FOR IMPLEMENTING BEST PRACTICES PY - 2000/03 SP - 36 p. AB - The purpose of this guide is to provide step-by-step assistance to law enforcement personnel to develop an aggressive driving enforcement program. A number of suggestions are provided that will help law enforcement agencies design and implement an effective aggressive driving program. In addition, the guide looks at a number of agencies that are conducting successful aggressive driving enforcement programs. These programs have changed behaviors and attitudes and have achieved results. Included are descriptions of what these agencies have learned, their different approaches and what technology they used. KW - Aggression KW - Best practices KW - Case studies KW - Guidelines KW - Road rage KW - Strategic planning KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/people/injury/enforce/aggressdrivers/aggenforce/toc.html UR - https://trid.trb.org/view/665871 ER - TY - RPRT AN - 00797064 AU - Kostyniuk, L P AU - Shope, J T AU - Molnar, L J AU - University of Michigan Transportation Research Institute TI - REDUCTION AND CESSATION OF DRIVING AMONG OLDER DRIVERS IN MICHIGAN: FINAL REPORT PY - 2000/03 SP - 136 p. AB - This research explored older drivers' characteristics and behaviors associated with the driving reduction/cessation process, with the intent of identifying transitions in the process that could be used as intervention opportunities for helping older drivers make informed decisions about driving. A telephone survey of people over age 65 with current and recently expired Michigan drivers' licenses was conducted with questions on demographics, health, functional status, activities outside the home, driving levels and comfort, perceptions of risk, plans for stopping driving, and behaviors and emotions related to stopping driving. There were 1,053 respondents with an average age of 74.2 (s.d.=5.9) years and an age range of 65 to 96 years. Because facing driving cessation is difficult, unpleasant, and for some people, impossible, a gently worded question about the drivers' anticipation of problems with driving ability in the next five years was tested as a concept by which to categorize drivers who might be in the reduction/cessation process. Behaviors associated with driving reduction, such as amount of and decreases in driving, and avoidance of and discomfort of driving under adverse conditions, were observed to be related to the answers to this question, as were other factors such as self-reported overall health, vision, and functional status. The findings should be useful to those interested in assisting older drivers in adjusting to their changing abilities and in making plans for sustaining their mobility to meet their transportation and other needs that enhance the quality of life. KW - Aged drivers KW - Decision making KW - Demographics KW - Driving KW - Health KW - Michigan KW - Mobility KW - Quality of life KW - Risk perception KW - Surveys KW - Transportation planning UR - http://ntl.bts.gov/lib/16000/16900/16994/PB2000106704.pdf UR - https://trid.trb.org/view/654824 ER - TY - RPRT AN - 00797023 AU - Sullivan, J M AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - EFFECTS OF THE SPECTRA OF INNOVATIVE SOURCES IN SIGNAL LAMPS PY - 2000/03 SP - 45 p. AB - Various new light sources, such as light emitting diodes (LEDs) and neon, have recently been adopted for signal lamps, or are being considered for such use. These sources expand the range of spectral power distributions (SPDs) that are of concern for automotive applications. This report reviews the interactions of such SPDs with visual conditions that are of special importance in driving and that might have spectrally selective effects. Such conditions include spectrally selective windshields, weather conditions (fog and rain), and certain visual conditions of drivers (color blindness, yellowing of the lens of the eye with aging, and wearing of sunglasses). Most of the effects of SPD can be expected to be minor. Generally speaking, even though the chromaticity constraints that are applied to signal lamps allow a range of SPDs, the chromaticity constraints are sufficient to ensure that visual performance will be predictable. A few exceptions are noted. KW - Aged KW - Color blindness KW - Color vision KW - Drivers KW - Light emitting diodes KW - Neon KW - Signal lights KW - Spectral power distribution KW - Sunglasses KW - Visual perception KW - Weather conditions KW - Windshields UR - https://trid.trb.org/view/654770 ER - TY - SER AN - 00797020 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - LITERATURE REVIEWED ON VEHICLE TRAVEL SPEEDS AND PEDESTRIAN INJURIES PY - 2000/03 IS - 215 SP - 2 p. AB - This Traffic Tech summarizes the results from the report, "Literature Review on Vehicle Travel Speeds and Pedestrian Injuries" (see TRIS 00791596 for an abstract). There were about 84,000 pedestrian injuries and 5,585 pedestrian fatalities in the United States in 1995, for a ratio of 15 injured pedestrians for every pedestrian killed. This ratio varied substantially as a function of posted speed limits, from 57.1 on roadways with posted limits of 25 mph or less to just 0.3 injuries per fatality for posted speed limits of 60 mph or higher. The literature review and data analysis reaffirms and quantifies the relationship between vehicle speeds and pedestrian crash severities. Also reviewed in the report are techniques that have been used to reduce vehicle speeds and their effectiveness. KW - Fatalities KW - Injuries KW - Injury severity KW - Literature reviews KW - Pedestrian-vehicle crashes KW - Speed control KW - Speed limits KW - Traffic calming KW - Traffic speed UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=c3df0ebf1fcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658526 ER - TY - SER AN - 00797021 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - LEGISLATION AND ENFORCEMENT ASSOCIATED WITH A 19 PERCENT REDUCTION IN ALCOHOL-RELATED FATAL CRASHES IN NEW MEXICO PY - 2000/03 IS - 216 SP - 1 p. AB - This Traffic Tech summarizes results presented in the report, "Evaluation of Changes in New Mexico's Anti-DWI Efforts" (see TRIS 00792156 for an abstract). In 1993, New Mexico passed omnibus legislation to strengthen their Driving While Intoxicated (DWI) laws and create a stronger anti-DWI environment. New Mexico also implemented a long series of bimonthly DWI checkpoint blitzes accompanied by widespread publicity. An interrupted time series approach was used in analyzing the impact of the overall program. The data analysis showed a reduction in drunk driving fatal crashes of 19.25%. Although this reduction was dramatic, it was not statistically significant, most likely because New Mexico's population is relatively small and the modest sample size requires large absolute reductions in fatal crashes to achieve statistical significance. KW - Drunk driving KW - Fatalities KW - Impact studies KW - New Mexico KW - Publicity KW - Sobriety checkpoints KW - State laws KW - Time series analysis KW - Traffic crashes KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=afdd0ebf1fcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658527 ER - TY - SER AN - 00797022 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - REPEAT DWI OFFENDERS ARE AN ELUSIVE TARGET PY - 2000/03 IS - 217 SP - 2 p. AB - This Traffic Tech summarizes results from the report, "State of Knowledge of Alcohol-Impaired Driving Research on Repeat DWI Offenders" (see TRIS 00792157 for an abstract). The report summarizes a review of the scientific literature since 1990 addressing drivers who have been convicted more than once of a Driving While Impaired (DWI) offense. The main focus of the review was on the role that this category of drivers plays in crashes, their characteristics, and the nature and effectiveness of countermeasures intended to reduce their alcohol-crash involvement. Data from the Fatality Analysis Reporting System (FARS) suggest that 2-3% of those in all fatal crashes in America were repeat offenders. Data from the State of California suggest that the percentage of repeat offenders in fatal "alcohol-related" crashes could be more in the 8% range. KW - California KW - Drunk drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Repeat offenders KW - Traffic crashes UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=239c0ebf1fcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658528 ER - TY - JOUR AN - 00797016 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Guarna, J AU - Rosenberg, H AU - Alcohol Research Documentation, Incorporated TI - INFLUENCE OF DOSE AND BEVERAGE TYPE INSTRUCTIONS ON ALCOHOL OUTCOME EXPECTANCIES OF DUI OFFENDERS PY - 2000/03 VL - 61 IS - 2 SP - p. 341-344 AB - The objective was to test the hypothesis that self-reported alcohol outcome expectancies are situationally specific beliefs that vary depending on contextual variables, such as the quantity and type of beverage one is instructed to imagine consuming. One hundred thirty driving under the influence (DUI) offenders attending a 72-hour weekend program were randomly assigned to either a "small dose" or "large dose" instruction condition and then completed five versions of the Comprehensive Effects of Alcohol scale, a separate version for each of five beverage types ("alcohol, "beer," "wine," "mixed drinks" and "straight liquor"). Two separate 2 (dose) x 5 (beverage type) ANOVAs revealed that positive and negative expectancies varied significantly as a function of both dose and beverage type. Specifically, participants endorsed more positive outcomes and more negative outcomes when they imagined drinking a large amount versus a small amount. In addition, participants endorsed significantly more positive expectancies for beer and mixed drinks than for wine. They endorsed the largest number of negative expectancies for straight liquor and the fewest for wine. The conclusion was that expectancies are to some degree context-bound and researchers and clinicians should consider providing explicit dose and beverage type instructions to research participants and clients when they use self-report questionnaires to assess alcohol outcome expectancies. KW - Alcohol effects KW - Alcoholic beverages KW - Dosage KW - Drunk drivers KW - Expected value KW - Questionnaires KW - Self evaluation UR - https://trid.trb.org/view/658524 ER - TY - JOUR AN - 00797001 JO - AAA World PB - AAA Potomac AU - AAA Potomac TI - CONGRESS AND AAA ADDRESS TRUCK SAFETY PY - 2000/03 VL - 2 IS - 2 SP - p. 29A AB - Leading the effort to fund a truck-crash-causation study, AAA has convinced Congress that with more and more vehicles on our nation's roadways, we can no longer afford to "shoot in the dark" when aiming to prevent truck crashes. AAA representatives testified at several hearings and offered recommendations for improving safety on our nation's highways. Congress passed the Motor Carrier Safety Improvement Act, which President Clinton signed into law in 1999. With $3 million in funding, the federal government will study the causes of these crashes. The Act also created the new Motor Carrier Safety Administration which will concentrate on improving safety in the trucking and busing industries. In addition, funding for state roadside inspection programs will be increased, and requirements for securing a commercial driver's license will be more stringent. KW - Commercial drivers KW - Crash causes KW - Driver licensing KW - Federal aid KW - Highway safety KW - Inspection stations KW - Motor Carrier Safety Improvement Act of 1999 KW - Research KW - Roadside KW - Truck crashes KW - U.S. Federal Motor Carrier Safety Administration UR - https://trid.trb.org/view/658519 ER - TY - JOUR AN - 00797003 JO - AAA World PB - AAA Potomac AU - AAA Potomac TI - THE GLARING CHALLENGES OF DRIVING AT NIGHT PY - 2000/03 VL - 2 IS - 2 SP - p. 41A AB - This article discusses three factors that affect night vision: driver's ability to see under low-light conditions, driver's ability to see against glare, and time necessary to recover from glare. It then offers several techniques and tips to improve a driver's ability to see and drive at night. KW - Driving KW - Glare KW - Highway safety KW - Night KW - Night vision UR - https://trid.trb.org/view/658521 ER - TY - JOUR AN - 00797002 JO - AAA World PB - AAA Potomac AU - AAA Potomac TI - PEDAL POWER: SAFETY TIPS FOR ALL AGES PY - 2000/03 VL - 2 IS - 2 SP - p. 30A-31A AB - According to the National Highway Traffic Safety Administration, 761 pedalcyclists--riders of bicycles, tricycles and other pedal-powered vehicles--were killed and an additional 53,000 were injured in traffic crashes in 1998. The average age of pedalcyclists killed in traffic crashes was 32.1 years, while the average age of those injured was 23.3 years. The age group of children ages 5 to 14 accounts for approximately 30% of all the pedalcyclists killed in 1998 and more than 44% of all bicycle-related injuries. Because of the many hazards inherent in sharing the road with motor vehicles, bicyclists need to establish a serious attitude toward riding their bikes. This article offers several safety tips concerning bicycle helmets, rules of the road, and adult supervision of children. KW - Age KW - Attitudes KW - Bicycle crashes KW - Bicycle helmets KW - Children KW - Cyclists KW - Fatalities KW - Injuries KW - Laws KW - Supervision KW - Traffic KW - Traffic safety UR - https://trid.trb.org/view/658520 ER - TY - RPRT AN - 00795412 AU - LAMERS, CTJ AU - Ramaekers, J G AU - Maastricht University AU - National Highway Traffic Safety Administration TI - VISUAL SEARCH AND URBAN CITY DRIVING UNDER THE INFLUENCE OF MARIJUANA AND ALCOHOL PY - 2000/03 SP - 60 p. AB - The purpose of this study was to empirically determine the separate and combined effects of delta-9-tetrahydrocannabinol (THC) and alcohol on visual search and actual city driving performance. On separate evenings, 16 subjects were given weight-calibrated doses of THC and alcohol, or placebos for one or both substances as follows: alcohol placebo + THC placebo; alcohol + THC placebo; THC 100 g/kg + alcohol placebo; THC 100 g/kg + alcohol. Alcohol doses administered were sufficient for achieving blood alcohol concentrations (BACs) of 0.05 g/dl. The City Driving Test commenced 15 min after smoking and lasted 45 min. The test was conducted over a fixed route within the city limits of Maastricht. An eye movement recording system was mounted on the subjects' head for providing relative frequency measures of appropriate visual search at intersections. General driving quality was rated by a licensed driving instructor. After placebo treatments, subject looked at side streets from the right in 84% of all cases. Visual search frequency of these subjects did not change when treated with alcohol or marijuana alone. However, when treated with the combination of alcohol and marijuana, the frequency of visual search dropped by 3%. Performance as rated on the Driving Proficiency Scale did not differ between treatments. It was concluded that the effects of low doses of THC (100 g/kg) and alcohol (BAC<0.05 g/dl) on visual search and general driving proficiency are minimal when taken alone, but potentially dangerous for traffic safety when taken in combination. KW - Alcoholic beverages KW - Blood alcohol levels KW - Driving KW - Drug effects KW - Eye movements KW - Field tests KW - Human subject testing KW - Maastricht (Netherlands) KW - Marijuana KW - Performance KW - Traffic safety KW - Urban areas KW - Visual search UR - https://trid.trb.org/view/654171 ER - TY - RPRT AN - 00795414 AU - Stewart, K AU - National Highway Traffic Safety Administration TI - ON DWI LAWS IN OTHER COUNTRIES PY - 2000/03 SP - 167 p. AB - Much of the progress that has been made in impaired driving in the last decade or more has been facilitated by lessons learned from other countries. It is therefore both timely and appropriate for the National Highway Traffic Safety Administration to sponsor a systematic effort to gather information about impaired driving laws from countries around the world. The primary purpose of this project was to provide comparisons with the United States, and therefore possible guidance in the development and implementation of impaired driving policies in this country. Information on Driving While Intoxicated (DWI) laws was collected from the following countries: members of the European Union, including Austria, Belgium, Denmark, Finland, France, Germany, Greece, Ireland, Italy, Luxembourg, The Netherlands, Portugal, Spain, Sweden, and the United Kingdom; Norway; Switzerland; Canada; Mexico; Australia; New Zealand; and Japan. The specific DWI laws included were the illegal blood alcohol content (BAC) levels for various classes of drivers, the minimum purchase age for alcohol, age of driving licensure, standard sanctions for first offenses and multiple offenses, the imposition of more severe sanctions for drivers with higher BACs, graduated licensing systems, and systems for the regranting of licenses. Additionally, social attitudes about drinking and driving were obtained, and the potential impact of international free trade agreements on laws and policies related to traffic safety was discussed. KW - Age KW - Attitudes KW - Australia KW - Austria KW - Belgium KW - Blood alcohol levels KW - Canada KW - Denmark KW - Driver license reinstatement KW - Driver licensing KW - Drunk driving KW - Finland KW - First offense KW - France KW - Free trade agreements KW - Germany KW - Graduated licensing KW - Greece KW - International trade KW - Ireland KW - Italy KW - Japan KW - Laws KW - Legal drinking age KW - Luxembourg KW - Mexico KW - Netherlands KW - New Zealand KW - Norway KW - Portugal KW - Repeat offenders KW - Sanctions KW - Spain KW - Sweden KW - Switzerland KW - Traffic safety KW - United Kingdom UR - http://www.nhtsa.dot.gov/people/injury/research/pub/DWIothercountries/dwiothercountries.html UR - http://ntl.bts.gov/lib/25000/25900/25956/DOT-HS-809-037.pdf UR - https://trid.trb.org/view/654173 ER - TY - RPRT AN - 00795410 AU - Boyle, J AU - Sharp, K AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 1998 MOTOR VEHICLE OCCUPANT SAFETY SURVEY, VOLUME ONE: METHODOLOGY REPORT PY - 2000/03 SP - 167 p. AB - This is the Methodology Report for the 1998 Motor Vehicle Occupant Safety Survey. The survey is conducted on a biennial basis (initiated in 1994), and is administered by telephone to a randomly selected national sample. Two questionnaires are used, each administered to approximately 4,000 respondents aged 16 and older. The survey collects information concerning attitudes, knowledge, and behavior in different occupant protection and highway safety areas. These include seat belts, child safety seats, air bags, (bicyclist and motorcyclist) helmet use, Emergency Medical Services, and crash injury experiences. The field period for the survey was from November 5, 1998 to January 12, 1999. This document describes the methodology used to conduct the survey. It also contains copies of both the English and Spanish language versions of the questionnaires. The National Highway Traffic Safety Administration will issue a series of reports during 1999 and 2000 summarizing results from the survey. KW - Air bags KW - Attitudes KW - Behavior KW - Child restraint systems KW - Data collection KW - Emergency medical services KW - Helmets KW - Injuries KW - Knowledge KW - Methodology KW - Occupant protection devices KW - Questionnaires KW - Seat belts KW - Surveys KW - Telephone UR - http://www.nhtsa.dot.gov/people/injury/airbags/Occupant_Safety/Title.htm UR - http://ntl.bts.gov/lib/16000/16400/16491/PB2000104075.pdf UR - http://ntl.bts.gov/lib/25000/25900/25958/DOT-HS-809-029.pdf UR - https://trid.trb.org/view/654169 ER - TY - RPRT AN - 00795411 AU - Block, A W AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 1998 MOTOR VEHICLE OCCUPANT SAFETY SURVEY, VOLUME TWO: SEAT BELT REPORT PY - 2000/03 SP - 229 p. AB - The 1998 Motor Vehicle Occupant Safety Survey was the third in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by the firm Schulman, Ronca & Bucuvalas, Inc., a national survey research organization. The survey used two questionnaires, each administered to a randomly selected national sample of about 4,000 persons age 16 and older. Interviewing began November 5, 1998 and ended January 12, 1999. This report presents the survey findings pertaining to seat belts. Detailed information on the survey methodology, as well as copies of the questionnaires, are contained in a separate NHTSA report ("1998 Motor Vehicle Occupant Safety Survey: Methodology Report"). More than three-quarters of drivers (79%) said they wore their seat belt "all the time" while driving, but 10% of these immediately said on a follow-up question that they did not use a seal belt while driving at least once in the past day or week. Adjusted measures of reported seat belt use based on these two questions closely matched observed seat belt use in a NHTSA national observation survey conducted about the same time. Reasons for non-use among part time users revolved around risk perception, while non-users cited discomfort or "other" considerations such as issues of personal freedom, concern about seat belts being dangerous, and the lack of an established habit. The vast majority of the public (86%) favored seat belt laws for front seat passengers, with 78% of these persons also supporting seat belt laws that applied to the back seat. Reported seat belt use was higher in standard (versus secondary) enforcement States, and higher for specific seating positions if persons believed that seating position was covered by the law. Blacks and Hispanics differed from whites and non-Hispanics both on questions regarding the perceived utility of seat belts, and their support for seat belt laws. KW - Data collection KW - Ethnic groups KW - Front seat occupants KW - Laws KW - Occupant protection devices KW - Questionnaires KW - Race KW - Rear seat occupants KW - Seat belts KW - Surveys KW - Telephone KW - Traffic law enforcement KW - Utilization UR - http://www.nhtsa.dot.gov/people/injury/research/SafetySurvey/index.html UR - http://ntl.bts.gov/lib/25000/25900/25966/DOT-HS-809-051.pdf UR - https://trid.trb.org/view/654170 ER - TY - RPRT AN - 00792157 AU - Jones, R K AU - Lacey, J H AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - STATE OF KNOWLEDGE OF ALCOHOL-IMPAIRED DRIVING: RESEARCH ON REPEAT DWI OFFENDERS PY - 2000/03 SP - 50 p. AB - This study reviews the scientific literature since 1990 relating to drivers who have been convicted more than once of driving while impaired by alcohol (DWI). It covers the role of such drivers in alcohol-related crashes, their characteristics, and the nature and effectiveness of countermeasures designed to reduce their alcohol-crash involvement. The review was performed as part of a larger review of the state of knowledge of alcohol-impaired driving at the millennium. KW - Alcohol use KW - Countermeasures KW - Drunk drivers KW - Drunk driving KW - Impaired drivers KW - Recidivists KW - Research KW - Reviews KW - Safety programs KW - Traffic crashes UR - http://www.nhtsa.dot.gov/people/injury/research/pub/dwioffend.pdf UR - http://ntl.bts.gov/lib/16000/16800/16838/PB2000105378.pdf UR - http://ntl.bts.gov/lib/7000/7900/7901/dwioffend.pdf UR - https://trid.trb.org/view/648746 ER - TY - RPRT AN - 01138220 AU - National Highway Traffic Safety Administration TI - Crashworthiness Data System: 2000 Coding and Editing Manual. National Automotive Sampling System PY - 2000/02 SP - 942p AB - The NASS CDS data sets for calendar year 2000 document 4,307 crashes (with 2,321 of them involving two vehicles), 7,579 vehicles, and 9,840 occupants suffering 27,726 injuries. KW - Coding systems KW - Crash injuries KW - Crashworthiness KW - Data collection KW - Highway safety KW - Sampling KW - Statistical analysis KW - Traffic crashes UR - http://www.carsandracingstuff.com/library/n/nasscrashworthinessdatasystemcodingandeditingmanual2000.pdf UR - https://trid.trb.org/view/898284 ER - TY - RPRT AN - 01105126 AU - Lacey, John H AU - Jones, Ralph K AU - Mid-America Research Institute, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of Changes in New Mexico's Anti-DWI Efforts PY - 2000/02//Final Report SP - 22p AB - This study is an assessment of the effects of the introduction of omnibus anti-DWI legislation in New Mexico. Several changes to New Mexico's DWI laws were introduced in the later half of 1993 and the beginning of 1994. New Mexico further initiated an extensive statewide DWI checkpoint initiative in December 1993. Though the specific effect of each individual component on alcohol-related crashes could not be discerned because of multiple, simultaneous interventions, time series analyses indicated an overall reduction on the order of 19% in drunk driving fatal crashes (a crash where one of the involved drivers had a BAC of .10 or more) when the period December 1993 through 1995 is compared with January 1988 through November 1993. Crash trends in five neighboring states were examined as a comparison and no such reduction was observed. KW - Blood alcohol levels KW - Countermeasures KW - Drunk drivers KW - Evaluation KW - Fatalities KW - Highway safety KW - Law enforcement KW - Legislation KW - New Mexico KW - Safety programs KW - Sobriety checkpoints KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) UR - http://ntl.bts.gov/lib/17000/17000/17050/PB2000107132.pdf UR - https://trid.trb.org/view/864790 ER - TY - SER AN - 00796996 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - YOUTH DUI AND OTHER ALCOHOL OFFENSES: A GUIDE FOR JUDGES AND PROSECUTORS PY - 2000/02 IS - 213 SP - 2 p. AB - This TRAFFIC TECH reviews a new publication entitled "Sentencing and Dispositions of Youth DUI and Other Alcohol Offenses: A Guide for Judges and Prosecutors (see also TRIS 00765919) An interdisciplinary expert panel of judges, prosecutors, researchers, alcohol and other drug abuse counselors, probation officers and law enforcement officers worked together to develop this guide. The Guide is intended to help judges and prosecutors better understand the total range of available options for action when dealing with juvenile and youth alcohol-related offenses. It shows the potential payoffs of working cooperatively with related administrative agencies, such as motor vehicle departments, and community organizations. It suggests that there is a role for judges and prosecutors outside the courtroom to prevent underage drinking and alcohol-related driving offenses from occurring in the first place. KW - Drunk driving KW - Guidelines KW - Judges KW - Legal action KW - Prosecution KW - Sanctions KW - Teenage drivers UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=802961b801dbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658517 ER - TY - RPRT AN - 00792156 AU - Lacey, J H AU - Jones, R K AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - EVALUATION OF A NEW MEXICO'S ANTI-DWI EFFORTS PY - 2000/02 SP - 21 p. AB - This study is an assessment of the effects of the introduction of omnibus anti-DWI (driving while intoxicated) legislation in New Mexico. Several changes to New Mexico's DWI laws were introduced in the later half of 1993 and the beginning of 1994. New Mexico further initiated an extensive statewide DWI checkpoint initiative in December 1993. Though the specific effect of each individual component on alcohol-related crashes could not be discerned because of multiple, simultaneous interventions, time series analyses indicated an overall reduction on the order of 19% in drunk driving fatal crashes (a crash where one of the involved drivers had a BAC of .10 or more) when the period December 1993 through 1995 is compared with January 1988 through November 1993. Crash trends in five neighboring states were examined as a comparison and no such reduction was observed. KW - Blood alcohol levels KW - Countermeasures KW - Drunk drivers KW - Drunk driving KW - Evaluation and assessment KW - Fatalities KW - Impaired drivers KW - Legislation KW - New Mexico KW - Safety programs KW - Sobriety checkpoints KW - Traffic crashes UR - http://www.nhtsa.dot.gov/people/injury/research/NewMexico_dwi/NewMexico_DWI.html UR - http://ntl.bts.gov/lib/16000/16200/16279/PB2000103327.pdf UR - http://ntl.bts.gov/lib/25000/25900/25957/DOT-HS-809-024.pdf UR - https://trid.trb.org/view/648745 ER - TY - RPRT AN - 00791465 AU - National Highway Traffic Safety Administration TI - A PRELIMINARY ASSESSMENT OF THE CRASH-REDUCING EFFECTIVENESS OF PASSENGER CAR DAYTIME RUNNING LAMPS (DRLS) PY - 2000/02 SP - 33 p. AB - The effectiveness of daytime running lamps (DRLs) for passenger cars are examined using three different crash types: two vehicle different direction fatal crashes, two vehicle non-fatal crashes, and single vehicle fatal pedestrian crashes. Two statistical techniques, the odds ratio and simple odds techniques, are used to analyze the data. An increase of 8% in daytime two vehicle opposite direction fatal crashes, for vehicles equipped with DRLs, is observed using the odds ratio technique. A decrease of 2% in daytime two vehicle opposite direction fatal crashes, for vehicles equipped with DRLs, is obtained using the simple odds technique. Neither result is statistically significant. Non-fatal two vehicle crashes from Florida, Maryland, Missouri, and Pennsylvania are also examined. Data from these states estimate that DRLs reduce non-fatal two vehicle crashes by 5 to 7% depending on the statistical technique used. The 7% reduction of daytime non-fatal two vehicle crashes using the simple odds technique is statistically significant at the p=0.05 level. DRLs reduce daytime fatal single vehicle pedestrian deaths by 28 to 29% depending on the statistical technique used. The reduction of 28% using the simple odds technique is statistically significant at the p=0.05 level. KW - Automobiles KW - Crash data KW - Daytime running lamps KW - Fatalities KW - Pedestrian-vehicle crashes KW - Statistical analysis KW - Traffic crashes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/Rpts/2000/DRL7_RPT.pdf UR - http://ntl.bts.gov/lib/16000/16900/16969/PB2000106455.pdf UR - https://trid.trb.org/view/648482 ER - TY - RPRT AN - 00798844 AU - National Highway Traffic Safety Administration TI - LOWER ANCHORS AND TETHERS FOR CHILDREN (LATCH) PY - 2000/02 SP - 2 p. AB - LATCH (Lower Anchors and Tethers for CHildren) is a new standardized child safety seat system that will simplify child safety seat installation and enhance child safety. This brochure describes the top tether anchor which is available in most passenger vehicles manufactured after September 1, 1999, and the lower child seat anchorage points between a vehicle's seat cushion and seat back that are currently in some new passenger vehicles. Together, the lower anchors and tethers provide a more secure, simpler installation. KW - Anchors (Structural connectors) KW - Brochures KW - Child restraint systems KW - Installation UR - https://trid.trb.org/view/665868 ER - TY - RPRT AN - 00797026 AU - Eby, D W AU - Vivoda, J M AU - Fordyce, T A AU - University of Michigan Transportation Research Institute TI - A STUDY OF MICHIGAN SAFETY BELT USE PRIOR TO IMPLEMENTATION OF STANDARD ENFORCEMENT PY - 2000/02 SP - 48 p. AB - Reported here are the results of a direct observation survey of safety belt use conducted in January 2000 to provide a baseline rate from which to measure safety belt use trends following the implementation of standard enforcement in Michigan. In this study, 8,943 occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks) were surveyed from January 13 to January 27, 2000. Belt use was estimated for all commercial/noncommercial vehicles types combined (the statewide safety belt use rate) and separately for each vehicle type. Within and across each vehicle type, belt use by age, sex, road type, day of week, time of day, and seating position were calculated. Statewide belt use was 64.7%. When compared with the safety belt use rate determined in September 1999, this survey's estimated use rate shows that safety belt use in Michigan has decreased over the past four months. Belt use was 68.7% for passenger cars, 65.9% for sport-utility vehicles, 69.2% for vans/minivans, and 49.8% for pickup trucks. For all vehicle types, belt use was higher for females than for males, and higher for drivers than for passengers. In general, belt use was higher during the morning and evening rush hours and while it was snowing. Belt use did not vary systematically by time of day or day of week. Implementation of standard enforcement of mandatory safety belt use combined with maintenance of effective public information and education programs and targeting programs at low use populations, could be effective in increasing safety belt use in Michigan and in helping Michigan reach the national and state belt use standards set for the year 2005. KW - Age KW - Automobiles KW - Days KW - Gender KW - Highway classification KW - Michigan KW - Periods of the day KW - Pickup trucks KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - Surveys KW - Traffic law enforcement KW - Traffic safety education KW - Utilization KW - Vans UR - https://trid.trb.org/view/654773 ER - TY - RPRT AN - 00797014 AU - National Highway Traffic Safety Administration TI - COMPARISON OF DIFFERENCES IN INSURANCE COSTS FOR PASSENGER CARS, STATION WAGONS/PASSENGER VANS, PICKUPS AND UTILITY VEHICLES ON THE BASIS OF DAMAGE SUSCEPTIBILITY - FEBRUARY 2000 PY - 2000/02 SP - 15 p. AB - This booklet, published annually, compares differences in insurance costs for different makes and models of passenger cars, station wagons/passenger vans, pickups, and utility vehicles on the basis of damage susceptibility. It does not indicate a vehicle's relative safety, however. The information was taken from data compiled by the Highway Loss Data Institute (HLDI) in its December 1999 Insurance Collision Report, and reflects the collision loss experience of passenger cars, utility vehicles, light trucks, and vans sold in the United States in terms of the average loss payment per insured vehicle year for model years 1997-1999. KW - Automobiles KW - Damage susceptibility KW - Insurance rates KW - Light trucks KW - Loss and damage KW - Payment KW - Pickup trucks KW - Station wagons KW - United States KW - Utility vehicles KW - Vans UR - https://trid.trb.org/view/654755 ER - TY - JOUR AN - 00797015 JO - Automotive Engineering International PB - Society of Automotive Engineers (SAE) AU - Society of Automotive Engineers (SAE) TI - HEAVY VEHICLE INSTRUMENTATION TRENDS IN ASIA PY - 2000/02 VL - 108 IS - 2 SP - 3 p. AB - In the past 20 years, the number of vehicles on Japanese roads has nearly tripled, but the increase in traffic-related deaths has been less than 1%. Japan credits this record to continuous study and improvement of vehicle safety. In 1992, heavy truck manufacturers began installing laser radar distance sensors. These sensors monitor and alert the driver to the constantly changing distances between vehicles. In 1996, instrumentation manufacturers began developing other accident-avoidance products such as driver-attention monitors, lane-changing monitors, and load monitors. Design and implementation of future electronic systems including instrumentation will also be directed toward driver aid. In January 1995, Japan began development of Intelligent Transportation System (ITS) technology, and in July 1996, a 20-year implementation plan was developed. ITS gives a variety of driver information, such as location of road construction and traffic accidents, general traffic conditions, weather conditions, and maps to specified addresses. ITS will also serve as an efficient communication link between vehicles and base locations. The current Vehicle Information Control System (VICS) used in Japan for traffic information communication and controls is useful, but is limited by style of dispatch and digital map use. Construction of traffic information centers is being investigated. These centers would serve as communication links for current traffic information in a specific geographical area. Additional electronics technology involves video cameras positioned in multiple locations on a vehicle to give a driver views that are not otherwise possible, such as the rear-view camera. Further advancements in instrumentation and electronics are directed toward adaptive cruise control and bumper-to-bumper platoon driving. KW - Autonomous intelligent cruise control KW - Communication and control KW - Heavy vehicles KW - Instrumentation KW - Intelligent transportation systems KW - Japan KW - Laser radar KW - Monitoring KW - Sensors KW - Traffic control centers KW - Traffic platooning KW - Vehicle safety KW - Video cameras UR - https://trid.trb.org/view/658523 ER - TY - JOUR AN - 00797013 JO - Research & technology transporter PB - Federal Highway Administration AU - Meczkowski, L AU - Federal Highway Administration TI - FOIL CRASH VEHICLES DOUBLE AS TEST VEHICLES FOR FIREMEN PY - 2000/02 SP - 1 p. AB - Once vehicles have been crash tested, they are typically of little use and are sold as scrap. Recently, however, several 1995 four-door Honda Accord sedans, that had been crash tested at the Federal Highway Administration's Federal Outdoor Impact Laboratory (FOIL) as part of a side-impact research study for the National Highway Traffic Safety Administration (NHTSA), were used for training purposes by the Fairfax County (Virginia) Fire and Rescue Department. The firemen practiced occupant extrication techniques on the crashed vehicles. Additionally, the fire department used this exercise to test and evaluate new techniques and equipment. The training exercise also provided NHTSA with valuable information. During accident reconstruction, it is often difficult to distinguish between damage caused by the accident and that imparted by fire departments' extrication techniques. Representatives from NHTSA attended the training exercises and observed the signature damage imposed by a fire and rescue team. KW - Crash reconstruction KW - Emergency equipment KW - Emergency training KW - Equipment tests KW - Firefighters KW - Impact tests KW - Loss and damage KW - Rescue equipment KW - Test vehicles UR - https://trid.trb.org/view/658522 ER - TY - JOUR AN - 00796992 JO - California highway patrolman AU - Reyes, P AU - Tornatore (Ralph) TI - SOBERING THOUGHTS PY - 2000/02 VL - 64 IS - 2 SP - p. 32-35 AB - The author describes her experience as a "guinnea pig" at the Y2K Sobriety Challenge, an effort to educate the public on the risks of driving under the influence. Sponsored by the California Highway Patrol, the Sears Point Raceway and the Jim Russell Racing School, Y2K Sobriety Challenge takes place in a controlled environment. The participants find out that it is no laughing matter when they discover the results of trying to drive while intoxicated. KW - Drunk driving KW - Human subject testing KW - Traffic safety education UR - https://trid.trb.org/view/658514 ER - TY - SER AN - 00796997 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - EFFECTIVENESS OF ADMINISTRATIVE LICENSE SUSPENSION AND VEHICLE SANCTION LAWS IN OHIO PY - 2000/02 IS - 214 SP - 2 p. AB - In September, 1993, the State of Ohio implemented two laws designed to reduce impaired driving. Administrative License Suspension (ALS) allows the arresting officer to take the driver's license of an intoxicated driver at the time of arrest and forward it to the motor vehicle department for the period of suspension. Ohio strengthened their law by providing for immediate license suspension on the day of arrest for all offenders caught driving under the influence (DUI). The other law strengthened an existing immobilization law; vehicles could be immobilized for up to 90 days for second DUI offenders and 180 days for third DUI offenders. The National Public Services Research Institute of Landover, Maryland conducted an evaluation of these two laws for the National Highway Traffic Safety Administration. This TRAFFIC TECH summarizes their findings, which are presented in a report entitled "Effectiveness of the Ohio Vehicle Action and Administrative License Suspension Laws" (see TRIS 00789928 for an abstract). KW - Administrative license revocation KW - Confiscation KW - Driver licenses KW - Drunk driving KW - Immobilization KW - Motor vehicles KW - Ohio KW - Sanctions KW - State laws KW - Suspensions UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=7d370ebf1fcbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658518 ER - TY - RPRT AN - 00796988 AU - U.S. General Accounting Office TI - ENERGY POLICY ACT OF 1992: LIMITED PROGRESS IN ACQUIRING ALTERNATIVE FUEL VEHICLES AND REACHING FUEL GOALS PY - 2000/02 SP - 40 p. AB - In 1992, Congress passed the Energy Policy Act with the objective, among others, of reducing petroleum use in transportation by encouraging the use of alternative fuels in light-duty vehicles (cars and light trucks). With the first deadline approaching for the Act's petroleum replacement goals, the General Accounting Office (GAO) was requested to determine (1) the progress made in acquiring alternative fuel vehicles and using alternative fuels to meet the Act's fuel replacement goals, (2) the impediments to using alternative fuel vehicles, and (3) the measures that can be taken to address those impediments. Briefly, GAO found the following: Limited progress has been made in acquiring alternative fuel vehicles and reducing the consumption of petroleum fuels in transportation. From their estimates, the Department of Energy (DOE) has concluded that the Act's goals for replacing petroleum fuels with alternative fuels would not be achieved under current conditions. The goals are not being met principally because alternative fuel vehicles have significant economic disadvantages compared to conventional gasoline vehicles. Fundamental economic impediments - such as the relatively low price of gasoline, the lack of refueling stations for alternative fuels, and the additional cost to purchase these vehicles - explain much of why both mandated fleets and the general public are disinclined to acquire alternative fuel vehicles and use alternative fuels. Any efforts to significantly expand the use of alternative fuel vehicles will need to address their current cost disadvantages relative to vehicles that use gasoline. While dramatic measures would be necessary to meet the Act's goals with alternative fuel vehicles, some modest increases in the use of alternative fuels and/or reductions in the use of gasoline could occur if limitations in the Act's approach were addressed. KW - Alternate fuels KW - Costs KW - Economics KW - Energy Policy Act of 1992 KW - Fuel consumption KW - Motor vehicles KW - Strategic planning UR - http://www.gao.gov/docdblite/summary.php?recflag=&rptno=RCED-00-59 UR - http://www.gao.gov/new.items/rc00059.pdf UR - http://ntl.bts.gov/lib/11000/11300/11344/rc0059.pdf UR - http://ntl.bts.gov/lib/9000/9100/9121/rc00059.pdf UR - https://trid.trb.org/view/654722 ER - TY - JOUR AN - 00796987 JO - US News & World Report PB - US News and World Report, Incorporated AU - Holstein, W J AU - US News and World Report, Incorporated TI - TODAY'S STATION WAGONS BLUR THE LINE BETWEEN CAR, TRUCK, AND SPORT UTILITY PY - 2000/01/31 VL - 128 IS - 4 SP - p. 55-56 AB - Station wagons are making a comeback, attracting former sport utility vehicle owners who have lost their fascination with SUVs because of safety concerns, parking hassles in urban areas, gas guzzling, and the trucklike handling of those models. Also attracted to station wagons are the thirty-somethings who are graduating into them from sedans. The European auto makers are pushing station wagons the most. Volvo introduced two new wagons at the Detroit auto show in January and BMW, in addition to its 540 and 528 models, has a less expensive 323 model scheduled to hit dealerships in April. But the most unique product available soon is DaimlerChrysler's PT Cruiser. It drives like a car, is classified as a light truck, and feels like a station wagon with its multiple power outlets and seats that can be pulled down or removed. KW - BMW AG KW - DaimlerChrysler AG KW - Market assessment KW - Station wagons KW - Volvo Car Corporation UR - https://trid.trb.org/view/658510 ER - TY - RPRT AN - 00796972 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-06 THROUGH H-00-09 PY - 2000/01/14 SP - 6 p. AB - This safety recommendation, addressed to Mr. Jack Haugsland, Chief Operating Officer, Greyhound Lines, Inc., recommends that Greyhound Lines, Inc.: (1) Revise their driver scheduling practices to reduce scheduling variability that results in irregular work-rest cycles (H-00-06); (2) Include in their drivers' assessment programs all driver traffic and log book violations (H-00-07); (3) Use all current and future data monitoring and storage capabilities of electronic control modules, electronic control units, and similar technologies to enhance vehicle and driver oversight programs by engaging the specific capabilities of each individual unit's programmed or programmable functions to collect and monitor data including, but not limited to, vehicle speed, revolutions-per-minute, hard-brake or sudden decelerations, and other parameters of vehicle and engine operations (H-00-08); and (4) Revise their 1-800-SAFEBUS program to ensure that all complaints are included in drivers' files and used in drivers' assessments (H-00-09). KW - Bus drivers KW - Complaints KW - Data collection KW - Driver assessments KW - Electronics KW - Greyhound Lines KW - Hours of labor KW - Intercity bus lines KW - Monitoring KW - Recommendations KW - Scheduling KW - Traffic violations UR - http://www.ntsb.gov/safety/safety-recs/recletters/H00_06_09.pdf UR - https://trid.trb.org/view/654705 ER - TY - RPRT AN - 00796974 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-11 PY - 2000/01/14 SP - 4 p. AB - This safety recommendation, addressed to Mr. Peter J. Pantuso, President and Chief Executive Officer, American Bus Association, recommends that the American Bus Association: Advise its members of the facts and circumstances of the accident on June 20, 1998 near Burnt Cabins, Huntingdon County, Pennsylvania, and encourage them, if they do not already do so, to 1) revise their driver scheduling practices to reduce scheduling variability that results in irregular work-rest cycles and to 2) include all traffic violations in their drivers' records and consider these violations during driver safety assessments (H-00-11). KW - American Bus Association KW - Bus drivers KW - Driver assessments KW - Hours of labor KW - Intercity bus lines KW - Recommendations KW - Scheduling KW - Traffic violations UR - http://www.ntsb.gov/safety/safety-recs/recletters/H00_11.pdf UR - https://trid.trb.org/view/654707 ER - TY - RPRT AN - 00796971 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-03 THROUGH H-00-05 PY - 2000/01/14 SP - 4 p. AB - This safety recommendation, addressed to Mr. John F. Malone, III, Chairman, Pennsylvania Turnpike Commission, recommends that the Pennsylvania Turnpike Commission: (1) Prohibit nonemergency parking in pull-off areas within the highway clear zone (H-00-03); (2) Provide adequate rest areas for nonemergency parking to accommodate vehicles that may be displaced by the prohibition of parking in emergency pull-off areas within the highway clear zone (H-00-04); and (3) Periodically conduct disaster drills in mass casualty transportation accidents, such as the bus accident near Burnt Cabins, with contracted emergency response departments on the Pennsylvania Turnpike to assess its emergency management plan, to reinforce and evaluate emergency training, and to test communication among the responding agencies (H-00-05). KW - Clear zones KW - Disaster preparedness KW - Emergency communication systems KW - Emergency training KW - No parking KW - Pennsylvania Turnpike Commission KW - Recommendations KW - Roadside rest areas UR - http://www.ntsb.gov/safety/safety-recs/recletters/H00_03_05.pdf UR - https://trid.trb.org/view/654704 ER - TY - RPRT AN - 00796973 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-10 PY - 2000/01/14 SP - 4 p. AB - This safety recommendation, addressed to Mr. Victor S. Parra, Executive Director and Chief Operating Officer, United Motorcoach Association, recommends that the United Motorcoach Association: Advise its members of the facts and circumstances of the accident on June 20, 1998 near Burnt Cabins, Huntingdon County, Pennsylvania and encourage them, if they do not already do so, to 1) revise their driver scheduling practices to reduce scheduling variability that results in irregular work-rest cycles and to 2) include all traffic violations in their drivers' records and consider these violations during driver safety assessments (H-00-10). KW - Bus drivers KW - Driver assessments KW - Hours of labor KW - Intercity bus lines KW - Recommendations KW - Scheduling KW - Traffic violations KW - United Motorcoach Association UR - http://www.ntsb.gov/safety/safety-recs/recletters/H00_10.pdf UR - https://trid.trb.org/view/654706 ER - TY - RPRT AN - 00796970 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-01 AND H-00-02 PY - 2000/01/14 SP - 3 p. AB - This safety recommendation, addressed to Ms. Rosalyn G. Millman, Acting Administrator, National Highway Traffic Safety Administration (NHTSA), recommends that the NHTSA: (1) Revise the Federal Motor Vehicle Safety Standards (FMVSS) to require that all motorcoaches be equipped with emergency lighting fixtures that are outfitted with a self-contained independent power source (H-00-01); and (2) Revise the FMVSS to require the use of interior luminescent or exterior retroreflective material or both to mark all emergency exits in all motor coaches (H-00-02). KW - Buses KW - Emergency exits KW - Emergency lighting KW - Federal Motor Vehicle Safety Standards KW - Intercity bus lines KW - Luminous materials KW - Recommendations KW - Retroreflectors KW - Revisions UR - http://www.ntsb.gov/safety/safety-recs/recletters/H00_01_02.pdf UR - https://trid.trb.org/view/654703 ER - TY - RPRT AN - 00796975 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-00-12 THROUGH H-00-15 PY - 2000/01/13 SP - 26 p. AB - This safety recommendation, addressed to Ms. Julie Anna Cirillo, Acting Deputy Administrator, Federal Motor Carrier Safety Administration (FMCSA), recommends that the FMCSA: (1) Establish, with assistance from experts on the effects of pharmacological agents on human performance and alertness, procedures or criteria by which highway vehicle operators who medically require substances not on the U.S. Department of Transportation's list of approved medications may be allowed, when appropriate, to use those medications when driving (H-00-12); (2) Develop, then periodically publish, an easy-to-understand source of information for highway vehicle operators on the hazards of using specific medications when driving (H-00-13); (3) Establish and implement an education program targeting highway vehicle operators that, at a minimum, ensures that all operators are aware of the source of information described in Safety Recommendation H-00-13 regarding the hazards of using specific medications when driving (H-00-14); and (4) Establish, in coordination with the U.S. Department of Transportation, the Federal Railroad Administration, the Federal Transit Administration, and the U.S. Coast Guard, comprehensive toxicological testing requirements for an appropriate sample of fatal highway, railroad, transit, and marine accidents to ensure the identification of the role played by common prescription and over-the-counter medications; and review and analyze the results of such testing at intervals not to exceed every 5 years (H-00-15). KW - Education KW - Fatalities KW - Highway vehicle operators KW - Information dissemination KW - Medication KW - Recommendations KW - Testing KW - Toxicology KW - U.S. Federal Motor Carrier Safety Administration UR - http://www.ntsb.gov/safety/safety-recs/recletters/H00_12_15.pdf UR - https://trid.trb.org/view/654708 ER - TY - RPRT AN - 00796977 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, I-00-5 PY - 2000/01/13 SP - 26 p. AB - This safety recommendation, addressed to the Honorable Jane E. Henney, M.D., Commissioner, U.S. Food and Drug Administration (FDA), recommends that the FDA: Establish a clear, consistent, easily recognizable warning label for all prescription and over-the-counter medications that may interfere with an individual's ability to operate a vehicle; and require that the label be prominently displayed on all packaging of such medications (I-00-5). KW - Labeling KW - Medication KW - Recommendations KW - Transportation safety KW - U.S. Food and Drug Administration UR - http://www.ntsb.gov/safety/safety-recs/recletters/I00_5.pdf UR - https://trid.trb.org/view/654710 ER - TY - RPRT AN - 00796976 AU - HALL, J AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, I-00-1 THROUGH I-00-4 PY - 2000/01/13 SP - 26 p. AB - This safety recommendation, addressed to the Honorable Rodney E. Slater, Secretary, U.S. Department of Transportation (DOT), recommends that the DOT: (1) Establish, in coordination with the Federal Motor Carrier Safety Administration (FMCSA), the Federal Railroad Administration (FRA), the Federal Transit Administration (FTA), and the U.S. Coast Guard, comprehensive toxicological testing requirements for an appropriate sample of fatal highway, railroad, transit, and marine accidents to ensure the identification of the role played by common prescription and over-the-counter medications; and review and analyze the results of such testing at intervals not to exceed every 5 years (I-00-1); (2) Develop, with assistance from experts on the effects of pharmacological agents on human performance and alertness, a list of approved medications and/or classes of medications that may be used safely when operating a vehicle (I-00-2); (3) Expressly prohibit the use of any medication not on the DOT's list of approved medications (described in Safety Recommendation I-00-2) for twice the recommended dosing interval before or during vehicle operation, except as specifically allowed, when appropriate, by procedures or criteria established by the applicable modal administration (the Federal Aviation Administration, FMCSA, FRA, FTA, or the U.S. Coast Guard) (I-00-3); and (4) Evaluate the applicability of the restrictions (for vehicle operators) described in Safety Recommendations I-00-2 and I-00-3 to transportation employees in all safety-sensitive positions; and if appropriate, implement such restrictions within 2 years of their implementation for vehicle operators (I-00-4). KW - Air pilots KW - Fatalities KW - Ground vehicle operators KW - Medication KW - Recommendations KW - Regulations KW - Safety-sensitive positions (Transportation) KW - Ship pilots KW - Testing KW - Toxicology KW - U.S. Department of Transportation KW - U.S. Federal Aviation Administration KW - U.S. Federal Motor Carrier Safety Administration KW - U.S. Federal Railroad Administration KW - U.S. Federal Transit Administration KW - United States Coast Guard UR - http://www.ntsb.gov/safety/safety-recs/recletters/I00_1_4.pdf UR - https://trid.trb.org/view/654709 ER - TY - RPRT AN - 00797018 AU - National Highway Traffic Safety Administration TI - NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION FY2001 BUDGET IN BRIEF PY - 2000/01 SP - 22 p. AB - The Fiscal Year 2001 budget proposal for the National Highway Traffic Safety Administration (NHTSA) will support new and expanded initiatives, combined with highly successful on-going programs. The budget proposal of $499,475,000 represents a $132,603,000 increase over the Fiscal Year 2000 budget. Over the past 30 years, NHTSA developed successful strategies that helped reduce traffic fatalities and injuries. Recently, changing environmental conditions have resulted in flattened traffic death and injury trends. Nonetheless, NHTSA is committed to a goal of reducing fatalities and injuries 20% by the year 2008. To achieve this aggressive goal, the agency faces the challenge of identifying new approaches for reducing fatalities and injuries. KW - Budgeting KW - Finance KW - Highway safety KW - Research KW - Safety programs KW - Strategic planning KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration UR - http://ntl.bts.gov/lib/16000/16800/16833/PB2000105225.pdf UR - https://trid.trb.org/view/654761 ER - TY - RPRT AN - 00797012 AU - Voas, R B AU - Wells, J AU - Lestina, D C AU - Williams, A AU - Greene, M AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - DRINKING AND DRIVING IN THE UNITED STATES: THE 1996 NATIONAL ROADSIDE SURVEY PY - 2000/01 SP - 37 p. AB - Following the same general principles of its two predecessors in 1973 and 1986, the 1996 National Roadside Survey of weekend, nighttime drivers in the 48 contiguous states consisted of interviewing and breath testing over 6,000 noncommercial four-wheel vehicle operators between September and November, 1996. Results indicated that the total number of drinking drivers fell by about one-third between 1986 and 1996; however, there was no significant change in the number of drivers at BACs (blood alcohol concentrations) at or above 0.05. Thus, the decrease results from fewer drivers with BACs of 0.05 or below. Compared to 1973, the proportion of women drivers on the roads during the weekend nights has increased significantly. Moreover, relative to males, the proportion of female drivers who have been drinking has increased over the last decade. The number of drivers under the age of 21 with a BAC at or above 0.10 decreased significantly from 1986 to 1996. KW - Alcohol breath tests KW - Blood alcohol levels KW - Drunk driving KW - Females KW - Males KW - Night KW - Roadside KW - Surveys KW - Teenage drivers KW - United States KW - Weekends UR - https://trid.trb.org/view/654752 ER - TY - SER AN - 00796995 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MARYLAND STATE POLICE PILOT TEST AN ELECTRONIC STATION SYSTEM TO DOCUMENT CRASHES PY - 2000/01 IS - 212 SP - 2 p. AB - The Maryland State Police (MSP) initiated a program in their motor vehicle collision reconstruction unit to improve data collection at the scene of crashes. At the heart of the trial project was an electronic total station system. This device is a standard survey theodolite device (measuring instrument) that measures vertical and horizontal angles and distances. This device stores physical evidence and roadway design information for subsequent down loading and analysis, eliminating the need to record the measurements by hand. The National Highway Traffic Safety Administration, Federal Highway Administration, and Maryland State Highway Administration purchased the station system equipment. The MSP crash team started the pilot project and documented the use of the total station system between July 1, 1994 and December 31, 1994. This TRAFFIC TECH reports briefly their findings, including the following: improved speed and efficiency of the crash investigation; reduced related congestion; increased accuracy of the information; decreased time for diagramming; and improved measurements for motor vehicle collision reconstruction. KW - Benefits KW - Crash reconstruction KW - Data collection KW - Electronic equipment KW - Maryland State Police KW - Measuring instruments KW - Pilot studies UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=853061b801dbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658516 ER - TY - SER AN - 00796994 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - PRESIDENTIAL INITIATIVE FOR MAKING .08 BAC THE NATIONAL LEGAL LIMIT - A PROGRESS REPORT PY - 2000/01 IS - 211 SP - 2 p. AB - In March 1998, President Clinton called for the promotion of a national legal limit, under which it would be illegal per se to operate a motor vehicle with a blood alcohol concentration (BAC) of .08 or higher, across the country, including federal property. The President directed the Secretary of Transportation to develop a plan to promote the adoption of a .08 BAC legal limit. In response, the National Highway Traffic Safety Administration developed the "Presidential Initiative for Making .08 BAC the National Legal Limit." This plan has four key elements: (1) Enact strong .08 BAC legislation; (2) Develop effective public education programs; (3) Embrace active, high visibility law enforcement; and (4) Build public-private partnerships. A progress report with the same title as this TRAFFIC TECH has been published (see TRIS 00792165 for an abstract). The report documents activity in support of .08 BAC in five areas: executive leadership, legislation, research and evaluation, federal agencies, and private sector partners. This TRAFFIC TECH presents highlights from the progress report. KW - Blood alcohol levels KW - Education KW - Law enforcement KW - Per se laws KW - Public private partnerships KW - U.S. President UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=1fa361b801dbff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=2000&overrideViewName=Report UR - https://trid.trb.org/view/658515 ER - TY - RPRT AN - 00796981 AU - Sivak, M AU - Flannagan, M J AU - Miyokawa, T AU - University of Michigan Transportation Research Institute TI - A FIRST LOOK AT VISUALLY AIMABLE AND HARMONIZED LOW-BEAM HEADLAMPS PY - 2000/01 SP - 22 p. AB - This analytical study evaluated the performance of 40 first-generation low-beam headlamps that were either visually/optically aimable (VOA) or that met the GTB harmonized beam pattern, by comparing these low beams to conventional U.S., European, and Japanese low beams. The following aspects of headlamp performance were considered: visibility of pedestrians, visibility of pavement delineation, visibility of retroreflective traffic signs, visibility of vehicle rear reflex reflectors, visibility of targets near the road expansion point, glare directed towards oncoming drivers, glare directed towards rearview mirrors of preceding drivers, glare reflected from wet pavement towards oncoming drivers, and foreground illumination. For each performance aspect, typical geometric situations (points in space) were specified in terms of longitudinal, lateral, and vertical positions, and the corresponding visual angles from each of the two headlamps were calculated. The effects of the novel low beams were quantified by calculating the percent changes in luminous intensity directed from both lamps towards the points in space representing the performance aspects. The results are presented separately for the VOA lamps that are aimable on the left side (VOL lamps) and the right side (VOR lamps), as well as for the harmonized lamps. The present results could be used by lamp designers to maximize the advantages of the future versions of these novel low beams, while minimizing their disadvantages. KW - Aimable headlamps KW - Glare KW - Harmonized headlamps KW - Low beamed headlamps KW - Luminous intensity KW - Night visibility KW - Performance UR - https://trid.trb.org/view/654714 ER - TY - JOUR AN - 00796979 JO - Ward's Auto World PB - Ward's Communications AU - Corbett, B AU - Ward's Communications TI - BIG RIGS HAUL IN DOT FUNDING PY - 2000/01 VL - 36 IS - 1 SP - p. 87 AB - The U.S. Department of Transportation (DOT) recently awarded $12.7 million in Intelligent Vehicle Initiative (IVI) grants and the recipients raised an eyebrow or two. Four research groups will use the IVI grants. Mack Trucks Inc. is leading a partnership that will test in the southeast an infrastructure-assisted warning system that notifies drivers via an in-dash display of possibly dangerous highway zones, such as high accident areas, certain exit ramps and construction zones. Another part of the testing involves an Automatic Collision Notification System that records details before and after an incident, determines the location of the vehicle and then notifies appropriate agencies. In the midwest, Freightliner Corp. will test its Roll Stability Advisor, which uses sensors integrated into a truck's antilock brake system to inform the driver of potentially risky driving. Messages appear on a dash display and are sent with increased urgency as rollover potential increases. Volvo Trucks North America Inc. and the Minnesota DOT lead the two other partnerships. Volvo will test collision warning and advanced braking systems while Minnesota DOT, with the help of Navistar International Transportation Corp., will test a fleet of snowplows equipped with collision warning and lateral guidance. KW - Automatic collision notification system KW - Automatic steering control KW - Brakes KW - Crash avoidance systems KW - Freightliner Corporation KW - Heavy duty trucks KW - High risk drivers KW - In vehicle sensors KW - Information display systems KW - Intelligent Vehicle Initiative KW - Intelligent vehicles KW - Mack Trucks Incorporated KW - Navistar International Transportation Corporation KW - Research projects KW - Snowplows KW - Volvo Trucks North America Incorporated KW - Warning systems UR - https://trid.trb.org/view/658509 ER - TY - RPRT AN - 00796982 AU - Sivak, M AU - Flannagan, M J AU - Miyokawa, T AU - University of Michigan Transportation Research Institute TI - THE USE OF PARKING AND AUXILIARY LAMPS FOR TRAFFIC SIGN ILLUMINATION PY - 2000/01 SP - 22 p. AB - In 1997, the U.S. government introduced an option of having headlamps labeled as visually/optically aimable (VOA). To be so labeled, the vertical gradient of the light output needs to meet certain minimum requirements. A concern with VOA lamps is that they might provide less light above the horizontal than conventional U.S. lamps, thus reducing the effectiveness of retroreflective signs. This study examined 36 first-generation VOA lamps, to assess the reduction of light above the horizontal. Furthermore, this study addressed the possibility of maintaining the status quo of light for sign visibility, by supplementing light from VOA lamps with light from either parking lamps or an auxiliary lamp mounted just above the driver. A comparison of the first-generation VOA lamps in our sample with market-weighted U.S. low beams from 1997 indicates that, on the right side of the beam pattern, just above the horizontal, the mean deficit from the VOA lamps can reach 1,400 cd per lamp. Two considerations lead to the conclusion that parking lamps will not be able to make up for this deficit. First, current U.S. requirements limit the output of parking lamps above the horizontal to no more than 125 cd. Second, the retroreflective geometry for parking lamps (i.e., the resultant observation angle) provides either no advantage or only a marginal advantage over the headlamps. A lamp mounted on the roof just above the driver would provide a substantial advantage over headlamps in terms of retroreflective geometry, because the observation angles for such a lamp are smaller than for either headlamp. Taking into account this advantage, a single such lamp would need to have a peak intensity between 1,500 and 2,000 cd to make up for the deficit created by both VOA headlamps. KW - Aimable headlamps KW - Auxiliary lamps KW - Headlamps KW - Night visibility KW - Parking lamps KW - Retroreflectivity KW - Traffic signs UR - https://trid.trb.org/view/654715 ER - TY - JOUR AN - 00796966 JO - Accident Analysis & Prevention PB - Elsevier AU - Davis, G A AU - Elsevier TI - ACCIDENT REDUCTION FACTORS AND CAUSAL INFERENCE IN TRAFFIC SAFETY STUDIES: A REVIEW PY - 2000/01 VL - 32 IS - 1 SP - p. 95-109 AB - Accident reduction factors are used to predict the change in accident occurrence which a countermeasure can be expected to cause. Since ethical and legal obstacles preclude the use of randomized experiments when evaluating traffic safety improvements, empirical support for the causal effectiveness of accident countermeasures comes entirely from observational studies. Drawing on developments in causal inference initiated by Donald Rubin, it is argued here that the mechanism by which sites are selected for application of a countermeasure should be included as part of a study's data model, and that when important features of the selection mechanism are neglected, existing methods for estimating accident reduction factors become inconsistent. A promising, but neglected, way out of these difficulties lies in developing rational countermeasure selection methods which also support valid causal inference of countermeasure effects. KW - Before and after studies KW - Causal inference KW - Countermeasures KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/658506 ER - TY - JOUR AN - 00796969 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - DAVIES, B T AU - Bowen, C K AU - Alcohol Research Documentation, Incorporated TI - PEAK BLOOD ALCOHOL PREDICTION: AN EMPIRICAL TEST OF TWO COMPUTER MODELS PY - 2000/01 VL - 61 IS - 1 SP - p. 187-191 AB - Two computer programs (Computerized Blood Alcohol Calculator and Blood Alcohol Content Estimator) were compared for reliability in predicting peak blood alcohol concentration (BAC). Subjects were middle-aged volunteers (N = 40; 20 men, 20 women) who each consumed a constant amount of alcohol (40 ml of 95% alcohol or 30 g ethanol) prior to undergoing breath testing to determine peak BAC. The observed BACs were compared with the predicted BACs obtained with each of the computer programs. The Computerized Blood Alcohol Calculator provided marginally better BAC predictions than did the Blood Alcohol Content Estimator. However, both computer models seriously underestimated the peak BACs for this group of subjects. Results are discussed with particular reference to the need for additional studies of age, gender, and body composition in predicting peak BACs for heterogeneous subject groups. KW - Age KW - Alcohol breath tests KW - Blood alcohol levels KW - Body composition KW - Computer models KW - Gender KW - Mathematical prediction KW - Reliability (Statistics) UR - https://trid.trb.org/view/658508 ER - TY - JOUR AN - 00796968 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Devine, E G AU - Rosenberg, H AU - Alcohol Research Documentation, Incorporated TI - UNDERSTANDING THE RELATION BETWEEN EXPECTANCIES AND DRINKING AMONG DUI OFFENDERS USING EXPECTANCY CATEGORIES PY - 2000/01 VL - 61 IS - 1 SP - p. 164-167 AB - In the context of several recent studies that have found negative expectancies (expected punishing effects of drinking alcohol) to predict drinking-related variables, the present study was designed to examine the relationships among positive expectancies (expected reinforcing effects of drinking alcohol), negative expectancies and drinking, in a sample of Driving Under the Influence (DUI) offenders. Participants (N = 96; 75% male) recruited from a 3-day residential alcohol education program completed a demographic data sheet, the Negative Alcohol Expectancy Questionnaire (NAEQ), the Alcohol Expectancy Questionnaire (AEQ) and the Customary Drinking Record upon admission to treatment. At a 3-month follow-up assessment, these measures were re-administered to 49% of the sample. Hierarchical multiple regression revealed that both positive and negative expectancies were related to number of drinks in the previous 30 days. Stepwise multiple regression revealed that baseline drinking and negative expectancies were both related to number of drinking days at the 3-month follow-up assessment. To assess the interplay of positive and negative expectancies as they relate to drinking, participants were categorized as "low" or "high" on both the AEQ and the NAEQ. The low positive/low negative group drank more than the low positive/high negative group. There was no statistically significant difference in drinking between the high positive/low negative and the high positive/high negative group. This study provides additional evidence that negative alcohol expectancies are related to drinking. These findings suggest that the proposed restraining influence of negative expectancies on drinking may be reduced when a drinker has concurrent positive expectancies which are high. KW - Alcohol use KW - Drunk drivers KW - Expectancies KW - Multiple regression analysis KW - Questionnaires UR - https://trid.trb.org/view/658507 ER - TY - RPRT AN - 00789928 AU - Voas, R B AU - Tippetts, A S AU - TAYLOR, E AU - National Public Services Research Institute AU - National Highway Traffic Safety Administration TI - EFFECTIVENESS OF THE OHIO VEHICLE ACTION AND ADMINISTRATIVE LICENSE SUSPENSION LAWS PY - 2000/01 SP - 122 p. AB - This report presents a study of the effectiveness of two laws in the State of Ohio, one of which provided for the impounding and immobilization (with a "club" device) of the vehicles of multiple drunk driving offenders and drivers convicted of driving while suspended, where the suspension resulted from a Driving Under the Influence (DUI) offense. That vehicle action law was implemented simultaneously with an Administrative License Suspension (ALS) law, which is also evaluated in this report. Separate analyses of the impact of the impoundment/immobilization law in Franklin (Columbus) and Hamilton (Cincinnati) counties indicated that DUI offenders whose vehicles are sanctioned have fewer repeat DUI offenses both during the time the car is impounded or immobilized and after it is returned to the owner than comparable drivers who did not receive a vehicle sanction. Overall there was evidence that following the implementation of the vehicle action law on September 1, 1993, there were fewer DUI offenses committed by multiple DUI offenders. Evaluation of the ALS law indicated that it increased the proportion of first drunk driving offenders receiving a license suspension from 60% to 99% and the proportion of second offenders suspended from 85% to 99%. KW - Drunk drivers KW - Drunk driving KW - Impact studies KW - Ohio KW - Repeat offenders KW - Sanctions KW - State laws KW - Suspensions KW - Vehicle immobilization KW - Vehicle impoundment UR - http://www.nhtsa.dot.gov/people/injury/research/ohio/index.html UR - http://ntl.bts.gov/lib/25000/25900/25971/DOT-HS-809-000.pdf UR - https://trid.trb.org/view/648075 ER - TY - RPRT AN - 01135323 AU - National Highway Traffic Safety Administration TI - General Estimates System Coding and Editing Manual, 2000. PY - 2000 SP - 472p AB - This Coding Manual contains instructions for coding accident data from police accident reports for the General Estimates System (GES). GES is currently the main database used by the National Highway Traffic Safety Administration (NHTSA) to produce national statistics on nonfatal accidents in the United States. GES data are based on an annual sample of about 50,000 police accident reports. KW - Coding systems KW - Crash data KW - Crash reports KW - Crashes KW - Drunk driving KW - School buses KW - Traffic crashes KW - Traffic estimation KW - Traffic flow KW - Traffic lanes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/GES00.PDF UR - https://trid.trb.org/view/894528 ER - TY - RPRT AN - 01135168 AU - Bailey, B W AU - Holestine, L C AU - Scopatz, R A AU - Spell, L A AU - Zogby, J J AU - National Highway Traffic Safety Administration TI - Traffic Records Assessment: State of Delaware, December 4-8, 2000 PY - 2000 SP - 77p AB - A complete traffic records program is necessary for planning (problem identification), operational management or control, and evaluation of a states highway safety activities. Each state, in cooperation with its political subdivisions, should establish and implement a complete traffic records program. The statewide program should include, or provide for, information for the entire state. This type of program is basic to the implementation of all highway safety countermeasures and is the key ingredient to their effective and efficient management. KW - Countermeasures KW - Crash reports KW - Delaware KW - Evaluation and assessment KW - Highway operations KW - Safety audits KW - Traffic data KW - Traffic safety UR - https://trid.trb.org/view/894625 ER - TY - RPRT AN - 01127317 AU - Department of Transportation AU - Federal Highway Administration AU - Federal Highway Administration AU - Federal Transit Administration AU - National Highway Traffic Safety Administration TI - Department of Transportation's Intelligent Transportation Systems (ITS) Projects Book PY - 2000 SP - 584p AB - This report documents the 2000 edition of the Department of Transportation's Intelligent Transportation Systems (ITS) Projects Book. It references and briefly describes the ITS research projects, tests and studies initiated through September 1999 and sponsored by the modal administrations of the U.S. Department of Transportation: Federal Highway Administration (FHWA), Federal Railroad Administration (FRA), Federal Transit Administration (FTA), and National Highway Traffic Safety Administration (NHTSA). The projects referenced describe ITS activities which support the development of user services, national compatibility planning, deployment, and program assessment. In-progress and completed research activities of the modal administrations are descriptively profiled and indexed under the following program areas: Metropolitan ITS Infrastructure; Rural and Statewide Infrastructure; Commercial Vehicle ITS Infrastructure; Intermodal Freight; Intelligent Vehicle Initiative; Evaluation/Program Assessment; Architecture, Standards and National Compatibility Planning; and Mainstreaming. This report includes an introductory discussion of the components and near/long-term goals of the Department's National ITS Program, including efforts to achieve national deployment of advanced technologies. KW - Commercial vehicle operations KW - Evaluation and assessment KW - Freight transportation KW - Intelligent transportation systems KW - Intelligent Vehicle Initiative KW - Intermodal transportation KW - Metropolitan areas KW - Research projects KW - Rural highways KW - State highways KW - System architecture UR - http://ntl.bts.gov/lib/jpodocs/repts_te/11864.pdf UR - https://trid.trb.org/view/887778 ER - TY - RPRT AN - 01104354 AU - National Highway Traffic Safety Administration TI - National Automotive Sampling System (NASS) General Estimates System (GES). Analytical User's Manual 1988-1997 PY - 2000 SP - 140p AB - One of the primary objectives of the National Highway Traffic Safety Administration (NHTSA) is to reduce the staggering human toll and property damage that motor vehicle traffic crashes impose on our society. Crashes each year result in thousands of lives lost, hundreds of thousands of injured victims, and billions of dollars in property damage. Good data are required to support the development, implementation, and assessment of highway safety programs aimed at reducing this toll. NHTSA uses data from many sources, including the National Automotive Sampling System General Estimates System (GES) which began operation in 1988. Providing data about all types of crashes involving all types of vehicles, the GES is used to identify highway safety problems areas, provide a basis for regulatory and consumer information initiatives, and form the basis for cost and benefit analyses of highway safety initiatives. This multi-year analytical user's manual provides documentation on variables that are contained in the GES and other useful information that will enable the users to become familiar the data system. KW - Crash data KW - Crashes KW - Estimates KW - Handbooks KW - Highway operations KW - Highway safety KW - Traffic crashes UR - http://ntl.bts.gov/lib/17000/17600/17603/PB2001102480.pdf UR - https://trid.trb.org/view/863688 ER - TY - RPRT AN - 01104332 AU - Burgett, August L AU - National Highway Traffic Safety Administration TI - Methodologies for Evaluating the Impact on Safety of Intelligent Vehicle Highway Systems PY - 2000 SP - 14p AB - The Intelligent Vehicle Highway System (IVHS) program includes a wide variety of types of systems all of which are intended to improve some aspect of highway travel. As these systems evolve, it is important to know if they are accomplishing their design goals; and it is also important to ensure that they are not introducing unwanted degradation of other aspects of travel. Safety is one of those aspects which should not be degraded; and if possible, should be improved. All operational tests which are supported by the United States Department of Transportation (USDOT) include safety as an element of the evaluation. The impact on safety of systems which are already being deployed is also being studied. This paper addresses the goals, methodolgies, and preliminary results from safety evaluations and presents a summary of studies which are underway. Systems which are discussed include the TravTek route guidance and navigation demonstration, collision avoidance systems, and the TravelAid in-vehicle hazard warning demonstration. KW - Conferences KW - Driver information systems KW - Driving KW - Evaluation and assessment KW - Intelligent transportation systems KW - Methodology KW - Prevention KW - Route guidance KW - Safety KW - Warning systems UR - http://ntl.bts.gov/lib/16000/16500/16517/PB2000104148.pdf UR - https://trid.trb.org/view/863581 ER - TY - RPRT AN - 01104313 AU - National Highway Traffic Safety Administration TI - Motor Vehicle Occupant Safety Survey, 1998. Data Previews 1 through 7 PY - 2000 SP - 14P AB - The report presents the results from the 1998 Motor Vehicle Occupant Safety Survey conducted fo the National Highway Traffic Safety Administration (NHTSA). The survey employed two questionnaires, each administered by telephone to a national sample of approximately 4,000 randomly selected persons aged 16 and older. The survey collects information concerning attitudes, knowledge, and behavior in different occupant protection and highway safety areas. These include safety belts, child safety seats, air bags, (bicyclist and motorcyclist) helmet use, emergency medical services, and crash injury experiences. KW - Air bags KW - Child restraint systems KW - Emergency medical services KW - Highway safety KW - Law enforcement KW - Motor vehicle operations KW - Seat belts KW - Traffic safety KW - Vehicle occupants UR - http://ntl.bts.gov/lib/16000/16300/16335/PB2000103479.pdf UR - https://trid.trb.org/view/863643 ER - TY - RPRT AN - 00935873 AU - Pennsylvania State Police TI - PENNSYLVANIA POLICE PURSUITS 2000 ANNUAL REPORT PY - 2000 SP - 24 p. AB - Since 1996 the Pennsylvania Vehicle Code has required police departments in Pennsylvania to make a record of all vehicle pursuits and to report them to the Pennsylvania State Police. This report contains a summary of the pursuit data collected during the year 2000. Police officers in Pennsylvania reported 2,171 pursuits in the year 2000. Eleven people were killed as a result of pursuit crashes. A total of 710 crashes resulted from the pursuits, and 363 people were injured in the crashes. KW - Annual reports KW - Fatalities KW - Highway safety KW - Injuries KW - Pennsylvania KW - Police pursuit driving KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/725549 ER - TY - RPRT AN - 00965126 AU - Blomberg, Richard D AU - Cleven, Arlene M AU - Raytheon Company AU - National Highway Traffic Safety Administration TI - NIGHTRIDER [TRADEMARK] THERMAL IMAGING CAMERA AND HUD DEVELOPMENT PROGRAM FOR COLLISION AVOIDANCE APPLICATIONS PY - 2000 SP - ii, 12 p. AB - This report describes a project which involved investigating new methods and technologies regarding the development of automotive head-up displays (HUD) and to develop an improved production-realistic prototype HUD capable of supporting night-riving applications and reliable operation. In the project, the NightDriver HUD was evaluated and an advanced HUD prototype was developed. NightDriver is a developmental automotive night-driving system consisting of a thermal imaging camera mounted on the front of the vehicle and a HUD mounted inside the vehicle within the driver's line or sight or on top of the instrument panel. KW - Crash avoidance systems KW - Infrared detectors UR - https://trid.trb.org/view/677945 ER - TY - RPRT AN - 00942928 AU - Funke, D AU - Bellis, E AU - Donnelly, B AU - BLATT, A AU - McClellan, R AU - Wilson, G AU - Veridian Engineering AU - National Highway Traffic Safety Administration AU - Department of Transportation TI - AUTOMATED COLLISION NOTIFICATION (ACN) FIELD OPERATIONAL TEST : FINAL REPORT PY - 2000 SP - 50 p. AB - The goal of Automated Collision Notification (ACN) Field Operational Test (FOT) was to design, develop and field test new technology to automatically detect and characterize potential injury-causing vehicle crashes and then provide 9-1-1 dispatchers with information about the crash events. The effort resulted in the development of specialized ACN equipment. This equipment was designed to be easily installed in vehicles and to operate independently of existing vehicle safety systems. The design integrated commercially available accelerometers cellular communications equipment, Global Positioning Satellite receivers, and automated map display technologies. A critical component of the system was the crash recognition and characterization software that analyzed crash forces in real time to determine when thresholds indicating the likelihood of serious injuries were exceeded. The primary objectives of the FOT were to: 1) Identify and evaluate technical issues associated with ACN system reliability effectiveness, and performance; 2) Evaluate deployment issues relating to the use of ACN systems by Emergency Medical Service and Public Safety agencies, and 3) Collection of data to evaluate the potential benefits of the ACN system. To achieve these objectives a plan was executed with the following elements: 1) design and development of hardware and software that could reliably sense vehicle crashes that are likely to cause injuries and initiate automatic notification procedures; 2) recruitment of volunteers, 3) design, development and installation of communications, special processing, and display hardware and software, and 4) establishment of data collection procedures. The principal measure of performance was whether the use of ACN systems would reduce the time for delivery of medical care to victims of motor vehicle crashes. Baseline (non-ACN) response time data were collected to compare to the response times of crashes involving the ACN system KW - Crashes KW - Emergency communication systems KW - Motorist aid systems UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2000/ACNFinal.pdf UR - https://trid.trb.org/view/643387 ER - TY - RPRT AN - 00945284 AU - EPPINGER, ROLF H AU - National Highway Traffic Safety Administration TI - DEVELOPMENT OF IMPROVED INJURY CRITERIA FOR THE ASSESSMENT OF ADVANCED AUTOMOTIVE RESTRAINTS.. T2 - SUPPLEMENT PY - 2000 IS - PB2001-103435 AB - No abstract provided. KW - Air bags KW - Automobiles KW - Crash injuries UR - https://trid.trb.org/view/624070 ER - TY - CONF AN - 00797074 AU - National Safety Council AU - National Highway Traffic Safety Administration AU - Federal Highway Administration AU - Federal Motor Carrier Safety Administration TI - TRAFFIC RECORDS FORUM, PORTLAND, OREGON, JULY 31 - AUGUST 3, 2000 PY - 2000 SP - n.p. AB - This CD is the first ever Traffic Records Forum CD. It contains the proceedings of the 26th Annual Forum. The contents are organized by session. There are 42 sessions. For some of the presentations, only the title and author are available. Some presentations include an abstract and others include an abstract and paper and/or slides. The forum includes informative sessions on a wide range of safety issues. The forum provides those in traffic records with new knowledge to keep our highways safe as we progress into the 21st century. U1 - The 26th International Forum on Traffic Records and Highway Information SystemsNational Safety Council; National Highway Traffic Safety Administration; Federal Highway Administration; and Federal Motor Carriers Safety Administration.Portland, Oregon StartDate:20000731 EndDate:20000803 Sponsors:National Safety Council; National Highway Traffic Safety Administration; Federal Highway Administration; and Federal Motor Carriers Safety Administration. KW - CD-ROM KW - Conferences KW - Crash records KW - Driver records KW - Highway safety KW - Information management KW - Records management KW - Traffic records KW - Traffic safety UR - https://trid.trb.org/view/655494 ER - TY - RPRT AN - 00925851 AU - Prasad, P AU - Society of Automotive Engineers (SAE) TI - ROLE OF ELECTRONICS IN AUTOMOTIVE SAFETY PY - 2000 SP - 2 p. AB - The past, current and future role of electronics in reducing accidents, crash severity and crash notification is discussed. A holistic approach that ties pre-crash, crash and post-crash factors in enhancing automotive safety is examined and the growing role of electronics in affecting the three factors is discussed. Electronic technology has already entered the automotive safety arena, and its utilization in the future is expected to grow rapidly towards the goal of safer roadway environment. KW - Automatic crash notification KW - Crash severity KW - Electronics KW - Traffic safety KW - Vehicle safety UR - https://trid.trb.org/view/717998 ER - TY - RPRT AN - 00925852 AU - Kanianthra, J AU - Carter, A AU - Preziotti, G AU - Society of Automotive Engineers (SAE) TI - FIELD OPERATIONAL TEST RESULTS OF AN AUTOMATED COLLISION NOTIFICATION SYSTEM PY - 2000 SP - 5 p. AB - This paper describes a Field Operational Test (FOT) of an Automated Collision Notification (ACN) System, a new way to provide definitive pre-hospital medical care to people injured in motor vehicle crashes. This FOT is part of the National Highway Traffic Safety Administration's (NHTSA's) research being conducted under the U.S. Department of Transportation's Intelligent Transportation Systems (ITS) program. Management of the program is by the Office of Vehicle Safety Research in NHTSA. The ACN FOT is a demonstration of the application of advanced technology for the improvement of pre-hospital emergency care for motor-vehicle crash victims. The test, involving approximately 850 volunteers' vehicles, was conducted in rural Western New York State. A partnership of local public agencies and private corporations, led by Veridian, Inc., performed the test. This paper provides the background and FOT status, describes an actual crash, and describes some technical and institutional issues uncovered under this program. The authors show technology feasibility of ACN within a limited geographical area. Anecdotal evidence shows that the timeliness of definitive pre-hospital medical care can be improved through the application of ACN technology. The ACN FOT was the first of many steps required to complete a nationwide ACN network. KW - Automatic crash notification KW - Emergency medical services KW - Feasibility analysis KW - Field tests KW - Intelligent transportation systems programs KW - Public private partnerships KW - Traffic crash victims UR - https://trid.trb.org/view/717999 ER - TY - RPRT AN - 00822683 AU - National Highway Traffic Safety Administration TI - SAFETY RELATED RECALL CAMPAIGNS FOR MOTOR VEHICLES AND MOTOR VEHICLE EQUIPMENT, INCLUDING TIRES. JANUARY 1, 1999 TO DECEMBER 31, 1999 PY - 2000 SP - 164 p. AB - This report contains information on the safety related recall campaigns during calendar year 1999 for motor vehicles and motor vehicle equipment, including tires. The information covers both domestic and foreign manufacturers. There were 387 recall campaigns involving 19,297,311 vehicles, 40 recall campaigns involving 35,284,117 units of equipment, and 7 recall campaigns involving 7,291 tires. KW - Defects KW - Motor vehicles KW - Recall campaigns KW - Tires KW - Vehicle components KW - Vehicle safety UR - https://trid.trb.org/view/713215 ER - TY - RPRT AN - 00822649 AU - National Highway Traffic Safety Administration TI - DRINKING & DRIVING PUTS KIDS AT RISK PY - 2000 SP - 8 p. AB - In support of the Buckle Up America campaign and the upcoming Operation ABC Mobilization: America Buckles Up Children (November 20-26, 2000), this brochure provides materials that can be reproduced for use in a publicity program. Included are a news release article, a drop-in article, talking points and facts, a mini poster, a radio ad and logos. The aim is to make sure kids are properly buckled in and protected from impaired drivers. KW - Brochures KW - Buckle Up America Campaign KW - Child restraint systems KW - Countermeasures KW - Drunk driving KW - Publicity KW - Utilization UR - https://trid.trb.org/view/713184 ER - TY - RPRT AN - 00823149 AU - National Highway Traffic Safety Administration TI - SPEAK OUT AND MAKE NOYS: YOUTH CHANGING THE WORLD, ONE VOICE AT A TIME. PROJECT MANUAL 2001 PY - 2000 SP - 60 p. AB - The National Organizations for Youth Safety (NOYS) is a coalition that promotes collaboration at the national, state and local levels. Its mission is to marshal resources and build synergistic partnerships that save lives, prevent injuries, and promote safe and healthy lifestyles among youth. The current NOYS emphasis areas are highway safety, violence prevention, alcohol and tobacco use, and other drug issues among youth ages 5-24. Speak Out and Make NOYS is a health and safety project that gives youth an opportunity to speak out about an issue or problem in their community. It allows youth to participate in finding solutions and changing the world for the better. This project manual is a step-by-step project guide, to help an individual or organization plan and run an effective Speak Out and Make NOYS project. KW - Adolescents KW - Alcohol use KW - Children KW - Coalitions KW - Drug use KW - Health KW - Highway safety KW - Injuries KW - Manuals KW - National Organizations for Youth Safety (NOYS) KW - Partnerships KW - Prevention KW - Public participation KW - Quality of life KW - Safety KW - Tobacco use KW - Violent crimes UR - https://searchworks.stanford.edu/view/8426184 UR - https://trid.trb.org/view/713303 ER - TY - RPRT AN - 00821218 AU - International Association of Traffic and Safety Sciences TI - WHITE PAPER ON TRAFFIC SAFETY IN JAPAN 2000. ABRIDGED EDITION PY - 2000 SP - 24 p. AB - This is the abridged version of the White Paper on Traffic Safety in Japan '2000. The first section, referred to as Volume 1: Land Transport, is presented in two parts. Part 1: Road Transportation covers trends in road traffic accidents (chapter 1), traffic safety measures considered from the standpoints of high-risk groups and accident victims, and future directions in this area (chapter 2), and major road traffic safety measures (chapter 3). Part 2: Railway Transport covers trends in railway accidents (chapter 1), measures to address accidents in tunnels caused by falling concrete and railway disruptions in the metropolitan district (chapter 2), and major railway safety measures (chapter 3). The second section, referred to as Volume 2: Maritime Transportation, contains the following chapters: (1) trends in maritime accidents; (2) improvements to maritime rescue systems prompted by the fishing boat Shinsei-maru accident; and (3) major maritime traffic safety measures. The final section, referred to as Volume 3: Air Transport, contains the following chapters: (1) trends in aviation accidents, (2) promotion of aviation safety, and (3) major air traffic safety measures. KW - Air traffic KW - Air transportation KW - Air transportation crashes KW - Aviation safety KW - Concrete KW - Countermeasures KW - Falling KW - Ground transportation KW - Highway transportation KW - Japan KW - Maritime safety KW - Metropolitan areas KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - Search and rescue operations KW - Statistics KW - Traffic crash victims KW - Traffic crashes KW - Traffic safety KW - Tunnels KW - Water transportation KW - Water transportation crashes UR - https://trid.trb.org/view/712730 ER - TY - RPRT AN - 00821080 AU - Missouri Department of Transportation TI - 1999 MISSOURI STATE HIGHWAY SYSTEM TRAFFIC ACCIDENT STATISTICS PY - 2000 SP - 66 p. AB - This report contains statewide traffic accident statistics for accidents that occurred on the State Highway System of Missouri in 1999. The statistics cover accidents by type, by contributing circumstances, by population grouping, by route marking, by driver's condition, by driver's age, by hour, day and month, by weather condition, by vehicle type, by light condition, by fixed object struck, by intersection type, by the involvement of pedestrians, and by investigator. KW - Accident investigators KW - Age KW - Contributing circumstances KW - Crash locations KW - Crash types KW - Drivers KW - Fatalities KW - Fixed objects KW - Injuries KW - Intersections KW - Missouri KW - Pedestrian-vehicle crashes KW - Physical condition KW - Statistics KW - Street lighting KW - Time of crashes KW - Traffic crashes KW - Vehicle classification KW - Weather conditions UR - http://www.modot.org/safety/documents/99statsman.pdf UR - https://trid.trb.org/view/712630 ER - TY - RPRT AN - 00821073 AU - Arizona Department of Transportation TI - 1999 MOTOR VEHICLE CRASH FACTS FOR ARIZONA PY - 2000 SP - 70 p. AB - This publication is a statistical review of the motor vehicle crashes in the state of Arizona for calendar year 1999. The data are compiled from Arizona Traffic Accident Reports submitted to the Arizona Department of Transportation by state, county, city, tribal, and other law enforcement agencies. The following sections are included: (1) Highlights and Historical Trends; (2) Geographic Location; (3) Crash Descriptions; (4) Safety Devices; (5) Motor Vehicle and Driver Characteristics; (6) Alcohol-Related Crashes; (7) Pedestrian and Pedalcyclists; (8) Motorcycle Crashes; and (9) School Bus Crashes. KW - Arizona KW - Bicycle crashes KW - Crash characteristics KW - Crash data KW - Crash locations KW - Drivers KW - Drunk driving KW - Fatalities KW - Injuries KW - Motor vehicles KW - Motorcycle crashes KW - Occupant protection devices KW - Pedestrian-vehicle crashes KW - School buses KW - Statistics KW - Traffic crashes KW - Trend (Statistics) UR - https://trid.trb.org/view/712623 ER - TY - RPRT AN - 00821062 AU - Eby, D W AU - University of Michigan Transportation Research Institute TI - HOW OFTEN DO PEOPLE USE SAFETY BELTS IN YOUR COMMUNITY? A STEP-BY-STEP GUIDE FOR ASSESSING COMMUNITY SAFETY BELT USE PY - 2000 SP - 45 p. AB - This manual is a guide to the design, implementation, analysis, and reporting of a safety belt use survey. The manual is organized in a step-by-step fashion. The steps are: (1) Answer three questions; (2) Select the places where you will look for safety belt use; (3) Schedule when to go out and look for safety belt use; (4) Find and train the people who will look for safety belt use; (5) Go out and see who is using their safety belt; (6) Figure out your community's frequency of safety belt use; (7) Figure out what it all means; and (8) Tell everyone about your community's safety belt use. The most difficult part of the process, the analysis (step six), has been reduced to a computer program that only requires you to count up values and type them into the program following the instructions. KW - Computer programs KW - Guidelines KW - Manuals KW - Seat belts KW - Surveys KW - Utilization UR - http://deepblue.lib.umich.edu/bitstream/handle/2027.42/1322/94063.0001.001.pdf?sequence=2 UR - https://trid.trb.org/view/712608 ER - TY - RPRT AN - 00821186 AU - Wyoming Department of Transportation TI - WYOMING'S COMPREHENSIVE REPORT ON TRAFFIC CRASHES 2000 PY - 2000 SP - 204 p. AB - This report provides statistical information on Wyoming traffic accidents in 2000. Major topic headings in the table of contents include the following: General Data, The Crash, The Human Element, The Environmental Element, The Vehicle Element, Wyoming City and Town Crashes, Alcohol and Wyoming Traffic Crashes - 2000, 14-20 Year Old Drivers, Trucks, School Bus, Motorcycle, Highway Safety Resource Guide, and Definitions and Abbreviations. KW - Alcohol use KW - Cities and towns KW - Crash data KW - Drivers KW - Highway safety KW - Motorcycles KW - Roads KW - School buses KW - Statistics KW - Teenage drivers KW - Traffic crashes KW - Trucks KW - Vehicles KW - Weather KW - Wyoming UR - https://trid.trb.org/view/712683 ER - TY - RPRT AN - 00821049 AU - Federal Motor Carrier Safety Administration TI - 1998 LARGE TRUCK CRASH OVERVIEW PY - 2000 SP - 6 p. AB - This pamphlet presents an overview of the statistics and trends for large truck crashes in 1998. Of all the people killed in motor vehicle crashes in 1998, 13% (5,374) died in crashes that involved a large truck. Another 127,000 people were injured in crashes involving large trucks. Only about 14% of those killed and 23% of those injured were occupants of large trucks. Data are also included on the vehicles and the drivers involved in these crashes, as well as the crash environment (weather, time of day, day of week, work zones). KW - Brochures KW - Fatalities KW - Heavy duty trucks KW - Injuries KW - Statistics KW - Time of crashes KW - Traffic crashes KW - Trend (Statistics) KW - Truck drivers KW - Vehicle characteristics KW - Weather KW - Work zones UR - https://trid.trb.org/view/712590 ER - TY - RPRT AN - 00821176 AU - Wisconsin Department of Transportation TI - 1999 WISCONSIN TRAFFIC CRASH FACTS PY - 2000 SP - 117 p. AB - This document provides Wisconsin statewide information of traffic accidents, fatalities, and injuries for the year 1999. The table of contents lists the following major topic headings: General Highlights - Overview, Fatal Information, Injury Information; Crashes - Time and Severity, Location and Severity, Crash Type, Conditions, Reporting Agency and Citations, Traffic Controls, Most Harmful Event; Driver Data - Driver Age and Crash Severity, Safety Responsibility, Driver Possible Contributing Circumstances, Other; Vehicle Type and Plate Type, Damage, Total Vehicles and Occupants, Passenger Cars and Light Trucks, Large Trucks, Motorcycles, School Buses, Pedestrians, and Bicycles. KW - Age KW - Automobiles KW - Bicycles KW - Crash severity KW - Crash types KW - Drivers KW - Fatalities KW - Financial responsibility KW - Heavy duty trucks KW - Highway traffic control KW - Injuries KW - License plates KW - Light KW - Light trucks KW - Motorcycles KW - Passengers KW - Pedestrians KW - Roads KW - School buses KW - Time KW - Traffic citations KW - Traffic crashes KW - Vehicle occupants KW - Vehicles KW - Weather conditions KW - Wisconsin UR - http://www.dot.wisconsin.gov/safety/motorist/crashfacts/docs/archive/crashfacts1999.pdf UR - https://trid.trb.org/view/712670 ER - TY - RPRT AN - 00821169 AU - Florida Department of Highway Safety and Motor Vehicles TI - TRAFFIC CRASH FACTS 2000: A COMPILATION OF MOTOR VEHICLE CRASH DATA FROM THE FLORIDA CRASH RECORDS DATABASE PY - 2000 SP - 51 p. AB - This report provides data on traffic accidents in Florida in the year 2000. The table of contents lists the following headings: Source of Data, Definition of Terms, State of Florida Summary, Safety Equipment Use in Crashes, Child Passengers and Safety Equipment, Age of Drivers in Crashes, Selected Age Groups, Driver Profile, Persons in Crashes by Age and Gender, Motorcyclists and Bicyclists Crash Trends, Pedestrian Fatality Trend, Pedestrian Behavior, Truck Passengers, Florida Motoring Environment, Holiday Traffic Fatalities, Traffic Crashes by Month, Traffic Crashes by Day of Week and Time of Day, Contributing Causes, Environmental Causes, County Data (1996 through 2000), Vehicle and Truck Information, Alcohol-Related Crashes by City/Locality, and Traffic Crash Report Form. KW - Age KW - Alcohol use KW - Bicycles KW - Children KW - Counties KW - Crash causes KW - Crash data KW - Cyclists KW - Days KW - Drivers KW - Environment KW - Fatalities KW - Florida KW - Gender KW - Holidays KW - Months KW - Motorcyclists KW - Passengers KW - Pedestrians KW - Periods of the day KW - Safety equipment KW - Tables (Data) KW - Traffic crashes KW - Trucks KW - Vehicles UR - https://trid.trb.org/view/712663 ER - TY - RPRT AN - 00803535 AU - National Highway Traffic Safety Administration TI - MODEL COMMUNITY SPEED CONTROL PROGRAM PY - 2000 SP - 2 p. AB - With the repeal of the National Maximum Speed Limit, states can enact higher speed limits on their roadways. This means that motorists may be driving faster than before, which may result in higher speeds on roads where speed limits have not changed. Communities will be looking for ways to keep speed-related traffic crashes down, while setting higher limits. This paper discusses the Model Community Speed Control Program, the purpose of which is to assist managers of police traffic units with an example of an effective and efficient approach to control speed and the associated crash problems in their community. The program has four phases - crash and speed assessment, community speed problem awareness, systematic speed enforcement, and program evaluation. KW - Awareness KW - Communities KW - Community action programs KW - Evaluation and assessment KW - Public information programs KW - Speed control KW - Speed limits KW - Speeding KW - Traffic crashes KW - Traffic law enforcement UR - http://ntl.bts.gov/lib/6000/6800/6872/models.pdf UR - https://trid.trb.org/view/667395 ER - TY - RPRT AN - 00817724 AU - General Motors Corporation AU - Delphi Delco Electronics Systems AU - National Highway Traffic Safety Administration TI - AUTOMOTIVE COLLISION AVOIDANCE SYSTEM (ACAS) FIELD OPERATIONAL TEST PY - 2000 SP - 1 computer optical disc AB - abstract pending KW - Crash avoidance systems UR - https://trid.trb.org/view/691915 ER - TY - RPRT AN - 00909060 AU - Royal, Dawn AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF DRINKING AND DRIVING. PY - 2000 IS - PB2001-102560 AB - No abstract provided. KW - Attitudes KW - Automobile drivers KW - Crash causes KW - Drunk drivers KW - Drunk driving KW - Public opinion KW - Traffic safety KW - United States UR - https://trid.trb.org/view/584951 ER - TY - RPRT AN - 00798828 AU - National Highway Traffic Safety Administration TI - EMS EDUCATION AGENDA FOR THE FUTURE: A SYSTEMS APPROACH PY - 2000 SP - 57 p. AB - This Education Agenda is a vision for the future of Emergency Medical Services (EMS) education, and a proposal for an improved structured system to educate the next generation of EMS professionals. The Education Agenda builds on broad concepts from the 1996 Agenda to create a vision for an education system that will result in improved efficiency for the national EMS education process. This system will enhance consistency in education quality and ultimately lead to greater entry level graduate competence. The Education Agenda was developed by a task force representing the full range of professions involved in EMS education, including EMS administrators, physicians, regulators, educators, and providers. This document proposes an education system with five integrated primary components: National EMS Core Content (knowledge and skills); National EMS Scope of Practice Model (defines national levels of practice); National EMS Education Standards; National EMS Education Program Accreditation; and National EMS Certification. The proposed system maximizes efficiency, consistency of instruction quality, and student competence by prescribing a high degree of structure, coordination, and interdependence among the five components. KW - Accreditation KW - Certification KW - Curricula KW - Education KW - Emergency medical services KW - Emergency medical technicians KW - Knowledge KW - Motor skills KW - Standards UR - https://trid.trb.org/view/665850 ER - TY - RPRT AN - 00813203 AU - Pomerleau, Dean AU - Jochem, Todd AU - Thorpe, Charles AU - Batavia, Parag AU - Pape, Doug AU - Hadden, Jeff AU - McMillan, Nancy AU - Brown, Nathan AU - Everson, Jeff AU - Carnegie Mellon University AU - AssistWare Technology AU - National Highway Traffic Safety Administration TI - RUN-OFF-ROAD COLLISION AVOIDANCE USING IVHS COUNTERMEASURES PY - 2000 SP - 134 p. (810 Kb) AB - In this report, the authors present performance guidelines for the design and development of road departure warning systems for improving vehicle safety by eliminating or mitigating road departure crashes through driver notification or warning. The guidelines are for two classes of road departure warning systems: Lane Drift Warning Systems (LDWS) and Curve Speed Warning Systems (CSWS). All aspects of system performance are addressed, including sensing requirements, warning algorithm requirements, driver interface requirements, test procedures, and estimation of associated benefits. The guidelines are intended to be used as tools by manufactures and developers of road departure warning systems for: 1) standardizing system requirements; 2) standardizing driver interface and control across systems developed by different manufacturers; and, 3) standardizing test procedures to verify proper system operation. KW - Crash avoidance systems KW - Driver information systems KW - Emergency communication systems KW - Single vehicle crashes UR - http://ntl.bts.gov/lib//jpodocs/repts_te//13342.pdf UR - https://trid.trb.org/view/682624 ER - TY - RPRT AN - 00906822 AU - BOYLE, JOHN AU - SHARP, KEVIN AU - National Highway Traffic Safety Administration TI - 1998 MOTOR VEHICLE OCCUPANT SAFETY SURVEY. PY - 2000 IS - PB2000-104075 AB - No abstract provided. KW - Automobile drivers KW - Automobiles KW - Automobiles drivers KW - Safety equipment KW - Seat belts KW - Traffic surveys KW - United States UR - https://trid.trb.org/view/618582 ER - TY - RPRT AN - 00810970 AU - National Highway Traffic Safety Administration TI - PREVENTING DROWSY DRIVING AMONG SHIFT WORKERS. EMPLOYER ADMINISTRATOR'S GUIDE PY - 2000 SP - 48 p. AB - This guide provides the information needed to plan and implement a workplace program to alert shift workers about the dangers of drowsy driving. It also provides methods to help improve their sleep. The guide may be used as a step-by-step resource to implement the program, a refresher course, or simply as a source of ideas. To develop this program, the National Highway Traffic Safety Administration (NHTSA) conducted extensive research with shift workers, shift worker supervisors, top-level management and a panel of sleep experts from around the country. NHTSA tested this program among 20 U.S. companies. As a result, these program materials and activity suggestions reflect the interests, concerns and needs of shift workers. KW - Driving KW - Drowsiness KW - Employees KW - Employer sponsored programs KW - Fatigue (Physiological condition) KW - Guidelines KW - Highway safety KW - Safety programs KW - Shift workers KW - Sleep deprivation UR - https://trid.trb.org/view/679607 ER - TY - RPRT AN - 00805906 AU - National Highway Traffic Safety Administration TI - IMPAIRED DRIVING IN THE UNITED STATES: METHODS AND DEFINITIONS FACT SHEET PY - 2000 SP - 5 p. AB - This Fact Sheet on impaired driving in the United States describes the data sources for each state; how savings and cost per prevention were calculated; and provides the definitions of the costs categories. KW - Alcohol use KW - Costs KW - Definitions KW - Drunk drivers KW - Impaired drivers KW - Prevention KW - Savings KW - Sources of data KW - Traffic crashes KW - United States UR - http://www.nhtsa.dot.gov/people/injury/alcohol/page%202.htm UR - https://trid.trb.org/view/672507 ER - TY - RPRT AN - 00805907 AU - National Highway Traffic Safety Administration TI - IMPAIRED DRIVING IN THE UNITED STATES: STATE COST FACT SHEETS PY - 2000 SP - v.p. AB - A state cost fact sheet was developed for every state that reports the costs of impaired driving incidents and the cost savings that could be realized if a state had a certain impaired driving prevention law. It lists the incidence of impaired driving, impaired driving by blood alcohol concentration (BAC), costs, costs per alcohol-related injury, costs per mile driven, costs per drink, impact on auto insurance rates, and prevention savings. KW - Automobile insurance KW - Blood alcohol levels KW - Costs KW - Countermeasures KW - Drunk drivers KW - Drunk driving KW - Impacts KW - Impaired drivers KW - Injuries KW - Laws KW - Prevention KW - Rates KW - Savings KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/673747 ER - TY - RPRT AN - 00804513 AU - Ervin, Robert D AU - University of Michigan Transportation Research Institute AU - Veridian ERIM International AU - Nonlinear Dynamics Incorporated AU - National Highway Traffic Safety Administration TI - SYSTEM FOR ASSESSMENT OF THE VEHICLE MOTION ENVIRONMENT (SAVME) : A TOOL FOR QUANTIFYING NATURAL DRIVING BEHAVIOR IN STATISTICALLY POWERFUL DATASETS PY - 2000 SP - 2 v. AB - This report describes a method for processing special video images of vehicle traffic in order to create permanent trackfiles which quantify the vehicle trajectories and intervehicular relationships that prevail in normal driving. The System for Assessment of the Vehicle Motion Environment (SAVME) method collects, processes and merges data, and then compiles a database used for analyzing driving processes and driver assistance functions. KW - Image processing KW - Vehicle dynamics UR - https://trid.trb.org/view/673718 ER - TY - RPRT AN - 00903709 AU - National Highway Traffic Safety Administration TI - YOU'RE NOT A KID ANYMORE: MOTORCYCLE SAFETY.. T2 - MOTORCYCLE SAFETY PY - 2000 AB - No abstract provided. KW - Motorcycles KW - Motorcycling KW - Safety KW - United States UR - https://trid.trb.org/view/618427 ER - TY - RPRT AN - 00801295 AU - Inman, Vaughan AU - Mollenhauer, Michael AU - McGehee, Daniel V AU - Dingus, Thomas A AU - Koziol, Joseph S AU - Sheehan, Peter AU - Meltzer, Neil AU - Volpe National Transportation Systems Center AU - Science Applications International Corporation AU - National Highway Traffic Safety Administration TI - ADVANCE SAFETY EVALUATION PY - 2000 SP - xiii, 64 p. AB - This report presents a safety evaluation of the Advanced Driver and Vehicle Advisory Navigation Concept (ADVANCE) in-vehicle navigation and guidance system, with focus on it automated Mobile Navigation Assistant (MNA) interface. Objectives of the evaluation were to assess the safety impact of MNA usage on drivers, extend the knowledge base of advanced traveler information systems (ATIS), and gain insight into ATIS design improvements. The study examined the effects of using four navigation scenarios on driving and navigation performance. The scenarios included: 1) MNA with voice supplement, 2) MNA without voice supplement, 3) paper map, and 4) textual paper direction list. Findings reveal that although users found benefits to the voice supplement, the precision and informational clarity of the MNA was questionable. KW - Advance (Program : Illinois) KW - Advanced traveler information systems KW - Intelligent transportation systems KW - Intelligent transportation systems programs KW - Route guidance KW - Safety UR - https://trid.trb.org/view/666729 ER - TY - RPRT AN - 00798275 AU - National Highway Traffic Safety Administration TI - MOBILIZING AMERICAN ENFORCEMENT: A SCHEDULE OF LAW ENFORCEMENT MOBILIZATIONS AND SPECIALIZED ENFORCEMENT PERIODS PY - 2000 SP - 6 p. AB - The Mobilizations and Specialized Enforcement Periods are national enforcement operations during which law enforcement officers will be conducting aggressive traffic enforcement operations targeting specific traffic violations in a coordinated, cooperative multi-agency approach. This Calendar of Mobilization and Specialized Enforcement Periods is intended to help law enforcement agencies plan for the future. The four events targeted from May - December, 2000, place special emphasis on child passenger safety/seat belts, and impaired driving. KW - Child restraint systems KW - Impaired drivers KW - Passenger vehicles KW - Seat belts KW - Traffic law enforcement KW - Traffic safety KW - Traffic violations UR - https://trid.trb.org/view/655273 ER - TY - RPRT AN - 00798277 AU - National Highway Traffic Safety Administration AU - American Automobile Association TI - BUYING A SAFER CAR 2000 PY - 2000 SP - 39 p. AB - The National Highway Traffic Safety Administration (NHTSA) conducts crash tests of new vehicles to determine the extent to which drivers and passengers might be protected from injury during frontal and side crashes. The results of these tests, along with safety features information for year 2000 vehicles are contained in the charts in the back of this pamphlet. KW - Automobiles KW - Drivers KW - Frontal crashes KW - Impact tests KW - Injuries KW - Light trucks KW - New products KW - Passenger vehicles KW - Passengers KW - Safety equipment KW - Side crashes KW - Sport utility vehicles KW - Traffic safety KW - Vans KW - Vehicle safety UR - https://trid.trb.org/view/655275 ER - TY - RPRT AN - 00798253 AU - National Highway Traffic Safety Administration TI - YOU DRINK AND DRIVE. YOU LOSE - STOP DRINKING AND DRIVING PY - 2000 SP - n.p. AB - The materials in this kit have been designed to assist people in organizing their local mobilization efforts against drinking and driving. The kit includes the following: program brochure, resource guide, media kit "how to" guide, media tools (sample media advisory, sample press release, sample opinion-editorial, sample letter to the editor, sample drop-in news article, sample drop-in newsletter article, sample talking points, sample radio public service announcement scripts, sample print public service announcements), fact sheets (impaired driving, blood alcohol concentration, zero tolerance, repeat offenders), mobilization hand-out and logo slicks. KW - Blood alcohol levels KW - Drunk drivers KW - Drunk driving KW - Impaired drivers KW - Public information programs KW - Repeat offenders KW - Safety campaigns KW - Zero tolerance UR - https://trid.trb.org/view/655526 ER - TY - RPRT AN - 00798863 AU - National Highway Traffic Safety Administration TI - AUTOMOTIVE FUEL ECONOMY PROGRAM: TWENTY-FOURTH ANNUAL REPORT TO THE CONGRESS, CALENDAR YEAR 1999 PY - 2000 SP - 25 p. AB - The Twenty-fourth Annual Report to Congress on the Automotive Fuel Economy Program summarizes the fuel economy performance of the vehicle fleet and the activities of the National Highway Traffic Safety Administration (NHTSA) during 1999, in accordance with 49 U.S.C. 32916 et seq., which requires the submission of a report each year. Included in this report is a section summarizing rulemaking activities during 1999. NHTSA's responsibilities in the fuel economy area include: (1) establishing and amending average fuel economy standards for manufacturers of passenger cars and light trucks, as necessary; (2) promulgating regulations concerning procedures, definitions, and reports necessary to support the fuel economy standards; (3) considering petitions for exemption from established fuel economy standards by low volume manufacturers (those producing fewer than 10,000 passenger cars annually worldwide) and establishing alternative standards for them; (4) preparing reports to Congress annually on the fuel economy program; (5) enforcing fuel economy standards and regulations; and (6) responding to petitions concerning domestic production by foreign manufacturers, and other matters. Passenger car fuel economy standards were established by Congress for Model Year (MY) 1985 and thereafter at a level of 27.5 mpg. NHTSA is authorized to amend the standard above or below that level. The agency has established light truck standards each year, but Congress has mandated through the DOT Appropriations Acts for fiscal years 1996 through 2000, no increase from the MY 1996 value of 20.7 mpg for MYs 1998 through 2002. KW - Annual reports KW - Automobiles KW - Automotive Fuel Economy Program KW - Exemption KW - Fuel conservation KW - Law enforcement KW - Light trucks KW - Regulations KW - Standards KW - U.S. National Highway Traffic Safety Administration KW - United States Congress UR - https://trid.trb.org/view/665885 ER - TY - RPRT AN - 00798850 AU - National Highway Traffic Safety Administration TI - TAKE A LOOK BEHIND THE NUMBERS. HELP PART-TIME SEAT BELT USERS GET IN THE HABIT PY - 2000 SP - 8 p. AB - This pamphlet was prepared as part of the Buckle Up America! Week, May 22-29, 2000, Operation ABC Mobilization campaign. It explains how to get part-time seat belt users to buckle up, describes how to conduct an observational survey and publicize the results, and provides a survey data collection form, a sample press release, talking points, a mini poster and logos. KW - Brochures KW - Promotion KW - Publicity KW - Safety campaigns KW - Seat belts KW - Surveys UR - https://trid.trb.org/view/665874 ER - TY - RPRT AN - 00798838 AU - National Highway Traffic Safety Administration TI - FIRST THERE, FIRST CARE: BYSTANDER CARE FOR THE INJURED CAMPAIGN PY - 2000 SP - v.p. AB - This "First There, First Care" campaign packet contains the following: Fact Sheet; Tip Sheets (Be Prepared to Help; Simple Actions Can Save Lives); Emergency Action Card; Action Guide to Roadside Care; Resource Guide; Media Materials; Poster; Order Card; Rolodex Card; and Stickers. Most items are duplicated in Spanish. "First There, First Care" is a public education and awareness campaign to help Americans understand their role as the important first link in the chain of emergency care. KW - Awareness KW - Education KW - First aid KW - Safety campaigns KW - Traffic crash victims UR - https://trid.trb.org/view/667585 ER - TY - RPRT AN - 00798841 AU - National Highway Traffic Safety Administration TI - FIRST THERE, FIRST CARE: ACTION GUIDE TO ROADSIDE CARE PY - 2000 SP - n.p. AB - This pamphlet is part of the First There, First Care Bystander Care for the Injured Campaign packet. It describes simple actions that can save lives or what you should do until help arrives. KW - Awareness KW - Brochures KW - Education KW - First aid KW - Safety campaigns KW - Traffic crash victims UR - https://trid.trb.org/view/667586 ER - TY - RPRT AN - 00798839 AU - National Highway Traffic Safety Administration TI - FIRST THERE, FIRST CARE: RESOURCE GUIDE PY - 2000 SP - 21 p. AB - This booklet is part of the First There, First Care Bystander Care for the Injured Campaign packet. It includes information on what can be done to start a community awareness program, ideas for starting an awareness program, why bystander training is essential, and additional resources available from other health-related organizations. Included is a list of National Highway Traffic Safety Administration regional offices and a list of State Emergency Medical Services offices. KW - Awareness KW - Education KW - First aid KW - Resource guide KW - Safety campaigns KW - Traffic crash victims UR - https://trid.trb.org/view/665864 ER - TY - RPRT AN - 00798840 AU - National Highway Traffic Safety Administration TI - FIRST THERE, FIRST CARE: EMERGENCY ACTION CARD PY - 2000 SP - 2 p. AB - This Emergency Action Card is part of the First There, First Care Bystander Care for the Injured Campaign packet. It describes five actions that can save a life: Stop to help; Call for help; Assess the victim; Start the breathing; and Stop the bleeding. The reverse side lists supplies to keep in your vehicle. KW - Awareness KW - Brochures KW - Education KW - First aid KW - Safety campaigns KW - Traffic crash victims UR - https://trid.trb.org/view/665865 ER - TY - RPRT AN - 00797195 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY MATERIALS CATALOG 1999/2000 PY - 2000 SP - 106 p. AB - The materials listed in this Traffic Safety Materials Catalog are available from the Traffic Safety Programs Resource Center, of the National Highway Traffic Safety Administration. Each entry provides an item number (order number), a description or annotation, the year an item was published, the format, and the target audience for which an item is directed. Materials are available for various age groups and audiences, and range in complexity from technical to general awareness. Title, format, and audience indexes are provided at the end of the catalog to make selection and ordering easier. Formats include audiovisuals, handouts, reports, manuals, posters, and others. Safety topics addressed in the catalog include the following: impaired driving, air bags, seat belts, child passenger safety, bicycle and helmet safety, motorcycle and helmet safety, pedestrian safety, school bus safety, emergency rescue/medical, public health and injury prevention, traffic enforcement, employer traffic safety programs, diverse audiences, community traffic safety, driver education and licensing, traffic safety research, and vehicle related safety. KW - Air bags KW - Bicycle helmets KW - Bicycles KW - Catalogs KW - Children KW - Communities KW - Driver education KW - Driver licensing KW - Emergency medical services KW - Employers KW - Impaired drivers KW - Injuries KW - Motorcycle helmets KW - Motorcycles KW - Pedestrian safety KW - Prevention KW - Public health KW - Research KW - Safety KW - Safety programs KW - School buses KW - Seat belts KW - Traffic law enforcement KW - Traffic safety KW - Vehicle safety UR - https://trid.trb.org/view/654937 ER - TY - RPRT AN - 00797182 AU - National Highway Traffic Safety Administration TI - A TEACHER'S GUIDE FOR THE VIDEO STOP AND LOOK WITH WILLY WHISTLE PY - 2000 SP - 14 p. AB - "Stop and Look with Willy Whistle" is a video about pedestrian safety for young children from kindergarten through third grade. However, the information presented is universal and valid for all ages because it addresses accident situations in which we can all become involved. Its spokesperson, a whistle named Willy Whistle, is a lively animated character chosen as an attention getting device that children will naturally associate with the traffic environment. The video teaches the most critical behaviors needed by young pedestrians to avoid pedestrian accidents in which they dart into the street without stopping or looking. This teacher's guide describes children as pedestrians, presents a teaching strategy to reach the children, as well as sample discussion questions and activities that can be used in the classroom. KW - Children KW - Elementary school students KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Safety education KW - School children KW - Teachers KW - Traffic safety KW - Videotapes UR - https://trid.trb.org/view/654916 ER - TY - RPRT AN - 00797038 AU - National Highway Traffic Safety Administration AU - Ford Motor Company TI - BOOST AMERICA! RAISING KIDS WITH SAFETY IN MIND PY - 2000 SP - 4 p. AB - This brochure, developed as part of the Boost America! campaign, explains why booster seats are important, the right age for using a booster seat, and the right way to use booster seats. Nearly one-third of children ages 4 to 8 ride without any safety protection, and fewer than 7% ride with the protection they need. Traffic crashes are now the leading cause of death for children in this age group, claiming more than 500 young lives each year. Most children 40 to 80 pounds (ages 4 to 8) should ride in a booster seat. Belt-positioning booster seats are recommended by most safety experts. Shoulder belts are critical when riding in a booster seat. Using a booster without a shoulder belt increases the risk of a child's head hitting a hard surface in a car crash. KW - Booster seats KW - Brochures KW - Child restraint systems KW - Children KW - Fatalities KW - Shoulder harnesses KW - Traffic crash victims UR - https://trid.trb.org/view/654790 ER - TY - RPRT AN - 00797147 AU - National Highway Traffic Safety Administration TI - OLDER DRIVERS: CUES FOR LAW ENFORCEMENT PY - 2000 SP - 12 p. AB - The purpose of this pamphlet is to provide law enforcement officers cues for determining the safe operational needs of older drivers. Cues to consider include: how the driver handles the vehicle, driver awareness and mental status, the presence of medical bracelets, physical responsiveness, ability to communicate, and the appearance of the driver's clothing. KW - Abilities KW - Aged drivers KW - Awareness KW - Clothing KW - Communication KW - Diseases and medical conditions KW - Law enforcement personnel KW - Medical bracelets KW - Mental condition KW - Motor vehicles KW - Physical condition UR - http://www.nhtsa.dot.gov/people/injury/olddrive/cuesindex.html UR - https://trid.trb.org/view/654864 ER - TY - RPRT AN - 00797024 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY DIGEST: A COMPENDIUM OF INNOVATIVE STATE AND COMMUNITY TRAFFIC SAFETY PROJECTS - WINTER 2000 PY - 2000 SP - n.p. AB - This edition of the Traffic Safety Digest focuses on traffic safety projects in the areas of Buckle Up America, Diversity, Injury Prevention, Occupant Protection, Pedestrian/Bicycle Safety, Police Traffic Services, Safe Communities, and Youth Programs. For each project the following information is provided: Title; State; Project Characteristics; Program Area(s); Type of Jurisdiction; Targeted Population(s); Jurisdiction Size; Problem Identification; Goals and Objectives; Strategies and Activities; Results; Funding; and Contact (person, address, telephone number). KW - Adolescents KW - Bicycling KW - Child restraint systems KW - Children KW - Community action programs KW - Injuries KW - Innovation KW - Occupant protection devices KW - Pedestrian safety KW - Police traffic services KW - Prevention KW - Research projects KW - Safety programs KW - Traffic safety KW - Traffic safety education UR - https://trid.trb.org/view/655493 ER - TY - RPRT AN - 00797010 AU - National Highway Traffic Safety Administration TI - BOOST 'EM BEFORE YOU BUCKLE 'EM. NATIONAL CHILD PASSENGER SAFETY WEEK 2000, FEBRUARY 13-19, 2000 PY - 2000 SP - 8 p. AB - During Child Passenger Safety Week, February 13-19, 2000, it is important to inform parents that: Child safety seats - including boosters - are very effective in saving children's lives during crashes; All children age 12 and under should sit properly restrained in the back seat; It is critical for parents not to move their children too quickly into adult seat belt systems, skipping booster seats altogether; and Parents should have their child safety seats inspected by a certified child safety seat technician in their community. This planner provides some easy-to-use tools to help reach out to parents and caregivers to increase booster seat use. It contains the following: a drop-in article; a children's activity page; a mini poster; a booster seat mailer; talking points, tips, and logos; and a fax back form. KW - Booster seats KW - Child restraint systems KW - National Child Passenger Safety Week KW - Planning KW - Safety programs UR - https://trid.trb.org/view/654750 ER - TY - JOUR AN - 00796989 JO - Accident Analysis & Prevention PB - Elsevier AU - HAIGHT, F A AU - Elsevier TI - PREFACE TO ACCIDENT ANALYSIS AND PREVENTION SPECIAL ISSUE: WHIPLASH PY - 2000 VL - 32 IS - 2 SP - p. 141 AB - The recent World Congress on Whiplash Associated Disorders in Vancouver, British Columbia, under the aegis of the Physical Medicine Research Foundation, brought together health professionals, scientists, engineers and experts in insurance and disability, to share the latest information on whiplash-associated disorders. The congress had three programming streams: auto-engineering and traffic safety, diagnosis and treatment, insurance and disability. This issue of Accident Analysis and Prevention presents highlights from the traffic safety and auto-engineering stream as well as other related papers. KW - Automotive engineering KW - Injuries KW - Neck KW - Traffic safety KW - Whiplash UR - https://trid.trb.org/view/658511 ER - TY - JOUR AN - 00796990 JO - Accident Analysis & Prevention PB - Elsevier AU - Watson, W L AU - Ozanne-Smith, J AU - Elsevier TI - INJURY SURVEILLANCE IN VICTORIA, AUSTRALIA: DEVELOPING COMPREHENSIVE INJURY INCIDENCE ESTIMATES PY - 2000 VL - 32 IS - 2 SP - p. 277-286 AB - This study aimed to develop an estimate of the incidence of all medically-treated injury by level of severity and to broadly describe the epidemiology of injury in the Australian State of Victoria in a given year. Victoria has developed a relatively comprehensive injury surveillance system. Data are currently collected by various agencies on injury deaths, hospitalisations and emergency department attendances. The method used to establish the incidence of both unintentional and intentional injury is described. Incidence figures were directly derived, or estimated from, the available Victorian health sector and Coronial data bases for three levels of severity (deaths, hospitalisations and medical treatment only) and for causes of injury, age and gender groups, location of the injury event and activity at the time of injury. In 1993/1994, injuries resulted in at least 1487 deaths, 67,402 persons hospitalised and an estimated 397,160 medically-treated, non-hospitalised injured persons in Victoria. In total, over 466,000 people were injured or 10.5 persons per year for every 100 residents. Males sustain 62% of all injuries yet represent 49.5% of the population. Almost 3/4 of injury fatalities and over 60% of non-fatal injuries occur among males. Young people aged 15-24 years account for 22% of all injuries yet represent only about 16% of the Victorian population. Children (0-14 years) also suffer relatively high injury rates, although mainly less severe, while the elderly are at risk of more severe injuries. The leading cause of injury death in Victoria is suicide, followed by motor vehicle accidents, whereas falls are the leading cause of all non-fatal injury. Most injuries occur in the home (36%), areas of sport and recreation (12.5%) and transport (11.7%). They are mainly associated with leisure activities (33.1%), work (11%) and transportation (10.8%). This study demonstrates a method for the development of comprehensive injury incidence estimates. The results indicate that injuries have a significant impact on the Victorian community, health care system and economy in general. Reliable incidence data are necessary for descriptive epidemiology and provide the basis for quality of life and economic cost studies. Together this information has potential application for evidence-based strategic planning and evaluation in injury research and prevention. KW - Age groups KW - Epidemiology KW - Estimates KW - Fatalities KW - Gender KW - Injuries KW - Injury severity KW - Traffic crashes KW - Victoria UR - https://trid.trb.org/view/658512 ER - TY - JOUR AN - 00796991 JO - Accident Analysis & Prevention PB - Elsevier AU - Chapline, J F AU - Ferguson, S A AU - LILLIS, R P AU - LUND, A K AU - Williams, A F AU - Elsevier TI - NECK PAIN AND HEAD RESTRAINT POSITION RELATIVE TO THE DRIVER'S HEAD IN REAR-END COLLISIONS PY - 2000 VL - 32 IS - 2 SP - p. 287-297 AB - This two-year investigation was designed to estimate the incidence of driver neck pain in rear-struck vehicles involved in two-vehicle collisions and to determine the relationship between neck pain and specific vehicle, human, and environmental factors. Neck pain percentages were significantly higher for female (45%) than for male (28%) drivers. For female and male drivers, neck pain likelihood increased as head restraint height decreased below the head's center of gravity, although this effect was significant only for females. Head restraint backset, the horizontal distance measured from the back of the driver's head to the front of the head restraint, was not found to be related to neck pain for female drivers. Backset trends for male drivers could not be evaluated because few male drivers had head restraints that were high enough for backset to be relevant. Reported neck pain decreased for older drivers (females only), drivers in less severe crashes, and drivers in heavier cars (females only); all head restraint analyses were adjusted for these characteristics. Women, and most likely men, in the United States would benefit greatly from international harmonization to European head restraint standards. Until then, both women and men should be encouraged to adjust their adjustable head restraints, if possible, behind their heads' centers of gravity and to sit with the backs of their heads as close as possible to their head restraints. KW - Gender KW - Headrests KW - Injuries KW - Neck KW - Positioning KW - Rear end crashes KW - Standards KW - Whiplash UR - https://trid.trb.org/view/658513 ER - TY - JOUR AN - 00796684 JO - Federal register [online]. Vol. 65, no. 105 PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NOTICE OF PUBLIC MEETING AND INTERNET FORUM ON THE SAFETY IMPLICATIONS OF DRIVER DISTRACTION WHEN USING IN-VEHICLE TECHNOLOGIES PY - 2000 SP - p. 34797-34800 AB - NHTSA is holding two public events that focus on the potential >safety implications associated with driver distraction while using >advanced in-vehicle technologies that receive, transmit, or display >various types of information. The devices of interest include those >that allow drivers to phone, fax, obtain route guidance, view infrared >images on a head-up display, and use the Internet and other such >devices KW - Driving KW - Human factors KW - Mobile computing UR - https://trid.trb.org/view/658406 ER - TY - RPRT AN - 00943455 AU - Transport Canada TI - SCHOOL BUS COLLISIONS 1988-1997 PY - 1999/12 SP - 6 p. AB - This report provides a statistical summary of collisions involving school buses over the 10-year period 1988-1997. The report reviews the number of collisions involving at least one school bus, the number of school buses involved in collisions, and the resulting fatalities and personal injuries inside and outside the school bus. Collision analysis also addresses ages of casualties; type and time of day of collision; number of incidents by year and point of impact on the school bus; and the vehicle manoeuvre that preceded the collision. Summary findings over the 10-year period 1988 to 1997 are as follows: A total of 29,488 school buses were involved in 29,193 collisions - 177 fatal, 5,659 personal injury, and 23,357 property damage collisions. School bus collisions have resulted in 204 fatalities and 10,480 injuries - an average of 20 fatalities and 1,048 injuries per year. Of the 204 total fatalities, eight were school bus occupants (less than 19 years old) - an average of one death per year. Five of these eight fatalities occurred between 1989 and 1991; the remaining three occurred in 1994. The 5,836 casualty-producing collisions (i.e., fatal and injury-producing) involving at least one school bus represent approximately 0.3% of the 1,734,244 casualty-producing collisions involving all vehicle types. KW - Age KW - Canada KW - Crash types KW - Fatalities KW - Injuries KW - Pedestrians KW - Periods of the day KW - Point of impact KW - Property damage KW - School buses KW - Statistics KW - Traffic crashes KW - Vehicle occupants UR - https://trid.trb.org/view/643538 ER - TY - JOUR AN - 00925853 JO - Surgical Clinics of North America PB - W.B. Saunders Company AU - CHAMPION, H R AU - CUSHING, B AU - W.B. Saunders Company TI - EMERGING TECHNOLOGY FOR VEHICULAR SAFETY AND EMERGENCY RESPONSE TO ROADWAY CRASHES PY - 1999/12 VL - 79 IS - 6 SP - 12 p. AB - This paper discusses the emerging technology that will bring substantial change to the face of emergency trauma care early in the next millennium. Among the technologies increasingly available to make dramatic improvements in public safety through faster and smarter emergency medical care are wireless telecommunications technologies, wireless location technologies and global positioning system technologies, and airbag crash sensor technologies that automatically activate a cellular telephone in the car, electronically communicating information about the location and severity of the crash. Improvements in vehicular safety will include crash avoidance, occupant protection, and postcrash injury control. Notification and response times will improve with automatic crash notification technologies. KW - Automatic crash notification KW - Cellular telephones KW - Crash avoidance systems KW - Emergency response time KW - Fatalities KW - Global Positioning System KW - Injuries KW - Occupant protection devices KW - Postcrash injury control KW - Sensors KW - Technological innovations KW - Telecommunications KW - Traffic crashes KW - Vehicle safety KW - Wireless communication systems UR - https://trid.trb.org/view/720153 ER - TY - RPRT AN - 00821226 AU - National Safety Council AU - National Highway Traffic Safety Administration TI - SETTING LIMITS, SAVING LIVES: THE CASE FOR .08 BAC LAWS. REVISED EDITION PY - 1999/12 SP - 36 p. AB - Impaired driving is the most frequently committed violent crime in America. Every 33 minutes, someone in this country dies in an alcohol-related crash. There are four key laws that have been proven effective in the fight against impaired driving: illegal per se, administrative license revocation, zero tolerance, and .08 Blood Alcohol Concentration (BAC). This booklet describes the .08 BAC law, and makes the case for adopting it in every state. An illegal per se law makes it illegal to drive with an alcohol concentration measured at or above the established legal level. Forty-eight states have established a per se law. In 31 of those states, the legal limit is .10% blood alcohol concentration. Seventeen states plus the District of Columbia have established .08 BAC as the legal limit. Lowering the BAC limit to .08 sets the legal limit at a point at which driving skills are proven to be compromised. At .08 BAC, all drivers, even experienced ones, show impairment in driving ability. KW - Blood alcohol levels KW - Driver licenses KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Impaired drivers KW - Per se laws KW - Revocation KW - State laws KW - Traffic crashes KW - Traffic safety KW - Zero tolerance UR - https://trid.trb.org/view/712744 ER - TY - RPRT AN - 00793237 AU - Finison, K S AU - Maine Health Information Center AU - Maine Department of Human Services AU - National Highway Traffic Safety Administration TI - STANDARDIZED REPORTING USING CODES (CRASH OUTCOME DATA EVALUATION SYSTEM) PY - 1999/12 SP - 30 p. AB - While CODES (Crash Outcome Data Evaluation System) projects have expanded to 25 states, there is no standardized reporting of the outcome measures that are available with linked data. This paper describes efforts to build a standard format for reporting these outcomes. This format is conceptualized by laying the injury "pyramid" on its side. Outcome measures are reported as columns across a page with increasing levels of severity from left to right. Several aspects of format development are discussed, including levels of reporting, specific outcome measures, rates, and selection of appropriate denominators. These simplified reports can be used to plan further studies or as a source of information for fact sheets for further dissemination. Examples of implementation of these reports are provided from the Maine CODES project. KW - Crash data KW - Crash Outcome Data Evaluation System KW - Linked data KW - Maine KW - Reports KW - Standardization UR - http://ntl.bts.gov/lib/25000/25000/25031/809-048.pdf UR - https://trid.trb.org/view/653435 ER - TY - RPRT AN - 00798843 AU - National Highway Traffic Safety Administration TI - BUYING A SAFER CAR FOR CHILD PASSENGERS 2000 PY - 1999/12 SP - 32 p. AB - This brochure was designed to help the consumer make an informed decision when purchasing a vehicle for the family. It includes information on safety features and designs specific to child passengers. It also includes safety tips, information from the Federal government, plus a "Family Car Checklist" to take along when shopping for a car. KW - Automobiles KW - Brochures KW - Children KW - Consumers KW - Purchasing KW - Vehicle design KW - Vehicle safety UR - https://trid.trb.org/view/665867 ER - TY - RPRT AN - 00798852 AU - National Highway Traffic Safety Administration TI - ADOPTING THE MMUCC GUIDELINE: WORKING TOGETHER TO MAKE STATE AND LOCAL CRASH REPORTING MORE COMPARABLE PY - 1999/12 SP - 80 p. AB - The Model Minimum Uniform Crash Criteria (MMUCC) is a minimum set of crash data elements with standardized definitions that are relevant to injury control and highway and traffic safety. It is a guideline and not a mandate. There is no single, comprehensive guide for the huge and difficult-to-define area we know as "highway traffic safety information." The specific purpose of MMUCC is to promote uniformity and comparability of crash data within states, and between states and regions and the nation. This report contains the experiences of seven states which participated in a crash report revision process and adopted most of the recommended MMUCC data elements. The seven states are Delaware, Kentucky, Louisiana, Nevada, North Carolina, Ohio and Tennessee. Each state was asked a series of questions about their process for revising the state's crash reporting data and their incorporation of recommended MMUCC data elements. A copy of the questionnaire and copies of each state's crash report form are included in appendices. The state summaries indicate the degree to which the states incorporated the MMUCC data elements themselves but not the values for each element. A comparison of each state's data values was beyond the scope of this report. KW - Case studies KW - Crash data KW - Crash reports KW - Data collection KW - Delaware KW - Guidelines KW - Kentucky KW - Louisiana KW - Model Minimum Uniform Crash Criteria KW - Nevada KW - North Carolina KW - Ohio KW - Revisions KW - Standardization KW - Tennessee UR - http://ntl.bts.gov/lib/17000/17300/17379/PB2001101242.pdf UR - https://trid.trb.org/view/665875 ER - TY - RPRT AN - 00797065 AU - Kostyniuk, L P AU - Shope, J T AU - University of Michigan Transportation Research Institute TI - CHOICE OF TRANSPORTATION MODE AMONG OLDER DRIVERS AND FORMER DRIVERS PY - 1999/12 SP - 45 p. AB - Data from 16 focus groups and a telephone survey of 1,053 Michigan drivers and former drivers over age 65 were examined for information on transportation mode choices of older drivers and former drivers, their experience with alternatives to driving, and whether they had given any thought to or made plans for the time when they can no longer drive themselves. The results show that most older households owned at least one automobile and that the automobile was the primary mode of transportation for older drivers and former drivers. Most former drivers relied on getting rides from adult children, spouses, and friends. Use of public transportation systems was quite low, and some older drivers and former drivers were not aware of the public transportation services available in their neighborhoods. Most of those who used public transportation services were satisfied with the service, although there was some dissatisfaction with the routes, inconvenience, and long wait and travel times. Older drivers did not seem to make preparations for the time they could no longer drive. Over half the drivers who perceived that they would have problems driving within five years, still expected to keep driving beyond five years. KW - Aged KW - Aged drivers KW - Awareness KW - Driving KW - Focus groups KW - Michigan KW - Mobility KW - Mode choice KW - Public transit KW - Quality of service KW - Surveys KW - Transportation planning UR - http://ntl.bts.gov/lib/16000/16900/16993/PB2000106703.pdf UR - https://trid.trb.org/view/654825 ER - TY - RPRT AN - 00797027 AU - Eby, D W AU - Molnar, L J AU - University of Michigan Transportation Research Institute TI - GUIDELINES FOR DEVELOPING INFORMATION SYSTEMS FOR THE DRIVING TOURIST PY - 1999/12 SP - 106 p. AB - The purpose of this project was to enhance the development of Intelligent Transportation System (ITS) technology for tourist use by generating appropriate guidelines. Guideline development was based upon a review of the literature and a nationwide survey. The literature review covered a wide range of areas that were relevant to the driving tourist. These areas were: a general overview of tourism; tourism and the tourist role; travel motivation and tourist preferences; tourist health; social and cultural impacts of tourism; tourist information use and preferences; and scenic byways. The entire literature review can be found in a separate interim report. A number of findings from the literature review were relevant to the development of in-vehicle information systems for the driving tourist. The nationwide survey, reported here, generated detailed national information about use of tourist information, tourist information sources, preferences for various types of information and features for an in-vehicle information system for tourist use, willingness to pay for an in-vehicle information system for tourist use, and several factors related to actual tourist travel. Survey information was weighted to the Nationwide Personal Transportation Survey (NPTS) so that it was nationally representative of people who take long overnight trips. The report concludes with a summary of the study and a set of guidelines to assist developers of information systems so that these systems will be appropriate for tourists who drive. KW - Advanced driver information systems KW - Advanced traveler information systems KW - Guidelines KW - Intelligent transportation systems KW - Literature reviews KW - Nationwide Personal Transportation Survey KW - Recreational trips KW - Scenic highways KW - Surveys KW - Tourism KW - Tourists KW - Traveler information and communication systems UR - https://trid.trb.org/view/654774 ER - TY - RPRT AN - 00797017 AU - Streff, F M AU - Kostyniuk, L P AU - University of Michigan Transportation Research Institute TI - EVALUATING EFFECTS OF FEDERAL SECTION 410 INCENTIVE GRANTS IN MICHIGAN ON CRASHES AND PUBLIC PERCEPTION PY - 1999/12 SP - 69 p. AB - This report documents an evaluation of the impact of programs sponsored in Saginaw County, Michigan, using Federal incentive grant funds to implement countermeasures for alcohol-impaired driving, funded by Title 23, United States Code, Chapter 4, Section 410. The measures of effectiveness used in this study were (1) the number of alcohol-involved crashes resulting in fatal or serious injury, and (2) persons' attitudes, knowledge, and self-reported behaviors related to alcohol-related driving and related issues. Analyses of survey data showed no significant changes from preprogram to postprogram, and thus do not support the hypothesis that Section 410 funds changed the knowledge, attitudes, and self-reported behaviors of persons with respect to alcohol-impaired driving and related issues. A decline in KA-HBD crashes occurred in the test county (Saginaw) after the Section 410 program efforts began (as would be predicted if the program was effective); however, a similar decline was also found in areas where no substantial Section 410 investment was made. In sum, we cannot conclude that the Section 410 program investment had an effect on KA-HBD crashes or associated attitudes, knowledge, or behaviors above and beyond that caused by other environmental factors. However, it would appear that these investments, in concert with other changes in the environment, have had a significant, positive effect on reducing crashes associated with alcohol-impaired driving. KW - Attitudes KW - Behavior KW - Countermeasures KW - Drunk driving KW - Fatalities KW - Grant aid KW - Impact studies KW - Injuries KW - Knowledge KW - Measures of effectiveness KW - Surveys KW - Traffic crashes KW - United States Code. Title 23. Section 410 UR - https://trid.trb.org/view/654760 ER - TY - RPRT AN - 00797009 AU - National Highway Traffic Safety Administration TI - CAMPAIGN SAFE & SOBER PROGRAM PLANNER 21: FEBRUARY-JUNE 2000 PY - 1999/12 SP - v.p. AB - The National Highway Traffic Safety Administration (NHTSA) produces Campaign Safe & Sober Program Planners to help highway safety organizers at the community and state level plan meaningful, lifesaving programs and to support making every community a Safe Community. Published three times a year, the Program Planner is an up-to-date resource for state and local program managers. Program Planner 21, prepared for February through June 2000, includes ideas for activities, tools to help implement these ideas, and directions to new and existing resources that can be used in participating in this season's safety weeks and months. Some activities are date-specific, but many of these activities can be undertaken whenever they are appropriate for a particular state and community. KW - Campaign Safe & Sober Program Planners KW - Community action programs KW - Highway safety KW - Planning KW - Safety programs UR - https://trid.trb.org/view/655492 ER - TY - RPRT AN - 00797011 AU - National Highway Traffic Safety Administration TI - ADAPTING MOTOR VEHICLES FOR PEOPLE WITH DISABILITIES PY - 1999/12 SP - 14 p. AB - This brochure contains information based on the experience of driver rehabilitation specialists and other professionals who work with individuals who require adaptive devices for their motor vehicles. It is centered around a proven process -- evaluating your needs, selecting the right vehicle, choosing a qualified dealer to modify your vehicle, being trained, maintaining your vehicle -- that can help you avoid costly mistakes when purchasing and modifying a vehicle with adaptive equipment. Also included is general information on cost savings, licensing requirements, and organizations to contact for help. Although the brochure focuses on drivers of modified vehicles, each section contains important information for people who drive passengers with disabilities. KW - Automobiles for the physically disabled KW - Brochures KW - Driver licensing KW - Organizations KW - Persons with disabilities KW - Purchasing UR - http://www.nhtsa.dot.gov/cars/rules/adaptive/brochure/adapting_brochure.pdf UR - https://trid.trb.org/view/654751 ER - TY - RPRT AN - 00796986 AU - Tsimhoni, O AU - YOO, H AU - Green, P AU - University of Michigan Transportation Research Institute TI - EFFECTS OF VISUAL DEMAND AND IN-VEHICLE TASK COMPLEXITY ON DRIVING AND TASK PERFORMANCE AS ASSESSED BY VISUAL OCCLUSION PY - 1999/12 SP - 76 p. AB - Given the recent proliferation of in-vehicle systems, understanding how drivers deal with the visual demands of driving while operating these systems is essential. To provide such, 16 subjects drove a simulator on roads with long curves of several different radii while providing verbal responses to questions about the content of electronic maps displayed on the center console. In additional sessions, visual demand of the same road segments was measured using the voluntary occlusion technique. Task completion time while driving was correlated with static completion time, generally increasing when the task was performed while driving. It decreased, however, for short tasks, especially when only one glance was made. As driving workload increased, subjects made shorter glances at the display, made more of them, but waited longer between glances. The net effect was a slight decrease in total glance duration (eyes-off-the-road time). As driving workload increased, driving performance became worse. These results suggest a complex interaction in which drivers attempt to compensate for increased visual demand or task complexity, which leads to a statistically and practically significant decline in driving performance with task duration and driving workload. KW - Drivers KW - Driving simulators KW - Ergonomics KW - Human factors KW - Information display systems KW - Intelligent transportation systems KW - Onboard navigational aids KW - Performance KW - Safety KW - Visual demand KW - Visual occlusion KW - Workload UR - http://www.umich.edu/~driving/publications/UMTRI-99-37.pdf UR - https://trid.trb.org/view/654719 ER - TY - RPRT AN - 00798256 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-99-55 PY - 1999/11/02 SP - 2 p. AB - This safety recommendation addressed to Ms. Barbara Harsha, Executive Director, National Association of Governors' Highway Safety Representatives, recommends that the National Association of Governors' Highway Representatives, in conjunction with the Department of Transportation, amend the Model Minimum Uniform Crash Criteria's bus configuration coding to comply with standard definitions and classifications of buses. KW - Buses KW - Model Minimum Uniform Crash Criteria KW - National Association of Governors' Highway Safety Reps KW - Recommendations KW - Safety UR - http://www.ntsb.gov/safety/safety-recs/recletters/H99_55.pdf UR - https://trid.trb.org/view/655252 ER - TY - RPRT AN - 00798262 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFET RECOMMENDATIONS, H-99-45 THROUGH H-99-54 PY - 1999/11/02 SP - 10 p. AB - This safety recommendation, addressed to Ms. Rosalyn G. Millman, Acting Administrator, National Highway Traffic Safety Administration, recommends that the National Highway Traffic Safety Administration: (1) In 2 years, develop performance standards for school bus occupant protection systems that account for frontal, side, and rear impact collisions, and rollovers (H-99-45); (2) Once pertinent standards have been developed for school bus occupant protection systems, require newly manufactured school buses to have an occupant crash protection system that meets the newly developed performance standards and retains passengers, including those in child safety restraint systems, within the seating compartment throughout the accident sequence for all accident scenarios (H-99-46); (3) In 2 years, develop performance standards for motorcoach occupant protection systems that account for frontal, side, and rear impact collisions, and rollovers (H-99-47); (4) Once pertinent standards have been developed for motorcoach occupant protection systems, require newly manufactured motorcoaches to have an occupant crash protection system that meets the newly developed performance standards and retains passengers, including those in child safety restraint systems, within the seating compartment throughout the accident sequence for all accident scenarios (H-99-48); (5) Expand their research on current advanced glazing to include its applicability to motorcoach occupant ejection prevention, and revise window glazing requirements for newly manufactured motorcoaches based on the results of this research (H-99-49); (6) In 2 years, develop performance standards for motorcoach roof strength that provide maximum survival space for all seating positions and that take into account current typical motorcoach window dimensions (H-99-50); (7) Once performance standards have been developed for motor coach roof strength, require newly manufactured motorcoaches to meet those standards (H-99-51); (8) Modify their methodology to collect accurate, timely, and sufficient data on passenger injuries resulting from school bus accidents so that thorough assessments can be made relating to school bus safety (H-99-52); (9) Require that all school buses and motorcoaches manufactured after January 1, 2003, be equipped with on-board recording systems that record vehicle parameters. For those buses so equipped, the following should also be recorded: status of additional seat belts, airbag deployment criteria, airbag deployment time, and airbag deployment energy. The on-board recording system should record data at a sampling rate that is sufficient to define vehicle dynamics and should be capable of preserving data in the event of a vehicle crash or an electrical power loss. In addition, the on-board recording system should be mounted to the bus body, not the chassis (H-99-53); and (10) Develop and implement, in cooperation with other Government agencies and industry, standards for on-board recording of bus crash data (H-99-54). KW - Air bags KW - Bus crashes KW - Buses KW - Child restraint systems KW - Deployment KW - Frontal crashes KW - Glazing KW - Injuries KW - Occupant protection devices KW - Passenger compartments KW - Passengers KW - Performance KW - Rear end crashes KW - Recommendations KW - Recording instruments KW - Roofs KW - Safety KW - School buses KW - School safety KW - Seat belts KW - Side crashes KW - Standards KW - Strength of materials KW - Windows (Vehicles) UR - http://www.ntsb.gov/safety/safety-recs/recletters/H99_45_54.pdf UR - https://trid.trb.org/view/655261 ER - TY - RPRT AN - 00798257 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION, H-99-56 PY - 1999/11/02 SP - 7 p. AB - This safety recommendation, addressed to the bus manufacturers, recommends that the bus manufacturers cooperate with the Department of Transportation in the development of standard definitions and classifications for each of the different bus body types (H-99-56). KW - Body type (buses) KW - Buses KW - Classification KW - Definitions KW - Industries KW - Recommendations KW - School buses KW - Standards KW - Transit buses UR - http://www.ntsb.gov/safety/safety-recs/recletters/H99_56.pdf UR - https://trid.trb.org/view/655253 ER - TY - RPRT AN - 00798258 AU - National Transportation Safety Board TI - NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATIONS, H-99-43 AND H-99-44 PY - 1999/11/02 SP - 4 p. AB - This safety recommendation, addressed to the Honorable Rodney E. Slater, Secretary, U.S. Department of Transportation, recommends that the U.S. Department of Transportation: (1) In one year and in cooperation with the bus manufacturers, complete the development of standard definitions and classifications for each of the different bus body types, and include these definitions and classifications in the Federal Motor Vehicle Safety Standards (FMVSS) (H-99-43); and (2) Once the standard definitions and classifications for each of the different bus types have been established in the Federal Motor Vehicle Safety Standards, in cooperation with the National Association of Governors' Highway Safety Representatives, amend the Model Minimum Uniform Crash Criteria's bus configuration coding to incorporate the FMVSS definitions and standards (H-99-44). KW - Buses KW - Classification KW - Definitions KW - Federal Motor Vehicle Safety Standards KW - Industries KW - Model Minimum Uniform Crash Criteria KW - National Association of Governors' Highway Safety Reps KW - Recommendations KW - Safety KW - Standards KW - U.S. Department of Transportation UR - http://www.ntsb.gov/safety/safety-recs/recletters/H99_43_44.pdf UR - https://trid.trb.org/view/655254 ER - TY - RPRT AN - 00819645 AU - EPPINGER, R AU - SUN, E AU - Bandak, F AU - HAFFNER, M AU - Khaewpong, N AU - Maltese, M AU - KUPPA, S AU - Nguyen, T AU - Takhounts, E AU - Tannous, R AU - Zhang, A AU - SAUL, R AU - National Highway Traffic Safety Administration TI - DEVELOPMENT OF IMPROVED INJURY CRITERIA FOR THE ASSESSMENT OF ADVANCED AUTOMOTIVE RESTRAINT SYSTEMS - II PY - 1999/11 SP - 180 p. AB - The National Highway Traffic Safety Administration's (NHTSA) plans for upgrading the Federal Motor Vehicle Safety Standard (FMVSS) No. 208, frontal crash protection safety standard, include improving protection requirements for the normally seated mid-sized adult male, as well as including additional requirements that will specify performance limits to minimize the risks from airbags to small-sized occupants and children in both normal and out-of-position seating locations. These new crash specifications will require the use of additional dummies of various sizes as well as additional performance criteria that appropriately represent injury thresholds of these additional population segments. Based on the agency's analysis of comments received in response to the publication of the NPRM and the accompanying technical reports, the agency has made modifications to the recommended injury criteria and their associated performance limits. A detailed discussion of the comments received and the agency's analysis may be found in Appendix A. This report documents these modifications and the rationale. KW - Air bags KW - Children KW - Crash injuries KW - Dummies KW - Federal Motor Vehicle Safety Standards KW - Frontal crashes KW - Injury criteria KW - Males KW - Occupant protection devices KW - Out of position (Vehicle occupants) KW - Performance KW - Performance limits KW - Seats KW - Small adults KW - Traffic crashes KW - Traffic safety KW - Vehicle occupants UR - http://ntl.bts.gov/lib/11000/11600/11669/rev_criteria.pdf UR - https://trid.trb.org/view/691730 ER - TY - RPRT AN - 00798235 AU - Rumar, K AU - Sivak, M AU - Traube, E C AU - Miyokawa, T AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor TI - NIGHTTIME VISIBILITY OF RETROREFLECTIVE PAVEMENT MARKINGS FROM TRUCKS VERSUS CARS PY - 1999/11 SP - 16 p. AB - This nighttime field study addressed the relative visibility of retroreflective pavement markings from trucks and cars. To do that, both low-beam headlamp mounting height and observer eye height were varied. The task involved detecting the presence of a strip of retroreflective pavement marking that was moved towards a stationary observer. The main finding is that headlamp mounting height had a statistically significant effect on detection distance. Increasing the mounting height from the lowest tested level (0.6 m) to the highest tested level (1.2 m) resulted in a 19% increase in detection distance. On the other hand, there was no effect of eye height over the range tested (1.2 m to 2.4 m). Because truck headlamps are generally mounted higher than car headlamps, the present findings imply that retroreflective pavement markings are more visible (and thus more effective) for truck drivers than car drivers. Furthermore, these findings are in support of higher headlamp mounting height for all types of vehicles. However, higher headlamp mounting heights lead to more glare for both oncoming drivers and preceding drivers via rearview mirrors. Consequently, determining an optimal headlamp mounting height would require a complex weighing of both visibility and glare considerations. KW - Automobiles KW - Drivers KW - Eye KW - Glare KW - Headlamp mounting height KW - Headlamps KW - Height KW - Night visibility KW - Retroreflection KW - Road markings KW - Traffic safety KW - Trucks UR - https://trid.trb.org/view/655224 ER - TY - RPRT AN - 00798236 AU - Flannagan, M J AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor TI - SUBJECTIVE AND OBJECTIVE ASPECTS OF HEADLAMP GLARE: EFFECTS OF SIZE AND SPECTRAL POWER DISTRIBUTION PY - 1999/11 SP - 18 p. AB - In the formal study of glare, a major distinction has been made between subjective and objective effects of glare (referred to as discomfort glare and disability glare, respectively). Recently, both anecdotal reports and formal experiments have indicated that headlamp size and spectral power distribution affect discomfort glare, but no assessment has been made of whether these two factors also affect disability glare. Models of disability glare suggest that they should not. The present experiment was designed to provide empirical evidence about this issue. Subjects were presented with glare stimuli that varied in size (0.3 or 0.6 degrees of visual angle) and spectral power distribution (tungsten-halogen or high-intensity discharge). Discomfort glare was measured by numerical ratings of subjective discomfort. Disability glare was measured by determining the luminance threshold for detecting a pedestrian silhouette presented near the glare source. Spectral power distribution affected discomfort glare, although, in contrast to previous studies, which had shown small but statistically significant effects, size did not affect discomfort glare. Neither variable affected disability glare. These results indicate that, for size and spectral power distribution, effects on discomfort glare do not necessarily imply effects on disability glare. The fact that small, high-intensity discharge lamps do not seem to cause any special problems with disability glare under the conditions of this experiment is encouraging, particularly because disability glare is likely to have greater effects on safety than discomfort glare. However, given the importance of the issue, further studies of disability glare would be valuable. Also, even if effects on discomfort glare are not critical for safety, they are still of practical interest because driver comfort is important in itself, and they are of scientific interest because they have not been explained. KW - Disability glare KW - Discomfort glare KW - Glare KW - Headlamps KW - High intensity discharge KW - Luminance KW - Power spectra KW - Size KW - Traffic safety UR - http://www.regulations.gov/fdmspublic/ContentViewer?objectId=09000064802d6714&disposition=attachment&contentType=pdf UR - https://trid.trb.org/view/655225 ER - TY - SER AN - 00798260 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - ALTERNATIVE SENTENCES FOR DRIVING WHILE INTOXICATED (DWI): EVALUATION OF A DAY REPORTING CENTER PY - 1999/11 IS - 210 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) has been examining the effectiveness of various sanctions for driving while intoxicated (DWI) offenders (See Traffic Techs Nos. 130, 150, 180, 193). A new study conducted by Mid-America Research Institute examines the effectiveness of another type of sanction for repeat offenders - a Day Reporting Center (DRC). DRCs have been used in several jurisdictions as an alternative for jail for low-risk offenders convicted of a variety of offenses. In general, a DRC is a highly structured, non-residential facility that provides supervision, employment assistance, counseling, education, and community resource referrals. The program selected for this study is the DRC in Maricopa County (Phoenix), Arizona. This Traffic Tech summarizes the study findings. KW - Day reporting centers KW - Drunk drivers KW - Evaluation KW - Phoenix (Arizona) KW - Repeat offenders KW - Sanctions UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=44c8d2f6957bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/659345 ER - TY - JOUR AN - 00798261 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Hasin, D AU - Paykin, A AU - Endicott, J AU - Grant, B AU - Alcohol Research Documentation, Incorporated TI - THE VALIDITY OF DSM-IV ALCOHOL ABUSE: DRUNK DRIVERS VERSUS ALL OTHERS PY - 1999/11 VL - 60 IS - 6 SP - p. 746-755 AB - Prior research in a community sample indicated that almost half the individuals receiving a diagnosis of DSM-IV alcohol abuse did so on the basis of only one symptom, driving after drinking too much. While this is certainly unwise behavior, it may not be a psychiatric disorder. Therefore, the authors investigated the differential validity of this subgroup of abuse cases by testing the association of a set of external validating criterion variables with three groups: those who met criteria for abuse just for drinking-driving, those who met criteria by other means and those with no alcohol diagnosis. Present status of past cases of abuse was also investigated. Subjects were 22, 204 U.S. household residents (a subset of a national probability sample) interviewed in 1992 with the Alcohol Use Disorders and Associated Disabilities Interview Schedule. The generalized logit model was the principal means of analysis. Subjects who met criteria for DSM-IV alcohol abuse just for drinking-driving differed from subjects with no diagnosis on about half the variables tested, while those who met criteria for abuse in other ways differed from subjects with no diagnosis on all variables tested. The two abuse groups differed from each other on some but not all variables. Past cases of abuse for drinking-driving and past cases of other abuse were equally likely to have remitted in the last 12 months, and slightly less likely to meet criteria for current dependence. Further conceptual and empirical work is needed to resolve the difficulties with the DSM-IV alcohol abuse category. KW - Alcohol abuse KW - Classification KW - Diagnosis KW - Drunk drivers KW - DSM-IV KW - Mental disorders KW - Psychiatry KW - Validity UR - https://trid.trb.org/view/659346 ER - TY - JOUR AN - 00798845 JO - Emergency Medical Services & Managed Care Bulletin PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - BUILDING A PARTNERSHIP FOR EMERGENCY CARE: ENSURING THE BEST EMS RESPONSE DURING THE HEALTH CARE REVOLUTION AND BEYOND PY - 1999/11 SP - 20 p. AB - Changes in health care financing are affecting the delivery of all aspects of health service, including emergency medical services (EMS). Executives from managed care and EMS came together over the past two years to meet this challenge. In a series of four roundtable discussions convened between June 1997 and January 1999, they identified common principles and set a course for EMS to follow through the changing economic environment. Guidance was developed for communities wishing to follow this course. This monograph summarizes the joint EMS and managed care effort. KW - Economic conditions KW - Emergency medical services KW - Financing KW - Health care services KW - Partnerships KW - Strategic planning UR - https://trid.trb.org/view/667751 ER - TY - RPRT AN - 00796983 AU - Streff, F M AU - Spradlin, H K AU - University of Michigan Transportation Research Institute TI - MICHIGAN FATAL AND SERIOUS INJURY TRAFFIC-CRASH PATTERNS: 1994-1999 PY - 1999/11 SP - 120 p. AB - This report details facts and figures relevant to a better understanding of possible causes of and prevention implications for deaths and serious injuries due to traffic crashes in the state of Michigan during the period January 1994 through December 1998. Select results in brief are as follows: Statistical analyses suggest that the performance goals selected by the Michigan Office of Highway Safety Planning (OHSP) are appropriate. Michigan experienced a general decline in the proportion of fatal or serious-injury (KA) crashes from 1994 to 1998, however, this decline is smaller than it has been in the past and may foreshadow an upswing in crashes. It is reasonable to target male drivers age 21-34 years in particular to help the Michigan OHSP achieve its traffic safety goals. The summer months remain good targets for program efforts, but we may need to revisit programs during May and December because of recent increases in crashes during these months. The vast majority of KA crashes occur on city/county roads, thus it is rational to continue to focus efforts on reducing the KA crash count on these city/county roads. By far the largest vehicle group involved in KA crashes is passenger cars. Because of the hazard drivers age 14-18 present to themselves and others as demonstrated by their crash rates, this is an important, if small, target group. Drivers age 70 and over represent only 10% of all KA crash cases and do not have higher crash rates than the "average" driver, and thus are not a promising target group for achieving the overall traffic safety goals set by the Michigan OHSP. Males age 21-34 have the largest number of crashes and highest rates of KA-HBD (had-been-drinking) crash involvement. The largest reductions in KA-HBD crashes have occurred on months and days that have had the historic highs. The effect seems to be toward leveling off month-to-month, day-to-day variation. This may mean that we are beginning to see the boundaries of the "hard-core" problem with respect to KA-HBD crashes. There are as many pedestrians that experience KA injury in crashes as rear-seat occupants (about 1,000 each year). KW - Aged drivers KW - Automobiles KW - County roads KW - Crash causes KW - Drunk drivers KW - Fatalities KW - Injuries KW - Males KW - Michigan KW - Months KW - Pedestrians KW - Rear seat occupants KW - Teenage drivers KW - Traffic crashes KW - Urban highways UR - http://ntl.bts.gov/lib/16000/16200/16201/PB2000102974.pdf UR - https://trid.trb.org/view/654716 ER - TY - RPRT AN - 00796965 AU - Eby, D W AU - Vivoda, J M AU - Fordyce, T A AU - University of Michigan Transportation Research Institute TI - SAFETY BELT USE IN FIVE WAYNE COUNTY COMMUNITIES: FALL 1999 PY - 1999/11 SP - 39 p. AB - Reported here are the results of a direct observation survey of safety belt use in a five city area of Wayne County, Michigan, conducted in the fall of 1999. The five cities included in the survey area were: Dearborn, Detroit, Livonia, Taylor, and Westland. In this study, 1,083 occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks) were surveyed during September 18 to September 23, 1999. Belt use was estimated for all commercial/noncommercial vehicle types combined and separately for each vehicle type. Belt use by seating position, sex, time of day, and age was also calculated. Overall belt use was 54.5%. Belt use was 55.8% for passenger cars, 57.6% for sport-utility vehicles, 55.4% for vans/minivans, and 44.2% for pickup trucks. Overall belt use was higher for females than for males and higher for drivers than for passengers. In general, belt use was highest during the morning commute, was low for 16-to-29-year olds, and increased with age. These findings provide a baseline from which to measure safety belt use trends in the five cities over the next year and beyond. The study is superior to the statewide survey for assessing the effects of local programs in the five cities since it focuses entirely on local traffic. KW - Age KW - Automobiles KW - Dearborn (Michigan) KW - Detroit (Michigan) KW - Gender KW - Livonia (Michigan) KW - Periods of the day KW - Pickup trucks KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - Surveys KW - Taylor (Michigan) KW - Utilization KW - Vans KW - Westland (Michigan) UR - http://ntl.bts.gov/lib/15000/15800/15897/PB2000101614.pdf UR - https://trid.trb.org/view/654698 ER - TY - RPRT AN - 00792165 AU - National Highway Traffic Safety Administration TI - PRESIDENTIAL INITIATIVE FOR MAKING .08 BAC THE NATIONAL LEGAL LIMIT - A PROGRESS REPORT PY - 1999/11 SP - 13 p. AB - On March 3, 1998, President Clinton addressed the Nation on setting new standards to prevent impaired driving. The President called for the promotion of a national legal limit, under which it would be illegal per se to operate a motor vehicle with a blood alcohol concentration (BAC) of .08 or higher, across the country, including on Federal property. The President directed the Secretary of Transportation to work with Congress, other agencies, the states, and other concerned safety groups to develop a plan to promote the adoption of a .08 BAC legal limit. The National Highway Traffic Safety Administration (NHTSA), as the lead federal agency, developed a plan for implementing the Presidential directive. The plan, "Presidential Initiative for Making .08 BAC the National Legal Limit - Recommendations from the Secretary of Transportation", was distributed nationwide in late 1998. The plan supports and draws from the "Partners in Progress: An Impaired Driving Guide for Action", which established a national goal to reduce alcohol-related motor vehicle fatalities to no more than 11,000 by the year 2005. The plan has 4 key elements: (1) Enact strong legislation (.08 BAC), (2) Develop effective public education programs, (3) Embrace active, highly visible law enforcement, and (4) Build public-private partnerships. This four-point plan, when implemented, can be effective in addressing the impaired driving problem in America. This progress report is an update of activities since the directive was given by the President. KW - Blood alcohol levels KW - Drunk drivers KW - Fatalities KW - Impaired drivers KW - Law enforcement KW - Legal constraints KW - Legislation KW - Per se laws KW - Public information programs KW - Public private partnerships KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/648754 ER - TY - RPRT AN - 00784459 AU - National Highway Traffic Safety Administration TI - SUMMARY OF VEHICLE OCCUPANT PROTECTION LAWS, CURRENT AS OF JANUARY 1, 2000. THIRD EDITION PY - 1999/11 SP - 191 p. AB - This publication reports the status of State statutes that are concerned with vehicle occupant protection (except off highway vehicles). Such laws include requiring the use of (1) safety belts, (2) child passenger restraint devices and (3) motorcycle or bicycle helmets. Also included are laws that prohibit riding in the bed of a pick-up truck. Except as noted, the status of the State laws reported is January 1, 2000. This publication is divided into three areas: (1) Introduction; (2) Summary Table; and (3) a State by State Analysis. The State by State Analysis is organized by State and then by specific legal topics. The State by State Analysis includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. The State by State Analysis can be used to facilitate the comparison of State laws in the subject areas. The Appendix, using the State by State Analysis' format, gives the Uniform Vehicle Code's provisions on vehicle occupant protection. KW - Child restraint systems KW - Helmets KW - Highway law KW - Highway safety KW - Legal documents KW - Occupant protection devices KW - Pickup trucks KW - Seat belts KW - State laws KW - Uniform Vehicle Code UR - https://trid.trb.org/view/636946 ER - TY - RPRT AN - 00780289 AU - National Highway Traffic Safety Administration TI - DIGEST OF STATE ALCOHOL-HIGHWAY SAFETY RELATED LEGISLATION, CURRENT AS OF JANUARY 1, 2000, EIGHTEENTH EDITION PY - 1999/11 SP - 578 p. AB - This Digest reports the status of State laws that are concerned with drunk driving offenses and alcoholic beverage control. Unless otherwise indicated, the status of the laws reported is January 1, 2000. The Digest is divided into three areas: (1) Introduction; (2) High Interest Legislation; and (3) State Law Summary. The Summary is organized by State and then by specific legal topics. The Summary includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. It should be noted that the Summary can be used to facilitate the comparison of State laws in the subject areas. The Appendix, using the State Law Summary's format, gives the Uniform Vehicle Code's provisions on implied consent, drunk driving, vehicle homicide and driving while license is either suspended or revoked. KW - Alcoholic beverages KW - Driving without a license KW - Drunk driving KW - Highway safety KW - Implied consent laws KW - Legal documents KW - State laws KW - Uniform Vehicle Code KW - Vehicular homicide UR - https://trid.trb.org/view/509248 ER - TY - RPRT AN - 00780288 AU - National Highway Traffic Safety Administration TI - SUMMARY OF STATE SPEED LAWS, CURRENT AS OF JANUARY 1, 2000. FOURTH EDITION PY - 1999/11 SP - 314 p. AB - This Summary reports only the status of State statutes (or regulations) that are concerned with either speed limit or speed related violations. Local laws are not reported. Unless otherwise indicated, the status of the State laws (or regulations) reported is January 1, 2000. The Summary is divided into three areas: (1) Introduction; (2) Summary Tables; and (3) A State by State Analysis. The State by State Analysis is organized by State and then by specific legal topics. The State by State Analysis includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. The State by State Analysis can be used to facilitate the comparison of State laws in the subject areas. The Appendix, using the State by State Analysis' format, gives the Uniform Vehicle Code's provisions on speed related offenses. KW - Highway safety KW - Legal documents KW - Speed laws KW - Speed limits KW - Speeding KW - State laws KW - Uniform Vehicle Code UR - https://trid.trb.org/view/509247 ER - TY - RPRT AN - 00798255 AU - Hinch, J AU - HOLLOWELL, W T AU - Kanianthra, J AU - Evans, W D AU - Klein, T AU - Longthorne, A AU - Ratchford, S AU - Morris, J AU - Subramanian, R AU - National Highway Traffic Safety Administration TI - AIR BAG TECHNOLOGY IN LIGHT PASSENGER VEHICLES PY - 1999/10/26 SP - 116 p. AB - In December 1997, the National Highway Traffic Safety Administration (NHTSA) sent an information request to nine automobile manufacturers requesting detailed technical information on the current industry practice on air bag technologies, and how air bag design and performance characteristics had evolved through the 1990s. The manufacturers provided the agency with the requested data, much of which was proprietary and confidential. The data included information on MY 1990 through MY 1998 vehicles. This report uses those data, as well as other available information, to illustrate the general trends in air bag design and performance characteristics. It also uses data from static and dynamic tests of various air bags and an assessment of air bag performance in terms of injury measures made on dummies representing occupants under low speed and high speed conditions. It also discusses the results of investigations of real world crashes by NHTSA's Special Crash Investigations office. The report is only intended to provide an overview of the trends in air bag characteristics and design changes. The limited analyses presented in this report are not intended to be a comprehensive report on the projected safety performance of the past, present, or future vehicle fleet. KW - Air bags KW - Crashes KW - Design KW - Dummies KW - Injuries KW - Light vehicles KW - Occupant protection devices KW - Passenger vehicles KW - Performance KW - Technology KW - Traffic crashes KW - Trend (Statistics) UR - https://trid.trb.org/view/655251 ER - TY - JOUR AN - 00798254 JO - US News & World Report PB - US News and World Report, Incorporated AU - Holstein, W J AU - US News and World Report, Incorporated TI - KICKING A VIRTUAL TIRE - THE INTERNET IS CHANGING HOW CARS ARE MADE AND SOLD PY - 1999/10/25 VL - 127 IS - 16 SP - p. 44-46 AB - This article discusses the purchasing of motor vehicles online, through the Internet. It presents cases, web sites, and car dealers reactions to Internet purchases. It lists web sites by the following classifications - information only, referrals, middlemen, direct purchases, and reverse auctions. KW - Automobile dealers KW - Industries KW - Internet KW - Motor vehicles KW - Purchasing KW - Sales KW - Websites (Information retrieval) UR - https://trid.trb.org/view/659343 ER - TY - RPRT AN - 00798279 AU - National Highway Traffic Safety Administration TI - NATIONAL DRIVER REGISTER - TITLE 49, UNITED STATES CODE, CHAPTER 303 ADMINISTERED BY THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION PY - 1999/10/01 SP - 10 p. AB - This document describes the legislation known as the National Driver Register. KW - Drivers KW - Laws and legislation KW - National Driver Register KW - United States UR - https://trid.trb.org/view/655277 ER - TY - RPRT AN - 00925861 AU - Kurrus, R A AU - MORGAN, R M AU - Lowrie, J C AU - National Highway Traffic Safety Administration TI - NHTSA CRASH TESTING AND SAFETY INFORMATION FOR CONSUMERS PY - 1999/10 SP - 13 p. AB - To respond to the public's growing interest in motor vehicle safety, the National Highway Traffic Administration has increased its focus on vehicle safety consumer information complimenting the traditional engineering focus of the agency's rulemaking function through the Consumer Automotive Safety Information Division (CASID), which was created in 1997. The New Car Assessment Program (NCAP) is a successful example of how using researched, targeted marketing to support engineering, technical activities and regulations can provide the public with meaningful, understandable information to improve their safety. This paper addresses the following: the beginning of the NCAP; frontal NCAP today; NCAP and real world safety performances; improving NCAP consumer information; and the three consumer information initiatives: Better Understand Customers and Their Needs; Develop New Information of Value to Consumers; and Improve Customer Awareness and Use of Consumer Information. KW - Consumers KW - Impact tests KW - Information dissemination KW - Marketing KW - New Car Assessment Program KW - Safety education KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - https://trid.trb.org/view/718010 ER - TY - RPRT AN - 00925862 AU - Florida Department of Highway Safety and Motor Vehicles TI - AGGRESSIVE DRIVER STUDY PY - 1999/10 SP - 7 p. AB - This special report, one of a series based on data from Florida traffic crash reports, presents a quantitative analysis of aggressive driving. Aggressive driving is a phenomenon, which has only recently raised public concern. The media coverage on safety of driving indicates that it is more hazardous today than it was three years ago, reflecting increasing concerns about aggressive driving behavior. Some even consider aggressive driving as one of the major causes of crashes. Since statistical evidence is not systematically collected at present, the incidence of traffic injuries and fatalities resulting from aggressive driving is difficult to ascertain. The purpose of this report is to look at unsafe driving behavior, especially behaviors associated with "aggressive driving" and its consequences in terms of crashes, injuries, and fatalities. In addition, the report presents suggestions for improving driver behavior, including public information and education and law enforcement. KW - Aggression KW - Behavior KW - Countermeasures KW - Crash causes KW - Driver education KW - Drivers KW - Fatalities KW - Florida KW - Injuries KW - Law enforcement KW - Public information programs KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/718011 ER - TY - RPRT AN - 00819647 AU - HOLLOWELL, W T AU - GABLER, H C AU - Stucki, S L AU - SUMMERS, S AU - Hackney, J R AU - National Highway Traffic Safety Administration TI - UPDATED REVIEW OF POTENTIAL TEST PROCEDURES FOR FMVSS NO.208 PY - 1999/10 SP - 122 p. AB - The objective of a crash test for Federal Motor Vehicle Safety Standard (FMVSS) No. 208 is to measure how well a passenger vehicle would protect its occupants in the event of a serious real world frontal crash. The ideal frontal crash procedure will be able to evaluate occupant protection while ensuring that the vehicle will not jeopardize its crash "friendliness" with its collision partners. The test conditions (e.g., impact speed, impact angle, and test device) must be representative of the frontal crash environment to which passenger vehicles are exposed on the highway. Finally, to provide assurance of protection in potentially serious injury crashes, the test procedures must be severe enough to represent a crash in which occupants could be seriously injured or killed. This report examines several potential frontal crash test procedures, and evaluates (1) the full frontal fixed barrier test, (2) the oblique frontal fixed barrier test, (3) the generic sled test, (4) the frontal fixed offset deformable barrier test, (5) the perpendicular moving deformable barrier test, (6) the oblique moving deformable barrier test, and (7) the full frontal fixed deformable barrier test. Each procedure is compared with the 48 kph fixed rigid barrier test and the generic sled test currently prescribed in FMVSS No. 208. KW - Crashworthiness KW - Fatalities KW - Federal Motor Vehicle Safety Standards KW - Frontal crashes KW - Frontal fixed offset deformable barrier test KW - Impact tests KW - Injuries KW - Oblique moving deformable barrier test KW - Perpendicular moving deformable barrier test KW - Sled tests KW - Test procedures KW - Traffic crashes KW - Vehicle tests UR - http://ntl.bts.gov/lib/11000/11600/11665/NewStarts.pdf UR - http://ntl.bts.gov/lib/11000/11600/11667/FMVSS_208_II.pdf UR - https://trid.trb.org/view/691732 ER - TY - RPRT AN - 00791596 AU - Leaf, W A AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - LITERATURE REVIEW ON VEHICLE TRAVEL SPEEDS AND PEDESTRIAN INJURIES PY - 1999/10 SP - 68 p. AB - The relationship between vehicle travel speeds and resulting pedestrian injury was reviewed in the literature and in existing data sets. Results indicated that higher vehicle speeds are strongly associated with both a greater likelihood of pedestrian crash occurrence and more serious resulting pedestrian injury. It was estimated that only 5% of pedestrians would die when struck by a vehicle traveling at 20 mph (32 km/h) or less. This compares with fatality rates of 40, 80, and nearly 100% for striking speeds of 30, 40, and 50 mph (48, 64, and 80 km/h) or more, respectively. Reductions in vehicle travel speeds can be achieved through lowered speed limits, police enforcement of speed limits, and associated public information. More long-lasting speed reductions in neighborhoods where vehicles and pedestrians commonly share the roadway can be achieved through engineering approaches generally known as traffic calming. Countermeasures include road humps, roundabouts, other horizontal traffic deflections (e.g., chicanes), and increased use of stop signs. Comprehensive community-based speed reduction programs, combining public information and education, enforcement, and roadway engineering, are recommended. KW - Community action programs KW - Countermeasures KW - Fatalities KW - Injury severity KW - Literature reviews KW - Neighborhoods KW - Pedestrian-vehicle crashes KW - Public information programs KW - Roundabouts KW - Speed KW - Speed control humps KW - Speed limits KW - Stop signs KW - Traffic calming KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/people/injury/research/pub/HS809012.html UR - http://ntl.bts.gov/lib/16000/16200/16281/PB2000103347.pdf UR - http://ntl.bts.gov/lib/25000/25900/25997/DOT-HS-809-021.pdf UR - https://trid.trb.org/view/648557 ER - TY - RPRT AN - 00798281 AU - National Highway Traffic Safety Administration TI - HIGHWAY SAFETY - TITLE 23, UNITED STATES CODE, CHAPTER 4 AND RELATED HIGHWAY SAFETY PROVISIONS ADMINISTERED BY THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION PY - 1999/10 SP - 34 p. AB - This document describes Title 23, United States Code, Chapter 4, legislation regarding Highway Safety and related highway safety provisions. It discusses the following: Authority of the Secretary, Highway safety programs, Highway safety research and development, National Highway Safety Advisory Committee, Occupant protection incentive grants, School bus driver training, Innovative project grants, Alcohol traffic safety programs, Discovery and admission as evidence of certain reports and surveys, Alcohol-impaired driving countermeasures, and State highway safety data improvements. Related highway safety provisions are also described. KW - Alcohol use KW - Countermeasures KW - Grant aid KW - Highway safety KW - Impaired drivers KW - Laws and legislation KW - Occupant protection devices KW - Research KW - Safety programs KW - School bus drivers KW - Traffic safety KW - Training UR - https://trid.trb.org/view/655279 ER - TY - RPRT AN - 00798282 AU - National Highway Traffic Safety Administration TI - PART C - INFORMATION, STANDARDS, AND REQUIREMENTS - TITLE 49, UNITED STATES CODE, CHAPTERS 321, 323, 325, 327, 329, AND 331 ADMINISTERED BY THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION PY - 1999/10 SP - 74 p. AB - This document describes the following legislation of Title 49 of United States Code: Chapter 321 - General, Chapter 323 - Consumer information, Chapter 325 - Bumper standards, Chapter 327 - Odometers, Chapter 329 - Automobile fuel economy, and Chapter 331 - Theft prevention. KW - Automobiles KW - Bumpers KW - Consumers KW - Fuel conservation KW - Laws and legislation KW - Odometers KW - Prevention KW - Standards KW - Theft UR - https://trid.trb.org/view/655280 ER - TY - RPRT AN - 00798278 AU - National Highway Traffic Safety Administration TI - LAW ENFORCEMENT TRAINING VIDEO ON SOBRIETY CHECKPOINTS PY - 1999/10 SP - 6 p. AB - The National Highway Traffic Safety Administration (NHTSA) has developed a 20-minute training video for law enforcement managers and officers offering guidelines for conducting sobriety checkpoints safely and effectively. This brochure describes the video. KW - Drunk drivers KW - Guidelines KW - Impaired drivers KW - Law enforcement personnel KW - Sobriety checkpoints KW - Training KW - Videotapes UR - https://trid.trb.org/view/655276 ER - TY - RPRT AN - 00798280 AU - National Highway Traffic Safety Administration TI - MOTOR VEHICLE SAFETY - TITLE 49, UNITED STATES CODE, CHAPTER 301 ADMINISTERED BY THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION PY - 1999/10 SP - 37 p. AB - This document describes Title 49, United States Code, Chapter 301, legislation regarding Motor Vehicle Safety. It discusses its purpose and policy, definitions, relationship to other laws, authorization of appropriations, and restriction on lobbying activities. KW - Laws and legislation KW - Motor vehicles KW - Vehicle safety UR - https://trid.trb.org/view/655278 ER - TY - SER AN - 00798259 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - EXAMINING DRIVING WHILE INTOXICATED (DWI) CONVICTION RATE PROCEDURES PY - 1999/10 IS - 209 SP - 2 p. AB - Mid-America Research Institute recently completed a project for the National Highway Traffic Safety Administration (NHTSA) to examine how various jurisdictions across the country compute their driving while intoxicated (DWI) conviction rates. The objective was to determine if different formulas are used, rather than to compare the actual rates between sites. The researchers learned that there are many factors involved in the DWI conviction process, and several different ways that agencies use to compute their rates. This Traffic Tech summarizes their results. KW - Calculation KW - Conviction rates KW - Drunk drivers KW - Impaired drivers UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=ef6fd2f6957bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/659344 ER - TY - JOUR AN - 00798265 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - 1998 STATE SHOULDER BELT USE SURVEY RESULTS PY - 1999/10 SP - 2 p. AB - In 1998, 49 States, the District of Columbia, and Puerto Rico each reported a statewide estimate of passenger vehicle shoulder belt use, based on surveys conducted following guidelines issued by the National Highway Traffic Safety Administration, (NHTSA) in September 1998. This Research Note describes the guidelines for conducting the state safety belt use surveys, and presents the results of the surveys. KW - Guidelines KW - Seat belts KW - Shoulder harnesses KW - States KW - Surveys UR - https://trid.trb.org/view/659347 ER - TY - JOUR AN - 00798243 JO - Consumer Reports PB - Consumers Union of U.S., Incorporated AU - Consumers Union of United States, Incorporated TI - HIDDEN WARRANTIES - WHAT YOU DON'T KNOW ABOUT YOUR CAR'S DEFECTS COULD BE COSTING YOU THOUSANDS PY - 1999/10 SP - p. 20-23 AB - Consumers are generally unaware of a long list of vehicle problems that have been deemed widespread but not hazardous. The problems - from peeling paint to faulty head gaskets to engine surges - cover vehicles of all makes, models, and years. Manufacturers notified the government of some 11,000 of these defects last year alone. But federal law does not require the automobile owner to be notified. This report details how to find information about your vehicle and how to best approach dealers and manufacturers to have defects fixed. It also lists some of the more widespread warranty adjustments available to car owners. KW - Automobile dealers KW - Automobile ownership KW - Consumers KW - Defects KW - Motor vehicles KW - Warranty UR - https://trid.trb.org/view/659335 ER - TY - RPRT AN - 00798234 AU - Moore, D W AU - Rumar, K AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor TI - HISTORICAL DEVELOPMENT AND CURRENT EFFECTIVENESS OF REAR LIGHTING SYSTEMS PY - 1999/10 SP - 86 p. AB - This report presents a historical account of the development of rear lighting systems. The account is based partly on a comprehensive review of the available documented sources. Various details of both technical developments and lighting standards are covered. Then the rear end crash situation is discussed. It is noted that rear end crashes constitute a large and increasing problem in present road traffic. This is followed by an analysis of the various functions of rear signaling systems and the extent to which the present rear lamps accomplish those functions. In the final section, the tasks of the driver in car-following situations are discussed, followed by a listing of possible changes to rear signaling systems that could enhance the safety of road transportation. KW - Brake lamps KW - History KW - Lighting KW - Rear end crashes KW - Rear lighting KW - Signal lights KW - Standards KW - Taillamps KW - Traffic crashes KW - Traffic safety KW - Turn signals KW - Vehicle lighting systems UR - http://ntl.bts.gov/lib/15000/15700/15764/PB2000100708.pdf UR - https://trid.trb.org/view/655223 ER - TY - RPRT AN - 00798842 AU - National Highway Traffic Safety Administration TI - FATALITY ANALYSIS REPORTING SYSTEM, GENERAL ESTIMATES SYSTEM 1998 DATA SUMMARY PY - 1999/10 SP - 26 p. AB - This pocket-size booklet contains selected data from the Fatality Analysis Reporting System (FARS) and the General Estimates System (GES) for the year 1998. The 1998 FARS data file used for the statistics in this report was created in June 1999. The 1998 GES file used for the statistics in this report was completed in July 1999. KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injuries KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/665866 ER - TY - RPRT AN - 00797007 AU - National Highway Traffic Safety Administration TI - RIDE LIKE A PRO COMMUNITY HANDBOOK PY - 1999/10 SP - 45 p. AB - This handbook introduces "Ride Like A Pro," a community-based children's event that promotes the use of bicycle helmets and safe cycling practices. "Ride Like A Pro" uses local sports celebrities to encourage kids to always use their most important piece of safety equipment--their bike helmet. It also goes one step further to actually put a helmet on the head of every child who participates. The contents are organized in the following sections: Introduction; Ride Like A Pro Overview; Why Should a Community Get Involved; The Ride Like A Pro Mosaic; Ride Like A Pro Coordinator - The Mosaic Master; Partners and Volunteers; Objectives for Ride Like A Pro Event; Kids; Sports Organizations; Other Mosaic Pieces; Putting It All Together; Was It Worth It?; and Appendix A: Ride Like A Pro Clip Art. KW - Bicycle helmets KW - Children KW - Cyclists KW - Handbooks KW - Safety programs UR - https://trid.trb.org/view/654748 ER - TY - RPRT AN - 00797004 AU - National Highway Traffic Safety Administration TI - SEAT BELTS AND AFRICAN AMERICANS PY - 1999/10 SP - 4 p. AB - Recent research demonstrates that minorities are over-represented in motor vehicle crashes. These populations are less likely to wear seat belts or use child safety seats - especially young males. In the African American community, safety belt use remains lower than in the population as a whole. The African American population is expected to increase by 13% by 2010, which will increase their exposure to traffic crashes and fatalities. Low seat belt use has important implications for the preservation of African American health and safety. Clearly, expanded efforts are needed to increase seat belt use within the black community. This pamphlet discusses this situation in the following sections: African Americans Are At Greater Risk; Seat Belts Save Lives And Dollars; Minority Organizations Show Strong Support For Seat Belts; and Perception And Enforcement Of Primary Seat Belt Laws. KW - African Americans KW - Child restraint systems KW - Crash exposure KW - Highway safety KW - Minorities KW - Risk assessment KW - Seat belts KW - Traffic law enforcement UR - https://trid.trb.org/view/654745 ER - TY - RPRT AN - 00796964 AU - Eby, D W AU - Vivoda, J M AU - Fordyce, T A AU - University of Michigan Transportation Research Institute TI - DIRECT OBSERVATION OF SAFETY BELT USE IN MICHIGAN: FALL 1999 PY - 1999/10 SP - 62 p. AB - Reported here are the results of a direct observation survey of safety belt use conducted in the fall of 1999. In this study, 9,414 occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks) were surveyed during September 2 to October 8, 1999. Belt use was estimated for all commercial/noncommercial vehicle types combined (the statewide safety belt use rate) and separately for each vehicle type. Within and across each vehicle type, belt use by age, sex, road type, day of week, time of day, and seating position were calculated. Statewide belt use was 70.1%. When compared with last year's rate, this year's estimated use rate shows that safety belt use in Michigan has remained about the same over the past year. Belt use was 74.8% for passenger cars, 70.2% for sport-utility vehicles, 73.6% for vans/minivans, and 53.7% for pickup trucks. For all vehicle types, belt use was higher for females than for males and higher for drivers than for passengers. In general, belt use was high during the morning commute, and belt use did not vary systematically by time of day, day of week, or weather conditions. Survey results suggest that maintenance of effective public information and education programs, increased enforcement of secondary belt use laws, implementation of primary (standard) enforcement of mandatory safety belt use, and targeting programs at low use populations could be effective in increasing safety belt use in Michigan and in helping Michigan reach the national and state belt use standards set for the years 2000 and 2005. KW - Age KW - Automobiles KW - Compliance KW - Days KW - Gender KW - Highway classification KW - Law enforcement KW - Michigan KW - Periods of the day KW - Pickup trucks KW - Public information programs KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - Surveys KW - Utilization KW - Vans KW - Weather conditions UR - http://ntl.bts.gov/lib/15000/15800/15896/PB2000101613.pdf UR - https://trid.trb.org/view/654697 ER - TY - RPRT AN - 00784572 AU - Koziol, J AU - Inman, V AU - Carter, M AU - Hitz, J AU - Najm, W AU - Chen, Shuangwu AU - Lam, A AU - Penic, M AU - Jensen, M AU - Baker, M AU - Robinson, M AU - Goodspeed, C AU - Volpe National Transportation Systems Center AU - Science Applications International Corporation AU - National Highway Traffic Safety Administration TI - EVALUATION OF THE INTELLIGENT CRUISE CONTROL SYSTEM. VOLUME I - STUDY RESULTS; VOLUME II - APPENDICES PY - 1999/10 SP - 546 p. AB - The Intelligent Cruise Control (ICC) system evaluation was based on an ICC Field Operational Test (FOT) performed in Michigan. The FOT involved 108 volunteers recruited to drive ten ICC-equipped Chrysler Concordes. Testing was initiated in July 1996 and completed in September 1997. The ICC system tested automatically maintains a set time-headway between an ICC-equipped vehicle and a preceding vehicle through throttle modulation and down-shifting (but not braking). The overall goals were to evaluate: (1) Safety Effects of the ICC System; (2) ICC System and Vehicle Performance; (3) User Acceptance of the ICC System; and (4) System Deployment Issues. The FOT provided three primary sources of data used in the evaluation: (1) digital data on ICC system and vehicle performance (e.g., velocity, time-headway, range) collected in deci-second intervals by an on-board data acquisition system; (2) video data from a forward-looking camera mounted on the vehicle; and (3) participant questionnaires and focus groups. The data were collected by the University of Michigan Transportation Research Institute (UMTRI) and forwarded on CD-ROM disks. A special database was established to support the evaluation. In addition, a number of data processing and analysis tools were also developed. This evaluation report describes the approaches used to address each evaluation goal, discusses detailed results and findings, and makes recommendations in each area. Volume I provides the study results and Volume II provides the supporting appendices. With respect to the primary evaluation goal (safety), it was concluded that use of the ICC system was associated with safer driving compared to manual control and, to a lesser extent, conventional cruise control, and is projected to result in net safety benefits if widely deployed. The evaluation also uncovered some areas of safety concern associated with ICC driving. There are several ameliorating factors, however, that suggest the concerns do not represent an overall safety problem for the ICC system. KW - Acceptance KW - Autonomous intelligent cruise control KW - Cruise control KW - Data collection KW - Deployment KW - Digital data KW - Field tests KW - Focus groups KW - Information processing KW - Intelligent vehicles KW - Performance KW - Questionnaires KW - Safety KW - Video data UR - https://trid.trb.org/view/637032 ER - TY - RPRT AN - 00784457 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1998: A COMPILATION OF MOTOR VEHICLE CRASH DATA FROM THE FATALITY ANALYSIS REPORTING SYSTEM AND THE GENERAL ESTIMATES SYSTEM PY - 1999/10 SP - 222 p. AB - This annual report presents descriptive statistics about traffic crashes of all severities, from those that result in property damage to those that result in the loss of human life. Information from two of the National Highway Traffic Safety Administration's (NHTSA's) primary data systems has been combined to create a single source for motor vehicle crash statistics. These two data systems are the Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System/General Estimates System (GES). The report is presented in five chapters and three appendices. Chapter 1, "Trends," presents data from all years of FARS (1975 through 1998) and GES (1988 through 1998). The remaining chapters present data only from 1998. Chapter 2, "Crashes," describes general characteristics of crashes, such as when and how often they occurred, where they occurred, and what happened during the crash. Chapter 3, "Vehicles," concentrates on the types of vehicles involved in crashes and the damage to the vehicles. Chapter 4, "People," is the largest chapter of this report, with statistics about drivers, passengers, pedestrians, and pedalcyclists. The last chapter of the report, "States," contains information about crashes for each state, the District of Columbia, and Puerto Rico. Terms used throughout the report are defined in the Glossary. Appendix A contains FARS Data Elements, Appendix B GES Data Elements, and Appendix C GES Technical Notes. KW - Crash characteristics KW - Cyclists KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Glossaries KW - Injuries KW - Loss and damage KW - National Automotive Sampling System KW - Passengers KW - Pedestrians KW - Property damage KW - States KW - Statistics KW - Tables (Data) KW - Traffic crashes KW - Trend (Statistics) KW - United States KW - Vehicles UR - http://www.nhtsa.dot.gov/people/ncsa/tsf-1998.pdf UR - https://trid.trb.org/view/636944 ER - TY - RPRT AN - 00780290 AU - Kahane, C J AU - National Highway Traffic Safety Administration TI - EVALUATION OF FMVSS 214 - SIDE IMPACT PROTECTION: DYNAMIC PERFORMANCE REQUIREMENT; PHASE 1: CORRELATION OF TTI(D) WITH FATALITY RISK IN ACTUAL SIDE IMPACT COLLISIONS OF MODEL YEAR 1981-1993 PASSENGER CARS; PLAN FOR PHASE 2: EFFECT OF FMVSS 214 AND CORRELATION OF TTI(D) WITH ACTUAL FATALITY RISK IN MODEL YEAR 1992-2000 PASSENGER CARS PY - 1999/10 SP - 248 p. AB - Federal Motor Vehicle Safety Standard (FMVSS) 214, Side Impact Protection, was amended in 1990 to assure occupant protection in a dynamic test that simulates a severe right-angle collision. It was phased into new passenger cars during model years 1994-97. The test involves a Moving Deformable Barrier hitting the side of a vehicle. Side Impact Dummies are seated adjacent to the impact point. A Thoracic Trauma Index, TTI(d), is measured on the dummies. The standard will be evaluated in two phases. Phase 1, completed in this report, is a statistical analysis of relationships between front-seat TTI(d) and fatality risk in actual side impacts on the highway, in baseline, pre-standard vehicles of model years 1981-93, based on Fatality Analysis Reporting System (FARS) data from late 1980 through early 1998. The report also presents a plan for Phase 2, a proposed statistical comparison of side-impact fatality and injury rates in cars produced immediately after vs. immediately before the implementation of FMVSS 214. The principal finding of Phase 1 is a statistically significant association of TTI(d) with side-impact fatality risk in passenger cars of model years 1981-93. The observed relationship is stronger, however, in 2-door cars than in 4-door cars. Each reduction of TTI(d) by one unit is associated with an estimated 0.927% reduction of fatality risk in side impacts of 2-door cars. The association between TTI(d) and fatality risk in the corresponding analysis of baseline 4-door cars was not statistically significant. KW - Before and after studies KW - Crashworthiness KW - Dummies KW - Fatalities KW - Fatality Analysis Reporting System KW - Federal Motor Vehicle Safety Standards KW - FMVSS 214 KW - Four door cars KW - Impact tests KW - Injury rates KW - Occupant protection devices KW - Private passenger vehicles KW - Right angle crashes KW - Side crashes KW - Statistical analysis KW - Thoracic Trauma index KW - Thorax KW - Two door cars UR - http://www.nhtsa.dot.gov/cars/rules/regrev/evaluate/pdf/809004.pdf UR - https://trid.trb.org/view/509249 ER - TY - RPRT AN - 00780287 AU - National Highway Traffic Safety Administration TI - NATIONAL AUTOMOTIVE SAMPLING SYSTEM CRASHWORTHINESS DATA SYSTEM 1994-1996 PY - 1999/10 SP - 134 p. AB - During the period 1994 through 1996, an estimated 11.4 million vehicles each year were involved in police-reported traffic crashes. Approximately 93% of these were automobiles, pickup trucks, vans, and sport/utility vehicles, collectively referred to as passenger vehicles. Pickup trucks, vans, and utility vehicles are collectively referred to as light trucks. Most of these vehicles were not seriously damaged: only 26% of them were towed from the crash scene due to damage sustained in the crash. Approximately 47,000 passenger vehicles were involved in fatal crashes each year. This report focuses attention on occupants of those passenger vehicles that were towed from the crash scene. The National Highway Traffic Safety Administration's National Automotive Sampling System (NASS)/Crashworthiness Data System (CDS) collects detailed information on towed passenger vehicle crashes, employing trained, professional crash investigation teams. The in-depth data collection, scientific protocols, and professionalism of those involved make the NASS/CDS database a valuable resource to many in the traffic safety community. NASS data are used by government, industry, and the private sector to conduct research, identify injury patterns and mechanisms, provide a basis for regulatory decision making, and provide a means of evaluating the association between occupant injury and various crash-related characteristics. This report is presented in the following sections: Executive Summary; (1) Introduction; (2) Perspective; (3) Vehicle Crash Data; (4) Occupant Injury Data; and Appendixes. KW - Alcohol use KW - Crash investigation KW - Crash severity KW - Crashworthiness Data System KW - Data collection KW - Ejection KW - Entrapment KW - Injuries KW - Injury severity KW - Light trucks KW - Loss and damage KW - National Automotive Sampling System KW - Passenger vehicles KW - Restraint systems KW - Towed vehicles KW - Utilization UR - http://www.nhtsa.dot.gov/cars/rules/crashworthy/Nat_Auto_samp.pdf UR - http://ntl.bts.gov/lib/17000/17600/17604/PB2001102481.pdf UR - https://trid.trb.org/view/509246 ER - TY - JOUR AN - 00798231 JO - US News & World Report PB - US News and World Report, Incorporated AU - Lavelle, M AU - US News and World Report, Incorporated TI - THE KILLER TRUCKS PY - 1999/09/13 VL - 127 IS - 10 SP - p. 12-18 AB - This article presents some cases in which truck accidents caused the deaths of innocent bystanders. It make a strong case for examining trucking safety, and reducing the long hours that truck drivers are required to be on the road in order to earn a living. KW - Fatalities KW - Fatigue (Physiological condition) KW - Hours of labor KW - Traffic safety KW - Truck crashes KW - Truck drivers KW - Truck driving KW - Trucking UR - https://trid.trb.org/view/659329 ER - TY - RPRT AN - 00936798 AU - Safety Strategy, Transport SA TI - CHILDREN CYCLING IN TRAFFIC: STATISTICAL, DEVELOPMENTAL AND LEGAL PERSPECTIVES SN - 0730861066 PY - 1999/09 SP - 115 p. AB - This study explores some characteristics of children cycling in traffic from statistical, developmental and legal perspectives. From 1986 to 1995, of all South Australian road crashes involving cyclists, 41% involved cyclists under 18 years. Both fatality and injury data show that young male cyclists were involved in approximately four times the number of road crashes than young females. Not all of these road crashes involved collisions with motor vehicles. An analysis of hospital data has revealed that of all cyclists admitted to hospital following traffic crashes, on average 23% were reported to have involved a motor vehicle, but 77% were not. Analysis of the types of accidents that child cyclists have been involved in has yielded a statistically significant difference in the types of errors made by 6-11 year old children and those aged 12-17 years. The difference indicates that the younger child cyclists are less able to perform basic riding manoeuvres safely and are unable to conform to road rules, whereas, older child cyclists tend to incur crashes involving risky behaviours. In the developmental literature reviewed, unsupervised younger children's inability to safety cycle in traffic is attributed to the relatively slow development in cognitive and physical skills of decision-making, manoevring and control. This is interrelated with the slow development of perception of visual and auditory information, hazard perception and anticipation of the behaviour of others. The severe gaps in younger children's knowledge of road rules are related to the limited processing and utilisation of information. The processing of information has the strongest bearing on the child's ability to apply appropriate behaviour in a given traffic environment. Risk-taking behaviour has also been determined to have major effects on the general behaviour of older children in traffic. From a legal perspective, courts have experienced considerable difficulties in considering the duty of care responsibilities of parents and children, both generally and in individual cases. The case law suggests that a minimum age regulation would require the introduction of a 'standard of care' by children, which in the current legal environment may or may not be realistic. Courts also have been reluctant to burden parents too heavily with duty of care obligations towards their children. It is also appreciated that a minimum age sanction would compromise children's rights to independent mobility, widely deemed to be an essential experience for growing up. The paper concludes that informed parental decision making, together with an appropriate degree of adult supervision, contributes a solution to the question of when children would be capable of riding alone in traffic, although the need for a broad inter-disciplinary strategy for unprotected road users as a matter of public health policy is also paramount. KW - Abilities KW - Adult supervision KW - Age KW - Bicycle crashes KW - Bicycling KW - Children KW - Cognition KW - Control KW - Cyclists KW - Decision making KW - Fatalities KW - Gender KW - Hazards KW - Highway traffic KW - Information processing KW - Injuries KW - Legal factors KW - Maneuvering KW - Motor vehicles KW - Parents KW - Perception KW - Physical condition KW - Physiological aspects KW - Psychological aspects KW - Risk taking KW - Rule of the road KW - South Australia KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/730055 ER - TY - RPRT AN - 00778817 AU - Jacobs, GZL AU - Thibeault, L AU - CT Healthcare Research and Education Foundation, Inc AU - National Highway Traffic Safety Administration TI - USING LINKED DATA TO EVALUATE MOTOR VEHICLE CRASHES INVOLVING ELDERLY DRIVERS IN CONNECTICUT PY - 1999/09 SP - 42 p. AB - A deterministic algorithm was developed which allowed data from Department of Transportation motor vehicle crash records, state mortality registry records, and hospital admission and emergency department records to be linked for analysis of the impact of motor vehicle crashes on the elderly (65 years of age and over) population. Elderly drivers were involved in 8.4% of the motor vehicle crashes in Connecticut in 1995. Elderly drivers were associated with 5.2% of the linked medical records and 3.2% of the fatalities. Of the elderly drivers with linked hospital visits, 81% were treated in the emergency department and discharged; the rest were admitted to hospital, with median length of stay of 4 days. Geographically, crashes involving elderly drivers showed a bias towards more rural areas and away from the areas showing the highest overall motor vehicle crash rates. Logistic regression showed that, compared to the general population, crashes involving elderly drivers were more frequently correlated with driver illness (as reported by traffic enforcement personnel), a construction zone, violating traffic control, or failing to grant right of way, and less frequently with drinking or aggressive or dangerous driving. Conditions of diminished visibility were not identified as a significant factor, but elderly drivers were significantly more likely to be in a crash involving striking a deer. KW - Aged drivers KW - Algorithms KW - Connecticut KW - Crash locations KW - Crash Outcome Data Evaluation System KW - Crash records KW - Deer KW - Diseases and medical conditions KW - Fatalities KW - Hospitals KW - Linked data KW - Medical records KW - Regression analysis KW - Right of way (Traffic) KW - Rural areas KW - Traffic crashes KW - Traffic violations KW - Work zones UR - http://ntl.bts.gov/lib/15000/15600/15662/PB2000100227.pdf UR - https://trid.trb.org/view/508694 ER - TY - RPRT AN - 00778819 AU - Jacobs, GZL AU - Thibeault, L AU - CT Healthcare Research and Education Foundation, Inc AU - National Highway Traffic Safety Administration TI - USING LINKED DATA TO EVALUATE SEVERITY AND OUTCOME OF INJURY BY TYPE OF OBJECT STRUCK (FIRST OBJECT STRUCK ONLY) FOR MOTOR VEHICLE CRASHES IN CONNECTICUT PY - 1999/09 SP - 39 p. AB - A deterministic algorithm was developed which allowed data from Department of Transportation motor vehicle crash records, state mortality registry records, and hospital admission and emergency department records to be linked for analysis of the types of objects struck in motor vehicle crashes in Connecticut in 1995, and their consequences. Only objects listed on the police reports as first object struck were analyzed. Of 132,918 vehicular crash records, 14.4% were identified as having struck an object; similarly, 14% of the crashes which resulted in treatment in the emergency department or in hospital admission visits were thus identified as having struck an object. Mean total hospital charges for these visits were $3,021; the mean length of stay for those visits resulting in an admission was slightly less than 5 days. Logistic regression analysis identified the most frequently reported factor correlated with striking an object to be driver illness (identified by traffic safety officer), followed by dark conditions and speeding. Deer were the first object struck almost 5% of the time, resulting in 1.7% of the hospital visits. The highest mean charges were for crashes involving a wall as first object struck, $5,986, while the first object struck resulting in the highest frequency of hospital visits were metal beam guide rails, in 13% of the cases (with mean total charges of $3,326). Wire rope guide rails and Jersey barriers resulted in lesser utilization of hospital services, while metal beam guide rails, vehicles off road, and trees resulted in greater medical utilization. Similarly, the largest number of fatalities resulted from crashes involving metal beam guide rails and trees as first objects struck. KW - Algorithms KW - Barriers (Roads) KW - Connecticut KW - Costs KW - Crash Outcome Data Evaluation System KW - Crash records KW - Deer KW - Diseases and medical conditions KW - Fatalities KW - Fixed object KW - Guardrails KW - Hospitals KW - Linked data KW - Medical records KW - Ran off road crashes KW - Regression analysis KW - Speeding KW - Time of crashes KW - Traffic crashes KW - Trees KW - Walls UR - http://ntl.bts.gov/lib/15000/15600/15663/PB2000100228.pdf UR - https://trid.trb.org/view/508696 ER - TY - RPRT AN - 00778818 AU - Jacobs, GZL AU - Thibeault, L AU - CT Healthcare Research and Education Foundation, Inc AU - National Highway Traffic Safety Administration TI - USING LINKED DATA TO EVALUATE MEDICAL AND FINANCIAL OUTCOMES OF MOTOR VEHICLE CRASHES IN CONNECTICUT PY - 1999/09 SP - 45 p. AB - A deterministic algorithm was developed which allowed data from Department of Transportation motor vehicle crash records, state mortality registry records, and hospital admission and emergency department records to be linked for analysis of the financial and medical impact of motor vehicle crashes in Connecticut in 1995. There were 132,918 motor vehicle crash records (individual vehicles or pedestrians) involving 183,358 persons, 18.9% of whom were associated with one or more linked medical records, resulting in a total of 34,778 hospital visits. Of these, 91.7% were treated and released from the emergency department, with the rest being admitted to hospital with median length of stay of 3 days. About 77% of the persons treated in the emergency department or admitted as hospital inpatients had been identified as injured by the traffic safety officer at the scene of the crash. Median total hospital charges for these hospital visits was $405. Home discharge constituted 97% of the hospital discharges; mean total charges for those discharged to skilled nursing or intensive care facilities were 10 times greater than for those discharged home. There were 329 mortality registry records linked with these crashes, of which 46.8% occurred at the crash site. Logistic regression analysis determined that higher risk of fatal or serious injury was associated with head on collisions, motorcycle riding, driver illness, violating traffic control, and being at fault (according to the investigating traffic officer). Also associated with higher risk of fatal or serious injury were striking a tree, utility pole, or other object off the road, and multivehicle collisions. Weather conditions associated with increased risk of fatal or serious injury were blowing sand, soil, or snow, or no adverse weather conditions. KW - Algorithms KW - Connecticut KW - Costs KW - Crash Outcome Data Evaluation System KW - Crash types KW - Fatalities KW - Financial analysis KW - Hospitals KW - Human factors in crashes KW - Injury severity KW - Linked data KW - Medical records KW - Regression analysis KW - Risk analysis KW - Traffic crashes KW - Weather conditions UR - http://ntl.bts.gov/lib/15000/15600/15658/PB2000100209.pdf UR - https://trid.trb.org/view/508695 ER - TY - RPRT AN - 00798276 AU - National Highway Traffic Safety Administration TI - WILL MY CAR BE OK FOR Y2K? PY - 1999/09 SP - 6 p. AB - This brochure answers four commonly asked questions about automobiles and possible difficulties relating to the year 2000 changeover. Topics covered include embedded microchips, fuel injection, anti-theft systems and date dependent systems. KW - Anti-theft devices KW - Automobiles KW - Computer chips KW - Date dependent systems KW - Fuel injection KW - Theft KW - Year 2000 date conversion UR - https://trid.trb.org/view/655274 ER - TY - RPRT AN - 00798274 AU - National Highway Traffic Safety Administration AU - Department of Health and Human Services TI - EMERGENCY MEDICAL TECHNICIAN (EMT)-PARAMEDIC AND EMT-INTERMEDIATE CONTINUING EDUCATION PY - 1999/09 SP - 27 p. AB - The explosion in medical knowledge over the last 25 years has increased the demand for continuing medical education. The success of any continuing education program will depend on how well it solves the problems and deficiencies that occur in practice. This document is designed to give the reader an overview of issues associated with competency assurance mechanisms that can be utilized to promote delivery of medically appropriate patient care, and other considerations for the agencies establishing minimum standards required for credentialing or functioning in the out of hospital setting. The document provides guidelines for ranges of continuing education hours by broad topic area. KW - Competency assurance KW - Continuing education KW - Emergency medical services KW - Emergency medical technicians KW - Out of hospital setting KW - Patients UR - https://trid.trb.org/view/655272 ER - TY - RPRT AN - 00798272 AU - National Highway Traffic Safety Administration TI - CAMPAIGN SAFE AND SOBER PROGRAM PLANNER 20 PY - 1999/09 SP - v.p. AB - This program planner covers highway safety events in the late fall and early winter, including Operation ABC (America Buckles up Children) mobilization for Thanksgiving weekend and National Drunk and Drugged Driving (3D) Prevention Month in December. The information on resources, publication and artworks includes: How to Use this Planner, State and Local Resources, Program Publications for Planner 20, Highway Safety Calendar 2000, Aggressive Driving Materials Preview, Camera-Ready Art Catalog, the traditional 3D planning guide and the new You Drink & Drive. You Lose. campaign. - America's new impaired driving prevention campaign. KW - Aggression KW - Alcohol use KW - Child restraint systems KW - Drug use KW - Drunk driving KW - Highway safety KW - Holidays KW - Impaired drivers KW - Occupant protection devices KW - Prevention KW - Public information programs KW - Safety campaigns KW - Seat belts KW - Strategic planning KW - Traffic safety UR - https://trid.trb.org/view/655527 ER - TY - SER AN - 00798246 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NATIONAL CHILD SAFETY SEAT DISTRIBUTION PROGRAM EVALUATION ASSESSES TRAINING PY - 1999/09 IS - 206 SP - 2 p. AB - On March 7, 1995, under an agreement with the U.S. Department of Transportation, General Motors Corporation (GM) agreed to provide funds over a five year period to support highway safety research and programs to prevent motor vehicle deaths and injuries. The National Child Safety Seat (NCSS) Distribution Program was one of the programs supported under this agreement. During the first three years of the settlement agreement, GM expended $8 million for the purchase and distribution of child safety seats to low income families and children with special needs in all 50 states, the District of Columbia, and Puerto Rico. Preusser Research Group, Inc. of Trumbull, Connecticut conducted an administrative evaluation of this national distribution program for the National Highway Traffic Safety Administration (NHTSA) to determine how program requirements were met, and, in particular, to what extent training was provided in how to install safety seats properly. This Traffic Tech summarizes the study and its results. KW - Child restraint systems KW - Children KW - Evaluation KW - Installation KW - Low income groups KW - Persons with disabilities KW - Physical distribution KW - Safety programs KW - Traffic safety KW - Training UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=3e490bb7897bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/659337 ER - TY - SER AN - 00798248 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - LITERATURE REVIEW EXAMINES RESEARCH ON OLDER WOMEN'S TRANSPORTATION NEEDS PY - 1999/09 IS - 208 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) and the National Safety Council sponsored a literature review of research to examine transportation and mobility needs of older women. This Traffic Tech summarizes the review findings. It was found that economic factors play a role as to when women stop driving. Though the need for alternative transportation increases when one stops driving, it was found that the use of alternative transportation, including transit and walking, is decreasing. KW - Aged drivers KW - Economic factors KW - Females KW - Mobility KW - Needs assessment KW - Public transit KW - Reviews KW - Walking UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=bfdf128b677bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/659339 ER - TY - SER AN - 00798247 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - A RESOURCE GUIDE DESCRIBES THE SCIENCE AND THE LAW ABOUT HORIZONTAL GAZE NYSTAGMUS PY - 1999/09 IS - 207 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) and the American Prosecutors Research Institute's National Traffic Law Center have developed a Resource Guide for judges, prosecutors, and law enforcement that succinctly explains the science and the law about horizontal gaze nystagmus (HGN). This 41 page report (plus detailed appendices) describes the science behind HGN - what it is, how alcohol affects this involuntary eye reflex, how it is detected and measured, and how valid and accurate the HGN test is. The Guide is designed to assist judges, prosecutors, and law enforcement in gaining a basic understanding of HGN and its correlation to the consumption of alcohol. It distinguishes between HGN and other types of nystagmus and discusses the HGN test's scientific reliability. This Traffic Tech summarizes the Guide. KW - Alcohol tests KW - Alcohol use KW - Eye movements KW - Horizontal gaze nystagmus KW - Impaired drivers KW - Law KW - Measurement KW - Nystagmus KW - Reliability KW - Science UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=3206128b677bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/659338 ER - TY - JOUR AN - 00798250 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - OBSERVED SAFETY BELT USE IN 1998 PY - 1999/09 SP - 5 p. AB - A National Occupant Protection Use Survey (NOPUS) was conducted in the Fall of 1998 to estimate safety belt and motorcycle helmet use in the U.S. Previous studies were conducted in 1994 and 1996 and the results were made available in a series of research notes. In 1998, the overall observed safety belt use rate, as measured by NOPUS, was 68.9% compared to 61.3% observed in 1996 and 58.0% observed in 1994. These estimates reflect statistically significant changes in belt use as shown by the 7% increase (from 1996 to 1998) and 11% increase (from 1994 to 1998). KW - Estimates KW - Occupant protection devices KW - Seat belt usage KW - Seat belts KW - Studies UR - https://trid.trb.org/view/659340 ER - TY - RPRT AN - 00798233 AU - Sullivan, J M AU - Flannagan, M J AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor TI - ASSESSING THE POTENTIAL BENEFIT OF ADAPTIVE HEADLIGHTING USING CRASH DATABASES PY - 1999/09 SP - 81 p. AB - This report used 11 years of data from the Fatality Analysis Reporting System (FARS 1987-1997) to investigate the sensitivity to light level in three crash scenarios in which various forms of adaptive headlighting might have safety benefits. The scenarios included fatal pedestrian crashes at intersections, on dark roads, and single-vehicle run-off-road crashes on dark, curved roads. Each scenario's sensitivity to light level was evaluated in two ways. In the first method, the seasonal pattern of crashes throughout the year was compared to the seasonal pattern of light level in three daily time periods (twilight, daylight, and nighttime), applying the same twilight-zone logic as Owens and Sivak (1993). Both of the fatal crash scenarios that involve pedestrians tracked the seasonal fluctuation in light level during this period, showing a decline in crashes during the twilight periods in the spring and summer, and an increase in crashes during the fall and winter. The daylight and nighttime control periods, in which light level is fixed, showed no similar trend. In contrast, the single-vehicle run-off-road scenario failed to show any influence of light level, and seems to be significantly associated with alcohol use. In the second method, the number of fatal crashes was compared across the changes to and from daylight savings time, within time periods in which an abrupt change in light level occurs relative to official clock time. Once again, scenarios involving pedestrians were most sensitive to light level, while single-vehicle run-off-road crashes showed little effect of light level. The results suggest that adaptive lighting may produce the greatest measurable safety benefit when it addresses the problem of pedestrian vulnerability in darkness. KW - Adaptive control KW - Alcohol use KW - Benefits KW - Crash data KW - Darkness KW - Daylight KW - Daylight saving time KW - Fatalities KW - Fatality Analysis Reporting System KW - Headlamps KW - Light KW - Lighting KW - Night KW - Pedestrian-vehicle crashes KW - Ran off road crashes KW - Seasons KW - Traffic crashes KW - Twilight UR - https://trid.trb.org/view/655222 ER - TY - RPRT AN - 00798232 AU - Sayer, J R AU - Mefford, M L AU - Flannagan, M J AU - Sivak, M AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor TI - THE EFFECTS OF HYDROPHOBIC TREATMENT OF THE DRIVER-SIDE WINDOW AND REARVIEW MIRROR ON DISTANCE JUDGEMENT PY - 1999/09 SP - 15 p. AB - This study investigated the effects of hydrophobic treatment on distance estimation under conditions of simulated rain and wind when applied to the driver-side window and driver-side exterior rearview mirror. The dependent measure was the estimate of distance to a target vehicle viewed through the driver-side window and rearview mirror. The following independent variables were examined: actual distance, hydrophobic treatment of the driver-side window, hydrophobic treatment of the driver-side exterior rearview mirror, participant age, and participant sex. While the results of this study indicate no significant effect of hydrophobically treating driver-side windows or mirrors, one marginally nonsignificant interaction of interest was observed. Specifically, there was a tendency for older drivers to report shorter (more conservative and presumably safer) distance estimates when viewing vehicles through a driver-side window that has received hydrophobic treatment. This tendency, in combination with over-representation of older drivers in lane change/merge crashes, suggests that additional research efforts should be focused on examining the potential for safety benefits from applying hydrophobic treatment to driver-side windows. KW - Age KW - Aged drivers KW - Distance KW - Drivers KW - Exterior mirrors (Vehicles) KW - Gender KW - Hydrophobic properties KW - Judgment (Human characteristics) KW - Lane changing KW - Merging traffic KW - Rain KW - Rearview mirrors KW - Traffic crashes KW - Traffic safety KW - Wind KW - Windows (Vehicles) UR - https://trid.trb.org/view/655221 ER - TY - RPRT AN - 00797006 AU - South Texas Injury Prevention and Research Center TI - SHATTERED DREAMS: A GUIDE FOR PROGRAM PLANNERS (NHTSA REPRINT) PY - 1999/09 SP - 117 p. AB - This publication is designed to accompany the video "Shattered Dreams" (1998). Shattered Dreams is a two-day school-based program that promotes responsible decision making by high school juniors and seniors regarding drinking and driving by showing them how irresponsibility can end all dreams. Contents of this publication are as follows: (1) Introduction; (2) Selecting Planning Committee Members; (3) Designating Program Team Members; (4) Pre-Planning Activities; and (5) Event Schedules. Appendices are as follows: (1) Sample Worksheet; (2) Information for Prospective Participants and Their Parents; (3) Information for School Faculty and Staff; (4) Information for Teams; (5) Information for Donors; (6) Information for Invited Guests; (7) Assembly Documents; (8) Sample Student Essays; and (9) Guidelines for Use of Logo. KW - Drunk driving KW - Safety programs KW - Teenage drivers UR - https://trid.trb.org/view/654747 ER - TY - RPRT AN - 00798264 AU - Richardson, B C AU - Huang, H-C AU - Ebarvia, B N AU - University of Michigan Transportation Research Institute AU - Great Lakes Center for Truck and Transit Research TI - EMERGING NEEDS FOR NONTRADITIONAL TRANSIT PY - 1999/08/31 SP - 108 p. AB - With expected demographic and economic changes, there is an expectation of need for innovative transportation for different segments of society, particularly those who will be unable to drive personal vehicles for reasons of health or cost. In this study, two groups, the elderly and those of low income were studied in regard to their current and future transportation needs and modes. A review of the literature was supplemented by interviews with service providers and focus groups. The findings of the study are organized by which innovative transportation solutions (for both personal and public modes) are likely to contribute positively in meeting the desired transportation attributes indicated by the two populations. It was found that services that make personal vehicles more affordable would contribute most to providing the desired transportation attributes to those who are physically able to drive. For those who use public transportation, services that make it more convenient, e.g., geographically and temporally, and those that improve security are likely to make the greatest contribution toward providing the desired transportation attributes. KW - Aged KW - Convenience KW - Costs KW - Focus groups KW - Geography KW - Health KW - Innovation KW - Low income groups KW - Mode choice KW - Motor vehicles KW - Needs assessment KW - Personal vehicles KW - Private transportation KW - Public transit KW - Reviews KW - Scheduling KW - Security UR - http://ntl.bts.gov/lib/15000/15800/15813/PB2000101072.pdf UR - https://trid.trb.org/view/655263 ER - TY - RPRT AN - 00931935 AU - Kiefer, R AU - LeBlanc, D AU - Palmer, M AU - Salinger, J AU - Deering, R AU - Shulman, M AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - DEVELOPMENT AND VALIDATION OF FUNCTIONAL DEFINITIONS AND EVALUATION PROCEDURES FOR COLLISION WARNING/AVOIDANCE SYSTEMS PY - 1999/08 SP - 736 p. AB - In 1996, over 1.8 million rear-end crashes occurred in the United States with approximately 2,000 associated fatalities and 800,000 injuries. Rear-end crashes accounted for approximately 25% of all police-reported crashes and 5% of all traffic fatalities. Forward Collision Warning (FCW) systems are now emerging that provide alerts intended to assist drivers in avoiding or mitigating rear-end crashes. This report describes activities undertaken by the Crash Avoidance Metrics Partnership to define and develop key pre-competitive enabling elements of FCW systems. These elements include the definition of specific crash type(s) that an FCW system should be designed to address, the resulting minimum functional requirements for such a system, and objective test procedures for evaluating the extent to which a particular system design provides the desired functionality. Establishing these key elements will enhance consistent countermeasure system implementation across manufacturers. This will result in improved customer understanding and acceptance and help to accelerate the implementation of FCW systems. KW - Countermeasures KW - Crash avoidance systems KW - Development KW - Rear end crashes KW - Test procedures KW - Validation UR - http://ntl.bts.gov/lib/jpodocs/repts_te/87l01!.pdf UR - https://trid.trb.org/view/724278 ER - TY - RPRT AN - 00821074 AU - Willke, D AU - SUMMERS, S AU - Wang, J AU - Lee, Jong Jae AU - Partyka, S AU - Duffy, S AU - National Highway Traffic Safety Administration TI - EJECTION MITIGATION USING ADVANCED GLAZING: STATUS REPORT II PY - 1999/08 SP - 77 p. AB - In November 1995, the National Highway Traffic Safety Administration issued a report titled "Ejection Mitigation Using Advanced Glazings: A Status Report." That report documented research which established the problem size and potential benefits of preventing occupant ejection through the front side windows during automotive crashes. A prototype glazing system was designed and demonstrated. This report extends several aspects of the previous research. The benefits and cost effectiveness analyses are updated to include newer data and to address comments received in response to the previous report. A series of sled tests was conducted to evaluate any increased potential for neck injury by the use of advanced glazing systems. Additional testing was also conducted to evaluate the feasibility issues of using the retention and free-motion headform impactor component tests. Four types of advanced glazings were evaluated: a non high penetration resistant (HPR) trilaminate, an HPR trilaminate, a bilaminate, and a polycarbonate (rigid plastic). The results indicated that all but the non-HPR trilaminate had good potential for providing adequate occupant retention. Impacts into the advanced glazings produced similar potential for head injuries as impacts using the current, tempered glass side windows. Neck measurements from impacts into glazings were not repeatable, especially for impacts into tempered side glass. Despite this wide variability, impacts into tempered glass resulted in lower shear loads and moments than those into advanced glazings. In each case, the lowest neck injury measurements were from the tempered glass impacts. KW - Benefits KW - Bilaminates KW - Cost effectiveness KW - Ejection KW - Glazing KW - Head KW - Injuries KW - Neck KW - Penetration resistance KW - Polycarbonates KW - Prevention KW - Side windows KW - Sled tests KW - Tempered glass KW - Trilaminates UR - http://ntl.bts.gov/lib/17000/17300/17348/PB2001101002.pdf UR - https://trid.trb.org/view/712624 ER - TY - RPRT AN - 00780292 AU - Jones, R K AU - Lacey, J H AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - EVALUATION OF A DAY REPORTING CENTER FOR REPEAT DWI OFFENDERS PY - 1999/08 SP - 41 p. AB - This report describes and evaluates the effectiveness of a Day Reporting Center (DRC) in reducing the driving while intoxicated (DWI) recidivism of repeat DWI offenders. It also examines the effect of the DRC program in reducing the cost of post-conviction sanctioning operations, and in relieving the pressures on jail facilities in carrying out the court-imposed sanctions. It was found that the DRC program was no more effective in reducing recidivism than was a comparison standard probation program in use by the study jurisdiction. However, the DRC program was more cost-effective and helped reduce pressure on an already over-taxed county jail system. KW - Cost effectiveness KW - Day reporting center KW - Drunk driving KW - Recidivism KW - Repeat offenders KW - Sanctions UR - http://www.nhtsa.dot.gov/people/injury/alcohol/repeatoffenders/eval_dayreport.html UR - http://ntl.bts.gov/lib/15000/15700/15791/PB2000100913.pdf UR - http://ntl.bts.gov/lib/25000/25900/25991/DOT-HS-808-989.pdf UR - https://trid.trb.org/view/509251 ER - TY - RPRT AN - 00784521 AU - Jones, R K AU - Wiliszowski, C H AU - Lacey, J H AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - EXAMINATION OF DWI CONVICTION RATE PROCEDURES PY - 1999/08 SP - 65 p. AB - This report summarizes how Driving While Intoxicated (DWI) conviction rates are calculated. Arrest and conviction data were obtained from ten sites along with information and opinions from local officials on how DWI conviction rates should be calculated. It was found that often DWI conviction rates were not calculated, or at least the information would not be released publicly. When rates or calculation methods were released, calculation methods differed among the sites, and the type of conviction rate quoted was largely a function of the type of agency doing the quoting and the data available to that agency. The DWI conviction process can be affected by plea bargains, speedy trial laws, offenders who fail to appear, and pre-trial diversion practices. Although it would seem that a statewide, complex system would be necessary to provide all the data required to provide a system-wide conviction rate, the smallest site included in the study proved that, with cooperation from all the organizations involved, an effective system can be set up in any jurisdiction. The objective of the project was to examine various conviction rate formulas, but was not concerned with the success or lack thereof of convicting persons charged with DWI offenses in the participating jurisdictions. Individuals in those sites who agreed to participate in the project should be commended for providing data for the study, general system information, and views on the subject. KW - Conviction rates KW - Drunk drivers KW - Failure to appear KW - Plea bargains KW - Speedy trial laws KW - Traffic conviction KW - Trials UR - http://ntl.bts.gov/lib/22000/22300/22304/PB99175762.pdf UR - http://ntl.bts.gov/lib/9000/9600/9668/dwiconviction.pdf UR - https://trid.trb.org/view/636973 ER - TY - RPRT AN - 00798242 AU - U.S. General Accounting Office TI - ANTI-CAR THEFT ACT: ISSUES CONCERNING ADDITIONAL FEDERAL FUNDING OF VEHICLE TITLE SYSTEM PY - 1999/08 SP - 20 p. AB - Congress passed the Anti-Car Theft Act of 1992 in response to what it considered to be the nation's number one property crime - motor vehicle theft. Title II of the act required the designation or establishment of a National Motor Vehicle Title Information System (NMVTIS). The act required that NMVTIS, among other things, allow users to instantly and reliably validate out-of-state motor vehicle titles for states that are retitling a vehicle and provide a history of the vehicle being retitled (e.g., the vehicle's previously recorded odometer reading and any salvage information). The General Accounting Office (GAO) was asked to determine (1) the current status of NMVTIS and (2) whether the Department of Justice had evaluated NMVTIS' expected costs and benefits to ensure that additional federal investment in NMVTIS is justified. Briefly, the Department of Justice has not evaluated NMVTIS' expected life-cycle costs and benefits to ensure that additional federal funding is justified. As of March 1999, the American Association of Motor Vehicle Administrators (AAMVA) expected the development and implementation of NMVTIS to cost about $34 million. NMVTIS was designed to allow users to electronically validate an existing vehicle title and title-related information. However, a potential barrier to electronically validating titles and title-related information could be the lack of full participation by all state departments of motor vehicles. GAO is recommending in this report that the Attorney General (1) perform a life-cycle cost benefit analysis to determine if additional federal investments in NMVTIS is justified and (2) provide additional federal funds for NMVTIS only if such funding is supported by the analysis. KW - American Association of Motor Vehicle Administrators KW - Anti Car Theft Act of 1992 KW - Automobiles KW - Benefit cost analysis KW - Federal government KW - Financing KW - Information systems KW - Investments KW - Life cycle costing KW - Motor vehicle titles KW - National Motor Vehicle Title Information System KW - Property crimes KW - State motor vehicle departments KW - Theft UR - https://trid.trb.org/view/655231 ER - TY - RPRT AN - 00962400 AU - Bogard, S AU - Fancher, P AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - ANALYSIS OF DATA ON SPEED-CHANGE AND LANE-CHANGE BEHAVIOR IN MANUAL AND ACC DRIVING PY - 1999/07 SP - iii, 65, 17 p. AB - This report describes analyses of data that provide measurements from driving manually and from driving with an adaptive cruise control (ACC) in operation. The data were examined in order to collect information on driver behavior and ACC system performance when the preceding vehicle is braking or maintaining nearly constant speed. Information was also gathered in situations when the driver of the following vehicle is changing lanes in order to pass the preceding vehicle. Results on headway control and lane changing are report. The report also describes the algorithms used in identifying lane changes and capturing driver waiting time using a field operational test time-history database. KW - Adaptive control KW - Cruise control KW - Lane changing KW - Traffic speed UR - https://trid.trb.org/view/660702 ER - TY - RPRT AN - 00798267 AU - National Highway Traffic Safety Administration TI - ADMINISTRATIVE LICENSE REVOCATION PY - 1999/07 SP - 12 p. AB - This document provides basic information about the administrative license revocation (ALR) or suspension of the driver's license of individuals who refuse or fail a chemical test to determine their alcohol concentration. The brochure answers the following questions: What are the three most common legal questions asked about administrative license revocation? How does administrative license revocation relate to implied consent and illegal per se? Why impose criminal administrative sanctions? Why suspend or revoke a license? Will violators lose their jobs if they lose their driver's license? Are ALR laws effective? What provisions should be included in an ALR law? How much does this type of program cost? Does the cost warrant voting against the legislation? Has there been opposition to adopting ALR? Who supports ALR programs? KW - Administrative license revocation KW - Administrative procedures KW - Alcohol chemical tests KW - Costs KW - Crimes KW - Driver licenses KW - Drunk drivers KW - Impaired drivers KW - Implied consent laws KW - Jobs KW - Laws and legislation KW - Legal factors KW - Per se laws KW - Revocation KW - Sanctions KW - Traffic safety UR - https://trid.trb.org/view/655267 ER - TY - RPRT AN - 00798226 AU - National Center for Statistics and Analysis TI - NATIONAL AUTOMOTIVE SAMPLING SYSTEM (NASS) GENERAL ESTIMATES SYSTEM (GES): ANALYTICAL USER'S MANUAL 1988-1998 PY - 1999/07 SP - 143 p. AB - One of the primary objectives of the National Highway Traffic Safety Administration (NHTSA) is to reduce the staggering human toll and property damage that motor vehicle traffic crashes impose on our society. Crashes each year result in thousands of lives lost, hundreds of thousands of injured victims, and billions of dollars in property damage. Good data are required to support the development, implementation, and assessment of highway safety programs aimed at reducing this toll. NHTSA uses data from many sources, including the National Automotive Sampling System General Estimates System (GES) which began operation in 1988. Providing data about all types of crashes involving all types of vehicles, the GES is used to identify highway safety problem areas, provide a basis for regulatory and consumer information initiatives, and form the basis for cost and benefit analyses of highway safety initiatives. The GES obtains its data from a nationally representative probability sample selected from the estimated 6.4 million police-reported crashes which occur annually. These crashes include those which result in a fatality or injury and those involving major property damage. Although various sources suggest that there are many more crashes that are not reported to the police, the majority of these unreported crashes involve only minor property damage and no significant personal injury. By restricting attention to police-reported crashes, the GES concentrates on those crashes of greatest concern to the highway safety community and the general public. This multi-year analytical user's manual provides documentation on variables that are contained in the GES and other useful information that will enable the users to become familiar with the data system. KW - Computer program documentation KW - Costs KW - Crash data KW - Fatalities KW - General Estimates System KW - Highway safety KW - Injuries KW - Manuals KW - Motor vehicles KW - National Automotive Sampling System KW - Traffic crashes KW - Traffic safety UR - http://ntl.bts.gov/lib/19000/19000/19096/PB2002104492.pdf UR - https://trid.trb.org/view/655214 ER - TY - RPRT AN - 00798222 AU - National Highway Traffic Safety Administration TI - HORIZONTAL GAZE NYSTAGMUS: THE SCIENCE AND THE LAW - A RESOURCE GUIDE FOR JUDGES, PROSECUTORS AND LAW ENFORCEMENT PY - 1999/07 SP - 131 p. AB - Despite its history of use and the endorsement of the Department of Transportation's National Highway Traffic Safety Administration, the horizontal gaze nystagmus (HGN) field sobriety test is not fully understood. What is nystagmus? How does the presence of horizontal gaze nystagmus reflect alcohol impairment? How does the police officer test for HGN? What conclusions can reasonably be drawn from the presence of HGN? In an effort to provide accurate information regarding the use of the HGN test in impaired driving enforcement and dispel the continuing controversy around HGN, the American Prosecutors Research Institute (APRI) is pleased to provide criminal justice practitioners nationwide with this document. Among other things, this guide provides an overview of the science supporting the HGN test as a valid indicator of impairment, distinguishes between HGN and other forms of nystagmus, and provides the necessary tools to establish admissibility of the HGN in court. KW - Alcohol tests KW - Drunk drivers KW - Eye movements KW - Field tests KW - Horizontal gaze nystagmus KW - Impaired drivers KW - Jurisprudence and judicial processes KW - Law KW - Police KW - Sobriety checkpoints KW - Traffic law enforcement UR - http://ntl.bts.gov/lib/22000/22200/22244/PB99170417.pdf UR - http://ntl.bts.gov/lib/25000/25900/25975/DOT-HS-808-938.pdf UR - https://trid.trb.org/view/655210 ER - TY - RPRT AN - 00798223 AU - ROBBE, HWJ AU - O'Hanlon, J F AU - Institute for Human Psychopharmacology (IHP) TI - MARIJUANA, ALCOHOL AND ACTUAL DRIVING PERFORMANCE PY - 1999/07 SP - 43 p. AB - The purpose of this study was to empirically determine the separate and combined effects of Delta-9-tetrahydrocannabinol (THC) and alcohol on actual driving performance. This was the first study ever in which the drugs' combined effects were measured in a natural setting, i.e., on real roads in normal traffic. Eighteen subjects between 20 and 28 years of age who were licensed to drive an automobile and who smoked marijuana and drank alcohol at least once per month participated in the study. They were treated with drugs and placebo according to a balanced, 6-way, observer- and subject-blind, cross-over design. On separate evenings they were given weight-calibrated doses of THC and alcohol, or placebos for one or both substances as follows: alcohol placebo + THC placebo; alcohol placebo + THC 100 :g/kg; alcohol placebo + THC 200 :g/kg; alcohol + THC placebo; alcohol + THC 100 :g/kg; and, alcohol + THC 200 :g/kg. The initial alcohol dose was sufficient for achieving a peak blood alcohol concentration (BAC) of about 0.07 g/dl. Booster doses were later given to sustain BAC around 0.04 g/dl during testing. At each occasion, 30 minutes after smoking, subjects performed four driving tests in the evening hours after dark between 21:00 and 23:15: two repetitions of a Road Tracking Test and two repetitions of a Car Following Test. The former test measured the subjects' ability to maintain a constant speed of 100 km/h (62 mph) and a steady lateral position between the delineated boundaries of the right (slower) traffic lane. The latter test measured the subjects' reaction times and headway variability while driving 50 m (164 ft) behind a preceding vehicle that executed a series of alternating acceleration and deceleration maneuvers. Both THC doses alone, and alcohol alone, significantly impaired the subjects' Road and Tracking and Car Following performances. The magnitude of the mean effects were minor after alcohol and THC 100 :g/kg and moderate after THC 200 :g/kg. Both THC doses in combination with alcohol severely impaired the subjects' performance in both tests. While the effects of THC alone in doses up to 200 :g/kg might be categorized as "moderate", they become "severe" when THC is combined with a moderate dose of alcohol. KW - Alcohol use KW - Blood alcohol levels KW - Driving KW - Drug use KW - Drugged drivers KW - Drunk drivers KW - Headways KW - Impaired drivers KW - Lateral placement KW - Marijuana KW - Performance KW - Reaction time KW - Speed KW - THC (Cannabis) KW - Traffic safety UR - http://ntl.bts.gov/lib/22000/22000/22068/PB99158222.pdf UR - http://ntl.bts.gov/lib/25000/25900/25977/DOT-HS-808-939.pdf UR - https://trid.trb.org/view/655211 ER - TY - RPRT AN - 00798836 AU - Green, P AU - University of Michigan Transportation Research Institute TI - NAVIGATION SYSTEM DATA ENTRY: ESTIMATION OF TASK TIMES PY - 1999/07 SP - 47 p. AB - This report proposes a method [for Society of Automotive Engineers (SAE) Recommended Practice J2365] to estimate in-vehicle task times and reviews the related human factors literature. This method will be used to evaluate alternative driver interface designs and to check compliance with the 15-second task time limit specified in SAE Recommended Practice J2364 (Navigation Function Access While Driving). Application of this method will enhance the safety and usability of driver information systems. A review of the human factors literature (Kurokawa's dissertation, Levison's Integrated Driver Model, the NASA MIDAS software, the Integrated Performance Modeling Environment, etc.) revealed that there was no personal computer software available or hand calculation methods tailored for this purpose. Therefore, the approach taken was to extend the Keystroke-Level Model (popular in human-computer interaction) using data from automotive navigation studies for calibration. The resulting 11-step calculation procedure begins with identifying all major goals (e.g., obtain guidance) and subgoals for each task the user performs along with identifying the method used (e.g., the street address method without short cuts). Exactly how each step is carried out is then described using pseudocode. Next, the associated elemental tasks [reaching for a device, keying (cursor, letter, space, enter), mental activity, searching, etc.] and their times are determined. Those times are adjusted for driver age, and entered into a spreadsheet where they are totaled. Finally, times are checked for reasonableness and the task sequences are adjusted as needed. KW - Data entry KW - Ergonomics KW - Estimating KW - Human factors KW - Intelligent transportation systems KW - Onboard navigational aids KW - Task analysis KW - Time UR - http://www.umich.edu/~driving/publications/UMTRI-99-17.pdf UR - https://trid.trb.org/view/665862 ER - TY - SER AN - 00797186 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MATCHING TRAFFIC SAFETY STRATEGIES TO YOUTH CHARACTERISTICS PY - 1999/07 IS - 204 SP - 2 p. AB - Youthful drivers are substantially overrepresented in motor vehicle crashes compared to all other age groups. One significant factor affecting the crash rate of young drivers is their propensity to engage in risky driving behaviors. Understanding these risk factors may help structure traffic safety programs. The National Highway Traffic Safety Administration (NHTSA) sponsored a literature review to document what is known about the cognitive development and information processing capabilities of youth. The University of Michigan Transportation Research Institute prepared a report entitled, "Matching Traffic Safety Strategies to Youth Characteristics: A Literature Review of Cognitive Development". The report summarizes findings in the areas of memory, attention, learning, reasoning, motivation, risk perception, problem solving and decision making, social cognition, attitude formation and change, verbal ability, and moral development. This Traffic Tech summarizes some of the findings in the report. KW - Attention KW - Attitudes KW - Cognition KW - Decision making KW - High risk drivers KW - Learning KW - Memory KW - Moral development KW - Motivation KW - Problem solving KW - Reasoning KW - Reviews KW - Risk assessment KW - Risk perception KW - Strategic planning KW - Teenage drivers KW - Traffic crashes KW - Traffic safety KW - Verbal ability UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=415e0bb7897bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/658638 ER - TY - JOUR AN - 00797183 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - THE ESTIMATED AIR BAG EFFECT ON LIVES SAVED BY BELT USE PY - 1999/07 SP - 6 p. AB - This research note presents a new model to estimate air bags' impact on estimating lives saved by belt use. The agency currently estimates benefits of belt use by using models developed by Blincoe (1994) and Klein and Walz (1995). These models were developed when air bags were not prevalent and thus did not take air bag effects into account. However, a significant portion of the fleet is now equipped with one or dual air bags. This research note develops a new mathematical model based on previous studies to analyze the impacts of air bags on estimated belt use benefits. KW - Air bags KW - Benefits KW - Estimates KW - Lifesaving KW - Mathematical models KW - Seat belts UR - https://trid.trb.org/view/658635 ER - TY - SER AN - 00797185 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MOTORCYCLE SAFETY PROGRAM ACTIVITIES UPDATE PY - 1999/07 IS - 203 SP - 2 p. AB - In 1997, 2,106 people died as a result of motorcycle crashes. While this represents a 42% decrease in fatalities in the ten years since 1988, motorcycle riders are still at risk for crashes, injuries, and fatalities. The National Highway Traffic Safety Administration's (NHTSA's) motorcycle program works to prevent motorcycle crashes from occurring in the first place, reduce injuries sustained during a crash, and provide rapid emergency medical services response and better treatment for crash victims after a crash has occurred. This Traffic Tech describes activities of NHTSA's comprehensive motorcycle safety program. KW - Emergency medical services KW - Fatalities KW - Injuries KW - Medical treatment KW - Motorcycle crashes KW - Motorcycles KW - Motorcyclists KW - Traffic crash victims KW - Vehicle safety UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&detailViewURL=/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/;jsessionid=rvV0HN4dC2KPpy8z0zvSMW4F5rvPpCn1QQGgjT5vy0h75Vcp7byh!-1243729961!-24849623?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=91510bb7897bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/658637 ER - TY - SER AN - 00797187 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - SAFE MOBILITY FOR OLDER PEOPLE - NOTEBOOK OUTLINES PROGRAMS PY - 1999/07 IS - 205 SP - 1 p. AB - The population over age 65 will grow by 60% in the next 20 years, and during the decade of 2020 to 2030, more than one in five Americans will be over the age of 65. People age 85 and older are emerging as the fastest growing segment of our driving population. Loss of mobility is a serious health and quality of life issue for older people. The National Highway Traffic Safety Administration (NHTSA) sponsored a study to identify ways to preserve or extend mobility while assuring that safety concerns are met. The Safe Mobility for older People Notebook is part of the larger field test of a model driver program. The Notebook is a resource of current knowledge and practices for jurisdictions interested in developing programs at the community or state and provincial level. KW - Aged KW - Aged drivers KW - Health KW - Mobility KW - Quality of life KW - Safety programs KW - Traffic safety UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=e29c0bb7897bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/658639 ER - TY - JOUR AN - 00797169 JO - FBI Law Enforcement Bulletin PB - Federal Bureau of Investigation AU - Regini, L A AU - Federal Bureau of Investigation TI - THE MOTOR VEHICLE EXCEPTION - WHEN AND WHERE TO SEARCH PY - 1999/07 VL - 68 IS - 7 SP - p. 26-32 AB - The authority of a police officer to search a vehicle has been the subject of numerous Supreme Court decisions. This is not a surprising revelation given the frequency of police-citizen encounters involving vehicles. The Supreme Court has been called upon to address not only when law enforcement officers may engage in this warrantless search but also its permissible scope. This article examines the Court's decisions that establish what is required before law enforcement officers can engage in a warrantless search of a vehicle under the motor vehicle exception and where in the vehicle this search authority extends. KW - Law enforcement personnel KW - Laws KW - Motor vehicle exception KW - Motor vehicles KW - Searches KW - Warrantless searches KW - Warrants (Police operations) UR - https://trid.trb.org/view/658622 ER - TY - RPRT AN - 00796998 AU - Connecticut Department Motor Vehicles TI - AGGRESSIVE DRIVING AND ROAD RAGE PY - 1999/07 SP - 6 p. AB - This brochure examines reasons for aggressive driving, how to avoid conflict on the road, behaviors that can cause trouble, and the Connecticut Department of Motor Vehicles program for repeat offenders who commit traffic violations with a moving vehicle. KW - Aggression KW - Behavior KW - Brochures KW - Connecticut KW - Repeat offenders KW - Road rage KW - Traffic violations UR - https://trid.trb.org/view/654738 ER - TY - JOUR AN - 00797144 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Fors, S W AU - Rojek, D G AU - Alcohol Research Documentation, Incorporated TI - THE EFFECT OF VICTIM IMPACT PANELS ON DRIVING UNDER THE INFLUENCE/DRIVING WHILE IMPAIRED (DUI/DWI) REARREST RATES: A TWELVE-MONTH FOLLOW-UP PY - 1999/07 VL - 60 IS - 4 SP - p. 514-520 AB - Various interventions have been implemented as components of sentencing for driving under the influence (DUI) of alcohol. This study assessed the effectiveness of the Victim Impact Panel (VIP) in reducing the probability of an offender being rearrested for drinking and driving. The study was conducted in an urban/suburban county in the Southeastern United States. Rearrest rates of DUI offenders who attended a VIP presentation as part of their sentencing (n = 404) were compared with an equivalent comparison group (n = 431) who did not have the VIP presentation. Arrest records of offenders were searched and rearrest rates (%) were calculated for the periods 0-6 months, 7-12 months, and 0-12 months after the arrest. Chi-square cross-tabulations indicate that rearrest rates were lower for the VIP group than the comparison group in all categories. Three categories where the differences were significant and of the greatest magnitude were white men, ages 26-35 years, and one prior DUI arrest. Additionally, logistic regression was used to compare the importance of specific independent variables on rearrest. Whether or not a subject was in the VIP group was the most powerful contributor to the results. After considering alternative explanations for the results, the authors conclude that the VIPs can be a cost-effective way of reducing the probability of rearrest in DUI offenders. When costs of DUI in human misery and dollars are considered, the potential benefits of large-scale implementation of VIP programs appear to be well worth the effort. KW - Age groups KW - Arrests KW - Countermeasures KW - Drunk drivers KW - Drunk driving KW - Males KW - Offenders KW - Rearrest rates KW - Repeat offenders KW - Victim impact panels KW - Whites UR - https://trid.trb.org/view/658606 ER - TY - RPRT AN - 00796980 AU - Sivak, M AU - Flannagan, M J AU - Miyokawa, T AU - Traube, E C AU - University of Michigan Transportation Research Institute TI - COLOR IDENTIFICATION IN THE VISUAL PERIPHERY: CONSEQUENCES FOR COLOR CODING OF VEHICLE SIGNALS PY - 1999/07 SP - 28 p. AB - This field study investigated the efficiency of color coding for peripheral identification of vehicle signals. Specifically, the study dealt with identification of stimuli as "yellow" or "red" when presented at intensities corresponding to typical turn signal lamps and side marker lamps. turn signal lamps were studied both during bright, sunny conditions and at night, while side marker lamps were studied at night only. The authors used two different yellow stimuli and two different red stimuli. For each color category, one stimulus was relatively far from the contrasting color category while the other stimulus was relatively near. Four viewing angles were used: 0, 10, 20, and 30 deg from visual fixation. A total of 28 subjects participated, ranging from 21 to 78 years old. Nighttime identification of colors was perfect at all viewing angles for stimuli representing turn signal lamps. On the other hand, there were strong effects of viewing angle for turn signals in the daytime and for side marker lamps at night. Although in these two conditions performance deteriorated for stimuli in both color categories, it did so more for the red stimuli. This finding is consistent with the previously reported finding that peripherally presented red stimuli often appear yellow. The present findings imply that coding signals yellow and red is not sufficient for their peripheral identification under the two most difficult conditions tested (turn signals during bright daytime and side marker lamps during nighttime). To the extent that peripheral discriminability is important in actual driving, efficient signaling should rely on other coding parameters (e.g., intensity, and flashing versus steady burning). KW - Color codes KW - Daylight KW - Human subject testing KW - Motor vehicles KW - Night KW - Peripheral vision KW - Red KW - Side lighting KW - Turn signals KW - Yellow UR - https://trid.trb.org/view/654713 ER - TY - RPRT AN - 00765936 AU - Mathur, B AU - Johnson, K AU - Rockwell International Corporation AU - National Highway Traffic Safety Administration TI - VEHICLE LATERAL POSITION DATA COLLECTION AND ANALYSIS PY - 1999/06/15 SP - 200 p. AB - This is the 1996 Final Research Report for the two-and-a-half year period of the Vehicle Lateral Position Data Collection and Analysis contract. The objective of this program has been to collect and analyze dynamic "vehicle lane position" data. The data have been used to study the role of continuous vehicle lateral position monitoring in determining the status of the driver. This objective has been achieved by the execution of the following two tasks: Task 1: System Validation - Validating and characterizing the operational performance of the Rockwell Lane Position Measurement (LPM) system; and Task 2: Data Collection and Analysis - a) Test planning, b) Collecting vehicle lateral position data under different operating conditions using Rockwell's LPM system, c) Analyzing the data to extract features characterizing driver performance, and d) Developing specifications for a technology independent LPM system. KW - Computer vision KW - Data collection KW - Detectors KW - Drowsiness KW - Lateral placement KW - Performance KW - Position indicators KW - Specifications KW - Validation KW - Vehicles UR - https://trid.trb.org/view/502399 ER - TY - RPRT AN - 00794718 AU - Diller, E AU - Cook, L AU - LEONARD, D AU - Reading, J AU - Dean, J M AU - Vernon, D AU - Utah CODES AU - National Highway Traffic Safety Administration TI - EVALUATING DRIVERS LICENSED WITH MEDICAL CONDITIONS IN UTAH, 1992-1996 PY - 1999/06 SP - 114 p. AB - The Utah Driver License Division has implemented a program since 1979 that restricts drivers with medical conditions by functional ability category (medical condition) according to their functional ability level. This study compares the citation, all crash, and at-fault crash rates per eligible licensed days of restricted and unrestricted drivers with medical conditions by category to the rates of comparison drivers matched on age group, gender and county of residence over a five year period. Analyses were performed separately for drivers reporting single medical conditions and those reporting multiple medical conditions. Probabilistic linkage was used to link data from different databases in order to determine the crash, at fault crash and citation rates by functional ability restriction classification at the time of occurrence. Corresponding relative risks and confidence intervals were calculated. Overall, for most functional ability categories, unrestricted drivers with medical conditions as identified through the existing program had higher crash and at-fault crash rates compared to their corresponding comparison groups. For unrestricted drivers, the highest risk of at-fault crash was found in the learning, memory and communications category where the risk of at-fault crash was 3.63 times higher than their respective comparison group (95% CI 2.00, 6.60). The greatest differences in at-fault crash rates were found in several restricted license categories. Restricted drivers in the musculoskeletal abnormality or chronic medical disability group had a rate 11.29 times higher than their comparison drivers (95% CI 2.39, 53.25). Restricted drivers in the alcohol and other drugs category had an at-fault crash rate that was 5.75 times higher than their respective comparison group (95% CI 2.26, 14.61). Further evaluation of the crash and citation rates at specific functional ability levels, and crash environments by category, may provide indications for changing the levels at which restrictions are applied, or provide indications for new or additional types of restrictions to reduce crashes and citations in these populations. KW - Abilities KW - Confidence intervals KW - Crash Outcome Data Evaluation System KW - Crash rates KW - Diseases and medical conditions KW - Driver licensing KW - Drivers KW - Restrictions KW - Risk analysis KW - Traffic citations KW - Traffic crashes KW - Utah UR - http://www.nhtsa.dot.gov/people/injury/research/Utahdrivers/Utahmedconditions.html UR - http://ntl.bts.gov/lib/16000/16200/16263/PB2000103284.pdf UR - http://ntl.bts.gov/lib/25000/25900/25974/DOT-HS-809-023.pdf UR - https://trid.trb.org/view/653898 ER - TY - RPRT AN - 00798215 AU - National Highway Traffic Safety Administration TI - NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION (NHTSA) RESOURCE CENTER SERVICES PY - 1999/06 SP - 4 p. AB - This pamphlet discusses the National Highway Traffic Safety Administration (NHSTA) Career Resource Center, which was established to offer employees alternative training opportunities through self-study materials. KW - Careers KW - Employees KW - Resource center KW - Training KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/655203 ER - TY - RPRT AN - 00797196 AU - National Highway Traffic Safety Administration TI - SAFE COMMUNITIES PY - 1999/06 SP - 110 p. AB - This packet contains inserts on "Safe Communities". The titles of the printed materials are as follows - Safe Communities: An Approach to Reduce Traffic Injuries, Getting Started, Are You a Safe Community? Safe Communities: 4 Parts Evolution and 3 Parts Revolution, Contact Lists, A Look at the Data, Sources of and Access to Health Insurance Information to Determine the Cost of Injuries, Evaluating and Monitoring Safe Communities Programs, The Role of Local Health Departments in Safe Communities, Health Care Providers in a Safe Community, Partnering with Traffic Safety Specialists: Tips for Health Care Professionals, Collaborating with Emergency Medical Services in Safe Communities, Partnering with Business for Safe Communities: A Message for Community Program Coordinators, Safe Communities are Good Business: A Message for Business, The Role of Traffic Engineering in Safe Communities, Tips for Coalition Building, Working with Citizens to Set Priorities and Move Forward, Establishing a Self-Sufficient Safe Communities Program: Researching Your Options and Making Your Pitch, Safe Communities: Rural Issues, and Developing and Maintaining an Integrated Injury Control System. KW - Businesses KW - Coalitions KW - Communities KW - Contacts (People) KW - Costs KW - Crash data KW - Emergency medical services KW - Evaluation KW - Health KW - Health care KW - Health departments KW - Injuries KW - Injury control systems KW - Insurance KW - Monitoring KW - Partnerships KW - Rural areas KW - Safety KW - Strategic planning KW - Traffic crashes KW - Traffic engineering KW - Traffic safety UR - https://trid.trb.org/view/654938 ER - TY - SER AN - 00797155 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MARIJUANA AND ALCOHOL COMBINED INCREASE IMPAIRMENT PY - 1999/06 IS - 201 SP - 2 p. AB - The Institute for Human Psychopharmacology at Maastricht University in the Netherlands has completed the second of a series of studies for the National Highway Traffic Safety Administration (NHTSA) to assess the separate and combined effects of marijuana and alcohol on driving performance in real driving situations. This paper summarizes the study and its results. One result noted is that the effect of combining moderate doses of alcohol and moderate doses of marijuana resulted in a dramatic performance decrement and levels of impairment, as great as observed when at 0.14 BAC alone. KW - Alcohol effects KW - Alcohol use KW - Driving KW - Impaired drivers KW - Marijuana KW - Performance UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=56750bb7897bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/658614 ER - TY - SER AN - 00797156 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - THE ART OF APPROPRIATE EVALUATION FOR HIGHWAY SAFETY PROGRAM MANAGERS PY - 1999/06 IS - 202 SP - 2 p. AB - This paper summarizes a guide entitled "The Art of Appropriate Evaluation: A Guide for Highway Safety Program Managers", which would be useful for highway safety managers who want to know how to evaluate the effectiveness of their programs. The National Highway Traffic Safety Administration (NHTSA) sponsored development of this guide to help document the good parts of our traffic safety programs and identify the things that need to be changed. The Guide de-mystifies what is meant by evaluation, describes common stumbling blocks, and discusses how to choose an appropriate evaluation method to promote the hard work that goes into traffic safety programs. KW - Evaluation KW - Highway safety KW - Managerial personnel KW - Program management KW - Safety programs UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=45420bb7897bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/658615 ER - TY - RPRT AN - 00769419 AU - Morgan, C AU - National Highway Traffic Safety Administration TI - EFFECTIVENESS OF LAP/SHOULDER BELTS IN THE BACK OUTBOARD SEATING POSITIONS PY - 1999/06 SP - 147 p. AB - Most of the analyses are based on Fatality Analysis Reporting System (FARS) data from 1988 through the first six months of 1997. The primary analysis compares the fatality risk for back seat outboard belted occupants (lap or lap/shoulder belted) to the corresponding risk for unbelted occupants, as well as the fatality risk for lap/shoulder belted occupants to the risk for lap belted occupants. Fatality risk is the ratio of fatalities in the back seat to fatalities in the front seat (a control group). This procedure of comparing a subject group to a control group is called "double pair comparison." The principal conclusions are: back seat lap belts are 32% effective in reducing fatalities and lap/shoulder belts are 44% effective in reducing fatalities when compared to unrestrained back seat occupants in passenger cars. In passenger vans and Sport Utility Vehicles, lap belts are 63% effective and lap/shoulder belts are 73% effective. The change from lap to lap/shoulder belts has significantly enhanced occupant protection, especially in frontal crashes. In all crashes, lap/shoulder belts are 15% more effective than lap belts alone. In frontal crashes, lap/shoulder belts are 25% more effective than lap belts alone. Back seat lap belts reduce the risk of head injuries while increasing the risk of abdominal injuries in potentially fatal frontal crashes. Lap/shoulder belts reduce the risk of both head and abdominal injuries in potentially fatal frontal crashes relative to lap belts only: head injuries by 47% and abdominal injuries by 52%. KW - Abdomen KW - Automobiles KW - Fatalities KW - Fatality Analysis Reporting System KW - Frontal crashes KW - Head KW - Injuries KW - Rear seat occupants KW - Risk analysis KW - Seat belts KW - Shoulder harnesses KW - Sport utility vehicles KW - Statistical analysis KW - Vans UR - http://www.nhtsa.dot.gov/cars/rules/regrev/evaluate/pdf/808945.pdf UR - http://ntl.bts.gov/lib/22000/22100/22168/PB99166282.pdf UR - https://trid.trb.org/view/503327 ER - TY - RPRT AN - 00765945 AU - Information Systems and Services, Incorporated AU - National Center for Statistics and Analysis TI - GENERAL ESTIMATES SYSTEM CODING MANUAL, 1998 PY - 1999/06 SP - 454 p. AB - This Coding Manual contains instructions for coding accident data from police accident reports for the General Estimates System (GES). GES is currently the main database used by the National Highway Traffic Safety Administration (NHTSA) to produce national statistics on nonfatal accidents in the United States. GES data are based on an annual sample of about 50,000 police accident reports. KW - Coding systems KW - Crash data KW - Crash reports KW - General Estimates System KW - Manuals UR - https://trid.trb.org/view/502408 ER - TY - CONF AN - 00765944 AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - AGGRESSIVE DRIVING AND THE LAW: A SYMPOSIUM. SUMMARY REPORT PY - 1999/06 SP - 52p AB - The symposium sought to derive action steps toward solving the problem of aggressive driving, approached from six different perspectives: (1) statutory approaches, (2) applied technology, (3) charging decisions, (4) sentencing strategies, (5) community leadership, and (6) enforcement strategies. These six categories served as topic areas for framing participant discussions and resulting recommendations developed in breakout sessions. Paper presenters reported on the results of preconference focus groups and provided background and overview information on the problem of aggressive driving. Panel presentations focused on issues, research, and approaches of other national organizations addressing driving-related issues. This Summary Report summarizes the opening presentations, technical presentations, panel discussions, luncheon address, and breakout session findings and recommendations. Appendices contain the symposium agenda and a participant list. U1 - Aggressive Driving and the LawNational Highway Traffic Safety Administration and Federal Highway Administration.Washington, D.C. StartDate:19990122 EndDate:19990123 Sponsors:National Highway Traffic Safety Administration and Federal Highway Administration. KW - Adjudication KW - Aggression KW - Conferences KW - Countermeasures KW - Drivers KW - Laws KW - Leadership KW - Penalties KW - Prosecution KW - Recommendations KW - Strategic planning KW - Technology KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/people/injury/aggressive/Symposium/ UR - https://trid.trb.org/view/504473 ER - TY - RPRT AN - 00765916 AU - National Highway Traffic Safety Administration TI - THE NHTSA & NCSDR PROGRAM TO COMBAT DROWSY DRIVING. REPORT TO THE HOUSE AND SENATE APPROPRIATIONS COMMITTEES DESCRIBING COLLABORATION BETWEEN NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION AND NATIONAL CENTER ON SLEEP DISORDERS RESEARCH, NATIONAL HEART, LUNG AND BLOOD INSTITUTE, NATIONAL INSTITUTES OF HEALTH PY - 1999/06 SP - 40 p. AB - In 1996, the National Highway Traffic Safety Administration (NHTSA) embarked on a congressionally mandated effort to develop educational countermeasures to the effects of fatigue, sleep disorders, and inattention on highway safety. In collaboration with National Center on Sleep Disorders Research (NCSDR), the program established three main components: a workplace education program for shift workers to reduce the incidence of drowsy driving, a school-based program for high schools to increase students' awareness of the dangers of drowsy driving, and an in-vehicle data-collection effort to obtain driver and vehicle performance measures of real-life inattention events. The Committee on Appropriations of the U.S. Senate, in Senate Report 104-325 on the Department of Transportation and Related Agencies Appropriations Bill, 1997, directed NHTSA to report to the House and Senate Appropriations Committees describing the collaborative efforts and funding activities between NHTSA and the NCSDR. In addition to providing the requested information, this report provides an overview of and status report on the agencies' development, implementation, and evaluation activities. The report is presented in the following sections: Legislative History; Program Overview; Detailed Project Descriptions; and Conclusions. KW - Attention lapses KW - Countermeasures KW - Data collection KW - Development KW - Drowsiness KW - Education KW - Evaluation KW - Fatigue (Physiological condition) KW - Highway safety KW - Implementation KW - National Center On Sleep Disorders Research KW - Schools KW - Sleep deprivation KW - Sleep disorders KW - U.S. National Highway Traffic Safety Administration KW - Workplaces UR - http://www.nhtsa.dot.gov/people/injury/drowsy_driving1/drowsy2/drws-cov.htm UR - http://ntl.bts.gov/lib/21000/21900/21973/PB99151557.pdf UR - https://trid.trb.org/view/502379 ER - TY - RPRT AN - 00765919 AU - National Highway Traffic Safety Administration AU - National Institute on Alcohol Abuse and Alcoholism TI - SENTENCING AND DISPOSITIONS OF YOUTH DUI AND OTHER ALCOHOL OFFENSES: A GUIDE FOR JUDGES AND PROSECUTORS PY - 1999/06 SP - 25 p. AB - This sentencing guide is designed to assist judges and prosecutors in reducing recidivism among people convicted of drinking and driving offenses (known as driving under the influence, driving while intoxicated, or other terms). Today's driving under the influence arrestee is often a repeat offender and resistant to deterrence. This guide provides information for judges and prosecutors in matching offenders to the most effective combinations of sanctions and treatment to protect the public from drinking drivers. The information in this guide reflects published results of ongoing research in this field. KW - Drunk drivers KW - Intervention KW - Judges KW - Legal action KW - Prosecution KW - Recidivists KW - Recommendations KW - Repeat offenders KW - Sanctions KW - Therapy KW - Treatment programs UR - http://www.nhtsa.dot.gov/people/injury/alcohol/youthdui/ UR - http://ntl.bts.gov/lib/16000/16800/16846/PB2000105403.pdf UR - https://trid.trb.org/view/502382 ER - TY - RPRT AN - 00765893 AU - Patterson, D J AU - Stockton, T R AU - Harris, R L AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - FUEL ECONOMY EFFECTS AND INCREMENTAL COST, WEIGHT, AND LEADTIME IMPACTS OF EMPLOYING A CONTINUOUSLY VARIABLE TRANSMISSION (CVT) IN MID-SIZE PASSENGER CARS OR COMPACT LIGHT TRUCKS PY - 1999/06 SP - 98 p. AB - This report is a paper study of the fuel economy benefits on the Environmental Protection Agency (EPA) City and Highway Cycles of using a continuously variable transmission (CVT) in a 3625 lb (1644 kg) car and compact light truck. The baseline vehicles are viewed as being equipped with contemporary four-speed automatic transmissions with lock-up torque converters (4SAT). The engines are each three liters in displacement, four valves per cylinder for the car and two valves for the truck, each with sequential port fuel injection and electronic throttle control. The CVT selected for the study was a modified Van Doorne push belt type, termed the Dual Mode. Calculations were made for a range of CVT efficiencies: same, +3% and +6% relative to the 4SAT. This range was thought to cover practical designs for larger vehicles. For the car only, the camshaft was modified to provide increased torque at low speeds, the HITORC engine. For the car, Combined Cycle economy gains ranged from 6.6% with equal to 11.0% with an assumed 6% transmission efficiency gain. Gains for the light truck were very similar; 6.0% to 10.8%. KW - Continuously variable transmissions KW - Fuel conservation KW - Light trucks KW - Midsize automobiles KW - Torque UR - http://ntl.bts.gov/lib/22000/22000/22001/PB99153884.pdf UR - https://trid.trb.org/view/502355 ER - TY - JOUR AN - 00797157 JO - Newsweek PB - Newsweek incorporated AU - McGinn, D AU - Turner, R AU - Newsweek incorporated TI - BATTLE BEHIND THE SCREEN PY - 1999/05/17 VL - 133 IS - 20 SP - p. 54-54 AB - This article discusses the programs aired by TV news magazine shows relating safety defects in motor vehicles, traffic accidents and fatalities caused by these vehicle defects, and the responses of automobile manufacturers to these news stories. KW - Crash causes KW - Defects KW - Fatalities KW - Industries KW - Mass media KW - Motor vehicles KW - Television KW - Traffic crashes KW - Traffic safety KW - Vehicle safety UR - https://trid.trb.org/view/658616 ER - TY - JOUR AN - 00797158 JO - Newsweek PB - Newsweek incorporated AU - Newsweek incorporated TI - STRAPPING THEM IN - NEW HELP WITH CAR SEATS PY - 1999/05/17 SP - p. 90 AB - This article discusses the utmost importance of having child safety seats and boosters checked by a safety expert to ensure that they have been installed properly and are being used correctly. This is the only way that they can be effectively used to prevent and reduce injuries and fatalities, in children, that may be the result of traffic accidents. KW - Booster seats KW - Child restraint systems KW - Children KW - Fatalities KW - Injuries KW - Inspection KW - Occupant protection devices KW - Seat belts KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/658617 ER - TY - RPRT AN - 00797069 AU - Equals Three Communications, Incorporated AU - National Highway Traffic Safety Administration TI - RESULTS OF FOCUS GROUPS IN DALLAS, TEXAS, OVERLAND PARK, KANSAS AND RICHMOND, VIRGINIA REGARDING ROLLOVER LABELING AND INFORMATION PY - 1999/05/13 SP - 40 p. AB - Rollover is a significant safety problem. There were 9,434 fatalities in rollover crashes in 1997. Over 7,700 of these fatalities occurred in single-vehicle crashes. Rollover is one of the National Highway Traffic Safety Administration's (NHTSA's) top priorities. Focus groups with new and used car buyers were conducted to gather information on consumer preference for rollover information. The clarity of several concepts for the presentation of vehicle rollover information was studied. KW - Consumer preferences KW - Focus groups KW - Labeling KW - Public information programs KW - Rollover crashes KW - Safety education KW - Vehicle safety UR - https://trid.trb.org/view/654830 ER - TY - RPRT AN - 01104317 AU - National Highway Traffic Safety Administration TI - NHTSA Data Reference Guide Version 4.b, Volume 2: Biomechanical Tests PY - 1999/05 SP - 122p AB - In September of 1966, the National Traffic and Motor Vehicle Safety Act (15 U.S.C. 1381) was signed into law in the United States. The Act specifies that the Secretary of Transportation shall establish appropriate Federal Motor Vehicle Safety Standards that would lead to the reduction of the number of deaths and injuries resulting from motor vehicle accidents. In prescribing standards, the Secretary was to consider: (1) relevant motor vehicle safety data, (2) whether the proposed standard is reasonable, practical, and appropriate for the particular type of motor vehicle equipment for which it is prescribed, and (3) the extent to which such standards contribute to carrying out the purposes of the Act. In order to meet the above requirements, the National Highway Traffic Safety Administration (NHTSA) has been mandated to develop safety standards. For each proposed regulation, an extensive research program is undertaken to ensure that the proposed standard satisfies the requirements of the Act. An analytical tool that has been utilized to support the research program is the NHTSA crash test data base. For each test conducted for the agency, a formatted magnetic data submission on diskette is generated. The diskette contains specifications about the test as well as the measurement data acquired from the test instrumentation. The specification data is loaded into a data base which has routine data base functions. Analysis techniques are developed for evaluation of the measurement data. This data base was initiated in 1978 and currently contains results from over 3,500 crash tests. An important attribute of this data base is that it provides a standardized format that allows for exchange of data among participating researchers. This reference guide has been written for two reasons. The first is to document the requirements for the generation of a data diskette. The second is to encourage the adoption of this standardized format so that the exchange of data by the safety research community is readily accomplished and ultimately leads to new and better ways for reducing the fatalities and injuries in motor vehicle accidents. The document contains general test information, dummy occupant information, biological specimen information, restraint information, anthropometric information, occupant injury information, instrumentation information, chest band information, and chest band gauge information. Four appendices are also included in the document. KW - Biophysics KW - Crash data KW - Crash investigation KW - Data collection KW - Fatalities KW - Occupant protection devices KW - Restraint systems KW - Traffic crashes KW - Traffic safety UR - http://ntl.bts.gov/lib/19000/19100/19190/PB2002104943.pdf UR - https://trid.trb.org/view/864108 ER - TY - RPRT AN - 00821198 AU - CONGDON, P AU - Australian Council for Educational Research AU - VicRoads TI - VICROADS HAZARD PERCEPTION TEST, CAN IT PREDICT ACCIDENTS? SN - 0731129040 PY - 1999/05 SP - 70 p. AB - This report investigates the psychometric properties of the Hazard Perception Test (HPT) and the relationship between novice drivers' performance on the HPT and subsequent involvement in police-reported casualty accidents. The main findings of the study are: 1) The test in its current form has a low reliability, which in part is due to the relatively short length of the test, and partly due to some items eliciting responses that are inconsistent with the responses to other items. 2) The HPT measures were evident in identifying fatal and serious injury accident involvement for novice drivers generally and identifying involvement in 'other' injury accidents for 18 year old female drivers specifically. 3) With the HPT instrument in its present state of short test length and containing some potentially problematic items and/or administration methods, the appearance of the HPT measure as a statistically significant contributor to the prediction of fatal, serious and other injury accidents is a positive outcome for the test. If the latent trait that this test is assessing can be measured with more precision, by replacing poor performing items and/or adding more items, the test's predictive powers are likely to increase. KW - Drivers KW - Evaluation and assessment KW - Fatalities KW - Females KW - Hazards KW - Injuries KW - Novices KW - Perception KW - Psychometrics KW - Reliability KW - Teenage drivers KW - Tests KW - Traffic crashes KW - Young adults UR - https://trid.trb.org/view/712702 ER - TY - RPRT AN - 00798266 AU - National Highway Traffic Safety Administration AU - Department of Justice TI - STRATEGIES FOR SUCCESS: COMBATING JUVENILE DRIVING UNDER THE INFLUENCE (DUI) PY - 1999/05 SP - 137 p. AB - The illegal use of alcohol by minors contributes significantly to juvenile delinquency and violence. Motor vehicle crashes kill and injure more young people than any other cause, and alcohol is a factor in about a third of these crashes. This purpose of this publication is to empower criminal justice professionals to take the lead in working with others to plan a coordinated response to alcohol-related delinquency, particularly as it relates to traffic offenses. KW - Adolescents KW - Alcohol use KW - Crimes KW - Drunk drivers KW - Fatalities KW - Injuries KW - Juvenile delinquency KW - Law enforcement and criminal justice personnel KW - Legal drinking age KW - Strategic planning KW - Traffic crashes KW - Traffic violations KW - Traffic violators KW - Underage drinkers UR - http://ntl.bts.gov/lib/15000/15900/15922/PB2000101725.pdf UR - https://trid.trb.org/view/655266 ER - TY - RPRT AN - 00797164 AU - Toyota Motor Corporation TI - TOYOTA AND THE WORLD, 1999 EDITION PY - 1999/05 SP - 49 p. AB - This publication, by the Toyota Motor Corporation, describes Toyota's business ventures, research activities, marketing and manufacturing practices around the world, its overseas parts supply and after sales service and its business diversification efforts. It also discusses Toyota's globalization activities, its environmental efforts, its contributions to automotive safety, and its social contributions. KW - Development KW - Economic conditions KW - Environmental policy KW - International relations KW - Manufacturing KW - Marketing KW - Research KW - Toyota Jidosha Kabushiki Kaisha KW - Traffic safety KW - Vehicle safety UR - https://trid.trb.org/view/654891 ER - TY - SER AN - 00797153 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - PROBLEM DRINKING SCREENING INSTRUMENTS FOR DRIVING WHILE INTOXICATED (DWI) OFFENDERS VALIDATED PY - 1999/05 IS - 199 SP - 2 p. AB - Courts throughout the United States seek guidance about which psychometric instruments (tests) best screen for driving while intoxicated (DWI) offenders with alcohol problems. The courts seek valid and relatively short questionnaires to help them decide whether the DWI offender is in need of a full assessment as part of DWI sentencing. An earlier National Highway Traffic Safety Administration (NHTSA) study found that there was wide variation in how these tests were administered. Furthermore, most instruments in widespread use had not been independently validated against an objective criterion measure. In response to these needs, NHTSA sponsored a study by Mid-America Research Institute to independently validate some of the more widely used screening instruments against an objectively developed criterion measure. This article summarizes the study and its results. KW - Alcohol abuse KW - Alcohol use KW - Drunk drivers KW - Impaired drivers KW - Measurement KW - Offenders KW - Psychological tests KW - Psychometric tests KW - Questionnaires KW - Validation KW - Validity UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&detailViewURL=/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/;jsessionid=rvV0HN4dC2KPpy8z0zvSMW4F5rvPpCn1QQGgjT5vy0h75Vcp7byh!-1243729961!-24849623?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=5aa6508b6c7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/658612 ER - TY - SER AN - 00797154 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MOST AMERICANS THINK THEY'RE MORE LIKELY TO BE IN A SERIOUS MOTOR VEHICLE CRASH THAN A VIOLENT CRIME PY - 1999/05 IS - 200 SP - 2 p. AB - Most Americans (60%) think that compared to ten years ago, people today drive less safely. Even more (72%) feel that they are more likely to be a victim of a serious motor vehicle crash than a victim of a violent crime. In an era when people want less government, they say the government should play a major role in keeping roads safe. Approximately 4,000 randomly selected people aged 16 or older participated in the NHTSA 1997 Customer Satisfaction Survey in November and December 1997. This nationally representative survey indicates that the public sees transportation safety as a cross-cutting issue. The role they want the government to play includes setting vehicle safety standards and providing safety information to the public. They also think that the government should lead in promoting safe driving behaviors, such as seat belts and child safety seats, reducing drunk driving, and using bicycle and motorcycle helmets. This paper summarizes results of the survey. KW - Bicycle helmets KW - Child restraint systems KW - Crimes KW - Drivers KW - Drunk driving KW - Motor vehicles KW - Motorcycle helmets KW - Safety programs KW - Seat belts KW - Standards KW - Surveys KW - Traffic crashes KW - Traffic safety KW - Transportation safety KW - Vehicle safety UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=76ae508b6c7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/658613 ER - TY - JOUR AN - 00797142 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Nelson, T F AU - Isaac, N E AU - Kennedy, B P AU - Graham, J D AU - Alcohol Research Documentation, Incorporated TI - FACTORS ASSOCIATED WITH PLANNED AVOIDANCE OF ALCOHOL-IMPAIRED DRIVING IN HIGH-RISK MEN PY - 1999/05 VL - 60 IS - 3 SP - p. 407-412 AB - This study examines the factors associated with planning to avoid alcohol-impaired driving and successful avoidance in high-risk young men. A targeted telephone survey was conducted with male drivers aged 21-35 years who consume alcohol and live in areas of the country where alcohol-related traffic fatalities occur frequently (N = 750). Heavy episodic drinking drivers (i.e., report driving after consuming five or more drinks) were oversampled (N = 230). Respondents were surveyed to assess their attitudes, behavior and social support regarding drinking-driving. Multiple logistic regression revealed that men who believe they can consume six drinks or more before it is too dangerous for them to drive were 45% less likely to report planning to avoid drinking-driving. Men who believe they can drive safely after heavy episodic drinking were 61% less likely to be successful in avoiding drinking-driving. Having friends who disapprove of driving after heavy episodic drinking and believing a close friend would be successful in preventing drinking-driving were significantly associated with making plans to avoid drinking-driving, although this association was less strong for successful avoidance. Men who had their wife/girlfriend along when they were out drinking were 2 1/2 times more likely to make plans to avoid drinking-driving. The presence of a wife or girlfriend was an even stronger predictor (multivariate odds ratio = 3.74) of successful avoidance. It was concluded that attitude and social factors are associated with drinking-driving avoidance in a group of young men at risk for alcohol-related driving fatalities. Friends and wives/girlfriends appear to influence drinking-driving avoidance behavior in high-risk drinking drivers. KW - Alcohol use KW - Attitudes KW - Behavior KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Friends KW - High risk drivers KW - Impaired drivers KW - Males KW - Social factors KW - Spouse KW - Strategic planning KW - Surveys KW - Traffic crashes UR - https://trid.trb.org/view/658604 ER - TY - RPRT AN - 00765939 AU - Lacey, J H AU - Jones, R K AU - Wiliszowski, C H AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - VALIDATION OF PROBLEM DRINKING SCREENING INSTRUMENTS FOR DWI OFFENDERS PY - 1999/05 SP - 136 p. AB - This document summarizes the results of a validation study for five adult screening instruments in use for preliminary screening of driving while intoxicated (DWI) offenders for problem drinking. The instruments were the Driver Risk Inventory (DRI), the Michigan Alcohol Screening Test (MAST), Mortimer-Filkins Questionnaire (without the interview) and the Substance Abuse/Life Circumstance Evaluation (SALCE). As an additional task, the project was asked to validate a combination of the consumption questions from the Alcohol Clinical Index and the four CAGE questions. A criterion instrument (the Comprehensive Adult Interview) was developed during the project by a panel of acknowledged leaders in the field of problem drinking assessment. All of the screening instruments (six in total) were administered to 609 consenting adult DWI program participants in Pennsylvania and Massachusetts. The assessment instruments correctly identified problem drinkers, as classified by the criterion instrument, across a range of 72% to 92% of the time. In general, the more sensitive an instrument was, the less specific it tended to be. In other words, a cost of identifying a higher proportion of the problem drinkers was that more persons who were not problem drinkers were incorrectly classified as such. KW - Alcohol abuse KW - Drug abuse KW - Drunk drivers KW - Impaired drivers KW - Problem drinking KW - Screening instruments KW - Tests KW - Validation UR - https://trid.trb.org/view/502402 ER - TY - RPRT AN - 00765940 AU - National Highway Traffic Safety Administration TI - MOTOR VEHICLE SAFETY 1996: A REPORT ON ACTIVITIES UNDER THE NATIONAL TRAFFIC AND MOTOR VEHICLE SAFETY ACT OF 1966 AND THE MOTOR VEHICLE INFORMATION AND COST SAVINGS ACT PY - 1999/05 SP - 53 p. AB - This report contains the following sections: Introduction; Statistical Summaries; Federal Motor Vehicle Safety Standards; Observance of Federal Motor Vehicle Safety Laws, Standards, and Regulations; Summary of Current Research Projects, Grants, and Contracts; Research Activities Completed and Technological Progress; Enforcement Actions, Judicial Decisions, Settlements, or Pending Litigation; Consumer Activities; Title I: Bumper Standard; Glossary of Acronyms; Appendix A: Publications of the National Highway Traffic Safety Administration; and Appendix B: New Car Assessment Program Results for 1996. KW - Bumpers KW - Consumers KW - Contracts KW - Federal laws KW - Federal Motor Vehicle Safety Standards KW - Grant aid KW - Law enforcement KW - Legal action KW - Litigation KW - Motor Vehicle information and Cost Savings act KW - National Traffic and Motor Vehicle Safety Act of 1966 KW - New Car Assessment Program KW - Publications KW - Regulations KW - Research projects KW - Standards KW - Statistics KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - https://trid.trb.org/view/502403 ER - TY - RPRT AN - 00765942 AU - National Highway Traffic Safety Administration TI - THE ART OF APPROPRIATE EVALUATION: A GUIDE FOR HIGHWAY SAFETY PROGRAM MANAGERS PY - 1999/05 SP - 66 p. AB - This Guide provides an overview of the steps that are involved in program evaluations and gets you thinking about how these steps fit into your implementation plans. It also provides some handy suggestions on how to find and work with an evaluation consultant. Finally, it provides a handy glossary of evaluation terms and concepts so that you speak with confidence when the topic turns to "proving results". The focus of this Guide is on using limited resources to maximum, practical advantage. This means conducting an evaluation that is appropriate to the size and scope of the program you are implementing. The Guide is intended for those who want to understand: what type of evaluation is reasonable for the type of program you are implementing; what you can do to maximize the success of a program evaluation; and where you can get help. The Guide is organized in seven chapters. They are: (I) Introduction; (II) The Evaluation Mentality; (III) In Search of the Appropriate Evaluation; (IV) Evaluation Step-By-Step; (V) Getting Help; (VI) Closing Comments; and (VII) Glossary of Terms that Evaluators Use. KW - Evaluation KW - Glossaries KW - Guides (How to) KW - Highway safety KW - Safety programs UR - http://ntl.bts.gov/lib/22000/22000/22009/PB99154809.pdf UR - https://trid.trb.org/view/502405 ER - TY - RPRT AN - 00765931 AU - National Highway Traffic Safety Administration TI - GRADUATED DRIVER LICENSING: QUESTIONS & ANSWERS PY - 1999/05 SP - 16 p. AB - This brochure answers the following questions concerning graduated driver licensing: What is graduated driver licensing? Why target only young people? Why not target all novice drivers? Isn't it unfair to restrict all teenage drivers? Why not just penalize the problem drivers? Can graduated licensing reduce crashes and save the lives of young people? Is a nighttime driving restriction a critical component of graduated licensing? When should the nighttime driving restrictions begin? What guarantees more supervised driving will occur under graduated licensing? Do parents support graduated licensing programs? How much does it cost a state to run a graduated licensing system? Who supports graduated licensing? Should graduated licensing legislation include language about insurance rates? Parents may be required to certify as many as 50 hours of daytime driving and 10 hours at night - isn't this a bit much? Shouldn't teenagers be allowed to drive to school, work, and their extracurricular activities? Isn't driver education enough preparation for licensure? KW - Adolescents KW - Brochures KW - Costs KW - Driver education KW - Driver licensing KW - Graduated licensing KW - Insurance rates KW - Parents UR - https://trid.trb.org/view/502394 ER - TY - RPRT AN - 00765915 AU - National Highway Traffic Safety Administration TI - HIGHWAY SAFETY 1996: A REPORT ON ACTIVITIES UNDER THE HIGHWAY SAFETY ACT OF 1966, AS AMENDED PY - 1999/05 SP - 66 p. AB - This report is presented in three parts. Part One covers National Highway Traffic Safety Administration (NHTSA) activities. The contents are as follows: Introduction; Statistical Summaries; Current Research Programs; Research Activities Completed; Enforcement Actions, Judicial Decisions, Settlements, or Pending Litigation; Effectiveness of Highway Safety Programs; and Glossary of Acronyms. Part Two covers Federal Highway Administration (FHWA) activities. The contents are as follows: Introduction; FHWA Section 402 Program; and FHWA's Safety Research Activities FY 1996. Part Three contains the following appendices: (A) Section 402 Grants; (B) States and Territories Participating in the New Section 402 Planning Process FY 1997; (C) Section 410 Grants; (D) Publications of the NHTSA; (E) FHWA Highway Safety Publications in FY 1996; and (F) FHWA Highway Safety Research Contracts completed in FY 1996. KW - Contracts KW - Grant aid KW - Highway safety KW - Highway Safety act KW - Law enforcement KW - Litigation KW - Publications KW - Research KW - Safety programs KW - Statistics KW - U.S. Federal Highway Administration KW - U.S. National Highway Traffic Safety Administration KW - United States Code. Title 23. Section 402 KW - United States Code. Title 23. Section 410 UR - https://trid.trb.org/view/502378 ER - TY - RPRT AN - 00764775 AU - National Highway Traffic Safety Administration TI - EFFECTIVENESS OF OCCUPANT PROTECTION SYSTEMS AND THEIR USE. FOURTH REPORT TO CONGRESS PY - 1999/05 SP - 51 p. AB - The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) directed the Secretary of Transportation to report on the effectiveness of occupant protection systems based on their actual use, and on lap and shoulder belt use by the public and various groups at both the state and national levels (Section 2508(e)). This is the fourth report on the effectiveness of occupant protection systems and safety belt use. The report is organized in five sections. Section I provides background information, including the history of Federal Motor Vehicle Safety Standard (FMVSS) 208 requirements, descriptions of occupant protection systems, an explanation of how air bags work, and discussion of the market shares of the various occupant protection systems. Section II addresses estimating the effectiveness of occupant protection systems. The discussion covers fatality-reducing effectiveness and injury-reducing effectiveness. Section III addresses child-air bag interaction crash investigations,, Section IV major regulatory actions and public announcements, and Section V safety belt use data and analyses. KW - Air bags KW - Children KW - Crash investigation KW - Effectiveness KW - Fatalities KW - Federal Motor Vehicle Safety Standards KW - FMVSS 208 KW - Injuries KW - Market share KW - Occupant protection devices KW - Prevention KW - Regulations KW - Seat belts KW - Utilization UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/Rpts/1999/RtC_OccProt.pdf UR - https://trid.trb.org/view/497678 ER - TY - RPRT AN - 00791597 AU - Voas, R B AU - Tippetts, A S AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - THE RELATIONSHIP OF ALCOHOL SAFETY LAWS TO DRINKING DRIVERS IN FATAL CRASHES PY - 1999/04/15 SP - 30 p. AB - This paper presents an analysis of the relationships between the passage of key alcohol safety laws and the number of drinking drivers in fatal crashes. The study evaluated the impact of three major alcohol safety laws (administrative license revocation laws, .10 illegal per se laws, and .08 illegal per se laws) on the proportion of drinking drivers in fatal crashes. Drivers age 21 and older in fatal crashes at two blood alcohol concentration (BAC) levels - .01 to .09, and .10 or greater - were considered separately. Drivers under age 21 were not included because they are affected by the Minimum Legal Drinking Age law. This study used data on drinking drivers in fatal crashes from the Fatality Analysis Reporting System (FARS) covering 16 years from 1982 through 1997 for all 50 states and the District of Columbia. Also included in the study were such variables as per capita alcohol consumption and annual vehicle miles traveled, which could impact the number of alcohol-related crashes. The results indicate that each of the three laws had a significant relationship to the downward trend in alcohol-related fatal crashes in the United States over that period. The paper points out that this long-term trend is not the product of a single law, but the result of the growing impact of several laws over time plus the effect of some factors not included in the model tested, such as the increasing use of sobriety checkpoints and the media's attention to the drinking-and-driving problem. KW - Administrative license revocation KW - Blood alcohol levels KW - Driver licenses KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Impact studies KW - Laws KW - Mass media KW - Per se laws KW - Revocation KW - Sobriety checkpoints KW - Traffic crashes KW - Trend (Statistics) UR - http://ntl.bts.gov/lib/15000/15800/15820/DOT-HS-808-980.pdf UR - http://ntl.bts.gov/lib/15000/15800/15820/PB2000101097.pdf UR - https://trid.trb.org/view/648558 ER - TY - JOUR AN - 00797171 JO - Ward's Auto World PB - Ward's Communications AU - WINTER, D AU - Ward's Communications TI - BUILDING THE GENTLER AIR BAG PY - 1999/04 VL - 35 IS - 4 SP - p. 36-37 AB - Once upon a time motorists praised air bags for saving their lives in a crash. Now they expect air bags to save their lives, and if they suffer a minor burn or scrape during deployment, they sue. Although lawsuits involving relatively minor injuries from air bags are becoming common, a recent $64 million class-action judgment against DaimlerChrysler Corporation for an incident that caused minor burns on a women's hand caught even jaded industry observers by surprise. This article discusses the incident that led to the lawsuit, describes the ongoing improvements and adjustments that air bag manufacturers are instituting to decrease the likelihood of an air bag injury, and relates industry concerns on the public's driving behavior of motor vehicles equipped with the newer and smarter air bags. KW - Air bags KW - Attitudes KW - Behavior KW - Deployment KW - Drivers KW - Industries KW - Injuries KW - Litigation KW - Occupant protection devices KW - Smart air bags KW - Traffic safety KW - Vehicle safety UR - https://trid.trb.org/view/658624 ER - TY - JOUR AN - 00797172 JO - Ward's Auto World PB - Ward's Communications AU - Murphy, T AU - Ward's Communications TI - NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION (NHTSA) CALLS FOR MORE AIR BAG TALKS PY - 1999/04 VL - 35 IS - 4 SP - p. 37 AB - The National Highway Traffic Safety Administration (NHTSA) has requested meetings with officials from BMW, Audi and Mercedes-Benz to discuss research with regard to the safety of side air bag systems they have in current production vehicles. They have some concerns about the data. NHTSA does not yet regulate side air bags. KW - Air bags KW - Audi automobile KW - BMW Automobile KW - Mercedes automobile KW - Occupant protection devices KW - Regulation KW - Research KW - Side air bags KW - Traffic safety KW - Vehicle safety UR - https://trid.trb.org/view/658625 ER - TY - SER AN - 00797151 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - OLDER DRIVERS HAVE SOME PROBLEMS NEGOTIATING INTERSECTIONS PY - 1999/04 IS - 197 SP - 2 p. AB - This paper summarizes a report of a study completed by the National Highway Traffic Safety Administration (NHTSA) to document the problems experienced by older drivers in intersections, and to determine if the difficulties can be predicted from measures of functional capability. One of the principal concerns surrounding older drivers is their ability to safely maneuver through intersections. About 1/3 of the fatalities of older drivers occur at intersections, and this figure jumps to more than half for drivers over the age of 80. Older drivers may have greater difficulties at intersections because of diminished capabilities, which hamper their selection and execution of appropriate driver responses. KW - Abilities KW - Aged drivers KW - Fatalities KW - Intersections KW - Traffic crashes UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=b5eccd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/658610 ER - TY - JOUR AN - 00797148 JO - California highway patrolman AU - Sullenberger, R AU - Tornatore (Ralph) TI - STOPPING THE RAGE PY - 1999/04 VL - 63 IS - 4 SP - p. 28-34 AB - The San Juan Capistrano Aggressive Driver Apprehension Team (ADAPT) focuses entirely on motorists who endanger others with such unsafe driving practices as following too closely, cutting others off and making unsafe lane changes. It was conceived by California Highway Patrolman Sgt. Phil Lugo, in 1998 in response to the holidays, when motorists are typically on edge because of the stress of the season. Lugo distinguishes between aggressive driving (which is the focus of the campaign) and road rage (which is not). True road rage is a criminal action. The perpetrator intends harm. In aggressive driving there is no criminal intent to harm. The enforcement campaign is slated to be launched May 1, 1999, and the public awareness campaign will follow on June 1, 1999. KW - Aggression KW - Behavior KW - California KW - Cutting off other drivers KW - Drivers KW - Lane changing KW - Police operations KW - Police patrol KW - Public information programs KW - Road rage KW - Safety programs KW - Tailgating KW - Traffic safety UR - https://trid.trb.org/view/658607 ER - TY - JOUR AN - 00797149 JO - California highway patrolman AU - Gorsline, D AU - Tornatore (Ralph) TI - A GRANT FOR HELP PY - 1999/04 VL - 63 IS - 4 SP - p. 36-37 AB - This article discusses a grant program which places more patrolmen on a particular stretch of California highway 118, in Ventura County, California. The claim to fame of this particular stretch of highway is its number of accident-causing traffic violations. The purpose of placing more police officers on this stretch of the highway is to stop violations that might otherwise lead to traffic accidents. KW - California KW - Grant aid KW - Highway safety KW - Police patrol KW - Traffic crashes KW - Traffic safety KW - Traffic violators UR - https://trid.trb.org/view/658608 ER - TY - SER AN - 00797152 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - OCCUPANT PROTECTION SPECIAL TRAFFIC ENFORCEMENT PROGRAMS EVALUATED IN 20 STATES PY - 1999/04 IS - 198 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) awarded Occupant Protection Special Traffic Enforcement Program (OP sTEP) demonstration grants to 20 states in late 1995. The grants were awarded to increase occupant protection and reduce impaired driving under the umbrella program, Campaign Safe and Sober. In exchange for these demonstration grants, states were asked to carry out periodic waves of highly visible law enforcement coupled with extensive media supports. Seat belts, child restraints, and impaired driving were emphasized. This article summarizes the results of the program. KW - Child restraint systems KW - Grant aid KW - Impaired drivers KW - Occupant protection devices KW - Public information programs KW - Safety campaigns KW - Seat belts KW - States KW - Traffic safety KW - Vehicle occupants UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&detailViewURL=/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/;jsessionid=l4WxHT9LqQyWzJL3b9GqRM5GSs3LGZr1w9QjkWJjQnXsB6hJ8RmR!37221619!NONE?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=17a9cd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - http://ntl.bts.gov/lib/17000/17000/17049/PB2000107131.pdf UR - https://trid.trb.org/view/658611 ER - TY - RPRT AN - 00796984 AU - SAYERS, M W AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - VEHICLE DYNAMICS PROGRAMS FOR ROADWAY AND ROADSIDE STUDIES PY - 1999/04 SP - 52 p. AB - The main objective of this project was to select among existing vehicle dynamics simulation programs and link them through a common database to commercial roadway CAD programs. The existing TruckSim and AutoSim technologies were selected and extended for this project to create a software package called VDM RoAD (Vehicle Dynamic Models Roadway Analysis and Design). VDM RoAD simulates the vehicle dynamics behavior of cars, trucks, and two-unit combination vehicles (tractor-semitrailers) on 3D road designs. The software runs under Windows 95 and Windows NT and shows results graphically with plots and animations. The software can be used by engineers who are not experts in simulation or even vehicle dynamics. The new software was developed with the intention of adding it to an interactive highway safety design model (IHSDM) that systematically considers safety of roadway and roadside design elements in creating cost-effective highway design alternatives. Although VDM RoAD is designed to work with other parts of the IHSDM, further integration is not recommended because most factors of performance that are of interest to roadway designers do not require vehicle dynamics simulation. Vehicle-related performance measures are largely defined by lateral acceleration, which depends only on the kinematics that link roadway geometry and travel speed. KW - Computer aided design KW - Computer programs KW - Highway design KW - Simulation KW - Software packages KW - Vehicle dynamics UR - http://ntl.bts.gov/lib/22000/22100/22152/PB99165177.pdf UR - https://trid.trb.org/view/654717 ER - TY - RPRT AN - 00796985 AU - SAYERS, M W AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - VDM ROAD USER REFERENCE MANUAL PY - 1999/04 SP - 354 p. AB - The main objective of this project was to select among existing vehicle dynamics simulation programs and link them through a common database to commercial roadway CAD programs. The existing TruckSim and AutoSim technologies were selected and extended for this project to create a software package called VDM RoAD (Vehicle Dynamic Models Roadway Analysis and Design). VDM RoAD simulates the vehicle dynamics behavior of cars, trucks, and two-unit combination vehicles (tractor-semitrailers) on 3D road designs. The software runs under Windows 95 and Windows NT and shows results graphically with plots and animations. The software can be used by engineers who are not experts in simulation or even vehicle dynamics. The new software was developed with the intention of adding it to an interactive highway safety design model (IHSDM) that systematically considers safety of roadway and roadside design elements in creating cost-effective highway design alternatives. Although VDM RoAD is designed to work with other parts of the IHSDM, further integration is not recommended because most factors of performance that are of interest to roadway designers do not require vehicle dynamics simulation. This document describes the software architecture and provides instructions to potential users. KW - Computer aided design KW - Computer program documentation KW - Computer programs KW - Highway design KW - Simulation KW - Software packages KW - Vehicle dynamics UR - https://trid.trb.org/view/654718 ER - TY - RPRT AN - 00767953 AU - Decina, L E AU - STEWART, J AU - Lococo, K H AU - Staplin, Loren AU - National Highway Traffic Safety Administration AU - Scientex Corporation TI - SAFE MOBILITY FOR OLDER PEOPLE NOTEBOOK PY - 1999/04 SP - 477 p. AB - This report is a research product of the "Model Driver Screening and Evaluation Program" project sponsored by NHTSA, and is intended as a resource to support program initiatives promoting the safe mobility of older persons across United States. This document represents a snapshot of current knowledge and practices. Topics include the identification of high risk older drivers; the counseling and remediation of at-risk drivers; public information and educational tools to support program implementation; and mobility options and alternatives to transportation for seniors. Coverage of these topics is provided in 70 subtopic discussions, containing three sections each: 1) a summary of outcomes in relevant research studies and implementation efforts; 2) conclusions/preliminary recommendations pertinent to the development of a national model program; and 3) references identifying data sources. KW - Aged drivers KW - Alternatives analysis KW - Attention lapses KW - Counseling KW - Driver categories KW - Education and training KW - Epidemiology KW - Functional analysis KW - Impaired drivers KW - Licensing KW - Mobility KW - Perception KW - Physical condition KW - Safety KW - Visually impaired persons UR - http://www.bts.gov/NTL/DOCS/Safe_Ntbk/ UR - http://ntl.bts.gov/DOCS/Safe_Ntbk/index.htm UR - https://trid.trb.org/view/502993 ER - TY - RPRT AN - 00765941 AU - Finison, K S AU - Dubrow, R B AU - Maine Health Information Center AU - National Highway Traffic Safety Administration TI - ANALYSIS OF SEAT BELT USE AND OUTCOMES IN 1996 MAINE CRASHES PY - 1999/04 SP - 15 p. AB - Using linked motor vehicle crash, emergency medical service, hospital discharge, and death certificate records from the Maine Crash Outcome Data Evaluation System (CODES) project, seat belt use and injury outcomes were evaluated. After adjusting for other crash variables and over-reporting of belt use we found that occupants (drivers and passengers) not belted were more likely to be injured in a motor vehicle crash (adjusted odds ratio 1.32, p<.001). Separate models run at different severity levels of injury indicated increasing risk when belts were not used; hospitalization or death with a head injury had the highest risk (adjusted odds ratio 2.79, p<.001). The results were similar to previous estimates reported by the National Highway Traffic Safety Administration (NHTSA) using data from Maine and other CODES states. Trend data indicate that as belt use (based on observational study) has increased in Maine the number of hospitalizations from motor vehicle crashes has declined. Hospital charge data indicated that unbelted occupants had a higher mean charge ($15,076) than those belted ($11,950). KW - Crash Outcome Data Evaluation System KW - Data linkage KW - Databases KW - Head KW - Hospital charges KW - Hospitalization KW - Injuries KW - Injury severity KW - Maine KW - Risk analysis KW - Seat belts KW - Trend (Statistics) KW - Utilization UR - https://trid.trb.org/view/502404 ER - TY - RPRT AN - 00765934 AU - Center for Pediatric Emergency Medicine AU - National Highway Traffic Safety Administration TI - TEACHING RESOURCE FOR INSTRUCTORS IN PREHOSPITAL PEDIATRICS. 1998 VERSION 2.0 PY - 1999/04 SP - 816 p. AB - The "Teaching Resource for Instructors in Prehospital Pediatrics" (TRIPP) was developed to bridge the knowledge gap that exists in the specialized field of prehospital pediatric care. It is a guide for instructors who teach the pediatric section of the revised "EMT-Basic: National Standard Curriculum." This resource will furnish emergency medical technician (EMT) instructors with fundamental background knowledge about assessing and treating critically ill and injured children so that they can provide more effective teaching to EMT students. This is not a course, nor is it a curriculum. It is a teaching resource that was developed with the input of hundreds of EMT instructors around the country. In the Foreword to this manual Daniel K. Inouye, United States Senator, states, "There are still many rural, underserved areas where ill and injured children continue to be treated as "little adults." We must diligently continue our work to ensure that every child in every state and region of our country receives appropriate care." KW - Children KW - Emergency medical services KW - Emergency medical technicians KW - Instructors KW - Manuals KW - Prehospital pediatrics UR - https://trid.trb.org/view/502397 ER - TY - RPRT AN - 00765938 AU - National Highway Traffic Safety Administration TI - BUCKLE UP AMERICA: THE PRESIDENTIAL INITIATIVE FOR INCREASING SEAT BELT USE NATIONWIDE. REPORT TO THE PRESIDENT AND SECOND REPORT TO CONGRESS PY - 1999/04 SP - 25 p. AB - This report is submitted in response to the President's Executive Order 13043, Increasing Seat Belt Use in the U.S., and the U.S. House and Senate Appropriation Committees' directive to the Secretary of Transportation and the Administrator of the National Highway Traffic Safety Administration (NHTSA). This report constitutes the first Report to the President and the second Report to the Congress on the status of the Buckle Up America campaign. During the past year, significant progress has been made toward meeting the national goals. Three additional states (Indiana, Maryland, Oklahoma) and the District of Columbia have adopted primary enforcement seat belt laws and numerous communities have passed local primary enforcement ordinances. Two Operation ABC (Always Buckle Children) Mobilizations have been launched. The most recent, conducted during the Memorial Day Week, involved more than 4,200 police agencies in an effort to enforce child passenger safety laws. As a result of the mobilization, six million more people are buckling up. Such an increase, if maintained, will result in an estimated saving of 670 lives over the course of the next year. Other highlights include the fact that California was the first state to achieve a 90% seat belt use rate which is the national goal for the year 2005; motor vehicle fatality rates in California and Georgia are at thirty-year lows; and a National Leadership Conference, conducted in June, brought in over 80 policy makers and representatives from national organizations and six opportunity states to develop strategy recommendations for reaching the national goal. KW - Buckle Up America Campaign KW - Child restraint systems KW - Fatalities KW - Leadership KW - Local government KW - Ordinances KW - Prevention KW - Promotion KW - Recommendations KW - Seat belts KW - State laws KW - Strategic planning KW - Traffic law enforcement KW - Utilization UR - https://trid.trb.org/view/502401 ER - TY - RPRT AN - 00765894 AU - Finison, K S AU - Dubrow, R B AU - Maine Health Information Center AU - National Highway Traffic Safety Administration TI - ANALYSIS OF 1996 MAINE CRASHES INVOLVING YOUNG ADULTS PY - 1999/04 SP - 22 p. AB - Using linked motor vehicle crash, emergency medical service, hospital discharge, and death certificate records from the Maine CODES project, rates of injury and risk factors were compared for young adult drivers. One in 7 Maine drivers age 16-24 was involved in a motor vehicle crash during 1996. For young drivers, their rate of injury per 100,000 licensed drivers (2,321.6) was more than 3 times the rate for older drivers (734.4). Young adult drivers were more often involved in crashes on local roads and collectors in rural areas, more likely to have run off the road, and more likely to be involved in a crash where alcohol or illegal/unsafe speed were factors. Four of every ten young adult drivers had passengers riding with them during the crash and 80% of the passengers were their peers (age 16-24). While young adult drivers accounted for only 13.9% of the Maine licensed drivers studied they represented 33.7% of the medical cost based on inpatient hospital charges from the linked records. KW - Age KW - Crash rates KW - Drunk driving KW - Fatalities KW - Human factors in crashes KW - Injuries KW - Linked data KW - Maine KW - Medical costs KW - Passengers KW - Ran off road crashes KW - Rural areas KW - Speeding KW - Traffic crashes KW - Young adults UR - https://trid.trb.org/view/502356 ER - TY - RPRT AN - 00765895 AU - Finison, K S AU - Dubrow, R B AU - Maine Health Information Center AU - National Highway Traffic Safety Administration TI - ANALYSIS OF 1996 MAINE CRASHES INVOLVING VEHICLES THAT RAN OFF THE ROAD PY - 1999/04 SP - 25 p. AB - Using linked motor vehicle crash, emergency medical service, hospital discharge, and death certificate records from the Maine CODES project, crashes and injury outcomes involving vehicles that ran off the road were evaluated. After excluding records where adverse weather or road conditions were factors, we studied 2,641 drivers who ran off a dry road and sustained 1,178 injuries. While they accounted for 1 in 20 Maine drivers involved in crashes, they represented 1 in every 6 drivers who were hospitalized or died and 37% of total inpatient hospital charges incurred. These crashes were more common in rural areas with the injury rate per 100 million vehicle miles traveled higher on local roads (28.05) and collectors (11.83) than on arterials or interstates. Young drivers (age 16-24) were 6 times more likely to be involved in this type of crash than older drivers. The effects of driver behavior (speeding, alcohol, fatigue) and road characteristics are discussed. KW - Age KW - Drunk driving KW - Fatalities KW - Fatigue (Physiological condition) KW - Highway factors in crashes KW - Human factors in crashes KW - Injuries KW - Linked data KW - Maine KW - Medical costs KW - Ran off road crashes KW - Rural areas KW - Speeding KW - Young adults UR - https://trid.trb.org/view/502357 ER - TY - RPRT AN - 00764773 AU - Solomon, M G AU - Nissen, W J AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - OCCUPANT PROTECTION SPECIAL TRAFFIC ENFORCEMENT PROGRAM EVALUATION PY - 1999/04 SP - 36 p. AB - Occupant Protection Special Traffic Enforcement Programs (OP sTEP) are periods of highly visible seat belt law enforcement combined with extensive media support. The objective of the present study was to describe National Highway Traffic Safety Administration (NHTSA) grant funded OP sTEP programs in terms of implementation and evaluate results achieved. Summary and final reports submitted by states (20) to NHTSA were collected. Case studies were conducted in Indiana, Iowa and New Jersey. Results indicate that OP sTEP program grants generated incremental enforcement efforts that were well publicized. Over one-quarter of a million seat belt citations (273,437) and close to one million various other citations (963,895) were issued. Over 300,000 public information and education items were aired, printed or distributed. Seat belt use rates increased with subsequent waves. Increases in seat belt use were greatest after the first wave, less thereafter. Belt use increases among participating communities in secondary law states averaged +5.6 percentage points compared to +16.8 percentage points for primary law states. KW - Case studies KW - Education KW - Indiana KW - Iowa KW - New Jersey KW - Occupant protection devices KW - Primary law KW - Public information programs KW - Publicity KW - Safety programs KW - Seat belts KW - Secondary law KW - State laws KW - States KW - Traffic law enforcement KW - Utilization UR - http://ntl.bts.gov/lib/17000/17000/17049/PB2000107131.pdf UR - http://ntl.bts.gov/lib/25000/25900/25994/DOT-HS-808-884.pdf UR - https://trid.trb.org/view/497676 ER - TY - JOUR AN - 00925856 JO - AirMed PB - Elsevier Science Publishing Company, Incorporated AU - CHAMPION, H R AU - AUGENSTEIN, J S AU - CUSHING, B AU - DIGGES, K H AU - Hunt, R AU - Larkin, R AU - Malliaris, A C AU - Sacco, W J AU - SIEGEL, J H AU - Elsevier Science Publishing Company, Incorporated TI - URGENCY FOR A SAFER AMERICA PY - 1999/03 VL - 5 IS - 2 SP - p. 18-23 AB - This paper reports the results of a study by a multidisciplinary team of physicians, surgeons, engineers, and crash injury statisticians studying methods to improve the triage, transport, and treatment of people injured in crashes. The team examined the latest available crash injury data and emerging technologies and conducted hundreds of statistical analyses to develop improvements in the care of seriously injured crash victims. They focused on how to identify, rapidly and automatically, those vehicles in which people suffer life-threatening injuries. KW - Emergency medical services KW - Emergency response time KW - Injury severity KW - Multidisciplinary teams KW - Traffic crash victims KW - Traffic crashes UR - https://trid.trb.org/view/720156 ER - TY - RPRT AN - 00764613 AU - Apsler, R AU - CHAR, A R AU - Harding, W M AU - Klein, T M AU - Rainbow Technology Incorporated AU - National Highway Traffic Safety Administration TI - THE EFFECTS OF 0.08 LAWS PY - 1999/03 SP - 61 p. AB - Straightforward and powerful reasons exist for lowering the legal limit of blood alcohol concentration (BAC) from 0.10 to 0.08. In 1964, Borkenstein et al. showed that drivers who had been drinking were more likely to be involved in a crash than sober drivers, and that beginning with low BACs, the greater the level of intoxication, the higher the probability of being in a crash. Other investigators have replicated and refined Borkenstein el al.'s original findings. More recently, Mounce and Pendleton (1992) extended this line of research by showing that driver BAC is associated with the probability of being "responsible" for a crash in which they were involved. The objective of the current study was to review the fatal crash experience of all of the states that have lowered BAC limits to 0.08; however, many of these states have not had sufficient experience with the lower BAC limit to provide meaningful statistical inferences. At the time this study was begun, 11 states had sufficient experience with 0.08 BAC laws to conduct a statistical analysis. In summary, the analysis of the impact of 0.08 BAC laws found that 5 of the 11 states that implemented such laws experienced significantly lower rates of alcohol involvement among fatalities, and that 5 of these states experienced significantly fewer high-BAC and alcohol related fatalities during the period after implementation. While some of these states were apparently already experiencing either a long-term or short-term downward trend in alcohol involvement, due possibly to other factors such as the presence of administrative license revocation (ALR) laws, the use of sobriety checkpoints, or a general societal trend for reduced alcohol consumption, this alone does not account for the reductions observed. Each and every state in the group exhibiting a significant association between 0.08 and reductions in alcohol involvement already had an ALR law in effect (Vermont, Kansas, North Carolina, Florida and New Mexico). An additional 2 states (California and Virginia) experienced significant reductions after ALR was in place, when the effects of 0.08 and ALR (implemented about 6 months apart) were considered as a single intervention. Clearly, other factors may be at work, as evidenced by the presence of declines in alcohol involvement that began around 1992, which coincided with the implementation of neither 0.08 nor ALR. While it is difficult to pinpoint exactly what factors may be responsible, the data and analyses are clearly suggestive that 0.08 BAC laws have some deterrent effect, leading to reductions in drinking and driving, most notably in conjunction with the presence of other drunk-driving laws and practices, especially administrative license revocation. KW - Blood alcohol levels KW - California KW - Crashes KW - Deterrents KW - Driver licenses KW - Fatalities KW - Florida KW - Intervention KW - Kansas KW - Laws KW - Maine KW - New Hampshire KW - New Mexico KW - North Carolina KW - Oregon KW - Revocation KW - Statistical analysis KW - Utah KW - Vermont KW - Virginia UR - https://trid.trb.org/view/497639 ER - TY - SER AN - 00814087 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STANDARDIZED FIELD SOBRIETY TEST (SFST) VALIDATED AT BACS BELOW 0.10 PERCENT PY - 1999/03 IS - 196 SP - 3 p. AB - In 1981, law enforcement officers from across the United States began using the National Highway Traffic Safety Administration's (NHTSA's) Standardized Field Sobriety Test (SFST) battery to help make arrest decisions at and above the 0.10 percent blood alcohol concentration (BAC). In recent years, 16 states have lowered their BAC limits below 0.10 percent, thus raising the question of how well the SFST can identify motorists suspected of driving with BACs less than 0.10 percent. Furthermore, the standard for Commercial Driver License holders is set nationally at 0.04 percent. Anacapa Sciences, Inc., of Santa Barbara, California conducted a study to validate the accuracy of the SFST battery to discriminate above or below 0.08 and above and below 0.04 percent BACs. This Traffic Tech briefly summarizes some of the study results. KW - Accuracy KW - Blood alcohol levels KW - Standardized Field Sobriety Tests KW - Traffic law enforcement KW - Validation UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=1e2fcd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/688902 ER - TY - SER AN - 00814085 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - URBAN INTERSTATE CRASHES HAVE TYPICAL PATTERNS PY - 1999/03 IS - 194 SP - 4 p. AB - In August 1993, a series of major crashes on the Washington Capital Beltway focused Federal, State, and local attention on the need to further improve safety on this 64-mile interstate facility. The National Highway Traffic Safety Administration sponsored six studies to document how, why, who, and where crashes occur on the Beltway. Preusser Research Group, Inc., of Trumbull, Connecticut extended an earlier study to examine the patterns of crashes during a four year period - 1993 through 1996, categorizing driver behavioral errors that so often cause crashes. This Traffic Tech briefly summarizes some of the findings of the extended study. Information is presented on crash types, drivers, and trucks in crashes. KW - Capital Beltway KW - Crash types KW - Driver errors KW - Interstate highways KW - Traffic crashes KW - Truck crashes KW - Urban highways UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=ef44cd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/688898 ER - TY - SER AN - 00814086 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - YOUTH FATAL CRASH AND ALCOHOL FACTS, 1997 PY - 1999/03 IS - 195 SP - 3 p. AB - This Traffic Tech summarizes some of the facts presented in the National Highway Traffic Safety Administration (NHTSA) report "Youth Fatal Crash and Alcohol Facts, 1997." The NHTSA report describes fatality trends in America since 1982. The information comes from NHTSA's Fatality Analysis Reporting System, the Bureau of the Census' current population surveys, and the National Institute on Drug Abuse's alcohol consumption information. KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Teenage drivers KW - Traffic crashes KW - Trend (Statistics) UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=7b52cd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/688900 ER - TY - JOUR AN - 00797180 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - VEHICLE AND LICENSE PLATE SANCTIONS PY - 1999/03 SP - 4 p. AB - Revoking or suspending a motorist's operators license is now a common penalty for many traffic infractions, especially those related to impaired driving. Unfortunately, many of these offenders continue to drive. As a way of reducing this problem, many states have passed laws that directly affect the offender's vehicle or license plates as a sanction for the impaired driving offense or for driving with a suspended license. Some states now permit the vehicles of drivers convicted of certain impaired driving offenses to be impounded, immobilized (club or boot), or forfeited and sold. Other states allow the license plates to be removed and impounded. Still others allow for the use of specially marked license plates, or allow for the installment of alcohol ignition interlock devices. In addition to the key facts, this fact sheet covers the following topics: Legislative Status, Recommendations for Strengthening and Increasing the Use of Vehicle and Vehicle Plate Sanctions, Transfer and Grant Programs, and Information Sources. KW - Alcohol ignition interlock devices KW - Driver licenses KW - Drunk drivers KW - Forfeiture KW - Grant aid KW - Immobilization KW - Impaired drivers KW - Impoundment KW - Laws and legislation KW - License plates KW - Motor vehicles KW - Repeat offenders KW - Research KW - Revocation KW - Sanctions KW - Traffic crashes KW - Traffic violations UR - https://trid.trb.org/view/658633 ER - TY - JOUR AN - 00797173 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - OCCUPANT PROTECTION INCENTIVE GRANTS PY - 1999/03 SP - 2 p. AB - This fact sheet discusses occupant protection incentive grants. The following topics are included in the discussion: Increasing Seat Belt and Child Safety Seat Use - Decreasing Deaths and Injuries; New Incentive Grants Created in TEA-21; Section 405 of TEA-21 and Incentive Grant Criteria; Section 157 of TEA-21, Eligibility, and Fund Allocation; and Information Sources. KW - Child restraint systems KW - Fatalities KW - Financing KW - Grant aid KW - Incentives KW - Injuries KW - Occupant protection devices KW - Resource allocation KW - Seat belts KW - Transportation Equity Act for the 21st Century UR - https://trid.trb.org/view/658626 ER - TY - JOUR AN - 00797176 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - BICYCLE HELMET USE LAWS PY - 1999/03 SP - 2 p. AB - The United States Department of Transportation's National Highway Traffic Safety Administration (NHTSA) supports the enactment of bicycle helmet usage laws. Bicycle helmets offer bicyclists the best protection from head injuries resulting from bicycle crashes, and bicycle helmet laws have been proven effective in increasing bicycle helmet use. This fact sheet address the topic under the following headings: Key Facts; Legislative Status; Cost Savings; List of States with Bicycle Helmet Laws; and Information Sources. KW - Bicycle crashes KW - Bicycle helmets KW - Costs KW - Cyclists KW - Head KW - Injuries KW - Laws and legislation KW - Savings KW - States UR - https://trid.trb.org/view/658629 ER - TY - JOUR AN - 00797177 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MOTORCYCLE HELMET USE LAWS PY - 1999/03 SP - 4 p. AB - Motorcycle helmets offer motorcyclists involved in traffic crashes the best protection from head injury. The passage of helmet use laws governing all motorcycle riders is the most effective method of increasing helmet use. NHTSA encourages states to enact legislation to require all motorcycle riders to wear helmets. Additionally, NHTSA strongly supports comprehensive motorcycle safety programs that include motorcycle helmet usage, rider education, motorcycle operator licensing, and responsible use of alcohol. This fact sheet addresses the topic under the following headings: Key Facts; Legislative Status; Cost Savings; Who Supports Universal Motorcycle Helmet Laws; Information Sources; and Status of State Motorcycle Helmet Use Requirements. KW - Alcohol use KW - Costs KW - Driver licensing KW - Education KW - Head KW - Injuries KW - Laws and legislation KW - Motorcycle crashes KW - Motorcycle helmets KW - Motorcyclists KW - Savings KW - States KW - Traffic safety UR - https://trid.trb.org/view/658630 ER - TY - JOUR AN - 00797179 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - ADMINISTRATIVE LICENSE REVOCATION PY - 1999/03 SP - 4 p. AB - The United States Department of Transportation's National Highway Traffic Safety Administration (NHTSA) supports the enactment of bicycle helmet usage laws. Bicycle helmets offer bicyclists the best protection from head injuries resulting from bicycle crashes, and bicycle helmet laws have been proven effective in increasing bicycle helmet use. This fact sheet addresses the topic under the following headings: Key Facts; Legislative Status; Cost Savings; Who Supports Bicycle Use Laws; List of States with Bicycle Helmet Laws; and Information Sources. The U.S. Department of Transportation's National Highway Traffic Safety Administration encourages States to require prompt, mandatory suspension of drivers' licenses for alcohol and/or other drug test failure and refusal. Administrative license revocation (ALR) laws are based on objective chemical tests (blood, breath, or urine), similar to "illegal per se" criminal laws against impaired driving. Administrative license revocation allows police and driver licensing authorities to revoke the driver's license swiftly, without long delays while waiting for a criminal trial, and protects the offender's right of due process through an appeal system. ALR is similar to "implied consent" laws in states which automatically suspend a driver's license for refusing a BAC test. ALR automatically suspends the license for failing the BAC test. This fact sheet addresses this topic through the following questions, headings, and key facts: What provisions should be included in an Administrative Revocation Law? How much does an Administrative License Revocation program cost? How can Administrative License Revocation be financed? Who supports Administrative License Revocation? Incentive Grant Program; Research Studies; and Information Sources. KW - Administrative license revocation KW - Administrative procedures KW - Alcohol chemical tests KW - Alcohol tests KW - Costs KW - Driver licenses KW - Drug tests KW - Drunk driving KW - Failure KW - Financing KW - Grant aid KW - Impaired drivers KW - Incentives KW - Laws KW - Legal rights KW - Offenders KW - Research KW - Revocation KW - Traffic safety UR - https://trid.trb.org/view/658632 ER - TY - JOUR AN - 00797181 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - OPEN CONTAINER LAWS PY - 1999/03 SP - 2 p. AB - Motor vehicle crashes are the leading cause of death for Americans ages 5 through 27 and motor vehicle crash injuries are a major health care problem in the U.S. Alcohol-related crashes are a substantial portion of this problem. Alcohol involvement remains the leading factor in motor vehicle deaths. Open container laws prohibit the possession of any open beverage container and the consumption of any alcoholic beverage in the passenger area of a motor vehicle. Section 154 of the TEA-21 Restoration Act requires that states have an open container law in place by October 1, 2000. States without this law will have a portion of their Federal-aid highway construction funds redirected into other state safety activities, beginning in Fiscal Year 2001. KW - Alcohol use KW - Alcoholic beverages KW - Construction KW - Drunk drivers KW - Fatalities KW - Federal aid KW - Financing KW - Health care KW - Highways KW - Impaired drivers KW - Injuries KW - Laws and legislation KW - Motor vehicles KW - Open container laws KW - Passenger compartments KW - Safety programs KW - States KW - Traffic crashes KW - Traffic safety KW - Transportation Equity Act for the 21st Century UR - https://trid.trb.org/view/658634 ER - TY - JOUR AN - 00797174 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - REPEAT INTOXICATED DRIVER LAWS PY - 1999/03 SP - 2 p. AB - Motor vehicle crashes are the leading cause of death for Americans ages 5 through 27 and motor vehicle crash injuries are a major health care problem in the U.S. Alcohol related crashes are a substantial portion of this problem. In addition to key facts about repeat intoxicated driver laws, this fact sheet discusses the following topics: Laws that Address the Repeat Intoxicated Driver, Effectiveness of Repeat Intoxicated Driver Laws, Section 164 of the TEA-21 Restoration Act, and Information Sources. KW - Drunk drivers KW - Fatalities KW - Health care KW - Injuries KW - Laws and legislation KW - Repeat offenders KW - Traffic crash victims KW - Traffic crashes KW - Transportation Equity Act for the 21st Century UR - https://trid.trb.org/view/658627 ER - TY - JOUR AN - 00797175 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - GRADUATED DRIVER LICENSING SYSTEM PY - 1999/03 SP - 4 p. AB - The U.S. Department of Transportation's National Highway Traffic Safety Administration (NHTSA) encourages states to implement a graduated driver licensing system. Easing young drivers into the traffic environment through more controlled exposure to progressively more difficult driving experiences can reduce their traffic crashes. A significant percentage of young drivers are involved in traffic crashes and are twice as likely to be in a fatal crash as adult drivers. The problems contributing to their high crash rates include driving inexperience and lack of adequate driving skills, excessive driving during nighttime high risk hours, risk-taking behavior, poor driving judgment and decision-making, and drinking and driving. To address these problems, NHTSA and the American Association of Motor Vehicle Administrators (AAMVA) developed an entry level driver licensing system. It consists of three distinct stages, named by the type of license possessed at each stage: learner's permit, intermediate (provisional) license, and full license. Young drivers are required to demonstrate responsible driving behavior in each stage of licensing before advancing to the next. This fact sheet details the three stages of licensing, discusses the effectiveness of graduated licensing, lists the states that currently have graduated driver licenses, describes an incentive grant program relating to graduated licensing, presents a list of the organizations supporting graduated licensing, and lists the products and services available relating to graduated licensing. KW - Abilities KW - Decision making KW - Driver experience KW - Driver licensing KW - Driving KW - Drunk driving KW - Fatalities KW - Graduated licensing KW - Grant aid KW - High risk drivers KW - Incentives KW - Judgment (Human characteristics) KW - Measures of effectiveness KW - Motor skills KW - Night KW - Novices KW - Organizations KW - Products KW - States KW - Teenage drivers KW - Traffic crashes UR - https://trid.trb.org/view/658628 ER - TY - JOUR AN - 00797178 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STRENGTHENING SEAT BELT USE LAWS - INCREASE BELT USE, DECREASE FATALITIES AND INJURIES PY - 1999/03 SP - 2 p. AB - Traffic crashes are a leading cause of death in the United States. Wearing seat belts is the easiest and most effective way of cutting the highway death toll and strong occupant protection laws are the most effective way of increasing safety belt use. Highway deaths could be cut dramatically if states upgraded their laws to improve coverage and enforcement. A model state safety belt use law is available from NHTSA. This fact sheet provides further information about this topic under the following headings: Make All Belt Use Laws Subject to Primary Enforcement; Protect All Vehicle Occupants in All Passenger Vehicles; Emphasize Enforcement and Levy Significant Fines; Conduct Public Awareness and Enforcement Campaigns; Recommendations from the Presidential Initiative for Increasing Seat Belt Use Nationwide; and Urge Parents to Carry Children in the Rear Seat. KW - Awareness KW - Children KW - Fatalities KW - Fines (Penalties) KW - Highways KW - Injuries KW - Law enforcement KW - Laws KW - Occupant protection devices KW - Parents KW - Passenger vehicles KW - Passengers KW - Primary laws KW - Public information programs KW - Rear seats KW - Seat belts KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/658631 ER - TY - RPRT AN - 00765935 AU - Solomon, M G AU - WEINSTEIN, H B AU - Nissen, W J AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - NATIONAL CHILD SAFETY SEAT DISTRIBUTION PROGRAM EVALUATION PY - 1999/03 SP - 80 p. AB - The National Child Safety Seat Distribution Program (NCSS) was a multi-year, multi-phase program intended to distribute $8 million in child safety seats to low-income and special needs children in all fifty states. Non-profit organizations that received funds to buy safety seats agreed to distribute them to recipients that otherwise could not obtain a seat and agreed to train all recipients in the correct use and installation of the seat. Program evaluation data were collected through topical interviews with national and local Program Coordinators and from individual case studies in fourteen distribution locations. The data indicated that NCSS was a comprehensive effort that delivered safety seats and training to locations in all fifty states, D.C. and Puerto Rico. Most often, NCSS was carried out by medical related facilities, followed by day care/early education centers and government offices. Nearly all of the facilities had a system to assess a recipient's need for a seat, and most trained all or most of their seat recipients. Indicated problems included obtaining training for distribution center staff and storing seats from the time a bulk shipment arrived to the time they could be distributed to needy families. The NCSS program worked in a variety of environments and accomplished most of its objectives, most of the time. KW - Case studies KW - Child restraint systems KW - Distribution programs KW - Installation KW - Low income groups KW - National Child Safety Seat Distribution Program KW - Training UR - http://ntl.bts.gov/lib/25000/25900/25998/DOT-HS-808-869.pdf UR - https://trid.trb.org/view/502398 ER - TY - RPRT AN - 00765933 AU - National Highway Traffic Safety Administration TI - ZERO TOLERANCE FOR UNBUCKLED CHILDREN PY - 1999/03 SP - 8 p. AB - This pamphlet is in support of the Buckle Up America campaign for May 24-31, 1999. The National Highway Traffic Safety Administration (NHTSA), in partnership with the Air Bag & Seat Belt Safety Campaign, will again be leading the charge to increase seat belt use and child passenger safety through the Operation ABC Mobilization: America Buckles Up Children. The pamphlet includes a Participation Form. KW - Brochures KW - Buckle Up America Campaign KW - Child restraint systems KW - Traffic law enforcement UR - https://trid.trb.org/view/502396 ER - TY - RPRT AN - 00765913 AU - Johnston, S A AU - Tijerina, L AU - GARROTT, W R AU - Guenther, D A AU - Heydinger, G J AU - National Highway Traffic Safety Administration TI - BRAKE TESTING METHODOLOGY STUDY - DRIVER EFFECTS TESTING PY - 1999/03 SP - 52 p. AB - The National Highway Traffic Safety Administration (NHTSA) is exploring the feasibility of developing brake tests to measure brake system performance of light vehicles. Developing test procedures requires controlling test variability so that measured differences between vehicles are more than just experimental noise. Possible sources of uncontrolled variability include environmental conditions, vehicle-to-vehicle differences for a given model, brake system changes with time, test driver differences, test surface friction changes with time, and test surface friction differences between test sites. The objective of this project was to determine the level of variability in stopping distance tests of light vehicles that is due to differences between drivers. 648 stopping distance tests were conducted with three expert drivers in three different cars on wet and dry asphalt with the anti-lock brake system (ABS) working and disabled. All four independent factors had a statistically significant effect on the stopping distance. Several interactions of the independent variables were also significant. The largest main effect was the differences between vehicles. The effects of ABS and surface condition and drivers were all fairly small. The interaction between ABS and surface condition was also small but indicated that ABS mattered more on the wet surface. The remaining interactions were also fairly small. In conclusion, this test procedure measured differences between all three vehicles with very high statistical certainty. Unfortunately, this test procedure used a large number of replications and drivers. If the goal for a brake test program in only to distinguish large differences in braking performance, fewer replications and drivers would be needed for each vehicle tested. KW - Antilock brake systems KW - Braking performance KW - Drivers KW - Friction KW - Stopping distances KW - Test procedures KW - Variables KW - Vehicles KW - Weather conditions UR - http://ntl.bts.gov/lib/21000/21800/21873/PB99146094.pdf UR - https://trid.trb.org/view/502376 ER - TY - RPRT AN - 00765896 AU - Sivak, M AU - Flannagan, M J AU - University of Michigan Transportation Research Institute TI - ACCEPTABLE DELAYS IN SWITCHING BETWEEN PRIMARY AND SECONDARY LIGHT SOURCES IN DISTRIBUTED LIGHTING PY - 1999/03 SP - 18 p. AB - This report reviewed evidence concerning acceptable delays in switching between a primary and a secondary light source in distributed lighting. The specific question posed was as follows: The industry considers a delay of 100 ms technically achievable, but is it acceptable from the human factors point of view? The evidence considered included consequences for the quality of driver performance and possible startle effects. In discussing the quality of driver performance, the following aspects were considered: eyeblinks, voluntary occlusions of vision during driving, fixations away from straight ahead (on rearview mirrors, vehicle controls and displays, and navigation systems), head movements when checking traffic in the blind spots, and time-to-collision and time-to-lane-crossing measures. Possible effects of different implementations of the secondary light source (high-intensity discharge and incandescent) were also briefly discussed. Based on the available evidence concerning the quality of driver performance (excluding startle effects), a delay of 100 ms or less is unlikely to create safety problems. Furthermore, although little evidence exists on the likelihood and nature of startle responses, it is unlikely that a delay of 100 ms or less will lead to major negative startle consequences. KW - Distributed lighting KW - Failure KW - Headlamps KW - High intensity discharge lamps KW - Human factors KW - Incandescent lamps KW - Motor vehicles KW - Primary light sources KW - Secondary light sources KW - Switching delays KW - Vehicle lighting UR - https://trid.trb.org/view/502358 ER - TY - RPRT AN - 00765415 AU - Szabo, S AU - Murphy, K AU - Juberts, M AU - AA Balkema AU - Aberdeen Proving Grounds AU - National Highway Traffic Safety Administration TI - AUTONAV/DOT PROJECT: BASELINE MEASUREMENT SYSTEM FOR EVALUATION OF ROADWAY DEPARTURE WARNING SYSTEMS PY - 1999/03 SP - 56 p. AB - This report describes the performance metrics and the baseline measurement system. It also describes efforts to determine the accuracy of the baseline system in determining the time and position of roadway departures. In addition, the precise, synchronized recording of video and GPS data proved useful in determining the accuracy and the delays of GPS when measuring the position of a moving vehicle. The baseline measurement system is now sufficiently mature to be used to evaluate roadway departure warning systems. The measurement system also serves as a promising platform to perform a wide range of the evaluations. KW - Automatic vehicle location KW - Automatic vehicle monitoring KW - Global Positioning System KW - Measuring methods KW - Off ramps KW - Performance evaluations KW - Traffic control KW - Warning signs UR - http://ntl.bts.gov/lib/21000/21700/21779/PB99140881.pdf UR - https://trid.trb.org/view/502104 ER - TY - RPRT AN - 00797166 AU - U.S. General Accounting Office TI - TRUCK SAFETY: MOTOR CARRIERS OFFICE'S ACTIVITIES ARE LIKELY TO HAVE LITTLE SHORT-TERM EFFECT PY - 1999/02/23 SP - 14 p. AB - This is the statement of Phyllis F. Scheinberg, Associate Director, Transportation Issues, Resources, Community, and Economic Development Division before the Subcommittee on Transportation and Related Agencies, Committee on Appropriations, House of Representatives regarding the safety of large commercial trucks on our nation's highways. Specific issues discussed include: (1) trends in crashes involving large trucks, (2) factors that contribute to such crashes, and (3) the Office of Motor Carrier and Highway Safety's (OMCHS's) activities to improve the safety of large trucks. In summary, if the trend of increasing truck travel continues, the number of people dying from crashes involving large trucks could increase to more than 6,000 in the year 2000. While trucks are involved in fewer crashes per mile traveled than are cars, crashes involving trucks are more likely to result in a fatality. In 1997, 98% of the fatalities from crashes between trucks and cars were occupants of the car. Several factors contribute to these crashes, including errors on the part of car and truck drivers, truck driver fatigue, and vehicle defects. Of these factors, errors on the part of car drivers are cited most frequently as contributing to crashes involving large trucks. Specifically, errors by car drivers were reported in 80% of the crashes, while truck driver errors were reported in 28% of the crashes. OMCHS has undertaken a number of activities intended to achieve a goal of reducing the number of fatalities to below the 1996 level of 5,126. These activities include identifying high-risk carriers for safety improvements and educating car drivers about how to share the road with large trucks. However, for a variety of reasons, OMCHS is unlikely to reach the goal. KW - Automobile drivers KW - Automobiles KW - Defects KW - Education KW - Fatalities KW - Fatigue (Physiological condition) KW - High risk motor carriers KW - Human error KW - Large trucks KW - Motor carriers KW - Public information programs KW - Safety programs KW - Traffic safety KW - Truck crashes KW - Truck drivers KW - Trucking safety KW - Trucks UR - http://ntl.bts.gov/lib/000/000/10/rc99089.pdf UR - http://ntl.bts.gov/lib/17000/17500/17552/PB2001102239.pdf UR - https://trid.trb.org/view/654894 ER - TY - RPRT AN - 00810927 AU - Goehring, J B AU - National Conference of State Legislatures TI - TEENS AND TRAFFIC: REDUCING THE RISK. A LEGISLATOR'S GUIDE SN - 1580240089 PY - 1999/02 SP - 80 p. AB - This book analyzes the issues surrounding teen risk-taking behavior as it relates to traffic issues and examines state legislative options to reduce the risk for teens in traffic. Chapter 1 provides an introduction. Chapter 2 discusses teen risk-taking behavior and how it relates to traffic dangers. Chapter 3 examines teen use of safety equipment such as helmets and seat belts and examines recent legislative activity. Chapter 4 contains an in-depth analysis of the concept of graduated licensing for teens and the effectiveness of this kind of legislation. Chapter 5 discusses driver's education and linking licensing to school attendance. Chapter 6 examines teenagers' propensity for aggressive driving and efforts to curb dangerous driving behavior. Chapter 7 discusses zero tolerance for alcohol laws. Conclusions are presented in Chapter 8. KW - Adolescents KW - Aggression KW - Behavior KW - Bicycle helmets KW - Driver education KW - Driver licensing KW - Drunk driving KW - Graduated licensing KW - High school students KW - Motorcycle helmets KW - Risk management KW - Risk taking KW - School attendance KW - Seat belts KW - State laws KW - Teenage drivers KW - Zero tolerance UR - https://trid.trb.org/view/679529 ER - TY - RPRT AN - 00797000 AU - Connecticut Department Motor Vehicles TI - GETTING TOUGH ON DRUNK DRIVERS: 15 RECOMMENDATIONS TO THE GOVERNOR PY - 1999/02 SP - 6 p. AB - Connecticut Governor John G. Rowland requested a comprehensive multi-agency review of current laws, regulations, and ancillary issues associated with the issue of drunk driving. The review was conducted by the Commissioners of the Departments of Motor Vehicles, Public Safety, and Transportation and the Chief State's Attorney with the Commissioner of Motor Vehicles as chairman. The group's comprehensive study outlined a range of strategies that could be implemented to better administer the state's drunk driving laws. The recommendations are designed to make the existing statutory scheme work more efficiently and to make real the threat of serious consequences for those who drive while impaired by alcohol, or continue to drive while under suspension for the offense. This brochure summarizes the report's fifteen recommendations. KW - Connecticut KW - Driving while suspended KW - Drunk driving KW - Recommendations KW - Regulations KW - State laws KW - Strategic planning UR - https://trid.trb.org/view/654740 ER - TY - SER AN - 00762985 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STANDARD ENFORCEMENT SAVES LIVES: THE CASE FOR STRONG SEAT BELT LAWS PY - 1999/02 IS - 191 SP - 2 p. AB - This article briefly reviews a 36-page booklet by the same title that presents information about how effective seat belts are in reducing injuries and deaths and how best to encourage everyone to buckle up on every trip. States that have standard (also called primary) enforcement seat belt laws have higher seat belt use rates. Standard enforcement allows a police officer to stop a vehicle and issue a citation when the officer observes an unbelted driver or passenger. Secondary enforcement means a citation can only be written after the officer stops the vehicle for another infraction. A table is included showing the estimated annual economic savings in 1997 dollars for an estimated 15 percentage point increase in seat belt use in 36 states. KW - Economic benefits KW - Fatalities KW - Injuries KW - Prevention KW - Savings KW - Seat belts KW - State laws KW - Traffic law enforcement KW - Utilization UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=f0f4dbd4828bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/500461 ER - TY - SER AN - 00762986 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF DRINKING AND DRIVING DOCUMENTS ATTITUDES AND BEHAVIORS IN 1997 PY - 1999/02 IS - 192 SP - 2 p. AB - This article briefly reviews the publication "National Survey of Drinking and Driving Attitudes and Behavior, 1997," which was prepared by the Gallup Organization. This survey, conducted every two years by the National Highway Traffic Safety Administration (NHTSA), measures the status of attitudes, knowledge, and behavior of the general driving age public about drinking and driving. The surveys measure various topics including the reported frequency of drinking and driving, prevention and intervention, riding with impaired drivers, designated drivers, perceptions of penalties and enforcement, knowledge of blood alcohol levels, and alcohol-impaired crashes. The 1997 survey interviewed a nationally representative sample of 4,010 persons aged 16 or older in the United States between October 12 and December 12, 1997. Selected results of the survey are reported in this article. KW - Attitudes KW - Behavior KW - Drunk driving KW - Knowledge KW - Surveys UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=9f8c5de4b18bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/500462 ER - TY - SER AN - 00762987 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - INDIVIDUALIZED SANCTIONS FOR DWI OFFENDERS REDUCE RECIDIVISM PY - 1999/02 IS - 193 SP - 2 p. AB - This article reviews a publication entitled "Individualized Sanctions for DWI Offenders" that was prepared by Mid-America Research Institute. This study documents the effectiveness of a sanctioning program that used a combination of both traditional and alternative sanctions to deal with the needs of the individual Driving While Intoxicated (DWI) offender. The results from this study indicate that a customized sanctioning program, tailored to the individual DWI offender, can be more effective than imposing only minimum sanctions. This type of sanctioning approach can be used in jurisdictions across the country, where there is strong community and judicial support for combating impaired driving. KW - Courts KW - Drunk drivers KW - Sanctions UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=a34dc4bed08bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/500463 ER - TY - RPRT AN - 00765912 AU - National Highway Traffic Safety Administration TI - STATE CRASH REPORT FORMS CATALOG: 1999 UPDATE PY - 1999/02 SP - 316 p. AB - This Catalog consolidates crash report forms from all 50 states, the District of Columbia, Puerto Rico, and the Virgin Islands. The purpose of the Catalog is to provide a comparative crash data reference document for use by the states, the National Highway Traffic Safety Administration (NHTSA) Headquarters and Region offices, other Federal agencies, and private organizations and groups. The Catalog also contains the list of all state coordinators for the state crash report as well as the state crash reporting threshold. The last Catalog was published in 1995. The crash report forms are also provided on the Internet and can be accessed on the NHTSA Web Site (http://www.nhtsa.dot.gov/people/perform/trafrecords/). Adobe Acrobat is required to view the forms. KW - Catalogs KW - Crash data KW - Crash reports KW - Forms (Documents) KW - States UR - https://trid.trb.org/view/502375 ER - TY - RPRT AN - 00765899 AU - Sivak, M AU - Flannagan, M J AU - Miyokawa, T AU - University of Michigan Transportation Research Institute TI - RECOMMENDED TEST VOLTAGE FOR WORLDWIDE HARMONIZED HEADLAMP PHOTOMETRIC SPECIFICATIONS PY - 1999/02 SP - 19 p. AB - The purpose of this research was to develop a recommendation for a test voltage to be used for harmonized headlamp photometric specifications. Two separate activities were performed: a survey of expert opinion, and an analysis of published field data on lamp voltages. The survey dealt with recommendations for test voltage under current electrical systems that have a nominal voltage of 12 V, as well as under potential future, higher-voltage systems. Responses were received from 120 experts. The opinions of experts varied widely, both between continents and within continents. The most frequent recommendation for the test voltage under the current electrical system was 12.8 V in North America and 12.0 V in Europe and Asia, but values between 12.0 and 13.5 V found a substantial amount of support on all continents. The published field data on lamp voltages are limited, and most of the data were collected under controlled conditions, as opposed to sampling a variety of normal driving conditions. The two studies that measured voltages under normal driving conditions suggest a mean voltage of between 13.0 and 13.2 V, but with a wide variation between vehicles. Our first-choice recommendation is to use 12.8 V as the harmonized test voltage for the current 12 V electrical systems. There are four reasons for this recommendation. First, this value is acceptable to substantial proportions of experts in different parts of the world. Second, many on-the-road lamp voltages are near this value. Third, this value is currently the basis of some photometric standards (e.g., in North America). Fourth, there is a benefit in maintaining continuity with at least one of the existing voltage standards (12.0 or 12.8), and the higher of those standards (12.8) is close enough to the best estimate of the mean on-the-road voltage (13.0 to 13.2) that it does not seem worthwhile to adopt an entirely new value. Our second-choice recommendation is to use 13.2 V as the test voltage. Considerations relevant to these alternative recommendations are discussed further in the main text. KW - Africa KW - Asia KW - Europe KW - Expert evidence KW - Field data KW - Headlamps KW - North America KW - Recommendations KW - Specifications KW - Standardization KW - Surveys KW - Voltage UR - https://trid.trb.org/view/502361 ER - TY - SER AN - 00814082 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STRATEGIES FOR AGGRESSIVE DRIVER ENFORCEMENT PY - 1999/01 IS - 188 SP - 2 p. AB - This Traffic Tech briefly describes the publication "Strategies for Aggressive Driver Enforcement," which has been developed to assist law enforcement agencies interested in developing, implementing, and managing aggressive driver programs. The publication is a brief, practical, easy-to-read guide written by law enforcement officers for law enforcement officers. The ideas in the manual have been implemented and tested by various agencies around the country. The strategies can be modified easily to satisfy local requirements. The manual includes the following: Problem Identification; Program Goals and Objectives; Operational Considerations; Media Activities; and Summary. KW - Aggression KW - Drivers KW - Problem identification KW - Public information programs KW - Strategic planning KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=090bcd18068bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/688893 ER - TY - SER AN - 00814084 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STATE TRAFFIC SAFETY INFORMATION PY - 1999/01 IS - 190 SP - 3 p. AB - This Traffic Tech describes the contents of "State Traffic Safety Information," a document compiled by the National Highway Traffic Safety Administration on traffic safety issues for all of the states. The document lists motor vehicle fatalities and fatality rates for each state and for the United States as a whole in a number of areas such as alcohol-impaired and speed-related crashes. For each state, there are estimated economic costs for crashes and the dollar value borne by employers. The individual state data sheets break out the deaths by alcohol and speed related, safety belt and child safety seat usage, and motorcycle helmet usage. There is also information on the status of important drunk driving laws and sources of funding for highway safety programs. The booklet will be updated annually. An example for the state of Ohio is presented in this Traffic Tech. KW - Child restraint systems KW - Costs KW - Drunk driving KW - Employers KW - Fatalities KW - Financing KW - Laws KW - Motorcycle helmets KW - Ohio KW - Safety programs KW - Seat belts KW - Speeding KW - States KW - Traffic safety UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=edda810e648bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/688897 ER - TY - SER AN - 00814083 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - SAVING TEENAGE LIVES: THE CASE FOR GRADUATED DRIVER LICENSING PY - 1999/01 IS - 189 SP - 4 p. AB - This Traffic Tech describes the contents of "Saving Teenage Lives, The Case for Graduated Driver Licensing," an information reference guide for legislators and public and private interest groups. The booklet demonstrates the need for a new look at how we train our young drivers. Graduated driver licensing, a three-tiered system of helping young novice drivers develop the skills and judgment necessary to operate an automobile safely, has proven to reduce crashes involving teens in states and countries that have adopted this system. KW - Crash rates KW - Graduated licensing KW - Teenage drivers UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=af8096b7f58bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1999&overrideViewName=Report UR - https://trid.trb.org/view/688895 ER - TY - SER AN - 00814078 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - SIX JURISDICTIONS UPGRADE TO PRIMARY SEAT BELT LAWS IN SIX DIFFERENT WAYS PY - 1999/01 IS - 179 SP - 3 p. AB - The National Highway Traffic Safety Administration sponsored a study by Low and Associates of Chevy Chase, Maryland, to document the legislative history in six jurisdictions that recently upgraded their seat belt laws to primary enforcement. The six jurisdictions are California (1992), Louisiana (1995), Georgia (1996), Maryland (1997), Oklahoma (1997), and the District of Columbia (1997). The researchers gathered information from bill sponsors, committee chairs, legislators, lobbyists, law enforcement officials, Governors' offices, national safety organizations, and media representatives. This Traffic Tech presents a brief summary of their findings. KW - California KW - Georgia KW - History KW - Legislation KW - Louisiana KW - Maryland KW - Oklahoma KW - Primary enforcement KW - Seat belts KW - State laws KW - Traffic law enforcement KW - Washington (District of Columbia) UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=0230dbd4828bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1998&overrideViewName=Report UR - https://trid.trb.org/view/688886 ER - TY - SER AN - 00800159 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - SPEEDING AND AGGRESSIVE DRIVING DOCUMENTED IN NATIONAL TELEPHONE SURVEY PY - 1999/01 IS - 186 SP - 3 p. AB - The National Highway Traffic Safety Administration (NHTSA) conducted a telephone survey in the spring of 1997 to learn more about the public's experiences and beliefs about speeding, unsafe, and aggressive driving. A total of 6,000 interviews were completed in this nationally representative survey of drivers 16 and older. There were two versions of the questionnaire. One focused on speeding issues and one on other forms of unsafe driving. The survey results are summarized in this Traffic Tech. Some of the findings are as follows: Speeding and unsafe driving occur frequently; there's some concern that speeding and unsafe driving are increasing; drivers admitted to unsafe driving; reasons given for speeding were they were late or behind schedule (44%), trying to keep up with traffic (12%), good conditions (11%), and having an emergency (11%); reasons given for aggressive driving were being rushed or behind schedule (23%), increased traffic or congestion (22%), careless, inconsiderate drivers (12%), and immature, young drivers (12%); men are more likely than women to commit many types of unsafe behaviors; and as drivers age, they are less likely to commit these unsafe driving acts. KW - Age KW - Aggression KW - Gender KW - High risk drivers KW - Speeding KW - Surveys KW - Telephone UR - https://trid.trb.org/view/668798 ER - TY - SER AN - 00800160 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY FINDS THAT MOST PEOPLE WANT MORE ENFORCEMENT OF UNSAFE DRIVING PY - 1999/01 IS - 187 SP - 3 p. AB - The National Highway Traffic Safety Administration (NHTSA) conducted a telephone survey in the spring of 1997 to learn about the public's experiences and beliefs about speeding, unsafe driving, including aggressive driving, enforcement, and other sanctions to counter these dangerous driving behaviors. A total of 6,000 interviews were completed in this nationally representative survey of drivers 16 and older. This Traffic Tech summarizes findings concerning countermeasures. Some of the findings are as follows: A majority of drivers felt police enforcement was about right for all road types; about one in seven drivers (14%) report that they have been stopped by police for a traffic reason in the past year and the most common reasons were speeding (62%), traffic signal violations (7%), no lights (8%), stop sign violations (6%), and drinking and driving (2%); seven percent of drivers report that their insurance has been canceled or their premiums increased as a result of claims or points in the past five years; more than 7 in 10 drivers thought it was a good idea to use photo enforcement devices; and the most acceptable countermeasures were increasing public awareness of the risks, more frequent ticketing, encouraging occupants to say something to the driver, and assigning more police to traffic. KW - Aggression KW - Cameras KW - Countermeasures KW - High risk drivers KW - Insurance rates KW - Police KW - Public information programs KW - Sanctions KW - Speeding KW - Surveys KW - Telephone KW - Traffic law enforcement UR - https://trid.trb.org/view/668799 ER - TY - RPRT AN - 00798283 AU - National Highway Traffic Safety Administration TI - PEDESTRIAN SAFETY TOOLKIT PY - 1999/01 SP - n.p. AB - In 1995, the Secretariat Initiative for Pedestrian and Bicycle Safety was created, as a national effort developed to promote walking and bicycling as safe, efficient, and healthy ways to travel. The Initiative's Year 2000 goads included: reducing by 10%, the number of injuries and fatalities occurring to bicyclists and pedestrians; and doubling the national percentage of transportation trips (from 7.9% to 15.8%) made by bicycling and walking. One of the three components of the Initiative is "Toolkit" of resource materials that states and communities can use to achieve their pedestrian safety goals and programs. Tools are organized by target groups, and contain information about existing enforcement, engineering, and education programs, plus outreach and technical assistance programs. The Toolkit contains a video compilation of National Highway Traffic Safety Administration/Federal Highway Administration/Federal Railroad Administration (NHTSA/FWHA/FRA) pedestrian safety videos; an interactive CD-ROM of pedestrian resources with subject-to-subject cross referencing; a user manual that explains how to "build" effective pedestrian safety programs; a resource manual that references NHTSA, FHWA, and FRA materials; and a variety of sample materials. KW - Bicycle travel KW - Bicycling KW - Cyclists KW - Education KW - Engineering KW - Fatalities KW - Injuries KW - Multimedia KW - Pedestrian safety KW - Public information programs KW - Resource materials (Information) KW - Safety programs KW - Traffic law enforcement KW - Traffic safety KW - U.S. Federal Highway Administration KW - U.S. Federal Railroad Administration KW - U.S. National Highway Traffic Safety Administration KW - Videotapes KW - Walking UR - https://trid.trb.org/view/655528 ER - TY - RPRT AN - 00798273 AU - GARROTT, W R AU - Howe, J G AU - Forkenbrock, G AU - National Highway Traffic Safety Administration TI - AN EXPERIMENTAL EXAMINATION OF SELECTED MANEUVERS THAT MAY INDUCE ON-ROAD UNTRIPPED, LIGHT VEHICLE ROLLOVER - PHASE II OF NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION'S (NHTSA'S) 1997-1998 VEHICLE ROLLOVER RESEARCH PROGRAM PY - 1999/01 SP - 130 p. AB - This report documents the results of testing potential maneuvers to measure on-road, untripped, rollover propensity. Twelve test vehicles, covering a wide range of vehicle types and classes were used. Three vehicles from each of the following categories were tested: passenger cars, light trucks, vans, and sport utility vehicles. The vehicles were tested with candidate vehicle characterization and untripped rollover propensity maneuvers. The vehicle characterization maneuvers were designed to determine fundamental vehicle handling properties while the untripped rollover propensity maneuvers were designed to produce two-wheel lift for vehicles with relatively higher rollover propensity potential. The vehicle characterization maneuvers were Pulse Steer, Sinusoidal Sweep Slowly Increasing Steer, and Slowly Increasing Speed. The rollover propensity maneuvers were J-Turn, J-Turn with Pulse Braking, Fishhook #1 and #2, and Resonant Steer. The degree of lift produced for each vehicle/maneuver/steer direction scores were combined to produce two ratings: Steering Maneuver Score and Pulse Braking Score. The Steering Maneuver Score was based on J-Turn, Fishhook #1, and Fishhook #2 results and the Pulse Braking Score was based on J-Turn with Pulse Braking Results. The Steering Maneuver Scores were found to be related to the vehicle static and dynamic rollover stability metrics. The Pulse Braking Score was related more to whether or not the vehicle had 4-wheel anti-lock brakes (4WAL) or not. For those vehicles that did not have 4WAL, the Pulse Braking score did relate to static and dynamic rollover stability metrics. The Lateral Acceleration at Rollover was also determined for each vehicle and was not found to be related to either the static or dynamic rollover stability metrics. KW - Antilock brake systems KW - Automobiles KW - Lateral acceleration KW - Light trucks KW - Light vehicles KW - Passenger vehicles KW - Research KW - Rollover crashes KW - Sport utility vehicles KW - Stability (Mechanics) KW - Steering KW - U.S. National Highway Traffic Safety Administration KW - Vans KW - Vehicle characteristics KW - Vehicle tests UR - http://ntl.bts.gov/lib/22000/22200/22266/PB99172702.pdf UR - https://trid.trb.org/view/655271 ER - TY - RPRT AN - 00798212 AU - Vira, C AU - Rainbow Technology Incorporated AU - National Center for Statistics and Analysis TI - THE DATA-SMART MANUAL: USE AND ANALYSIS OF DATA FOR LOCAL HIGHWAY AND TRAFFIC SAFETY PROGRAMS PY - 1999/01 SP - 141 p. AB - This manual uses an "Internet-like" approach to present information about data. The first section lists 12 questions that every program needs to address along with the type of data, data concepts, and analytical methods that are relevant to answering the questions. The second section describes the commonly used data sources, explains the advantages of data linkage, and provides guidance on obtaining, organizing, analyzing, and presenting data. Instructions are included for calculating various statistical measures than can be used to summarize the data. The third section focuses on expanding data capabilities and ongoing improvement of program data. The appendices include a glossary of key terms, summary of data sources, list of statewide databases and Crash Outcome Data Evaluation System (CODES) data linkages by state, sample worksheets for creating a community profile and data inventory, selected references and a list of contacts for the CODES states. KW - Crash data KW - Data analysis KW - Databases KW - Evaluation KW - Highway safety KW - Inventory KW - Links (Networks) KW - Safety programs KW - Statistics KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/655200 ER - TY - RPRT AN - 00798211 AU - National Highway Traffic Safety Administration TI - MAKE THE RIGHT CALL: EMERGENCY MEDICAL SERVICES RESOURCE KIT, ENGLISH SPANISH VERSION PY - 1999/01 SP - 74 p. AB - This resource kit contains many communication tools designed to help send lifesaving Emergency Medical Services (EMS) messages to people of all ages in the community. The kit includes workshop guidelines, talking points, handout sheets, media materials and an information pamphlet. KW - 9-1-1 KW - Advertising KW - Age groups KW - Communication KW - Emergency medical services KW - Public information programs KW - Safety KW - Telephone UR - https://trid.trb.org/view/655199 ER - TY - JOUR AN - 00797163 JO - Road and Track PB - DCI, Incorporated AU - Simanaitis, D AU - DCI, Incorporated TI - ONBOARD DIAGNOSTICS-2 (OBD-20: IT'S A WONDERLAND OF TECHNOLOGY AND REGULATION TOO PY - 1999/01 SP - p. 132-137 AB - These tables and graphs summarize the statistics on highway fatalities for the 12-month period from November 1997 through October 1998, and compare these data with the corresponding period of the prior year for both the Nation and the 10 administrative regions of the National Highway Traffic Safety Administration. An estimated 3,730 fatalities occurred in the United States in October 1998, showing a 0.6% decrease when compared to the same month in 1997. The twelve-month total for the period ending October 1998 shows a 1.8% decrease from the corresponding total of the previous year. KW - Automobiles KW - Emission control devices KW - Emission control systems KW - Motor vehicles KW - Onboard diagnostics KW - Self diagnostic routines UR - https://trid.trb.org/view/658618 ER - TY - JOUR AN - 00797167 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - GRUENEWALD, P J AU - Stockwell, T AU - Beel, A AU - Dyskin, E V AU - Alcohol Research Documentation, Incorporated TI - BEVERAGE SALES AND DRINKING AND DRIVING: THE ROLE OF ON-PREMISE DRINKING PLACES PY - 1999/01 VL - 60 IS - 1 SP - p. 47-53 AB - The relationship between on-premise drinking places, beverage specific alcohol sales and drinking and driving were examined in a time series cross-sectional study of place-of-last drink data from Perth, Western Australia. At arrest, 2,411 drinking drivers reported their last location of consumption. Tabulated by 57 premises over 4 years, the rates at which individual premises were referenced as the place-of-last-drink were taken to reflect the relative distributions of numbers of drinking drivers coming from different premise types (hotels, taverns and nightclubs). The data were then statistically related to measures of premise types and characteristics and beverage specific alcohol sales. Significant cross-sectional relationships were obtained between measures of premise types, alcohol sales and drinking and driving. Greatest numbers of drinking drivers came from taverns and from places selling greater amounts of beer and spirits. Significant longitudinal effects were obtained for sales of beer, proportions of high alcohol beer sold and sales of spirits. As a whole, the results suggest that, at least for Western Australia, outlets selling greater amounts of beer and spirits, and greater amounts of high alcohol beer, will produce larger numbers of drinking drivers. KW - Alcohol use KW - Alcoholic beverages KW - Drinking establishments KW - Drunk drivers KW - Hotels KW - Nightclubs KW - Sales KW - Traffic safety UR - https://trid.trb.org/view/658620 ER - TY - RPRT AN - 00797141 AU - U.S. General Accounting Office TI - REGULATORY BURDEN: SOME AGENCIES' CLAIMS REGARDING LACK OF RULEMAKING DISCRETION HAVE MERIT PY - 1999/01 SP - 92 p. AB - In November and December 1996, the General Accounting Office (GAO) reported what officials from 15 private sector companies said were the federal regulations that were most problematic for their businesses. The GAO report also listed responses from the 19 federal agencies that issued the regulations underlying the 125 company concerns. In response to about 1/4 of the concerns, the agencies indicated that the companies' concerns were, at least in part, attributable to statutory requirements underlying their regulations. Since then, the GAO was asked to examine the agencies' assertions that some of the 125 regulatory concerns were, at least in part, attributable to the underlying statutes. Their specific objectives were to determine, for each of 27 concerns focused on in this report, (1) the amount of discretion the underlying statues gave the rulemaking agencies in developing the regulatory requirements that the agencies had said were attributable to the underlying statutes, (2) whether the regulatory requirements at issue were within the authority granted by the underlying statures, and (3) whether the rulemaking agencies could have developed regulatory approaches that would have been less burdensome to the regulated entities while still meeting the underlying statutory requirements. The GAO concluded that the statues underlying 13 of the 27 regulatory concerns that they examined gave the rulemaking agencies no discretion in establishing the regulatory requirements at issue. They also concluded that the regulatory provisions the agencies developed in relation to all of the 27 company concerns were within the authorities granted by the underlying statutes. Finally, for the 13 concerns for which they concluded agencies had no discretion, they also concluded that there were no less burdensome regulatory approaches available to the agencies that would have met the requirements of the statutes. KW - Businesses KW - Federal government agencies KW - Laws KW - Regulation KW - Regulations KW - Regulatory constraints UR - https://trid.trb.org/view/654857 ER - TY - RPRT AN - 00765929 AU - National Highway Traffic Safety Administration TI - EQUAL EMPLOYMENT OPPORTUNITY AND AFFIRMATIVE EMPLOYMENT FOR MINORITIES, WOMEN, AND PEOPLE WITH DISABILITIES ACCOMPLISHMENT REPORT AND UPDATES, FISCAL YEAR-98 PY - 1999/01 SP - 89 p. AB - This is the National Highway Traffic Safety Administration's (NHTSA's) report on equal opportunity and affirmative employment for minorities, women, and people with disabilities within their organization for fiscal year 1998. Following introductory material, the report is presented in two parts. The first part, Accomplishment Report for FY 1998, contains the following: EEOC Form 568; EEO Policy Statement; NHTSA Organization Chart/Internal Reporting Units; Location of NHTSA's Regional Offices; Policy Statement on Sexual Harassment Prevention; FY 1998 Plan for the Prevention of Sexual Harassment; Report of Objectives and Action Items for FY 1998; Objectives and Action Items for FY 1999; Problem/Barrier Identification; Federal Equal Opportunity Recruitment Plan and Objectives; and Numerical Objectives for FY 1999. The second part, Workforce Data, contains the following: Distribution of EEO Groups and Comparisons by PATCO; Distribution of EEO Groups and Comparisons for Major Occupations; FY 1995, 1996, 1997, and 1998 EEO Profile & Grade Analysis; Distribution of EEO Groups and Comparison by PATCO for FY 1997 and FY 1998; Promotion Distribution of EEO Groups and Comparison by Grade Level; FY 1998 New Hires; Full & Part-Time Permanent Employees in "Mainstream Occupations"; Full & Part-Time Permanent Employees by Grade Groupings; Glossary of EEO Definitions; and Abbreviations. KW - Affirmative action KW - Employment KW - Equal employment opportunity KW - Females KW - Human resources management KW - Management and organization KW - Minorities KW - Persons with disabilities KW - Policy KW - Recruiting KW - Sexual harassment KW - U.S. National Highway Traffic Safety Administration KW - Workforce data UR - http://ntl.bts.gov/lib/21000/21700/21753/PB99139560.pdf UR - https://trid.trb.org/view/502392 ER - TY - RPRT AN - 00765928 AU - National Highway Traffic Safety Administration TI - WHY DATA LINKAGE? (JANUARY 1999 EDITION) PY - 1999/01 SP - 6 p. AB - This pamphlet describes the Crash Outcome Data Evaluation System (CODES), which evolved from a congressional mandate to report on the benefits of safety belts and motorcycle helmets. The National Highway Traffic Safety Administration has funded Alaska, Connecticut, Hawaii, Iowa, Kentucky, Maine, Maryland, Massachusetts, Missouri, Nebraska, New Hampshire, New Mexico, New York, Nevada, North Dakota, Oklahoma, Pennsylvania, South Carolina, South Dakota, Utah, and Wisconsin to link statewide crash and injury data. Probabilistic linkage techniques make it possible for the states to link large state data files in a phenomenally short amount of time at relatively low cost. From the linked data, the states identify the expected medical and financial outcome for specific vehicle, crash, and person characteristics. So CODES is another name for data linkage. KW - Brochures KW - Costs KW - Crash data KW - Crash Outcome Data Evaluation System KW - Data linkage KW - Databases KW - Injuries KW - Probabilistic methods KW - States UR - https://trid.trb.org/view/502391 ER - TY - RPRT AN - 00765932 AU - National Highway Traffic Safety Administration TI - MAKE THE RIGHT CALL: EMERGENCY MEDICAL SERVICES (ENGLISH/SPANISH VERSION) PY - 1999/01 SP - 12 p. AB - This information pamphlet describes how to call for help in a medical emergency. It discusses who to call, when to call, and what to do until help arrives. KW - 911 Emergency Telephone System KW - Brochures KW - Disaster preparedness KW - Emergency medical services KW - Medical emergencies KW - Telephone UR - https://trid.trb.org/view/502395 ER - TY - RPRT AN - 00765926 AU - National Association of State Directors of Pupil Transp Services AU - National Highway Traffic Safety Administration TI - IDENTIFICATION AND EVALUATION OF SCHOOL BUS ROUTE AND HAZARD MARKING SYSTEMS PY - 1999/01 SP - 25 p. AB - The National Association of State Directors of Pupil Transportation Services undertook the following activities to develop a school bus route hazard identification system and a means of educating school bus drivers about such hazards: (1) "School Bus Route Hazard" was defined; (2) a "model" school bus route hazard identification system was developed; (3) existing materials and information were reviewed; (4) a recommended school bus driving route hazard identification system was developed; and (5) dissemination approaches were determined. The results of these activities are presented in this report. KW - Bus routes KW - Education KW - Hazard evaluation KW - Hazard identification system KW - Information dissemination KW - School bus drivers KW - School buses UR - https://trid.trb.org/view/502389 ER - TY - RPRT AN - 00765911 AU - Lacey, J H AU - Jones, R K AU - Smith, R G AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - EVALUATION OF CHECKPOINT TENNESSEE: TENNESSEE'S STATEWIDE SOBRIETY CHECKPOINT PROGRAM PY - 1999/01 SP - 91 p. AB - Tennessee implemented an extensive statewide sobriety checkpoint program (Checkpoint Tennessee). Checkpoints were scheduled on each weekend of the year in at least four counties in the state. On five weekends checkpoints were scheduled in each of the state's 95 counties. The volume of checkpoints increased from about 15 in the preceding year to nearly 900 in the program year. Grant funds were used to support training and equipment but checkpoints were staffed using existing personnel resources. Extensive checkpoint activity was continued after the formal program completion. The checkpoint activity was publicized extensively both through public service advertising and earned media. Interrupted time series analyses were used to evaluate the program. The program resulted in a 20.4% reduction in alcohol related crashes extending at least 21 months after conclusion of the formal program. This resulted in a savings of nine fatal alcohol-related crashes per month in Tennessee. KW - Countermeasures KW - Drunk driving KW - Evaluation KW - Fatalities KW - Financing KW - Prevention KW - Publicity KW - Sobriety checkpoints KW - Tennessee KW - Time series analysis KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/people/injury/research/ChekTenn/ChkptTN.html UR - http://ntl.bts.gov/lib/25000/25900/25990/DOT-HS-808-841.pdf UR - https://trid.trb.org/view/502374 ER - TY - RPRT AN - 00765914 AU - FORKENBROCK, G J AU - FLICK, M AU - GARROTT, W R AU - National Highway Traffic Safety Administration TI - NHTSA LIGHT VEHICLE ANTILOCK BRAKE SYSTEM RESEARCH PROGRAM TASK 4: A TEST TRACK STUDY OF LIGHT VEHICLE ABS PERFORMANCE OVER A BROAD RANGE OF SURFACES AND MANEUVERS PY - 1999/01 SP - 67 p. AB - Numerous crash data statistical analyses conducted over the past few years suggest that, for automobiles, the introduction of four-wheel antilock brake systems (ABS) has produced net safety benefits much lower than originally expected. The studies indicate the apparent increase in single-vehicle crashes involving passenger cars equipped with four-wheel ABS almost completely offsets the safety advantage such vehicles have over their conventionally-braked counterparts. The braking performance of nine high production passenger vehicles was evaluated in eighteen stopping situations. These situations were comprised of various road surfaces, driver steering actions, and vehicle speeds. Testing was performed with lightly and heavily laden vehicles, with the ABS active and disabled, and used two brake pedal application techniques. The selected vehicles included at least one ABS from each of the eight current, major, ABS manufacturers. This study found that for most stopping maneuvers on most surfaces, ABS-assisted full pedal brake application stops were shorter than those made with the ABS disabled. The one systematic exception was on loose gravel where stopping distances increased by an average of 27.2% overall. Additionally, the vehicular stability during testing was almost always superior with the assistance of ABS. For the cases in which instability was observed, ABS was not deemed responsible for its occurrence. Based on results to date, the authors of this study believe ABS braking performance deficiencies are not responsible for the apparent increase in ABS-equipped, single-vehicle, run-off-the-road crashes. KW - Antilock brake systems KW - Automobiles KW - Braking performance KW - Dynamic stability KW - Ran off road crashes KW - Single vehicle crashes KW - Speed KW - Steering KW - Stopping distances KW - Surface course (Pavements) KW - Vehicle tests UR - http://ntl.bts.gov/lib/21000/21800/21837/PB99143992.pdf UR - https://trid.trb.org/view/502377 ER - TY - RPRT AN - 00765921 AU - National Highway Traffic Safety Administration TI - SAFE COMMUNITIES. YEAR IN REVIEW: TAKING IT TO THE STREETS PY - 1999/01 SP - 18 p. AB - Safe Communities presents new challenges and opportunities for creating innovative partnerships to prevent and control transportation-related fatalities and injuries. This booklet briefly describes some of the outstanding achievements of the Safe Communities approach in 1998. The contents are as follows: Injury Prevention and Control - Taking it to the Streets: Safe Communities Growth Trends; Safe Communities Tools; Demonstration and Evaluation Projects; Coalitions meet to strengthen Safe Communities: Cleveland Town Hall Meetings; Safe Communities Success Stories; U.S. DOT Safe Communities Initiative; Departmental Safe Communities Memorandum of Understanding; Trans-National Safe Communities Effort; NHTSA, APHA and AMA Memorandum of Understanding; and Safe Communities Partnerships & Resources. KW - Coalitions KW - Communities KW - Demonstration projects KW - Fatalities KW - Injuries KW - Partnerships KW - Prevention KW - Transportation safety UR - https://trid.trb.org/view/502384 ER - TY - RPRT AN - 00765897 AU - Streff, F M AU - University of Michigan Transportation Research Institute TI - MICHIGAN FATAL AND SERIOUS-INJURY TRAFFIC-CRASH PATTERNS: 1993-1997 PY - 1999/01 SP - 99 p. AB - This report details facts and figures relevant to a better understanding of possible causes of and prevention implications for deaths and serious injuries due to traffic crashes in the state of Michigan during the period January 1993 through December 1997. Selected results in brief are as follows: (a) Statistical analyses suggest that the performance goals selected by the Office of Highway Safety Planning (OHSP) are appropriate. (b) Michigan experienced significant drops in fatal or serious-injury (KA) crash frequencies and rates in 1996 and 1997 after three years of relative stability. (c) It is reasonable to target all drivers age 16-20 and male drivers age 21-34 years as special targets to help OHSP achieve its traffic safety goals. (d) The summer months of June, July, and August are particularly good targets for program efforts. (e) The vast majority of KA crashes occur on city/county roads, thus it is rational to continue to focus efforts on reducing the KA crash count on these city/county roads. (f) By far the largest vehicle group involved in KA crashes is passenger cars. (g) Because of the hazard drivers age 14-18 present to themselves and others as demonstrated by their crash rates, this is an important, if small, target group. (h) Drivers age 70 and over represent only 10% of all KA crash cases and do not have a higher crash rate per driver than the "average" driver. Therefore, this is not a promising target group for achieving the overall traffic safety goals set by OHSP. (i) Males age 21-34 have the largest number of crashes and highest rates of KA-HBD "had-been-drinking" crash involvement, and therefore are an important target group. (j) The largest reductions in KA-HBD crashes have occurred on months and days that have had the historic highs. The effect seems to be toward leveling off month-to-month, day-to-day variation. This may mean that we are beginning to see the boundaries of the "hard-core" problem with respect to KA-HBD crashes. KW - Age KW - Automobiles KW - County roads KW - Crash causes KW - Crash data KW - Drivers KW - Drunk driving KW - Fatalities KW - Gender KW - Injuries KW - Males KW - Michigan KW - Prevention KW - Safety programs KW - Streets KW - Teenage drivers KW - Traffic crashes UR - http://ntl.bts.gov/lib/21000/21700/21711/PB99136277.pdf UR - https://trid.trb.org/view/502359 ER - TY - RPRT AN - 00765867 AU - Lacey, J H AU - Jones, R K AU - Smith, R G AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - CHECKPOINT TENNESSEE: TENNESSEE'S STATEWIDE SOBRIETY CHECKPOINT PROGRAM PY - 1999/01 SP - 23 p. AB - Tennessee implemented an extensive statewide sobriety checkpoint program (Checkpoint Tennessee). Checkpoints were scheduled on each weekend of the year in at least four counties in the state. On five weekends checkpoints were scheduled in each of the state's 95 counties. The volume of checkpoints increased from about 15 in the preceding year to nearly 900 in the program year. Grant funds were used to support training and equipment but checkpoints were staffed using existing personnel resources. Extensive checkpoint activity was continued after the formal program completion. The checkpoint activity was publicized extensively both through public service advertising and earned media. Interrupted time series analyses were used to evaluate the program. The program resulted in a 20.4% reduction in alcohol related crashes extending at least 21 months after conclusion of the formal program. This resulted in a savings of nine fatal alcohol-related crashes per month in Tennessee. KW - Countermeasures KW - Drunk driving KW - Evaluation KW - Fatalities KW - Impaired drivers KW - Law enforcement KW - Prevention KW - Publicity KW - Sobriety checkpoints KW - Tennessee KW - Time series analysis UR - http://www.nhtsa.dot.gov/people/injury/research/ChekTenn/ChkptTN.html UR - https://trid.trb.org/view/502331 ER - TY - RPRT AN - 00764770 AU - National Safety Council AU - National Highway Traffic Safety Administration TI - STANDARD ENFORCEMENT SAVES LIVES: THE CASE FOR STRONG SEAT BELT LAWS PY - 1999/01 SP - 39 p. AB - This publication presents the case for strong seat belt laws in the following sections: (I) Introduction: The Case for Buckling Up; (II) Why Standard Enforcement; (III) The Effect of a Standard Seat Belt Use Law; (IV) Successful Examples; (V) Support is High for Standard Seat Belt Use Laws; (VI) Challenges to a Standard Seat Belt Use Law; (VII) Summary: The Case for Standard Seat Belt Use Laws; Appendix A - Fact Sheets; Appendix B - Model Law; Appendix C - Transportation Equity Act for the 21st Century; and Appendix D - Resources. KW - Seat belts KW - State laws KW - Transportation Equity Act for the 21st Century UR - https://trid.trb.org/view/497673 ER - TY - RPRT AN - 00764598 AU - Russell, N AU - Dreyfuss, P AU - COSGROVE, M AU - Low and Associates AU - National Highway Traffic Safety Administration TI - LEGISLATIVE HISTORY OF RECENT PRIMARY SAFETY BELT LAWS PY - 1999/01 SP - 76 p. AB - This document summarizes the strategies that supported or opposed new legislative provisions and the barriers encountered in modifying safety belt laws prior to December 1997. This study developed legislative analyses of six jurisdictions that upgraded their secondary safety belt laws to primary standard ones: California, Louisiana, Georgia, District of Columbia, Maryland and Oklahoma. In-depth interviews were conducted to elicit the legislative histories of the political process and to identify the roles of key players, including insights from legislators, lobbyists, coalition leaders, law enforcement officials and media representatives. No single, generalizable strategy emerged, yet the jurisdictions faced similar barriers. Two key opposition arguments regarded the potential for minority harassment and the infringement on individuals' rights. Key legislative participants included: the Governor, the legislation sponsors, committee chairs and a variety of coalition members. The National Highway Traffic Safety Administration played a support role in bringing together coalitions and providing statistics and data. Conclusions include the importance of clarifying the overall legislative objective, identifying barriers not directly related to overt opposition, implementing a variety of useful legislative techniques, identifying opportunities for organizations and individuals to play effective roles, and capitalizing on dramatic incidents which affect political will. The report includes program and research recommendations. KW - California KW - Georgia KW - History KW - Institutional issues KW - Interviewing KW - Law enforcement KW - Laws and legislation KW - Louisiana KW - Maryland KW - Oklahoma KW - Political factors KW - Recommendations KW - Seat belts KW - Strategic planning KW - Washington (District of Columbia) UR - http://ntl.bts.gov/lib/21000/21600/21654/PB99130551.pdf UR - http://ntl.bts.gov/lib/25000/25900/25976/DOT-HS-808-833.pdf UR - https://trid.trb.org/view/497624 ER - TY - RPRT AN - 00759272 AU - National Highway Traffic Safety Administration TI - SUMMARY OF STATE SPEED LAWS, CURRENT AS OF JANUARY 1, 1999. THIRD EDITION PY - 1999/01 SP - 312 p. AB - This Summary reports only the status of State statutes (or regulations) that are concerned with either speed limit or speed related violations. Local laws are not reported. Unless otherwise indicated, the status of the State laws (or regulations) reported is January 1, 1999. The Summary is divided into three areas: (1) Introduction; (2) Summary Tables; and (3) a State by State Analysis. The State by State Analysis is organized by State and then by specific legal topics. The State by State Analysis includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. The State by State Analysis can be used to facilitate the comparison of State laws in the subject areas. The Appendix, using the State by State Analysis' format, gives the Uniform Vehicle Code's provisions on speed limit and speed related offenses. KW - Highway safety KW - Legal documents KW - Speed laws KW - Speed limits KW - Speeding KW - State laws KW - Uniform Vehicle Code UR - http://ntl.bts.gov/lib/21000/21500/21595/PB99127557.pdf UR - https://trid.trb.org/view/495830 ER - TY - RPRT AN - 00759270 AU - National Highway Traffic Safety Administration TI - SUMMARY OF VEHICLE OCCUPANT PROTECTION LAWS, CURRENT AS OF JANUARY 1, 1999 PY - 1999/01 SP - 189 p. AB - This publication reports the status of State statutes that are concerned with vehicle occupant protection (except off highway vehicles). Such laws include requiring the use of (1) safety belts, (2) child passenger restraint devices and (3) motorcycle or bicycle helmets. Also included are laws that prohibit riding in the bed of a pick-up truck. Except as noted, the status of the State laws reported is January 1, 1999. This publication is divided into three areas: (1) Introduction; (2) Summary Table; and (3) a State by State Analysis. The State by State Analysis is organized by State and then by specific legal topics. The State by State Analysis includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. The State by State Analysis can be used to facilitate the comparison of State laws in the subject areas. The Appendix, using the State by State Analysis' format, gives the Uniform Vehicle Code's provisions on vehicle occupant protection. KW - Child restraint systems KW - Helmets KW - Highway law KW - Highway safety KW - Legal documents KW - Occupant protection devices KW - Pickup trucks KW - Seat belts KW - State laws KW - Uniform Vehicle Code UR - http://ntl.bts.gov/lib/21000/21500/21596/PB99127565.pdf UR - https://trid.trb.org/view/495828 ER - TY - RPRT AN - 00759271 AU - National Highway Traffic Safety Administration TI - DIGEST OF STATE ALCOHOL-HIGHWAY SAFETY RELATED LEGISLATION, CURRENT AS OF JANUARY 1, 1999, SEVENTEENTH EDITION PY - 1999/01 SP - 587 p. AB - This Digest reports the status of State laws that are concerned with drunk driving offenses and alcoholic beverage control. Unless otherwise indicated, the status of the laws reported is January 1, 1999. The Digest is divided into three areas: (1) Introduction; (2) High Interest Legislation; and (3) State Law Summary. The Summary is organized by State and then by specific legal topics. The Summary includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. It should be noted that the Summary can be used to facilitate the comparison of State laws in the subject areas. Appendix A, using the State Law Summary's format, gives the Uniform Vehicle Code's provisions on implied consent, drunk driving, vehicle homicide and driving while license is either suspended or revoked. Appendix B contains Michigan's amendments to its drunk driving laws and certain statutes related to such laws that become effective on October 1, 1999. KW - Alcoholic beverages KW - Driving without a license KW - Drunk driving KW - Highway safety KW - Implied consent KW - Legal documents KW - State laws KW - Uniform Vehicle Code KW - Vehicular homicide UR - http://ntl.bts.gov/lib/21000/21500/21594/PB99127367.pdf UR - https://trid.trb.org/view/495829 ER - TY - RPRT AN - 01135211 AU - National Highway Traffic Safety Administration TI - General Estimates System Coding and Editing Manual, 1999 PY - 1999 SP - 461p AB - This Coding Manual contains instructions for coding accident data from police accident reports for the General Estimates System (GES). GES is currently the main database used by the National Highway Traffic Safety Administration (NHTSA) to produce national statistics on nonfatal accidents in the United States. GES data are based on an annual sample of about 50,000 police accident reports. KW - Coding systems KW - Crash data KW - Crash reports KW - Crashes KW - Drunk driving KW - School buses KW - Traffic crashes KW - Traffic estimation KW - Traffic flow KW - Traffic lanes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/GES99.PDF UR - https://trid.trb.org/view/894527 ER - TY - RPRT AN - 01128919 AU - Department of Transportation AU - Federal Highway Administration AU - Federal Highway Administration AU - Federal Transit Administration AU - National Highway Traffic Safety Administration TI - Department of Transportation's Intelligent Transportation Systems (ITS) Projects Book PY - 1999 SP - 510p AB - This report documents the latest edition of the Department of Transportation's Intelligent Transportation Systems (ITS) Projects Book. It references and briefly describes the ITS research projects, tests and studies initiated through September 1998 and sponsored by the modal administrations of the U.S. Department of Transportation: Federal Highway Administration (FHWA), Federal Railroad Administration (FRA), Federal Transit Administration (FTA), and National Highway Traffic Safety Administration (NHTSA). The projects referenced describe ITS activities which support the development of user services, national compatibility planning, deployment, and program assessment. In-progress and completed research activities of the modal administrations are descriptively profiled and indexed under the following program areas: Metropolitan ITS Infrastructure; Intelligent Rural Infrastructure; Commercial Vehicle ITS Infrastructure; Intelligent Vehicle Initiative; Evaluation/Program Assessment; Architecture, Standards and National Compatibility Planning; and Mainstreaming. KW - Commercial vehicle operations KW - Evaluation and assessment KW - Intelligent transportation systems KW - Intelligent Vehicle Initiative KW - Intermodal transportation KW - Metropolitan areas KW - Research projects KW - Rural highways KW - System architecture UR - http://ntl.bts.gov/lib/jpodocs/repts_te/6943.pdf UR - https://trid.trb.org/view/888716 ER - TY - JOUR AN - 00797168 JO - Consumers Digest PB - Consumers Digest Incorporated AU - Osorio, D K AU - Wallis, R B AU - Consumers Digest Incorporated TI - AUTO NEWS: IMPROVED AIRBAGS PY - 1999 VL - 38 IS - 3 SP - p. 9-10 AB - At the North American International Auto Show in January 1999, Ford Motor Company introduced high-tech airbags promoted as a safer way to survive a collision. Ford's Advanced Restraint System (ARS) instantly decides what amount of cushioning is necessary to safeguard a passenger. Rival automaker General Motors followed suit in February with its own improved system, with emphasis on protection for a child in a safety seat placed in the front. Both are touted as reducing the risk of injury or death posed by existing airbags. KW - Advanced restraint systems KW - Air bags KW - Deployment KW - Fatalities KW - Ford Motor Company KW - General Motors Corporation KW - Injuries KW - Speed KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/658621 ER - TY - RPRT AN - 00945286 AU - APSLER, ROBERT AU - National Highway Traffic Safety Administration TI - THE EFFECTS OF 0.08 BAC LAWS. T2 - EFFECTS OF 0.08 BLOOD ALCOHOL CONCENTRATION LAWS PY - 1999 IS - PB2001-103436 AB - No abstract provided. KW - Blood alcohol levels KW - Crash causes KW - Drunk drivers KW - Drunk driving KW - Laws and legislation KW - United States UR - http://ntl.bts.gov/lib/17000/17700/17722/PB2001103436.pdf UR - https://trid.trb.org/view/624072 ER - TY - RPRT AN - 00926734 AU - Pomerleau, Dean AU - Everson, J AU - Carnegie Mellon University AU - National Highway Traffic Safety Administration TI - RUN-OFF-ROAD COLLISION AVOIDANCE USING IVHS COUNTERMEASURES TASK 6 SUPPLEMENTAL REPORT, COMPUTER SIMULATION STUDIES OF COUNTERMEASURE SYSTEM EFFECTIVENESS PY - 1999 SP - 104 p. in various pagings AB - In this report, performance guidelines for the design and development of two classes of road departure warning systems. The systems are Lane Drift Warning Systems (LDWS) and Curve Speed Warning Systems (CSWS). The LDWS warns in the event of an unintentional drift out of the travel lane. The CSWS warns if the vehicle is approaching a curve too quickly for current conditions. System performance is addressed for scanning requirements, warning algorithm requirements, driver interface requirements, test procedures, and estimation of associated benefits. The intent of the guidelines are that they be used by manufacturers and developers as a tool for: 1) standardizing system requirements; 2) standardizing driver interface and control; and, 3) standardizing test procedures for verifying proper system operation. KW - Crash avoidance systems KW - Single vehicle crashes UR - http://ntl.bts.gov/lib/16000/16500/16592/PB2000104395.pdf UR - http://ntl.bts.gov/lib/17000/17400/17427/PB2001101583.pdf UR - https://trid.trb.org/view/719787 ER - TY - CONF AN - 00925854 AU - CHAMPION, H R AU - AUGENSTEIN, J S AU - CUSHING, B AU - DIGGES, K H AU - Hunt, R AU - Larkin, R AU - Malliaris, A C AU - Sacco, W J AU - SIEGEL, J H AU - National Transportation Safety Board AU - International Transportation Safety Association TI - REDUCING HIGHWAY DEATHS AND DISABILITIES WITH AUTOMATIC WIRELESS TRANSMISSION OF SERIOUS INJURY PROBABILITY RATINGS FROM CRASH RECORDERS TO EMERGENCY MEDICAL SERVICES PROVIDERS PY - 1999 SP - pp 67-84 AB - The National Transportation Safety Board (NTSB) has issued recommendations for crash recorders (H-97-18 and H-97-21) and for increasing funding for motor vehicle safety efforts at the State level (H-96-13). This paper addresses the building of a national Automatic Lifesaving System based on these pioneering NTSB recommendations to realize the full potential of new technologies as soon as possible. The work described in this paper is the result of efforts of a multidisciplinary team of trauma surgeons, emergency physicians, crashworthiness engineers and statisticians. The team examined the safety potential of communicating crash recorder data via wireless telecommunications with Automatic Crash Notification technology to improve emergency transport and treatment of crash victims. U1 - Transportation Recording: 2000 and Beyond. International Symposium on Transportation RecordersNational Transportation Safety BoardInternational Transportation Safety AssociationArlington,VA,United States StartDate:19990503 EndDate:19990505 Sponsors:National Transportation Safety Board, International Transportation Safety Association KW - Automatic crash notification KW - Emergency medical services KW - Emergency response time KW - Injury severity KW - Lifesaving KW - Traffic crashes KW - Wireless communication systems UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-01/esv/esv18/cd/files/18esv-000406.pdf UR - https://trid.trb.org/view/720154 ER - TY - RPRT AN - 00821068 AU - International Association of Traffic and Safety Sciences TI - WHITE PAPER ON TRAFFIC SAFETY IN JAPAN '99. ABRIDGED EDITION PY - 1999 SP - 28 p. AB - This is the abridged version of the White Paper on Traffic Safety in Japan '99. The first section, referred to as Volume 1: Land Transport, is presented in two parts. Part 1: Road Transport covers trends in road traffic accidents (chapter 1), the main factors behind the recent decline in road traffic accident fatalities (chapter 2), achieving the targets of the Sixth Fundamental Traffic Safety Program (chapter 3), and principal policies for fiscal 1998 (chapter 4). Part 2: Railway Transport covers trends in railway accidents and major railway safety measures. The second section, referred to as Volume 2: Maritime Transport, covers trends in maritime accidents and major measures for maritime traffic safety. The final section, referred to as Volume 3: Air Transport, covers trends in aviation accidents and major measures for air traffic safety. KW - Air transportation KW - Air transportation crashes KW - Aviation safety KW - Fatalities KW - Ground transportation crashes KW - Highway transportation KW - Japan KW - Maritime safety KW - Policy KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - Safety programs KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) KW - Water transportation KW - Water transportation crashes UR - https://trid.trb.org/view/712615 ER - TY - RPRT AN - 00821168 AU - Nebraska Department of Roads TI - STATE OF NEBRASKA DEPARTMENT OF MOTOR VEHICLES 1999 ANNUAL REPORT PY - 1999 SP - 38 p. AB - This annual report provides the reader with details of the accomplishments of the Nebraska Department of Motor Vehicles in 1999. The table of contents includes the following headings: Mission/Vision Statement, Executive Summary, Administrative Division, Legal Division, Information Systems Division, Financial Responsibility Division, Driver License Examining Division, Highway Safety Division, Motor Carrier Division, Driver Records Division, and Title and Registration Division. KW - Administration KW - Annual reports KW - Driver licensing KW - Driver records KW - Financial responsibility KW - Highway safety KW - Information systems KW - Legal factors KW - Motor carriers KW - Motor vehicles KW - Nebraska KW - Registration KW - State motor vehicle departments UR - https://trid.trb.org/view/712662 ER - TY - RPRT AN - 00798271 AU - National Center for Statistics and Analysis TI - TRAFFIC SAFETY FACTS 1998: PEDESTRIANS PY - 1999 SP - 6 p. AB - In 1998, 5,220 pedestrians were killed in traffic crashes in the United States - a decrease of 24% from the 6,870 pedestrians killed in 1988. On average, a pedestrian is killed in a traffic crash every 101 minutes. There were 69,000 pedestrians injured in traffic crashes in 1998. On average, a pedestrian is injured in a traffic crash very 8 minutes. Most pedestrian fatalities in 1998 occurred in urban areas (69%), at nonintersection locations (78%), in normal weather conditions (88%), and at night (64%). More than two-thirds (68%) of the 1998 pedestrian fatalities were males. Pedestrian fatalities accounted for 85% of all nonoccupant fatalities in 1998. Alcohol involvement - either for the driver or for the pedestrian - was reported in 46% of the traffic crashes that resulted in pedestrian fatalities. KW - Alcohol use KW - Fatalities KW - Injuries KW - Males KW - Night KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Traffic crashes KW - Urban areas KW - Weather UR - http://www.nhtsa.dot.gov/people/ncsa/FactPrev/pdf/Ped98.pdf UR - http://ntl.bts.gov/lib/11000/11700/11740/Ped98.pdf UR - http://ntl.bts.gov/lib/11000/11700/11777/Ped98.pdf UR - https://trid.trb.org/view/655270 ER - TY - RPRT AN - 00798213 AU - National Highway Traffic Safety Administration TI - SAFETY RELATED RECALL CAMPAIGNS FOR MOTOR VEHICLES AND MOTOR VEHICLE EQUIPMENT, INCLUDING TIRES. JANUARY 1, 1998 TO DECEMBER 31, 1998 PY - 1999 SP - 170 p. AB - This report contains information on the safety related recall campaigns during calendar year 1998 for motor vehicles and motor vehicle equipment, including tires. The information covers both domestic and foreign manufacturers. The recall campaigns involved 17,132,488 units of motor vehicles and 1,423,310 units of equipment. There were 4 recall campaigns involving 597,159 units of tires. KW - Defects KW - Motor vehicles KW - Recall campaigns KW - Tires KW - Vehicle components KW - Vehicle safety UR - https://trid.trb.org/view/655201 ER - TY - RPRT AN - 00903273 AU - National Highway Traffic Safety Administration TI - SUMMARY OF VEHICLE OCCUPANT PROTECTION LAWS CURRENT AS OF JANUARY 1, 1999 / U.S. DEPARTMENT OF TRANSPORTATION, NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION.. PY - 1999 IS - PB99-127565 AB - No abstract provided. KW - Automobiles KW - Motor vehicles KW - Safety hats KW - Safety regulations KW - States KW - United States UR - http://ntl.bts.gov/lib/21000/21500/21596/PB99127565.pdf UR - https://trid.trb.org/view/618350 ER - TY - RPRT AN - 00798269 AU - National Center for Statistics and Analysis TI - TRAFFIC SAFETY FACTS 1998: ALCOHOL PY - 1999 SP - 7 p. AB - The National Highway Traffic Safety Administration (NHTSA) defines a fatal traffic crash as being alcohol-related if either a driver or a nonoccupant (e.g., pedestrian) had a blood alcohol concentration (BAC) of 0.01 grams per deciliter (g/dl) or greater in a police-reported traffic crash. Persons with a BAC of 0.10 g/dl or greater involved in fatal crashes are considered to be intoxicated. This is the legal limit of intoxication in most states. Traffic fatalities in alcohol-related crashes fell by 1% from 1997 to 1998. The 15, 935 alcohol-related fatalities in 1998 (38% of total traffic fatalities for the year) represent a 33% reduction from the 23, 626 alcohol-related fatalities reported in 1988 (50% of the total). NHTSA estimates that alcohol was involved in 39% of fatal crashes and in 7% of all crashes in 1998. The 15, 935 fatalities in alcohol-related crashes during 1998 represent an average of one alcohol-related fatality every 33 minutes. More than 205,000 persons were injured in crashes where police reported that alcohol was present - an average of one person injured approximately every 2 minutes. KW - Alcohol use KW - Blood alcohol levels KW - Crash data KW - Drunk drivers KW - Fatalities KW - Injuries KW - Pedestrians KW - Police reports KW - Statistics KW - Traffic crashes KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/ncsa/FactPrev/pdf/Alcohol98.pdf UR - http://ntl.bts.gov/lib/11000/11700/11737/Alcohol98.pdf UR - http://ntl.bts.gov/lib/11000/11700/11774/Alcohol98.pdf UR - https://trid.trb.org/view/655268 ER - TY - RPRT AN - 00798270 AU - National Center for Statistics and Analysis TI - TRAFFIC SAFETY FACTS 1998: MOTORCYCLES PY - 1999 SP - 6 p. AB - In 1998, 2,284 motorcyclists were killed and an additional 49,000 were injured in traffic crashes in the United States - 8% more than the 2,116 motorcyclist fatalities, but 7% less than the 53,000 motorcyclist injuries reported in 1997. More than 100,000 motorcyclists have died in traffic crashes since the enactment of the Highway Safety and National Traffic and Motor Vehicle Safety Act of 1966. This safety fact document also describes the trends in motorcycle operator licensing, alcohol involvement, and motorcycle helmet use during 1998. KW - Alcohol use KW - Crash data KW - Driver licensing KW - Drunk drivers KW - Fatalities KW - Injuries KW - Motorcycle crashes KW - Motorcycle driving KW - Motorcycle helmets KW - Motorcycling KW - Motorcyclists KW - Statistics KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/ncsa/FactPrev/pdf/Motorcycle98.pdf UR - https://trid.trb.org/view/655269 ER - TY - RPRT AN - 00798263 AU - Arizona Department of Transportation TI - 1998 MOTOR VEHICLE CRASH FACTS FOR ARIZONA PY - 1999 SP - 71 p. AB - This publication is a statistical review of the motor vehicle crashes in the state of Arizona for calendar year 1998. The data are compiled from Arizona Traffic Accident Reports submitted to the Arizona Department of Transportation by state, county, city, tribal, and other law enforcement agencies. The following sections are included, except where noted: (1) Highlights and Historical Trends; (2) Geographic Location; (3) Crash Descriptions; (4) Safety Devices; (5) Motor Vehicle and Driver Characteristics; (6) Alcohol-Related Crashes; (7) Pedestrian and Pedalcyclists; (8) Motorcycle Crashes; and (9) School Bus Crashes. KW - Alcohol use KW - Arizona KW - Crash data KW - Cyclists KW - Drivers KW - Drunk drivers KW - Injuries KW - Location KW - Motor vehicles KW - Motorcycle crashes KW - Occupant protection devices KW - Pedestrian-vehicle crashes KW - School buses KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/655262 ER - TY - RPRT AN - 00798249 AU - International Association of Traffic and Safety Sciences TI - STATISTICS '98. ROAD ACCIDENTS JAPAN PY - 1999 SP - 82 p. AB - This statistical report, compiled under the supervision of the Traffic Bureau, National Police Agency, Japan, provides road traffic accident statistics for Japan. The contents are organized as follows: (I) Road Traffic Situation; (II) Traffic Accidents: Trends; (III) Traffic Accidents and Casualties in 1998 (Section 1 - Traffic Accidents, Section 2 - Fatal Accidents, Section 3 - Casualties, Section 4 - Child Casualties, Section 5 - Traffic Accidents on Expressways, and Section 6 - Fatalities within 30 Days); (IV) Control of Traffic Violations; (V) Traffic Regulations and Controls; (VI) Driver's License; and (VII) Reference Information. KW - Casualties KW - Children KW - Driver licenses KW - Expressways KW - Fatalities KW - Injuries KW - Japan KW - Statistics KW - Traffic control KW - Traffic crashes KW - Traffic regulations KW - Traffic violations UR - https://trid.trb.org/view/655243 ER - TY - JOUR AN - 00798244 JO - VIA PB - VIA AU - VIA TI - UPDATE: GETTING THE BEST SEAT POSSIBLE - CHILD SAFETY SEATS PY - 1999 VL - 120 IS - 5 SP - p. 8 AB - This article discusses the Universal Child Safety Seat System (UCSSS), a standardized system established by the National Highway Traffic Safety Administration (NHTSA), for installing child safety seats in new vehicles. New vehicles and child safety seats are required to be compliant by September 1, 2002. KW - Child restraint systems KW - Installation KW - Motor vehicles KW - New products KW - Standards KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/659336 ER - TY - JOUR AN - 00798252 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Uchida, N AU - FUJITA, K AU - Katayama, T AU - Society of Automotive Engineers of Japan TI - DETECTION OF VEHICLES ON THE OTHER CROSSING PATH AT AN INTERSECTION: VISUAL SEARCH PERFORMANCE OF ELDERLY DRIVERS PY - 1999 VL - 20 IS - 3 SP - p. 381-386 AB - At intersections with good visibility, such as those located in rice fields, relatively many fatal accidents involving elderly drivers happen in Japan. In the present study, the causative factor of these accidents was examined from the viewpoint of visual search performance. It was shown that a vehicle that is not on collision course can be easily detected by peripheral vision. No age related deterioration of the detection performance in the peripheral visual field was found. No age difference in detection performance was found when drivers were allowed to actively search the road scene by central vision. It can be concluded that active checking of the periphery at intersections with good visibility is more important for elderly drivers than for young drivers. KW - Aged drivers KW - Central vision KW - Intersections KW - Japan KW - Peripheral vision KW - Vehicle detectors KW - Vehicles KW - Visual search performance UR - https://trid.trb.org/view/659342 ER - TY - JOUR AN - 00798251 JO - JSAE Review PB - Society of Automotive Engineers of Japan AU - Nishida, Y AU - Society of Automotive Engineers of Japan TI - DRIVING CHARACTERISTICS OF THE ELDERLY: RISK COMPENSATION OF THE ELDERLY DRIVER FROM THE VIEWPOINT OF REACTION BEHAVIOR PY - 1999 VL - 20 IS - 3 SP - p. 375-380 AB - Driving characteristics of elderly and younger drivers who were following another vehicle were examined. Vehicle and driver behavior data (vehicle speed, space headway, operation of brake/accelerator pedals and road traffic conditions) were recorded on videotape. Reaction time, time headway and braking time (in the case that a driver reacted to braking of a lead vehicle) were analyzed. The results show that reaction time of the elderly driver is longer than that of the younger, however driving speed of the elderly is lower and their time headway is longer to compensate for their longer reaction time. KW - Accelerators (Devices) KW - Aged drivers KW - Braking KW - Compensatory behavior (Psychology) KW - Drivers KW - Following distance KW - Headways KW - Pedals KW - Reaction time KW - Speed KW - Time KW - Young adults UR - https://trid.trb.org/view/659341 ER - TY - JOUR AN - 00798237 JO - Journal of Safety Research PB - Elsevier AU - Wogalter, M S AU - Young, S L AU - Brelsford, J W AU - Barlow, T AU - Elsevier Science, Incorporated TI - THE RELATIVE CONTRIBUTIONS OF INJURY SEVERITY AND LIKELIHOOD INFORMATION ON HAZARD-RISK JUDGMENTS AND WARNING COMPLIANCE PY - 1999 VL - 30 IS - 3 SP - p. 151-162 AB - Research suggests that people base their judgments of product hazardousness on perceptions of the severity of potential injury. However, other research suggests that people base their risk perceptions on the likelihood of being injured. Four studies are presented that attempt to reconcile these findings. Studies 1 and 2 investigated whether the discrepancy could be attributed to the particular item lists used in the respective research. Study1 showed that injury severity was the foremost predictor of perceived hazard in one list, but that injury likelihood was the best predictor in the other list. The two lists differed significantly on all the rating dimensions, suggesting that the items in the lists are at least partly responsible for the conflicting findings. Study 2, using a different set of items, confirmed that injury severity is the foremost predictor of hazard perceptions for consumer products. The last two studies examined the effects of injury likelihood and severity information in warnings on perceived product hazard and behavioral compliance. In Study 3, participants evaluated a set of product labels under the guise of a consumer marketing study in which the conveyed levels of injury severity and likelihood were incidentally manipulated. The results showed high severity warnings produced higher hazard ratings than low severity warnings. Injury likelihood produced no effect. Study 4 showed that a higher severity warning produced greater behavioral compliance than a low severity warning, but only for low injury likelihoods. Overall, this research: (a) provides an explanation for the conflicting results in hazard and risk perception research; and (b) demonstrates that injury severity is the primary determinant of lay persons' hazard perceptions for consumer products. The findings suggest that safety communications might have greater impact if they focused on injury severity, rather than (or to a lesser extent) the likelihood of getting hurt. KW - Bicycle crashes KW - Compliance KW - Crashes KW - Hazard analysis KW - Injury severity KW - Likelihood KW - Prevention KW - Probability KW - Risk assessment KW - Safety KW - Warning signs UR - https://trid.trb.org/view/659330 ER - TY - JOUR AN - 00798240 JO - Volpe Journal PB - Volpe National Transportation Systems Center AU - Volpe National Transportation Systems Center TI - CRASH AVOIDANCE: LOOKING FORWARD TO REAR-END COLLISIONS PY - 1999 SP - p. 24-25 AB - By far, the most promising light vehicle crash avoidance research is in the area of rear-end collisions. The rear-end crash avoidance systems currently under development operate by using radar, lasers, or other remote sensors to determine the distance to and relative speed of the leading vehicle. This article discusses the development of the crash avoidance systems at the Volpe Center, and the use of the General Estimates System database to devise pre-crash scenarios. KW - Crash avoidance systems KW - Crash data KW - Databases KW - Development KW - General Estimates System KW - Intelligent transportation systems KW - Light vehicles KW - Prevention KW - Rear end crashes KW - Research KW - Sensors KW - Traffic crashes UR - http://www.volpe.dot.gov/infosrc/journal/spring99/crashav.html UR - https://trid.trb.org/view/659333 ER - TY - JOUR AN - 00798238 JO - Volpe Journal PB - Volpe National Transportation Systems Center AU - Volpe National Transportation Systems Center TI - CRASH AVOIDANCE: REGULATING SAFETY PY - 1999 SP - p. 19-22 AB - This article discusses the Intelligent Vehicle Initiative (IVI), an innovative partnership between the Federal government and private industry to develop safe, effective, and cost-efficient technology that will become standard equipment on new vehicles. It relates the history of vehicle safety regulation in the United States, and ends by describing the IVI, a crash avoidance system. The crash avoidance systems currently being researched at the Volpe Center use remote sensors (such as radar) to detect the presence of other vehicles or objects, a computer to evaluate the possibility of a collision, and a "driver interface" to relay that information to the driver. KW - Computers KW - Crash avoidance systems KW - Drivers KW - History KW - Intelligent transportation systems KW - Intelligent vehicles KW - Interfaces KW - Partnerships KW - Prevention KW - Regulation KW - Safety KW - Sensors KW - Traffic crashes KW - Vehicle safety UR - http://www.volpe.dot.gov/infosrc/journal/spring99/crashav.html UR - https://trid.trb.org/view/659331 ER - TY - JOUR AN - 00798239 JO - Volpe Journal PB - Volpe National Transportation Systems Center AU - Volpe National Transportation Systems Center TI - CRASH AVOIDANCE: A NEW APPROACH: THE INTELLIGENT VEHICLE INITIATIVE; AND VOLPE CENTER SUPPORT PY - 1999 SP - p. 23 AB - This article discusses the Intelligent Vehicle Initiative (IVI), an innovative partnership between the Federal government and private industry to develop safe, effective, and cost-efficient technology that will become standard equipment on new vehicles. It describes the partnership and its research goals, objectives and priorities. It notes that research into crash avoidance systems has been divided into four work areas - light vehicles (cars, vans, and light trucks), transit vehicles (buses), commercial vehicles (heavy trucks), and specialty vehicles (snowplows, ambulances, etc.). The article also presents the Volpe Center's role in analyzing crash data to identify potentially effective countermeasures for traffic accidents. The Center divided the accident types into the three that have the greatest potential for prevention through crash avoidance systems - rear-end collisions, lane change/merge collisions, and single vehicle road departure collisions. Staff at the Volpe Center are supporting the development and evaluation of crash avoidance systems for these accident types. KW - Commercial vehicles KW - Countermeasures KW - Crash avoidance systems KW - Crash data KW - Intelligent transportation systems KW - Intelligent vehicles KW - Lane changing KW - Light vehicles KW - Merging traffic KW - Partnerships KW - Public transit KW - Ran off road crashes KW - Rear end crashes KW - Research KW - Special purpose vehicles KW - Strategic planning KW - Traffic crashes KW - Traffic safety UR - http://www.volpe.dot.gov/infosrc/journal/spring99/crashav.html UR - https://trid.trb.org/view/659332 ER - TY - JOUR AN - 00798241 JO - Volpe Journal PB - Volpe National Transportation Systems Center AU - Volpe National Transportation Systems Center TI - CRASH AVOIDANCE: SAFE BUSES GET SAFER; AND A SUCCESSFUL PARTNERSHIP PY - 1999 SP - p. 26-28 AB - Led by the Federal Transit Administration, the Department of Transportation (DOT) has been investigating ways to apply intelligent vehicle technology to transit vehicles such as buses and vans. This article discusses crash avoidance systems in the transit industry, and severity of rear-end and lane-change/merge collisions. It also describes a partnership effort that accelerated the development of compact "night vision" systems utilizing infrared technology. KW - Buses KW - Crash avoidance systems KW - Crash severity KW - Infrared imagery KW - Intelligent transportation systems KW - Intelligent vehicles KW - Lane changing KW - Merging traffic KW - Motor vehicles KW - Night vision KW - Partnerships KW - Public transit KW - Rear end crashes KW - Technology KW - Traffic crashes KW - Vans UR - http://www.volpe.dot.gov/infosrc/journal/spring99/crashav.html UR - https://trid.trb.org/view/659334 ER - TY - JOUR AN - 00798228 JO - IATSS Research PB - International Association of Traffic and Safety Sciences AU - Mikulik, J AU - HEINRICH, J AU - International Association of Traffic and Safety Sciences TI - ROAD ACCIDENTS IN THE CZECH REPUBLIC PY - 1999 VL - 23 IS - 1 SP - p. 132-134 AB - This article describes the basic features of road traffic accidents and their consequences in one of the former socialist countries - the Czech Republic. KW - Crash data KW - Czech Republic KW - Motor vehicles KW - Traffic crashes UR - https://trid.trb.org/view/659327 ER - TY - JOUR AN - 00798230 JO - AAA World PB - AAA Potomac AU - Walkley, J AU - AAA Potomac TI - SUVS - HANDLE WITH CARE PY - 1999 VL - 1 IS - 5 SP - p. 11-12 AB - As sport-utility vehicles (SUVs) increase in number on the highways, doubts about their safety haunt them. SUVs are top-heavy and may have a narrow track width. The narrow track width increases maneuverability on rough terrain, but decreases stability on pavement. The combination of a high center of gravity and decreased stability can be deadly. Smaller SUVs, in particular, have extraordinarily high crash rates. This article discusses safety concerns relating to SUVs, including rollover accidents, unsatisfactory bumper performance, and required stopping distance. KW - Bumpers KW - Center of gravity KW - Rollover crashes KW - Sport utility vehicles KW - Stability (Mechanics) KW - Stopping distances KW - Traffic crashes KW - Traffic safety KW - Vehicle safety UR - https://trid.trb.org/view/659328 ER - TY - RPRT AN - 00798229 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY DIGEST: A COMPENDIUM OF INNOVATIVE STATE AND COMMUNITY TRAFFIC SAFETY PROJECTS - SPRING 1999 PY - 1999 SP - n.p. AB - This edition of the Traffic Safety Digest focuses on traffic safety projects in the areas of Alcohol and other Drugs, Buckle Up America, Injury Prevention, Occupant Protection, ONE DOT, Pedestrian/Bicycle Safety, Police Traffic Services, Safe Communities, and Youth Programs. For each project the following information is provided: Title; State; Project Characteristics; Program Area(s); Type of Jurisdiction; Targeted Population(s); Jurisdiction Size; Problem Identification; Goals and Objectives; Strategies and Activities; Results; Funding; and Contact (person; address; telephone number). KW - Adolescents KW - Alcohol use KW - Bicycles KW - Communities KW - Drug use KW - Drugged drivers KW - Drunk drivers KW - Injuries KW - Innovation KW - Occupant protection devices KW - Pedestrian safety KW - Police traffic services KW - Prevention KW - Project management KW - Seat belts KW - States KW - Traffic safety KW - Transportation departments KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/655525 ER - TY - JOUR AN - 00798312 JO - IATSS Research PB - International Association of Traffic and Safety Sciences AU - Mohan, D AU - International Association of Traffic and Safety Sciences TI - ROAD ACCIDENTS IN INDIA PY - 1999 VL - 23 IS - 1 SP - p. 130-131 AB - This article discusses traffic accidents and crash patterns in India. It presents 5 tables with the following titles: Trends in growth of vehicles registered and traffic fatalities in India; Vehicles registered in India, Germany, U.S.A. and Japan; Age distribution of road traffic fatalities in India in 1996; Proportion of road users killed at different locations in India; and Proportions of vehicles involved in fatal crashes. KW - Age KW - Crash data KW - Crash locations KW - Fatalities KW - Highway safety KW - India KW - Registrations KW - Roads KW - Statistics KW - Tables (Data) KW - Traffic crashes KW - Traffic safety KW - Vehicles KW - Vehicles by weight UR - https://trid.trb.org/view/659371 ER - TY - JOUR AN - 00798310 JO - IATSS Research PB - International Association of Traffic and Safety Sciences AU - Lim, P N AU - Choi, S O AU - International Association of Traffic and Safety Sciences TI - DRIVER'S LICENSE SYSTEM IMPROVEMENT EFFECT IN KOREA PY - 1999 VL - 23 IS - 1 SP - p. 85-92 AB - For the purposes of reinforcing education for drivers and reducing delay during the driver's license test, the driver's license system of Korea adopted a system of special driving schools in 1995, and enabled these special schools to hold an indoor driving test and road driving test. In addition, the indoor driving test has changed from the separate form to a continuous form in order to improve the safe driving capability of the acquisition of a license. A new road driving test has been adopted as well. These improvements of the driver's license system are reported to be yielding benefits like the reduction of traffic accidents and violations, the reduction of waiting days until the test and the improvement of the educational environment of driving schools. KW - Driver education KW - Driver licenses KW - Driver licensing KW - Driver training KW - Driving tests KW - Improvements KW - South Korea UR - https://trid.trb.org/view/659369 ER - TY - JOUR AN - 00798311 JO - IATSS Research PB - International Association of Traffic and Safety Sciences AU - Wei, Z AU - Sun, X Q AU - International Association of Traffic and Safety Sciences TI - GREY RELATIONSHIP ANALYSIS ON CAUSES OF ROAD TRAFFIC ACCIDENTS PY - 1999 VL - 23 IS - 1 SP - p. 125-128 AB - Based on analyzing the factors that affect the safety of traffic, this paper systematically analyzes the causes of road traffic accidents in Xi'an of China by means of grey relationship analysis, obtains some more satisfactory results, and also proposes a relevant calculation program. KW - Analysis KW - Calculation KW - China KW - Crash causes KW - Grey relational analysis KW - Roads KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/659370 ER - TY - RPRT AN - 00797054 AU - Federal Highway Administration TI - TRUCK DRIVERS GUIDE TO ANTILOCK BRAKING SYSTEMS PY - 1999 SP - 12 p. AB - This pamphlet contains information for truck drivers on antilock braking systems (ABSs). The contents are presented as answers to the following questions: What is an ABS? How do ABSs work? How is ABS going to help me? But what if ABS is only on the tractor, or only on the trailer? How should I brake with ABS? Which vehicles have ABS, and which ones don't? How do I know if my vehicle is equipped with ABS? What happens if the ABS isn't working? What won't ABS do? What's the most important thing to remember about ABS? KW - Antilock brake systems KW - Brochures KW - Tractor trailer combinations KW - Trucks UR - https://trid.trb.org/view/654813 ER - TY - JOUR AN - 00797170 JO - EMS & Managed Care Bulletin PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - EMERGENCY MEDICAL SERVICES (EMS) AND MANAGED CARE ROUNDTABLE GROUP MEETS FOR THE THIRD TIME PY - 1999 SP - 6 p. AB - The goal of the third Emergency Medical Services (EMS) and Managed Care Roundtable was to find agreement on the important, yet challenging, issues identified during the previous roundtable. The specific issues discussed fell into these four areas: Medical Direction; Evidence-Based Practice; Multiple Triage, Treatment, and Transportation Protocols; and EMS Response Options. KW - Emergency medical services KW - Emergency response time KW - Emergency transportation KW - Medical treatment KW - Triage UR - https://trid.trb.org/view/658623 ER - TY - RPRT AN - 00797045 AU - Florida Department of Highway Safety and Motor Vehicles TI - 1998 FLORIDA TRAFFIC CRASH FACTS PY - 1999 SP - 46 p. AB - This report contains data from the Florida Department of Highway Safety and Motor Vehicles crash database, compiled from traffic crash reports completed by state and local law enforcement agencies. Highlights of the report, which covers 1998, are as follows: there were 245,440 traffic crashes, a 2% increase from the previous year; there were 2,889 fatalities, a 2.8% increase from the previous year; there were 241,863 injuries, a 0.78% increase from the previous year; 29.8% of traffic fatalities and 9.3% of traffic crashes were alcohol-related; 19.0% of all traffic fatalities were pedestrians; 3.4% of all traffic fatalities were bicycle drivers; and 5.5% of all traffic fatalities were motorcycle drivers. The tables in this report are used to assist in understanding problems and creating solutions that will ultimately aid in reducing deaths and injuries from motor vehicle crashes. KW - Bicycle crashes KW - Crash data KW - Drunk driving KW - Fatalities KW - Florida KW - Injuries KW - Motorcycle crashes KW - Pedestrian-vehicle crashes KW - Statistics KW - Traffic crashes UR - https://trid.trb.org/view/654800 ER - TY - RPRT AN - 00797042 AU - National Highway Traffic Safety Administration TI - YOU DRINK & DRIVE. YOU LOSE. A GUIDE FOR BUILDING A COMPREHENSIVE IMPAIRED DRIVING CAMPAIGN. PROGRAM BROCHURE PY - 1999 SP - 26 p. AB - This booklet describes the key elements of a comprehensive impaired driving program and is intended to help support and expand the hard work already being done nationwide by private and public traffic safety partners to heighten awareness about the deadly results of drinking and driving. The six key elements to building state and community programs are: (1) Prevention and Public Education; (2) Enforcement; (3) Prosecution, Adjudication, and Treatment; (4) Legislation; (5) Partnerships and Outreach; and (6) Program Support. Each program element is defined and includes brief examples of strategies and support activities. KW - Adjudication KW - Awareness KW - Brochures KW - Driver rehabilitation KW - Drunk driving KW - Legislation KW - Partnerships KW - Prevention KW - Program management KW - Prosecution KW - Safety campaigns KW - Traffic law enforcement KW - Traffic safety education UR - http://www.nhtsa.dot.gov/people/outreach/safesobr/ydydyl/ UR - https://trid.trb.org/view/654797 ER - TY - JOUR AN - 00797150 JO - AAA World PB - AAA Potomac AU - Rensbarger, F AU - AAA Potomac TI - INSURANCE BASICS: ARE THE DANGERS OF AIR BAGS INFLATED? PY - 1999 SP - p. 34a AB - This article discusses air bags and their excellent record for saving lives. It notes that there are some instances when air bags might be considered more of a potential harm than a lifesaving device. It describes these instances, and it lists the criteria one should use when considering deactivating air bags through an on-off switch. KW - Air bags KW - Fatalities KW - Injuries KW - Safety KW - Switches (Electricity) KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/658609 ER - TY - RPRT AN - 00797008 AU - National Association of Governors' Highway Safety Representatives TI - MODEL MINIMUM UNIFORM CRASH CRITERIA: IMPROVING CRASH DATA FOR SAFER ROADWAYS PY - 1999 SP - 6 p. AB - This brochure discusses the Model Minimum Uniform Crash Criteria (MMUCC), a voluntary set of guidelines that help states collect consistent, reliable crash data that are more effective for identifying traffic safety problems, establishing goals and performance measures, and monitoring the progress of programs. Subjects discussed include the following: The MMUCC Advantage; Guiding Enforcement Planning; Delivering Accurate, Consistent Crash Data; Shaping Sound Traffic Safety Policy; and Making MMUCC Work for You. KW - Brochures KW - Crash data KW - Data collection KW - Guidelines KW - Model Minimum Uniform Crash Criteria UR - https://trid.trb.org/view/654749 ER - TY - RPRT AN - 00797005 AU - National Center for Statistics and Analysis TI - TRAFFIC SAFETY FACTS 1998: STATE TRAFFIC DATA PY - 1999 SP - 13 p. AB - This publication contains a map of the United States showing 1998 traffic fatalities by state and percent change from 1997 and eleven tables containing data on the following: (1) Traffic fatalities and fatality rates, 1998; (2) Traffic fatalities and percent change, 1975-1998; (3) Traffic fatality rates and percent change, 1975-1998; (4) Alcohol involvement in fatal traffic crashes, 1988 and 1998; (5) Speeding-related traffic fatalities and costs by road type and speed limit, 1998; (6) Passenger car occupants and motorcyclists killed, 1998; (7) Traffic fatalities and vehicles involved in fatal crashes, 1998; (8) Key provisions of safety belt use laws, and belt use rates as of December 1998; (9) Impaired driving high-priority legislation as of December 1998; (10) Child passenger protection laws as of December 1998; and (11) Status of state motorcycle helmet use requirements as of December 1998. KW - Child restraint systems KW - Costs KW - Crash data KW - Drunk driving KW - Fatalities KW - Laws KW - Motorcycle helmets KW - Motorcyclists KW - Per se laws KW - Sanctions KW - Seat belt usage KW - Seat belts KW - Speeding KW - States KW - Traffic crashes KW - Traffic safety KW - Vehicle classification KW - Vehicle occupants UR - http://www.nhtsa.dot.gov/people/ncsa/FactPrev/pdf/Stdfacts98.pdf UR - http://ntl.bts.gov/lib/10000/10400/10466/STDfacts98.pdf UR - https://trid.trb.org/view/654746 ER - TY - JOUR AN - 00797143 JO - American Heritage PB - American Heritage AU - Yates, B AU - American Heritage TI - HOT RODS REDUX PY - 1999 SP - p. 68-77 AB - This article presents the history of hot rods in America. The term hot rods is thought to be a contraction of hot roadsters. By the 1920s a fledgling speed-equipment industry had begun with add-on bits for Ford Model T and A four-cylinder flatheads. Even in the depression-racked thirties, young men in the Los Angeles basin found sufficient money and ingenuity to create high-powered or "souped-up" versions of Ford engines. Racing was deadly business. It was common to race at night, without headlights. Many rollover accidents occurred, and a number of fatalities. By 1938 the activity had become sufficiently hectic that a formal organization, the Southern California Timing Association (SCTA), was formed and competition formalized thorough classes based on the type of car. World War II energized the hot rod movement. Sometimes as many as 200 hot rods would engage in drag racing. A hot rod exposition followed in 1948, and Hot Rod magazine (which became Motor Trend in later years) soon afterwards. Meanwhile, the once-tiny speed-equipment business has expanded into an eighteen-billion dollar a year industry, and in the past thirty years a revival movement called "street rodding" has produced the masterfully styled re-creations of the early hot rods. KW - Automobiles KW - Equipment KW - Fatalities KW - Ford automobile KW - History KW - Hot rods KW - Night KW - Race cars KW - Racing KW - Rollover crashes KW - Speed KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/658605 ER - TY - RPRT AN - 00796993 AU - University of California, Berkeley TI - INSTITUTE OF TRANSPORTATION STUDIES, UNIVERSITY OF CALIFORNIA, BERKELEY: ANNUAL REPORT, 1998-1999 PY - 1999 SP - 26 p. AB - The contents of this annual report of the Institute of Transportation Studies at the University of California, Berkeley, are as follows: Highlights 1998-99; Air Transportation; Infrastructure; Transportation Systems and Policy; Traffic Management; Intelligent Transportation; Technology Transfer Program; University of California Transportation Center; The Harmer E. Davis Transportation Library; Other Information Resources; Publications; and Participants (Faculty, Associates, Professional Researchers and Staff). KW - Air transportation KW - Annual reports KW - Infrastructure KW - Intelligent transportation systems KW - Libraries KW - Publications KW - Research KW - Technology transfer KW - Traffic control KW - Transportation KW - Transportation policy KW - University of California, Berkeley KW - University Transportation Centers Program UR - https://trid.trb.org/view/654729 ER - TY - RPRT AN - 00797200 AU - University of Western Australia TI - ROAD ACCIDENT PREVENTION RESEARCH UNIT (ROADWATCH), DEPARTMENT OF PUBLIC HEALTH, UNIVERSITY OF WESTERN AUSTRALIA ANNUAL REPORT, 1998 PY - 1999 SP - 32 p. AB - The Road Accident Prevention Research Unit, also known as ROADWATCH, was established in March 1989 in the Department of Public Health, The University of Western Australia. It is the only research unit in Western Australia dedicated to road traffic research. Through its location in the Department of Public Health, ROADWATCH fulfills both research and academic functions within the University and the wider community, raising the level of awareness within academia about road trauma as a public health concern, and forging links with other university, government, and community groups concerned with road safety. The primary aim of the Unit is to conduct research directed towards minimizing the frequency and consequences of road traffic crashes in Western Australia. The major areas of activity for the unit are: the development, use and maintenance of the Road Injury Database; Aboriginal involvement in road traffic crashes; costs and long term outcomes of injuries; and the evaluation of road safety policy, programs and countermeasures. This report details the activities of the Unit for 1998. KW - Annual reports KW - Costs KW - Countermeasures KW - Databases KW - Evaluation KW - Highway safety KW - Highway traffic KW - Indigenous Australians KW - Injuries KW - Policy KW - Research KW - Roads KW - Safety programs KW - Traffic crashes KW - Traffic safety KW - Western Australia UR - http://arrbknowledge.com UR - https://trid.trb.org/view/654942 ER - TY - RPRT AN - 00796978 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY DIGEST: A COMPENDIUM OF INNOVATIVE STATE AND COMMUNITY TRAFFIC SAFETY PROJECTS - FALL 1999 PY - 1999 SP - n.p. AB - This edition of the Traffic Safety Digest focuses on traffic safety projects in the areas of Alcohol and Other Drugs, Buckle Up America, Injury Prevention, Occupant Protection, Pedestrian/Bicycle Safety, and Youth Programs. For each project the following information is provided: Title; State; Project Characteristics; Program Area(s); Type of Jurisdiction; Targeted Population(s); Jurisdiction Size; Problem Identification; Goals and Objectives; Strategies and Activities; Results; Funding; and Contact (person, address, telephone number). KW - Adolescents KW - Bicycles KW - Community action programs KW - Drugs KW - Drunk driving KW - Injuries KW - Innovation KW - Occupant protection devices KW - Pedestrian safety KW - Prevention KW - Research projects KW - Seat belts KW - Teenage drivers KW - Traffic safety KW - Traffic safety education UR - https://trid.trb.org/view/655491 ER - TY - RPRT AN - 00796967 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY DIGEST: A COMPENDIUM OF INNOVATIVE STATE AND COMMUNITY TRAFFIC SAFETY PROJECTS - SUMMER 1999 PY - 1999 SP - n.p. AB - This edition of the Traffic Safety Digest focuses on traffic safety projects in the areas of Alcohol and Other Drugs, Buckle Up America, Occupant Protection, ONE DOT, Pedestrian/Bicycle Safety, Police Traffic Services, and Safe Communities. For each project the following information is provided: Title; State; Project Characteristics; Program Area(s); Type of Jurisdiction; Targeted Population(s); Jurisdiction Size; Problem Identification; Goals and Objectives; Strategies and Activities; Results; Funding; and Contact (person, address, telephone number). KW - Bicycles KW - Community action programs KW - Drugs KW - Drunk driving KW - Innovation KW - Occupant protection devices KW - Pedestrian safety KW - Police traffic services KW - Research projects KW - Seat belts KW - Traffic safety KW - Traffic safety education UR - https://trid.trb.org/view/655490 ER - TY - RPRT AN - 00899880 AU - BLOWER, DANIEL AU - CAMPBELL, KENNETH L AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - UNDERRIDE IN REAR-END FATAL TRUCK CRASHES. PY - 1999 AB - No abstract provided. KW - Fatalities KW - Traffic crashes KW - Truck crashes KW - United States UR - https://trid.trb.org/view/613081 ER - TY - RPRT AN - 00791967 AU - Hoover, Richard L AU - Howe, J Gavin AU - Flick, Mark A AU - Vehicle Research and Test Center (U.S.) AU - National Highway Traffic Safety Administration TI - SINGLE-UNIT TRUCK AND BUS ABS BRAKING-IN-A-CURVE PERFORMANCE TESTING PY - 1999 SP - x, 43 p. AB - This report presents the test results of two buses and five straight trucks in braking-in-a-curve antilock brake systems (ABS) performance tests. Results from the test indicate that the braking-in-a-curve test is practical, repeatable and safe to perform for single unit vehicles as well as tractors. KW - Antilock brake systems KW - Buses KW - Trucks UR - http://ntl.bts.gov/lib/22000/22000/22065/PB99158099.pdf UR - https://trid.trb.org/view/648726 ER - TY - RPRT AN - 00780291 AU - Wallace, R B AU - Franc, D AU - University of Iowa, Iowa City AU - National Safety Council AU - National Highway Traffic Safety Administration TI - LITERATURE REVIEW OF THE STATUS OF RESEARCH ON THE TRANSPORTATION AND MOBILITY NEEDS OF OLDER WOMEN PY - 1999 SP - 47 p. AB - The objectives of this study were: (1) Review of databases and literature on current population health, function, socioeconomic, and mobility and driving status of American women aged 65 and over; (2) Identification of existing data sets that summarize current transportation use, both public and private, in older women; (3) Summary of existing literature on the relation of functional status of older women and the use of available transportation modalities, and the suitability of those options in relation to functional status; (4) Review of the relationships between changing family size, socioeconomic status, and inter-generational resource exchanges with respect to transportation among older women; and (5) Recommendations for future research. Major conclusions are as follows: The number of older women in the U.S. will continue to increase at a substantial rate, both due to increased survivorship and immigration. About 20% of American women over age 65 do not operate an automobile. Successive cohorts of older women will likely be motor vehicle operators, at least at some point in their lives. There is confusion in the gerontological and geriatric literature on the difference between disability and mobility. Older women continue to depend heavily on the automobile for transportation, and based on federal surveys, that is still increasing. With the increase in the number of older women, there are also contradictory trends that will make projecting motor vehicle operating patterns and transportation needs extremely difficult. National surveys and other informative research are deficient in elements of content necessary for a comprehensive approach to this issue. KW - Aged KW - Aged drivers KW - Females KW - Literature reviews KW - Mobility KW - Needs assessment KW - Public transit KW - United States UR - http://www.nhtsa.dot.gov/people/injury/olddrive/nscrpt.html UR - http://ntl.bts.gov/lib/25000/25900/25992/DOT-HS-808-949.pdf UR - https://trid.trb.org/view/509250 ER - TY - RPRT AN - 00896001 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1998: SPEEDING. T2 - SPEEDING PY - 1999 AB - No abstract provided. KW - Fatalities KW - Speed limits KW - Traffic crashes KW - United States UR - http://www.nhtsa.dot.gov/people/ncsa/FactPrev/pdf/Speeding98.pdf UR - http://ntl.bts.gov/lib/10000/10400/10467/Speeding98.pdf UR - https://trid.trb.org/view/596227 ER - TY - CONF AN - 00770633 AU - National Safety Council AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - 1999 TRAFFIC RECORDS FORUM PY - 1999 SP - v.p. AB - The presentations at the 1999 Traffic Records Forum include the following topics: intelligent transportation systems, traffic records systems management, FARS traffic safety reporting, crash records systems innovations, police traffic enforcement issues, safety planning, graduated drivers licensing, commercial vehicle systems data issues, GIS tools for traffic safety, data dictionaries, roadway inventory and related safety issues. U1 - 1999 Traffic Records Forum. 25th International Forum on Traffic Records and Highway Information SystemsNational Security Council, National Highway Traffic Safety Administration, Federal Highway AdministrationDanvers, Massachusetts StartDate:19990718 EndDate:19990721 Sponsors:National Security Council, National Highway Traffic Safety Administration, Federal Highway Administration KW - Data banks KW - Data collection KW - Data files KW - Data processing operations KW - Data storage KW - Driver licensing KW - Information systems KW - Intelligent transportation systems KW - Police operations KW - Records management KW - Safety management KW - Traffic records UR - https://trid.trb.org/view/491411 ER - TY - RPRT AN - 00765925 AU - National Highway Traffic Safety Administration TI - WALKING THROUGH THE YEARS: PEDESTRIAN SAFETY FOR YOUR CHILD PY - 1999 SP - 10 p. AB - This brochure is printed in English on one side and Spanish on the other. It provides facts that parents, grandparents, and others should know to prevent pedestrian crashes involving children. KW - Brochures KW - Children KW - Pedestrian safety UR - https://trid.trb.org/view/502388 ER - TY - RPRT AN - 00765902 AU - National Highway Traffic Safety Administration TI - WALK ALERT: NATIONAL PEDESTRIAN SAFETY PROGRAM GUIDE PY - 1999 SP - 260 p. AB - To promote safe walking and to reduce the number of pedestrian traffic crashes, the Federal Highway Administration, the National Highway Traffic Safety Administration, the American Automobile Association, the National Safety Council, and more than 100 service organizations and community groups across the nation joined together to create a national pedestrian safety program called Walk Alert. The goal of the combined effort is to reduce traffic injuries and fatalities that involve pedestrians. Walk Alert does this by using a comprehensive, community-based approach to develop overall awareness, a safe environment, and safe pedestrian and driver habits. Because every community is different, the education, engineering, and enforcement needs of people can vary greatly from one area to another. For example, an area with a large teenage population has different safety problems from an area made up primarily of older adults. This guide, in loose-leaf notebook format, includes information that is appropriate for everyone, as well as information that might pertain to a small segment of the population. It is to be used in a way that best serves the people in your community. This guide gives you all the tools you need to organize and run a program, including the following: concrete steps to follow when developing your Walk Alert program; useful information about education, engineering, and enforcement that will help you tailor the Walk Alert program to your particular community; a checklist that you can use to assess pedestrian safety problems in your community; samples of publicity materials that you can use or tailor for your Walk Alert program; safety messages for all ages to help prevent crashes; descriptions of available resources that you can use to build your own library of safety program materials or add to an existing library; and addresses of government organizations that can help with your campaign. KW - Awareness KW - Behavior KW - Community action programs KW - Guides (How to) KW - Habits KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Planning KW - Prevention KW - Safety programs KW - Walking UR - https://trid.trb.org/view/502364 ER - TY - RPRT AN - 00765908 AU - National Highway Traffic Safety Administration TI - MMUCC: MODEL MINIMUM UNIFORM CRASH CRITERIA PY - 1999 SP - 6 p. AB - The Model Minimum Uniform Crash Criteria (MMUCC) is a minimum set of crash data elements with standardized definitions that are relevant to injury control, highway safety and traffic safety. This pamphlet describes the benefits of the MMUCC and the types of information generated by the MMUCC. Lists are provided showing data elements collected at the scene, data elements obtained by linkage to other data files, and data elements derived from collected data elements. Information is provided on where to find more information about and copies of the MMUCC and their definitions. KW - Benefits KW - Brochures KW - Crash data KW - Data collection KW - Data linkages KW - Model minimum uniform crash criteria KW - Standardization UR - https://trid.trb.org/view/502371 ER - TY - RPRT AN - 00797160 AU - Federal Motor Carrier Safety Administration TI - TRENDS IN MOTOR VEHICLE CRASHES: FATAL CRASHES 1975-1997, INJURY AND PROPERTY-DAMAGE-ONLY CRASHES 1988-1997 PY - 1998/12/09 SP - 21 p. AB - This publication presents 26 tables containing data on fatal crash statistics, injury crash statistics and property-damage-only crash statistics. Vehicle types included are large trucks, combination trucks, single-unit trucks, medium trucks, heavy trucks, buses, passenger vehicles, and passenger cars. KW - Automobiles KW - Buses KW - Fatalities KW - Heavy duty trucks KW - Injuries KW - Light trucks KW - Medium trucks KW - Passenger vehicles KW - Property KW - Property damage KW - Statistics KW - Tables (Data) KW - Tractor trailer combinations KW - Traffic crashes KW - Truck crashes KW - Trucks UR - https://trid.trb.org/view/654886 ER - TY - RPRT AN - 00936799 AU - Poole, S L AU - United States Fire Administration TI - SCRAP AND SHREDDED TIRE FIRES SPECIAL REPORT PY - 1998/12 SP - 76 p. AB - With the ongoing rise in the use of motor vehicles, hundreds of millions of tires are discarded each year in the United States. Many tires are added to existing tire dumps or landfills, and a significant number are gathered for recycling. Stockpiles of scrap tires, whether in dumps or in recycling facilities, pose serious fire protection challenges to fire departments across the country. Tires burn with a higher per-pound heat output than most coal, and the high heat production of tire rubber makes extinguishing these fires very difficult. Tire fires yield large amounts of oil that are flammable and environmentally contaminating. Tire fires frequently become major hazardous materials incidents affecting entire communities, often requiring neighborhood evacuations and protracted fire operations. These fires threaten pollution of the air, waterways, and water table. This special report examines seven case studies of tire fires that have been typical of those in the United States. KW - Air pollution KW - Case studies KW - Contaminants KW - Environmental impacts KW - Environmental quality KW - Fire extinguishing agents KW - Fire prevention KW - Fires KW - Hazardous materials KW - Heat KW - Landfills KW - Motor vehicles KW - Production KW - Recycling KW - Rubber KW - Scrap KW - Shredding KW - Tires KW - United States KW - Water pollution KW - Water table KW - Waterways UR - http://www.firetactics.com/tr-093.pdf UR - https://trid.trb.org/view/730056 ER - TY - RPRT AN - 00822639 AU - National Highway Traffic Safety Administration TI - CHILD PASSENGER SAFETY TRAINING PROGRAMS PY - 1998/12 SP - 12 p. AB - This pamphlet addresses the following questions concerning child passenger safety (CPS) training programs: Why child passenger safety training? What is the National Highway Traffic Safety Administration (NHTSA) Standardized Child Passenger Safety Training Program? Why is there a need for a national standardized program? Certification: How do you get it and why? Who should participate in the NHTSA CPS Training Program? Which level of certification is for you? Why should an agency participate in a certification program? What is the cost? How are the classes offered? How do you host a class? What other CPS training courses are available? KW - Certification KW - Child safety KW - Children KW - Costs KW - Passengers KW - Safety programs KW - Training courses KW - Training programs UR - https://trid.trb.org/view/713175 ER - TY - SER AN - 00814080 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - SOBRIETY CHECKPOINTS SAVE LIVES: CHECKPOINT TENNESSEE REDUCES ALCOHOL FATALITIES PY - 1998/12 IS - 184 SP - 3 p. AB - In 1994, Tennessee, cooperating with the National Highway Traffic Safety Administration (NHTSA), initiated a statewide impaired driving checkpoint program labeled "Checkpoint Tennessee." The Tennessee Highway Patrol and local law enforcement agencies provided the personnel for the checkpoints using existing resources. NHTSA funded the purchase of equipment and the evaluation of the program, conducted by Mid-America Research Institute. This Traffic Tech briefly describes the program, public support for the program, the publicity given the program, and results. The statewide sobriety checkpoints were found to be an effective deterrent to impaired driving. KW - Countermeasures KW - Drunk driving KW - Impaired drivers KW - Public opinion KW - Publicity KW - Sobriety checkpoints KW - Tennessee KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=b370cd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1998&overrideViewName=Report UR - https://trid.trb.org/view/688890 ER - TY - SER AN - 00814081 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - DRUG USE AND DRIVING BEHAVIORS: FINDINGS FROM THE 1996 NATIONAL HOUSEHOLD SURVEY ON DRUG ABUSE PY - 1998/12 IS - 185 SP - 3 p. AB - The Substance Abuse and Mental Health Services Administration joined with the National Highway Traffic Safety Administration to develop a special module to the 1996 National Household Survey on Drug Abuse (NHSDA) to gather some basic information. The Driving Behaviors Module was added to the NHSDA to gather data on the occurrence of driving within two hours of drug or alcohol use. There were interviews with 11,847 persons aged 16 and older, a sample which represents over 166 million drivers in America. The results of the interviews are briefly reported in this Traffic Tech. KW - Behavior KW - Drivers KW - Drug abuse KW - Drugged drivers KW - Drunk drivers KW - Interviewing KW - National Household Survey on Drug Abuse KW - Surveys UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=3a7bcd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1998&overrideViewName=Report UR - https://trid.trb.org/view/688892 ER - TY - RPRT AN - 00798837 AU - National Highway Traffic Safety Administration TI - CHILD SAFETY SEAT PRODUCT INFORMATION PY - 1998/12 SP - 6 p. AB - This brochure lists infant seats, convertible seats, vests and built-in seats, and booster seats that are available as of the date of publication. The products listed are certified by the manufacturer to meet current Federal Motor Vehicle Safety Standard 213. Included is a very brief description and cost information. Also provided is a list of child safety restraint manufacturers (as of September 1998) with addresses and telephone numbers. A list of automobile manufacturers (phone numbers only) is provided for cases where additional information is needed for installing a child safety seat in a particular vehicle. KW - Automobile industry KW - Availability KW - Booster seats KW - Brochures KW - Child restraint systems KW - Costs KW - Federal Motor Vehicle Safety Standards KW - Industries UR - https://trid.trb.org/view/665863 ER - TY - RPRT AN - 00765930 AU - Solomon, M G AU - Preusser, D F AU - Leaf, W A AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - ANALYSIS OF CAPITAL BELTWAY CRASHES: YEARS 1993-1996 PY - 1998/12 SP - 54 p. AB - The 64 mi (103 km) interstate highway system encircling Washington, D.C. is known as the Capital Beltway. Hardcopy crash reports for all crash events occurring on the Capital Beltway during the period 1993 through 1996 (N=9,403) were provided by Maryland and Virginia. From 1993 to 1996 total crashes decreased per million vehicle miles traveled (from .45 to .43); injury/fatal crashes decreased (from .19 to .18); alcohol related crashes decreased as a proportion of total crashes (from 8.1% to 6.8%) and fatal crashes dropped by nearly half (from 17 to 9). Crash type distribution remained relatively consistent over time. Three major crash types accounted for 78% of all crashes. The most common type of crash was "stop/slowing" (36% of all crashes). Congestion was typically a factor in these crashes. "Ran off road" was second (24.3%) and "sideswipe/cutoff" was third (17.8%). Tractor-trailers remained relatively consistent as a proportion of total vehicles in crashes. The number of crash involved straight trucks increased. KW - Capital Beltway KW - Crash reports KW - Cutoff collisions KW - Drunk driving KW - Fatalities KW - Injuries KW - Ran off road crashes KW - Side crashes KW - Slow moving vehicles KW - Stopping KW - Tractor trailer combinations KW - Traffic congestion KW - Trend (Statistics) KW - Truck crashes UR - http://ntl.bts.gov/lib/25000/25900/25973/DOT-HS-808-852.pdf UR - https://trid.trb.org/view/502393 ER - TY - RPRT AN - 00765918 AU - National Highway Traffic Safety Administration TI - CHILD TRANSPORTATION SAFETY TIPS (REVISED DECEMBER 1998) PY - 1998/12 SP - 27 p. AB - This report contains 14 child passenger safety tips. These safety tips concern the following: safety seat checkup; where your child should ride; protecting new babies in the car; what to use for a big baby or toddler; how preschool children and school children should ride; making sure the safety belt around the child safety seat is secure; using child safety seat harness straps; safety seat recalls; air bag safety; walking and biking safely (toddlers and preschoolers); walking and biking safely (kindergarten to grade three); safety at school bus stops; clothing that causes school bus hazard; and creating safer streets and play places for children. KW - Air bags KW - Bicycling KW - Booster seats KW - Bus stops KW - Child restraint systems KW - Clothing KW - Harness straps KW - Infants KW - Playgrounds KW - Preschool children KW - Recall campaigns KW - Safety KW - School buses KW - School children KW - Seat belts KW - Walking UR - https://trid.trb.org/view/502381 ER - TY - RPRT AN - 00765917 AU - National Highway Traffic Safety Administration TI - FEDERAL MOTOR VEHICLE SAFETY STANDARDS AND REGULATIONS (REVISED DECEMBER 1998) PY - 1998/12 SP - 29 p. AB - The National Highway Traffic Safety Administration has a legislative mandate under the Motor Vehicle Safety Act of 1966 and the Motor Vehicle Information and Cost Savings Act of 1972 to issue Federal Motor Vehicle Safety Standards (FMVSS) to which motor vehicle manufacturers of passenger cars, multipurpose passenger vehicles, trucks, trailers, buses, school buses, motorcycles, and items of motor vehicle equipment must conform and certify compliance. The FMVSS are regulations written in terms of minimum safety performance requirements for motor vehicles or items of motor vehicle equipment. These requirements are specified in such a manner "that the public is protected against unreasonable risk of crashes occurring as a result of the design, construction, or performance of motor vehicles and is also protected against unreasonable risk of death or injury in the event crashes do occur." This booklet lists the FMVSS in effect as of December 1998, and provides a brief description of each safety standard. It also provides a brief description of other Federal consumer information regulations and requirements, such as those dealing with fuel economy standards, theft prevention, vehicle identification number, anthropomorphic test devices, retrofit on-off switches for air bags, etc. KW - Air bags KW - Anthropometry KW - Compliance KW - Federal Motor Vehicle Safety Standards KW - Fuel conservation KW - Motor vehicles KW - Prevention KW - Regulations KW - Theft KW - Vehicle identification numbers KW - Vehicle safety UR - http://www.nhtsa.dot.gov/cars/rules/import/FMVSS/index.html UR - https://trid.trb.org/view/502380 ER - TY - RPRT AN - 00765901 AU - McColl, R A AU - Sutherland, N AU - South Australia Police AU - South Australia Department of Transport, Australia TI - DEMOGRAPHIC AND OFFENCE PROFILE OF SPEEDING IN SOUTH AUSTRALIA SN - 073086104X PY - 1998/12 SP - 55 p. AB - In order to better target countermeasures for speeding, an investigation into the offender profile of persons detected for speeding was instigated. Persons detected for speeding are generally issued with an expiation notice. All valid speeding expiation notices for the years 1995 and 1996 were extracted and analysed. Speed camera offences were analysed separately from non speed camera offences, since, for the former, the expiation notice is issued to the registered owner of the vehicle - not necessarily the driver. Age and sex tables and graphs, and maps of home postcodes were prepared from the full data set, and from subsets including for repeat offenders and high speed offenders. The non speed camera offender was typically male and young and lived in the outer suburbs. For repeat offenders and high speed offenders, the proportion of males increased and the average age decreased. Speed camera offenders exhibited a different profile - essentially because of the higher proportion of lower speed offenders detected. KW - Age KW - Cameras KW - Demographics KW - Gender KW - Repeat offenders KW - South Australia KW - Speeding KW - Traffic law enforcement KW - Traffic violators UR - https://trid.trb.org/view/502363 ER - TY - RPRT AN - 00764768 AU - National Highway Traffic Safety Administration TI - 1997 YOUTH FATAL CRASH AND ALCOHOL FACTS PY - 1998/12 SP - v.p. AB - This publication contains a 15-page report plus a set of looseleaf pages containing charts, graphs, tables, a map, and photographs describing the fatality trends for youths involved in motor vehicle accidents. The figures and data contained in the report focus on impaired driving fatal crashes by young people, ages 15 through 20, from 1982 to 1997. The data selected to illustrate this problem primarily fall into four categories: Youth Fatalities; Young Drivers Involved in Fatal Crashes; Young Drivers Killed; and Youth Fatalities by Alcohol-Involvement of Young Drivers. KW - Crash data KW - Cyclists KW - Drunk driving KW - Fatalities KW - Passengers KW - Pedestrians KW - Teenage drivers UR - https://trid.trb.org/view/497854 ER - TY - RPRT AN - 00764597 AU - National Highway Traffic Safety Administration TI - ACTIVITY GUIDE: NATIONAL CHILD PASSENGER SAFETY WEEK, FEBRUARY 14-20, 1999 PY - 1998/12 SP - 24 p. AB - The Activity Guide is part of Campaign Safe & Sober, a year-round effort to focus public and media attention on critical highway safety issues and to help local organizers plan a meaningful, lifesaving program. The purpose of the Activity Guide is to provide some specific themes that can tie the program to events across the country, suggest new partners to work with, identify available resources, and generally help in coming up with new ideas. This year's Activity Guide, as in the past, has a different theme for each day of the week: Feb. 14 - Kick Off - Buckle Up Your Valentine; Feb. 15 - Kids in the Back Seat; Feb. 16 - School Bus Safety; Feb. 17 - Pedestrian Safety; Feb. 18 - Kids Aren't Cargo; Feb. 19 - Bicycle Safety; and Feb. 20 - Child Safety Seat Checkpoint. Also included is information on targeting new partners, working with caregivers, hosting a child safety seat checkpoint, and media relations. KW - Bicycling KW - Child restraint systems KW - Children KW - Guides to information KW - Mass media KW - National Child Passenger Safety Week KW - Partnerships KW - Pedestrian safety KW - Rear seat occupants KW - Safety programs KW - School buses KW - Security checkpoints UR - https://trid.trb.org/view/497623 ER - TY - RPRT AN - 00762983 AU - Jones, R K AU - Lacey, J H AU - Mid-America Research Institute, Incorporated AU - National Highway Traffic Safety Administration TI - EVALUATION OF AN INDIVIDUALIZED SANCTIONING PROGRAM FOR DWI OFFENDERS PY - 1998/12 SP - 29 p. AB - This report evaluates two different approaches to sentencing Driving While Intoxicated (DWI) offenders in Georgia. One approach (called the "Todd Program" after the judge who developed it) imposed individually-tailored combinations of traditional and alternative sanctions, and the other approach generally imposed only the minimum sanctions required by state law. The measure of effectiveness was the statewide DWI recidivism of the offenders studied. The evaluation found that this program was more effective by a wide margin than the sentencing program that imposed the minimum sanctions. It was concluded that the Todd Program approach to DWI sentencing could be used in other jurisdictions. KW - Courts KW - Drunk drivers KW - Measures of effectiveness KW - Recidivism KW - Sanctions UR - http://www.nhtsa.dot.gov/people/injury/enforce/EnforceDWI/pdf/Final.pdf UR - http://ntl.bts.gov/lib/21000/21600/21634/PB99129744.pdf UR - http://ntl.bts.gov/lib/25000/25900/25985/DOT-HS-808-842.pdf UR - http://ntl.bts.gov/lib/9000/9600/9669/Final.pdf UR - https://trid.trb.org/view/497062 ER - TY - RPRT AN - 00760571 AU - Townsend, T N AU - Lane, J AU - Dewa, C S AU - Brittingham, A M AU - National Opinion Research Center AU - Department of Health and Human Services AU - National Highway Traffic Safety Administration TI - DRIVING AFTER DRUG OR ALCOHOL USE: FINDINGS FROM THE 1996 NATIONAL HOUSEHOLD SURVEY ON DRUG ABUSE PY - 1998/12 SP - 133 p. AB - This report contains findings from questions included in the 1996 National Household Survey on Drug Abuse (NHSDA). The data presented describe the prevalence and patterns of driving following drug use and/or alcohol use by 11,847 NHSDA respondents, representing over 166 million drivers age 16 and older in the United States. The analysis was limited to those age 16 and older who reported driving in the past year and answered the question on whether or not they drove within two hours after substance use. Five percent of drivers, representing approximately 8.9 million people, reported driving within two hours of drug use, with or without alcohol, in the past year. An additional 23 percent of drivers, representing approximately 39 million people, reported driving after alcohol use only. The data revealed that compared to those who reported drinking and driving, those who reported driving after drug use were generally younger (i.e., age 16-20) and more likely to be single, unemployed, have a lower annual personal income, and to have been on probation during the past year. More detailed data reveal that driving following marijuana use most commonly occurred on smaller roads, in urban areas, on weekends and began between 6:00pm and 11:59pm. The most commonly reported reasons for driving following marijuana use were that the drivers "had no other way to get there" and felt they were "not high enough to cause a crash." In fact, these drivers generally felt that marijuana did not affect their ability to drive safely or their likelihood of being stopped by the police. Finally, estimated blood alcohol concentration (BAC) levels were used as an indicator of level of impairment for those who drove following alcohol use. Drivers age 16-20 were more likely than drivers age 21 and older to have higher estimated BAC levels and female drivers over age 25 had higher average BAC levels than males of the same age. KW - Age groups KW - Blood alcohol levels KW - Drugged drivers KW - Drunk driving KW - Gender KW - Income KW - Marijuana KW - National Household Survey on Drug Abuse KW - Periods of the day KW - Time periods KW - Unemployment KW - United States KW - Urban areas KW - Weekends UR - http://ntl.bts.gov/lib/25000/25900/25945/DOT-HS-EPX-043.pdf UR - https://trid.trb.org/view/496311 ER - TY - RPRT AN - 00764774 AU - Foss, R D AU - Stewart, J R AU - Reinfurt, D W AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - EVALUATION OF NORTH CAROLINA'S 0.08% BAC LAW PY - 1998/11 SP - 42 p. AB - This report describes a study of the effects of the North Carolina 0.08% blood alcohol concentration (BAC) limit on alcohol-related crashes. On October 1, 1993 the per se illegal BAC limit for drivers was reduced from 0.10% to 0.08%. To determine what effect that reduction had on drinking drivers in North Carolina, both survey data and a variety of motor vehicle crash data were analyzed. Telephone interviews of 802 individuals 17 months after the law was enacted indicated substantial awareness of the new, lower limit among drinkers - especially frequent drinkers. Structural time-series modeling was used to examine alcohol involvement in all crashes in North Carolina between 1991 and 1995. In addition, fatal and serious injury crashes, nighttime crashes and nighttime fatal/serious injury crashes were also studied. There was no significant change for any of the measures examined, in the rate, or in the trend, coinciding with introduction of the lower BAC limit. In another analysis, the proportion of fatally injured drivers with BACs above 0.10% in North Carolina was compared with 11 other states that have high rates of alcohol measurement in fatal crashes for 1990-1995. This analysis also showed no significant effect of the 0.08% law. Finally, using Fatality Analysis Reporting System (FARS) data, North Carolina was compared with the 37 states that retained higher BAC limits from 1991 through 1996 on several measures: (1) driver BAC >/= 0.01%, (2) driver BAC >/= 0.10%, (3) police-reported alcohol involvement, (4) single vehicle nighttime crash, (5) single vehicle nighttime male driver crash, and (6) estimated alcohol involvement. In simple before-after comparisons, only police-reported alcohol involvement and estimated alcohol involvement decreased more after October 1, 1993 in North Carolina than in the other 37 states. Both these findings resulted from an artifact of the analytic approach rather than from the lower BAC limit in North Carolina. In conclusion, the lower BAC limit appears to have had no effect on drinking drivers in North Carolina. KW - Awareness KW - Before and after studies KW - Blood alcohol levels KW - Crash data KW - Drunk drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - Injuries KW - Nighttime crashes KW - North Carolina KW - Per se laws KW - Single vehicle crashes KW - Surveys KW - Time series analysis UR - http://www-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/Rpts/1998/NC08.pdf UR - http://www.nhtsa.dot.gov/people/ncsa/NC08.html UR - http://ntl.bts.gov/lib/17000/17000/17048/PB2000107130.pdf UR - http://ntl.bts.gov/lib/25000/25900/25946/DOT-HS-808-8393.pdf UR - https://trid.trb.org/view/497677 ER - TY - RPRT AN - 00765927 AU - Balmforth, D AU - Gallup Organization AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF DRINKING AND DRIVING ATTITUDES AND BEHAVIOR: 1997 PY - 1998/11 SP - 134 p. AB - This report represents the fourth in a series of biennial national surveys undertaken by the National Highway Traffic Safety Administration (NHTSA) starting in 1991, and reports data from this fourth administration as well as those of the first three administrations (1991, 1993 and 1995). The objective of these recurrent studies is to measure the status of self-reported attitudes, knowledge and behavior of the general driving age public related to drinking and driving. The data are used to help support NHTSA initiatives and to identify areas of improvement and those in need of further attention in the pursuit of the reduction of drinking and driving. These surveys measure various topics related to drinking and driving including reported frequency of drinking and driving, prevention and intervention, riding with impaired drivers, designated drivers, perceptions of penalties and enforcement, and knowledge of Blood Alcohol Concentration (BAC) levels. The 1997 survey administration findings indicate that, for the most part, following improvement between 1991 and 1993, and again between 1993 and 1995, attitudes and behaviors among those aged 16-64 have held constant since 1995. The proportion of the population who report driving within two hours of drinking in the past year declined from 28% in 1991 and 1993 to 24% in 1995, and remains virtually unchanged in 1997 at 25%. Similarly, the proportion who put themselves at risk by riding with a potentially impaired driver declined between 1993 and 1995, and remains near the 1995 level of 11%. The driving age public sees drinking and driving as a threat to their personal safety (99%), and 85% feel it is very important to do something to reduce the problem. Perceptions of the effectiveness of current laws and penalties at reducing drinking and driving have improved since 1993 (from 59% to 64% in 1997). Support for increased use of sobriety checkpoints increased slightly since 1993 from 64% to 68% in 1997. More persons age 16-64 are aware of BAC levels than in 1995 (84% up from 79% in 1995). However, just 29% of the driving age public correctly knows the BAC limit in their state (up from 20% in 1995). A majority of those who are aware of BAC levels (56%) support a legal limit of .08 or lower for their state. KW - Attitudes KW - Behavior KW - Blood alcohol levels KW - Drunk driving KW - Intervention KW - Law enforcement KW - Penalties KW - Prevention KW - Public opinion KW - Sobriety checkpoints KW - State laws KW - Surveys UR - http://ntl.bts.gov/lib/25000/25900/25978/DOT-HS-808-844.pdf UR - https://trid.trb.org/view/502390 ER - TY - JOUR AN - 00797193 JO - FBI Law Enforcement Bulletin PB - Federal Bureau of Investigation AU - Stroh, J AU - Federal Bureau of Investigation TI - CALIFORNIA GRANT PROGRAM REDUCES ALCOHOL-RELATED CRIMES PY - 1998/11 VL - 67 IS - 11 SP - p. 16-21 AB - This article discusses a California grant program intended to assist police and sheriff departments in reducing alcohol-related crimes, injuries and fatalities. The program, called Grant Assistance to Local Law Enforcement (GALE), has funded a number of education and law enforcement efforts. These include "Every 15 Minutes", an educational program in which, every 15 minutes, a group of preselected students leave the classroom, their obituaries are read to the class, and uniformed officers present their parents with mock death certificates at their homes or offices. The "living dead" stay overnight at a retreat to simulate their absence from friends and families. The next day emergency personnel, law enforcement officers, community members, the "living dead" students, and the school staff give a presentation during a school assembly on alcohol and how to make the right decisions about drinking and driving. Other programs funded by GALE include the Informed Merchants Alcohol-Related Crimes and Tendencies (IMPACT), the minor decoy program, the Special Operation's Unit (SOU), and the License Education on Alcohol and Drugs (LEAD) program. The grant program has been a huge success. KW - Alcohol use KW - Alcoholic beverages KW - Businesses KW - California KW - Crimes KW - Decision making KW - Drugs KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Grant aid KW - Impaired drivers KW - Injuries KW - Law enforcement KW - Law enforcement personnel KW - Legal drinking age KW - Safety education KW - Sales KW - Students KW - Traffic crash victims KW - Traffic crashes KW - Traffic safety KW - Underage drinkers UR - https://trid.trb.org/view/658642 ER - TY - RPRT AN - 00796999 AU - Connecticut Department Motor Vehicles TI - CHILD RESTRAINT SAFETY SYSTEMS PY - 1998/11 SP - 6 p. AB - This brochure on child restraint systems examines the following: why you should use a car seat; when you should use a car seat; Connecticut's law concerning child restraint systems; the kind of car seat you should use; where you should put the car seat; and how you should install the car seat. Various precautions are offered, such as making sure you position the car seat harness straps and clips correctly and never using a household booster seat, pillows, or telephone books to boost a child in a vehicle. KW - Brochures KW - Child restraint systems KW - Connecticut KW - Installation KW - State laws KW - Utilization UR - https://trid.trb.org/view/654739 ER - TY - RPRT AN - 00765924 AU - National Highway Traffic Safety Administration TI - NEW CAR SAFETY FEATURES: VALUABLE INFORMATION TO HELP YOU BUY A SAFER CAR - 1999 PY - 1998/11 SP - 16 p. AB - This brochure provides information about: some of the common safety features available on new vehicles; ways to compare standard and optional safety features on similar vehicles; and how to perform a safety check. A safety features chart is provided that lists safety features available on 1999 vehicles, according to size and type. KW - Automobiles KW - Brochures KW - Consumers KW - Light trucks KW - Purchasing KW - Safety features KW - Sport utility vehicles KW - Vans KW - Vehicle safety UR - https://trid.trb.org/view/502387 ER - TY - RPRT AN - 00765910 AU - Godwin, T M AU - Steinhart, D J AU - Fulton, B A AU - American Probation and Parole Association AU - National Highway Traffic Safety Administration AU - Department of Justice AU - Department of Health and Human Services TI - PEER JUSTICE AND YOUTH EMPOWERMENT: AN IMPLEMENTATION GUIDE FOR TEEN COURT PROGRAMS. NOVEMBER 1998 EDITION PY - 1998/11 SP - 326 p. AB - The main objective of this Guide is to equip juvenile justice agencies with baseline information that will aid them in developing, implementing, and enhancing teen court programs as a viable alternative for juvenile offenders in their communities. Teen courts nationwide share many of the same fundamental principles. However, the manner in which they function in their day-to-day operations can vary significantly from program to program. Program organizers should be aware of the similarities and differences among programs and institute a development process which will result in a program that responds to and fulfills the unique needs of the local youth, juvenile justice system, and community. This Guide is organized in the following chapters: (1) An Overview of the Teen Court Concept; (2) Organizing the Community; (3) Legal Issues for Teen Courts; (4) Developing a Program Purpose, Goals, and Objectives; (5) Determining a Target Population and Designing a Referral Process; (6) Designing Program Services; (7) Developing a Program Model and Procedures and Implementing Effective Case Management Practices; (8) Recruiting, Using, and Training Volunteers; (9) Examining Human and Financial Resource Issues; and (10) Program Evaluation. Appendices are as follows: (A) Teen Court Directory; (B) Sample Resources for Program Development and Implementation; (C) Sample Teen Court Program Brochures; (D) Sample Forms; (E) Sample Courtroom Protocol; (F) Sample Volunteer Resources; and (G) Sample Program Evaluation Resources. KW - Community action programs KW - Courts KW - Financial sources KW - Financing KW - Guides (How to) KW - Human resources KW - Implementation KW - Justice KW - Juvenile justice KW - Program evaluation KW - Recruiting KW - Teen court programs KW - Training KW - Volunteers UR - https://trid.trb.org/view/502373 ER - TY - RPRT AN - 00765906 AU - Brooks, A AU - Green, P AU - University of Michigan Transportation Research Institute TI - MAP DESIGN: A SIMULATOR EVALUATION OF THE FACTORS AFFECTING THE TIME TO READ ELECTRONIC NAVIGATION DISPLAYS PY - 1998/11 SP - 102 p. AB - This report concerns the second of four experiments examining the time to read electronic maps while driving. Twenty subjects (ages 18-30 and 65+, equal numbers of men and women) drove the UMTRI driving simulator while performing one of three tasks: (1) identify the street being driven, (2) find the name of a cross street ahead, and (3) locate a particular street. The screen was located 24.5 degrees below horizontal and 34 degrees right of center, with a viewing distance of about 76 cm. Four factors were varied: (1) the number of streets displayed (12, 24, and 36), (2) the percentage of streets labeled (33, 66, and 100 percent), (3) the street name label size (10, 12, 14, 16, 18, and 20 point), and (4) the display location (high and low on the center console). Age had the largest effect on task response times, with older subjects taking 44 to 66 percent longer. Overall, the best text size was 14 point, although clutter effects were seen when maps had more than 16 labeled streets. For older subjects, the use of 10 point text yielded the longest response times (up to 40 percent longer than 14 point). Response times increased more with additional labeled streets than unlabeled ones. Display location effects were only tested using task one (On-street). The high display location produced response times that were 10 percent faster than the low position. KW - Age KW - Aged drivers KW - Drivers KW - Electronic media KW - Ergonomics KW - Human factors KW - Information display systems KW - Intelligent transportation systems KW - Lettering KW - Maps KW - Navigational aids KW - Radar clutter KW - Reaction time KW - Route guidance KW - Size UR - http://www.umich.edu/~driving/publications/UMTRI-98-7.pdf UR - http://ntl.bts.gov/lib/21000/21400/21473/PB99119679.pdf UR - https://trid.trb.org/view/502369 ER - TY - RPRT AN - 00765903 AU - Rumar, K AU - Marsh, D K AU - University of Michigan Transportation Research Institute TI - LANE MARKINGS IN NIGHT DRIVING: A REVIEW OF PAST RESEARCH AND OF THE PRESENT SITUATION PY - 1998/11 SP - 90 p. AB - One of the basic driver tasks is to follow the road. In daytime driving, when the visibility of the road in clear weather is unobstructed, this is normally not a problem. However, when driving at night on dark roads with low beams, it is often quite difficult to see the direction the road is taking. Indeed, drivers state that poor road guidance is their main problem in night driving. To overcome this problem, roads are fitted with retroreflective pavement markings, which are visible in night driving. This study was conducted to review the role, effects, and functioning of lane marking in night driving. The report consists of five sections. Section 1 details the scope and the limitations of this report. Section 2 presents a discussion of drivers' needs for road guidance by means of pavement markers in general and lane markings in particular. Section 3 reviews the voluminous previous research on lane markings, focusing primarily on visibility and photometric characteristics of lane markings in night driving. Section 4 provides a summary of the issues related to lane markings. Section 5 presents the general conclusions and proposals for research topics and technical developments. The overall conclusion is that while drivers need both long-range guidance (a preview time of at least 5 s) and short-range guidance (a preview time of up to 3 s), present pavement markings often offer only short-range road guidance, especially in wet road conditions. Despite the extensive past research on pavement markings, many general and specific questions remain to be answered. KW - Future research KW - Human factors KW - Lane lines KW - Night visibility KW - Photometry KW - Research KW - Retroreflectivity KW - Road markings KW - Safety KW - Wet weather UR - https://trid.trb.org/view/502365 ER - TY - RPRT AN - 00760491 AU - National Highway Traffic Safety Administration TI - SAVING TEENAGE LIVES: THE CASE FOR GRADUATED DRIVER LICENSING PY - 1998/11 SP - 28 p. AB - This manual explains what graduated driver licensing is and why it is so important for every jurisdiction to take steps towards its implementation. Section titles are as follows: (I) Introduction: The Need for Graduated Driver Licensing; (II) Traditional Driver Licensing vs. Graduated Driver Licensing; (III) How Graduated Driver Licensing Is Effective; (IV) Graduated Driver Licensing: Results from the U.S. and Other Countries; (V) Support for Graduated Driver Licensing; and (VI) States Should Adopt Graduated Driver Licensing. Appendices are: (A) Graduated Driver Licensing Model Law; (B) Characteristics of Selected U.S. Licensing Laws; (C) Teen Crash Statistics; and (D) Resources. KW - Benefits KW - Crash data KW - Driver licensing KW - Graduated licensing KW - Laws KW - Public opinion KW - Teenage drivers UR - http://www.nhtsa.dot.gov/people/injury/newdriver/SaveTeens/ UR - https://trid.trb.org/view/496238 ER - TY - RPRT AN - 00760465 AU - Mills, T AU - National Highway Traffic Safety Administration TI - STATE TRAFFIC SAFETY INFORMATION. CURRENT AS OF: JANUARY 1, 1998 PY - 1998/11 SP - 107 p. AB - The purpose of this publication is to document important traffic safety information and data on a state by state basis for use by National Highway Traffic Safety Administration (NHTSA) headquarters and regional personnel, and the state traffic safety community in general. Data sources include the Fatality Analysis Reporting System (FARS), the Federal Highway Administration's estimates of vehicle miles traveled (VMT), the U.S. Census Bureau's population figures, and NHTSA's estimates of the economic costs of motor vehicle crashes. Data presented for each state are as follows: Traffic Fatalities, 1986-1996; 1996 Fatalities, Fatality Rate per VMT, and Fatality Rate per Population; 1994 Economic Cost of Motor Vehicle Traffic Crashes; Alcohol Involvement in Fatal Crashes, 1996; Occupant Restraint Use Rates, 1996; Fatal Crashes that are Speed Related, 1996; Highway Safety Program Funds; Drunk Driving - Status of Key Legislative Issues; Speed - Fatalities, Percent Fatal Crashes, and Estimated Cost of Speed Related Crashes, 1996; Safety Belts - Occupant Deaths, Lives Saved; Child Safety Seats - Occupant Deaths, Lives Saved; and Motorcycle Helmets - Deaths, Lives Saved. KW - Child restraint systems KW - Costs KW - Drunk driving KW - Fatalities KW - Fatality Analysis Reporting System KW - Government funding KW - Helmets KW - Population KW - Restraint systems KW - Safety programs KW - Seat belts KW - Speeding KW - States KW - Statistics KW - Traffic crashes KW - Traffic safety KW - Utilization KW - Vehicle miles of travel UR - http://ntl.bts.gov/lib/21000/21400/21481/PB99120008.pdf UR - https://trid.trb.org/view/496212 ER - TY - RPRT AN - 00760464 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1997: A COMPILATION OF MOTOR VEHICLE CRASH DATA FROM THE FATALITY ANALYSIS REPORTING SYSTEM AND THE GENERAL ESTIMATES SYSTEM PY - 1998/11 SP - 218 p. AB - This annual report presents descriptive statistics about traffic crashes of all severities, from those that result in property damage to those that result in the loss of human life. Information from two of the National Highway Traffic Safety Administration's (NHTSA's) primary data systems has been combined to create a single source for motor vehicle crash statistics. These two data systems are the Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System/General Estimates System (GES). The report is presented in five chapters and three appendices. Chapter 1, "Trends," presents data from all years of FARS (1975 through 1997) and GES (1988 through 1997). The remaining chapters present data only from 1997. Chapter 2, "Crashes," describes general characteristics of crashes, such as when and how often they occurred, where they occurred, and what happened during the crash. Chapter 3, "Vehicles," concentrates on the types of vehicles involved in crashes and the damage to the vehicles. Chapter 4, "People," is the largest chapter of this report, with statistics about drivers, passengers, pedestrians, and pedalcyclists. The last chapter of the report, "States," contains information about crashes for each state, the District of Columbia, and Puerto Rico. Terms used throughout the report are defined in the Glossary. Appendix A contains FARS Data Elements, Appendix B GES Data Elements, and Appendix C a Technical Note. An Index is provided. KW - Crash characteristics KW - Cyclists KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Glossaries KW - Injuries KW - Loss and damage KW - National Automotive Sampling System KW - Passengers KW - Pedestrians KW - Property damage KW - States KW - Statistics KW - Tables (Data) KW - Traffic crashes KW - Trend (Statistics) KW - United States KW - Vehicles UR - http://www.nhtsa.dot.gov/people/ncsa/pdf/TSF97.pdf UR - https://trid.trb.org/view/496211 ER - TY - RPRT AN - 00985836 AU - Staplin, Loren AU - Lococo, K AU - Sim, J J AU - Gish, K AU - Scientex Corporation AU - National Highway Traffic Safety Administration TI - SIMULATOR-BASED ASSESSMENT OF DRIVER-SIDE MIRRORS FOR PASSENGER CARS PY - 1998/10 SP - 153 p. AB - This report describes an empirical study comparing four alternative driver's side rear view mirror designs to a standard planar mirror. Primary study variables were field-of-view size and image distortion, plus driver age. In a repeated-measures design, subjects in a laboratory driving simulator used each mirror type from the perspective of a stationary observer waiting to merge, and as moving observers in a dynamic simulation of a lane-change scenario on a freeway. Subjective measures of user acceptance of the alternative mirror designs were also obtained in a controlled field setting. The results found significant effects of mirror type and driver age on lane change decisions and decision times. KW - Age KW - Decision making KW - Design KW - Distortion (Optics) KW - Driver side mirrors KW - Drivers KW - Driving simulators KW - Field of vision KW - Lane changing KW - Merging traffic KW - Rearview mirrors KW - Time UR - https://trid.trb.org/view/747995 ER - TY - CONF AN - 00779222 AU - Stucki, S L AU - HOLLOWELL, W T AU - FESSAHAIE, O AU - National Highway Safety Advisory Committee TI - DETERMINATION OF FRONTAL OFFSET TEST CONDITIONS BASED ON CRASH DA PY - 1998/10 IS - DOTHS SP - p. 164-84 AB - An analysis of crash data is presented using the National Automot Sampling System (NASS) and the Fatality Analysis Reporting System (FARS) for fatality counts. The population is drivers in frontal collisions with air bag restraints. Using NASS, frontal impact mo are grouped into general "test" conditions which will best repres the real world impact environment. These general test conditions include full barrier, left and right offset, and other impact mod Using these general groupings of impact conditions, the analysis further assesses degree of overlap and impact direction to determ more specifically which crash conditions result in highest injury/fatality to drivers with air bags. Injury/fatality risk is also assessed by driver size and body region, with a more detaile analysis of leg injuries. Finally, a preliminary benefits analysi presented for a future frontal, left, offset test procedure. A te procedure has been developed, and is reported on in a separate pa Collinear and oblique, offset, frontal crash testing, at differen widths of overlap, has been conducted with several current model, "target" cars into a standard "bullet" car at closing speeds of a 110 kph. Dummy injury measurements and structural responses provi basis for determining which impact conditions produce the most se environment for occupants with air bags. It appears that the obli impact with over 50 percent overlap produces the most severe responses on the "target" car. Development of this impact configuration into a potential frontal test procedure has been completed using a moving deformable barrier (MDB). For the cover abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Dummies KW - Fatalities KW - Fatality KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Specification (standard) KW - Standards KW - United States KW - Usa UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - http://ntl.bts.gov/lib/16000/16300/16352/PB2000103532.pdf UR - https://trid.trb.org/view/512257 ER - TY - RPRT AN - 00798210 AU - National Highway Traffic Safety Administration TI - MOTOR VEHICLE DEFECTS AND RECALL CAMPAIGNS PY - 1998/10 SP - 16 p. AB - The need to remove unsafe vehicles from our roads is but one of many priorities dictated by the tragic loss of nearly 42,000 lives annually on the Nation's highways. The National Traffic and Motor Vehicle Safety Act, originally enacted in 1966 and now recodified as 49 U.S.C. Chapter 301, gives the Department of Transportation's National Highway Traffic Safety Administration (NHTSA) the authority to issue vehicle safety standards and to require manufacturers to recall vehicles with safety-related defects. The purpose of this booklet is to answer the most commonly asked questions on how and why recall campaigns are initiated, and to inform consumers of their rights and responsibilities when a vehicle or item of motor vehicle equipment is recalled. It explains how consumers can report a safety-related problem to NHTSA and emphasizes the importance of citizen participation in ensuring that our motor vehicles are as safe as possible. KW - Consumers KW - Defects KW - Equipment KW - Fatalities KW - Legal rights KW - Motor vehicles KW - National Traffic and Motor Vehicle Safety Act of 1966 KW - Public participation KW - Recall campaigns KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - https://trid.trb.org/view/655198 ER - TY - RPRT AN - 00797190 AU - Flannagan, CAC AU - Flannagan, M J AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor TI - PREDICTING MIRROR ADJUSTMENT RANGE FOR DRIVER ACCOMMODATION PY - 1998/10 SP - 25 p. AB - Although the question of how large a driver's outside rearview mirror must be in order to see a specified target has been addressed in other publications, the related problem of required adjustment range has not. In this paper, the authors present a series of equations that predict, for a given vehicle, the size and location of the mirror adjustment range needed in order to accommodate some percentage of the driver population (e.g., 96%). To complete the calculations for 96% accommodations, eye locations in the vehicle are represented by the 99% SAE J941 eyellipse. (An eyellipse is a tangent ellipse that defines where drivers' eyes are located in a given vehicle). Because the transformation from eye location to target location in the mirror will not preserve the tangent properties of the eyellipse, the authors propose a method in which the side and plan views of the eyellipse are treated separately. Eye location in plan view affects only horizontal adjustment of the mirror, and eye location in side view affects only vertical adjustment of the mirror. In each view, there are two points that lie on lines that are tangent to the eyellipse and pass through the mirror center. These two points are used to represent two extremes of mirror adjustment. Thus, the authors exclude the 2% of driver eye locations that lie outside either of the tangent lines (no cases lie outside both, so each tangent excludes 1%). In plan view, eye locations must first be adjusted for head turn. The authors also present equations to calculate mirror adjustment, referenced to an arbitrary line, for each of the four tangent points, given a specified target. They discuss various choices of target location and type, including centered point targets, centered extended targets, and targets that are located at the edge of the field of view. For the latter target type, the calculation of head turn is somewhat different than for centered targets, but the rest of the calculations are the same. The end result of these equations is a rectangle in two-dimensional mirror-adjustment space such that 96% of the drivers can find a suitable mirror position within those bounds. An example is carried out using dimensions from a specific vehicle and a target located at the inner edge of the field of view, in order to illustrate the procedure. KW - Accommodation KW - Adjustment range KW - Drivers KW - Equations KW - Eye location KW - Eyellipse KW - Rearview mirrors UR - https://trid.trb.org/view/654930 ER - TY - RPRT AN - 00797191 AU - Sivak, M AU - Flannagan, M J AU - Miyokawa, T AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor TI - QUANTITATIVE COMPARISONS OF FACTORS INFLUENCING THE PERFORMANCE OF LOW-BEAM HEADLAMPS PY - 1998/10 SP - 30 p. AB - This study compared the quantitative influence of a variety of factors on the performance of low-beam headlamps. The following factors were included: vertical aim, horizontal aim, mounting height, lateral separation, lens dirt, lamp voltage, number of functioning lamps (two vs. one), vehicle type (cars vs. light trucks and vans), beam pattern (U.S. vs. European), and light source (unshielded 9007 vs. a shielded H4). The following aspects of headlamp performance were considered: visibility of pedestrians, visibility of road delineation, visibility of vehicle reflex reflectors, visibility of retroreflective traffic signs, visibility of targets near the road expansion point, glare directed towards oncoming drivers, glare reflected from wet pavements towards oncoming drivers, glare directed towards rearview mirrors of preceding vehicles, and foreground illumination. A market-weighted U.S, beam pattern with lamps mounted at market-weighted locations, formed the basis for most of the analyses. The results indicate that from among the factors studied, vertical aim is overwhelmingly the most important factor in influencing the performance of low-beam headlamps. The second most important factor is the number of functioning lamps. The main implication of this study is that major improvements in current (fixed as opposed to adaptive) low-beam headlighting could be achieved primarily by better control of vertical aim and by longer-life headlamps. KW - Automobiles KW - Beam pattern KW - Beams KW - Dirt KW - Foreground KW - Glare KW - Headlamp aim KW - Height KW - Horizontal aim (Headlamps) KW - Lenses (Optics) KW - Light trucks KW - Lighting KW - Low beamed headlamps KW - Opposing traffic KW - Pavements KW - Pedestrians KW - Performance KW - Rearview mirrors KW - Reflectorized materials KW - Retroreflectors KW - Roads KW - Traffic signs KW - Vans KW - Vertical aim (Headlamps) KW - Visibility KW - Voltage KW - Wet weather UR - https://trid.trb.org/view/654931 ER - TY - SER AN - 00797165 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - MULTIPLE IMPUTATION OF MISSING BLOOD ALCOHOL CONCENTRATION (BAC) VALUES IN FATALITY ANALYSIS REPORTING SYSTEM (FARS) PY - 1998/10 SP - 4 p. AB - Alcohol involvement is a major contributing factor in the occurrence of traffic crashes. Alcohol has been found to be more prevalent in fatal crashes than in personal injury and property-damage-only crashes. The Fatality Analysis Reporting System (FARS) collects information on all fatal motor vehicle crashes that occur on public roads, if the fatality occurs within 30 days of the date of the crash. The most direct measure of a driver's or a nonoccupant's (pedestrian's or pedalcyclist's) alcohol involvement is a known BAC test result, either based on breath tests administered by police, or blood tests. BAC test results for many drivers and nonoccupants involved in fatal crashes are not known. The significant number of missing BAC values greatly inhibits the ability to describe the extent and trends of alcohol involvement in fatal crashes, to identify high-risk groups and times for targeting countermeasures, and to evaluate the effectiveness of anti-drunk driving programs. This research note describes the implementation of a new methodology that generates multiple imputations of missing Blood Alcohol Concentration values in FARS. KW - Blood alcohol levels KW - Countermeasures KW - Crash data KW - Cyclists KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - High risk drivers KW - Methodology KW - Pedestrians KW - Research KW - Traffic crash victims KW - Traffic crashes UR - http://www.nhtsa.dot.gov/people/ncsa/pdf/multimp_resnote.pdf UR - https://trid.trb.org/view/658619 ER - TY - RPRT AN - 00760572 AU - Joksch, H AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - FATALITY RISKS IN COLLISIONS BETWEEN CARS AND LIGHT TRUCKS PY - 1998/10 SP - 62 p. AB - Collisions between cars and light trucks (which include utility vehicles, pickup trucks, and vans) were studied, using data from the Fatal Accident Reporting System and the Fatality Analysis Reporting System. Tables show vehicle occupant deaths for the years 1982 through 1996, by the types of vehicles colliding. Tables further disaggregated by impact points on the vehicles are available from the National Highway Traffic Safety Administration (NHTSA) in electronic form. Ratios of driver deaths in colliding vehicles were studied. In collisions between cars, the fatality ratio varies by 1:10 if the weight ratio of the cars varies by 1:2. If a car is struck in the left side by another car, the death ratio for its driver is five times higher than if it were struck in the front. If struck by a light truck, the fatality ratio for a car driver is roughly double that if struck at the same side by a car of a similar weight as the truck. These figures must be interpreted with caution, because they could be influenced by confounding factors that could not be controlled. KW - Automobiles KW - Crashes KW - Fatal Accident Reporting System KW - Fatalities KW - Fatality Analysis Reporting System KW - Frontal crashes KW - Light trucks KW - Pickup trucks KW - Risk analysis KW - Side crashes KW - Utility vehicles KW - Vans KW - Vehicle weight UR - http://ntl.bts.gov/lib/21000/21700/21742/PB99137820.pdf UR - https://trid.trb.org/view/496312 ER - TY - CONF AN - 00788271 AU - SEYER, K TERRELL AU - National Highway Safety Advisory Committee TI - DEVELOPMENT AND BENEFITS OF A HARMONISED DYNAMIC SIDE IMPACT STANDARD PY - 1998/10 IS - DOT HS 808 759 SP - p. 1696-707 AB - This paper reviews the differences between the US and European regulations and describes the results of the Australian Federal Office of Road Safety's research program to propose a harmonised dynamic side impact standard that combines the better features of the US and European regulations and using the BioSID dummy. The paper also includes a Harm reduction analysis showing the likely benefits of the proposed harmonised standard over the US and European regulations. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Development KW - Development KW - Dummies KW - Impact test (veh) KW - Impact tests KW - International KW - International KW - Mathematical analysis KW - Side crashes KW - Side impact KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650068 ER - TY - CONF AN - 00788278 AU - FRIEDMAN, D FREIDMAN AU - National Highway Safety Advisory Committee TI - UPPER INTERIOR HEAD, FACE AND NECK INJURY EXPERIMENTS PY - 1998/10 IS - DOT HS 808 759 SP - p. 1772-7 AB - Head, face and neck (HFN) injuries associated with upper interior contacts account for a large percentage of all serious to fatal injuries annually. In the past, many of these injuries were the result of unrestrained occupants in rollovers and side impacts. Mandatory belt use laws have helped keep the head and torso inside the vehicle, but HFN injuries in side and rollover accidents persist. Regulatory actions for side and rollover protection deal with torso injuries but head injuries have been addressed only by upper interior padding. An analytical effort to understand rollover injuries, using the field accident data of the NASS files and residual headroom as an indicator, was reported by the authors at the 1996 ESV conference in Melbourne, Australia. This work led to a revised theory of rollover head, face and neck (HFN) injury mechanisms and their relationship to, for example, roof crush, headroom, restraint excursion, padding, glazing and vehicle geometry. In an effort to investigate both the original claims and the revised theory, some additional analyses were conducted and a series of experiments were devised. This paper briefly summarizes the previous work, describes further analyses and experimentally identifies the low crash severity, roof crush, padding and restraint relationship to HFN injury, through physical, computer, and volunteer occupant tests. The conclusion is that a causal relationship exists between HFN injury and occupant protection system design and performance (including, for example, roof intrusion, vehicle geometry, headroom, restraint excursion, glazing, upper interior padding in combination). (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Dummies KW - Face KW - Face (human) KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Interior (veh) KW - Overturning KW - Overturning (veh) KW - Vehicle compartments KW - Vehicle interiors KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650075 ER - TY - CONF AN - 00788285 AU - UENO, M HARIGAE AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF MOVING DEFORMABLE BARRIER IN JAPAN - PART 2 PY - 1998/10 IS - DOT HS 808 759 SP - p. 1827-34 AB - The reduction of occupant injury to side collision is a major subject worldwide. Extensive research into this subject is now being carried out, mainly in the US, Europe and Japan. As a result, vigorous discussion has come out during various types of international conferences promoting international conformity such as WP29/GRSP, ISO and ESV International Conference. However, international harmonization of test method has not yet been attained. The use method and European-Japanese methods are different in Moving Deformable Barrier (MDB), the dummy and the injury criteria. Japanese developed barriers are made mainly of an aluminum honeycombe structure and proved to be of high repeatability in the calibration tests which are the test procedure for Japanese Safety Standard scheduled to be issued on October 1998. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Deformation KW - Deformation KW - Development KW - Development KW - Impact test (veh) KW - Impact tests KW - International KW - International KW - Japan KW - Japan KW - Side crashes KW - Side impact KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650082 ER - TY - CONF AN - 00788296 AU - MANNING, P WALLACE AU - National Highway Safety Advisory Committee TI - DYNAMIC RESPONSE AND INJURY MECHANISM IN THE HUMAN FOOT AND ANKLE AND AN ANALYSIS OF DUMMY BIOFIDELITY PY - 1998/10 IS - DOT HS 808 759 SP - p. 1960-98 AB - Lower leg injuries are the most frequent severe injury (AIS/3) to car occupants resulting from frontal impacts. Consequently it is important to be able to detect and quantify the risk of these injuries from car impact tests. The need for a more biofidelic instrumented lower leg and the development of well-founded injury criteria has been clearly identified. At present there are insufficient biomechanical data available to aid the design and construction of such a dummy leg or to define injury risk criteria. Three phases of a research rogramme are reported. In phase one, a driving simulator trial was carried out using 24 subjects to investigate the positioning and bracing of the driver's lower leg prior to an emergecy-braking event. In the second phase of the work, low energy impact tests have been carried out on post mortem human surrogate (PMHS) legs and volunteers. Comparative tests were performed on existing Hybrid III and GM/FTSS dummy feet/ankles. A new method to generate an Achilles force is reported which has been used to enable studies to be carried out into the effect of bracing by plantar flexion, such as emergency braking. Dynamic tests were based on the EEVC foot certification test procedure. The programme included tests to produce inversion and eversion. Additional toe impact tests were performed to assess lower leg behaviour with pre-impact bracing, allowing for future comparisons with the ALEx leg. Difficulties inherent in the interpretation of PMHS testing are reviewed and comparisons between tests on PMHS subjects and human volunteers are presented. The final part of the paper reports the findings of an in-depth retrospective accident analysis based on data in the UK Co-operative Crash Injury Study database. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cadaver KW - Cadavers KW - Dummies KW - Dynamics KW - Dynamics KW - Foot KW - Foot (not a measure) KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Mathematical analysis UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650093 ER - TY - CONF AN - 00788303 AU - HERBST, B FORREST AU - National Highway Safety Advisory Committee TI - FIDELITY OF ANTHROPOMETRIC TEST DUMMY NECKS IN ROLLOVER ACCIDENTS PY - 1998/10 IS - DOT HS 808 759 SP - p. 2093-7 AB - Rollover accidents pose a serious cost to society, while they account for 10% of all passenger car accidents they cause about 20% of Harm (Harm is defined as the sum of all injured people each weighted in proportion to the outcome, as represented by the cost of the person's most severe injury). This is primarily due to serious head and neck injuries resulting in permanent disability or death. The literature regarding neck injury in rollovers can be divided into two groups, one that attributes neck injury to significant roof crush and the vertical excursion due to the vehicle belt system. The other who subscribes to the "diving injury" and "torso augmentation" theory and conclude that roof crush is inconsequential. The Hybrid-III test dummy has been used in rollover and drop tests to support this conclusion. This paper will show that the Hybrid-III head and neck complex is significantly stiffer and less flexible than the human neck. This lack of biofidelity means that the Hybrid-III neck cannot provide meaningful data in rollover environments. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Dummies KW - Overturning KW - Overturning (veh) KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650100 ER - TY - CONF AN - 00788310 AU - MATSUI, Y ISHIKAWA AU - National Highway Safety Advisory Committee TI - VALIDATION OF PEDESTRIAN UPPER LEGFORM IMPACT TEST - RECONSTRUCTION OF PEDESTRIAN ACCIDENTS PY - 1998/10 IS - DOT HS 808 759 SP - p. 2152-67 AB - EEVC/WG10 proposed three component pedestrain subsystem tests. Euro-NCAP pedestrian tests have been conducted according to these procedures. The results from Euro-NCAP indicate that the upper legform impact test has the most difficulty fulfilling the current injury criteria. However, the number of severe injuries from impact against the bonnet leading edge has been decreasing recently. The objective of this research is to validate the test conditions and injury criteria of the EEVC upper legform impact test from accident analyses, impact tests with production cars and accident reconstruction tests. The top four factors affecting the injury risk of the femur/pelvis were the bonnet leading edge height, the pedestrian age, the vehicle registration year, and the bumper lead. The fracture of lower leg also affected the significance of the upper leg injury. The Weibull cumulative frequency curve was obtained as a biomechanical injury risk curve from accident reconstruction tests. At the 50 percentile injury risk level, 7.5 kN for impact force and 510 Nm for bending moment were obtained. The current injury criteria of 4 kN for impact force and 220 Nm for bending moment are too severe, It is necessary to reconsider the injury criteria and test conditions of the EEVC pedestrian upper legform impact test. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Bonnet (car) KW - Bumper KW - Bumpers KW - Crash reconstruction KW - Hoods KW - Impact studies KW - Impact study KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Mathematical analysis KW - Pedestrian KW - Pedestrians KW - Reconstruction (accid) KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650107 ER - TY - CONF AN - 00788322 AU - OTUBUSHIN, A GREEN AU - National Highway Safety Advisory Committee TI - AN ANALYTICAL ASSESSMENT OF PEDESTRIAN HEAD IMPACT PROTECTION PY - 1998/10 IS - DOT HS 808 759 SP - p. 2331-43 AB - In car-to-pedestrian collisions the lower limbs are usually struck first and the pedestrian's head arcs downward to strike the bonnet (hood) surface. Approximately 60% of pedestrian head strikes to vehicle front structures are to the bonnet, often supported by underlying reinforcement and engine bay structures. Pedestrian-friendly engine bay packaging and bonnet design has the potential to reduce the severity of the resulting head injuries. In order to achieve this aim, the important criteria for good pedestrian protection must be identified by understanding the physics of the impact and through impact testing. Much can still be learned from the protection levels offered by current vehicles especially in the bonnet regions where low Head Injury Critieria (HIC) are recorded during a headform impact. In this paper the results of 70 headform impacts to the bonnets of seven European vehicles are examined. The vehicles represent the current European population and the tests were part of a series commissioned by ACEA (European Automotive Manufacturers Association). The effect of reinforcement and hard contact are described and the general principles of good structural design are given. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Evaluation (assessment) KW - Evaluation and assessment KW - Head KW - Head KW - Injuries KW - Injury KW - Mathematical analysis KW - Pedestrian KW - Pedestrians KW - Prevention KW - Prevention KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650118 ER - TY - CONF AN - 00788329 AU - CASE, M GRIFFITHS AU - National Highway Safety Advisory Committee TI - INTERNATIONAL NCAP PROGRAMS IN REVIEW PY - 1998/10 IS - DOT HS 808 759 SP - p. 2412-9 AB - This paper summarises recent international NCAP programs and results. New Car Assessment Programs (NCAPs) are now running on four continents - Australia, United States, Japan and Europe. All use one or both of the standardised 56 km/h full frontal and the 64 km/h offset with deformable barrier tests. Australian NCAP (ANCAP) commenced in 1992 and has now tested over 60 models. ANCAP has recognised the global nature of the car manufacturing industry and has developed the testing program to align with existing consumer crash testing programs operating overseas and to suit the types of crashes resulting in fatalities and serious injuries in Australia. In the last few years NCAP programs have started in Europe and Japan and both include pedestrian impact tests that are not yet conducted in Australia. Side impact crash standards have been introduced in the US, Europe and in Australia. Pedestrian impact standards are under development in a number of countires. ANCAP intends to introduce a side impact test program in the near future. Other NCAPs are also looking at enhancements to programs and possible future directions. For instance, research has begun in the US on a dynamic test that will provide a reliable measure of a vehicle's rollover susceptibility. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Automobiles KW - Car KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact test (veh) KW - Impact tests KW - International KW - International KW - Safety KW - Safety KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650125 ER - TY - CONF AN - 00788336 AU - COXON, CGM HURNALL AU - National Highway Safety Advisory Committee TI - IMPROVEMENTS IN NCAP RESULTS FOR AUSTRALIAN VEHICLES PY - 1998/10 IS - DOT HS 808 759 SP - p. 2484-9 AB - Since 1993 Australian NCAP has been crash testing vehicles and publishing results to provide new vehicle consumers, when making a purchasing decision, independent advice on occupant protection. During the life of the program there have been significant improvements in the occupant safety performance of some vehicles while other models have shown only small improvements. This paper reviews the performance of those vehicles crash tested in the Australian NCAP (ANCAP), highlighting models that have shown significant improvements in performance. An analysis of crash test data, known changes to vehicle specification and change in price for the vehicle, is undertaken to review the improvements in occupant protection offered and any associated increase in costs. In 1997 Australian NCAP calculated an expected community benefit to cost ratio of 3.3 for improvements in occupant protection in passenger cars. This was based on assumptions contained in earlier work including an estimated increase in cost of $200 per vehicle for improvements in occupant protection and the expected reduction in social costs of crashes. This analysis is reviewed in light of the actual improvements in occupant protection in the new car fleet since the start of NCAP in Australia. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Australia KW - Australia KW - Automobiles KW - Car KW - Evaluation (assessment) KW - Evaluation and assessment KW - Improvement KW - Improvements KW - Safety KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650132 ER - TY - CONF AN - 00788274 AU - BOHMAN, K HAALAND AU - National Highway Safety Advisory Committee TI - REDUCTION OF HEAD ROTATIONAL MOTIONS IN SIDE IMPACTS DUE TO THE INFLATABLE CURTAIN - A WAY TO BRING DOWN THE RISK OF DIFFUSE BRAIN INJURY PY - 1998/10 IS - DOT HS 808 759 SP - p. 1720-6 AB - Diffuse brain injuries are very common in side impacts, accounting for more than half of the injuries to the head. These injuries are often sustained in less severe side impacts. An English investigation has shown that diffuse brain injuries often originate from interior contacts, most frequently with the side window. They are believed to be mainly caused by quick head rotational motions. This paper describes a test method using a Hybrid III dummy head in a wire pendulum. The head impacts a simulated side window or an inflatable device, called the Inflatable Curtain (IC), in front of the window, at different speeds, and at different impact angles. The inflated IC has a thickness of around 70 mm and an internal (over) pressure of 1.5 bar. The head was instrumented with a three axis accelerometer as well as an angular velocity sensor measuring about the vertical (z) axis. The angular acceleration was calculated. The head impact speeds ranged up to 7 m/s, a speed at which the Inflatable Curtain barely bottoms out. The recorded data for linear acceleration, angular acceleration and angular velocity were compared with corresponding threshold values found in the literature. It was concluded that the Inflatable Curtain has the potential to substantially decrease the risk of sustaining diffuse brain injuries. The IC reduced the maximum linear acceleration and HIC up to 70% and the peak angular acceleration up to 70%, depending on the contact angle between the head and the IC. The peak angular velocity was reduced up to 30%. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Brain KW - Brain KW - Dummies KW - Head KW - Head KW - Injuries KW - Injury KW - Mathematical analysis KW - Prevention KW - Prevention KW - Side crashes KW - Side impact KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650071 ER - TY - CONF AN - 00788275 AU - RANDA RADWAN SAMAHA MOLIN, L N AU - National Highway Safety Advisory Committee TI - COMPARATIVE PERFORMANCE TESTING OF PASSENGER CARS RELATIVE TO FMVSS 214 AND THE EU 96/27/EC SIDE IMPACT REGULATIONS: PHASE 1 PY - 1998/10 IS - DOT HS 808 759 SP - p. 1727-59 AB - Based on a long recognized need, the National Highway Traffic Safety Administration (NHTSA) has begun to reexamine the potential for international harmonization of side impact requirements. To this end NHTSA, as directed by the US Congress, has recently submitted a report to the Congress on the agency plans for achieving harmonization of the US and European side impact regulations. The first phase of this plan involves crash testing vehicles compliant to FMVSS 214 to the European Union side impact directive 96/27/EC. This paper presents the results to date of this research. The level of safety performance of the vehicles based on the injury measures of the European and US side impact regulations is assessed. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - International KW - International KW - Mathematical analysis KW - Side crashes KW - Side impact KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650072 ER - TY - CONF AN - 00788289 AU - KHADILKAR, A V AU - National Highway Safety Advisory Committee TI - APPLICATION OF A COMPUTER MODEL AS AN ENGINEERING TOOL FOR EVALUATING SIDE IMPACT DESIGN REQUIREMENTS FOR CHILDREN AND SMALL ADULTS PY - 1998/10 IS - DOT HS 808 759 SP - p. 1868-88 AB - This paper describes a computer modeling system and its application in evaluating several vehicle designs for side impact protection of children and small adults. An analytical study was undertaken to investigate the problem of protecting small vehicle occupants in side impacts. Because the vast majority of the side impact research to date has focused on the 50th percentile adult male, design insights for small and very large occupant sizes are sorely lacking. The main objective for the current study was to evaluate the side impact design requirements for the smaller occupant sizes. A secondary objective was to evaluate the performance of candidate designs for the very large occupant population, represented by the 95th percentile adult male. A computer modeling system, SIFEM, was used to simulate the impact event and to evaluate the vehicle design concepts of interest. The design concepts included: interior padding, a hip restraint device and an airbag system. Data from selected side impact tests were first used to validate the model then extrapolations were made to the crash condition, occupant sizes, and vehicle designs of interest. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Child KW - Children KW - Dimension KW - Evaluation (assessment) KW - Evaluation and assessment KW - Manual safety belts KW - Safety belt KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Size KW - Vehicle occupant KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650086 ER - TY - CONF AN - 00788292 AU - HAPPEE, R VAN HAASTER AU - National Highway Safety Advisory Committee TI - OPTIMISATION OF VEHICLE PASSIVE SAFETY FOR OCCUPANTS WITH VARYING ANTHROPOMETRY PY - 1998/10 IS - DOT HS 808 759 SP - p. 1919-24 AB - A method has been developed to generate models representing subjects of varying anthropometry. This method has been applied to crash-dummy models, and will in the future also be applied to human body models. The first step of the method is to generate a set of target anthropometry parameters from a relevant population. The second step is to scale an existing model towards the desired anthropometry. Different scaling factors are being applied for the different body parts and dimensions. These factors are used to derive body dimensions, mass and inertia properties, joint resistance and contract resistance parameters. For this study on adult subjects it has been assumed that material properties are invariant with subject size. Quasi-static simulations were performed to confirm that the resulting stiffness of complete body parts obey the scaling rules applied to the model components. The design of a vehicle has been evaluated with respect to passive safety for a wide range of occupant sizes. Starting point was a set of validated frontal impact simulations including Hybrid III dummies. These simulations were repeated with occupant models of varying size and weight. The model setup for the frontal impact simulation was similar to the model used in the study of Michaelsen, 1997. The frontal impact simulations have shown a wide range of results for the different types of occupant. Due to different seat positions and body proportions the injury parameters exceed the range of results found for standard dummies. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Development KW - Development KW - Dimension KW - Dummies KW - Mathematical analysis KW - Optimization KW - Optimum KW - Optimum KW - Passive restraint systems KW - Passive safety system KW - Simulation KW - Simulation KW - Size KW - Vehicle occupant KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650089 ER - TY - CONF AN - 00788306 AU - MIZUNO, Y AU - National Highway Safety Advisory Committee TI - INTERNATIONAL HARMONIZED RESEARCH ACTIVITIES (IHRA) STATUS REPORT OF THE PEDESTRIAN SAFETY WORKING GROUP PY - 1998/10 IS - DOT HS 808 759 SP - p. 2120-1 AB - The ESV/IHRA Project was introduced at the ESV held in Melbourne, May 1996. Also at the meeting, the leading country for each project was announced, whereby Japan was assigned the leading country for the research item of pedestrian safety. Japan, in response, requested ESV member countries to select their experts in pedestrian safety, and has been carrying out the assigned work with the selected experts assuming the central research role. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - International KW - International KW - Pedestrian KW - Pedestrians KW - Research project KW - Research projects KW - Safety KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650103 ER - TY - CONF AN - 00788307 AU - FORET-BRUNO, J-Y RAVERJON AU - National Highway Safety Advisory Committee TI - INJURY PATTERN OF PEDESTRIANS HIT BY CARS OF RECENT DESIGN PY - 1998/10 IS - DOT HS 808 759 SP - p. 2122-30 AB - The present studies treating the passive protection of pedestrians struck by passenger cars are based on accident study files dating back 10 to 15 years, However, the design of these cars has considerably changed since these enquiries and it may be supposed that the new profile of cars which characterise the present-day parc have an influence on the kinematics of the pedestrians, and also, clearly, on the frequency of lesions to the different parts of the body. The aim of this new study is therefore: to obtain a more up-to-date picture of the real-world crashes by analyzing collisions which involved cars designed recently (marketed after 1989); to compare this survey to the similar one conducted by the LAB at the end of the 1970's to assess the injury risk evolution. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Design KW - Design (overall design) KW - France KW - France KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Mathematical analysis KW - Pedestrian KW - Pedestrians UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650104 ER - TY - CONF AN - 00788325 AU - KEBSCHULL, S A AU - National Highway Safety Advisory Committee TI - INJURY RISK/BENEFIT ANALYSIS OF MOTORCYCLIST PROTECTIVE DEVICES USING COMPUTER SIMULATION AND ISO 13232 PY - 1998/10 IS - DOT HS 808 759 SP - p. 2357-74 AB - International Standard 13232 provides common research methods for assessing the feasibility of proposed protective devices which might be fitted to motorcycles. This paper reviews the Part 7 computer simulation requirements of the Standard; and applies the simulation to an example injury risk/benefit analysis (Part 5) of a proposed UKDS motorcycle leg protector device. Overall, the computer simulation and injury risk/benefit analysis portions of the Standard were found to be practical and feasible. The analysis of the UKDS leg protector indicated that a motorcycle equipped with this device increases total injury costs to motorcycle riders in impacts with passenger cars, and therefore should not be fitted to motorcycles. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Mathematical analysis KW - Motorcyclist KW - Motorcyclists KW - Prevention KW - Prevention KW - Simulation KW - Simulation KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650121 ER - TY - CONF AN - 00788326 AU - WITHNALL, C FOURNIER AU - National Highway Safety Advisory Committee TI - A NEW NECK FOR MOTORCYCLE CRASH TESTING PY - 1998/10 IS - DOT HS 808 759 SP - p. 2375-83 AB - A new test dummy neck has been developed specifically for motorcycle crash testing. This new neck is intended to replace the modified Hybrid III neck which is currently used with the Motorcyclist Anthropomorphic Test Device (MATD). The new neck is designed, with the aid of mathematical modeling, to address the unique posture and multi-directional biofidelity requirement of the MATD. It incorporates materials and features that are new to dummy neck design. It may be adjusted for a wide range of inclined torso angles that are typical of the large variety in motorcyclist riding postures. The performance of this neck is presented relative to established biomechanical neck data. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Mathematical model KW - Mathematical models KW - Motorcycle KW - Motorcycles KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650122 ER - TY - CONF AN - 00788340 AU - KIUCHI, T AU - National Highway Safety Advisory Committee TI - A SIMULATION STUDY ON INFLATION INDUCED INJURY AND NCAP WITH DEPOWERED AIR BAG PY - 1998/10 IS - DOT HS 808 759 SP - p. 2518-25 AB - In the United States, air bags are required in all passenger cars and light trucks. The National Highway Traffic Safety Administration (NHTSA) has estimated that almost 2,800 lives have been saved by the air bags. However, air bags designed to protect passengers have, in some situations, caused serious injuries, especially in moderate impacts. Last year, in order to reduce injuries caused by air bag inflation, NHTSA revised the requirements for FMVSS 208 unbelted testing to allow the sled test protocol as a temporary alternative to the frontal barrier vehicle crash test. It is believed that this decision will allow manufacturers to depower air bags by about 20-35 percent, decreasing aggressiveness of air bags during inflation. The NHTSA continues to use the New Car Assessment Program (NCAP) 35mph frontal barrier test as a "measure" of vehicle crashworthiness. The NCAP test report data are widely disseminated to the public as vehicle safety information. This paper evaluates the effects of air bag depowering on dummy measurements under both moderate frontal impact and severe 35mph frontal barrier impact using MADYMO simulations. These simulations suggest that the aggressiveness of the air bag deployment can be greatly reduced in moderate impacts, without compromising occupant protection performance in more severe impacts. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Improvement KW - Improvements KW - Injuries KW - Injury KW - Prevention KW - Prevention KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650136 ER - TY - CONF AN - 00788182 AU - National Highway Safety Advisory Committee TI - PROCEEDINGS OF 16TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES HELD WINDSOR, ONTARIO, CANADA, 31 MAY TO 4 JUNE 1998, VOLUMES 1-3 PY - 1998/10 IS - DOT HS 808 759 SP - 2531 p. AB - The 16th ESV Conference was held in Windsor, Ontario, Canada, May 31-June 4 1998. The proceedings include over 300 technical papers divided into eleven technical sessions: (1) Advanced frontal and offset frontal protection; (2) Intelligent transportation systems (ITS) collision avoidance systems; (3) Vehicle compatibility; (4) Truck and bus safety and fuel system integrity; (5) Advanced airbag technology; (6) Data collection, analysis and linkage; (7) Biomechanics-injury criteria and test procedures; (8) Side impact protection and upper interior head protection; (9) Biomechanics- dummy development and computer modelling; (10) Pedestrian, child restraints and motorcycle safety; (11) New car assessment programs. For abstracts of individual papers see IRRD E102515-E102580 (vol1), E103107-E103122, E103200-E103275 (vol2) and E104066-E104172 (vol3). U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident prevention KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Body (car) KW - Child KW - Children KW - Driver KW - Drivers KW - Driving KW - Driving (veh) KW - Dummies KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Manual safety belts KW - Mathematical model KW - Mathematical models KW - Motor vehicle bodies KW - Pedestrian KW - Pedestrians KW - Prevention KW - Rear end collision KW - Rear end crashes KW - Safety KW - Safety belt KW - Seat (veh) KW - Seats KW - Side crashes KW - Side impact UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/647287 ER - TY - CONF AN - 00788281 AU - Kim, Dong Seok AU - Lee, Chang Hun AU - Lee, Myung Sik AU - National Highway Safety Advisory Committee TI - VEHICLE DESIGN PARAMETER STUDY FOR SIDE IMPACTS USING FULL VEHICLE SIMULATION PY - 1998/10 IS - DOT HS 808 759 SP - p. 1798-804 AB - This paper describes a study that was conducted to determine sensitivity of several design factors for reducing injury values of occupants upon side impact using Taguchi method. The full mid-sized vehicle finite element model is used for the analysis under two different side impact standards - SINCAP and ECE-R 95. The design factors that may have major effect on side impacts were selected and L8 orthoganol array was set up for analysis. Analysis results show that strengthening the passenger compartment improve occupant protection, especially adding a pusher foam is significantly lowering the injury values in SINCAP. No single factor has major effects on rib deflection which is considered as critical occupant injury criterion in ECE-R 95. Taguchi method was found to be a useful tool, although its usage may be limited in crash analysis, for predicitng the effect of various design factors on structure. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Design KW - Design (overall design) KW - Finite element method KW - Finite element method KW - Injuries KW - Injury KW - Mathematical analysis KW - Prevention KW - Prevention KW - Side crashes KW - Side impact KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650078 ER - TY - CONF AN - 00788283 AU - SUMMERS, S YANIV AU - National Highway Safety Advisory Committee TI - ROLLOVER EJECTION MITIGATION USING AN INFLATABLE TUBULAR STRUCTURE (ITS) PY - 1998/10 IS - DOT HS 808 759 SP - p. 1811-8 AB - The National Highway Safety Administration (NHTSA) and Simula Automotive Safety Devices (ASD-Simula) are conducting a joint research program to evaluate the effectiveness of the Inflatable Tubular Structure (ITS) in mitigating ejection during rollover crashes. This research program involves full scale dynamic testing, component testing, simulation and crash case reviews. All aspects of the program will be analyzed to evaluate the safety potential for ejection mitigation. The preliminary tests show that the ITS can be highly effective in mitigating complete occupant ejection, but cannot prevent arm ejections in rollover crashes. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Ejection KW - Ejection KW - Injuries KW - Injury KW - Overturning KW - Overturning (veh) KW - Prevention KW - Prevention KW - Research project KW - Research projects KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650080 ER - TY - CONF AN - 00788298 AU - Noy, Y I AU - National Highway Safety Advisory Committee TI - PROSPECTS FOR ELECTRONIC COMPLIANCE WITH BELT FIT REQUIREMENTS PY - 1998/10 IS - DOT HS 808 759 SP - p. 2011-6 AB - The effectiveness of seat belts depends largely on the extent to which their geometric design matches the occupants' anatomical characteristics. Transport Canada research into seat belt fit requirements culminated in the design of a Belt Fit Test Device (BTD), a full-scale model representing 50th percentile Canadian adult and based on the H-Point Machine. The purpose of this study was to determine the feasibility of developing an electronic representation of the GTD that could be used by manufacturers for restraint system design and certification. The project was not fully realized due to difficulties in obtaining suitable 3-D digital representations of automobile seats. However, the study demonstrated that seat belt design can be accurately assessed for proper fit using computer models. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Design KW - Design (overall design) KW - Electronics KW - Electronics KW - Manual safety belts KW - Safety belt KW - Specification (standard) KW - Standards KW - Test KW - Tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650095 ER - TY - CONF AN - 00788300 AU - BESNAULT, B LAVASTE AU - National Highway Safety Advisory Committee TI - MORPHOMETRIC STUDY OF THE HUMAN PELVIS PY - 1998/10 IS - DOT HS 808 759 SP - p. 2065-72 AB - Finite element model analysis and numerical simulations are more and more used in the field of automobile safety. The models of anthropomorphic dummies are already developed. The following work, which is carried out both by the Laboratory of Biomechanics LBM (ENSAM) and the Laboratory of Accidentology and Biomechanics LAB (Nanteere), consists in a geometrical study of the human pelvis. This analysis, based on the Reynolds' data,, is performed to determine significant parameters for each class of pelvis. A statistical study has been performed with Student and Snedecor tests, to analyse the means and the variances of the characters. These parameters, exclusively computed distances, could be used to distort a mesh with an interpolation technique (kriging). (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Biomechanics KW - Biophysics KW - Finite element method KW - Finite element method KW - Hip KW - Hip (human) KW - Mathematical model KW - Mathematical models KW - Measurement KW - Measurement KW - Shape KW - Shape UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650097 ER - TY - CONF AN - 00788315 AU - ROGERS, N M AU - National Highway Safety Advisory Committee TI - AN OVERALL EVALUATION OF UKDS MOTORCYCLIST LEG PROTECTORS BASED ON ISO 13232 PY - 1998/10 IS - DOT HS 808 759 SP - p. 2247-59 AB - The feasibility of devices intended to protect the legs of motorcyclists in impacts has been researched for three decades; this paper reviews the prior history and presents the latest results of an overall evaluation of a UK Draft Specification (UKDS) leg protector device, based on the standardized full scale test and simulation methods of ISO 13232. International Standard 13232 (1996) was developed and internationally approved for the purpose of providing common research methods for assessing the feasibility of protective devices which might be fitted to motorcycles and which are intended to reduce injuries to riders resulting from car impacts. A prototype UKDS device designed by the UK Transport Research Laboratory in 1990 was evaluated by means of 14 full scale crash tests with an instrumented MATD dummy; and 200 computer simulations representing 501 Los Angeles and Hannover accidents. The simulations were calibrated in detail against 32 instrumented laboratory tests and the 14 full scale tests. Results in terms of standardized injury analysis and risk/benefit analysis across the tests and simulated accident sample are presented, and conclusions and recommendations are discussed. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Evaluation (assessment) KW - Evaluation and assessment KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Motorcyclist KW - Motorcyclists KW - Prevention KW - Prevention KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650112 ER - TY - CONF AN - 00788318 AU - CLEMO, K C AU - National Highway Safety Advisory Committee TI - THE PRACTICALITIES OF PEDESTRIAN PROTECTION PY - 1998/10 IS - DOT HS 808 759 SP - p. 2293-305 AB - In 1991, Working Group10 of the European Experimental Vehicles Committee (EEVC) published a set of test requirements to address pedestrian impacts against car fronts. These consisted of component tests simulating impact by the lower leg and knee joint against the bumper, the upper leg and hip against the bonnet leading edge, and child and adult heads against the bonnet top. Since then, these requirements have been set out in a draft EC Directive, which may become part of the type-approval requirements for passenger cars sold in the European Union. The same test specification already forms part of the safety assessment of selected vehicles under the Euro-NCAP initiative. For both these reasons, manufacturers are paying close attention to the performance of their vehicles in these tests. MIRA has carried out many tests to the EEVC WG10 specification, and experience to date shows that existing models fall well short of meeting these requirements. It appears that cars will need to undergo profound changes in design to meet the required standard. This paper details the engineering problems associated with achieving standards set out in the Directive in a variety of car types, and the other aspects of vehicle design which will be affected. Some possible design strategies are also outlined. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Design KW - Design (overall design) KW - Europe KW - Europe KW - Injuries KW - Injury KW - Legislation KW - Legislation KW - Pedestrian KW - Pedestrians KW - Prevention KW - Prevention KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650114 ER - TY - CONF AN - 00788333 AU - GULDE, A WECH AU - National Highway Safety Advisory Committee TI - OBJECTIVES AND EXPERIENCE OF PUBLISHING CRASH-TESTS RESULTS IN A EUROPEAN MAGAZINE PY - 1998/10 IS - DOT HS 808 759 SP - p. 2454-61 AB - Since 1990, "auto motor und sport" has published the results of over 70 crash tests. All tests were carried out under extremely realistic conditions with the aid of the TUEV Sueddeutschland ECV system. The main advantage of this system is that the test vehicles are driven under their own engine power. A 50% offset collision into a 15 degree angled solid barrier at a speed of 55 kph was selected as the test configuration. This has allowed conclusions to be drawn concerning the behaviour of the restraint system and of the vehicle structure. Since the test conditions were maintained exceptionally accurately during the series, developments and tendencies could be drawn from the data. The following tendencies could clearly be seen from the database: the stiffness of the occupant compartment has increased; restraint systems have become noticeably more efficient; the pattern of injury has changed, with injuries of the lower extremities now becoming more important. The series of published crash tests has therefore significantly contributed to turn the attention of the car driver towards vehicle passive safety. In the future the problem of compatibility will increasingly be taken into consideration in the area of personal safety. Vehicle-vehicle crash tests, which have also been presented for publication, have contributed to clarifying some of these issues. These publications may also lead to further objective conclusions. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact test (veh) KW - Impact tests KW - Printed publicity KW - Printed publicity KW - Safety KW - Safety KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650129 ER - TY - CONF AN - 00788335 AU - COXON, CGM HURNALL AU - National Highway Safety Advisory Committee TI - FUTURE DIRECTIONS FOR AUSTRALIAN NCAP PY - 1998/10 IS - DOT HS 808 759 SP - p. 2479-83 AB - Consumer research shows new car buyers want to consider vehicle safety before making a vehicle purchase decision. Vehicle safety practitioners can consider additional factors than the minimum standards set by regulations. These additional safety factors must be relevant to the requirements of an increasingly educated customer who has access to a wide range of safety data including that available on the Internet. To maintain relevance, Australian NCAP (ANCAP) must react to new customer issues, such as changes in new vehicle regulations, improvements in crash performance of cars in certain types of crashes, and the types of road crashes that contribute to road trauma. ANCAP must adapt to change and improve published material. It must add relevant tests that research shows contributes to improved occupant protection against vehicle crash injury. This paper also considers the future of Australian NCAP and the relevance to consumers of including car to car test, European side impact test, American side impact test, pedestrian impacts, and rollover tests. Vehicle manufacturers' criticisms of ANCAP are similar to those of other international NCAP groups and some responses are given. Consumers are asking for relevant product safety information to make an informed vehicle selection choice. ANCAP information must adapt and change to meet these changing consumer demands. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Australia KW - Australia KW - Automobiles KW - Car KW - Evaluation (assessment) KW - Evaluation and assessment KW - International KW - International KW - Safety KW - Safety KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650131 ER - TY - CONF AN - 00788270 AU - DE COO, PJA ROBERTS AU - National Highway Safety Advisory Committee TI - TEST METHODS FOR EVALUATING AND COMPARING THE PERFORMANCE OF SIDE IMPACT BARRIER FACES PY - 1998/10 IS - DOT HS 808 759 SP - p. 1688-95 AB - Side-impact safety of passenger cars is assessed in Europe in a full-scale test using a moving barrier. The front of this barrier is deformable and represents the stiffness of an 'average' car. The EU Directive 96/27/EC on side impact protection has adopted the EEVC Side Impact Test Procedure, including the original performance specification for the barrier face when impacting a flat dynamometric rigid wall. The requirements of the deformable barrier face, as laid down in the Directive, are related to geometrical characteristics, deformation characteristics and energy dissipation figures. Due to these limited requirements, many variations are possible in designing a deformable barrier face. As a result, several barrier face designs are in the market. However, research institutes and car manufacturers report significant difference in test results when using these different devices. It appears that the present approval test is not able to distinguish between the different designs that may perform differently when they impact real vehicles. Therefore, EEVC Working Group 13 has developed a number of tests to evaluate the different designs. In these tests the barrier faces are loaded and deformed in a specific and/or more representative way. Barrier faces of different design have been evaluated. In the paper the set-up and the reasoning behind the tests is presented. Results showing specific differences in performance are demonstrated. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact test (veh) KW - Impact tests KW - Side crashes KW - Side impact KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650067 ER - TY - CONF AN - 00788272 AU - IGARASHI, T EHAMA AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF SIDE IMPACT AIR BAG SYSTEM FOR HEAD CHEST PROTECTION PY - 1998/10 IS - DOT HS 808 759 SP - p. 1708-12 AB - Most of the Side Impact Air Bag systems in the current market are designed to protect the thorax area only. The new Head and Thorax SRS Side Impact Air Bag system, which Nissan recently introduced into the market., was designed to help provide additional protection for the head in certain side impacts. The system may help protect occupant head contacts when the vehicle collides into a tree, or the high hood of a large striking vehicle. This paper introduces the additional features and function of the new Head and Thorax SRS Side Impact Air Bag system, and some evaluation results in laboratory testing. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Development KW - Development KW - Head KW - Head KW - Side crashes KW - Side impact KW - Thorax KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650069 ER - TY - CONF AN - 00788277 AU - BRAMBILA, L KALLINA AU - National Highway Safety Advisory Committee TI - THE WINDOWBAG: AN INNOVATION IN SIDE IMPACT PROTECTION PY - 1998/10 IS - DOT HS 808 759 SP - p. 1768-71 AB - Side air bags offer an additional protection to the occupant on the struck side. The structural behavior of the car, the interior door, and side wall trim all play a major role to enhance occupant safety in the variety of side impact collisions on the road. For individuals fatally injured in sideimpact collisions, the head region shows the largest percentage of injury - 58%, because of the large movement of the head resulting in massive contacts with vehicle or intruding parts. Furthermore, 48% of side impacts involving fatalities were single vehicle collisions into a pole or tree. To reduce the likelihood of severe or fatal injuries in these types of crashes, Daimler-Benz has developed with Autoliv Corporation a unique head protection system which is called the Window Bag. A new additional airbag system will provide enhanced protection in side impact collisions. The so-called Window Bag will be installed in some Mercedes cars beginning with the E-Class Sedan for the MY99 and in the new S-Class. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Prevention KW - Prevention KW - Side crashes KW - Side impact UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650074 ER - TY - CONF AN - 00788279 AU - BLOCH, B AU - National Highway Safety Advisory Committee TI - ADVANCED DESIGNS FOR SIDE IMPACT AND ROLLOVER PROTECTION PY - 1998/10 IS - DOT HS 808 759 SP - p. 1778-92 AB - Every year in the US about 8,000 fatalities occur in side impacts, and about 9,500 fatalities occur in vehicle rollovers. Severe head trauma and spinal cord injuries are the prevalent traumatic injuries that are directly related to the extent of inward crushing or intrusion into the occupant's "survival space" and to the rigidity and shape of interior edges and surfaces. Based on accident evaluations and assessment of available technologies, there are feasible and practical advanced design features for vehicle bodies and interiors that can concurrently enhance both side-impact protection and rollover roof-integrity protection|: strengthened vehicle body; strengthened doors; multi-layer laminated floorpans; roof tubular members; wrap-around stronger seats; energy-absorbent closed-cell padding; side airbags and side window glass-plastic glazing. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Injuries KW - Injury KW - Overturning KW - Overturning (veh) KW - Prevention KW - Prevention KW - Side crashes KW - Side impact KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650076 ER - TY - CONF AN - 00788302 AU - LAWSON, A R AU - National Highway Safety Advisory Committee TI - FINITE ELEMENT MODELLING OF BLUNT OR NON-CONTACT HEAD INJURIES PY - 1998/10 IS - DOT HS 808 759 SP - p. 2080-92 AB - At present the injury that the human head is subjected to is predicted by the Head Injury Criterion (HIC). This criterion is inadequate as it is not based upon a thorough understanding of the underlying head injury mechanisms. The important blunt or non-contact head injury mechanisms are diffuse axonal injury, bridging vein disruption and surface contract contusions. They are the result of the relative motion of the brain and skull. Tissue failure criteria are developed for these injury mechanisms so that head injury tolerance curves can be developed. Validated finite element models are used to determine the biomechanics of head injury and develop head injury tolerance curves. The severity of head injury is related to the magnitude, direction and pulse duration of both translational and rotational head acceleration. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Biomechanics KW - Biophysics KW - Brain KW - Brain KW - Finite element method KW - Finite element method KW - Head KW - Head KW - Injuries KW - Injury KW - Mathematical model KW - Mathematical models UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650099 ER - TY - CONF AN - 00788304 AU - HAPPEE, R KANT AU - National Highway Safety Advisory Committee TI - THE LOAD PATH FROM UPPER LEGS TO CHEST IN THE HYBRID III DUMMY; EXPERIMENTS AND SIMULATIONS PY - 1998/10 IS - DOT HS 808 759 SP - p. 2098-106 AB - It has been shown that the design of the Hybrid III dummy's hip joint can cause abnormally high spikes in the chest accelerations. These spikes are generated when the pelvis rotation is suddenly stopped by the bottoming out of the hip joint. This creates large lumbar shear and tension forces which act to resist forward movement of the dummy's chest. This problem has partly been resolved by the introduction of "modified femurs". However, even with modified femurs, high peaks have still been observed in chest accelerations of some front barrier crashes. In order to analyze the load path from upper legs to chest, dynamic experiments have been performed on the hip joint (with modified femurs and with standard femurs), on the isolated lumbar spine and on a partial dummy consisting of upper legs, torso, neck and head. These tests have been used to significantly improve an existing model of the dummy. In the hip joint, a considerable rate-dependency was found and the adjustment of hip friction was found to be an important factor. For different lumbar spines from the same manufacturer, major differences in response were found. These differences between dummy parts are a concern for reproducibility of full dummy tests. A sensitivity analysis showed that such dummy related factors lead to variations in the order of 2-8% for peak chest acceleration and chest deflection, but lead to much larger variations in lumbar loads. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Dummies KW - Load KW - Loads KW - Mathematical analysis KW - Sensitivity KW - Sensitivity KW - Simulation KW - Simulation KW - Spinal column KW - Spinal column KW - Test KW - Tests UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650101 ER - TY - CONF AN - 00788311 AU - MAROUS, J R AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF A NON-FRANGIBLE PEDESTRIAN LEGFORM IMPACTOR PY - 1998/10 IS - 00261137 SP - p. 2168-76 AB - The current effort focuses on developing a legform impactor subsystem to comply with the ISO standards. It is also the intention of this project to eliminate the necessity of using plastically deformable elements. This system is constructed with non-frangible knee elements and cylindrical segments representing the tibial and femoral components. Dynamic deformation of the legform subsystem is separated into isolated bending and shearing responses which can be directly measured. Bending is controlled by a clutch type mechanism which can be easily adjusted for calibration and certification purposes. The shearing characteristics of the legform are defined by viscoelastic elements which allow media/lateral translation of the lower leg segment relative to the upper leg. Bench testing has proven that this mechanism is a viable alternative to the current legform impactor designs which use frangible knee elements. Details concerning the design development,. calibration results and practical testing are included in this paper. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Development KW - Development KW - Impact test (veh) KW - Impact tests KW - Leg KW - Leg (human) KW - Pedestrian KW - Pedestrians KW - Prototype KW - Prototypes KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650108 ER - TY - CONF AN - 00788313 AU - BERG, F A AU - National Highway Safety Advisory Committee TI - ANALYSIS OF THE PASSIVE SAFETY OF MOTORCYCLES USING ACCIDENT INVESTIGATIONS AND CRASH TESTS PY - 1998/10 IS - DOT HS 808 759 SP - p. 2221-36 AB - Based on information in DEKRA accident reconstruction expertises, 302 motorcycle accidents were analysed which occurred within the period 1989 to 1996 in Germany. Among them were 46 accidents involving motor scooters. The accident analysis results (eg distribution of accident types, motorcycle movement before crash, movement of the riders after the crash) are described and commented upon to supplement and update findings already published earlier in relation to actual accident occurrences involving motorcycles. In particular, there is a discussion of collision configurations and collision velocities together with the injuries of the rider (injured body parts, causes of the injuries). In addition, the collision configurations and collision velocities in accidents involving cars and motorcycles are compared with the crash test configurations described in ISO/DIS 13232. In accordance with ISO/DIS 13232, four crash tests were carried out in which motorcycles collided with the side of cars. In two tests the car was stationary before the collision; in two other tests a collision of two moving vehicles was simulated. A Hybrid III pedestrian dummy (50th percentile male) was used as the motorcycle rider. In conclusion, against the background of actual accident occurrences and the test results, the current position with regard to the passive safety of motorcycles is described and pointers given toward possibilities for improvement. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Mathematical analysis KW - Motorcycle KW - Motorcycles KW - Safety KW - Safety KW - Side crashes KW - Side impact UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650110 ER - TY - CONF AN - 00788337 AU - CHAN, H HACKNEY AU - National Highway Safety Advisory Committee TI - AN ANALYSIS OF NCAP SIDE IMPACT CRASH DATA PY - 1998/10 IS - DOT HS 808 759 SP - p. 2490-502 AB - Since 1990, the National Highway Traffic Safety Administration (NHTSA) has implemented a dynamic side impact compliance test. This compliance test, Federal Motor Vehicle Safety Standard (FMVSS) No 214, is a nearly right angle side impact in which the striking vehicle moves at 53.6 kmph into the struck vehicle. In 1997, NHTSA began testing passenger cars in side impact in the New Car Assessment Program (NCAP). In the USA NCAP side impact, the striking vehicle is towed at a 8 kmph higher speed than in the compliance test. An analysis has begun on the data from the first NCAP side impact tests, thirty-two in number. In the crashes, accelerometers were installed in the door and door frames of the struck vehicle. Using the accelerometers on the vehicle structure and in the side impact dummy, the crash event was investigated. One tool used in the investigaiton was the velocity-versus-time-diagram. First, the crush of the interior door and its relationship to the severity of the occupant injury readings was examined. A correlation was found between the single independent variable, amount of the interior door crushed by the occupant, and the Thoracic Trauma Index. Second, the data was examined to determine the extent to which the pelvis of the dummy was loaded initially before loading the torso. A weaker correlation was found between the time duration (that the pelvis was loaded before the torso) and the Thoracic Trauma Index. Finally, the effect of the two independent variables together was examined. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Automobiles KW - Car KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact test (veh) KW - Impact tests KW - Mathematical analysis KW - Safety KW - Safety KW - Side crashes KW - Side impact KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650133 ER - TY - CONF AN - 00788339 AU - LUTTER, G APPEL AU - National Highway Safety Advisory Committee TI - PHILOSOPHY AND STRATEGY OF NEW CAR ASSESSMENT PROGRAM TO RATE CRASHWORTHINESS PY - 1998/10 IS - DOT HS 808 759 SP - p. 2509-17 AB - A means of assessing the passive safety of automobiles is a desirable instrument for legislative bodies, the automobile industry, and the consumer. As opposed to the dominating motor vehicle assessment criteria, such as engine power, spaciousness, aerodynamics and consumption, there are no clear and generally accepted criteria for assessing the passive safety of cars. The proposed method of assessment combines the results of experimental safety tests, carried out according to existing legally prescribed or currently discussed testing conditions, and a biomechanical validation of the loading values determined in the test. This evaluation is carried out with the aid of risk functions which are specified for individual parts of the body by correlating the results of accident analysis with those obtained by computer simulation. The degree of conformance to the respective protection criterion thus deduced is then weighted with factors which take into account the frequency of occurrence and the severity of the accident on the basis of resulting costs. Each of the test series includes at least two frontal and one lateral crash test against a deformable barrier. The computer-aided analysis and evaluation of the simulation results enables a vehicle-specific overall safety index as well as partial and individual safety values to be determined and plotted graphically. The passive safety provided by the respective vehicle under test can be defined for specific seating positions, special types of accident, or for individual endangered parts of the body. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Automobiles KW - Car KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Evaluation (assessment) KW - Evaluation and assessment KW - Mathematical analysis KW - Safety KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650135 ER - TY - CONF AN - 00788286 AU - HEINZ, M PORSCHE AU - National Highway Safety Advisory Committee TI - THE POSIP SYSTEM - IMPROVING OCCUPANT PROTECTION IN CONVERTIBLES AND COUPES DURING SIDE IMPACTS PY - 1998/10 IS - DOT HS 808 759 SP - p. 1835-45 AB - In recent years, passive safety has been continuously improved. Legal requirements and demands regarding occupant protection in side impacts exist. A lot of reinforcements for the BIW of the cars have been constantly optimized, based on the results of static and dynamic tests. A new developed part of the occupant protection is a door-based side-airbag system combined with an energy-absorbing door, named POSIP, ie POrsche Side Impact Protection system. The side-airbag module includes a totally new 30 1 two-chamber airbag which covers a big part of the upper door area. This side airbag has been designed to reduce both the head and thorax loads also in side pole impacts. For the first time in automotive history, a standard head protection system is offered which can be installed regardless of the roof design. The POSIP system also protects the occupants of convertibles or of cars with novel roof concepts when involved in side impact pole crashes. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Design KW - Design (overall design) KW - Injuries KW - Injury KW - Prevention KW - Prevention KW - Side crashes KW - Side impact KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650083 ER - TY - CONF AN - 00788288 AU - KHADILKAR, A V AU - National Highway Safety Advisory Committee TI - ASSESSMENT OF INJURY PROTECTION PERFORMANCE OF SIDE IMPACT AIRBAGS FOR OUT-OF-POSITION AND OTHER THAN 50TH PERCENTILE ADULT MALE OCCUPANTS PY - 1998/10 IS - DOT HS 808 759 SP - p. 1858-67 AB - The recent real-world experience with the frontal airbags and their sometimes unfortunate interaction with small size adults and children led to the analytical efforts and the results reported in this paper. The focus of this paper is an analytical study investigating the side impact protection performance of side airbags in interaction with, out-of-position occupants. The study evaluates interaction of the two extreme size occupants including a 3 year old child, and a small 5th percentile adult female. The objective is to identify any potential problems with the side impact airbags in real world scenarios. To date, a considerable amount of research has been invested in developing and evaluating occupant protection systems for both frontal and side impacts. However, the majority of this research has focused on the 50th percentile adult male occupant size, who is properly seated in his seat. The current study validates the computer model using available test data and then assesses the side impact protection performance of the side airbags for the selected conditions. A computer modeling system, SIFEM, is used to simulate various side impact scenarios of interest and to evaluate several vehicle designs. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Child KW - Children KW - Dimension KW - Injuries KW - Injury KW - Prevention KW - Prevention KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Size KW - Vehicle occupant KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650085 ER - TY - CONF AN - 00788293 AU - SIEVEKA, E CRANDALL AU - National Highway Safety Advisory Committee TI - DEVELOPMENT AND APPLICATION OF A SIDE AIRBAG COMPUTER MODEL USING THE CVS/ATB MULTI-BODY DYNAMICS PROGRAM PY - 1998/10 IS - DOT HS 808 759 SP - p. 1925-35 AB - A new computer model for studying side airbag and occupant interactions was developed for the CVS/ATB multi-body dynamics program. This model employs standard CVS/ATB segment ellipsoids to represent the airbag. Bag stiffness is represented by a standard force vs. penetration contact function, however, the CVS/ATB program code was modified to allow the stiffness function to be multiplied by an additional, time dependent scaling function. This permits simple simulation of bag inflation and deflation without direct modeling of hydrodynamic bag parameters. The 5th and 50th percentile occupant models were originally obtained from the GEBOD program. These models were modified to incorporate clavicle segments. The additional shoulder freedom, permitted by extensive clavicle motion, results in significant kinematic differences between H3-type dummies and cadavers when performing side airbag tests. In the computer simulations, dummy cases are represented with a locked clavicle joint, while for cadaver cases the clavicle is permitted to move relative to the torso. This model has been exercised for a variety of potential occupant seating positions and has proven effective in distinguishing differences in load and kinematics. This in turn has helped guide the choices made for laboratory experiments such that testing efficiency is maximized. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Analysis (math) KW - Development KW - Development KW - Dynamics KW - Dynamics KW - Mathematical analysis KW - Mathematical model KW - Mathematical models KW - Side crashes KW - Side impact KW - Simulation KW - Simulation KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650090 ER - TY - CONF AN - 00788295 AU - SHIMAMOTO, N TANAKA AU - National Highway Safety Advisory Committee TI - DEVELOPING EXPERIMENTAL CERVICAL DUMMY MODELS FOR TESTING LOW-SPEED REAR-END COLLISIONS PY - 1998/10 IS - DOT HS 808 759 SP - p. 1954-9 AB - In recent years, many studies have been made in the biomechanical and other fields, on, "whiplash" or cervical vertical sprain which is on type of injury sustained by vehicle occupants in low-speed rear-end collisions. This paper describes a cervical analysis of whiplash occurring in the lower rear-end collision. In particular, it describes the use of a more humanized biomechanical cervical model to analyze cervical behavior in low rear-end collisions. The results of tests with this model were verified on the TRID-II Neck and the Hybrid-III Neck models. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Development KW - Development KW - Dummies KW - Injuries KW - Injury KW - Mathematical analysis KW - Rear end collision KW - Rear end crashes KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650092 ER - TY - CONF AN - 00788297 AU - RANGARAJAN, N WHITE AU - National Highway Safety Advisory Committee TI - DESIGN AND PERFORMANCE OF THE THOR ADVANCED FRONTAL CRASH TEST DUMMY THORAX AND ABDOMEN ASSEMBLIES PY - 1998/10 IS - DOT HS 808 759 SP - p. 1999-2010 AB - In May 1994, GESAC was awarded a contract to design an advanced frontal crash test dummy which has been named THOR. This paper describes the results of an intensive two-year effort to develop the design criteria, design, and test the thorax and abdomen of THOR and its associated instrumentation. The paper describes refinement of thoracic anthropometry, design of a realistic belt to shoulder interface, refinements in rib bonding procedures leading to greatly improved durability, design of a posture adjustment system, development of a new 3-D chest deflection measurement system capable of tracking chest compressive velocities up to 10 m/s, new upper and lower abdomen designs which permit continuous measurement of abdominal penetration by restraint and vehicle components, and other design features which have resulted in a more modular, serviceable design. The paper also presents and summarizes the extensive component and sled tests conducted both in the United States and Canada, for the purpose of evaluating and documenting THOR thorax and abdoman performance against program goals. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Abdomen KW - Abdomen KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Design KW - Design (overall design) KW - Dummies KW - Frontal crashes KW - Head on collision KW - Impact sled KW - Impact sleds KW - Mathematical analysis KW - Thorax KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650094 ER - TY - CONF AN - 00788319 AU - STERN, S D AU - National Highway Safety Advisory Committee TI - CHILD RESTRAINT INFORMATION IN THE NATIONAL AUTOMOTIVE SAMPLING SYSTEM CRASHWORTHINESS DATA SYSTEM PY - 1998/10 IS - DOT HS 808 759 SP - p. 2306-9 AB - This paper presents a study of the involvement of child safety seats in towed light vehicles (car, light truck, or van) involved in a police reported crash. All of the analysis is based solely upon this data. The presence of seats and how they are being used is only representative for the police reported tow away crashes indicated, not the vehicle-in-use population at large. Information available for study includes the make and the type of seat (infant, toddler, booster, etc); the proper and improper use of manual and automatic belts with the seats; the orientation of the child seats; and the presence of, addition of, and use or non-use of a harness, tether, or shield with the seat. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Child KW - Children KW - Collision KW - Crashes KW - Data banks KW - Database KW - Injuries KW - Injury KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seats KW - United States KW - Usa KW - Use KW - Use UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650115 ER - TY - CONF AN - 00788321 AU - HURT, H H AU - National Highway Safety Advisory Committee TI - TESTING THE POSITIONAL STABILITY OF MOTORCYCLE HELMETS PY - 1998/10 IS - DOT HS 808 759 SP - p. 2323-30 AB - Traditional motorycycle helmet performance standards provide a test for the strength and stiffness of the retention system. While such tests assure adequate strength, they do not assure that the helmet will be retained in place on the motorcyclist's head, even when securely fastened. The reason is that the geometry of the retention system can allow the helmet to roll off when contact or inertial forces are generated in a collision. Different types and styles of motorcycle helmets were tested to determine the susceptibility to roll off, ie "positional stability" (Thom et al, 1997). Tests were performed using two commonly used, adult sizes of headforms corresponding to standards of the US Department of Transportation (DOT) and the International Standards Organization (ISO). The test results were validated by comparison with essentially identical tests on a large number of human subjects. The results of the human subject tests show a meaningful relationship to the laboratory test which employs a 10kg mass dropped 60cm to jerk the helmet forward to roll off. The geometry of the retention system has a powerful effect on the ability of the helmet to resist forward roll off, in both laboratory and human subject tests. Also, there is considerable difference in the retention characteristics between DOT and ISO headforms, with the DOT headform more closely correlating with human subject data. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Crash helmet KW - Ejection KW - Ejection KW - Helmets KW - Impact test (veh) KW - Impact tests KW - Motion KW - Motorcycle KW - Motorcycles KW - Movement KW - Protective clothing KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650117 ER - TY - CONF AN - 00788323 AU - YOSHIDA, S MATSUHASHI AU - National Highway Safety Advisory Committee TI - SIMULATION OF CAR-PEDESTRIAN ACCIDENT PY - 1998/10 IS - DOT HS 808 759 SP - p. 2344-8 AB - A new computer system and human body model to simulate the pedestrian road accidents involving vehicles were developed for evaluating vehicle structure and pedestrian injury. The aim of the simulation system is to predict the dynamic behavior of pedestrians and influence of car shape and structure on the pedestrian injury. To evaluate actual vehicle shapes and structures, this system carries simulations into an FM environment. And new types of human body models were developed for the simulation. The character of human body model is to have a self-scaling modeling program for any pedestrian weight and height and particular joint characteristics obtained by the PMHS test. This paper describes the content of the simulation system and presents some results from the simulations. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Automobiles KW - Car KW - Design KW - Design (overall design) KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Finite element method KW - Finite element method KW - Pedestrian KW - Pedestrians KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650119 ER - TY - CONF AN - 00788328 AU - MEYERSON, S L AU - National Highway Safety Advisory Committee TI - REPEATABILITY OF FRONTAL OFFSET CRASH TESTS PY - 1998/10 IS - DOT HS 808 759 SP - p. 2400-11 AB - The Insurance Institute for Highway Safety publishes crashworthiness evaluations of passenger vehicles based on their performance in a 40 mi/h (64km/h) frontal offset crash test. This paper describes the repeatability of vehicle and Hybrid III driver dummy responses for several pairs of vehicles in this type of crash test. Vehicle responses that were compared include interior intrusion measurements and vehicle accelerations. Driver dummy responses include dummy movement during the crash and electronic injuru measures from the head, neck, chest, and upper and lower legs. The seven models that were tested twice are the 1997 Dodge Neon, 1997 Hyundai Elantra, 1994/95 Saab 900, 1995 Ford Taurus, 1997 Pontiac Trans Sport, 1996 Nissan Quest, and 1997 Infinti Q45. Structural measures in the repeated tests were similar to those in the first tests for most models. Among injury measures, head injury criteria, neck tensions, chest compressions, femur and tibia axial forces, upper tibia indices, and foot accelerations also were similar in the repeated tests for most models. Neck bending moments and lower tibia indices were less consistent. Implications of these comparisons for the Institutue's crashworthiness evaluations are discussed. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Reproducibility KW - Reproducibility KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650124 ER - TY - CONF AN - 00788330 AU - CASE, M GRIFFITHS AU - National Highway Safety Advisory Committee TI - EVOLUTION OF AUSTRALIAN NCAP RESULTS PRESENTATION PY - 1998/10 IS - DOT HS 808 759 SP - p. 2420-31 AB - This paper traces the evolution of the methods of presentation of Australian NCAP (ANCAP) results to consumers. ANCAP commenced in 1992 and has now tested over 60 vehicle models. The first two series of results in 1993 and 1994 were presented with an emphasis on NCAP criteria such as HIC and chest deflection measurements, with a colour-coded human figure included to indicate injury levels. The detailed dummy measurements were included in the back of the information brochure and this convention has been retained to the present. The concentration on NCAP injury criteria was felt to be too technical for the intended general audience so for the next four releases of data the primary rating system became the risk of life threatening injury (greater than AIS 3) calculated as per the NHTSA algorithm although the first three of these releases retained the colour-coded human figure. At this time the US Insurance Institute for Highway Safety (IIHS) began NCAP offset tests and published the results in a more traditional consumer format. ANCAP focus group research revealed that this format was preferred by general readers, so ANCAP adopted this consumer format as of November 1996. The Euro NCAP group began publishing its offset and side impact test data in February 1997 using a star rating similar to the NHTSA system. ANCAP is working with Euro NCAP and other international NCAP groups towards a common rating system. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Australia KW - Australia KW - Automobiles KW - Car KW - Development KW - Development KW - Evaluation (assessment) KW - Evaluation and assessment KW - Publicity KW - Publicity KW - Safety KW - Safety KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650126 ER - TY - CONF AN - 00788282 AU - FRIEDEWALD, K AU - National Highway Safety Advisory Committee TI - DESIGN METHODS FOR ADJUSTING THE SIDE AIRBAG SENSOR AND THE CAR BODY PY - 1998/10 IS - DOT HS 808 759 SP - p. 1805-10 AB - Now that side airbags are used to protect chest and head of the occupants, reliable detection of side impacts is of great importance. Compared to frontal collisions of the same impact speed, side collisions take only the third of time. Thus detection of a side impact at 50 km/h has to be done in less than 5 ms after the first contact. This challenging task cannot be achieved with a single crash sensor in the middle of the car, as used for the ignition of frontal airbags, but required specialized sensors for the side impact detection. At present two different principles of sensors are ready for production: devices that measure deformations and devices that use accelerations. Volkswagen utiilzes acceleration-based sensors because they are less sensitive in regard to the impact points. However, placing this type of sensors is an extremely critical task. The pros and cons of some typical mounting locations like doors, sills or cross members are discussed in this paper. Also discussed are methods for optimizing the cars in order to shorten the sensing time. They include the analysis of the transmissibilty of shocks by experimental methods and the numerical calculation by FEM. By employing acceleration based side impact sensors a secure ignition of side airbags is possible. However, an adjustment by modifying merely the software of the controller does not lead to acceptable results. A good performance of the side impact protection system requires an adjustment of all components involved, ie the car body, the hardware of the sensor/controller and the software algorithm. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Design KW - Design (overall design) KW - Sensor KW - Sensors KW - Side crashes KW - Side impact KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650079 ER - TY - CONF AN - 00788284 AU - STOLINSKI, R GRZEBIETA AU - National Highway Safety Advisory Committee TI - VEHICLE FAR-SIDE IMPACT CRASHES PY - 1998/10 IS - DOT HS 808 759 SP - p. 1819-26 AB - Much of the applied vehicle side impact occupant protection research to date has concentrated on occupants seated beside the struck side of vehicles. These occupants are defined as 'near-side' occupants. Real world crash evidence however has shown that occupants seated on the side away from the struck side, defined as 'far-side' occupants, are still subject to a risk of injury. This paper examines side impact epidemiology from an injury causation perspective, and endeavours to explain evidence indicating head injuries and seat belt related injuries constitute a significant proportion of all far-side impact injuries. Injury mechanisms and key dynamic parameters governing injury severity are detailed. Computer models simulating the dynamic motion of vehicle far-side occupants are described. Occupant kinematics and injury parameters from the models are then compared with real world crash case studies. The paper finally suggests vehicle design strategies which may reduce far-side injuries. Some alternative restraint systems are proposed as potential countermeasures to reduce occupant injuries. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Design KW - Design (overall design) KW - Impact studies KW - Impact study KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Side crashes KW - Side impact KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650081 ER - TY - CONF AN - 00788299 AU - Rouhana, S W AU - National Highway Safety Advisory Committee TI - A HIGH-SPEED SENSOR FOR MEASURING CHEST DEFLECTION IN CRASH TEST DUMMIES PY - 1998/10 IS - DOT HS 808 759 SP - p. 2017-45 AB - Chest deflection measurement is critical for the assessment of thoracic injury since the two most widely accepted criteria for chest injury (chest deflection and the viscous response) are based on deflection. One major issue with the measurement of chest deflection in crash test dummies has been the inability to accurately track motion of the chest at very high deflection speeds (above 10 m/s under certain circumstances). This limitation has increased the difficulty in evaluating some deployable safety devices, most notably airbags. When there is no interaction with the dummy, airbags deploy at velocities of 50 to 150 m/s. When there is interaction with the dummy, such as occurs in out-of-position tests with the chest in contact with the airbag module, airbags can deform the chest at deflection rates of 10 to 18 m /s. The main research goal was to develop a new sensor to measure chest deflection at all speeds of interest in the automotive environment (quasi-static to 18 m/s). The device developed, called the I/R-TRACC system (InfraRed - Telescoping Road for Assessment of Chest Compression), uses two infrared LEDs inside of a telescoping rod. One LED is used as the emitter and the other is used as the receiver of the infrared light. The output of this device is a linear function of chest compression. The data presented in this paper shows that the IR-TRACC system appears to have met the design requirements set forth at the beginning of the project and should be suitable for any crash test dummy designed to measure chest deflection, including frontal and side impact dummies. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Deflection KW - Deflection KW - Development KW - Development KW - Dummies KW - Mathematical analysis KW - Sensor KW - Sensors KW - Test method KW - Test procedures KW - Thorax KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650096 ER - TY - CONF AN - 00788301 AU - CHABERT, L GHANNOUCHI AU - National Highway Safety Advisory Committee TI - GEOMETRICAL CHARACTERISATION OF A SEATED OCCUPANT PY - 1998/10 IS - DOT HS 808 759 SP - p. 2073-9 AB - This paper presents the results from a project based on an anatomical study to improve the knowledge of the human anatomy for a belted car occupant. The four phases for data collection consists of: the selection of a cadaver placed in a car seat; the realisation of a set of physical cross sections; anatomical identification of organs seen on each section; computer analysis and visualisation of organs. The purpose of this present paper is to provide a geometrical description of a human body in the seat belt posture. Many skeletal landmarks are viewed with reference to the H point in the vehicle coordinate system. The pelvis and thoracic bones are seen with the seat belt below. The geometry of the spine is described by the 3D position of the centres of each vertebral body. The curvature, which is given by the angles between each vertebral axis along the spine is compared to an X-ray study performed on living volunteers. The anatomic results, which refer to a male PMHS closed to the 50th percentile, should be interesting in the fields of ergonomics, anthropometric dummy design and biomechanics. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Manual safety belts KW - Measurement KW - Measurement KW - Posture KW - Posture KW - Safety belt KW - Seat (veh) KW - Seats KW - Shape KW - Shape KW - Vehicle occupant KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650098 ER - TY - CONF AN - 00788314 AU - ANSELM, D LANGWIEDER AU - National Highway Safety Advisory Committee TI - NEW DEVELOPMENTS IN RETROSPECTIVE DATA BASES OF SERIOUS CAR CRASHES AND CAR COLLISIONS WITH PEDESTRIANS AND MOTORCYCLISTS. THE RESEARCH ACTIVITIES OF THE GERMAN INSURERS (GDV) PY - 1998/10 IS - DOT HS 808 759 SP - p. 2237-46 AB - The German Insurance Association (GDV) has continued and completed the accident research program "Vehicle Safety 90". Based on a data base of 15,000 car-to-car crashes, about 1,000 car crashes with serious injuries (MAIS3+) have been analyzed in depth. The results are presented, especially analysis regarding collision types and injury criteria. On the basis of a comprehensive injury description, using AIS, ISS and Scales showing long term disability, social economic cost factors are outlined which show the requirements of further injury reduction strategies. Parallel to the research program "Vehicle Safety 90 - VS90" two other data bases have been completed. Accident material of 600 motorcycle-to-car crashes shows both the accident circumstances as well as the crash characteristics and the injury pattern of motorcyclists. A representative data base of 1,200 car-to-pedestrian accidents will be finished by mid 1998. The collision types and crash/injury characteristics are the focal areas of this research program. These data bases are described in their structure and the accident parameters covered, the focal results concerning collision types, crash and injury data are outlined, which form the basis for continued analysis within GDV research. Finally, proposals for data bases of the next research period "Vehicle Safety 2000" will be made which should assist a continued and intensified international cooperation. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident rate KW - Analysis (math) KW - Automobiles KW - Car KW - Collision KW - Crash rates KW - Crashes KW - Data banks KW - Database KW - Germany KW - Germany KW - Mathematical analysis KW - Motorcycle KW - Motorcycles KW - Pedestrian KW - Pedestrians KW - Research project KW - Research projects KW - Statistics KW - Statistics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650111 ER - TY - CONF AN - 00788317 AU - KALLISKE, I ALBUS AU - National Highway Safety Advisory Committee TI - SAFETY POTENTIAL OF FUTURE TWO-WHEEL CONCEPTS - A CHALLENGE PY - 1998/10 IS - DOT HS 808 759 SP - p. 2279-92 AB - Many big cities in Europe and elsewhere in the world have problems managing the traffic especially during rush hours. The improvement of the parking problematic and environmental protection as well are important aspects for the future traffic design of urban reas. To improve the traffic situation the development of new traffic concepts and alternative vehicles are required. The BMW company has developed a new type of two-wheel vehicle. This two-wheeler constitutes a totally new concept. BMW implemented a lot of safety features, such as a structure made up of rollover bars and a crush element instead of a front protecting plate. Furthermore the driver can secure himself with two safety belts. The paper contains a description of the novel two-wheel vehicle concept designed so far. BMW's concept and the safety features are also explained. The Federal Highway Research Institute (BASt) was given the task of assessing the concept as a whole with regard to the active and passive safety and the exemption of the obligation to wear a helmet. The expertise concluded that the BMW two-wheeler concept has a very high safety standard. Some extracts of the expertise, in particular the investigations concerning the exemption of the obligation to wear a helmet are presented. Common legal requirements for the vehicle registration of vehicle concepts similar to the BMW two-wheeler in Germany have been formulated. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Design KW - Design (overall design) KW - Future KW - Future transport mode KW - Impact test (veh) KW - Impact tests KW - Mathematical analysis KW - Motorcycle KW - Motorcycles KW - Safety KW - Safety KW - Transportation modes UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650113 ER - TY - CONF AN - 00788332 AU - HOBBS, C A AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF THE EUROPEAN NEW CAR ASSESSMENT PROGRAMME (EURO NCAP) PY - 1998/10 IS - DOT HS 808 759 SP - p. 2439-53 AB - For the first time in Europe, comprehensive consumer information on the crash performance of cars has been made available to the public, through the European New Car Assessment Programme (Euro NCAP). Cars have been tested in full scale offset frontal and side impacts and the aggressivity of the car front to pedestrians has been assessed. The test procedures used are based on those developed, by the European Enhanced Vehicle-safety Committee, for legislation in Europe. In order to show how well the car and the recommended child restraints work together, restrained child dummies were seated in the rear of the car, in both the frontal and side impact tests. An assessment protocol has been developed to provide an objective evaluation of the protection provided by the cars. The assessment protocol uses occupant trajectory, vehicle deformation and inspection data, in addition to the dummy instrumentation data, to provide an evaluation of the protection provided by the car for a range of occupant sizes. This paper outlines the objectives of Euro NCAP and gives details of the test and assessment procedures used. Test results for the completed phases are presented along with the ratings for occupant and pedestrian protection. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Automobiles KW - Car KW - Europe KW - Europe KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact test (veh) KW - Impact tests KW - Safety KW - Safety KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650128 ER - TY - CONF AN - 00788334 AU - LANGWIEDER, K BAEUMLER AU - National Highway Safety Advisory Committee TI - QUALITY CRITERIA FOR CRASHWORTHINESS ASSESSMENT FROM REAL ACCIDENTS PY - 1998/10 IS - DOT HS 808 759 SP - p. 2462-78 AB - The Institute of Vehicle Safety of the German Insurance Association (GDV) conducted a review of the possibilities and the limits to vehicle safety rating systems. The review included four workshops held from 1995 to 1998 that involved a number of international experts who examined existing systems to highlight key issues. Important criteria for the establishment of a high-quality safety rating system have been defined. This paper describes the findings, future developments and activities planned by this committee. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact studies KW - Impact study KW - Safety KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650130 ER - TY - CONF AN - 00788280 AU - COSTANZO, A CICINNAIT AU - National Highway Safety Advisory Committee TI - AN INJURY SEVERITY COMPARISON ON SIDE IMPACT CRASH TESTS PY - 1998/10 IS - DOT HS 808 759 SP - p. 1793-7 AB - The objective of this study is to analyze the type and entity of injuries caused to the occupants of the vehicles involved in accidental impacts against guardrails with the high containment level. At present, the installation of highway guardrails requires the maintaining of some specific control rules imposing some verifications of the characteristics of the chosen vehicle, the dynamic parameters of impacts and the behaviors during the crash. The results of the crash tests carried out for the different types of guardrails, concerning the trajectory and the acceleration of the vehicle during the impact as well as of the damages suffered by the vehicle itself, do not allow establishing any precise element regarding the possible injuries to the occupants of the vehicle. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Crash severity KW - Guardrails KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Injury severity KW - Mathematical analysis KW - Safety fence KW - Severity (accid, injury) KW - Side crashes KW - Side impact KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650077 ER - TY - CONF AN - 00788287 AU - OEHLUND, A PALMERTZ AU - National Highway Safety Advisory Committee TI - THE INFLATABLE CURTAIN (IC) - A NEW HEAD PROTECTION SYSTEM IN SIDE IMPACTS PY - 1998/10 IS - DOT HS 808 759 SP - p. 1846-57 AB - The first airbag system for side impact protection, jointly developed by Volvo and Autoliv, was introduced on the market in 1994. The SIPS bag is seat-mounted and protects mainly the chest and the abdomen, and also to some extent the head, since the head's lateral relative displacement is reduced by the side airbag, thereby keeping the head inside the car's outer profile. However, if an external object is exposed in the head ara, for example in a truck-to-car side impact or in a single car collision into a pole or a tree, there is a need for an additional head protection device. Such a device, called the Inflatable Curtain (IC), jointly developed by Volvo and Autoliv, is described in this paper. The IC is an additional improvement to Volvo's unique SIPS and SIPS bag systems. It consists of two layers of fabric in what is known as one-piece woven technology. The IC is folded into a thin package, and is attached to the roof rail and the upper part of the A-pillar. When inflated, it covers the upper half of the side window, from the A to the C pillars, thereby substantially increasing head protection for both front- and rear-seat occupants. The performance and effects of the IC, in car-to-car and single car side impacts, are presented and discussed in the paper. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Prevention KW - Prevention KW - Side crashes KW - Side impact UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650084 ER - TY - CONF AN - 00788294 AU - BUCHANAN, J A AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF A HYBRID III LOWER LEG COMPUTER MODEL PY - 1998/10 IS - DOT HS 808 759 SP - p. 1936-44 AB - With the introduction of the lower leg injury criteria in the new European Frontal Impact Legislation, the leg kinematics and loading mechanisms must be considered at an early stage in vehicle development programmes. Finite Element codes such as LS-DYNA3D are used increasingly to model occupant.structure interactions for vehicle design, from concept to the final restraint system optimisation. A fully validated Hybrid III lower leg model is consequently an essential tool in the vehicle design process. However, due to the complex nature of the materials and geometry of the lower leg and footwell, development of such a model presents a number of problems. In the collaborative LLIMP project (Lower Leg Injuries and Methods of Prevention vehicle design project), MIRA, with the project sponsors, Jaguar, Ford and Rover, has developed a Finite Element computer model of the Hybrid III lower leg which can be attached to a full Hybrid III Finite Element dummy model. The model has been used to support vehicle design as well as evaluating the effects of footwell intrusion and occupant position on lower leg injury criteria. The paper presents the development of the lower leg model, which includes the use of lower leg component tests and HyGe sled tests to validate the material models, contact characteristics and load levels. HyGe sled tests have been simulated to which lower leg kinematics, loading mechanisms and injury criteria have been correlated. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Development KW - Development KW - Dummies KW - Finite element method KW - Finite element method KW - Leg KW - Leg (human) KW - Mathematical analysis KW - Simulation KW - Simulation KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650091 ER - TY - CONF AN - 00788305 AU - ATHEY, J B AU - National Highway Safety Advisory Committee TI - A SUMMARY OF THE WORK OF THE SAE ATD CHEST DEFLECTION TASK TEAM PY - 1998/10 IS - DOT HS 808 759 SP - p. 2107-17 AB - This paper focuses on the work of the SAE ATD Chest Deflection Task Team, chaired by Mr Joseph Balser, Data are presented, and discussed, on the most promising methods that were tried, as well as an examination of these methods. An abbreviated version fo their mission statement summarizes their work, "The ATD (Anthropomorphic Test Dummy) Chest Deflection Task Team will focus on the development and validation of a new transducer or transducers that will accurately measure ATD rib deflections and velocities in three axes when the ATD is exposed to belt and/or air bag testing. The first phase of work will be to improve and commonize deflection transducer hardware being used today. Phase two will be to develop and validate an advanced ATD chest deflection transducer that will effectively produce valid measurements at up to 18 meters per second at SAE filter class 600". (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Deflection KW - Deflection KW - Dummies KW - Injuries KW - Injury KW - Mathematical analysis KW - Research project KW - Research projects KW - Test method KW - Test procedures KW - Thorax KW - Thorax KW - Transducer KW - Transducers UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650102 ER - TY - CONF AN - 00788312 AU - Eby, D W AU - National Highway Safety Advisory Committee TI - USE AND MISUSE OF CHILD RESTRAINT DEVICES IN MICHIGAN PY - 1998/10 IS - 00261137 SP - p. 2177-8 AB - This paper provides an overview of a statewide survey of child restraint device (CRD) use and misuse in Michigan. The study found that about 75 percent of children under the age of four were in a CRD and that CRD use generally followed the safety belt use patterns of the drivers. The study also found that when a CRD was used, nearly 90 percent of the time an error was made in either how the CRD was placed in the vehicle or how the child was placed in the CRD. Patterns of misuse are discussed as well as some ideas for improving correct use. (A) For the covering asbract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Child KW - Children KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seats KW - Statistics KW - Statistics KW - United States KW - Usa KW - Use KW - Use UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650109 ER - TY - CONF AN - 00788320 AU - THOM, D R AU - National Highway Safety Advisory Committee TI - MOTORCYCLE HELMET TEST HEADFORM AND TEST APPARATUS COMPARISON PY - 1998/10 IS - DOT HS 808 759 SP - p. 2310-22 AB - Internationally, there are two types of headforms used for impact attenuation testing of motorcycle helmets. These two types of test headforms follow specifications established by the International Standards Organization (ISO), or the US Department of Transportation (DOT). Both headforms are low resonance, rigid castings, but they differ in size, shape and weight. The headforms are supported by a rigid guide assembley that limits their motion to the vertical direction only. Different impact locations are obtained by adjustment of the headform on a spherical ball joint. Performance criteria are based on acceleration time history measurements from a uniaxial accelerometer located at the headform center of mass. A second variation on the ISO headform is found in some European helmet standards that utilize an unrestrained headform instrumented with a triaxial accelerometer. These constrained headforms respond to impact with motion in many directions and performance criteria are based on the resultant of three axis acceleration time histories. Impact attenuation tests were performed on 180 motorcycle helmets of three different designs and under environmental conditions specified by helmet performance standards. Selected tests were recorded on high-speed (1000 Hz) videotape for motion analysis. Test apparatus designs differ greatly and guided free-fall apparatus with restrained headforms produced consistently more rigorous tests than apparatus without headform guide or restraint. Significant differences were also found between DOT and ISO headforms for both peak acceleration and dwell time on flat anvil impacts when tested on the DOT-type monorail apparatus. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Crash helmet KW - Dummies KW - Head KW - Head KW - Helmets KW - Impact test (veh) KW - Impact tests KW - Motorcycle KW - Motorcycles KW - Protective clothing UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650116 ER - TY - CONF AN - 00788331 AU - NEWLAND, C SCHEFFEL AU - National Highway Safety Advisory Committee TI - A SCIENTIFIC METHOD FOR ANALYSING VEHICLE SAFETY PY - 1998/10 IS - DOT HS 808 759 SP - p. 2432-8 AB - This paper describes an analytical technique that compares the actual performance of the vehicle structure in absorbing crash energy with an idealised (perfect) performance. The same methodology is applied to the restraint system performance. This can be used as basis of an objective assessment of the vehicle's crashworthiness within the constraints of its particular design. Such an analysis can direct designers to focus on areas of the vehicle that can be improved, such as crush structure and/or particular parts of the restraint system. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Mathematical analysis KW - Safety KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650127 ER - TY - CONF AN - 00788338 AU - BOWIE, N N AU - National Highway Safety Advisory Committee TI - IMPROVING US NCAP CONSUMER INFORMATION PY - 1998/10 IS - DOT HS 808 759 SP - p. 2503-8 AB - This paper provides an overview of the National Highway Traffic Safety Administration's (NHTSA) recent and planned future activities to improve the content and delivery of the consumer information it provides as part of the New Car Assessment Program (NCAP). Many of NHTSA's Activities respond to the recommendations of the National Academy of Sciences' study "Shopping For Safety: Providing Consumer Automotive Safety Information". The activities discussed in this paper are organized under four categories: Better Understand Customers' Needs; Improve Existing NCAP Information; Develop New NCAP Information of Value; and Improve Awareness and Use of NCAP Information. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Automobiles KW - Car KW - Evaluation (assessment) KW - Evaluation and assessment KW - Information documentation KW - Information management KW - Information organization KW - Publicity KW - Publicity KW - Safety KW - Safety KW - United States KW - Usa UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650134 ER - TY - CONF AN - 00788273 AU - MENKING, M PORSCHE AU - National Highway Safety Advisory Committee TI - HEAD IMPACT PROTECTION - NEW REQUIREMENTS AND SOLUTIONS PY - 1998/10 IS - DOT HS 808 759 SP - p. 1713-9 AB - The NHTSA has very substantially extended its existing Part 571 - FMVSS Standard No 201 "Occupant Protection in Interior Impact". This extension to the Standard necessitates the development of energy-absorbing trimmings for protection of vehicle occupants in the event of an impact with components in the upper passenger compartment. The publication describes the requirements of the Standard. This paper illustrates development approaches, assisted by numerical simulation, and investigates these experimentally. Dynamic protection systems for reducing the loads on vehicle occupants in the event of an impact are not covered by this publication. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Head KW - Head KW - Injuries KW - Injury KW - Interior (veh) KW - Mathematical analysis KW - Prevention KW - Prevention KW - Safety KW - Safety KW - Simulation KW - Simulation KW - Specification (standard) KW - Standards KW - Vehicle compartments KW - Vehicle interiors UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650070 ER - TY - CONF AN - 00788276 AU - KOMPASS, K DIGGES AU - National Highway Safety Advisory Committee TI - BENEFITS OF THE INFLATABLE TUBULAR STRUCTURE. AN INVESTIGATION ON THE CASUALTY ABATEMENT CAPABILITY OF THE BMW HEAD PROTECTION SYSTEMS HPS PY - 1998/10 IS - DOT HS 808 759 SP - p. 1760-7 AB - Beginning in model year 1997, BMW introduced an innovative head protection system HPS called the Inflatable Tubular Structure (HPS). Tests indicate that the system dramatically reduces the severity of head impacts in side crashes. This investigation is an evaluation of casualty abatement benefits that are derived from applying injury measures based on the HPS test results to the population in US National Accident Sampling System (NASS/CDS). The results of component and vehicle crash tests are summarized. The procedures for estimating benefits are described along with the benefits in terms of injuries mitigated, maximum injuries to occupants mitigated, and fatalities prevented. The benefits cited are over and above the benefits offered by other safety systems. These systems include: frontal air bags, side air bags, FMVSS 214 side impact protection, and FMVSS 201 head protection for the vehicle roof and headers. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Evaluation (assessment) KW - Evaluation and assessment KW - Head KW - Head KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Side crashes KW - Side impact UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650073 ER - TY - CONF AN - 00788290 AU - DI LEO, M AU - National Highway Safety Advisory Committee TI - STRUCTURE AND PADDING OPTIMISATION FOR SIDE IMPACT PROTECTION PY - 1998/10 IS - DOT HS 808 759 SP - p. 1889-96 AB - This paper aims to show methods to design and optimise vehicle side structure and padding to improve side impact protection. To limit injuries at thorax level, intrusion profile during impact must perform a negative vertical tilt: a way to obtain this is to avoid B pillar deforming above R point. A static analysis may be useful to determine a proper distribution along B pillar axis of sections' moments of inertia. A good structural behaviour is necessary but not sufficient to perform good results in side impact. A proper control of padding stiffness is very important especially for abdomen protection. A method to evaluate the stiffness of padding at thorax level is proposed. A similar method is used to determine failure load of armrest for abdomen protection. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Car door KW - Components of the car KW - Doors (Vehicles) KW - Injuries KW - Injury KW - Mathematical analysis KW - Padding (safety) KW - Prevention KW - Prevention KW - Side crashes KW - Side impact KW - Vehicle components KW - Vehicle padding UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650087 ER - TY - CONF AN - 00788291 AU - HAGEDORN, A V AU - National Highway Safety Advisory Committee TI - DESIGN AND DEVELOPMENT OF AN ADVANCED LOWER EXTREMITY: ALEX II PY - 1998/10 IS - DOT HS 808 759 SP - 1910=8 p. AB - ALEX II represents the second generation Advanced Lower Extremity which began with the National Highway Safety Traffic Administrations's (NHTSA) original version (ALEX I, hereafter referred to as ALEX) several years ago. Current efforts have been undertaken in order to make design improvements in the ALEX leg. Many of the aspects of the original ALEX have been maintained, but additional biomechanics specifications for the foot and ankle have since become available and have thus been integrated into the new ALEX II design. The most significant aspect of the new ALEX II design lies in its flexibility to achieve any desired torque-angle ankle characteristic with relative ease. This means that as future biomechanics data regarding ankle response continues to become available, the ankle can be easily "tuned" to the desired response. This is significant since the ALEX II will not require full redesign should future data provide, or future researchers require, a different ankle response characteristic. This paper emphasizes the flexibility of the ALEX II design in this respect. The importance of the ALEX II design lies in the technique used to achieve ankle moment-angle response, rather than the actual moment-angle characteristic responses achieved, since specifications for the ankle response may well change in the future. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Design KW - Design (overall design) KW - Development KW - Development KW - Dummies KW - Foot KW - Foot (not a measure) KW - Leg KW - Leg (human) KW - Mathematical analysis UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650088 ER - TY - CONF AN - 00788308 AU - LAWRENCE, GJL HARDY AU - National Highway Safety Advisory Committee TI - PEDESTRIAN SAFETY TESTING USING THE EEVC PEDESTRIAN IMPACTORS PY - 1998/10 IS - DOT HS 808 759 SP - p. 2131-44 AB - An European Experimental Vehicles Committee (EEVC) working group has developed a set of test procedures for evaluating the safety performace of cars when they strike pedestrians. These are being considered for possible legislative use in an European Directive. The Transport Research Laboratory (TRL) has played a major part in this working group, including the study of accidents and injuries, and development of the test procedures. It has developed the upper legform to bonnet leading edge impactor and test procedure, and has made substantial contributions to the development of the legform impactors used to test the bumper area. TRL has also performed a large number of tests to cars, using the headform impactors to test the bonnet area, as well as using the upper legform and legform impactors. Many of these tests were performed as part of a New Car Assessment Programme. The experience gained in testing with the impactors has led to a number of minor refinements to the test procedures. This paper reports some results from these tests, and demonstrates the current level of pedestrian protection. Test locations that offer relatively high levels of protection indicate that solutions to the problem of achieving better pedestrian safety are often readily available, low cost, and could be applied over a higher proportion of the car surface. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Bonnet (car) KW - Bumper KW - Bumpers KW - Hoods KW - Mathematical analysis KW - Pedestrian KW - Pedestrians KW - Safety KW - Safety KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650105 ER - TY - CONF AN - 00788309 AU - GREEN, J AU - National Highway Safety Advisory Committee TI - A TECHNICAL EVALUATION OF THE EEVC PROPOSAL ON PEDESTRIAN PROTECTION TEST METHODOLOGY PY - 1998/10 IS - DOT HS 808 759 SP - p. 2145-51 AB - Following the publication in November 1994 of the EEVC WG10 proposal for methods to evaluate pedestrian protection for passenger cars and the subsequent adoption of those recommendations into a European Commission draft proposal, ACEA (European Automotive Manufacturers Association) initiated a project to perform a technical evaluation of those test methodologies. The proposed methodology consists of sub-system tests of a child and an adult headform to the bonnet surface, an upper leg impact to the bonnet leading edge, and a leg impact to the bumper and front structure of the vehicle. The programme of work undertaken by ACEA was performed at two European test laboratories and consisted of 269 tests with the four impactors. The tests were performed on seven vehicles selected to represent the variety of vehicles currently on the European roads. Subsequent additional testing has also been performed to add to the experience gained in this initial test programme. This paper reports the work performed within this test programme plus the subsequent test work performed to date. It details the test results of typical vehicles on the road today, evaluates the test methodology in terms of repeatabilitiy and reproducibility. The experience gained in performing the tests is reported and conclusions are drawn relating to the practicality of performing these tests and the technical feasibility of applying the proposed requirements to future vehicles. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Bonnet (car) KW - Bumper KW - Bumpers KW - Evaluation (assessment) KW - Evaluation and assessment KW - Hoods KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Pedestrian KW - Pedestrians KW - Prevention KW - Prevention KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650106 ER - TY - CONF AN - 00788324 AU - KONOSU, A ISHIKAWA AU - National Highway Safety Advisory Committee TI - A STUDY ON PEDESTRIAN IMPACT TEST PROCEDURE BY COMPUTER SIMULATION - THE UPPER LEGFORM TO BONNET LEADING EDGE TEST PY - 1998/10 IS - DOT HS 808 759 SP - p. 2349-56 AB - EEVC/WG10 proposed three component pedestrian subsystem tests. Pedestrian subsystem impact tests with production cars have been conducted in Euro-NCAP according to the EEVC test method. From the Euro-NCAP the upper legform impact test has the most difficulty fulfilling the current injury criteria. However, recent accident analyses indicate that the priority of the upper legform test seems to be the lowest in the three EEVC subsystem tests. The objective of this research is to validate the test conditions of the EEVC upper legform impact test using computer simulation models. There is a possibility that the impact energy defined from the EEVC look-up graph may include significant errors. The values of the EEVC impact energy can be decreased about 30% for cars with a 650mm to 750mm bonnet leading edge height. It is not necessary to use an impact velocity look-up graph which should be calculated directly using a specific impactor mass and an impact energy defined from an impact energy look-up graph. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Automobiles KW - Bonnet (car) KW - Car KW - Hoods KW - Impact test (veh) KW - Impact tests KW - Leg KW - Leg (human) KW - Pedestrian KW - Pedestrians KW - Simulation KW - Simulation KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650120 ER - TY - CONF AN - 00788327 AU - Park, B T AU - National Highway Safety Advisory Committee TI - THE EFFECT OF REDESIGNED AIR BAGS ON FRONTAL USA NCAP PY - 1998/10 IS - DOT HS 808 759 SP - p. 2386-99 AB - In March 1997, the National Highway Traffic Safety Administration (NHTSA) temporarily amended Federal Motor Vehicle Safety Standard (FMVSS) No 208 to allow manufacturers more flexibility in the use of less aggressive air bags. Beginning with the 1998 model year (MY), most vehicles produced for sale in the US market were equipped with these redesigned frontal air bags. This paper investigates how the safety ratings as developed in the New Car Assessment Program (NCAP) were affected by the introduction of these air bags. Results from thirty-three MY 1998 vehicles crash tested for frontal NCAP were compared with the same make and models vehicles that were previously tested in NCAP. The only differences between the MY 1998 vehicles and the earlier vehicles are the redesigned air bags and other restraint system changes (ie safety belt or steering assembly modifications). The head injury criteria (HIC), chest accelerations (chest G's), combined injury probability, and NCAP star ratings are examined for the driver and right front passenger. The neck responses of the driver and right front passenger between two model years also are examined relative to the new neck requirements that were included in the March 1997 amendment to FMVSS No 208. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Analysis (math) KW - Design KW - Design (overall design) KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Head on collision KW - Injuries KW - Injury KW - Mathematical analysis KW - United States KW - Usa UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650123 ER - TY - CONF AN - 00788341 AU - RYAN, G A AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF A METHOD OF ESTIMATING THE COSTS OF INJURIES PREDICTED BY ANCAP TESTING IN AUSTRALIA PY - 1998/10 IS - DOT HS 808 759 SP - p. 2526-31 AB - A database of comprehensive injury costs was developed using data from finalised personal injury claims where a single injury was sustained. A method of combining costs for cases with multiple injuries was developed. Injury Assessment Functions were used to predict the probability of head, chest and lower limb injury from measurements taken from Hybrid III dummies in Australian New Car Assessment Program full frontal and offset tests. Costs for injury to each body region were obtained by summing the product of the probability of injury and the cost of injury for each level of injury and body region. These costs were then combined for each of driver and passenger position and for each vehicle. Results showed a wide range of costs in the initial ANCAP tests in 1992 and 1993, with a considerable reduction in subsequent testing, in both full frontal and offset tests. Injury costs in offset tests were lower than in frontal tests and were higher for passengers than drivers. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Australia KW - Australia KW - Cost KW - Costs KW - Evaluation (assessment) KW - Evaluation and assessment KW - Forecast KW - Forecasting KW - Injuries KW - Injury KW - Safety KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/650137 ER - TY - CONF AN - 00780927 AU - BLOCH, B SCHMUTZLER AU - National Highway Safety Advisory Committee TI - IMPROVED CRASHWORTHY DESIGNS FOR TRUCK UNDERRIDE GUARDS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 833-46 AB - When a passenger vehicle collides with a large truck or trailer rig, this mismatch is further aggravated when the passenger vehicle continues beneath the rear or side of the taller truck. These are called truck underride crashes and often decapitate the upper half of the passenger vehicle and its occupants. In the United States, there is a new federal motor vehicle safety standard requiring a rear underride prevention guard for newly manufactured truck trailers beginning in January 1998. The 22-inch maximum permitted height was based on 30 mph crash tests, yet contradicts prior National Highway Traffic Safety Administration (NHTSA) 35-to40 mph crash test research that recommended an 18-to-20 inch height as necessary to protect smaller vehicles in 40 mph crashes. The guard strength is minimal, and the test is only a slow-push on an exemplar guard. The new regulation also totally ignores the side underride hazard, which accounts for almost half of the US fatalities in underride accidents each year. Using existing technology, there are many feasible designs for rear underride guards and side underride guards that are effective, light-weight, and economical. Such guards can be utilized on new trucks and trailers, as well as being capable of being retrofit to existing in-use trucks and trailers. Among the explored designs are: (a) the use of Belleville spring-washer stacked pistons; (b) the use of rigid foam-filled convoluted tube structures; (c) the use of recycled non-metallic synthetics, and (d) cable entrapment platforms. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Impact test (veh) KW - Impact tests KW - Lorry KW - Rear KW - Rear KW - Side KW - Side KW - Specification (standard) KW - Standards KW - Trucks KW - Underride override crashes KW - Underride prevention KW - Vehicle rear end UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513662 ER - TY - CONF AN - 00780930 AU - KING, D J AU - National Highway Safety Advisory Committee TI - AN ALGORITHM FOR DETECTING HEAVY-TRUCK DRIVER FATIGUE FROM STEERING WHEEL MOTION PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 873-82 AB - This paper is the culmination of previous work to determine if steering behavior could be used to unobtrusively detect driver fatigue. The driving performance of 17 sleep-deprived heavy-truck drivers was monitored on a closed track. Functions in the time, frequency, and phase domains were developed to quantify changes in steering wheel input. The steering-based weighting functions which correlated most strongly with independent measures of driver fatigue and drowsiness were used to develop a simple algorithm. The algorithm predicted fatigue for all 17 volunteer drivers before the end of their test. The algorithm identified 12 drivers before a lane breach occurred, and only two drivers were not captured until a lane breach greater than 15 cm occurred. These data and the algorithm demonstrate the potential for a steering-based fatigue detection algorithm. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Calculation KW - Calculation KW - Driver KW - Drivers KW - Evaluation (assessment) KW - Evaluation and assessment KW - Fatigue (human) KW - Fatigue (Physiological condition) KW - Lorry KW - Mathematical model KW - Mathematical models KW - Method KW - Methodology KW - Steering KW - Steering (process) KW - Steering wheel KW - Steering wheels KW - Trucks UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513665 ER - TY - CONF AN - 00780931 AU - ADALIAN, C RUSSO AU - National Highway Safety Advisory Committee TI - IMPROVEMENT OF CAR-TO-TRUCK COMPATIBILITY IN HEAD-ON COLLISIONS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 883-91 AB - This paper presents the analysis of experimental crash program between small or large car and truck in order to characterize the effect of a Front Underrun Protection Device (FUPD) coupled with closing speed and overlap on mechanical and biomechanical characteristics. This device has been developed in order to improve the geometrical compatibility between cars and trucks in head-on collisions. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Automobiles KW - Car KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Front KW - Front KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Lorry KW - Mathematical analysis KW - Trucks KW - Underride override crashes KW - Underride prevention UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513666 ER - TY - CONF AN - 00781013 AU - DALMOTAS, D J AU - National Highway Safety Advisory Committee TI - ASSESSMENTS OF AIR BAG PERFORMANCE BASED ON THE 5TH PERCENTILE FEMALE HYBRID III CRASH TEST DUMMY PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1019-35 AB - Historically, assessments of frontal crash safety have been based primarily on the measured responses of 50th percentile male dummies in relatively high speed vehicle crashes against a rigid flat barrier. Under such test conditions, the ability of supplementary airbag systems to greatly reduce head injury potential is clearly evident in crash tests performed by Transport Canada and others. However, significant segments of the driving population travel routinely with their seats positioned ahead of the nominal mid-position used in 50th percentile male dummy tests. Moreover, most frontal impacts can be expected to produce softer vehicle deceleration signatures than those produced in flat rigid wall tests. The necessity of broadening the range of regulated crash conditions to which vehicles fitted with airbag systems are subjected is highlighted in crash tests performed by Transport Canada using 5th percentile female Hybrid III tests, with seats placed in their most forward postions. The neck loads observed in these tests far exceeded commonly referenced injury assessment values. The magnitudes of the neck loads were influenced not only by the aggressiveness of the airbag system, but also by the timing of the deployment of the airbag. The neck loads observed in low speed offset frontal crash tests often exceeded those observed in high-speed, rigid-wall tests, as a result of the timing of airbag deployment. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Females KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Vertebrae KW - Woman UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513747 ER - TY - CONF AN - 00781014 AU - Morris, C R AU - National Highway Safety Advisory Committee TI - MEASURING AIRBAG INJURY RISK TO OUT-OF-POSITION OCCUPANTS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1036-43 AB - Real-world crash experience has shown the need to reduce the risk of injury from inflating airbags to out-of-position occupants including small adult drivers. The small (5th percentile) female Hybrid III dummy positioned very close to the steering wheel/airbag assembly is the primary means currently available for assessing potential risk of severe chest and head/neck injury to out-of-position drivers. However, researchers have identified shortcomings with this dummy in reliably assessing potential interactions between the head/neck and the deploying airbag. Several noncrash airbag deployment tests in two late-model vehicles were conducted with a small female Hybrid III dummy. The dummy's spine had been modified to permit the upper torso to rotate forward without the buttocks leaving the driver seat in order to better simulate at-risk positions that a belted driver could achieve. Tests with the standard Hybrid III head and neck, even though supplemented with a foam neck shield as recommended by Melvin et al (1993), confirmed non-biofidelic interaction between the dummy and deploying airbag. Several modifications to the dummy's head skin and neck shield were tested to determine whether any gave more repeatable and biofidelic results. None of the head skin/neck shield was found to provide a reliably biofidelic indication of airbag inflation injury risk. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513748 ER - TY - CONF AN - 00781031 AU - ISENBERG, R A AU - National Highway Safety Advisory Committee TI - UPDATE ON THE PEDESTRIAN CRASH DATA STUDY PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1212-25 AB - In July 1994, a Pedestrian Crash Data Study (PCDS) was initiated within the United States to collect detailed crash reconstruction data on pedestrian crashes. Information on the first eighteen months of data collection was presented in a paper titled "Pedestrian Crash Data Study - An Interim Evaluation" at the ESV Conference held in June 1996. This paper will report on the continued progress and data collection efforts of the PCDS. It will report on the procedures implemented to sanitize the video recordings which are part of the data collection process for vehicle and scene documentation, and report on the continued successful implementation of the pedestrian contour gauge for the documentation of the pedestrian's contacts with the vehicle. Additional analyses of the pedestrian crash circumstances, including pre-crash, at crash, and injury consequences will also be discussed for 292 crashes. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Data acquisition KW - Data collection KW - Impact studies KW - Impact study KW - Injuries KW - Injury KW - Mathematical analysis KW - Pedestrian KW - Pedestrians KW - Statistics KW - Statistics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513765 ER - TY - CONF AN - 00781032 AU - Stucki, S L AU - National Highway Safety Advisory Committee TI - CRASH TESTS TO RECONSTRUCT NASS CASES OF CHILD FATALITY/INJURY FROM AIR BAGS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1226-33 AB - This research program attempted to reconstruct cases from the National Automotive Sampling System (NASS) in which children, not in child seats, had been killed or seriously injured because of the deploying air bags and cases where there was minor injury with air bag deployment. The main objective was to compare injury measures from an instrumented child dummy to the actual injuries suffered by children in crashes and determine if a mathematical relationship exists between body region AIS level on the children and corresponding measures on the dummy. A secondary objective was to evaluate injury measures in the 5th percentile Hybrid III in the driver position, not necessarily as a simulation of the crash event. This paper presents the results of the test program and the comparison of measured dummy responses to the acutal occupant injuries in the crashes from the selected NASS cases. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Crash reconstruction KW - Dummies KW - Fatalities KW - Fatality KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Reconstruction (accid) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513766 ER - TY - CONF AN - 00781045 AU - BANDSTRA, R MEISSNER AU - National Highway Safety Advisory Committee TI - SEAT-BELT INJURIES IN MEDICAL AND STATISTICAL PERSPECTIVES PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1347-59 AB - This paper reviews many findings from the medical literature regarding injuries to belt restrained adult occupants of motor vehicles. The review is limited to a subset of that literature in which restraint system contact forces were associated with the injury. Thus, injuries caused solely by internal loadings or by contacts with objects other than the lap or lap/shoulder restraint systems were generally excluded. Head and extremity injuries are therefore not discussed for either lap-only or lap-shoulder belt systems, nor are thoracic injuries considered for lap belt only systems. The injury rates seen in a recent decade of FARS (Fatality Analysis Reporting System) data for front outboard occupants of fatal frontal crashes are noted for comparison. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Diseases and medical conditions KW - History KW - History KW - Injuries KW - Injury KW - Manual safety belts KW - Medical aspects KW - Safety belt KW - Statistics KW - Statistics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513779 ER - TY - CONF AN - 00781046 AU - NASH, C E AU - National Highway Safety Advisory Committee TI - A VIRTUALLY EXACT CALCULATION OF SAFETY BELT EFFECTIVENESS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1360-76 AB - A number of analysts have attempted to determine the effectiveness of passenger vehicle safety belts over the past 25 years. One of the more widely used is the double pair comparison (DPC) method. This note looks at the larger picture of motor vehicle crash data to show the limitations of DPC and to present a more general method. The author organizes crash data according to whether occupants were restrained or not, whether their crashes were potentially survivable only with belt use, and whether the occupants were actually killed. Based on this model, the author develops a virtually exact means of calculating restraint use and effectiveness in preventing fatalities. Calculations using data from the Fatal Accident Reporting System (FARS) show that safety belts may be more effective in preventing fatalities than previously thought. However, part of the reason for the higher calculated effectiveness is that belt use appears to be over reported in FARS. Finally, the author discusses the origin of uncertainties and errors in the results, and shows how the data can be adjusted to give more reasonable results. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Calculation KW - Calculation KW - Economic efficiency KW - Efficiency KW - Efficiency KW - Evaluation (assessment) KW - Evaluation and assessment KW - Manual safety belts KW - Mathematical analysis KW - Safety belt UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513780 ER - TY - CONF AN - 00781049 AU - GUILLEMOT, H GOT AU - National Highway Safety Advisory Committee TI - PELVIC BEHAVIOR IN SIDE COLLISIONS: STATIC AND DYNAMIC TESTS ON ISOLATED PELVIC BONES PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1412-24 AB - Car manufacturers are more and more concerned with the protection of the occupant in lateral impacts. Field accident analysis dealing with automotive side collisions suggest that the pelvis is very vulnerable, but there is a lack of knowledge of the behavior of the pelvic bony structure and of its biomechanical tolerance. This knowledge however is essential in order to optimize protection devices and car structures with regard to the security of the occupants. An experimental study of the pelvic bony structure subjected to static and dynamic loads was carried out in order to document its biomechanical behavior and its injury threshold. 22 pelves were tested under side loading conditions. Displacements, applied force, and local strains of the public rami were obtained. From this study, the main concluions drawn out were: - a good agreement is observed between the real life observations and those coming from the in-vitro tests; static fracture threshold is lower in this study than those reported for whole body tests, but is closed to Cesari static results; the dynamic fracture threshold is well bordered by the chosen energy level of impact, and consequently, a first corridor including the behavior of the pelvic bony structure up to the level of injury is proposed. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Bone KW - Bones KW - Hip KW - Hip (human) KW - Injuries KW - Injury KW - Side crashes KW - Side impact KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513783 ER - TY - CONF AN - 00781063 AU - TALANTIKITE, Y BOUQUET AU - National Highway Safety Advisory Committee TI - HUMAN THORAX BEHAVIOUR FOR SIDE IMPACT, INFLUENCE OF IMPACT MASSES AND VELOCITIES PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1542-9 AB - This study deals with the knowledge of human behaviour under impact conditions close to those of the real world and the verification of the sensitivity of the lateral criteria deflection and V*C to mass and velocity variation. A series of 11 tests were conducted on unembalmed cadavers with a guided horizontal impactor. The impactor masses used were 12 and 16 kg and the velocities were 6 to 8.5 m/s. The impact surface was flat, rigid and of 15 cm diameter. Identical tests were carried out with a Eurosid-1 dummy. In these tests conditions, the behaviour of the Eurosid-1 thorax could be improved. The V*C and the deflection criteria are sensitive to the variations of the impact masses and velocities. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Cadaver KW - Cadavers KW - Dummies KW - Mathematical analysis KW - Side crashes KW - Side impact KW - Speed KW - Speed KW - Thorax KW - Thorax KW - Weight KW - Weight UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513797 ER - TY - CONF AN - 00781064 AU - KALLIERIS, D DEL CONTE-ZERIAL AU - National Highway Safety Advisory Committee TI - PREDICTION OF THORACIC INJURIES IN FRONTAL COLLISIONS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1550-63 AB - The frontal collision is the most frequent collision type observed in real accident investigations. The impact severity depends on the overlap of the vehicle with the obstacle which also determines the average deceleration of the car and subsequently the loading of the car occupant. The injury severity depends upon anthropometric parameters and the mechanical response. To investigate these relationships 46 frontal collisions with cadavers were performed. The impact velocity was 47-55 km/h, the average sled deceleration 10-20 g. The subjects, 36 males and 10 females, were aged between 19 and 65 years and were protected with 3-point standard belts, driver air bag - knee bolster, 3-point belt combined with air bag. The injuries were defined through medical investigation during the autopsy in situ or on isolated body parts in a more detailed manner later; the injury severity was coded in accordance with the AIS 90. The most injured body part was the thorax, usually rib fractures were found. The number of rib fractures includes uninjured cases up to 17 rib fractures with thoracic injury severity between AIS 0 and AIS 4. The fracture pattern was characteristic for the restraint system used. Logistic regression analysis was used to predict the probability of injury severity for the explanatory variables. To further restrain the subset of predictors Kruskal-Wallis and F-test were applied. Chest accelerations are suitable parameters to predict thoracic injury severity. By modelling the data with logistic regression models the best biomechanical predictor for the thoracic injury severity according to different goodness of fit criteria was the acceleration measured at the 1st thoracic vertebra. These evaluations take into account only the injury severity and the mechanical response, independent of the restraint system used and the impact severity. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Biomechanics KW - Biophysics KW - Cadaver KW - Cadavers KW - Forecast KW - Forecasting KW - Frontal crashes KW - Head on collision KW - Injuries KW - Injury KW - Regression analysis KW - Regression analysis KW - Thorax KW - Thorax UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513798 ER - TY - CONF AN - 00780923 AU - BERS, F A AU - National Highway Safety Advisory Committee TI - POINTERS TOWARD THE IMPROVEMENT OF SAFETY IN BUSES, DERIVED FROM AN ANALYSIS OF 371 ACCIDENTS INVOLVING BUSES IN GERMANY AND FROM CRASH TEST RESULTS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 791-806 AB - DEKRA accident research division has carried out in-depth analyses of 371 accidents involving 395 buses which occurred from 1985 to 1997 in Germany. From these, pointers were derived toward possible improvements in the active safety and, in conjunction with crash test results, in the passive safety of buses. With regard to the pre-crash phase of the accidents, findings emerge on, among other things, the relative significance and frequency of the following characteristics; speed being driven before collision, critical situation triggering the accident (accident type), consequences of bus occupants and opposites. From these findings, potential benefits of technical aids and bus equipment can be assessed. A main focus of actual accident occurrences involving buses concerns in which buses topple over their side. On this point, relevant characteristics resulting from the accident assessments are also described. The results of actual accident simulations carried out at the DEKRA crash centre involving the overturning of a moving bus onto its side complete this topic. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Buses KW - Dummies KW - Germany KW - Germany KW - Impact test (veh) KW - Impact tests KW - Overturning KW - Overturning (veh) KW - Safety KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513658 ER - TY - CONF AN - 00780934 AU - RAGLAND, C L AU - National Highway Safety Advisory Committee TI - RESEARCH TESTS TO DEVELOP IMPROVED FMVSS 301 REAR IMPACT TEST PROCEDURE PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 907-10 AB - A test series was conducted with a moving deformable barrier similar to the FMVSS 214 (Federal Motor Vehicle Safety Standard 214) barrier impacting the rear of the subject vehicle in a partial overlap configuration to evaluate fuel system integrity. The tests were conducted in two phases. The first phase examined rear impact test configuration differences such as overlap, speed and alignment; the second phase examined the performance of various vehicles using a consistent test protocol based on the first phase of testing and crash data analysis. This paper presents the results of these fuel system integrity tests. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Fuel tank KW - Fuel tanks KW - Impact test (veh) KW - Impact tests KW - Overlapping KW - Overlapping KW - Rear end collision KW - Rear end crashes KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513669 ER - TY - CONF AN - 00781010 AU - MORRIS, A FILDES AU - National Highway Safety Advisory Committee TI - INJURIES IN PRIMARY AND SUPPLEMENTARY AIRBAG SYSTEMS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 983-8 AB - In this study, an attempt was made to compare injury rates to restrained occupants in airbag deployed and non-airbag deployed vehicles in four different countries. Analyses were conducted both on "raw" data-sets and also with assumptions that injuries to the lower limbs are unaffected through interaction with a deploying airbag. This study reveals problems with comparing data from more than one country and highlights a requirement for a harmonised global approach to accident data collection particularly with a corresponding growth in vehicle export markets. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Crashes KW - Data acquisition KW - Data collection KW - Evaluation (assessment) KW - Evaluation and assessment KW - Injuries KW - Injury KW - International KW - International KW - Manual safety belts KW - Safety belt KW - Statistics KW - Statistics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513744 ER - TY - CONF AN - 00781017 AU - KAMIJI, K MORITA Y NAGAI AU - National Highway Safety Advisory Committee TI - STUDY OF TEST PROCEDURE TO EVALUATE AIRBAG DEPLOYMENT FORCE PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1071-9 AB - Since airbags have become standard equipment on passenger cars in the US, a variety of organizations have reported on the effectiveness of airbags in saving occupant lives and reducing serious injuries during frontal crashes, However, there have also been numerous reports of serious injuries to occupants caused by airbag deployment. As a result, airbag deployment force is now an issue of tremendous concern. These problems primarily occur with out-of-position occupants. ISO has proposed various test methods for evaluating the effects of airbag deployment force on out-of-position occupants. This paper presents a test method for evaluating airbag deployment force at the airbag component level. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Force KW - Force KW - Injuries KW - Injury KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513751 ER - TY - CONF AN - 00781024 AU - Duma, S M AU - National Highway Safety Advisory Committee TI - 5TH% FEMALE DUMMY UPPER EXTREMITY INTERACTION WITH A DEPLOYING SIDE AIR BAG PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1135-42 AB - This paper presents the results from experiments designed to characterize the upper extremity response of the small female during side air bag loading. A seat mounted thoracic side air bag was deployed statically using three different inflators. The aggressivity of the inflators varied in peak pressure and pressure onset rate. The 5th% female HIII dummy was utilized in three positions which were chosen to maximise loading of the humerus and elbow joint. Two had the dummy positioned outboard with the forearm on the armrest, and the third had the dummy inboard such that the humerus was positioned horizontally in front of the air bag module with the forearm supported above the armrest. Instrumentation for the 5th% femal dummy included the fully instrumented SAE upper extremity with six axis load cells in the humerus and forearm as well as accelerometers and angular rate sensors attached to each segment. All inflator produced resultant humerus moments below published injury tolerance values for the small female with the more aggressive air bags producing higher responses. The upper extremity response was correlated to inflator peak pressure and pressure onset rate. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Arm KW - Arm (human) KW - Dummies KW - Females KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Side KW - Side KW - Woman UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513758 ER - TY - CONF AN - 00781028 AU - BLOCH, B AU - National Highway Safety Advisory Committee TI - THE COMING REVOLUTION IN AIRBAG TECHNOLOGY PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1175-89 AB - The criteria for airbags is no longer to simply offer automatic protection for the driver and front seat occupants in frontal crashes. More stringent requirements reflect the public's understandable concern after reports of airbag-caused fatal injuries to shorter drivers and children passengers. The airbag also must not create a risk nor cause injury to the shorter driver or others who may be too close to the stored airbag, such as with an unbelted or belted person moving forward during pre-crash braking. Nor should the airbag cause injury to small children passengers, who may be in a child safety seat or somewhat out of position (eg unbelted and leaning closer to the stowed airbag). This may require airbag systems that have sensors or other means to detect the potentially adverse situation, and then restrict the particular airbag from deploying. This will also require automakers to verify compliance to test procedures that no longer focus on the 50th-percentile adult male test dummy, but will also include short-stature female drivers and child test dummies as well. Larger, tall test dummies should also be included in a more comprehensive test matrix of various individual sizes, weights, and seating positions. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Improvement KW - Improvements KW - Safety KW - Safety KW - Sensor KW - Sensors KW - Technology KW - Technology UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513762 ER - TY - CONF AN - 00781035 AU - WRIGHT, P G AU - National Highway Safety Advisory Committee TI - THE ROLE OF MOTORSPORT SAFETY PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1263-8 AB - Motor sport is an activity in which accidents are expected to occur, but in which the driver and spectators expect a very high level of protection. Much of the physics and biology are the same as those involved in highway accidents, and the motorsport safety research being carried out in both Europe and the USA can make a significant contribution to road safety. Because many motorsport accidents are recorded on video, data is recorded in on-board Accident Data Recorders and detailed post accident analysis is carried out, motorsport provides an excellent environment for vehicle safety research. The FIA has researched and implemented changes to vehicle design regulations, circuit design and circuit safety features, driver equipment, race control procedures, and medical intervention standards, to reduce the fatalities and serious injuries per accident by over 90% since the early 1970's. Its target is zero fatalities and serious injuries. The parallels between this approach and Sweden's Vision Zero policy are clear. In both, the responsibility for road safety is taken away from the driver and handed jointly to the Administration, and to the system (vehicle and highway) suppliers. Motorsport has been carrying out a similar policy for nearly 30 years and the lessons learned could, with due care, be applied to new approaches to road safety. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident prevention KW - Collision KW - Crashes KW - Design KW - Design (overall design) KW - Prevention KW - Race cars KW - Racing car KW - Recording KW - Recording KW - Recreation KW - Recreation KW - Safety KW - Safety KW - Surveillance KW - Surveillance UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513769 ER - TY - CONF AN - 00781042 AU - Stewart, D E AU - National Highway Safety Advisory Committee TI - THE SAFETY EFFECTIVENESS OF LIGHT-DUTY MOTOR VEHICLE OCCUPANT RESTRAINTS: NUMBERS OF OCCUPANT LIVES SAVED AND INJURIES PREVENTED BY SEAT BELTS IN ROAD TRAFFIC COLLISIONS IN CANADA, 1989-1995 PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1311-24 AB - Retrospective trend analyses of changes in seat belt usage rates during the six years of National Occupant Restraint Program (NORP) demonstrate that the goal was quite realistic. Through National Seat Belt Use Surveys conducted annually by Transport Canada (1996) it was possible to monitor and assess improvements in occupant restraint usage. Two of the most significant and encouraging results revealed that national seat belt usage rates for drivers of passenger vehicles increased from 73.9% in 1989 to 91.6% in 1994 - a percentage increase of about 24% and very close to the 6-year target objective established by NORP, and the usage rate for occupants of light-duty vehicles increased from 68% to 87% during the same period resulting in a 28% percentage increase. The major issue that required addressing, however, was to evaluate any safety impacts that can be attributed to the NORP program. In particular, there is a need to know whether the observed increases in seat belt usage rates over the program period yielded significant benefits (ie reductions in fatalities and injuries for collision-involved motor vehicle occupants), and if so, to measure the extent and value of these benefits towards the ultimate goal - improving road safety. These general objectives formed the basis for the research study reported on in this paper. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Canada KW - Canada KW - Collision KW - Crashes KW - Delivery vehicle KW - Delivery vehicles KW - Economic efficiency KW - Efficiency KW - Efficiency KW - Evaluation (assessment) KW - Evaluation and assessment KW - Manual safety belts KW - Safety KW - Safety KW - Safety belt UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513776 ER - TY - CONF AN - 00781053 AU - Stewart, D E AU - National Highway Safety Advisory Committee TI - A STATISTICAL METHODOLOGICAL FRAMEWORK FOR ESTIMATING, ASSESSING, EVALUATING, MONITORING AND INTERPRETING ROAD TRAVEL RISK PERFORMANCE MEASURE INDICATORS: A 'RISK ANALYSIS AND EVALUATION SYSTEM MODEL' COMBINING TRAFFIC COLLISION AND 'EXPOSURE TO RISK' INFORMATION TO IDENTIFY 'HIGH RISK' ROAD TRAVEL PATTERNS AND CHARACTERISTICS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1445-64 AB - This paper presents the results for five main objectives identified in a recent road travel risk research study conducted by Transport Canada. The first objective involved the development and implementation of a statistical methodological framework that combines collision and 'exposure to risk' data to measure and interpret risk performance indicators. Secondly, a 'risk analysis and evaluation system model' for evaluating, comparing, and monitoring the relative risks of collision, injury and fatality encounter associated with the various driver-passenger-vehicle-road-trip-environment-temporal travel patterns and characteristics was developed. The third objective involved the development and implementation of statistical methods and procedures for measuring levels of errors associated with the various types of road travel risk, relative risk, and relative risk odds-ratio performance indicator estimators to identify significant differences in travel risks prevailing on the roads and highways. Fourthly, using Canadian collision and 'exposure to risk' data bases, the modeling framework was applied to measure the relative risks of collision, injury and fatality encounter for selected road user groups and their travel patterns and characteristics. From these results 'high risk' road travel patterns and characteristics were identified. Finally, conclusions and recommendations regarding the uses and applications of the 'risk analysis and evaluation system model' for identifying road travel problem areas/issues and evaluating remedial measures/countermeasures for improving road safety are provided. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident KW - Analysis (math) KW - Crashes KW - Evaluation (assessment) KW - Evaluation and assessment KW - Hazards KW - Highway KW - Highways KW - Mathematical analysis KW - Mathematical model KW - Mathematical models KW - Risk KW - Statistics KW - Statistics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513787 ER - TY - CONF AN - 00781060 AU - EPPINGER, R AU - National Highway Safety Advisory Committee TI - INTERNATIONAL HARMONIZED RESEARCH ACTIVITIES (IHRA) STATUS REPORT OF THE BIOMECHANICS WORKING GROUP PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1510-2 AB - This report gives a summary of the activities of the International Harmonized Research Activities (IHRA) Working Group on Biomechanics Research. The Working Group was formed in 1997 after the IHRA Steering Committee meeting in Washington, DC, where the United States presented the NHTSA plan for the harmonization of biomechanics research. The focus of the group is to obtain international agreement on a framework and to develop a five year agenda for the harmonization of biomechanics research. The first meeting of the Working Group on Biomechanics Research was held in Hanover, Germany, September 22, 1997, in conjunction with the IRCOBI Conference. The delegates representing Japan, Europe, and North America were present. The meeting produced agreement on the research priorities and on the development of a framework and a five year agenda for the world wide harmonization of biomechanics research. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Conference KW - Design (overall design) KW - Development KW - Development KW - Dummies KW - Impact test (veh) KW - Injury KW - International KW - International KW - Mathematical model KW - Mathematical models KW - Research project KW - Research projects KW - Risk KW - Side impact KW - Specifications KW - Standardization UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513794 ER - TY - CONF AN - 00781067 AU - BOSTROEM, O HAALAND AU - National Highway Safety Advisory Committee TI - A SLED TEST PROCEDURE PROPOSAL TO EVALUATE THE RISK OF NECK INJURY IN LOW SPEED REAR IMPACTS USING A NEW NECK INJURY CRITERION (NIC) PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1579-85 AB - Today's cars do not sufficiently prevent neck injuries in rear end impacts. So called whiplash injuries are often sustained at low velocities. According to Swedish road casualty statistics, the risk for whiplash injuries increases dramatically with the velocity change of the impacted car in the interval between 10-20 km/h. During recent years, much progress has been made in research concerning this issue. This includes new findings from injury statistics, better knowledge of injury mechanisms (even if they are not yet fully understood) and development of suitable rear impact dummies. This paper describes a new sled test procedure involving two levels of rear impact severity. In the proposed procedure, a new neck injury criterion (NIC) which is a measure of the effect of violence to the neck, is used to evaluate the level of neck protection. Seats, from two cars with different neck injury-risk rating (according to Swedish statistics), have been tested according to the new procedure and compared with a new seat concept. The results indicate that a seat back with a low yielding limit has a lower risk of neck injury, which is reflected in lower NIC-values. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Cervical vertebrae KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact sled KW - Impact sleds KW - Injuries KW - Injury KW - Rear end collision KW - Rear end crashes KW - Seat (veh) KW - Seats KW - Test method KW - Test procedures KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513801 ER - TY - CONF AN - 00780921 AU - BRITELL, C J AU - National Highway Safety Advisory Committee TI - COLLISION AVOIDANCE THROUGH IMPROVED COMMUNICATION BETWEEN TRACTOR AND TRAILER PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 770-87 AB - On September 2 1994, the National Highway Traffic Safety Administration (NHTSA) issued a notice in the Federal Register to promote a cooperative program which would foster the development, evaluation, and deployment of heavy vehicle intelligent communication and powering enhancement system(s). In response to this solicitation, Delco Electronics Corporation, on behalf of its potential project partners, submitted a proposal detailing a collaborative, jointly governed venture between industry and Government to develop and evaluate heavy-duty technology vehicles using two-way communication between the tractor and the trailer. The object of this cooperative agreement was to foster the development, evaluation, and deployment of intelligent communication and powering, also requiring the installation of several advanced electrical sub-systems on the trailers in order to properly exercise these communciation and powering techniques between the tractor and trailer in the real world. Among the devices installed on the vehicles, of particular interest to the government agencies, were the Side Collision Warning System, Brake Stroke Indicator, Head-up Display, and a Rear View Video Camera as collision avoidance devices. A unique feature of this program was the in-fleet operational testing of the systems, using real truck drivers, who faced real driver problems and performance pressures. The drivers introduced a recordable "human factors" element into the evaluation system with regard to the safety and productivity value of many of the tested systems. If something bothered them, it got shutoff or broken. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident prevention KW - Collision KW - Communication KW - Communications KW - Crashes KW - Driver information systems KW - Information display systems KW - Lorry KW - Prevention KW - Printed publicity KW - Safety KW - Technology KW - Technology KW - Trailer KW - Trailers KW - Trucks KW - Visual display KW - Visual display KW - Visual display units (Computers) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513656 ER - TY - CONF AN - 00780936 AU - VINCZE-PAP, S AU - National Highway Safety Advisory Committee TI - EUROPEAN TEST METHODS FOR SUPERSTRUCTURES OF BUSES AND COACHES RELATED TO ECE R66 (THE APPLIED HUNGARIAN CALCULATION METHOD) PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 920-6 AB - The first full-scale roll-over tests of coaches and buses, in Europe, have been started at the beginning of 70's in Hungary. Later in 1986, the European Committee of Economy has accepted and issued a new regulation related to the bus and coach superstructures' strength. The previous methods and all the four test methods, accepted in the ECE R66, are discussed technically and critically in this paper. The recently used combined Hungarian method based on quasi-static tests of bus-frames and simplified computer simulation of roll-over process is presented too. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Buses KW - Coach KW - Design KW - Design (overall design) KW - Europe KW - Europe KW - Mathematical model KW - Mathematical models KW - Overturning KW - Overturning (veh) KW - Specification (standard) KW - Standards KW - Strength (mater) KW - Strength of materials KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513671 ER - TY - CONF AN - 00781005 AU - HOPE, F AU - National Highway Safety Advisory Committee TI - SAFETY REAR UNDERRIDE GUARDS WITH AN OPTIONAL REVERSE IMPACT BRAKING SYSTEM PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 932-9 AB - This paper describes the Safe-T-Bar and Sens-N-Stop, two products aimed at reducing personal injury and damage resulting from rear impacts. The Safe-T-Bar is a rear underride protection guard. It can be fitted to all vehicle types, including straight trucks and semi-trailers, up to the maximum gross vehicle weight. There are two versions of the guard, one incorporating rubber springs, the other friction plates. Collision damage to light vehicles occurring at average speeds is radically reduced or in some instances entirely eliminated. Both versions of the Safe-T-Bar have been laboratory tested. The rubber spring version meets EEC Directives e11-011 and e11-013. The friction plate version fully complies with the United States Federal Motor Vehicle Safety Standards FMVSS 223 and FMVSS 224. Sens-N-Stop is an automatic impact-sensing and brake-activating system for reversing vehicles for use in conjunction with the rubber spring version of the Safe-T-Bar. Immediately the beam comes into contact with an obstruction the vehicle brakes are applied. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Backing (Driving) KW - Braking KW - Braking KW - Driving KW - Lorry KW - Rear end collision KW - Rear end crashes KW - Reversing (veh) KW - Safety KW - Safety KW - Sensor KW - Sensors KW - Trucks KW - Underride override crashes KW - Underride prevention UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513739 ER - TY - CONF AN - 00781007 AU - DE SANTIS, M CHAMBERLAND AU - National Highway Safety Advisory Committee TI - CRITERIA FOR THE EVALUATION OF CHILD DETECTION AIDS AT SCHOOL BUS STOPS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 958-63 AB - Transport Canada, in cooperation with the SAAQ (Quebec Automobile Insurance Corporation) and Transports Quebec (MTQ), and with the support of Groupe Cartier and Les Consultants Genicom, has completed the first phase of a study whose final objective is to develop an evaluation grid for school bus safety aids. Phase I was specifically aimed at identifying and weighting criteria to be used to evaluate child detection aids. The aids considered improve a driver's change of detecting school children while they are getting on and off the bus and thus increase the children's safety. After identifying the school bus problem, reviewing the main technologies available, conducting a study of the driver's duties, and analysing the risks of school bus accidents, a number of criteria were selected to evaluate the aids under consideration. Twenty-one main criteria in five major categories were identified. The categories are the reduction/elimination of the risks of an accident (safety criteria), the impact on the driver's duties and the interface with the children (ergonomic criteria), the cost of the aid and the school bus service (economic criteria), the noise and visual distractions (environmental criteria), and the aid's performance and technical reliability (technical criteria). These criteria have been incorporated into a preliminary evaluation grid. The grid will be validated in Phase II of the project. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Bus KW - Bus stops KW - Buses KW - Child KW - Children KW - Detection KW - Detection and identification KW - Detectors KW - Driver information systems KW - Evaluation (assessment) KW - Evaluation and assessment KW - Printed publicity KW - Safety KW - Safety KW - School KW - Schools UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513741 ER - TY - CONF AN - 00781020 AU - BIGI, D HEILIG AU - National Highway Safety Advisory Committee TI - A COMPARISON STUDY OF ACTIVE HEAD RESTRAINTS FOR NECK PROTECTION IN REAR-END COLLISIONS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1103-10 AB - Neck injuries caused by rear-end collisions have become a major problem in traffic safety over the last two decades, however, surprisingly little effort has been made so far to improve car seat and head rest design. Several studies have shown, that whiplash injuries can be reduced by minimizing the gap between head and head restraint during the first phase of a rear-end impact. On the other hand, the requests for comfort from the car passengers limit the reduction of this distance. Various publications show that generally neither drivers nor passengers are aware of the necessity to adjust current head rests to their head position. The conclusion is, the head rest should either be large enough to protect all occupants or should be automatically adjusted to protect all occupant sizes. This study shows a comparison of different active head restraint concepts, which guarantee a reduction of the distance between head and head rest during a rear-end collision. In addition the size of the head rest is enlarged. Different concepts were validated by sled tests using Hybrid-III Dummies equipped with the newly developed TRID-neck. Also volunteer tests were performed to prove the effectiveness of the new concepts. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Cervical vertebrae KW - Evaluation (assessment) KW - Evaluation and assessment KW - Head restraint KW - Headrests KW - Injuries KW - Injury KW - Mathematical model KW - Mathematical models KW - Rear end collision KW - Rear end crashes KW - Simulation KW - Simulation KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513754 ER - TY - CONF AN - 00781022 AU - MORRIS, A FILDES AU - National Highway Safety Advisory Committee TI - PRELIMINARY EXPERIENCE OF PASSENGER AIRBAG DEPLOYMENTS IN AUSTRALIA PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1122-5 AB - 19 cases of passenger airbag deployments in a frontal crash in which a passenger was present have been investigated. These investigations were conducted as part of an on-going study of vehicle crash performance and occupant injury currently on-going at the Monash University Accident Research Centre (MUARC). Preliminary results suggest that the US experience of fatalities caused by interaction of the passenger with the deploying airbag is not shared in Australia. This is probably because the seat-belt use in the study was high (18/19 or 95%). These preliminary results support the view that such airbags should be used as supplementary restraint systems. Further studies are planned to monitor the performance of passenger-airbags and to provide more in-depth analyses when more data are available. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Australia KW - Australia KW - Frontal crashes KW - Head on collision KW - Impact studies KW - Impact study KW - Injuries KW - Injury KW - Vehicle occupant KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513756 ER - TY - CONF AN - 00781037 AU - KRAFFT, M KULLGREN AU - National Highway Safety Advisory Committee TI - THE RISK OF SKULL/BRAIN INJURIES IN MODERN CARS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1273-5 AB - Skull/brain injuries to car occupants are still a major problem in road accidents, as they are a dominating cause of death, and for survivors, as they often lead to permanent problems. Many of the preventive actions in passive safety have therefore been directed towards injuries to the head. In Sweden, since 1997 it is possible to link medical data coded according to ICD (International Classification of Diseases), and police reported accident data, for all cases where an injured person has been admitted to hospital. This provides an opportunity to study the influence of the car design on injuries. In this study, a material from the police and the hospitals on the national basis has been used to study the influence of new car design. The method used was predominantly paired comparisons, which can control the influence of accident severity and other problems associated with exposure. It was found, that there has been a dramatic reduction of skull/brain as well as facial injuries in the last years that can be related to the design of the cars. The reduction was in the order of 50-60% when comparing cars from 1984 with cars from 1995, involved in car to car impacts. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Automobiles KW - Brain KW - Brain KW - Car KW - Design KW - Design (overall design) KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Passive restraint systems KW - Passive safety system KW - Skull KW - Skull UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513771 ER - TY - CONF AN - 00781039 AU - Winston, F K AU - National Highway Safety Advisory Committee TI - A COMPREHENSIVE SURVEILLANCE SYSTEM TO INVESTIGATE TARGETED ISSUES IN CHILD OCCUPANT PROTECTION PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1291-7 AB - Current databases relating information about children in vehicle crashes are not comprehensive due in part, to the small sample sizes of these studies. This limitation has led to a focus on case series analyses, which have in turn produced few statistically based recommendations for vehicle and child restraint design changes. The magnitude of the problem of child occupant protection is not clear and limited mechanisms currently exist by which to systematically and thoroughly investigate critical questions in the field. To address these issues, the authors have created a comprehensive surveillance system devoted exclusively to children riding as occupants in motor vehicles through the utilization of current insurance claim settlement procedures. This surveillance system will provide a mechanism for the prompt identification of important "targeted issues" that require more detailed investigation and analysis. These targeted issue studies will utilize crash investigations and telephone interviews to learn more details about crash circumstances, occupant kinematics, and restraint system performance. The unique combination of the surveillance system with these focused investigations will result in a statistically based sample with valid and generalizable results. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Child KW - Children KW - Impact test (veh) KW - Impact tests KW - Passive restraint systems KW - Passive safety system KW - Surveillance KW - Surveillance KW - Vehicle occupant KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513773 ER - TY - CONF AN - 00781054 AU - MACKAY, M HASSAN AU - National Highway Safety Advisory Committee TI - OBSERVATIONAL STUDIES OF CAR OCCUPANTS' POSITIONS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1465-72 AB - The use of current seat belts has been shown to be effective in reducing deaths and serious injuries to restrained car occupants by 50% compared to unrestrained. Real world accident studies have identified limitations to the performance of seat belts. This has led to the next major evolution in restraint design which is the development of the intelligent restraints. The options for intelligent restraints include making the system variable, to take account of occupant age and sex, occupant weight, occupant sitting position (relative to forward structures) and the severity of the collision which is occurring thus changing the characteristics of the seat belt. Data are presented on how a population of drivers and passengers actually sit in cars, and accident analyses will illustrate how injury outcome varies with age and sex for restrained occupants. The implications of the position of the hands on the steering wheel during normal driving and the rotational orientation of the steering wheel during an impact for airbag design are also included. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Dummies KW - Location KW - Location KW - Manual safety belts KW - Safety belt KW - Seat (veh) KW - Seats KW - Steering wheel KW - Steering wheels KW - Surveillance KW - Surveillance KW - Vehicle occupant KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513788 ER - TY - CONF AN - 00781056 AU - LAVELLE, J P AU - National Highway Safety Advisory Committee TI - FIELD DATA IMPROVEMENTS FOR FIRE SAFETY RESEARCH PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1486-9 AB - As part of the March 7, 1995 Settlement Agreement between General Motors and the US Department of Transportation, General Motors sponsored analyses of various field collision data files maintained by Federal and State highway safety organizations. These analyses were performed to: (1) evaluate possible causes and effects of vehicle fire events; (2) assess the adequacy of existing databases for studying these events; and (3) recommend possible enhancements to these data files to assist safety researchers in studies of motor vehicle fires. Results of this GM-sponsored research indicate that existing data sources contain insufficient information to enable researchers to satisfactorily understand the causes of vehicle fires. This paper describes some major deficiencies in current field accident databases (with respect to information about the causes and consequences of vehicle fires) and recommends enhancements to these databases which might provide researchers with better, more comprehensive information about the causes and effects of vehicle fires. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Data banks KW - Database KW - Fire KW - Fires KW - Impact studies KW - Impact study KW - Improvement KW - Improvements KW - Research project KW - Research projects KW - Safety KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513790 ER - TY - CONF AN - 00781071 AU - WELBOURNE, E R AU - National Highway Safety Advisory Committee TI - IMPROVED MEASURES OF FOOT AND ANKLE INJURY RISK FROM THE HYBRID III TIBIA PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1618-27 AB - From a regulatory viewpoint, the design, construction and instrumentation of the Hybrid III tibia, and the related measures of injury risk, specified in Directive 96/79/EC, present some difficulties. The paper briefly describes limitations associated with the design of the tibia, the standard instrumentation, and the currently regulated measures of injury risk. Given the anticipated delay before more advanced legs become available, interim means of increasing the utility of current data are suggested. Improvements to the instrumentation and further modification of the ankle characteristics are briefly discussed. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Foot KW - Foot (not a measure) KW - Injuries KW - Injury KW - Mathematical analysis UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513805 ER - TY - CONF AN - 00781073 AU - Hardy, Warren N AU - National Highway Safety Advisory Committee TI - INVESTIGATION OF INERTIAL FACTORS INVOLVED IN AIRBAG-INDUCED FOREARM FRACTURES PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1646-59 AB - Unembalmed, human cadavers were used in direct-contact, airbag-interaction deployments to assess the influence of upper-extremity inertia during vehicle deceleration on the likelihood and severity of airbag-induced forearm fractures. Comparisons were made for static and dynamic test configurations. Dynamic conditions were simulated by accelerating the steering-wheel/airbag module assembly toward the cadaver at the time of airbag deployment, with the cadaver forearm in contact with the airbag module. The results of the dynamic simulations suggest that the increased inertia of dynamic simulations suggest that the increased inertia of the upper extremity due to crash deceleration does not influence the incidence or severity of forearm fractures resulting from direct forearm airbag interaction. Also, the inertial loading of the airbag by the forearm did not significantly change the deployment characteristics of the airbag. The results of this study reinforce the efficacy of conducting static airbag deployments to assess airbag aggressivity and the potential for forearm fractures. The results also support the use of a simple kinematic measure, such as peak distal foream speed (PDFS) or average distal foream speed (ADFS), for the prediction of airbag-induced upper-extremity fractures. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Analysis (math) KW - Arm KW - Arm (human) KW - Biomechanics KW - Biophysics KW - Cadaver KW - Cadavers KW - Fracture (bone) KW - Fractures (Anatomy) KW - Inertia KW - Inertia (Mechanics) KW - Mathematical analysis KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513807 ER - TY - CONF AN - 00781009 AU - LENARD, J FRAMPTON AU - National Highway Safety Advisory Committee TI - THE INFLUENCE OF EUROPEAN AIR BAGS ON CRASH INJURY OUTCOMES PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 972-82 AB - The UK Co-operative Crash Injury Study currently includes data on 205 seat belted drivers from frontal impacts in which an air bag deployed: of these, 142 suffered some degree of injury. To detect the influence of frontal air bags, the distribution of injury over the body regions of these drivers was compared to that of a much larger group from vehicles without air bags. The injured drivers from air bag vehicles showed relatively fewer head injuries, especially fractures, and relatively more arm injuries. No abnormal types of injury or circumstances of injury were identified for the air bag group. Air bags generally appear to deploy at vehicle impact severities that pose a statistical risk of significant head injury, and also in a proportion of lower severity impacts, As a group, the air bag equipped vehicles were larger, more modern, and more often fitted with seat belt pretensioners than the non air bag vehicles, with an older and more male driving population. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Europe KW - Europe KW - Fatalities KW - Fatality KW - Frontal crashes KW - Head on collision KW - Injuries KW - Injury KW - Statistics KW - Statistics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513743 ER - TY - CONF AN - 00781011 AU - GERMAN, A DALMOTAS AU - National Highway Safety Advisory Committee TI - AIR BAG COLLISION PERFORMANCE IN A RESTRAINED OCCUPANT POPULATION PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 989-96 AB - For the past five years, the Road Safety and Motor Vehicle Regulation Directorate of Transport Canada has conducted studies of motor vehicle collisions which have resulted in air bag deployments. Canada enjoys high usage of seat belts and, consequently, the vast majority of occupants in the crashes under study were fully restrained. This provided an opportunity to evaluate the effectiveness of air bags as supplemental restraint systems. Results from this process demonstrated that thresholds set by manufacturers for air bag deployment were generally lower than necessary to protect fully restrained occupants. Furthermore, the major drawback of first generation air bags was their aggressivity which often gave rise to air bag-induced injuries to belted occupants. Now, many 1998 vehicles have been equipped with "depowered" air bags. The present paper provides a brief overview of the collision experience with air bags in Canada, and presents some preliminary results from in-depth studies of real world crashes involving second generation air bags. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Canada KW - Canada KW - Crashes KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact studies KW - Impact study KW - Manual safety belts KW - Safety belt KW - Vehicle occupant KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513745 ER - TY - CONF AN - 00781016 AU - BERG, F A AU - National Highway Safety Advisory Committee TI - RESULTS OF FULL-SCALE CRASH TESTS, STATIONARY TESTS AND SLED TESTS TO ANALYSE THE EFFECTS OF AIR BAGS ON PASSENGERS WITH OR WITHOUT SEAT BELTS IN THE STANDARD SITTING POSITION AND IN OUT-OF-POSITION SITUATIONS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1055-70 AB - It can be expected that equipping new vehicles of all categories with air bags will lead to an increase of accidents in which injuries are assumed to be caused by an air bag. Answers to related questions call for comprehensive experimental findings. In this context possible injury-inducing effects of air bags in standard and non-standard sitting positions (out-of-position situations) of passengers are of particular interest. DEKRA Automobil AG carried out several tests to analyse the effects of air bags on belted drivers in the standard sitting position and unbelted front passengers bent forward (out of position). In six full-scale crash tests the vehicle impacts a rigid barrier with 40% frontal overlap. In four of the tests the collision speed was 55 km/h, in two tests 34 km/h the other 29 kn/h. A belted dummy was placed on the driver's seat in the standard position. On the front passenger seat an identical dummy was placed unbelted and leaning forward. Two further tests were carried out with a stationary vehicle and triggered the front passenger air bag. On the front passenger's seat was an unbelted dummy bent forward. In one case its position was extreme, with the face close to the cover of the air bag. In the other case the distance between the dummy's nose and the dashboard - as in the full-scale tests - was 175 mm. Vehicle deceleration and vehicle damage measured during the tests, together with the loads on the dummies and their kinematics are described. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Cadaver KW - Cadavers KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Location KW - Location KW - Manual safety belts KW - Safety belt UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513750 ER - TY - CONF AN - 00781018 AU - BREED, D S AU - National Highway Safety Advisory Committee TI - A SMART AIRBAG SYSTEM PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1080-91 AB - Pattern recognition techniques, such as neural networks, have been applied to identify objects within the passenger compartment of the vehicle, such as a rear facing child seat or an out-of-position occupant, and to suppress the airbag when an occupant is more likely to be injured by the airbag than by the accident. Neural networks have also been applied to sense automobile crashes. The use of neural networks is extended here to tailoring the airbag inflation to the severity of the crash, the size, position and relative velocity of the occupant and other factors such as seatbelt usage, seat and seat back positions, vehicle velocity, and any other relevant information. Crash sensors can predict that a crash is of a severity which requires the deployment of an airbag for the majority of real world crashes. A more difficult problem is to predict the crash velocity versus time function and then to adjust the airbag inflation/deflation over time so that just the proper amount of gas is in the airbag at all times even without considering the influence of the occupant. To also simultaneously consider the occupant size, weight, position and velocity renders this problem unsolvable by conventional methods. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Automatic KW - Automatic control KW - Automation KW - Calculation KW - Calculation KW - Electronics KW - Electronics KW - Expert system KW - Expert systems KW - Mathematical model KW - Mathematical models KW - Method KW - Methodology KW - Sensor KW - Sensors KW - Technology KW - Technology UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513752 ER - TY - CONF AN - 00781041 AU - STERN, S D AU - National Highway Safety Advisory Committee TI - NEW "ELECTRONIC" DATA COLLECTION METHODS IN THE NATIONAL AUTOMOTIVE SAMPLING SYSTEM CRASHWORTHINESS DATA SYSTEM PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1306-10 AB - The National Automotive Sampling System (NASS) Crashworthiness Data System (CDS) was established in 1979 to help analyze motor vehicle crashes and injuries. It collects data with research teams at 24 sites that study about 5,000 crashes annually involving passenger cars, trucks, and vans. Historically, trained researchers have collected NASS CDS data on paper data encoding forms. Recently, the NASS program took a giant step forward into the world of electronic crash data collection. Researchers started collecting data using electronic digital methodologies in January of 1997. In this "paperless" system data go directly into the database in the field, rather than on paper forms. All case data are transferred electronically to quality control centers, central data depositories, and NHTSA. An interface is being designed for users to access data and digital images. This paper will describe the process of converting from a paper to an electronic crash data collection system. This new system gives NHTSA the capability to provide quick electronic access to cases. Eventually the data will be accessible through the Internet. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Calculation KW - Calculation KW - Collision KW - Crashes KW - Data acquisition KW - Data collection KW - Deformation KW - Deformation KW - Electronics KW - Electronics KW - Evaluation (assessment) KW - Evaluation and assessment KW - Injuries KW - Injury KW - Method KW - Methodology UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513775 ER - TY - CONF AN - 00781043 AU - AUGENSTEIN, J S AU - National Highway Safety Advisory Committee TI - THE CIREN EXPERIENCE PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1325-7 AB - The Crash Injury Research and Engineering Network, or CIREN links seven trauma centers from around the country together with engineers to study the cause, kinematics, and results of real world crashes. Each trauma center has a multidisciplinary team of physicians, medical researchers, safety engineers, crash reconstructionist, public safety professions, and others who review the crash and the patients. The network includes trauma centres in San Diego, Seattle, Newark, Baltimore, Miami, Washington and Ann Arbor. General Motors funds three of these centers. A high-speed computer network will soon link the seven centers. This state of the art teleconferencing system will allow on-line multidisciplinary analyses of crashes to be performed by personnel from the trauma centers, manufacturers and government agencies. The first national conference was held last October in Ann Arbor. This research will hopefully aid the auto industry to continuously design safer cars. It is already helping the medical community, doctors and Emergency Medical Services personnel, to develop new diagnostic and treatment tools. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Collision KW - Crashes KW - Data acquisition KW - Data banks KW - Data collection KW - Database KW - Design KW - Design (overall design) KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Research project KW - Research projects KW - United States KW - Usa UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513777 ER - TY - CONF AN - 00781050 AU - Fontaine, H AU - National Highway Safety Advisory Committee TI - CHANGES IN EXPOSURE AND ACCIDENT RISK FOR CAR DRIVERS IN FRANCE PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1425-33 AB - This paper aims at analyzing changes in risk exposure as revealed by the last two travel surveys carried out in 1981-82 and 1993-94, and at assessing variations in accident risk by linkage with accident data for the corresponding periods. The findings show that car trips are on average longer and faster in 1994, but there is still a lot of very short journeys. The proportion of female and elderly people in the driver population is increasing. Trip purposes still differ according to driver sex. Linkage with accident data reveals a general decrease in the risk per kilometer traveled, tending to confirm the hypothesis of a general improvement in driving standards. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident KW - Analysis (math) KW - Crashes KW - Driver KW - Drivers KW - Evaluation (assessment) KW - Evaluation and assessment KW - France KW - France KW - Hazards KW - Mathematical analysis KW - Risk KW - Safety KW - Safety KW - Statistics KW - Statistics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513784 ER - TY - CONF AN - 00781052 AU - Yuen, L AU - National Highway Safety Advisory Committee TI - MOTOR VEHICLE DATA IN CANADA: PAST, PRESENT AND FUTURE PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1440-4 AB - Canada has set a goal to achieve the safest roads in the world by the year 2000. The success of this achievement can only be measured through relevant and accurate data. What data are available to support this initiative? Canada first started collecting motor vehicle related data in 1903, What has been done since? This paper will trace the development of motor vehicle related data collection in Canada, from the first vehicle registration in 1903, to the formation of the Road Safety Directorate at Transport Canada, and its mandate to collect TRAID, to the current NCDB, and beyond. The paper will also examine the development of other motor vehicle related databases in Canada, and the strategic plans to allow maximum utilization of these databases. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Automatic vehicle identification KW - Automatic vehicle identification KW - Canada KW - Canada KW - Collision KW - Crashes KW - Data acquisition KW - Data banks KW - Data collection KW - Database KW - License plates KW - Number plate KW - Statistics KW - Statistics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513786 ER - TY - CONF AN - 00781075 AU - BOUQUET, R RAMET AU - National Highway Safety Advisory Committee TI - PELVIS HUMAN RESPONSE TO LATERAL IMPACT PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1665-86 AB - This paper gives a further approach to provide information on the human pelvis tolerance against lateral impacts with unembalmed cadavers. The aim of this work was to verify the influence of impactor parameters as velocity and weight on the criteria measured on pelvis as force, acceleration and deflection. A previous study, presented in 1994 at the ESV Conference, concerned the establishment of behaviour laws for the pelvis response by a 23.4 kg impactor. The analysis of crash tests showed that the impacting masses are lower and the impact velocities are higher. It was essential to know the pelvis behaviour in new impact conditions. A series of 11 new tests were conducted with a guided horizontal impactor at several speeds. The impactor was flat and rigid. Its weight was 12 kg or 16 kg. From the 31 tests it is possible to propose a deflection limit value of 46 mm at 1 50% AIS greater than or equal to 2 probability. The authors propose 2 'force/deflection' corridors for impacts energies of 800 and 1100 joules. From these study results they propose: A EUROSID-1 pelvis performance criteria of 3.93 kN with a 50% AIS greater than or equal to 2 probability; A EUROSID-1 pelvis performance criteria of 6.16 kN for a 50% AIS greater than or equal to 3 probability. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Anthropometric dummy KW - Anthropometry KW - Cadaver KW - Cadavers KW - Dummies KW - Hip KW - Hip (human) KW - Mathematical analysis KW - Side crashes KW - Side impact UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513809 ER - TY - CONF AN - 00780924 AU - MATOLCSY, M AU - National Highway Safety Advisory Committee TI - DEVELOPMENT POSSIBILITIES IN RELATION TO ECE REGULATION 66 (BUS ROLLOVER PROTECTION) PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 807-12 AB - This paper gives an analysis about the rollover process of buses in case of a standard accident simulation. International regulation requires certain strength and energy absorbing capacity of the superstructure to ensure survival space for the passengers. The kinetic energy of a rolling bus is transformed into deformation work and involving the energy losses too, an energy balance can be set up and studied. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Buses KW - Impact test (veh) KW - Impact tests KW - Legislation KW - Legislation KW - Overturning KW - Overturning (veh) KW - Roof (veh) KW - Simulation KW - Simulation KW - Specification (standard) KW - Standards KW - Vehicle roofs UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513659 ER - TY - CONF AN - 00780926 AU - OKUYAMA, H MOMIYAMA AU - National Highway Safety Advisory Committee TI - STABILITY AUGUMENTATION SYSTEM FOR THE HEAVY DUTY COMMERCIAL VEHICLES - ESTIMATION OF THE GRAVITY POSITION WITH AR METHOD AND APPLICATION FOR ANTI-ROLLOVER PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 828-32 AB - The increasing requirement for vehicle safety enforces us to do further investigation research for the stability control system of commercial heavy duty vehicles. About 50% of these accidents are caused by vehicle spin-out and rollover. Hence, advanced stability control for heavy duty vehicle needs to be implemented. In this paper, the vehicle gravity position is estimated in using Auto-Regressive (AR) method since the commercial vehicle dynamic characteristics is changeable due to its unspecified load. The rollover behavior is predicted by both the gravity position and the rolling condition such as rolling behavior. Thus a rollover preventing system is proposed. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Driving KW - Gravity model KW - Gravity models KW - Handling characteristics KW - Lorry KW - Mathematical model KW - Mathematical models KW - Overturning KW - Overturning (veh) KW - Safety KW - Safety KW - Stability KW - Stability (Mechanics) KW - Trucks KW - Vehicle handling UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513661 ER - TY - CONF AN - 00780933 AU - KECMAN, D LENARD AU - National Highway Safety Advisory Committee TI - SAFETY OF SEATS IN MINIBUSES - PROPOSAL FOR A DYNAMIC TEST PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 899-906 AB - The paper discusses the safety of minibus seats in the light of the current European Safety Directives, general safety requirements regarding structural behaviour and occupant protection, accident investigation, full scale tests on minibuses and vans and numerical simulation studies. The evidence strongly supports the view that the current static testing of the seat belt anchorages ought to be extended to dynamic complete seat tests with instrumented dummies, for which a test acceleration corridor and safety requirements have been proposed. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Minibus KW - Minibuses KW - Safety KW - Safety KW - Seat (veh) KW - Seats KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513668 ER - TY - CONF AN - 00780935 AU - ABU-ISA, I A AU - National Highway Safety Advisory Committee TI - THERMAL PROPERTIES AND FLAMMABILITY BEHAVIOR OF AUTOMOTIVE POLYMERS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 911-9 AB - The work described in this presentation is being conducted under the "flammability of materials" project which is part of the fire safety research program of March, 1995 General Motors/US Department of transportation Settlement Agreement. For this report twenty two components, consisting of seventy one polymeric parts used on a 1996 model year passenger van were studied. A high resolution thermal gravimetric analysis (TGA) was used to determine thermal decomposition temperatures, and rates of decomposition. TGA runs were conducted in nitrogen and air atmospheres. For the different polymers investigated the ranges of decomposition temperatures were between 223 degrees C and 552 degrees C in nitrogen, and 240 degrees C to 565 degrees C in air. Correlation was made between the thermal properties and the flammability characteristics quantified in this study. Ignition temperatures estimated from the Critical Heat Flux (CHF) values were about 14% higher than the decomposition temperatures from the thermal properties measurements. The experimental Thermal Response Parameter (TRP) values were about 28% higher than the TRP values calculated from thermal analysis. A rigorous correlation between the thermal properties and flammability characteristics of the plastics in components and parts of vehicles will be sought. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Components of the car KW - Fire KW - Fires KW - Flammability KW - Flammability KW - Polymer KW - Polymers KW - Safety KW - Safety KW - Thermal analysis KW - Thermal analysis KW - Vehicle components UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513670 ER - TY - CONF AN - 00781025 AU - TROSSEILLE, X BENDJELLAL AU - National Highway Safety Advisory Committee TI - EVALUATION OF SECONDARY RISK WITH A NEW PROGRAMMED RESTRAINING SYSTEM (PRS2) PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1143-6 AB - The new safety standards or car assessment programs for passive safety lead to the stiffening of car bodies. Consequently, the loading of occupants increases, generating a higher injury risk to the thorax. To avoid this increase in undeformed cars, more efficient restraining systems have to be developed. But the improvement of performances should not increase out-of-position (OOP) risks, in particular to the neck and thorax of adults and to children. This paper deals with the development of a new restraining system combining a belt with 4 kN force limiter and an airbag with pressure limitation. In order to have a biomechanical evaluation of real protection on human being, the OOP injury risk is studied by Post Mortem Human Subject (PMHS) experiments. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Cadaver KW - Cadavers KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Location KW - Location KW - Manual safety belts KW - Safety belt UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513759 ER - TY - CONF AN - 00781027 AU - SUMMERS, L HOLLOWELL AU - National Highway Safety Advisory Committee TI - NHTSA'S ADVANCED AIR BAG TECHNOLOGY RESEARCH PROGRAM PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1163-74 AB - This paper reports on the National Highway Traffic Safety Administration's (NHTSA's) research program on Advanced Air Bag Technology. This program was initiated to establish the technical basis for new vehicle performance requirements for improved occupant crash protection. The primary tasks include: real-world crash investigation, development and certification of test dummies and associated injury criteria, evaluation of advanced air bag technology, and development of test procedures. NHTSA also has initiated cooperative research programs with NASA/Jet Propulsion Laboratory and Transport Canada, and is gathering information and data through the Motor Vehicle Safety Research Advisory Committee (MVSRAC). Research work will be used to support rulemaking activites on advanced air bag systems. This paper presents an overview of this effort. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Automatic KW - Automatic control KW - Automation KW - Child KW - Children KW - Dummies KW - Impact studies KW - Impact study KW - Impact test (veh) KW - Impact tests KW - Improvement KW - Improvements KW - Injuries KW - Injury KW - Sensor KW - Sensors KW - Technology KW - Technology UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513761 ER - TY - CONF AN - 00781034 AU - KRAFFT, M KULLGREN AU - National Highway Safety Advisory Committee TI - CRASH PULSE RECORDERS IN REAR IMPACTS - REAL LIFE DATA PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1256-62 AB - AIS 1 neck injuries have become the most common injury in vehicle crashes, especially rear impacts. Research has shown that there are variations in rear impacts causing initial symptoms and residual disability to the neck. Therefore impacts in which the duration of symptoms differ need to be separated in analyses. Concerning AIS 1 neck injury, crash severity is usually measured as change of velocity. The correlation between injury risk and impact severity parameters based on acceleration levels is to a high extent unknown. In this study, the results from crash recordings of real life rear impacts are presented where the change of velocity and the crash pulse is measured. Out of 22 impacts, it was shown that most of the occupants that sustained symptoms the shape of the crash pulse varied considerably and the peak acceleration varied from 2.7g to 14.7g. In one impact the occupant had whiplash symptoms six months after the collision (peak acceleration 14.7g) and in another impact, two months after, when this article was written (peak acceleration 12.6g). Also, high change of velocity (greater than 20km/h) does not have to cause disability to the neck at least when the mean acceleration is less than 7g and no clear peaks exist. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Cervical vertebrae KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Rear end collision KW - Rear end crashes KW - Recording KW - Recording KW - Speed KW - Speed KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513768 ER - TY - CONF AN - 00781036 AU - MCINTOSH, L AU - National Highway Safety Advisory Committee TI - THE AGING OF THE AUSTRALIAN CAR FLEET AND OCCUPANT PROTECTION PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1269-75 AB - Concerns have been raised over the aging of the Australian car fleet and the effect that this might have on occupant protection provided in crashes by these older vehicles. This paper outlines best estimates on the factors influencing occupant safety in older vehicles. It also suggests research areas that need investigation to better quantify the expected safety effects of a younger fleet. Investigations in other international countries show what has been achieved elsewhere when action has been taken to reduce the age of the passenger car fleet and the action necessary to implement the change. From the study several factors emerge that could be used to change the age mix of the fleet in Australia, and how this could be achieved by financial, regulatory or other action. One section of the paper presents data on the present Australian passenger car fleet age. Another section investigates some of the many options available together with future scenarios and their broad impacts on fleet characteristics. Finally, the policy options are outlined that reduce the age of the fleet plus a study to quantify the improvement with benefits to the community. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Ageing KW - Aging (Materials) KW - Australia KW - Australia KW - Automobiles KW - Car KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Private transport KW - Private transportation KW - Safety KW - Safety KW - Vehicle occupant KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513770 ER - TY - CONF AN - 00781059 AU - EVANS, L GERRISH AU - National Highway Safety Advisory Committee TI - EPIDEMIOLOGY OF THE OLDER DRIVER - SOME PRELIMINARY FINDINGS FROM DATA THROUGH 1996 PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1496-507 AB - Although there is an ever increasing literature on older drivers, there is not available a comprehensive up-to-date epidemiologic presentation of the salient characteristics of how older drivers are impacted by traffic safety, and how they impact road safety for others. This paper presents preliminary results for such an undertaking, using data through 1996. The approach is to examine how many different measures (fatalities, fatalities per licensed driver, etc) depend on age and gender. Risks drivers pose to other road users are estimated by driver involvement in pedestrian fatality crashes. It is found that renewing the license of a 70-year-old male driver for another year poses, on average, 40% less risk to other road users than renewing the license of a 40-year-old male driver. The fatality risks drivers themslves face generally increase as they age, with the increased risk of death in the same severity crash being a major contributor. If this factor is removed, crash risks for 70-year-old male drivers are not materially higher than for 40-year-old male drivers; for female drivers they are. For all drivers most risk measures increase substantially by age 80, in many cases to values higher than those for 20-year-olds. Given that a death occurs, the probability that it is a traffic fatality declines steeply with age, from well over 20% for late teens through mid twenties, to under one percent at age 65, and under half a percent at age 80. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident KW - Aged KW - Analysis (math) KW - Crashes KW - Driver KW - Drivers KW - Evaluation (assessment) KW - Evaluation and assessment KW - Fatalities KW - Fatality KW - Hazards KW - Mathematical analysis KW - Old people KW - Risk UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513793 ER - TY - CONF AN - 00781061 AU - SAUL, R A AU - National Highway Safety Advisory Committee TI - DESCRIPTION AND PERFORMANCE OF THE HYBRID III THREE YEAR OLD, SIX YEAR OLD AND SMALL FEMALE TEST DUMMIES IN RESTRAINT SYSTEM AND OUT-OF-POSITION AIR BAG ENVIRONMENTS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1513-31 AB - With the introduction of air bags coming into the market at a brisk pace, and foreseeing the need for assessing the safety benefits of the air bag for all sizes of vehicle occupants, the Center for Disease Control (CDC) awarded in 1987 a contract to the Ohio State University under the title "Development for Multisized Hybrid III-Based Dummy Family". At the time the funding covered only the development of a small female and a large male dummies. Recognizing the need for dummies with improved biofidelity and extended measuring capability and capacity to evaluate the safety of children, CDC provided additional funding in 1989 to develop a design foundation for the Hybrid III-type child size dummies. To support this work, the Ohio State University asked the Society of Automotive Engineers (SAE) to form an appropriate working group that would provide advice and guidance from the automotive perspective. The SAE, through its Hybrid III Dummy Family Task Group and later, also through the Dummy Testing Equipment Subcommittee, has continued the development work since then, resulting in the construction of prototype Hybrid III-type 5th percentile female, 95th percentile male, six-year-old, three-year-old, and CRABI 12-month-old dummies. In 1997, NHTSA, in cooperation with the appropriate technical committees of SAE, initiated an evaluation program for the prototype Hybrid III dummies prior to proposing them for incorporation into Part 572 as regulated test devices. This paper provides highlights of the Agency program which was used to evaluate the Hybrid III three-year-old and six-year-old child dummies and the 5th percentile female dummy for their sufficiency as measurement devices. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Child KW - Children KW - Dummies UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513795 ER - TY - CONF AN - 00781066 AU - SEKIZUKA, M AU - National Highway Safety Advisory Committee TI - SEAT DESIGNS FOR WHIPLASH INJURY LESSENING PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1570-8 AB - The purpose of this study is to evaluate the potential for the reduction of occupants neck injuries, so called "whiplash injuries" (whiplash associated disorder), in rear end collisions. Based upon new biomechanical research, an effort was made to design head restraints and seats to help lead to a reduction of such injuries. This resulted in a concept which involves the motion of the head and torso in harmony during a rear end collision. Consequently a newly designed seat based upon this concept is evaluated in low speed rear impact dummy sled tests, and additionally offered in volunteer sled tests using X-ray cinemas conducted by Japan Automobile Research Institute and University of Tsukuba, who investigate the influence of seat characteristics to human head and torso kinematics and cervical vetebra movement to reveal the mechanism of whiplash injuries. As a result, it was found that the motion between head and torso as well as the movement between each cervical vertebra was reduced. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Design KW - Design (overall design) KW - Dummies KW - Injuries KW - Injury KW - Rear end collision KW - Rear end crashes KW - Seat (veh) KW - Seats KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513800 ER - TY - CONF AN - 00781068 AU - LUNDELL, B JAKOBSSON AU - National Highway Safety Advisory Committee TI - THE WHIPS SEAT - A CAR SEAT FOR IMPROVED PROTECTION AGAINST NECK INJURIES IN REAR END IMPACTS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1586-96 AB - Neck injuries resulting from rear end car impacts have attracted increasing attention in recent years. Although usually not life-threatening these injuries can have long-term consequences. The exact mechanism of injury has not yet been established. Several probable mechanisms occurring at different phases during the crash sequence have been suggested by researchers. Biomechanical guidelines and test methods are presented, being part of the results of Volvo's Whiplash Protection Study (WHIPS). The biomechanical guidelines are based on an extensive review of accident experience and biomechanical research aimed at reducing the risk of neck injuries in rear end impacts. A new seat concept, the WHIPS seat, developed using these guidelines and requirements, is explained in detail. The WHIPS seat comprises new recliners as well as a modified backrest and head restraint. The WHIPS recliner is designed to give a controlled rearward motion of the backrest in a rear end impact; thereby improving the closeness to the occupant's head and back, absorbing energy and reducing the occupant's forward rebound. Test results are summarized, and, seen in relation to the suggested engineering guidelines, show a considerable potential for improved neck injury protection in rear end impacts. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Biomechanics KW - Biophysics KW - Cervical vertebrae KW - Design KW - Design (overall design) KW - Injuries KW - Injury KW - Rear end collision KW - Rear end crashes KW - Seat (veh) KW - Seats KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513802 ER - TY - CONF AN - 00780922 AU - YAHAGI, S MIYAZAKI AU - National Highway Safety Advisory Committee TI - SAFETY MEASURES FOR THE STRUCTURE OF TRUCKS AND BUSES PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 787-90 AB - There are an increasing number of cases in which the drivers and passengers of trucks and buses that become involved in collisions on expressways are subject to severe injury. For this reason, study committees -- consist of university scholars, fleet operators, vehicle manufacturers, etc -- have been established, and framed the measures of protecting drivers and passengers with a focus on vehicle structure. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Body (car) KW - Bus KW - Buses KW - Design KW - Design (overall design) KW - Driver KW - Drivers KW - Evaluation (assessment) KW - Evaluation and assessment KW - Injuries KW - Injury KW - Lorry KW - Manual safety belts KW - Motor vehicle bodies KW - Safety KW - Safety KW - Safety belt KW - Trucks UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513657 ER - TY - CONF AN - 00781004 AU - VINCZE-PAP, S TATAI AU - National Highway Safety Advisory Committee TI - SIMULATIONS OF BUS-SEAT IMPACT TESTS ACCORDING TO ECE REGULATIONS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 927-31 AB - This paper deals with bus passenger seat and seat anchorage strength according to the official ECE Regulation 80 and partly to the ECE R14. The regulations are based on a standardized real accident situation. In spite of this, the requirements don't follow the new demands, eg the compulsory usage of seat belts. AUTOKUT Hungary has just started a new project to develop a new alternative method for testing bus seat and seat anchorage strength. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Buses KW - Impact test (veh) KW - Impact tests KW - Seat (veh) KW - Seats KW - Simulation KW - Simulation KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513738 ER - TY - CONF AN - 00781006 AU - Filiatrault, D D AU - National Highway Safety Advisory Committee TI - SENSITIVITY OF AIR-BRAKED VEHICLES TO MAINTENANCE UNDERSCORES THE NEED FOR RELIABLE LOW-COST CAB-DISPLAY BRAKE FAULT INDICATOR LAMP PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 940-57 AB - A collection of information on the regulation, design, performance, operation and maintenance of air-braked vehicles was reviewed. These data indicate that performance decrements arising from the sensitivity of air-braked vehicles to maintenance has been a safety issue for a considerable period of time. The predominant reason why air-brake vehicles are placed out-of-service at roadside inspections continues to be, predictably, due to maintenance-related braking problems. The ability of drivers to safely maintain control of air-braked vehicles can seriously be restricted when maintenance-related braking problems reduce the braking performance or the limited reserve braking capacity of service (foundation) brakes. Primary safeguards that mainly rely on the vigilance and knowledge of drivers to know whether brake repairs are warranted when daily pre-trip inspections are conducted may be inadequate. There are currently no requirements for a cab-display device to readily alert drivers when the stopping capability of air-braked vehicles has deteriorated to an unsafe level. Comments about the need, feasibility and merits of a low-cost cab-display brake fault indicator lamp for air-braked vehicles are presented. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air brake KW - Air brakes KW - Cost KW - Costs KW - Driver information systems KW - Information display systems KW - Lorry KW - Maintenance KW - Maintenance KW - Printed publicity KW - Trucks KW - Visual display KW - Visual display KW - Visual display units (Computers) KW - Warning KW - Warning systems UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513740 ER - TY - CONF AN - 00781021 AU - NUSHOLTZ, G S AU - National Highway Safety Advisory Committee TI - ESTIMATION OF OOP FROM CONDITIONAL PROBABILITIES OF AIRBAG FIRE-TIMES AND VEHICLE RESPONSE PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1111-21 AB - The airbag can fire at any given time during a crash. To qualitatively and quantitatively address the probabilistic nature of the airbag fire-time as a result of a crash, a statistical data based model was used. Two models were constructed: one was based on rigid barrier impacts and the other used offset deformable barrier impacts. These models were developed previously and some of the preliminary results were presented at the 1998 SAE conference in Detroit. Since that time the models have been refined by inclusion of additional data, and the results of the refined models were compared to the results from the previously constructed models. The models were used to address the effects of raising the "threshold velocity" and the risks of an occupant contacting the airbag module as a result of late firing. Although the individual numerical values have changed, the indicated general trends remain the same. Raising the "threshold velocity" may or may not decrease the number of occupants on the module, depending on the accuracy of National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) and fire/no-fire as a function of velocity (c-censor), but it appears to reduce the effectiveness of the airbag when it does fire. The model indicates that decreasing the width of the c-censor, ie delta V from no fire to all fire, may be useful in reducing the number of occupants on the module without decreasing the effectiveness of the airbags. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Forecast KW - Forecasting KW - Location KW - Location KW - Mathematical model KW - Mathematical models KW - Motion KW - Movement KW - Probability KW - Probability KW - Sensor KW - Sensors KW - Speed KW - Speed KW - Vehicle occupant KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513755 ER - TY - CONF AN - 00781023 AU - GERMAN, A DALMOTAS AU - National Highway Safety Advisory Committee TI - IN-DEPTH INVESTIGATION AND RECONSTRUCTION OF AN AIR BAG INDUCED CHILD FATALITY PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1126-34 AB - A minor rear-end collision resulted in the death of a four-year old child, occupying the right-front seat of the striking vehicle. The child was restrained by means of a lap belt, the shoulder portion of the belt system having been placed behind the child's back. The child was leaning forward, when the vehicle's brakes were suddenly applied, just prior to the crash. The passenger air bag deployed and the child sustained fatal neck injuries. The case incident was subject to an in-depth collision investigation. Physical evidence associated with the crash, combined with witness statements, and medical data, enabled the vehicle dynamics, occupant kinematics, and occupant contract points to be accurately determined. The collision was subsequently reconstructed using an instrumented child dummy and static deployment of exemplar air bags. A car to rigid barrier dynamic test was also conducted. High-speed film and video recordings of the tests revealed that even minor changes in the position of the dummy had considerable effect on the post-deployment kinematics. Combining the experience gained from a number of such trials, the real-world event was successfully reconstructed in the laboratory. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Crash reconstruction KW - Dummies KW - Fatalities KW - Fatality KW - Rear end collision KW - Rear end crashes KW - Reconstruction (accid) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513757 ER - TY - CONF AN - 00781038 AU - GARTHE, E MANGO AU - National Highway Safety Advisory Committee TI - AIS UNIFICATION: THE CASE FOR A UNIFIED INJURY SYSTEM FOR GLOBAL USE PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1276-90 AB - This paper compares five severity systems and two impairment systems in terms of purpose, code structure and use and discusses the reasons for the user modifications to these systems. With global "harmonization" encouraging greater sharing of international data, the paper also presents the relationship of the AIS worldwide to the larger scope of worldwide mortality (ICD-9/10) and US reimbursement (ICD-9-CM/10-CM) classification systems. To resolve compatibility issues resulting from multiple injury systems, the authors propose a "unified" system for global use, configured by inputs from major AIS "data owners", users and analysts. Six key attributes of the unified system are: (1) backward compatibility with historical data through "maps" so no data is lost; (2) "scalable" to allow a simple level of use for developing countries, a more complex level for crash research and a detailed level for clinical hospital use, all with data compatibility; (3) satisfy the needs of the engineering community for injury location information and aspect, and also the clinical requirement for precise injury description; (4) integrated interface for overall severity scores, such as MAIS, ISS and NISS; (5) coordination with other injury data systems such as the ICD-9/10 mortality systems and ICD-9/10-CM reimbursement systems; (6) establish a structured process to maintain and upgrade the system, on a data compatible basis for the 21st century. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Crash severity KW - Evaluation (assessment) KW - Evaluation and assessment KW - Injuries KW - Injury KW - Injury severity KW - International KW - International KW - Severity (accid, injury) KW - Specification (standard) KW - Standardization KW - Standardization KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513772 ER - TY - CONF AN - 00781040 AU - ROSS, R THOMAS AU - National Highway Safety Advisory Committee TI - AN APPROACH TO THE STANDARDISATION OF ACCIDENT AND INJURY REGISTRATION SYSTEMS (STAIRS) IN EUROPE PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1298-305 AB - STAIRS is a European Commission funded study whose aim is to produce a set of guidelines for a harmonised, crash injury database. The need to evaluate the effectiveness of the forthcoming European Union front and side impact directives has emphasised the need for real world crash injury data-sets that can be representative of the crash population throughout Europe. STAIRS will provide a methodology to achieve this. The ultimate aim of STAIRS is to produce a set of data collection tools which will aid decision making on vehicle crashworthiness as well as providing a means to evaluate the effectiveness of safety regulations. This paper will disseminate the up-to-date findings of the group as they try to harmonise their methods. The stage has been reached where studies into the diverse methods of the UK, French and German systems of crash injury investigation have been undertaken. An assessment has already been made of the relationships between the three current systems in order to define the areas of agreement and divergence. The conclusions reached stated that there were many areas that are already closely related and that the differences were only at the detailed level. With the emphasis on secondary safety and injury causation, core data sets were decided upon, taking into account: vehicle description, collision configuration, structural response of vehicles, restraint and airbag performance, child restraint performance, Euro NCAP, pedestiran and vehicle occupant kinematics, injury description and causation. Each variable was studied objectively, the important elements isolated and developed into a form that all partners were agreeable on. A glossary of terms is beng developed as the project progresses which includes ISO standards and other definitions from the associated CAREPLUS project, which addresses the comparability of national data sets. A major consideration of the group was the data collection method to be employed. The strengths and weaknesses of each study were investigated to obtain a clear idea of which aspects offered the best way forward. The quality of this information and transference into a common format, as well as the necessary error checking systems to be employed have just been completed and are described. In tandem with this area of study the problem of the statistical relationship of each sample to the national population is also being investigated. The study proposes a mechanism to use a sample of crash injury data to represent the national and international crash injury problem. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident KW - Crashes KW - Data acquisition KW - Data banks KW - Data collection KW - Database KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - International KW - International KW - Safety KW - Safety KW - Specification (standard) KW - Standardization KW - Standardization KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513774 ER - TY - CONF AN - 00781055 AU - JIBRIL, A PRASAD AU - National Highway Safety Advisory Committee TI - LOGISTIC REGRESSION ANALYSIS OF LOWER LIMB INJURIES IN FRONTAL CRASHES PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1473-85 AB - The objective of the study is to evaluate lower limb injuries in frontal crashes, identify the parameters that have significant influence on such injuries, and quantify their effect using logistic regression technique. This paper contains a review of lower limb injuries literature. Later the data subset used for the study is described. It is followed by an exploratory analysis consisting of: the evaluation of lower limb injuries and the analysis of effects of different parameters on such injuries. The logistic regression analysis is presented in the end to quantify the effects of some significant factors on lower limb and leg-foot complex injury risk. Two response measures, injury risk and average injuries per occupant, were analyzed during the exploratory analysis phase. Both measures showed similar effects of all factors. Based on the logistic regression model, the authors have also predicted the probability of lower limb and leg-foot complex injury under certain conditions of intrusion, crash severity, seating position and gender. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Evaluation (assessment) KW - Evaluation and assessment KW - Frontal crashes KW - Head on collision KW - Impact studies KW - Impact study KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Regression analysis KW - Regression analysis KW - Statistics KW - Statistics UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513789 ER - TY - CONF AN - 00781057 AU - LADUE, D E AU - National Highway Safety Advisory Committee TI - A SEARCHABLE TRANSPORTATION FIRE SAFETY BIBLIOGRAPHY PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1490-2 AB - Over 1,000 scientific and technical articles, specifically chosen for their relevance to transportation fires, were incorporated into a searchable bibliography. A searchable database was developed which incorporates the title, authors, source, publication year, associated keywords and, in many cases, an abstract for the citation. The database provides a mechanism to search the incorporated transportation fire safety literature for articles containing specific information. Transportation fire safety information that is reported in the scientific literature encompasses: the causes, propagation, severity and extinguishment of fires in passenger carriers, as well as, the flammability characteristics of the fuels and materials used in such vehicles. The advantage of this software package is that one can quickly locate scientific literature associated with a particular transportation fire topic (eg the radiant heat flux from a hydrocarbon pool fire or the critical heat flux required for the ignition of polypropylene). This is accomplished by searching the keywords that were selected for each citation. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Bibliographies KW - Bibliography KW - Data banks KW - Database KW - Fire KW - Fires KW - Safety KW - Safety KW - Transport KW - Transportation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513791 ER - TY - CONF AN - 00781070 AU - KUPPA, S M AU - National Highway Safety Advisory Committee TI - AXIAL IMPACT CHARACTERISTICS OF DUMMY AND CADAVER LOWER LIMBS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1608-17 AB - Axial impact tests conducted at the Medical College of Wisconsin on isolated cadaver lower limbs and the original version of the 50th percentile Hybrid III dummy lower limb were examined to characterize their dynamic response. Unlike the more recent version of the Hybrid III dummy lower limb, the original Hybrid III dummy lower limb allows only 30 degrees of foot rotation in dorsiflexion and lacks biofidelic heel pad compression characteristics. This original version of the Hybrid III dummy lower limb will henceforth be referred to as HIII-o dummy lower limb. Results of the test suggested that the axial force measured in the HIII-o lower limb was higher than that measured in the cadaver lower limb for similar impacts applied to the plantar surface of the foot. The dynamic properties of the cadaver and HIII-o dummy lower limb were characterized by representing the lower limb in the axial impact tests as a single degree of freedom system with a Kelvin element having linear stiffness and damping properties. The stiffness and damping coefficients of the cadaver and HIII-o dummy lower limbs were obtained from linear regression using the measured accelerations on the pendulum and the leg as input and output of the system, respectively. The average stiffness and damping coefficients were estimated to be 963 kN/m and 0.21 for the cadaver and 3256 kN/m and 0.25 for the HIII-o dummy lower limbs, respectively. The axial force response ratio between the HIII-o dummy and cadaver lower limbs under similar impact conditions was obtained using Runge-Kutta simulations of the equation of motion for the single degree of freedom system. The axial force response ratio was represented as a funciton of the rise time of the axial force (the time to maximum force) in the HIII-o dummy lower limb. The greater than one for HIII-o dummy axial force rise times below 55 msec (short duration tibia force pulse). The axial force in the HIII-o dummy and cadaver are approximately the same for long duration HIII-o dummy axial force pulse. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Axis KW - Axis KW - Cadaver KW - Cadavers KW - Dummies KW - Leg KW - Leg (human) KW - Mathematical model KW - Mathematical models KW - Regression analysis KW - Regression analysis KW - Shock KW - Shock (Mechanics) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513804 ER - TY - CONF AN - 00781072 AU - Bass, C R AU - National Highway Safety Advisory Committee TI - THE INTERACTION OF AIR BAGS WITH UPPER EXTREMITY TEST DEVICES PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1628-45 AB - This study examines and compares the response of two upper extremity test devices under driver-side air bag deployment to contribute to the development of dummy surrogates for the investigation of primary contact forearm injuries during air bag deployments. The first of these test devices, the SAE 5th Percentile Female Arm (SAE Arm), is an anthropomorphic representation of a small female forearm and upper arm that is instrumented with load cells, accelerometers and potentiometers to enable the determination of upper extremity kinematics and dynamics. The second, the Research Arm Injury Device (RAID), is a simple beam test device designed for detailed investigation of moments and accelerations resulting from close contact in the initial stages of air bag deployment. The RAID includes strain gauges distributed along its length to measure the distribution of moment applied by the air bag deployment. The study used four air bags representing a wide range of aggressivities in the current automobile fleet. The upper extremity position was a 'natural' driving posture when turning left with one hand across the steering wheel. The forearm was positioned directly on the air bag module with the forearm oriented perpendicular to the air bag module tear seam. For the SAE Arm, the humerus was oriented normal to the steering wheel. Tests with the SAE Arm were performed both with the arm attached to a 5th Percentile Female Hybrid III dummy and with the arm mounted to an articulated test fixture. In addition to the dynamic tests, a detailed comparison of the inertial properites of each of the test devices with the inertial properties of a typical small female was performed. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Anthropometric dummy KW - Anthropometry KW - Arm KW - Arm (human) KW - Dummies KW - Injuries KW - Injury KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513806 ER - TY - CONF AN - 00781074 AU - NETT, R APPEL AU - National Highway Safety Advisory Committee TI - CHILD SAFETY IN SMALL AND MICRO CARS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1660-4 AB - The recent past shows enormous efforts of some CRS-manufacturers to improve the protective properties of Child Restraint Systems (CRS). Several tests performed by different associations forced these manufacturers to improve the safety qualities of their products. In addition, activities, like the ISOFIX working group, help to increase the child safety in the future. Examining the car manufacturer activities in passive safety, the development is only partially considering the child safety. At least two trends of upcoming small and micro cars may cause negative effects: lack of space in the rear compartment; higher deceleration pulse due to increasing car stiffness. These trends seem to be contradictory to the general requirements given in Figure 1. Regarding the actual ECE-regulation, it is obvious that commonly certified and used CRS are not designed for those changed requirements. This paper contains the analysis of both these effects on the child and the investigation of three different, actually discussed, CTS attachments. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Child KW - Children KW - Dummies KW - Passive restraint systems KW - Passive safety system KW - Safety KW - Safety KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513808 ER - TY - CONF AN - 00780928 AU - RAGLAND, C L AU - National Highway Safety Advisory Committee TI - A CASE STUDY OF 214 FATAL CRASHES INVOLVING FIRE PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 847-55 AB - A detailed case study of 214 fatal fire related crashes was conducted to determine whether the death was caused by the fire or blunt trauma. The cases were also examined to determine the specific crash conditions which caused the fire. This analysis was necessary because none of the existing fatal crash databases contained sufficient details to determine the impact configuration or the cause of death. Two hundred and ninety three (293) fatalities occurred in these crashes. Sixty-five (65) of these fatalities resulted from fire, with 30 of these fatalities from 16 rear impacts. The speed of impact was determined in eight of the 16 cases which caused these 30 burn fatalities. In these eight cases, the average rear impact speed was 54 mph with speeds ranging from 50-60 mph, at 71% overlap (71% of the rear vehicle width engaged), and collinear at 6:00 o'clock. By projecting these cases to the national sample, the number of rear impact fire related fatalities may be estimated between 94 and 191. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Fatalities KW - Fatality KW - Fire KW - Fires KW - Impact test (veh) KW - Impact tests KW - Mathematical analysis KW - Rear end collision KW - Rear end crashes KW - Side crashes KW - Side impact UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513663 ER - TY - CONF AN - 00780929 AU - TOMASSONI, J E AU - National Highway Safety Advisory Committee TI - A LOOK AT THE NHTSA MINIMALLY COMPLIANT UNDERRIDE GUARD AT IMPACT SPEEDS ABOVE 30 MPH PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 856-72 AB - The National Highway Traffic Safety Administration (NHTSA) has promulgated a new underride regulation which became effective for heavy commercial trailers manufactured after January 26, 1998. Heavy trucks are excluded. Although this new rule is considered by many to be deficient in some respects (not as good as it could be), it certainly represents a safety improvement over the old Federal Motor Carrier Safety Regulation (FMCSR) 393.88, which has been in effect since January 1953 and will continue to be so for heavy trucks. The new rule is also compatible with the European and Japanese rear underride standards. A series of eight rear underride crash tests used as a basis for this new rule, demonstrated the effectiveness of an underride guard that minimally complied with the new rule at impact speeds of 30 mile per hour (mph). But in some of the tests the underride magnitude was such that passenger compartment intrusion (PCI) occurred. It has generally been considered that for effective underride performance PCI should not be allowed. This raises the question: how would this minimally compliant guard (MCG) perform at impact speeds greater than 30 mph which occurs quite frequently in the real world? This paper addresses this issue based on the previous eight NHTSA underride crash test results. The primary purpose is to illustrate the potential performance of the MCG at impact speeds above 30 mph, and also to demonstrate the effect of guard strength on underride magnitude. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Impact test (veh) KW - Impact tests KW - Lorry KW - Mathematical analysis KW - Specification (standard) KW - Standards KW - Trucks KW - Underride override crashes KW - Underride prevention UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513664 ER - TY - CONF AN - 00781012 AU - Rains, G C AU - National Highway Safety Advisory Committee TI - ASSESSMENT OF ADVANCED AIR BAG TECHNOLOGY AND LESS AGGRESSIVE AIR BAG DESIGNS THROUGH PERFORMANCE TESTING PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1003-18 AB - On March 19, 1997, the National Highway Traffic Safety Administration (NHTSA) published a Final Rule amending Federal Motor Vehicle Safety Standard (FMVSS) No 208 to allow manufacturers to de-power air bags in their passenger vehicles. This is considered an interim solution to the problems associated with aggressive air bag deployments. Consequently, the amended rule has a sunset provision that removes the amendment, with the addition of "advanced" air bag requirements to be developed in the future. As part of the process to develop test procedures, a study was conducted to test the capabilities of advanced air bag technologies, and evaluate less-aggressive air bags designed for a belted market in Australia. Testing consisted of static air bag deployments and dynamic HYGE sled and crash testing using Hybrid III adult and child dummies. Advanced systems testing indicate that Multi-stage inflation can tailor bag deployments for the crash severity. However, it was still challenging for the platform tested to meet IARV's when child dummies were out-of-position (OOP) relative to the air bag. The Holden air bag used in Commodore VS and VR models in Australia passed a FMVSS No 208 full-frontal rigid barrier crash test with unbelted dummies, although lack of knee bolsters caused the dummies to submarine somewhat on the driver-side. OOP results were moderately aggressive on the driver-side and very aggressive on the passenger-side with the 3 and 6 year old dummies. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Design KW - Design (overall design) KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact test (veh) KW - Impact tests KW - Improvement KW - Improvements KW - Injuries KW - Injury KW - Specification (standard) KW - Standards KW - United States KW - Usa UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513746 ER - TY - CONF AN - 00781015 AU - MCKENDREW, C HINES AU - National Highway Safety Advisory Committee TI - ASSESSMENT OF FOREARM INJURY DUE TO A DEPLOYING DRIVER-SIDE AIR BAG PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1044-54 AB - This study has examined forearm injury patterns produced by static deployment of a driver's side air bag. Attention was focused on the loadings that occur during the punchout phase of deployment because it has already been determined that the highest loadings occur during punchout. Loading patterns and the correlation of loadings and injuries were examined with the expectation that fractures would occur during punchout and that bending would be the mechanism of failure. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Arm KW - Arm (human) KW - Bone KW - Bones KW - Cadaver KW - Cadavers KW - Fracture (bone) KW - Fractures (Anatomy) KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513749 ER - TY - CONF AN - 00781029 AU - CHIDESTER, A B AU - National Highway Safety Advisory Committee TI - AIR BAG CRASH INVESTIGATIONS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1192-203 AB - This paper presents information from NHTSA's SCI and NASS CDS programs concerning crash investigations on air bag equipped vehicles. The paper's focus is providing information on data collection and findings in the NHTSA sponsored air bag crash investigations. Topics include: air bag related severe injuries and fatalities for belted and unbelted children, adults, adult females 157 centimeters (62 inches) or less in height, and pregnant women. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Collision KW - Conference KW - Crashes KW - Design (overall design) KW - Evaluation (assessment) KW - Fatality KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - On the spot accident investigation KW - Safety KW - Statistics KW - Statistics KW - Usa UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513763 ER - TY - CONF AN - 00781030 AU - JARRETT, K L AU - National Highway Safety Advisory Committee TI - PEDESTRIAN INJURY - ANALYSIS OF THE PCDS FIELD COLLISION DATA PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1204-11 AB - The National Highway Traffic Safety Administration (NHTSA) has initiated the Pedestrian Crash Data Study (PCDS) to provide detailed information regarding vehicle/pedestrian crashes. The PCDS was implemented to focus on pedestrian crashes occurring after 1994, involving vehicle model years 1990 and later. NHTSA had previously conducted the Pedestrian Injury Causation Study (PICS) which focused on crashes that occurred between 1977 and 1980. However, vehicle designs have changed dramatically since that time, necessitating a new evaluation of pedestrian collisions with current vehicle models. The PCDS study concentrates on several aspects of the pedestrian crash data including those proposed by the ESV/IHRA Project Pedestrian Safety Accident Survey Procedure (May, 1997) and several areas of the PICS study. The data used in the study was taken from pedestrians involved in frontal vehicle crashes in six major United States cities. The cases may involve more than one pedestrian but excludes persons operating motor-driven cycles or bicycles. Correlation and evaluation of the data will be based on age, impact speed, injured body regions and parts, and injuring vehicle regions and parts. A thorough comparison will be made between the PICS and PCDS results to evaluate the correlation between changes in vehicle geometry and the severity and location of injuries. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Impact studies KW - Impact study KW - Injuries KW - Injury KW - Mathematical analysis KW - Pedestrian KW - Pedestrians UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513764 ER - TY - CONF AN - 00781047 AU - MINTON, R MURRAY AU - National Highway Safety Advisory Committee TI - LOWER BACK AND NECK STRAIN INJURIES: THE RELATIVE ROLES OF SEAT ADJUSTMENT AND VEHICLE/SEAT DESIGN PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1377-90 AB - The incidence of "whiplash" injuries is rising despite the almost universal introduction of head restraints in cars. The incidence of lower back strains is also significant. This paper describes a study of road accident victims suffering from lower back and neck strain injuries. Injury severity was assessed by a disability scoring system, and patients' progress was followed for 12 months. Vehicles were examined to assess impact speeds and seat characteristics. Where possible, measurements were carried out with victims sitting in their vehicles. No differences in victims' symptoms were found between rear as opposed to frontal impacts. Women suffered significantly greater disability than men, despite ostensibly more favourable head restraint positioning. For long-term outcome, smaller horizontal distance from head to restraint was significantly associated with higher disability, contrary to expectations. Seat back inclination was important in lumbar strain cases. There was no clear dependence of injury severity on head restraint vertical positioning, impact direction or impact speed. The possible implications of these results, and possible future strategies for reducing the incidence and severity of neck and lower back strain injuries are discussed. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Cervical vertebrae KW - Design KW - Design (overall design) KW - Injuries KW - Injury KW - Mathematical analysis KW - Seat (veh) KW - Seats KW - Spinal column KW - Spinal column KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513781 ER - TY - CONF AN - 00781048 AU - NEILSON, I D AU - National Highway Safety Advisory Committee TI - REVIEW OF VEHICLE MEASURES FOR REDUCING ACCIDENTS AND INJURIES PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1391-8 AB - This paper outlines possibilities for improvements to vehicle design that would reduce the occurrence of collision and the severity of injuries from accidents on the roads. It highlights vehicle safety measures which are believed to hold the greatest benefit at the current time. These proposals for the way forward relate to conditions in the United Kingdom and to a lesser extent in the European Union. The views given are those of the Parliamentary Advisory Council for Transport Safety (PACTS) rather than those of the individual members of its Vehicle Design Working Party who initiated and contributed to the study on which this paper is based. For the purposes of this paper, the various measures are only described in outline, but references to further information on specific issues are available separately on request from PACTS. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident prevention KW - Design KW - Design (overall design) KW - Injuries KW - Injury KW - Prevention KW - Safety KW - Safety KW - United kingdom KW - United Kingdom UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513782 ER - TY - CONF AN - 00781062 AU - HARIGAE, T UENO AU - National Highway Safety Advisory Committee TI - PERFORMANCE EVALUATION OF IMPACT RESPONSES OF THE SID- II S SMALL SIDE IMPACT DUMMY PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1532-41 AB - A series of side impact tests have been conducted to evaluate the biofidelity of the latest prototype of a small side impact dummy, SID- IIs beta +(plus). The tests were lateral impacts for the thorax, shoulder, and pelvis, as well as lateral drops for the head, thorax, abdomen, and pelvis. The test data were compared to the response target corridors that were estimated by scaling the cadaver test data to a smaller occupant. The test results show that the head, shoulder, thorax, abdomen and pelvis of the SID- II s beta + either completely or close to meets the response target corridors, and that its biofidelity has been improved from the previous dummy SID- II s beta-prototype. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Biomechanics KW - Biophysics KW - Dimension KW - Dummies KW - Evaluation (assessment) KW - Evaluation and assessment KW - Side crashes KW - Side impact KW - Size UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513796 ER - TY - CONF AN - 00781065 AU - VOO, L M AU - National Highway Safety Advisory Committee TI - BIOMECHANICAL IMPACT TOLERANCE CHARACTERISTICS OF THE HUMAN NECK PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1564-9 AB - Depending on the extent and severity of the external load vector applied during the crash event, different types of injuries can occur to the human neck structure. Commonly encountered cervical injuries are classified into noncontact related (inertial loading) and contact related (with head impact) trauma. For example, cervical spine injuries resulting from a low speed, rear-end vehicular-collision caused by inertial loading are often considered to be of the noncontact type. In contrast, injuries arising from contact of the human head with the vehicular interior or the exterior surfaces belong to the contact category. Bony damage such as burst and wedge fractures associated with the disruption of the posterior ligaments are typical examples of contact induced neck injuries in a motor vehicle environment. This paper focuses on the correlation between the loading mechanisms and biomechanical quantities associated with cervical spine injury due to head impact. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Biomechanics KW - Biophysics KW - Cadaver KW - Cadavers KW - Cervical vertebrae KW - Load KW - Loads KW - Significance (stat) KW - Significance (Statistics) KW - Test method KW - Test procedures KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513799 ER - TY - CONF AN - 00780925 AU - JENSEN, J L AU - National Highway Safety Advisory Committee TI - EVALUATION OF MOTOR VEHICLE INITIATION AND PROPAGATION, VEHICLE CRASH AND FIRE PROPAGATION TEST PROGRAM PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 813-27 AB - As part of the vehicle safety research outlined in the March 7, 1995 Settlement Agreement between General Motors and the US Department of Transportation, General Motors is conducting a series of vehicle crash and fire propagation tests. The vehicles used for these tests include a passenger van, a rear wheel drive passenger car, a front wheel drive passenger car and a sport utility vehicle. Crash tests will be conducted to characterize potential ignition sources resulting from collision events. Standard ignition protocols will be developed to simulate gasoline spill fires, electrical fires, and hot-manifold ignition of non-gasoline combustible fluids. Fire propagation tests will be conducted to characterize fire propagation in crashed vehicles. The crash tested vehicles will be burned using the ignition protocols. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Evaluation (assessment) KW - Evaluation and assessment KW - Fire KW - Fires KW - Impact test (veh) KW - Impact tests KW - Safety KW - Safety KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513660 ER - TY - CONF AN - 00780932 AU - SUKEGAWA, Y MATUSKAWA AU - National Highway Safety Advisory Committee TI - HEAVY DUTY VEHICLE CRASH TEST METHOD IN JAPAN PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 892-8 AB - In recent times, safety measures for occupants in heavy duty vehicle collisions such as for buses and trucks have been studied intensively in Japan. However, domestic guidelines for crash tests for heavy duty vehicles were not available in Japan prior to this study. Japan Automobile Research Institute (JARI) has started to study standard guidelines for heavy duty vehicle crash tests with the contract by Japan Automobile Manufacturers Assocation (JAMA). This paper investigated configurations of heavy duty vehicle accidents. Then guidelines for crash tests of buses and trucks have been formulated accordingly. The guidelines can evaluate occupant injuries similar to frontal impact regulation for passenger cars in Japan (Article 18, Safety Regulation for Road Vehicles). Vehicle crash tests have also been conducted to verify the guidelines. It is found that the guidelines are satisfactory for heavy duty vehicles. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Buses KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Japan KW - Japan KW - Lorry KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures KW - Trucks UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513667 ER - TY - CONF AN - 00781008 AU - SCHMIDT-CLAUSEN, H-J AU - National Highway Safety Advisory Committee TI - LARGE SCALE EXPERIMENT OF CONTOUR MARKING FOR TRUCKS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 965-70 AB - During the last 10 years several large scale experiments were made on behalf of introducing a contour marking for trucks for better conspicuity. The results comparing the accident rates of marked and unmarked trucks always showed a reduction of the number of accidents. This was the reason for preparing a new ECE-Draft Regulation: Uniform provisions concerning the approval to retroreflective marking of heavy and long vehicles and their trailers as an annex to the agreement: Concerning the adoption of uniform conditions of approval and reciprocal recognition of approval for motor vehicle equipment and parts. Within this Draft Regulation several requirements were made on behalf of (1) geometrical dimensions; (2) coefficients of retroreflection; (3) chromaticity co-ordinates and others. In a large scale experiment restricted to Germany it was allowed by only special permission to equip trucks and trailers with logos, graphics, letters, and characters of different material types and colours. The geometrical data and the coefficients of retroreflection of the marking of trucks and trailers were measured during the procedure of giving the special permission for installation of the markings. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Dimension KW - Germany KW - Germany KW - Lorry KW - Reflectivity KW - Reflectivity KW - Size KW - Specification (standard) KW - Standards KW - Trucks KW - Vehicle marking KW - Visibility KW - Visibility KW - Warning panel (veh) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513742 ER - TY - CONF AN - 00781019 AU - BENDJELLAL, F WALFISCH AU - National Highway Safety Advisory Committee TI - THE COMBINATION OF A NEW AIR BAG TECHNOLOGY WITH A BELT LOAD LIMITER PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1092-102 AB - This study deals with the development of a restraint system in order to improve occupant protection in frontal impact. In frontal collisions where vehicle intrusion is minor, the main lesions caused to occupants are thoracic, mainly rib fractures resulting from the seat-belt. In collisions where intrusion is substantial, the lower members are particularly vulnerable. In the coming years, we will see developments which include more solidly-built cars, as offset crash test procedures are widely used to evaluate the passive safety of production vehicles. If this trend will continue, restraint forces from the belt will increase and as a consequence more thoracic injuries will occur in frontal collisions. In order to address this risk, it has become necessary to work on an optimized limitation of the restraining forces, while taking account of the broadest possible population, especially elderly people. A first step in this reduction was taken in 1995 with the introduction of the first-generation Programmed Restraint System (PRS), with a seat-belt force threshold of 6 kN combined with a belt pretensioner. Thirty seven frontal accident cases involving this type of restraint were investigated. Analysis of these data combined with findings from the University of Heidelberg/NHTSA study, shows that it is necessary to go a step further by reducing the shoulder belt force to 4 kN. As this objective cannot be achieved with a standard restraint system, it was necessary to redesign the airbag and its operating mode that is, a new seat-belt + airbag combination called PRS 11. This paper summarizes the data obtained with the 6 kN load limiter restraint in real-world collisions. A description of the new system is given and its performance in offset crash configurations with respect to a European standard belt + air bag system is discussed. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Frontal crashes KW - Head on collision KW - Injuries KW - Injury KW - Limit KW - Load KW - Loads KW - Manual safety belts KW - Pretensioning KW - Pretensioning KW - Safety belt KW - Thorax KW - Thorax KW - Ultimate load design UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513753 ER - TY - CONF AN - 00781026 AU - BUERGER, H CORDES AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF A NEW CRASH CUSHION FOR THE PROTECTION OF PEOPLE IN WHEELCHAIRS IN A ROAD ACCIDENT PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1147-62 AB - All vehicles produced today are, as a matter of course, equipped with systems designed to protect the occupants should the vehicle be involved in an accident. Three point seat belts and airbags are fitted as standard in all modern vehicles. Developments in the field of transport for disabled persons have not yet reached the same level. The demands placed on a wheelchair restraint system are considerably less than those which are standard for a restraint system in a passenger car. In Commercial Vehicle Development at Volkswagen AG in Wolfsburg a crash cushion has been developed improving safety in the transport of disabled persons to meet the higher, passenger car standards of safety and also take into account the special requirements of people in wheelchairs and staff accompanying them. The first measure to improve levels of safety in the transport of disabled persons - a new development - is a cushion which is secured with a lap belt and which rests on the thighs of the person seated in the wheelchair. The cushion improves the kinematics of the occupant in an accident to such an extent that good biomechanical load results are achieved under stringent testing requirements. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Disabled person KW - Dummies KW - Equipment KW - Equipment KW - Impact test (veh) KW - Impact tests KW - Passive restraint systems KW - Passive safety system KW - Persons with disabilities UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513760 ER - TY - CONF AN - 00781033 AU - NOLAN, J M AU - National Highway Safety Advisory Committee TI - AN UPDATE ON THE RELATIONSHIPS BETWEEN COMPUTED DELTA VS AND IMPACT SPEEDS FOR OFFSET CRASH TESTS PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1234-41 AB - The Insurance Institute for Highway Safety evaluates some aspects of new vehicle crashworthiness based on performance in a 40 percent frontal offset test into a deformable barrier. The impact speed of 64 km/h used in this program has been criticized as being too high and not representative of real-world crashes. At the 1996 Enhanced Safety of Vehicles conference, the estimated crash severities of a sample of real-world crashes from the National Automotive Sampling System (NASS) were compared with the Institute's 64 km/h offset crash tests of 16 midsize 1995-96 model four-door cars. Injury likelihood from the NASS sample was related to the test speed through delta V using the CRASH3 damage-only algorithm. Results from that study suggest that a 40 percent frontal offset test into a deformable barrier conducted at a speed less than 64 km/h would represent a crash severity that is lower than a large number of real-world car crashes with serious injuries. The present study expands on the previous work by providing one additional year of NASS data and results from 41 additional crash tests of 1995-98 model cars, passenger vans, and utility vehicles. Delta V and injury data were collected for real-world offset crashes from NASS for each of the three vehicle types and separated by restraint use. Results indicate that for cars, the Institute's 64 km/h frontal offset test represents a crash severity that encompasses about 80 percent of all real-world crashes with AIS 3 or greater injuries (ie the remainder occur at higher crash severities) but only about 33 percent of all fatal crashes. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Calculation KW - Calculation KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Impact test (veh) KW - Impact tests KW - Mathematical model KW - Mathematical models KW - Speed KW - Speed UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513767 ER - TY - CONF AN - 00781044 AU - WATERS, W MACNABB AU - National Highway Safety Advisory Committee TI - A HALF CENTURY OF ATTEMPTS TO RE-SOLVE VEHICLE OCCUPANT SAFETY: UNDERSTANDING SEATBELT AND AIRBAG TECHNOLOGY PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1337-46 AB - In road safety, a common perception exists that technology and/or regulation can solve problems, and does so in a sequential and progressive manner. This is not always the case. Technology is no panacea and government interventions can do as much harm as good. Using historical methodologies, this paper explores the multiple attempts and failures of manufacturers, governments, and other groups to solve the rather simple safety concept of crash harm reduction through properly restrained vehicle occupants. This historical-methodology approach is suggested as an effective evaluation tool to measure other road safety interventions. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Evaluation (assessment) KW - Evaluation and assessment KW - History KW - History KW - Manual safety belts KW - Safety belt UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513778 ER - TY - CONF AN - 00781051 AU - Robbins, G AU - National Highway Safety Advisory Committee TI - LINKING ONTARIO COLLISION, VEHICLE REGISTRATION AND TRAUMA DATA PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1434-9 AB - A feasibility study was conducted to link the police reported traffic collision reports with both trauma data and vehicle registration data. For the purposes of this study, the data was limited to that from the Province of Ontario. The study examines the benefits of being able to do such linking and the limitations of the data sources that affected the number of successful matches. The study also investigates some of the barriers of obtaining and linking the data on a regular basis such as ownership, security and confidentiality. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident rate KW - Automatic vehicle identification KW - Canada KW - Canada KW - Crash rates KW - Data acquisition KW - Data banks KW - Data collection KW - Database KW - Evaluation (assessment) KW - Evaluation and assessment KW - Injuries KW - Injury UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513785 ER - TY - CONF AN - 00781058 AU - Scally, J T AU - National Highway Safety Advisory Committee TI - THE DEVELOPMENT OF THE CRASH INJURY RESEARCH AND ENGINEERING NETWORK PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - p. 1493-5 AB - The Crash Injury Research and Engineering Network (CIREN) has developed a computer database and wide area network for data sharing and analysis among the current seven trauma centers. The computer data base extends NHTSA's National Automotive Sampling System with medical and trauma related variables in a relational/object database system. The medical data includes injury location details, injury subclassification systems and medical images for better bio-mechanical injury evaluation. Key data elements are migrated to a core repository so that all centers can review the status of case acquisition across the network. Cases, whole or in part, may be migrated between centers so that individual center expertise may be shared in evaluating the cause of injury. Electronic rounds where cases are reviewed simultaneously across multiple centers is possible. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Collision KW - Crashes KW - Data banks KW - Database KW - Injuries KW - Injury KW - Research project KW - Research projects UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513792 ER - TY - CONF AN - 00781069 AU - KITAGAWA, Y ICHIKAWA AU - National Highway Safety Advisory Committee TI - LOWER LEG INJURIES CAUSED BY DYNAMIC AXIAL LOADING AND MUSCLE TESTING PY - 1998/10 VL - 2 IS - DOT HS 808 759 SP - 1597=607 p. AB - The effect of muscular tension on lower leg injuries was investigated in this study. Rigid body simulation was used to examine the kinematics of an occupant making a braking during a frontal crash. Muscular tension was reproduced by constant spring elements defined in the lower leg. Simulation results showed that tibial axial load was increased by the muscular tension. A series of cadaver tests was conducted to study the effect of muscular tension in detail. Dynamic axial loading was applied to human specimens with a pendulum hitting at approximately 3 m/s, The test condition represented loading to a driver's right foot stepping on a brake pedal and struck by a toe board. The metatarsal heads were placed on the brake pedal and an initial tensile force was applied on the Achiles tendon. Sixteen tests were performed on eight pairs of cadeveric lower legs. There was a significant increase in the tibial axial load in comparison with the impact load because of preloading by muscular tension. Tibial pylon fracture, which is one of the severest forms of injury of the lower leg, was frequently observed in these tests. Although the fracture load level in the tibia was almost the same as that reported in previous studies, this study shows that less external force is required to cause tibial pylon fractures with muscular tension. (A) For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Axis KW - Axis KW - Cadaver KW - Cadavers KW - Dynamics KW - Dynamics KW - Foot KW - Foot (not a measure) KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Load KW - Loads KW - Mathematical model KW - Mathematical models KW - Muscle KW - Muscles KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/513803 ER - TY - CONF AN - 00779221 AU - PARK, B T AU - MORGAN, R M AU - Hackney, J R AU - Lee, Jong Jae AU - Stucki, S L AU - Lowrie, J C AU - National Highway Safety Advisory Committee TI - FRONTAL OFFSET CRASH TEST STUDY USING 50TH PERCENTILE MALE AND 5TH PERCENTILE FEMALE DUMMIES PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 150-63 AB - This paper presents National Highway Traffic Safety Administration's initial results of offset testing where the test vehicle moves at a speed of 60 kph into a fixed deformable barrier that overlaps 40 percent of the front of the vehicle. This test procedure essentially replicates that required by the European Union's (EU) Directive 96/79 EC, "On the Protection of Occupants of Motor Vehicles in the Event of a Frontal Impact and Amending Directive 70/156/EEC", which was adopted in December of 1996. Previous testing with this particular frontal offset procedure has suggested that the lower legs of the dummies show loads that exceed possible injury limits. One goal of this testing activity is to determine if the offset test at 60 kph provides additional benefits beyond the FMVSS No. 208 full frontal barrier test at 48 kph. In addition, the agency has been petitioned to use smaller size dummies in its testing to look for aspects of safety that are not evaluated by the traditional 50th percentile male Hybrid III dummy. To facilitate the potential for adding the 5th percentile to frontal testing and to evaluate the offset test with the 50th and 5th percentile dummies, a series of eight crash tests was performed. In the eight crash tests, all the dummies were restrained with the safety belt systems. The three cars used in the crash testing were the Dodge Neon, Toyota Camry, and Ford Taurus. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Cervical vertebrae KW - Dummies KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Specification (standard) KW - Standards KW - Vertebrae UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512256 ER - TY - CONF AN - 00779228 AU - FLYTE, M G AU - National Highway Safety Advisory Committee TI - FRONTAL IMPACT PROTECTION: TAILORING SAFETY SYSTEM PERFORMANCE BY THE PREDICTION OF DRIVER SIZE AND SEATED POSITION PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 236-41 AB - The design of systems to protect occupants in car crashes assume that the size and seated position of the driver is 'average'. If the occupant protection system had information that the driver is larger or smaller than 'average', sitting closer to or further from the steering wheel, the system could tailor its performance and enhance the protection offered. In this study measurements of anthropometric characteristics of drivers and their position were taken and analyses carried out to identify correlations between the measures. It is possible to predict a driver's physical dimensions and seated position from these data. The algorithms provided an input to the determination of the physical characteristics of the driver and their seated position in relation to the steering wheel, from sensors in the seat and seat mounting. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Dimension KW - Driver KW - Drivers KW - Front KW - Front KW - Impact test (veh) KW - Impact tests KW - Location KW - Location KW - Mathematical analysis KW - Safety KW - Safety KW - Size UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512263 ER - TY - CONF AN - 00779239 AU - Zellmer, H AU - LUHRS, S AU - BRUGGEMANN, K AU - National Highway Safety Advisory Committee TI - OPTIMIZED RESTRAINT SYSTEMS FOR REAR SEAT PASSENGERS PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 316-26 AB - Restraint systems for front seats have experienced continual improvement in recent years, in particular through the introduction of airbags. The standard for rear seats, however, is still the conventional three-point belt on outer seats and the lap belt for the middle seat position. As using airbags in rear seats is very problematic, the feasibility and protective effect will be examined of a belt system equipped with a belt pretensioner and a load limiter. To do so, first the marginal conditions constituted by legislation, findings from accident investigations, and seat position and belt geometry in rear seats are discussed in detail. Results from sled testing and MADYMO simulations allow the following to be said: Optimized belt systems very much reduce thorax loading, the largest effect for chest deflection coming from the load limiter, but for V*C, on the other hand, from the pretensioner. It emerges that a vehicle crash pulse that is 30% harder with an optimized belt system produces lower thorax loading values for rear seat occupants than a corresponding "softer" pulse with a conventional three-point belt. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Impact test (veh) KW - Impact tests KW - Manual safety belts KW - Mathematical model KW - Mathematical models KW - Optimization KW - Optimum KW - Optimum KW - Rear KW - Rear KW - Safety belt KW - Simulation KW - Simulation KW - Vehicle occupant KW - Vehicle occupants KW - Vehicle rear end UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512274 ER - TY - CONF AN - 00779246 AU - Ueyama, M AU - OGAWA, S AU - CHIKASUE, H AU - MURAMATU, K AU - National Highway Safety Advisory Committee TI - RELATIONSHIP BETWEEN DRIVING BEHAVIOUR AND TRAFFIC ACCIDENTS - ACCIDENT DATA RECORDER AND DRIVING MONITOR RECORDER PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 402-9 AB - A field trial has been carried out using a set of automatic recording system, Driving Monitoring Recorder (DMR) and Accident Data Recorder (ADR) installed on 20 vehicles in a fleet of cars in Tokyo area, in order to assess the implications in driving behavior and accidents. The 38 subjects who drive the 20 vehicles were monitored during driving by the DMR for one year. Simultaneously, the data in pre- and post accident were recorded by ADR whenever accidents occurred. In addition, the drivers were examined by a driving aptitude test. The data by DMR are analyzed focusing on fluency of occurrence of emergency brake operation and/or rapid start performance as representing driving behavior as a trial. The 23 accident cases including cross accident, rear-end accident, turning accident, are collected by ADR for one year. The accident data are analyzed focusing on environmental condition in pre-accident stage and driving behavior. Relationships between driving behavior and accident are proposed as results of data analysis. In particular, the accident mechanisms of specific accidents, in which the subject ranked careless driver involved can be explained in terms of driving behavior, which is determined by his cognition and/or judgment when he is facing specific environmental situations. A set of the automatic recording systems offer very clear benefits to study traffic accident mechanism in particular on the manner of driving immediately before accident, and they will provide hitherto unavailable information in the field of road safety. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident rate KW - Analysis (math) KW - Automatic KW - Automatic control KW - Automation KW - Behavior KW - Behaviour KW - Crash rates KW - Data acquisition KW - Data collection KW - Driving KW - Driving (veh) KW - Mathematical analysis KW - Recording KW - Recording KW - Surveillance KW - Surveillance UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512281 ER - TY - CONF AN - 00779253 AU - Soma, H AU - Hiramatsu, K AU - National Highway Safety Advisory Committee TI - DRIVING SIMULATOR EXPERIMENT ON DRIVERS' BEHAVIOUR AND EFFECTIVENESS OF DANGER WARNING AGAINST EMERGENCY BRAKING OF LEADING VEHICLE PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 467-75 AB - The purposes of this research are the following: one is to investigate drivers' behaviour and characteristics against the emergency braking of the leading vehicle by the JARI driving simulator. The other is to clarify the effectiveness of danger warning of the leading vehicle. For this analysis, the experiment using the JARI driving simulator was conducted. The virtual leading car on the simulator is controlled automatically and rapidly stops by the trigger command of a simulator operator. The subjects are 14 males in 20 to 29 ages. From the experimental data, the difference of such variables to be analyzed as brake delay time, mean deceleration and minimum headway distance were compared between the case that the drivers cannot predict the emergency braking and the case that they can predict it. As a result, those parameters in the unpredictable situation were larger than in the predictable situation. In order to improve the driver's avoidance characteristics, effectiveness of danger warning against the emergency braking of the leading car was examined. The main effect and the interaction of the vehicle velocity, the warning time and the headway time on the variables to be analyzed were clarified by analysis of variance. The result of this test showed that the effect of the danger warning was recognized and the danger warning can make compensation for the increase of the brake delay time in the unpredictable situation. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Behavior KW - Behaviour KW - Braking KW - Braking KW - Driving KW - Driving (veh) KW - Headway KW - Headways KW - Mathematical analysis KW - Rear end collision KW - Rear end crashes KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512288 ER - TY - CONF AN - 00779264 AU - RAU, P S AU - National Highway Safety Advisory Committee TI - A HEAVY VEHICLE DROWSY DRIVER DETECTION AND WARNING SYSTEM: SCIENTIFIC ISSUES AND TECHNICAL CHALLENGES PY - 1998/10 IS - DOTHS808759 SP - p. 562-5 AB - Even though loss of alertness has been detected in laboratory driving simulators with impressive accuracy, there are numerous scientific issues and technical challenges associated with developing a field-operational drowsiness detection and warning system. The key scientific issues are related to the development of fieldable detection models and warning systems. Issues include model validation, individualized versus generalized monitoring, and detection and warning versus activity-based maintenance. The key technical challenges are related to system operability and acceptance. Challenges include system upkeep and calibration, driver and vehicle compatibility, risk compensation and migration, alertness restoration, and operational reliability. This paper provides an overview of the drowsy driver problem in the United States, a description of NHTSA's drowsy driver technology program, and an introduction to some of the scientific issues and technical challenges that confront system deployment. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Behavior KW - Behaviour KW - Detection KW - Driver KW - Drivers KW - Eye movement KW - Fatigue (human) KW - Fatigue (Physiological condition) KW - Lorry KW - Sensor KW - Trucks KW - Warning KW - Warning systems UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512299 ER - TY - CONF AN - 00779271 AU - FAERBER, E AU - Cesari, D AU - HOBBS, A C AU - HUIBERS, J AU - VAN KAMPEN, B AU - PAEZ, J AU - WYKES, N J AU - National Highway Safety Advisory Committee TI - IMPROVEMENT OF CRASH COMPATIBILITY BETWEEN CARS PY - 1998/10 IS - DOTHS808759 SP - p. 650-61 AB - This paper provides an overview of the research work of the European Enhanced Vehicle-safety Committee (EEVC) in the field of crash compatibility between passenger cars. Since July 1997 the EC Commission is partly funding the research work of EEVC. The running period of this project will be two years. The progress of five working packages of this research project is presented: Literature review, Accident analysis, Structural survey of cars, Crash testing, and Mathematical modelling. According to the planned time schedule the progress of research work is different for the five working packages. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Automobiles KW - Car KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Improvement KW - Improvements KW - Mathematical model KW - Mathematical models KW - Research project KW - Research projects KW - Side crashes KW - Side impact UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512306 ER - TY - CONF AN - 00779278 AU - Steffan, H AU - HOSCHOPF, H AU - Geigl, B C AU - Moser, A AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF A NEW CRASH-CUSHION CONCEPT FOR COMPATIBILITY PURPOSES OF RIGID OBSTACLES NEAR THE ROAD PY - 1998/10 IS - DOTHS808759 SP - p. 742-51 AB - This paper describes the development of a new, easy to handle and economic crash cushion for rigid obstacles to reduce occupant loads and injury risk during the impact. Out of different concepts and experimental crash tests of energy absorbing barriers a mixture of concrete and granulated plastics ('Styroporbeton') has led to the best results regarding car deceleration and intrusions. The improvement of occupant safety of this system is documented on the one side by comparing car deformation and acceleration behavior of crash tests with and without a crash cushion in front of a rigid barrier and on the other side by comparing the impact velocities of crash tests with and without crash cushion, causing similar car deformation. For instance the car deformation of a 95 km/h crash against the crash cushion can be compared with a crash against a rigid barrier with an impact velocity of 52 kph. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Absorption KW - Absorption KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Energy KW - Energy KW - Guardrails KW - Hazards KW - Impact test (veh) KW - Impact tests KW - Obstacle KW - Obstructions (Navigation) KW - Safety fence UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512313 ER - TY - CONF AN - 00779224 AU - WITTEMAN, W J AU - KRIENS, RFC AU - National Highway Safety Advisory Committee TI - MODELING OF AN INNOVATIVE FRONTAL CAR STRUCTURE: SIMILAR DECELERATION CURVES AT FULL OVERLAP, 40 PER CENT OFFSET AND 30 DEGREES COLLISION PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 194-212 AB - The improved frontal crashworthiness of cars necessitates totally new design concepts, which take into account that the majority of collisions occur with partial frontal overlap and under off-axis load directions. Realistic crash tests with partial overlap have shown that conventional longitudinal structures are not capable of absorbing all the energy in the car front without deforming the passenger compartment. The reason for this is that the structure of the longitudinal members is specifically designed for meeting the more relaxed requirements of the compulsory full overlap test, in which both longitudinals are loaded axially. Increased protection for the entire collision spectrum can be obtained by a frontal structure consisting of two special longitudinal members, which combine a higher bending resistance without increasing the axial stiffness. In addition the longitudinal members are supported by a cable connection system for symmetric force distribution. If only one of the longitudinal members is loaded during a partial overlap crash, the cable connection system will force the other longitudinal member to crumple as well. This results in normal programmed energy absorption. With this revolutionary concept a complete frontal car structure is designed with almost the same stiffness for all overlap percentages and impact angles, resulting in one crash pulse which can be optimized for minimal injury of the occupants. The influence of various crash situations on the amount of energy absorbed by this total vehicle model and specified for important structural parts will be demonstrated by means of numerical simulations. Also important construction details, necessary for a well functioning of the designed cable supported frontal car structure, is mentioned. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Body (car) KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Energy KW - Energy KW - Front KW - Front KW - Longitudinal KW - Longitudinal KW - Model (not math) KW - Motor vehicle bodies KW - Scale models KW - Structural models UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512259 ER - TY - CONF AN - 00779225 AU - AUGENSTEIN, J S AU - PERDECK, E AU - Williamson, J AU - STRATTON, J AU - Horton, T AU - DIGGES, K AU - Malliaris, A AU - LOMBARDO, L AU - National Highway Safety Advisory Committee TI - INJURY PATTERNS AMONG AIR BAG EQUIPPED VEHICLES PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 213-21 AB - By careful study of injured crasn victims, their vehicles and the crash scene, injury patterns emerge. These patterns form the basis for hypotheses, which can be explored further by analysis of mass crash data, crash tests, and computer modeling. As a consequence, recommendations can be developed for injury control measures. In the census of cases involving drivers protected by air bags in frontal impacts at the Lehman Center, heart injuries were present in about 9% of the cases, and liver injuries occurred in 19% of the cases. The chest/abdominal region accounted for 44% of the injury weighted harm. The chest comprised 68% and the abdomen 32% of this harm fraction. In examining the harm to the chest, the ribs and heart contributed about 43%. In examining the abdomen, the liver contributed 53% and the spleen 26%. Liver injuries were most common in cars with right front damage, and with the driver wearing the shoulder belt without the lap belt fastened. Among drivers with lap and shoulder belts, the most common crash mode wes the left frontal offset. In crashes with severity around 30 mph, the centerline impact with a rigid narrow object produced liver injury. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Abdomen KW - Abdomen KW - Air bag (restraint system) KW - Air bags KW - Collision KW - Crashes KW - Heart KW - Heart KW - Injuries KW - Injury KW - Internal organs KW - Manual safety belts KW - Safety belt KW - Thorax KW - Thorax KW - Viscera UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512260 ER - TY - CONF AN - 00779242 AU - Noy, Y I AU - National Highway Safety Advisory Committee TI - INTERNATIONAL HARMONIZED RESEARCH ACTIVITIES (IHRA). STATUS REPORT OF THE INTELLIGENT TRANSPORTATION SYSTEMS (ITS) WORKING GROUP PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 360-6 AB - The Working Group (WG) is a forum for multi-national research with the aim to develop safety evaluation procedures that can form the basis of harmonized national policies on ITS. It is recognized that industry's role is to develop products that are effective, safe and acceptable to the public. Government's role is to ensure that products comply with appropriate safety criteria. The development of such criteria is the raison d'etre of this WG. It should be noted that while there are numerous groups developing ITS standards and operational requirements, no other body is developing procedures for evaluating the safety of on-board ITS devices. Certain intelligent technologies are being developed with the express purpose of assisting drivers to avoid collisions (e.g., so-called collision avoidance systems include forward obstacle collision warning system, lane departure warning systems and fatigue warning systems); whereas other systems are being developed to enhance driver convenience (e.g., navigation, adaptive cruise control). Since both types of systems can affect safety, the framework is intended to apply to all on-board information, control and communication systems, whether they be collision avoidance systems or driver convenience features. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Case study KW - Collision KW - Crashes KW - Driver information systems KW - Evaluation (assessment) KW - Evaluation and assessment KW - Intelligent transportation systems KW - Interior (veh) KW - International KW - International KW - Printed publicity KW - Research project KW - Research projects KW - Safety KW - Safety KW - Standardization KW - Standardization KW - Vehicle compartments KW - Vehicle interiors UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512277 ER - TY - CONF AN - 00779243 AU - PERRON, T AU - CHEVENNEMENT, J AU - DAMVILLE, A AU - MAUTUIT, C AU - Thomas, C AU - LE COZ, J-Y AU - National Highway Safety Advisory Committee TI - PILOT STUDY OF ACCIDENT SCENARIOS ON A DRIVING SIMULATOR PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 374-85 AB - This paper presents a pilot experimental study carried out by the Laboratory of Accidentology and Biomechanics PSA Peugeot Citroen - RENAULT (LAB) and the European Center of Safety Studies and Risk Analysis (CEESAR) on the RENAULT ESTER motionless driving simulator. Sixty-eight drivers were exposed to a dangerous situation in which another car failed to stop at an intersection. Three distinct configurations were tested: vehicle coming from the right either at a constant speed or decelerating, or stationary vehicle moving-off from the left. Kinematic data and a video presenting the driver's face and the field of view were recorded. After the driving session, drivers were interviewed by a psychologist of in-depth accident investigation teams in order to analyze their interpretation of the situation. The analysis carried out is based on a comparison of the behavior (perceptions, interpretations, actions) of drivers who avoided the accident with the behavior of those who crashed. It points out different kinds of difficulties according to the configuration: problems of perception (angular limitations), anticipation (no anticipation of the possible motion of the adverse vehicle) or interpretation (incorrect estimation of the danger level). It provides a basis for the determination of avoidance strategies and the design of active crash avoidance systems (intelligent collision avoidance systems as well as active braking boosters) with the specification (triggering threshold) and efficiency assessment of such systems. This study also provides data for accident reconstruction (e.g. reaction time in accident situations, motion perception threshold...). For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident KW - Behavior KW - Behaviour KW - Crashes KW - Driving KW - Driving (veh) KW - Hazards KW - Risk KW - Risk taking KW - Risk taking KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512278 ER - TY - CONF AN - 00779257 AU - Forkenbrock, G AU - FLICK, M AU - GARROTT, W R AU - National Highway Safety Advisory Committee TI - A TEST TRACK PERFORMANCE EVALUATION OF CURRENT PRODUCTION LIGHT VEHICLE ANTILOCK BRAKE SYSTEMS PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 502-15 AB - A Test Track Performance Evaluation of Current Production Light Vehicle Antilock Brake Systems was conducted to compare the braking performance of vehicles equipped with present-day antilock brake systems (ABS) with the performance of the same vehicle without ABS (simulated conventional brakes) over a large range of driving conditions. The motivation for this work was to attempt to find situations and/or conditions in which ABS-equipped vehicles did not perform as well as their non-ABS counterparts, not to compare vehicles or antilock brake systems to one another. The braking performance of nine high production passenger vehicles was evaluated in seventeen stopping situations. These situations were comprised of various road surfaces, driver steering actions, and vehicle speeds. Testing was performed with lightly and heavily laden vehicles, with the ABS active and disabled, and used two brake pedal application techniques. The selected vehicles included at least one ABS from eight current ABS manufacturers. This study found that for most stopping maneuvers on most surfaces, ABS-assisted full pedal brake application stops were shorter than those made with the ABS disabled. Additionally, vehicular stability during these maneuvers was almost always superior with the assistance of ABS. The one systematic exception was on loose gravel where stopping distances increased by an average of 27.2 percent overall. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anti locking device KW - Antilock brake systems KW - Braking distance KW - Braking performance KW - Evaluation (assessment) KW - Evaluation and assessment KW - Mathematical model KW - Mathematical models KW - Test track KW - Test tracks UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512292 ER - TY - CONF AN - 00779260 AU - McFadden, M AU - National Highway Safety Advisory Committee TI - VEHICLE DESIGN AND INJURIES SUSTAINED BY FEMALE DRIVERS PY - 1998/10 IS - DOTHS808759 SP - p. 537-40 AB - It has long been recognised that male drivers are at greater risk of being killed in a road crash than female drivers. What is less well recognised is that female drivers have a higher risk of being seriously injured in a road crash. One factor that has been identified as contributing to this trend is that women tend to be less robust than men. Female drivers also tend to sit closer to the steering wheel and this may increase the likelihood of injury in a crash. The issue has taken on greater significance with recent reports of children and small adults, mainly women, killed or injured by the deployment of airbags in crashes. The current study analysed the factors relating to the seating position of male and female drivers. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Design KW - Design (overall design) KW - Dimension KW - Driver KW - Drivers KW - Females KW - Injuries KW - Injury KW - Location KW - Location KW - Seat (veh) KW - Seats KW - Size KW - Woman UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512295 ER - TY - CONF AN - 00779274 AU - KLANNER, W AU - FELSCH, B AU - VAN WEST, F AU - National Highway Safety Advisory Committee TI - EVALUATION OF OCCUPANT PROTECTION AND COMPATIBILITY OUT OF FRONTAL CRASH TESTS AGAINST THE DEFORMABLE BARRIER PY - 1998/10 IS - DOTHS808759 SP - p. 693-702 AB - Up to now crash tests are highly restricted to the aspects of self-protection. Due to the fact that compatibility is recognised as an important safety factor in real life car to car accidents a test and rating procedure is proposed which in addition to self-protection also delivers information on the aggressiveness and compatibility of cars. The test procedure bases on the European frontal crash standard against the offset deformable barrier, but the barrier is modified towards more energy absorption and higher penetration resistance. Vehicle mass in connection with crush zone stiffness and stiffness distribution are assumed to be the influencing factors on aggressiveness, and these effects are quantified by measuring the crush force behind the barrier, the deformation energy in the barrier and the homogeneity of barrier deformation. Several barrier tests with small and big cars are achieved. With the help of an appropriate rating system self-protection as well as aggressiveness and compatibility of the individual modeels are quantified. To validate these results additional frontal impacts with big cars against small cars are carried out. The findings, in terms of injury risks for the occupants of the small cars, show sufficient coincidence to the barrier results. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Body (car) KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Front KW - Front KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Motor vehicle bodies KW - Prevention KW - Prevention KW - Stiffness KW - Stiffness UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512309 ER - TY - CONF AN - 00779275 AU - SCHOENEBURG, R AU - PANKALLA, H AU - National Highway Safety Advisory Committee TI - IMPLEMENTATION AND ASSESSMENT OF MEASURES FOR COMPATIBLE CRASH BEHAVIOUR USING THE ALUMINIUM VEHICLE AS AN EXAMPLE PY - 1998/10 IS - DOTHS808759 SP - p. 703-14 AB - The compatibility of passenger cars is mainly attributable to the parameters of mass, the shape of the contact surfaces and the rigidity of the vehicle's front end. Due to its low density, aluminium offers excellent conditions for compatible behaviour in road traffic. Using the Audi A8 as an example, a presentation is made of the design measures which have a positive impact on the distribution of kinetic energy on both the vehicles involved in a crash. Great importance is placed on structural and passenger simulations using FE and MBS programs during the concept phase of vehicle development. In the meantime the compatible design of the vehicle's front end has been confirmed by test series performed by independent test centers. Findings show that the aluminium body is subject to highly regular deformation in an offset crash both with a vehicle of identical mass and with vehicles of lower mass. The aluminium body is also capable of absorbing a high proportion of the total energy produced by the two vehicles. Finally, furthre test results are forming the basis for discussing how well the 40% offset crash at 40 mph (IIHS crash test) against a deformable barrier can simulate a real crash. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Aluminium KW - Aluminum KW - Body (car) KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Evaluation (assessment) KW - Evaluation and assessment KW - Impact test (veh) KW - Impact tests KW - Motor vehicle bodies KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512310 ER - TY - CONF AN - 00779233 AU - JAWAD, SAW AU - National Highway Safety Advisory Committee TI - COMPATIBILITY STUDY IN FRONTAL COLLISIONS - MASS AND STIFFNESS RATIO PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 269-74 AB - Compatibility of vehicles of different mass and stiffness in head-on collisions is studied in this paper with the aid of an eight-degrees of freedom, two dimensional lumped-mass simulation model. The model takes into consideration mass and stiffness ratio as the main factors contributing to compatibility of the two colliding vehicles. Other factors like length of crumple zone, offset overlap and speed are also considered. Three injury risk criteria have been considered in this study; delta V or change in velocity of vehicle after impact, maximum acceleration sustained by the passenger compartment throughout impact, and length of deformation sustained by the car front. The most crucial compatibility parameter is the mass ratio for the delta V criterion. The second and third compatibility parameters are mass ratio and stiffness ratio for deformation length criterion. A longer crumple zone is proposed for heavier vehicles to provide the required protection for smaller vehicles involved in head-on collision. It was found that both mass and stiffness ratio have no aggressivity on the partner vehicle when maximum acceleration criterion is used at low impact speeds. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Deformation KW - Deformation KW - Frontal crashes KW - Head on collision KW - Impact studies KW - Impact study KW - Injuries KW - Injury KW - Mathematical model KW - Mathematical models KW - Simulation KW - Simulation KW - Stiffness KW - Stiffness KW - Weight KW - Weight UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512268 ER - TY - CONF AN - 00779235 AU - PAYNE, A AU - LAWSON, A R AU - HALL, A R AU - GREEN, J AU - THOMAS, A V AU - MIDOUN, D AU - National Highway Safety Advisory Committee TI - PARAMETRIC STUDY ON THE EFFECT OF THE FOOTWELL GEOMETRY, DYNAMIC INTRUSION AND OCCUPANT LOCATION ON HYBRID III LOWER LEG INJURY CRITERIA PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 283-91 AB - Inclusion of lower leg injury criteria in the new European Frontal Impact Legislation has meant that lower leg loads for front seat occupants and footwell deformation have to be considered as part of the vehicle design process at the concept stage. The Hybrid Ill dummy with instrumented lower legs is the tool selected for measuring the lower leg injury criteria and it is essential to have a full understanding of the lower leg interaction, with the deforming footwell, control pedals and dashboard, in order to determine how these affect leg kinematics and loading mechanisms. The LLIMP (Lower Leg Injury and Methods of Prevention) Vehicle Design project is a collaborative research project undertaken by the Motor Industry Research Association (MIRA) and sponsored by Rover Group, Ford Motor Company and Jaguar Cars. Its aim is to gain an understanding of the effect which car design has on lower leg kinematics and loading mechanisms. As part of this project a finite element lower leg model has been developed and fully correlated to crash and sled tests. The effect of over 30 different parameters which affect lower leg kinematics and loads have been studied, and their effect on lower leg loading will be evaluated later in the project using the finite element lower leg model. These parameters take account of vehicle structure, occupant kinematics and footwell geometry. The results of the parametric study have been collated to produce a set of lower leg design guidelines, to assist in vehicle structure and restraint system design and as part of the vehicle development cycle. The paper presents the formulation of the parameters, and how different parameters affect lower leg kinematics and injury criteria. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Design KW - Design (overall design) KW - Dimension KW - Dummies KW - Dynamics KW - Dynamics KW - Finite element method KW - Finite element method KW - Impact test (veh) KW - Impact tests KW - Location KW - Location KW - Shape KW - Shape KW - Size KW - Vehicle occupant KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512270 ER - TY - CONF AN - 00779250 AU - Kiefer, R J AU - National Highway Safety Advisory Committee TI - QUANTIFYING HEAD-UP DISPLAY (HUD) PEDESTRIAN DETECTION BENEFITS FOR OLDER DRIVERS PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 428-37 AB - The current research was aimed at quantifying the potential head-up display (HUD) pedestrian detection benefits for older drivers. In a parked vehicle on a closed-course, test participants were required in rapid succession to read a digital speedometer (positioned either head-up or head-down) and a distant speed limit sign. 24 drivers were tested ranging from 59 to 71 years old. Liquid-crystal glasses were used to limit the driver's view of the forward scene to the time period immediately surrounding display glances. In the second half of testing, subjects were told that during a few trials a pedestrian would appear. On these trials, subjects were to immediately press a button. During these pedestrian trials, results indicated a HUD detection time advantage and a trend toward fewer missed pedestrians with the HUD. Indeed, 7 of the 9 fastest mean pedestrian detection times across all 16 conditions tested occurred in HUD conditions. These results clearly suggest HUDs improve the driver's ability to see forward scene events (and hence, potentially traffic safety) surrounding display glances. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident prevention KW - Aged KW - Analysis (math) KW - Driver information systems KW - Information display systems KW - Mathematical analysis KW - Old people KW - Pedestrian KW - Pedestrians KW - Prevention KW - Printed publicity KW - Safety KW - Safety KW - Visibility KW - Visibility KW - Visual display KW - Visual display KW - Visual display units (Computers) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512285 ER - TY - CONF AN - 00779252 AU - LEHMANN, G AU - CHEALE, A AU - National Highway Safety Advisory Committee TI - THE CONTRIBUTION OF ONBOARD RECORDING SYSTEMS TO ROAD SAFETY AND ACCIDENT ANALYSIS PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 462-6 AB - This paper presents onboard computer systems (black boxes), that: (1) contribute to road safety by helping to reduce the number of accidents; and (2) provide data for accident analysis based on field experiences in USA and Europe with case studies. There are several versions of onboard computers that record the performance of drivers and vehicles. Field experiences and case studies show that a 'feed back' of these records lead to a favourable modification of drivers' behaviour. Further these objective and accurate recordings allow detailed reconstruction and analysis of accidents. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident prevention KW - Administration KW - Administration KW - Analysis (math) KW - Automatic KW - Automatic control KW - Automation KW - Behavior KW - Behaviour KW - Data acquisition KW - Data collection KW - Driving KW - Driving (veh) KW - Mathematical analysis KW - Prevention KW - Recording KW - Recording KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512287 ER - TY - CONF AN - 00779265 AU - BURGETT, A L AU - Carter, A AU - MILLER, R J AU - Najm, W G AU - Smith, D L AU - National Highway Safety Advisory Committee TI - A COLLISION WARNING ALGORITHM FOR REAR-END COLLISIONS PY - 1998/10 IS - DOTHS808759 SP - p. 566-87 AB - The purpose of this paper is to develop an experimentally-based rear end collision warning algorithm for the situation where two vehicles are initially traveling at the same speed in the same direction when the lead vehicle begins to brake. The full variety of initial conditions of vehicular motion are analyzed to determine the proper collision warning algorithm. The analysis shows that knowledge of traveling speed, headway, and lead-vehicle deceleration is sufficient to determine the type of relative motion. This can be coupled with warning logic and principles of vehicle dynamics to produce warning algorithms. An approach to warning implementation is suggested that avoids the difficult problem of estimating the lead-vehicle deceleration; using instead other measurable quantities such as range and range-rate. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Mathematical model KW - Mathematical models KW - Rear end collision KW - Rear end crashes KW - Warning KW - Warning systems UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512300 ER - TY - CONF AN - 00779267 AU - SCHMIDT-CLAUSEN, H-J AU - DAHLEM, T AU - National Highway Safety Advisory Committee TI - HEADLAMP PERFORMANCE IN TRAFFIC SITUATION PY - 1998/10 IS - DOTHS808759 SP - p. 596-601 AB - The photometric requirements of today's headlamps do not relate to the headlights as built into the vehicle, but to the individual headlamp before its installation. The aim of this survey is to demonstrate the relation between technical requirements of individual headlamps and the actual situation on the road. For that purpose headlamps were measured: on the one hand those of known vehicles (reference vehicles) with correctly adjusted and cleaned headlamps; on the other hand headlamps in everyday traffic, i.e. possibly incorrectly adjusted and soiled. It could be shown that the glare of illuminance of the gas discharging headlamps in the measuring point of the human eyes of an on-coming car is lower than that of normal traffic vehicles. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Evaluation (assessment) KW - Evaluation and assessment KW - Glare KW - Glare KW - Headlamp setting KW - Headlamp settings KW - Headlamps KW - Specification (standard) KW - Standards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512302 ER - TY - CONF AN - 00779220 AU - LOMANACO, C AU - National Highway Safety Advisory Committee TI - INTERNATIONAL HARMONISED RESEARCH ACTIVITIES (IHRA) STATUS REPORT OF THE ADVANCED OFFSET FRONTAL CRASH PROTECTION WORKING GROUP PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 146-9 AB - This paper provides an overview of the work progress of the advanced offset frontal crash protection group of International Harmonised Research Activities. It reviews, including tables and a final flow chart, the strategy of the group to cope with the assigned task. This is the commitment to achieve a harmonised frontal crash protection procedure taking into account the different world wide views in this field. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512255 ER - TY - CONF AN - 00779229 AU - THELEN, M AU - RAFFAUF, R AU - BUSS, W AU - ROTH, W AU - HILLENBRAND, K AU - National Highway Safety Advisory Committee TI - SIMULATION OF FOOTWELL INTRUSION FOR SLED TESTING PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 242-4 AB - There is a high risk of the lower extremities being injured in frontal crashes of passenger cars. Head and chest are well protected nowadays due to safety features like airbags, seat belts and absorbing materials in the interior, while only limited safety improvements have been achieved in the leg area. In order to investigate the injury mechanism of lower legs, to define development targets and for the assessment of safety devices, Passive Ruckhaltesysteme developed a tool to reproduce the measured dynamic crash intrusion of the foot well in static and in sled tests. This foot well intrusion system (patent pending) allows the adjustment of both movements of the firewall, parallel intrusion and rotation effects, nearly independent and in a wide range. In this paper the functioning principle of this device is presented. A comparison between real crash tests and experimental simulations with sled tests is reviewed. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Impact sled KW - Impact sleds KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Simulation KW - Simulation KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512264 ER - TY - CONF AN - 00779231 AU - SPARKE, L J AU - National Highway Safety Advisory Committee TI - RESTRAINT SYSTEM OPTIMISATION FOR MINIMUM SOCIETAL HARM PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 255-8 AB - The focus of road safety in the past has been on reducing the road toll. This resulted in the introduction of legislation making the wearing of seat belts compulsory in Victoria in 1970. This was a world leading approach that has been of great benefit to the Australian community. More recently, it is being recognised that serious injury, particularly long term and irrecoverable injury to the head and neck are a major concern and cost for the individual and the community. Detailed crash analysis in Australia has identified the wide range and frequency of crash types and severities that occur on Australian roads. Varying occupant protection needs have also been identified, in terms of age, sex, size and seating position. An optimising technique has been developed and applied to the design of the restraint system of a new model Holden Commodore passenger vehicle. Various seat belt retention and webbing characteristics, airbag and inflator characteristics, seat stiffness and anti-submarining structures have been considered during the optimising process. A Societal Harm measure of the cost of injury was used to evaluate the effectiveness of the restraint system in providing protection to the community in the range of real-world crashes which occur. This technique is proposed as a more appropriate approach to resttaint system design than designing for government regulations or consumer information tests. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident rate KW - Collision KW - Crash rates KW - Crashes KW - Data acquisition KW - Data collection KW - Externalities KW - Injuries KW - Injury KW - Manual safety belts KW - Mathematical model KW - Mathematical models KW - Optimization KW - Optimum KW - Optimum KW - Passive restraint systems KW - Passive safety system KW - Safety belt KW - Social cost UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512266 ER - TY - CONF AN - 00779254 AU - HORIUCHI, Y AU - National Highway Safety Advisory Committee TI - ENHANCEMENT OF VEHICLE STABILITY BY CONTROLLING THE FRONT BRAKES AND ENGINE TORQUE PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 476-85 AB - For the progress of vehicle safety, enhancement of active safety performance is as important as crash safety performance. In emergency situations, it is very difficult for an ordinary driver to stabilize the vehicle because steering, braking, and/or other operations in this situation change the vehicle behavior suddenly. From this point of view, enhancement of vehicle stability is very important for active safety. HONDA has developed an active safety system called VSA (Vehicle Stability Assist) based on expanding the usual active safety system, ABS (Anti-lock Brake System) and TCS (Traction Control System). VSA controls front wheel brakes and engine torque to stabilize the vehicle by comparing yaw rate of the vehicle with the reference value calculated from lateral acceleration and vehicle speed, and the driver's intention estimated from steering angle. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Braking KW - Braking KW - Control KW - Control KW - Driving KW - Handling characteristics KW - Improvement KW - Improvements KW - Mathematical model KW - Mathematical models KW - Motor KW - Motors KW - Torsion KW - Torsion KW - Vehicle handling UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512289 ER - TY - CONF AN - 00779256 AU - Hara, M AU - Ohta, M AU - Yamamoto, A AU - YOSHIDA, H AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF THE BRAKE ASSIST SYSTEM PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 497-501 AB - Investigations and analyses of braking behavior of inexperienced drivers in emergency situations have shown that the Brake Assist System which determines an appropriate emergency braking operation and assists in applying the necessary braking force is effective in terms of active safety. While the system designed to detect an emergency braking operation and to consistently apply the maximum braking force is effective for those drivers who cannot apply sufficient braking effort, the system will make experienced drivers feel disagreeable because the system may work against their intention to control the vehicle. Consequently, an ABS actuator was utilized to develop a type of Brake Assist System with excellent control performance and less disagreement. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anti locking device KW - Antilock brake systems KW - Behavior KW - Behaviour KW - Braking KW - Braking KW - Driving KW - Driving (veh) KW - Emergencies KW - Emergency UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512291 ER - TY - CONF AN - 00779261 AU - PRIEZ, A AU - BRIGOUT, C AU - Petit, C AU - BOULOMMIER, L AU - National Highway Safety Advisory Committee TI - VISUAL PERFORMANCE DURING NIGHT DRIVING PY - 1998/10 IS - DOTHS808759 SP - p. 541-5 AB - Driving by night is known to be more dangerous than during daytime. In addition, a lot of drivers complain about vision during night driving. This is the first cause of driving restriction for seniors. The needs for lighting systems improvement concern safety and comfort. This relies on a certain knowledge about visual performance of the driver. The characteristics of the visual environment of night driving and the physiology of vision at low phototopic luminance level give clues to the improvements to reach. A specific experimental set-up was developed in order to measure the visual performance and fatigue while driving and without interrupting it. This test is based on the measure of visual acuity and contrast sensitivity. The visual fatigue is estimated from the evolution of the results to the tests versus time. Average drivers are asked to drive at early night (avoiding drowsiness) on open roads in order to compare several frontlight systems. Experiments lasted 3 hours of driving. Each driver tested three lighting systems, and then drove 9 hours in three nights. A classification of the systems is obtained in terms of visual performance of the drivers. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Driver KW - Drivers KW - Driving KW - Driving (veh) KW - Headlamp KW - Headlamps KW - Information display systems KW - Night KW - Night KW - Vision KW - Vision KW - Visual display KW - Visual display KW - Visual display units (Computers) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512296 ER - TY - CONF AN - 00779263 AU - Emery, L AU - National Highway Safety Advisory Committee TI - DESIGN AND CONSTRUCTION OF A VARIABLE DYNAMIC VEHICLE PY - 1998/10 IS - DOTHS808759 SP - p. 552-61 AB - This paper is a Progress Report describing the design and construction of a "Variable Dynamic Testbed Vehicle", VDTV, suitable for use as a test tool by researchers in the field of automotive safety. The VDTV project was sponsored and funded by the United States Department of Transportation, Intelligent Transportation System/Joint Program Office. The VDTV performance will be programmable by way of an Onboard laptop computer readily accessible to the test driver or a test conductor. The vehicle systems available for programming are the vehicle "by wire" systems which are the front and rear steer; steering feel; brakes with ABS, traction control, and yaw control; throttle; front and rear anti-roll bars; and the variable rate suspension. The base vehicle is a Roush Technologies modified 1995 Ford Taurus SHO used in the Bob Bondurant high performance driving school in Phoenix, Arizona. The VDTV will provide researchers a safe, versatile research tool that can quickly and economically simulate a variety of vehicle test conditions for studying vehicle dynamic performance, human factors, driver physiological performance, and intelligent vehicle crash avoidance systems both singularly or in combination. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident prevention KW - Cost KW - Costs KW - Data acquisition KW - Data collection KW - Design KW - Design (overall design) KW - Driver assistance system KW - Driver support systems KW - Dynamics KW - Dynamics KW - Motor vehicle navigational aids KW - Prevention KW - Research project KW - Research projects KW - Safety KW - Test method KW - Test procedures KW - Vehicle KW - Vehicles UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512298 ER - TY - CONF AN - 00779236 AU - Haland, Y AU - HJERPE, E AU - LOVSUND, P AU - National Highway Safety Advisory Committee TI - AN INFLATABLE CARPET TO REDUCE THE LOADING OF THE LOWER EXTREMITIES - EVALUATION BY A NEW SLED TEST METHOD WITH TOEPAN INTRUSION PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 292-301 AB - For occupants protected by seat belts, air bags, or both, the most frequently injured body region in frontal crashes is the lower extremities. These injuries are usually not life threatening, but they are often associated with long term impairment. The injury mechanisms are not yet fully understood. However, high local accelerations in the footwell area and the location of the feet probably play an important role in the causation of the injuries. A reduction of the footwell intrusion by structural reinforcements of the car body may therefore not be sufficient to reduce injuries. Other countermeasures are also needed. This paper describes a new dynamic sled test method with an instrumented Hybrid III dummy in a car body, in which the toepan intrusion is simulated mechanically. The acceleration-time history of the toepan and its displacement can be varied. Toepan accelerations/intrusions as in severe frontal off-set collisions have been simulated. Two foot positions, against the toepan or at a certain distance (as if the foot was on a pedal), were evaluated. The effect of an inflatable device, called the Inflatable Carpet (InCa), under the floor carpet in the footwell area is evaluated by this method. The Inflatable Carpet lifts the feet away a certain distance from the floor/toepan, before they are subjected to acceleration and intrusion by the toepan. The study has shown that the acceleration of the toepan, the position of the feet relative to the toepan, and the use of the Inflatable Carpet all significantly influenced the load on the foot and the lower leg. The use of the Inflatable Carpet reduced the foot acceleration by up to 65 % and the tibia force by up to 50 %. The tibia index was reduced by 30 to 60 %. The Inflatable Carpet therefore seems to be able to significantly reduce the risk of receiving an injury to the foot/ankle and lower leg in collisions, where violent footwell intrusion occurs. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Carpet KW - Carpets KW - Collision KW - Crashes KW - Evaluation (assessment) KW - Evaluation and assessment KW - Front KW - Front KW - Impact sled KW - Impact sleds KW - Leg KW - Leg (human) KW - Load KW - Loads KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512271 ER - TY - CONF AN - 00779238 AU - PAINE, M P AU - MCGRANE, D AU - HALEY, J AU - National Highway Safety Advisory Committee TI - OFFSET CRASH TESTS - OBSERVATIONS ABOUT VEHICLE DESIGN AND STRUCTURAL PERFORMANCE PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 311-5 AB - Offset frontal crashes can place severe demands on the structure of vehicles. Offset crash tests conducted in the USA, Europe and Australia are revealing that some vehicle models perform exceptionally well in these severe tests. Between them, the authors have been involved in the assessment of more than 45 offset crash tests conducted under the Australian New Car Assessment Program (ANCAP). They have also evaluated data on a similar number of offset crash tests conducted in the USA and Europe. This paper sets out some general observations about the structural performance of cars, passenger vans and four-wheel-drive vehicles in offset crash tests. The design features which appear to contribute to good structural performance are discussed. Likely reasons for poor performance are noted. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Absorption KW - Absorption KW - Body (car) KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Design KW - Design (overall design) KW - Energy KW - Energy KW - Front KW - Front KW - Impact test (veh) KW - Impact tests KW - Motor vehicle bodies UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512273 ER - TY - CONF AN - 00779245 AU - DOI, S AU - Nagiri, S AU - Amano, Y AU - National Highway Safety Advisory Committee TI - EVALUATION OF ACTIVE SAFETY PERFORMANCE OF MAN-VEHICLE SYSTEM PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 395-401 AB - Human factors have been found to be the major cause of vehicle accidents. The driver-vehicle closed-loop system was studied. Using the motion-type driving simulator the active-safety performance of 100 ordinary drivers was examined for two conditions, obstacle avoidance and slippery curve control. From the resulting data a computer model was developed. After confirming the validity of the computer model, the active-safety performance of drivers under the two conditions was better understood and in the case of the slippery curve condition, driver assistant devices are feasible. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Behavior KW - Behaviour KW - Driver assistance system KW - Driver support systems KW - Driving KW - Driving (veh) KW - Error KW - Errors KW - Evaluation (assessment) KW - Evaluation and assessment KW - Human factor KW - Human factors KW - Mathematical model KW - Mathematical models KW - Motor vehicle navigational aids KW - Safety KW - Safety KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512280 ER - TY - CONF AN - 00779247 AU - Hertz, E AU - Hilton, J AU - JOHNSON, D M AU - National Highway Safety Advisory Committee TI - ANALYSIS OF THE CRASH EXPERIENCE OF VEHICLES EQUIPPED WITH ANTILOCK BRAKING SYSTEMS (ABS) - AN UPDATE PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 410-3 AB - This paper updates the findings from initial analyses of the crash experiences of passenger cars (PCs) and light trucks and vans (LTVs) equipped with antilock braking systems (ABS). As before, separate analyses were conducted for PCs and LTVs, for each type of ABS system (rear and all wheel), for each of several crash types and each type of road surface (favorable and unfavorable). The present analysis also considers crashes involving pedestrians, in addition to the four crash types previously considered. The findings for passenger cars in fatal crashes for this study are very similar to the earlier results, i.e, for non-fatal crashes the benefits in avoiding frontal crashes remain about the same. Side impacts and run-off-road crashes on unfavourable surfaces, went from a predicted increase in the earlier study to non-significance in these findings. In addition, there are decreases predicted for crashes involving pedestrians. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident rate KW - Analysis (math) KW - Anti locking device KW - Antilock brake systems KW - Braking KW - Braking KW - Collision KW - Crash rates KW - Crashes KW - Impact studies KW - Impact study KW - Mathematical analysis UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512282 ER - TY - CONF AN - 00779270 AU - MACNABB, M J AU - RIBARITS, S AU - MORTIMER, N AU - CHAFE, B AU - National Highway Safety Advisory Committee TI - ABS PERFORMANCE ON GRAVEL ROADS PY - 1998/10 IS - DOTHS808759 SP - p. 628-39 AB - Anti-lock brake systems (ABS) have become common on most passenger cars and light trucks in North America yet ABS braking performance can vary widely between vehicle makes and on different road surfaces. The present ABS designs restrict wheel lockup which may be inefficient for gravel and snow covered roads where locked wheels can produce much higher deceleration rates. Based on the growing number of public complaints of poor braking on gravel roads, tests were conducted to determine the performance variation between vehicles with different ABS controllers and between the same vehicle with and without its ABS activated. Significant deceleration differences were noted. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anti locking device KW - Antilock brake systems KW - Braking KW - Braking KW - Gravel KW - Gravel KW - Low cost road KW - Low cost roads KW - Skidding KW - Test method KW - Test procedures KW - Wheel locking KW - Wheel locking UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512305 ER - TY - CONF AN - 00779272 AU - MAKINO, K AU - MORI, T AU - MOTOJIMA, H AU - Yamamoto, A AU - National Highway Safety Advisory Committee TI - A SIMULATION STUDY ON THE MAJOR FACTORS IN COMPATIBILITY PY - 1998/10 IS - DOTHS808759 SP - p. 662-6 AB - The evaluation method which simulates collisions between the subject vehicle and some other vehicle of a similar size has been developed up to now by means of frontal impact to flat barrier or offset deformable barrier, etc. There are some reports describing that the injury level tends to become more severe for occupants of light vehicles than those of heavy vehicles, according to the accident data on vehicle-to-vehicle collisions. In this regard, the compatibility of heavy vehicles for the reduction of occupant injury level of lighter vehicles in such collisions is noted. In this paper, the effect of factors has been studied by simulating the deformation of the struck vehicle. The influence on the impact performance of heavy vehicle into frontal impact barrier was also simulated. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Frontal crashes KW - Head on collision KW - Impact test (veh) KW - Impact tests KW - Mathematical model KW - Mathematical models KW - Simulation KW - Simulation KW - Weight KW - Weight UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512307 ER - TY - CONF AN - 00779279 AU - Steffan, H AU - Geigl, B C AU - Moser, A AU - HOSCHOPF, H AU - National Highway Safety Advisory Committee TI - COMPARISON OF 10 TO 100 KM/H RIGID BARRIER IMPACTS PY - 1998/10 IS - DOTHS808759 SP - p. 752-7 AB - Different methods and theories were developed to describe the accident severity. For accident reconstruction the EES (Energy Equivalent Speed) method is an important tool. The plastic deformation energy of the damaged car is expressed as a kinetic energy of the car with the virtual velocity value EES. For an authentic EES-estimation various crash-tests with different conditions are necessary, because the energy absorption depends on various parameters. Documented car deformations for EES values up to approximately 60 km/h are available from crash tests. For higher impact velocities only very little data is published. To gain a better understanding of the crush behavior at higher impact speeds, a series of full scale rigid barrier impacts were performed at impact speeds in the range of 10 to 100 km/h. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Impact test (veh) KW - Impact tests KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512314 ER - TY - CONF AN - 00779232 AU - Kullgren, A AU - Ydenius, A AU - Tingvall, C AU - National Highway Safety Advisory Committee TI - FRONTAL IMPACTS WITH SMALL PARTIAL OVERLAP: REAL LIFE DATA FROM CRASH RECORDERS PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 259-68 AB - Impacts with small overlap, or narrow offset impacts, are here defined as impacts with an overlap of less than 30%, often resulting in glance-off. Severe narrow offset collisions are characterised by high closing velocity, fairly low change of velocity, but major intrusion and high intrusion velocity, often resulting in severe injuries. For most car models the main part of the energy absorbing frontal structure is not engaged in this type of impact. Crash tests do not address the performance of the vehicle construction in this type of impact. This paper presents results from real life collisions, collected in a unique data collection system, where the crash pulse has been recorded in the impact phase. Since 1992, approximately 100,000 crash recorders have been installed, and about 300 crash pulses have been recorded. A crash test with two vehicles of different design regarding the performance in narrow offset impacts is also presented. The study shows that the percentage of moderately and severely injured drivers was higher in impacts with an overlap below 30% than in impacts with an overlap more than 30%. It is also shown that the frontal structure is important for the performance in narrow offset impacts. Reconstructions of these collisions are also disussed. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Collision KW - Crashes KW - Frontal crashes KW - Head on collision KW - Impact studies KW - Impact study KW - Impact test (veh) KW - Impact tests KW - Mathematical analysis KW - Recording KW - Recording UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512267 ER - TY - CONF AN - 00779234 AU - PAYNE, A AU - GREEN, J AU - THOMAS, A V AU - MIDOUN, D AU - National Highway Safety Advisory Committee TI - THE EFFECT OF HYBRID III LOWER LEG KINEMATICS ON LOADING MECHANISMS AND INJURY CRITERIA PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 275-82 AB - With the ever increasing survivability of road traffic accidents due to the introduction of airbags, and the proposed implementation of the new European Frontal Impact Legislation, motor manufacturers are now focusing on reducing lower limb injuries. To achieve this, there is a need to develop a better understanding of lower leg injury mechanisms, and lower leg interaction with the intruding footwell. An industry collaborative group was established, which included Ford, Jaguar and Rover, with the research being managed by the Motor Industry Research Association MIRA. The Lower Leg Injuries and Methods of Prevention (LLIMP) Vehicle Design Project was to focus on footwell and restraint system design. A program of crash tests, including both Front fixed Barrier and Offset deformable tests were conducted and an evaluation of the analysed results from lower leg and footwell instrumentation was conducted. This identified five distinct phases in lower leg kinematics, which are affected by both the footwell intrusion profiles and Hybrid III dummy lower leg positions and geometry. The interaction of the dummy lower leg and the foot have also been investigated using HyGe sled test techniques, with both static and dynamic intruding footwells. The paper presents the five phases of lower leg kinematics, plus the interaction between the dummy foot and footwell on the lower leg kinematics. The paper then investigates the options for controlling these for reducing lower leg injury criteria. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anthropometric dummy KW - Anthropometry KW - Dummies KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Leg KW - Leg (human) KW - Load KW - Loads KW - Mathematical model KW - Mathematical models UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512269 ER - TY - CONF AN - 00779249 AU - COLLARD, D A AU - MORTIMER, N L AU - National Highway Safety Advisory Committee TI - A SURVEY OF CANADIAN DRIVERS' KNOWLEDGE ABOUT AND EXPERIENCE WITH ANTI-LOCK BRAKES PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 422-7 AB - This study presents the results of an analysis of two sources of data: a sample containing 1392 drivers of ABS-equipped vehicles, and a dataset containing 405 ABS-related complaints. Survey respondents were asked about the purpose of ABS, the correct use of ABS, and whether their ABS had either prevented a collision or caused them to have one in the past two years. The complaints data were examined to detennine to what extent the reported problems arose as a result of driver mis-use and/or mis-understanding of ABS. About 18 percent of the ABS-users surveyed thought that pumping the brakes was the correct way to operate them, while close to 40 percent thought that the purpose of ABS was to stop faster, and/or prevent all skids. About 47 of the ABS-related complaints involved loss of control/extended stopping distance incidents with normally-operating ABS; about 73 percent of these incidents had resulted in collisions. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Anti locking device KW - Antilock brake systems KW - Braking KW - Braking KW - Canada KW - Canada KW - Comprehension KW - Comprehension KW - Driver KW - Driver experience KW - Drivers KW - Experience (human) KW - Interview KW - Interviewing KW - Knowledge KW - Safety KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512284 ER - TY - CONF AN - 00779251 AU - Perel, M AU - National Highway Safety Advisory Committee TI - HELPING OLDER DRIVERSV BENEFIT FROM IN-VEHICLE TECHNOLOGIES PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 438-44 AB - Age-related changes in cognitive, perceptual, and motor abilities are thought to be responsible for older driver safety problems and reduced mobility. In-vehicle navigation and collision avoidance technologies may help counter some of the performance limitations associated with aging. Whether or not older drivers will purchase and use such technologies to increase their safety and mobility depends on how well system designers understand the special needs and capabilities of this group and incorporate them into device designs. This paper examines research findings related to older driver safety problems and capabilities that are relevant to the design of advanced technology, in-vehicle systems. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident prevention KW - Aged KW - Case study KW - Design KW - Design (overall design) KW - Driver information systems KW - Intelligent transportation systems KW - Old people KW - Prevention KW - Printed publicity KW - Safety KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512286 ER - TY - CONF AN - 00779266 AU - ROBINSON, M D AU - Meltzer, N AU - National Highway Safety Advisory Committee TI - APPLICATION OF A VIDEO ANALYZER FOR THE SAFETY EVALUATION OF AN INTELLIGENT CRUISE CONTROL SYSTEM PY - 1998/10 IS - DOTHS808759 SP - p. 588-95 AB - This paper describes the application of a video analyzer that was developed and used to evaluate the safety impact of an Intelligent Cruise Control (ICC) system. Naturalistic driving data were obtained from 10 vehicles identically equipped with the ICC and data acquisition systems. Volunteer drivers participated in the Field Operational Test (FOT) which was conducted in southeastern Michigan. The video analyzer was developed to assist in the determination of a set of driving scenarios, close calls, and driver reaction times for the driver test data. The ICC FOT was the result of a cooperative agreement between the National Highway Traffic Safety Administration (NHTSA) and the University of Michigan Transportation Research Institute (UMTRI). Other parties contributing to the field operational test were Leica AG, the Michigan Department of Transportation, and Haugen Associates. The Volpe National Transportation Systems Center (Volpe Center) with support from Science Applications International Corporation (SAIC) conducted the independent evaluation for this FOT. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Camera KW - Case study KW - Data acquisition KW - Data collection KW - Driver assistance system KW - Driver support systems KW - Driving KW - Driving (veh) KW - Evaluation (assessment) KW - Evaluation and assessment KW - Intelligent transportation systems KW - Mathematical analysis KW - Motor reactions KW - Motor vehicle navigational aids KW - Reaction (human) KW - Video cameras UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512301 ER - TY - CONF AN - 00779268 AU - LANGWIEDER, K AU - Frost, U AU - BRENNER, D AU - Bach, E AU - National Highway Safety Advisory Committee TI - THE REQUIREMENTS FOR DRIVER ASSISTANCE SYSTEMS AND THEIR EFFECTS ON REAL-LIFE ACCIDENTS PY - 1998/10 IS - DOTHS808759 SP - p. 602-19 AB - The development of electronic systems in cars is strongly increasing and especially driver assistance systems will be available in a short time. Therefore their effectiveness in accident avoidance related to defined critical situations and their influence on driver behaviour has to be analysed. On the basis of the GDV large scale accident material an assessment has been made which part of car crashes with personal injury could be influenced by driver assistent systems. This paper presents the results of the first research phase. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident prevention KW - Analysis (math) KW - Case study KW - Driver assistance system KW - Driver support systems KW - Impact studies KW - Impact study KW - Intelligent transportation systems KW - Mathematical analysis KW - Motor vehicle navigational aids KW - Prevention KW - Rear end collision KW - Rear end crashes KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512303 ER - TY - CONF AN - 00779223 AU - RAGLAND, C L AU - National Highway Safety Advisory Committee TI - OFFEST TEST PROCEDURE DEVELOPMENT AND COMPARISON PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 185-93 AB - Considerable worldwide attention has been directed to offset test development because past testing practiccs did not adequately address the structural integrity of passenger compartments for partial engagement car-to-car crashes or collisions into fixed narrow objects. National Highway Traffic Safety Administration (NHTSA) Research and Development has been conducting offset car-to-car and moving deformable barrier testing since the early 1980's in order to develop an offset test procedure that characterizes the crash environment in which serious injuries are projected to occur in an all airbag fleet. This paper compares theoretical and actual results from car-to-car tests, the European test as used by the Insurance Institute for Highway Safety, and the NHTSA R&D test procedure using the moving deformable barrier. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Europe KW - Europe KW - Impact test (veh) KW - Impact tests KW - Specification (standard) KW - Standards KW - Test method KW - Test procedures KW - United States KW - Usa UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512258 ER - TY - CONF AN - 00779230 AU - Manary, M A AU - Flannagan, CAC AU - Reed, M P AU - Schneider, L W AU - National Highway Safety Advisory Committee TI - PREDICTING PROXIMITY OF DRIVER HEAD AND THORAX TO THE STEERING WHEEL PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 245-54 AB - The distance between the driver and the steering-wheel airbag module at the time of deployment has been identified as an important factor affecting the frequency and severity of airbag-induced injuries. Pre-crash positioning may influence the clearance at the time of deployment. Data from in-vehicle studies of driving posture were analyzed to determine the clearance between the steering wheel and the driver's head and chest in normal driving postures. Driving postures of over four hundred men and women were recorded in twenty-two different vehicle conditions representing a wide range of seat heights, steering-wheel-to-pedal distances, and seat cushion angles. The data were used to generate predictive statistical models of the distribution of clearances between the driver's torso and the steering wheel. The findings have implications for vehicle design and airbag-injury countermeasures. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bag (restraint system) KW - Air bags KW - Analysis (math) KW - Dimension KW - Driver KW - Drivers KW - Head KW - Head KW - Location KW - Mathematical analysis KW - Mathematical model KW - Mathematical models KW - Size KW - Steering wheel KW - Steering wheels KW - Thorax KW - Thorax KW - Vicinity KW - Vicinity UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512265 ER - TY - CONF AN - 00779237 AU - Wheeler, M J AU - National Highway Safety Advisory Committee TI - CRASHWORTHINESS OF ALUMINIUM STRUCTURED VEHICLES PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 302-10 AB - Today, due to concerns about the emission of greenhouse gases and the Kyoto Protocol, there is increasing interest in the use of aluminium for reducing the weight of passenger cars to reduce fuel consumption and exhaust emissions, particularly CO2. In recent years, several aluminium structured cars have been developed and are in service in various parts of the world, all of which have met the relevant vehicle safety requirements. However, concern continues to be raised about the crashworthiness of light weight vehicles. This paper summarises data on the energy absorption of aluminium automotive materials and structures under impact collapse conditions as well as published information from the automotive industry on the crashworthiness of two aluminium intensive vehicles. The data and crash results demonstrate that aluminium structured vehicles can be designed to be crashworthy and to provide at least the same level of occupant protection as equivalent steel structured vehicles but at about half the vehicle structure weight. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Absorption KW - Absorption KW - Aluminium KW - Aluminum KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Energy KW - Energy KW - Lightweight KW - Lightweight materials KW - Safety KW - Safety KW - Vehicle occupant KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512272 ER - TY - CONF AN - 00779244 AU - Suen, S L AU - Mitchell, CGB AU - Henderson, S AU - National Highway Safety Advisory Committee TI - APPLICATION OF INTELLIGENT TRANSPORTATION SYSTEMS TO ENHANCE VEHICLE SAFETY FOR ELDERLY AND LESS ABLE TRAVELLERS PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 386-94 AB - Elderly drivers have a high accident rate per kilometer driven, though not per person per year, and elderly pedestrians and transit users also have above average accident rates. The potential of Intelligent Transportation Systems (ITS) to enhance vehicle safety for elderly and less able travellers is examined. For car drivers, Advanced Vehicle Control and Safety Systems (AVCSS) and Advanced Transportation Information Systems (ATIS) should make driving easier, less stressful and safer. Transit users should be helped by better information before and during travel and by smart cards. Pedestrians with visual impairments can be helped by hand-held guidance equipment and by talking signposts; road-crossing facilities can be improved to benefit everybody. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident prevention KW - Aged KW - Blindness KW - Blindness KW - Case study KW - Driver KW - Drivers KW - Intelligent transportation systems KW - Old people KW - Passenger information KW - Passenger information systems KW - Pedestrian KW - Pedestrians KW - Prevention KW - Public transit KW - Public transport KW - Safety KW - Safety KW - Smart card KW - Smart cards UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512279 ER - TY - CONF AN - 00779248 AU - CHENISBEST, B AU - JAHN, N AU - LE COZ, J-Y AU - National Highway Safety Advisory Committee TI - EUROPEAN ACCIDENT CAUSATION SURVEY (EACS) METHODOLOGY PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 414-21 AB - The emphasis of accident research is in general placed in the field of passive safety, so that consideration is devoted to measures which reduce the consequences of an accident. Persuaded that accident avoidance is also needed to save more crash victims than new progress in passive safety, the European Automobile Manufacturers Association (ACEA) has taken the initiative in launching a "European Accident Causation Survey" with the support of the European Commission and under the aegis of the European Road Safety Federation (ERSF). Thus, five partners from European countries (Germany, Italy, Finland, France) have been collaborating since March 1996 and are building up a data bank on the causes of accident based on a scientific in-depth investigation of the pre-crash phase. Although retrospective data collection will also feature in the work, it is thought that a "prospective study" based on a common questionnaire, prepared by these accident investigation experts, will provide more complete data about human, road, environment and traffic factors responsible for causing accidents. It is only through such a scientific accident investigation of the pre-crash phase, combining detailed technical aspects and driver behaviour data that it can be understood how and why accidents happen, and the effectiveness of solutions can be assessed in conjunction with full scale experiments and simulations. This paper describes the harmonized approach and methodology followed in this study to secure a reliable quantitative and qualitative understanding of the different phases of the crash. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident prevention KW - Collision KW - Crashes KW - Data acquisition KW - Data banks KW - Data collection KW - Database KW - Europe KW - Europe KW - Human factor KW - Human factors KW - Method KW - Methodology KW - Prevention KW - Research project KW - Research projects KW - Safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512283 ER - TY - CONF AN - 00779255 AU - YONETANI, M AU - OHASHI, K AU - UMENO, T AU - INOUE, Y AU - National Highway Safety Advisory Committee TI - DEVELOPMENT OF TIRE PRESSURE MONITORING SYSTEM USING WHEEL-SPEED SENSOR SIGNAL PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 492-6 AB - It is difficult for today's motorists to detect a loss of tire pressure since a gradual tire pressure loss occurring on four wheels at the same time (natural leak) accounts for a large proportion of the tire pressure loss incident. To help overcome this difficulty, a tire pressure monitoring system using the wheel-speed sensor signal of the ABS system has been developed. The monitoring system is low in cost and is capable of detecting the simultaneous air pressure loss on four wheels. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Continuous KW - Continuous structures KW - Mathematical model KW - Mathematical models KW - Pressure KW - Pressure KW - Sensor KW - Sensors KW - Surveillance KW - Surveillance KW - Tires KW - Tyre UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512290 ER - TY - CONF AN - 00779262 AU - PRIEZ, A AU - BRIGOUT, C AU - Petit, C AU - BOULOMMIER, L AU - National Highway Safety Advisory Committee TI - DRIVER BEHAVIOUR IN A THROTTLE OFF SITUATION PY - 1998/10 IS - DOTHS808759 SP - p. 546-51 AB - 166 average drivers were asked to drive along a track at specified speed. The speed was increased at each lap. At 80 km/h one of the bends was sharpened without warning the driver. Three cars were used. They were identical except the handling: one was standard, one oversteering and the last understeering. None of the drivers knew there were several cars and each drove and saw only one car. Even if the drivers didn't know anything about the handling of the car, some differences already appeared in their driving behavior relying on the car dynamic characteristics, even at low speed (50 km/h). Half of the drivers ran off the road with the understeering car even if this was the car which gave them the highest confidence (but not necessarily the best comfort as they generally felt the tructures steering wheel was heavy ). The two other cars gave close results and helped more than two thirds of the drivers to keep on the road. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Behavior KW - Behaviour KW - Bend (road) KW - Driver KW - Drivers KW - Driving KW - Handling characteristics KW - Highway curves KW - Steering KW - Steering (process) KW - Vehicle handling UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512297 ER - TY - CONF AN - 00779269 AU - BREUER, J J AU - National Highway Safety Advisory Committee TI - ANALYSIS OF DRIVER-VEHICLE-INTERACTIONS IN AN EVASIVE MANOEUVRE - RESULTS OF "MOOSE TEST" STUDIES PY - 1998/10 IS - DOTHS808759 SP - p. 620-7 AB - In 1997 a so-called "moose test", an evasive manoeuvre without braking at a speed between 60 and 65 km/h, led to improvements in the Mercedes A-class after two vehicles rolled over in this manoeuvre. The new A-class was presented to the press in January '98: more than 450 journalists from all over Europe tested the improved vehicle during a vehicle dynamics workshop at the Goodyear Proving Ground in Mireval/France. Five vehicles were equipped with data acquisition units providing data on the driver's input at steering wheel (angle and velocity) and foot pedals as well as on vehicle reactions (speed, lateral acceleration, yaw rate) and the interference of the Electronic Stability Programme (ESP). More than 2,000 tests conducted by over 400 journalists and experts were analysed in detail and compared to 131 moose tests performed by normal drivers. In addition, 30 normal drivers drove more than 15,000 km in real road traffic. The evaluation produces characteristic values of driver performance in extreme evasive manoeuvres on a test track compared with normal driving. The influences of individual driving style on test performance are analysed. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Behavior KW - Behaviour KW - Data acquisition KW - Data collection KW - Driving KW - Driving (veh) KW - Dynamics KW - Dynamics KW - Emergencies KW - Emergency KW - Handling characteristics KW - Mathematical analysis KW - Steering KW - Steering (process) KW - Vehicle handling UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512304 ER - TY - CONF AN - 00779273 AU - Steyer, C AU - DELHOMMEAU, M AU - DELANNOY, P AU - National Highway Safety Advisory Committee TI - PROPOSAL TO IMPROVE COMPATIBILITY IN HEAD ON COLLISIONS PY - 1998/10 IS - DOTHS808759 SP - p. 682-92 AB - All accident studies show that incompatibility has become the main cause of fatal injury. Improving compatibility is the most effective way to reduce the number of road accident victims. Compatibility is now achievable, mainly because of improved occupant restraint systems. This paper suggests ways in which the stiffness, layout and geometry of vehicles can be improved to achieve good compatibility in frontal collisions between vehicles. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Absorption KW - Absorption KW - Body (car) KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Energy KW - Energy KW - Fatalities KW - Fatality KW - Front KW - Front KW - Motor vehicle bodies KW - Passive restraint systems KW - Passive safety system KW - Stiffness KW - Stiffness UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512308 ER - TY - CONF AN - 00779280 AU - SCHINKE, H AU - WEBER, R AU - FUEHRER, U AU - National Highway Safety Advisory Committee TI - PROGRAMMABLE DECELERATION DEVICES FOR AUTOMOTIVE TESTING PY - 1998/10 IS - DOTHS808759 SP - p. 758-60 AB - This paper provides an overview and analysis of a programmable deceleration device for crash pulse simulation systems. Briefly the differences between acceleration or deceleration sleds for simulation are outlined. Working principles and technical data of the device are explained. By means of test results qualities like reproducibility, repeatability, and the ability to simulate crash-pulses are presented. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Deceleration KW - Deceleration KW - Impact sled KW - Impact sleds KW - Impact test (veh) KW - Impact tests KW - Simulation KW - Simulation UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512315 ER - TY - CONF AN - 00779226 AU - GIESS, M AU - TOMAS, J AU - National Highway Safety Advisory Committee TI - IMPROVING SAFETY PERFORMANCE IN FRONTAL COLLISIONS BY CHANGING THE SHAPE OF STRUCTURAL COMPONENTS PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 222-8 AB - The design optimisation of vehicle structures for improved crashworthiness is very much a trial and error process. A method of structural optimisation is described which is a more formal and systematic approach to design improvement. The method is implemented into an existing optimisation program and is used to improve the response of structural components within a vehicle by changing their shape. A sensitivity analysis based on the elastic buckling response of a structural component drives shape changes in the optimisation process. The program is applied to improving the crashworthiness of a box section member. The optimised component shows a substantial increase of the initial collapse load and energy absorbing capacity. Results from dynamic simulations confirm this. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Analysis (math) KW - Buckling KW - Buckling KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Front KW - Front KW - Mathematical analysis KW - Optimization KW - Optimum KW - Optimum KW - Safety KW - Safety KW - Sensitivity KW - Sensitivity KW - Shape KW - Shape UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512261 ER - TY - CONF AN - 00779227 AU - SUGIMOTO, T AU - KADOTANI, Y AU - OHMURA, S AU - National Highway Safety Advisory Committee TI - THE OFFSET CRASH TEST - A COMPARATIVE ANALYSIS OF TEST METHODS PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 229-35 AB - This research discusses the issue of how the currently used frontal crash tests correlate to actual accidents. The following data is presented in relation to this: (1) Results of offset crash tests now being conducted, and results of vehicle-to-vehicle crash tests, especially results of crash tests in which the vehicles have different weights; (2) Why do such differences occur? (3) Differences between the results of tests with moving deformable barriers (MDB) which are being studied by the National Highway Traffic Safety Administration (NHTSA) and results of vehicle-to-vehicle crash tests; and (4) Results of modifications to test methods. The following aspects of the above mentioned issues are discussed: (1) Important items and information to be considered in studying crash test methods to be used in the future; and (2) Information which needs to be taken into consideration in developing cars in the future. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Front KW - Front KW - Impact test (veh) KW - Impact tests KW - Test method KW - Test procedures UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512262 ER - TY - CONF AN - 00779240 AU - Elhagediab, A M AU - Rouhana, S W AU - National Highway Safety Advisory Committee TI - PATTERNS OF ABDOMINAL INJURY IN FRONTAL AUTOMOTIVE CRASHES PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 327-37 AB - The Hybrid III, which is the only universally used frontal crash anthropomorphic test device, lacks a biofidelic abdomen that can be used for different loading surfaces and loading rates. The Frangible Abdomen, developed by General Motors in 1989, is the only commercially available, dynamically tuned insert. While the Frangible Abdomen has biofidelity under belt loading conditions, it has neither the loading rate sensitivity nor the appropriate mechanical response (biofidelity) for assessing injury from non-belt impacts (e.g., airbags or steering wheels). A loading rate sensitive abdomen that is also capable of assessing injury is currently under development by the General Motors Safety Research Department. In order to develop such a device, it is important to identify the frequency and severity of injury to the various regions and organs in the abdomen to prioritize their instrumentation with the appropriate sensors. In this study, crash data collected between 1988 and 1994, contained in the database of the National Automotive Sampling System (NASS), were analyzed to identify the frequency and severity of injury to the abdominal organs in frontal crashes. Results are summarized and compared with previously published studies. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Abdomen KW - Abdomen KW - Anthropometric dummy KW - Anthropometry KW - Collision KW - Crashes KW - Dummies KW - Front KW - Front KW - Impact studies KW - Impact study KW - Injuries KW - Injury KW - Internal organs KW - Viscera UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512275 ER - TY - CONF AN - 00779241 AU - LANGWIEDER, K AU - HUMMEL, T A AU - ANSELM, D AU - National Highway Safety Advisory Committee TI - THE EFFECT OF AIRBAGS ON INJURIES AND ACCIDENT COSTS PY - 1998/10 VL - 1 IS - DOTHS808759 SP - p. 338-58 AB - Earlier studies carried out by the GDV clearly confirmed the protective action of the front airbag as a restraint system in addition to the three-point seat belt - primarily for the driver. The present paper focuses in particular with "airbag problems", i.e. "injuries caused by the airbag", "airbag activation while the vehicle is stopped", "airbag activation while driving" and "no airbag activation despite high accident severity". The last problem cases involved traffic fatalities. Moreover, the topic of "airbag and the cost of repair work" is also discussed. The problem cases that are described in this paper demonstrate that the airbag itself, its components, its activation behavior, its activation threshold and the activation safety must still be optimized. Raising the activation threshold to approx. 25-30 km/h, i.e. coordinating the activation threshold to the belted passengers, would not only reduce the danger of injury caused by the airbag itself, but would also lead to a reduction of the costs for repair work. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Accident KW - Air bag (restraint system) KW - Air bags KW - Collision KW - Cost KW - Costs KW - Crashes KW - Germany KW - Germany KW - Injuries KW - Injury UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512276 ER - TY - CONF AN - 00779258 AU - WORDENWEBER, B AU - LABAHN, N AU - National Highway Safety Advisory Committee TI - HEADLAMP-BASED VISION SYSTEM AND THE VISION TASK PY - 1998/10 IS - DOTHS808759 SP - p. 516-20 AB - Today the driver's eyes collect all visual information on traffic flow and accident prevention. The intricate physiology of the human eye and the visual cortex is fit to discern vision noise from visual information sufficiently to guide a vehicle through traffic - in almost all cases. The study of the performance of the vision system under disfavourable conditions exposes the limits. It provides immediate input to vision assistance. For example, it clarifies design criteria for more comfortable, hence safer, vehicle lighting systems. It assists the introduction of first, primitive vision functions in headlamps. The paper details the study of visual performance, defines the resolution conditions for existing active safety devices and shows first examples of vision system applications in automotive headlamps. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Driver KW - Drivers KW - Headlamp KW - Headlamps KW - Information display systems KW - Sensor KW - Sensors KW - Visibility KW - Visibility KW - Visual display KW - Visual display KW - Visual display units (Computers) UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512293 ER - TY - CONF AN - 00779259 AU - VINCENT, A AU - NOY, I AU - LAING, A AU - National Highway Safety Advisory Committee TI - BEHAVIOURAL ADAPTATION TO FATIGUE WARNING SYSTEMS PY - 1998/10 IS - DOTHS808759 SP - p. 521-36 AB - Driver impairment due to fatigue induced drowsiness is a significant cause of vehicle collisions. One countermeasure that is currently being implemented is Fatigue Warning Systems (FWS) to alert drivers that are drowsy. Behavioural adaptation of drivers to an FWS was evaluated in a closed track study. Thirty-two drivers completed two lengthy overnight drives, separated by one week, with half the drivers completing the second drive with an active FWS. During the drives, drivers voluntarily took breaks for as long as they liked. Behavioural results demonstrate that the FWS had no impact on objective and subjective driver fatigue, on driving time, on the number of breaks or on break duration. Results also demonstrate that 30 minute breaks are an ineffective drowsiness countermeasure These findings suggest that an FWS as currently conceived may not contribute to reduce fatigue induced collisions. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Adaptation (psychol) KW - Adaptation (Psychology) KW - Behavior KW - Behaviour KW - Driving KW - Driving (veh) KW - Fatigue (human) KW - Fatigue (Physiological condition) KW - Warning KW - Warning systems UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512294 ER - TY - CONF AN - 00779276 AU - Mizuno, K AU - KAJZER, J AU - National Highway Safety Advisory Committee TI - THE COMPATIBILITY OF MINI CARS IN TRAFFIC ACCIDENTS PY - 1998/10 IS - DOTHS808759 SP - p. 715-28 AB - The compatibility problems of the mini car in car-to-car frontal collision and car-pedestrian accident are discussed using accident data and computer simulations. In our analysis of the accident data in Japan, the number of fatalities was investigated using the vehicle masses and classes. It was found that the cars with identical mass are most compatible since the injuries per accident are minimal and injury risks to the driver in both cars are the same. The analysis of the car class indicated that the mini car and the sports utility vehicle are the most incompatible car types, with low and high aggressivity, respectively. Our accident analysis in the present study shows that the safety of mini cars is the key point in achieving the compatibility in Japan. Computer simulations using MADYMO were carried out of crashes of mini car into a rigid wall and into a large car. It was found that either stiffening mini car with an optimized restraint system or modifying the large car with additional crush space can reduce the injury risk to the driver in the mini car. The analysis of car-pedestrian accidents in Japan shows that the mini car has higher aggressivity in relation to the pedestrian than other bonnet-type cars. Computer simulation revealed that the head velocity of the pedestrian at impact is high since the pedestrian head contacts the body of the mini car in the early phase. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Automobiles KW - Body (car) KW - Car KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Dimension KW - Impact test (veh) KW - Impact tests KW - Injuries KW - Injury KW - Motor vehicle bodies KW - Pedestrian KW - Pedestrians KW - Simulation KW - Simulation KW - Size UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512311 ER - TY - CONF AN - 00779277 AU - ZOBEL, R AU - National Highway Safety Advisory Committee TI - DEMANDS FOR COMPATIBILITY OF PASSENGER VEHICLES PY - 1998/10 IS - DOTHS808759 SP - p. 729-41 AB - Any discussion of vehicle compatibility represents an attempt to take an integrated approach pertaining to the numerous conflicts associated with goals related to passive vehicle safety. In order to keep the complexity of such a discussion within manageable limits, it would appear appropriate to concentrate on the most relevant collision modes. Compatibility characteristics are observed in vehicle crash testing. These must also be investigated in real-world accidents to verify their relevance to injury reduction. A list of relevant compatibility characteristics is given. Although, from a theoretical point of view, stiffness should be a dominating factor, it is difficult to find this in real-world accidents. A "bulkhead" concept is given as an attempt to avoid excessive crush of smaller vehicles by limiting the force level of the striking vehicle in frontal collisions. The demand for self-protection, as defined by the barrier impact speed for which the vehicle is designed, limits the range of mass ratios, for which the bulkhead concept can be established. An over-view of ongoing compatibility research by automotive industry is given. One of the goals of this research is to classify vehicles compatibility by computer simulation, to the extent possible, and by vehicle crash testing, to the extent necessary. For the covering abstract see IRRD E102514. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Automobiles KW - Body (car) KW - Car KW - Collision KW - Crashes KW - Deformation KW - Deformation KW - Impact test (veh) KW - Impact tests KW - Mathematical model KW - Mathematical models KW - Motor vehicle bodies KW - Research project KW - Research projects UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/512312 ER - TY - RPRT AN - 00765900 AU - Blower, D AU - Campbell, K AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - FATALITIES AND INJURIES IN TRUCK CRASHES BY TIME OF DAY PY - 1998/10 SP - 17 p. AB - The Federal Highway Administration (FHWA) currently is considering proposals to change the regulations governing the hours-of-service (HOS) of commercial truck drivers. The purpose of the present report is to provide information on the distribution of crashes, injuries, and fatalities by time of day and to measure the consequences of truck crashes by time of day, both to truck occupants and to other road users. Older sources of vehicle miles traveled (VMT) data are used to illustrate the relative risk of day and night travel. About 20% of all fatal crashes and fatalities and 10% of all injuries involving a long-haul truck (tractor pulling at least one trailer) occur between midnight and 6 a.m. Crashes at night tend to be more severe, with about 435 injuries per thousand crashes between midnight and 6 a.m., compared with 320 injuries per thousand for the remainder of the day. There are about three times as many fatalities per thousand crashes midnight-6 a.m. Truck travel estimates by hour of the day are not currently available. Using exposure data classifying night as 9 p.m. to 6 a.m., truck travel during that period is associated with a relative risk about twice that of the rest of the day. Truck driver fatigue in single-vehicle fatal crashes is a significant factor. Driver fatigue and alcohol use in nontruck drivers also form a significant component of the higher risk of night travel. Almost 40% of the nontruck drivers in multiple-vehicle crashes with trucks between midnight and 3 a.m. had used alcohol, compared with 2.7% of the truck drivers. Fatigue was also coded more often for nontruck drivers than for truck drivers in multiple-vehicle crashes. KW - Crash exposure KW - Daytime crashes KW - Drunk drivers KW - Fatalities KW - Fatigue (Physiological condition) KW - Hours of labor KW - Injuries KW - Multiple vehicle crashes KW - Nighttime crashes KW - Periods of the day KW - Risk analysis KW - Single vehicle crashes KW - Time of crashes KW - Truck crashes UR - https://trid.trb.org/view/502362 ER - TY - RPRT AN - 00765907 AU - Eby, D W AU - OLK, M L AU - University of Michigan Transportation Research Institute TI - DIRECT OBSERVATION OF SAFETY BELT USE IN MICHIGAN: FALL 1998 PY - 1998/10 SP - 57 p. AB - Reported here are the results of a direct observation survey of safety belt use conducted in the fall of 1998. In this study, 11,413 occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans/minivans, and pickup trucks) were surveyed during September 3-24, 1998. Belt use was estimated for all vehicle types combined (the statewide safety belt use rate) and separately for each vehicle type. Within and across each vehicle type, belt use by age, sex, road type, day of week, time of day, and seating position was calculated. Statewide belt use was 69.9%. This rate was significantly higher than last year's rate. Belt use was 72.6% for passenger cars, 73.1% for sport-utility vehicles, 75.7% for vans/minivans, and 54.1% for pickup trucks. For all vehicle types, belt use was higher for females than for males and higher for drivers than for passengers. In general, belt use was high during the morning commute, and belt use did not vary systematically by time of day, day of week, or weather conditions. Survey results suggest that maintenance of effective public information and education programs, increased enforcement of secondary belt use laws, implementation of primary (standard) enforcement of mandatory safety belt use, and targeting programs at low use populations could be effective in increasing safety belt use in Michigan and in helping Michigan reach the national belt use standards set for the years 2000 and 2002. KW - Age KW - Automobiles KW - Compliance KW - Days KW - Gender KW - Highway classification KW - Law enforcement KW - Michigan KW - Periods of the day KW - Pickup trucks KW - Public information programs KW - Seat belts KW - Seating position KW - Sport utility vehicles KW - Surveys KW - Utilization KW - Vans KW - Weather conditions UR - http://ntl.bts.gov/lib/21000/21400/21407/PB99115545.pdf UR - https://trid.trb.org/view/502370 ER - TY - CONF AN - 00765909 AU - National Highway Traffic Safety Administration TI - 16TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES, WINDSOR, ONTARIO, CANADA, MAY 31 TO JUNE 4, 1998. PROCEEDINGS: VOLUMES 1, 2, AND 3 PY - 1998/10 SP - 2711p AB - The United States Department of Transportation, National Highway Traffic Safety Administration (NHTSA), Office of Research and Development is the official government agency responsible for the implementation of the International Technical Conferences on the Enhanced Safety of Vehicles (ESV). The Conferences are held approximately every two years and hosted by participating Governments. Delegate and attendee participation includes worldwide governments, automotive industries, motor vehicle research engineers and scientists, medical, insurance, and legal professions, consumers, academia, private corporations, and international media. This 16th ESV Conference was hosted by Transport Canada and was attended by delegates from 21 countries. The International Harmonized Research Activities (IHRA) Status Reports on the progress of the priority research areas (biomechanics, advanced offset frontal crash protection, vehicle compatibility, pedestrian safety, and Intelligent Transportation Systems) were presented during this Conference. Over 300 technical papers were accepted for inclusion in the Conference Proceedings, with international authors representative of 16 nations. This Conference marked the first time scientific poster presentations were given. The 11 Technical Sessions were as follows: (1) Advanced Frontal and Offset Frontal Protection; (2) Intelligent Transportation Systems (ITS) Collision Avoidance Systems; (3) Vehicle Compatibility; (4) Truck and Bus Safety, and Fuel System Integrity; (5) Advanced Air Bag Technology; (6) Data Collection, Analysis, and Linkage; (7) Biomechanics - Injury Criteria and Test Procedures; (8) Side Impact Protection and Upper Interior Head Protection; (9) Biomechanics - Dummy Development and Computer Modeling; (10) Pedestrian, Child Restraints, and Motorcycle Safety; and (11) New Car Assessment Programs. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bags KW - Biophysics KW - Buses KW - Child restraint systems KW - Computer models KW - Conferences KW - Crash avoidance systems KW - Crashworthiness KW - Data collection KW - Data linkage KW - Dummies KW - Frontal crashes KW - Fuel systems KW - Head KW - Injuries KW - Intelligent transportation systems KW - Motorcycles KW - New Car Assessment Programs KW - Pedestrian safety KW - Protection KW - Research KW - Side crashes KW - Trucks KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/504472 ER - TY - RPRT AN - 00759269 AU - Rubin, D B AU - SCHAFER, J L AU - Subramanian, R AU - Rainbow Technology Incorporated AU - National Highway Traffic Safety Administration TI - MULTIPLE IMPUTATION OF MISSING BLOOD ALCOHOL CONCENTRATION (BAC) VALUES IN FARS PY - 1998/10 SP - 34 p. AB - The National Highway Traffic Safety Administration (NHTSA) has undertaken several approaches to remedy the problem of missing blood alcohol test results in the Fatality Analysis Reporting System (FARS). The approach currently in use employs a linear discriminant model that estimates the probability that a driver or nonoccupant has a blood alcohol concentration (BAC) in grams per deciliter (g/dl) of 0.00, 0.01 to 0.09, or 0.10 and greater. The estimates are generated only for drivers and nonoccupants (pedestrians, pedalcyclists) for whom alcohol test results were not reported. The proposed methodology extends the current model by simulating specific values of BAC across the full range of possible values rather than estimating probabilities. By imputing ten values of BAC for each missing value, valid statistical inferences like variance, confidence intervals and deviation tests can be drawn. The estimation of discrete values also facilitates analysis by nonstandard boundaries of alcohol involvement (e.g., 0.08+). KW - Blood alcohol levels KW - Estimating KW - Fatality Analysis Reporting System KW - Mathematical models KW - Missing data KW - Probability KW - Values in measurement UR - https://trid.trb.org/view/495827 ER - TY - RPRT AN - 00759198 AU - Castle, S AU - Woods, B AU - New Mexico Department of Health AU - National Highway Traffic Safety Administration TI - USING LINKED DATA TO EVALUATE TRAUMATIC BRAIN INJURIES IN NEW MEXICO: CRASH OUTCOME DATA EVALUATION SYSTEM (CODES) LINKED DATA DEMONSTRATION PROJECT PY - 1998/10 SP - 66 p. AB - The 1995 crude mortality rate of physician diagnosed traumatic brain injury (TBI) in New Mexico is estimated to be 21 deaths per 100,000 population and the crude incidence of both hospitalized and fatal TBI is 110 cases per 100,000 population (1,856 TBI cases). This is elevated above a 1992 published figure for the national TBI fatality rate of 19 deaths per 100,000 population, and below at least one study reporting 180 medically confirmed cases of TBI per 100,000 population. The New Mexico rates are felt to be low because none of the available data sets contained complete coverage of the entire New Mexico population and some data coding practices preclude complete case ascertainment. Statewide hospital emergency department and emergency medical services data were not adequately developed for inclusion in these 1995 analyses. Economic analyses of both fatal and non-fatal TBI in New Mexico were conducted. Using a conservative human capital approach, the mortality costs of TBI in New Mexico during 1995 were approximately $162 million, and the morbidity costs were approximately $128 million. Half (49%) of these costs, $142 million, resulted from motor vehicle crashes. Traumatic brain injuries frequently occur in younger populations and represent a large cost for New Mexicans. Given the high costs and disability associated with TBI, promotion of prevention programs should include a cost comparison. The leading causes of hospitalized and fatal TBI in New Mexico were motor vehicle traffic crashes, 791 (43%); non-traffic transportation, 85 (5%); falls, 240 (13%); hitting and striking, 141 (8%); and, firearms, 66 (4%). Occurrence of traumatic brain injury resulting from motor vehicle crashes was significantly associated with non-use of safety belts and being in a crash severe enough to require towing. TBI is twice as likely in towaway crashes. Overall, occupants in motor vehicle crashes were 12.4 times more likely to sustain a serious or fatal TBI if they were not using a safety belt. Safety belt effectiveness in terms of TBI or for the reduction of TBI was not associated with seating position in the vehicle, gender or age of the vehicle occupant. KW - Brain KW - Costs KW - Crash Outcome Data Evaluation System KW - Economic analysis KW - Fatalities KW - Injuries KW - Linked data KW - New Mexico KW - Seat belts KW - Towed vehicles KW - Traffic crashes UR - http://ntl.bts.gov/lib/21000/21400/21465/PB99119232.pdf UR - https://trid.trb.org/view/538811 ER - TY - RPRT AN - 00759200 AU - Allen, M AU - Weiss, H AU - Allegheny University for the Health Sciences AU - National Highway Traffic Safety Administration TI - USING LINKED DATA TO EVALUATE COLLISIONS WITH FIXED OBJECTS IN PENNSYLVANIA: CRASH OUTCOME DATA EVALUATION SYSTEM (CODES) LINKED DATA DEMONSTRATION PROJECT PY - 1998/10 SP - 36 p. AB - This report uses police-reported motor vehicle crash data linked to Emergency Medical Services (EMS) data and hospital discharge data to evaluate the relative risk of injury posed by specific roadside objects in Pennsylvania. The report focuses primarily on trees and utility poles. Measures of risk include police-reported injury, EMS-reported injury and hospital-reported injuries. Trees were found by all measures of risk to pose a greater injury risk than utility poles. KW - Crash Outcome Data Evaluation System KW - Crashes KW - Emergency medical services KW - Fixed objects (Roadside) KW - Hospitals KW - Injuries KW - Linked data KW - Pennsylvania KW - Police reports KW - Risk analysis KW - Trees KW - Utility poles UR - http://ntl.bts.gov/lib/21000/21400/21455/PB99118929.pdf UR - https://trid.trb.org/view/538813 ER - TY - RPRT AN - 00759196 AU - National Highway Traffic Safety Administration TI - REVISED CATALOG OF TYPES OF APPLICATIONS IMPLEMENTED USING LINKED STATE DATA: CRASH OUTCOME DATA EVALUATION SYSTEM (CODES) PY - 1998/10 SP - 77 p. AB - The purpose of this catalog is to inspire the development of new applications for linked data that support efforts to reduce death, disability, severity, and health care costs related to motor vehicle crashes. The document is divided into three sections. The Introduction describes the purpose of the catalog, the evolution and components of the Crash Outcome Data Evaluation System (CODES), and the CODES states. The Background section discusses data resources and case selection, issues related to "as reported" data and the linkage process, and the organization of information included in the catalog. The final section presents abstracts of some of the types of state-specific applications developed or in process to date. The National Highway Traffic Safety Administration (NHTSA) will update the catalog on a periodic basis as the newly funded CODES states develop new applications. This version of the catalog includes applications developed as of October, 1998. KW - Applications KW - Catalogs KW - Crash data KW - Crash Outcome Data Evaluation System KW - Linked data KW - States UR - http://www.nhtsa.dot.gov/people/ncsa/codes/CodesCatalog2.pdf UR - https://trid.trb.org/view/538809 ER - TY - RPRT AN - 00759199 AU - Allen, M AU - Weiss, H AU - Allegheny University for the Health Sciences AU - National Highway Traffic Safety Administration TI - USING LINKED DATA TO EVALUATE HOSPITAL CHARGES FOR MOTOR VEHICLE CRASH VICTIMS IN PENNSYLVANIA: CRASH OUTCOME DATA EVALUATION SYSTEM (CODES) LINKED DATA DEMONSTRATION PROJECT PY - 1998/10 SP - 40 p. AB - This report uses police-reported crash data that have been linked to hospital discharge data to evaluate charges for hospital care provided to motor vehicle crash victims in Pennsylvania. Approximately 17,000 crash victims were hospitalized in Pennsylvania in 1994, and approximately $350 million in hospital charges were incurred for these crash victims. Average hospital charges were significantly higher for those not using safety belts, the elderly, alcohol-users and motorcyclists. Adolescents and young adults incurred the largest portion of total hospital charges. KW - Adolescents KW - Adults KW - Aged KW - Alcohol use KW - Crash Outcome Data Evaluation System KW - Crash victims KW - Hospitals KW - Linked data KW - Motorcyclists KW - Pennsylvania KW - Seat belts KW - User charges UR - http://ntl.bts.gov/lib/21000/21400/21441/PB99118721.pdf UR - https://trid.trb.org/view/538812 ER - TY - RPRT AN - 00759197 AU - National Highway Traffic Safety Administration TI - NATIONAL AUTOMOTIVE SAMPLING SYSTEM CRASHWORTHINESS DATA SYSTEM 1993-1995 PY - 1998/10 SP - 143 p. AB - During the period 1993 through 1995, an estimated 11.4 million vehicles each year were involved in police-reported traffic crashes. Approximately 93% of these were automobiles, pickup trucks, vans, and sport/utility vehicles, collectively referred to as passenger vehicles. Pickup trucks, vans, and utility vehicles are collectively referred to as light trucks. Most of these vehicles were not seriously damaged: only 26% of them were towed from the crash scene due to damage sustained in the crash. Approximately 47,000 passenger vehicles were involved in fatal crashes each year. This report focuses attention on occupants of those passenger vehicles that were towed from the crash scene. The National Highway Traffic Safety Administration's National Automotive Sampling System (NASS)/Crashworthiness Data System (CDS) collects detailed information on towed passenger vehicle crashes, employing trained, professional crash investigation teams. The in-depth data collection, scientific protocols, and professionalism of those involved make the NASS/CDS database a valuable resource to many in the traffic safety community. NASS data are used by government, industry, and the private sector to conduct research, identify injury patterns and mechanisms, provide a basis for regulatory decision making, and provide a means of evaluating the association between occupant injury and various crash-related characteristics. This report is presented in the following sections: Executive Summary; (1) Introduction; (2) Perspective; (3) Vehicle Crash Data; (4) Occupant Injury Data; and Appendixes. KW - Alcohol use KW - Crash investigation KW - Crash severity KW - Crashworthiness Data System KW - Data collection KW - Ejection KW - Entrapment KW - Injuries KW - Injury severity KW - Light trucks KW - Loss and damage KW - National Automotive Sampling System KW - Passenger vehicles KW - Restraint systems KW - Towed vehicles KW - Utilization UR - https://trid.trb.org/view/538810 ER - TY - RPRT AN - 00798225 AU - Lesesky, A C AU - Kaiser, M AU - Delco Electronics Corporation AU - National Highway Traffic Safety Administration TI - THE DEVELOPMENT, EVALUATION, AND DEPLOYMENT OF HEAVY VEHICLE INTELLIGENT COMMUNICATION AND POWERING ENHANCEMENT SYSTEMS PY - 1998/09/30 SP - 41 p. AB - The trucking industry, through the formation of the Technology Demonstrator Consortium, has worked collaboratively with the Government to address the dynamics, both applications and limitations, of developing comprehensive powering and communication systems in heavy-duty vehicles. Two technology vehicles were used to demonstrate, deploy, and evaluate powering and communication interconnect technologies, as well as supporting technologies, i.e., safety, warning, and lighting systems. The test vehicles used the standard industry electrical connectors, which also served as communication channels to transmit SAE J1708, J1939, and power line carrier signals. The transfer of data between tractor and trailer, and the utilization of this information by various electrical subsystems, occurs as a result of effective powering and communication systems. The human factors element, although subjective, reflecting personal bias, perceptions, and experience, is also critical in examining the effectiveness of technology. The technology vehicles were placed into active fleet service, where their performance was evaluated according to maintenance/repair records, and mechanic/driver feedback. The industry/government needs to continue developing and evaluating current powering/communication systems to meet the demands and challenges of technological advancements. The future success of the trucking industry will depend on its ability to embrace changes, particularly those that impact its productivity, safety, and competitiveness. KW - Communication KW - Deployment KW - Development KW - Electric power KW - Evaluation KW - Heavy duty vehicles KW - Human factors KW - Intelligent transportation systems KW - Lighting systems KW - Power KW - Safety equipment KW - Technology KW - Tractor trailer combinations KW - Transmission lines KW - Trucking KW - Warning systems UR - https://trid.trb.org/view/655213 ER - TY - RPRT AN - 00765923 AU - Grace, R AU - Wiss, J W AU - Hudak, J J AU - Eubanks, C N AU - Carnegie Mellon University AU - National Highway Traffic Safety Administration TI - TECHNOLOGY REVIEW FOR ELECTRONICALLY CONTROLLED BRAKING SYSTEMS PY - 1998/09/22 SP - 163 p. AB - Electronically Controlled Braking Systems (ECBS) offer many potential benefits to the trucking industry in the areas of safety, reliability, enhanced driver feedback, and maintainability. ECBS are being tested by a number of manufacturers. These systems are intended to replace the current pneumatic brake application signal with an electronic actuation signal. This report represents a preliminary review of ECBS technology. The stakeholders considered in this report are the users (operating truck fleets), the truck manufacturers, the brake manufacturers, and the federal government. The ultimate customers, the fleets, are key to the successful introduction of ECBS. The fleets see ECBS as a promising technology and natural evolution of the success of electronically controlled engines and transmissions. The major concern of the federal government is safety. The National Highway Traffic Safety Administration (NHTSA) interest is to create a practical performance standard for ECBS or to provide information to establish industry recommended practices. These performance standards should provide a minimum standard for stopping capabilities and safety assurance (fail-safe performance). The major issue facing NHTSA is whether to modify Federal Motor Vehicle Safety Standard No. 121 to include ECBS, or to produce a new regulation that directly addresses the issues of ECBS. The identified barriers to the deployment of ECBS are: the potential increased cost of ECBS; lack of data on ECBS promised benefits; lack of industrial standards regarding ECBS; lack of human factors data regarding new ECBS features such as brake feel; lack of federal regulations; and system security. KW - Barriers to deployment KW - Benefits KW - Brakes KW - Costs KW - Electronic control KW - Electronically controlled braking systems KW - Federal government KW - Federal Motor Vehicle Safety Standards KW - Performance based specifications KW - Regulations KW - Reliability KW - Safety KW - Security UR - http://ntl.bts.gov/lib/21000/21300/21376/PB99113896.pdf UR - https://trid.trb.org/view/502386 ER - TY - RPRT AN - 00760341 AU - Boyle, J AU - Dienstfrey, S AU - Sothoron, A AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF SPEEDING AND OTHER UNSAFE DRIVING ACTIONS. VOLUME II: DRIVER ATTITUDES AND BEHAVIOR PY - 1998/09/15 SP - 210 p. AB - The National Highway Traffic Safety Administration (NHTSA) commissioned the research firm of Schulman, Ronca & Bucuvalas, Inc. (SRBI) to conduct the Nationwide Survey Regarding Speeding and Other Unsafe Driving Actions. Between February 20 and April 11, 1997, SRBI conducted a total of 6,000 telephone interviews among a national population sample. The percentages provided in the report are weighted to accurately reflect the national population of drivers age 16 or over. Volume I: Methodology describes the methods used to develop the questionnaires and conduct the interviews. It also contains copies of the questionnaires. This report, Volume II, reports respondents' attitudes toward speeding and speed limits; attitudes about unsafe and aggressive driving; experience riding with unsafe and aggressive drivers; frequency and patterns of specific unsafe driving actions; attitudes about and personal experience with enforcement; and crash experience. Volume III: Countermeasures reports on drivers attitudes regarding the acceptability and effectiveness of countermeasures, including photo-enforcement, that may discourage speeding and unsafe driving. KW - Aggression KW - Attitudes KW - Behavior KW - Countermeasures KW - Crashes KW - Drivers KW - High risk drivers KW - Interviewing KW - Questionnaires KW - Speed limits KW - Speeding KW - Surveys KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/people/injury/aggressive/unsafe/att-beh/cov-toc.html UR - http://ntl.bts.gov/lib/25000/25900/25979/DOT-HS-808-749.pdf UR - https://trid.trb.org/view/496189 ER - TY - RPRT AN - 00760340 AU - Boyle, J AU - Dienstfrey, S AU - Sothoron, A AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF SPEEDING AND OTHER UNSAFE DRIVING ACTIONS. VOLUME I: METHODOLOGY PY - 1998/09/15 SP - 78 p. AB - The National Highway Traffic Safety Administration (NHTSA) commissioned the research firm of Schulman, Ronca & Bucuvalas, Inc. (SRBI) to conduct the National Survey of Speeding and Other Unsafe Driving Actions. Between February 20 and April 11, 1997, SRBI conducted a total of 6,000 telephone interviews among a national population sample. The percentages provided in the report are weighted to accurately reflect the national population of drivers age 16 or older. This report, Volume I, describes the methods used to develop the questionnaires and conduct the interviews. It also contains copies of the questionnaires. Volume II: Driver Attitudes and Behaviors reports respondents' attitudes toward speeding and speed limits; attitudes about unsafe and aggressive driving; experience riding with unsafe and aggressive drivers; frequency and patterns of specific unsafe driving actions; attitudes about the personal experience with enforcement; and crash experience. Volume III: Countermeasures reports on drivers' attitudes regarding the acceptability and effectiveness of proposed countermeasures, including photo-enforcement, that may discourage speeding and unsafe driving. KW - Aggression KW - Attitudes KW - Behavior KW - Countermeasures KW - Crashes KW - Drivers KW - High risk drivers KW - Interviewing KW - Questionnaires KW - Speed limits KW - Speeding KW - Surveys KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/people/injury/aggressive/unsafe/methods/cov-toc.htm UR - http://ntl.bts.gov/lib/25000/25900/25980/DOT-HS-808-748.pdf UR - https://trid.trb.org/view/496188 ER - TY - RPRT AN - 00760342 AU - Boyle, J AU - Dienstfrey, S AU - Sothoron, A AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF SPEEDING AND OTHER UNSAFE DRIVING ACTIONS. VOLUME III: COUNTERMEASURES PY - 1998/09/15 SP - 38 p. AB - The National Highway Traffic Safety Administration (NHTSA) commissioned the research firm of Schulman, Ronca & Bucuvalas, Inc. (SRBI) to conduct the Nationwide Survey Regarding Speeding and Other Unsafe Driving Actions. Between February 20 and April 11, 1997, SRBI conducted a total of 6,000 telephone interviews among a national population sample. The percentages provided in the report are weighted to accurately reflect the national population of drivers age 16 or older. Volume I: Methodology describes the methods used to develop the questionnaires and conduct the interviews. It also contains copies of the questionnaires. Volume II: Driver Attitudes and Behaviors reports respondents' attitudes toward speeding and speed limits; attitudes about unsafe and aggressive driving; experience riding with unsafe and aggressive drivers; frequency and patterns of specific unsafe driving actions; attitudes about and personal experience with enforcement; and crash experience. This report, Volume III, reports on drivers' attitudes regarding the acceptability and effectiveness of proposed countermeasures, including photo-enforcement, that may discourage speeding and unsafe driving. KW - Aggression KW - Attitudes KW - Behavior KW - Countermeasures KW - Crashes KW - Drivers KW - High risk drivers KW - Interviewing KW - Questionnaires KW - Speed limits KW - Speeding KW - Surveys KW - Traffic law enforcement UR - http://www.nhtsa.dot.gov/people/injury/aggressive/unsafe/counter/cov-toc1.html UR - https://trid.trb.org/view/496190 ER - TY - RPRT AN - 01556496 AU - Bass, Cameron R AU - Crandall, Jeff R AU - Pilkey, Walter D AU - University of Virginia, Charlottesville AU - National Highway Traffic Safety Administration TI - Out-of-Position Occupant Testing (OOPS3 Series) PY - 1998/09 SP - 118p AB - Although the use of air bag systems as supplemental restraints has significantly decreased the overall risk of fatality in automobile collisions, there is evidence of increased risk of severe and fatal injuries to out-of-position small female and child occupants. For example, surveys of crash data (National Highway Traffic Safety Administration (NHTSA) Special Crash Investigation Summary - 4/1/98) and laboratory tests conducted by NHTSA indicate that small female occupants are most likely to be injured by driver-side air bags owing to their stature and proximity to the steering wheel and air bag module. Recently, automobile manufacturers have begun ‘depowering’ driver- and passenger-side air bags as the result of concerns for these small female and child occupants. The tests described in this report were designed to evaluate the relationship between air bag inflation aggressivity and occupant injury and response for a depowered driver-side air bag. Depowered driver-side air bags were deployed into the chest of a 5th Percentile Female Hybrid III dummy positioned against the cover of the air bag module in an effort to simulate worst-case chest loading.The tests assessed the ability of chestband contours, thoracic accelerations, and head accelerations to predict injury and to quantify air bag aggressivity in terms of measured occupant response parameters. KW - Acceleration (Mechanics) KW - Air bags KW - Crash injury research KW - Dummies KW - Females KW - Injury severity KW - Vehicle occupants UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crashworthiness/Air Bags/oopreport.pdf UR - https://trid.trb.org/view/1344286 ER - TY - RPRT AN - 00819646 AU - KLEINBERGER, M AU - SUN, E AU - EPPINGER, R AU - KUPPA, S AU - SAUL, R AU - National Highway Traffic Safety Administration TI - DEVELOPMENT OF IMPROVED INJURY CRITERIA FOR THE ASSESSMENT OF ADVANCED AUTOMOTIVE RESTRAINT SYSTEMS PY - 1998/09 SP - 120 p. AB - The National Highway Traffic Safety Administration's (NHTSA) plans for upgrading the Federal Motor Vehicle Safety Standard (FMVSS) No. 208, frontal crash protection safety standard, include improving protection requirements for the normally seated mid-sized adult male, as well as including additional requirements that will specify minimum requirements to minimize the risks from airbags to small-sized females and children in both normal and out-of-position seating locations. These new crash specifications will require the use of additional dummies of various sizes as well as additional performance criteria that appropriately represent injury thresholds of these additional population segments. The purpose of this report is to document the proposed injury criteria for specified body regions, including both the rationale and performance limits associated with them for all the various sized dummies to be used in the proposed upgrade of FMVSS No. 208 for frontal crash protection. Major areas of the body covered include head, neck, thorax and lower extremities. KW - Adults KW - Advanced occupant restraint systems KW - Air bags KW - Children KW - Crash injuries KW - Dummies KW - Federal Motor Vehicle Safety Standards KW - Females KW - Head KW - Injury criteria KW - Lower extremities KW - Males KW - Motor vehicles KW - Neck KW - Occupant protection devices KW - Out of position (Vehicle occupants) KW - Performance criteria KW - Risk management KW - Seats KW - Small adults KW - Standards KW - Thorax KW - Traffic crashes KW - Traffic safety KW - Vehicle occupants KW - Vehicle safety UR - http://ntl.bts.gov/lib/11000/11600/11668/criteria.pdf UR - http://ntl.bts.gov/lib/17000/17800/17880/PB2001104885.pdf UR - https://trid.trb.org/view/691731 ER - TY - RPRT AN - 00797199 AU - National Highway Traffic Safety Administration TI - BE HEAD SMART PY - 1998/09 SP - 6 p. AB - Research shows that helmet use while bicycling can reduce the chance of sustaining a brain injury by 88%. This pamphlet describes a video which stresses the importance of wearing a helmet on every bicycling occasion, in addition to following safe bicycling practices. The message is delivered by teens to teens. KW - Adolescents KW - Bicycle helmets KW - Bicycling KW - Brain KW - Cyclists KW - Injuries KW - Safety KW - Videotapes UR - https://trid.trb.org/view/654941 ER - TY - SER AN - 00797184 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - INJURIES ASSOCIATED WITH HAZARDS INVOLVING MOTOR VEHICLE "JACK FAILURES" PY - 1998/09 SP - 4 p. AB - Jacks are devices used to lift a motor vehicle off the ground for servicing or other repairs. "Jack failures" are defined as situations in which the vehicle is believed to have moved either as a result of the jack or car shifting, or as a result of the jack collapsing or losing pressure needed to hold the vehicle. National Electronic Injury Surveillance System (NEISS) data on persons treated in hospital emergency rooms for injuries associated with motor vehicle "jack failures" were examined to determine the action and activity involved in producing the injury, the injury diagnosis and severity, the body region most often injured, and the age of the injured person. KW - Age KW - Failure KW - Hazards KW - Injuries KW - Injury causes KW - Injury severity KW - Injury types KW - Jacks (Mechanical equipment) KW - Lifting equipment KW - Motor vehicles KW - Repairing UR - http://ntl.bts.gov/lib/21000/21300/21317/PB99111775.pdf UR - https://trid.trb.org/view/658636 ER - TY - RPRT AN - 00769420 AU - Eby, D W AU - Molnar, L J AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - MATCHING TRAFFIC SAFETY STRATEGIES TO YOUTH CHARACTERISTICS: A LITERATURE REVIEW OF COGNITIVE DEVELOPMENT PY - 1998/09 SP - 143 p. AB - In an effort to reduce the high crash rate and resulting injuries of young drivers, the National Highway Traffic Safety Administration has sponsored research to assess the factors responsible for this heightened crash risk and to determine the implications for traffic safety programs. As part of this research, this review of research literature was conducted to determine what is known about cognitive development and information processing capabilities of youth. The goal of the project was to ascertain how traffic safety programs should be structured to match these cognitive characteristics. The review is divided into 12 sections. This literature review focuses primarily on cognitive development from about 10 to 24 years of age. The first section is about memory; that is, the processes that allow a person to retain knowledge over time. The second section, attention, discusses the factors related to the development of how people focus cognitive resources on perceptual or mental tasks, including selective, divided, and sustained attention. The third section, learning, discusses the processes by which people acquire information. The fourth section, reasoning, discusses types of reasoning and the problems young people have with this type of thinking. The fifth section, motivation, examines the factors that initiate and influence the intensity of behaviors. The sixth section is a discussion of the development of risk perception and factors that contribute to the misperception of risk. The seventh section discusses the development of problem solving and decision making in a general way. While influenced by all other cognitive factors and their age-related limitations, general deficits of problem solving and decision making ability are discussed. The eighth section, social cognition, covers those topics in the development of social cognition that are likely to have an effect on driving: attribution theory and social schemata/scripts. The ninth section, attitude formation and change, discusses several factors related to attitudes and persuasion. The tenth section examines briefly the development of verbal ability, that, all use of language. Because many traffic safety messages and programs deal with moral issues in driving, the eleventh section is a review of moral development. Finally, because of the influence of his ideas on the field of cognitive development, the review concludes with a section on Piaget's theory of cognitive development. KW - Adolescents KW - Attention lapses KW - Attitudes KW - Cognition KW - Decision making KW - Human information processing KW - Learning KW - Literature reviews KW - Memory KW - Moral development KW - Motivation KW - Piaget'S theory of Cognitive Development KW - Problem solving KW - Reasoning KW - Risk perception KW - Social factors KW - Strategic planning KW - Teenage drivers KW - Traffic safety KW - Verbal ability KW - Young adults UR - http://www.nhtsa.dot.gov/people/injury/research/YouthCharacteristics/traffic_youth_characteristic.pdf UR - http://ntl.bts.gov/lib/22000/22000/22067/traffic_youth_characteristic.pdf UR - http://ntl.bts.gov/lib/25000/25900/25993/DOT-HS-808-927.pdf UR - http://ntl.bts.gov/lib/8000/8300/8367/traffic_youth_characteristic.pdf UR - https://trid.trb.org/view/503328 ER - TY - RPRT AN - 00765943 AU - Tijerina, L AU - Gleckler, M AU - Stoltzfus, D AU - Johnston, S AU - GOODMAN, M J AU - Wierwille, W W AU - National Highway Traffic Safety Administration TI - A PRELIMINARY ASSESSMENT OF ALGORITHMS FOR DROWSY AND INATTENTIVE DRIVER DETECTION ON THE ROAD PY - 1998/09 SP - 49 p. AB - This study involved the collection of real-world driving data from a small sample of drivers, thought to be at heightened risk, to identify periods of drowsiness and inattention. Data included a variety of engineering measures including video of the driver and the road scene. One objective of the study was the identification of periods of drowsiness and inattention, documented on video, that would be made available for public education and outreach programs. A second objective was to validate, in a naturalistic driving setting, the drowsy driver detection algorithms developed by Wierwille, et al. in a simulator environment. Participants' personal vehicles were instrumented with the MicroDAS instrumentation system and all driving during the data collection was fully discretionary and independent of study objectives. The study thus offered the opportunity to implement highly unobtrusive data collection in subjects' own vehicles with the absence of an experimenter in an effort to gather naturalistic data with a minimum of experimental artifacts. Results highlight the importance of lanekeeping variation as a key predictor variable for detecting drowsiness while driving, although the drowsy detection algorithm did not perform as well as in the simulator studies. An attempt to relate algorithm results to the prediction of driver inattention was inconclusive. The results are discussed in terms of theoretical and procedural issues associated with inattention, drowsiness and driver responses to false positive epochs. It is suggested that the use of a multiplicity of approaches for addressing drowsy and inattentive driving would be most effective, and recommendations are made for future research on both technological and behavioral interventions. KW - Algorithms KW - Attention lapses KW - Data collection KW - Detection and identification KW - Drowsiness KW - Future research KW - Intervention KW - Lateral placement KW - Validation KW - Videotapes UR - http://ntl.bts.gov/lib/17000/17900/17991/PB2001105783.pdf UR - https://trid.trb.org/view/502406 ER - TY - RPRT AN - 00764771 AU - Staplin, Loren AU - Gish, K W AU - Decina, L E AU - Lococo, K H AU - McKnight, A S AU - Scientex Corporation AU - National Highway Traffic Safety Administration TI - INTERSECTION NEGOTIATION PROBLEMS OF OLDER DRIVERS, VOLUME I: FINAL TECHNICAL REPORT PY - 1998/09 SP - 68 p. AB - This project included a background literature synthesis and observational field study. The research goals were to document driving problems and errors at intersections, for older drivers using their own cars to travel familiar and unfamiliar routes, and to measure how well they could be predicted by prior tests given in an office setting. This volume, Volume I, presents the field study methodology and results; Volume II presents the background synthesis. Field observations of intersection negotiation were conducted using 82 subjects, age 61 and older, referred to the California Department of Motor Vehicles (DMV) for special testing. The subjects first completed a functional test battery measuring vision, attention capabilities, and head/neck flexibility. They then underwent on-road testing administered by DMV examiners. Subjects were administered the test on both an unfamiliar and familiar route, unless the testing was prematurely terminated for safety reasons. During the on-road tests, a miniature, multiple-camera apparatus in the driver's own vehicle recorded visual search behaviors, brake and accelerator use, and traffic events in the forward scene. Analysis of the videotaped data revealed a high incidence of visual search errors. Many common behaviors were included (such as failure to look to the sides when traveling through an intersection on a green light) that were technical errors, but which rarely require an emergency response. The highest error rate for an actual maneuver, as captured by the cameras, was making a lane change with an unsafe gap. This problem was exaggerated on the low familiarity test route, where drivers had no expectation of where the next turn would occur. Analysis of errors recorded by the DMV examiners followed the same general pattern as the video-based error classification, where scanning errors predominated across both familiar and unfamiliar test routes, and maneuver errors occurred less frequently. Those driving errors observed most often by the examiners included failure to stop completely at a stop sign, stopping over a stop bar, improper turning path, and stopping for no reason. Regression analyses examined the relationships between functional test results and weighted examiners' error scores. Speed of response on visual discrimination tasks was the best predictor, but no single measure accounted for more than 18% of variance on the criterion. KW - Aged drivers KW - Attention lapses KW - Driver errors KW - Field studies KW - Head motion range KW - Human subject testing KW - Intersections KW - Literature reviews KW - Maneuvering KW - Neck motion range KW - Road tests KW - Videotapes KW - Vision tests KW - Visual discrimination UR - http://www.nhtsa.dot.gov/people/injury/olddrive/oldvol1/vol1tablecontent.html UR - http://ntl.bts.gov/lib/21000/21700/21766/PB99140303.pdf UR - http://ntl.bts.gov/lib/25000/25900/25986/DOT-HS-808-850_002.pdf UR - https://trid.trb.org/view/497674 ER - TY - RPRT AN - 00764772 AU - Staplin, Loren AU - Lococo, K H AU - McKnight, A J AU - McKnight, A S AU - Odenheimer, G L AU - Scientex Corporation AU - National Highway Traffic Safety Administration TI - INTERSECTION NEGOTIATION PROBLEMS OF OLDER DRIVERS, VOLUME II: BACKGROUND SYNTHESIS ON AGE AND INTERSECTION DRIVING DIFFICULTIES PY - 1998/09 SP - 139 p. AB - This project included a background literature synthesis and observational field study. The research goals were to document driving problems and errors at intersections, for older drivers using their own cars to travel familiar and unfamiliar routes, and to measure how well they could be predicted by prior tests given in an office setting. Volume I presents the field study methodology and results; this volume, Volume II, presents the background synthesis. Field observations of intersection negotiation were conducted using 82 subjects, age 61 and older, referred to the California Department of Motor Vehicles (DMV) for special testing. The subjects first completed a functional test battery measuring vision, attention capabilities, and head/neck flexibility. They then underwent on-road testing administered by DMV examiners. Subjects were administered the test on both an unfamiliar and familiar route, unless the testing was prematurely terminated for safety reasons. During the on-road tests, a miniature, multiple-camera apparatus in the driver's own vehicle recorded visual search behaviors, brake and accelerator use, and traffic events in the forward scene. Analysis of the videotaped data revealed a high incidence of visual search errors. Many common behaviors were included (such as failure to look to the sides when traveling through an intersection on a green light) that were technical errors, but which rarely require an emergency response. The highest error rate for an actual maneuver, as captured by the cameras, was making a lane change with an unsafe gap. This problem was exaggerated on the low familiarity test route, where drivers had no expectation of where the next turn would occur. Analysis of errors recorded by the DMV examiners followed the same general pattern as the video-based error classification, where scanning errors predominated across both familiar and unfamiliar test routes, and maneuver errors occurred less frequently. Those driving errors observed most often by the examiners included failure to stop completely at a stop sign, stopping over a stop bar, improper turning path, and stopping for no reason. Regression analyses examined the relationships between functional test results and weighted examiners' error scores. Speed of response on visual discrimination tasks was the best predictor, but no single measure accounted for more than 18% of variance on the criterion. KW - Aged drivers KW - Attention lapses KW - Driver errors KW - Field studies KW - Head motion range KW - Human subject testing KW - Intersections KW - Literature reviews KW - Maneuvering KW - Neck motion range KW - Road tests KW - Videotapes KW - Vision tests KW - Visual discrimination UR - http://www.nhtsa.dot.gov/people/injury/olddrive/oldvol2/vol2tablecontent.html UR - http://ntl.bts.gov/lib/21000/21700/21767/PB99140311.pdf UR - http://ntl.bts.gov/lib/25000/25900/25933/DOT-HS-808-850_001.pdf UR - https://trid.trb.org/view/497675 ER - TY - RPRT AN - 00759195 AU - Karlson, T A AU - Bigelow, W AU - Beutel, P AU - University of Wisconsin, Madison AU - National Highway Traffic Safety Administration TI - SERIOUS LOWER EXTREMITY INJURIES IN MOTOR VEHICLE CRASHES, WISCONSIN 1991-1994 PY - 1998/09 SP - 11 p. AB - Using linked motor vehicle crash and hospital discharge records from the Wisconsin CODES project, the incidence and risk factors for serious lower extremity injuries for occupants of passenger vehicles were estimated. Serious lower extremity injuries include fractures, dislocations and crushing injuries of the bones and joints of the lower extremity. The incidence rate for serious lower extremity injuries was 200 per 100,000 occupants of passenger vehicles involved in crashes. Of those occupants of passenger vehicles who were hospitalized following motor vehicle crash injuries, 16% were diagnosed with a serious lower extremity injury. Using logistic regression models, risk factors for both front seat passengers and drivers include crashes with frontal components, higher posted speed limits, smaller cars and vans. Age, gender and belt-use could only be included in models for drivers, showing increased risk to female drivers, especially those over 60, and that there was a protective effect for seatbelt use. Estimates of risks for specific injuries - including foot and ankle fractures - were also calculated. KW - Age KW - Crushing injuries KW - Dislocations KW - Drivers KW - Fractures (Anatomy) KW - Front seat occupants KW - Gender KW - Injuries KW - Injury severity KW - Lower extremities KW - Mathematical models KW - Regression analysis KW - Risk analysis KW - Seat belts KW - Traffic crashes KW - Wisconsin UR - http://www.chsra.wisc.edu/codes/codes2/report5.pdf UR - https://trid.trb.org/view/538808 ER - TY - RPRT AN - 00757901 AU - U.S. General Accounting Office TI - ENERGY POLICY ACT: INCLUDING PROPANE AS AN ALTERNATIVE MOTOR FUEL WILL HAVE LITTLE IMPACT ON PROPANE MARKET PY - 1998/09 AB - The General Accounting Office was asked to determine whether and how including propane as an alternative fuel under EPACT will affect existing propane consumers as well as the supply and price. Specifically, this report addresses the following questions: (1) How likely is it that EPACT's goal of replacing at least 10% of the conventional fuel used in light-duty vehicles by 2000 and at least 30% by 2010 with replacement fuels will be achieved? (2) To what extent will the use of propane as a motor fuel increase as a result of EPACT? (3) What impact will the use of propane as a motor fuel under EPACT have on the supply and price of propane? (4) What impact will the use of propane as a motor fuel under EPACT have on existing users of propane? In order to respond to these questions, the General Accounting Office asked EIA to use its National Energy Modeling System to estimate the likelihood of achieving EPACT's fuel-replacement goal and to estimate the potential impacts. Briefly, results indicate that it is unlikely that the goal of the Energy Policy Act of 1992 of replacing at least 10% of the conventional fuel used by light-duty vehicles in the United States by 2000 and at least 30% by 2010 with replacement fuels will be achieved. The Energy Policy Act can be expected to lead to a small increase in the use of propane as an alternative fuel in the transportation sector. The effects of the Energy Policy Act on the supply and price of propane will be minimal. Similarly, the Energy Policy Act will have little impact on the existing consumers of propane because the price increases will be so small. KW - Alternate fuels KW - Consumers KW - Energy KW - Energy consumption KW - Energy policy act KW - Impacts KW - Light vehicles KW - Policy KW - Prices KW - Propane KW - Supply UR - http://ntl.bts.gov/lib/13000/13800/13871/ADA354730.pdf UR - https://trid.trb.org/view/539068 ER - TY - JOUR AN - 00757872 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Barr, A AU - MacKinnon, D P AU - Alcohol Research Documentation, Incorporated TI - DESIGNATED DRIVING AMONG COLLEGE STUDENTS PY - 1998/09 VL - 59 IS - 5 SP - p. 549-554 AB - The authors studies the frequency of designated driver use, predictors of designated driver use, whether designated drivers use alcohol, and barriers to using a designated driver. Undergraduates at Arizona State University (N=544) completed a questionnaire assessing designated driver use. The mean age of participants was 20.6 years old and 52% were male. Criterion for inclusion in the study was that participants had consumed alcohol at least one time. Results indicated that 86% of participants had used a designated driver. Monthly alcohol use and driving to drinking destinations were positively associated with designated driver use. Ninety-four percent of participants indicated that their designated driver occasionally consumed alcohol. The most frequent reason for not using a designated driver was, "I stayed where I was drinking until I was sober" (37%). Less alcohol use among friends was associated with sounder methods of designated driver selection. Findings suggest those groups at risk for alcohol-related driving accidents tend to use designated drivers at high rates, but these groups tend to choose designated drivers who consume alcohol. KW - Alcohol use KW - College students KW - Designated drivers KW - Drunk drivers KW - Peer groups UR - https://trid.trb.org/view/542206 ER - TY - CONF AN - 00757818 AU - National Highway Traffic Safety Administration TI - MEASURING INJURY OUTCOMES: PROCEEDINGS OF A NATIONAL CONFERENCE PY - 1998/09 SP - 62p AB - On June 15 and 16, 1998, NHTSA sponsored a conference to discuss the current state of knowledge of injury outcomes, with an emphasis on motor vehicle crash injuries. The purposes of the conference were to share the current state of knowledge in measuring injury outcomes with the agency's partners in industry, government and academe, and to provide the agency with information from which an agenda for further work could be developed. Presentations were made on health status measures, QALYS (quality-adjusted life years) and DALYS, societal costs, functional capacity, pediatric functional capacity, behavioral effects, current status of ICD-10 CM, sources of payments, data linkage and a summary of the international conference on Measuring the Burden of Injury held in the Netherlands in May, 1998. Three breakout sessions provided the audience an opportunity to discuss the issues and express their views concerning economic measures, behavioral effects and data. Participants also provided written comments. A synthesis of the conference results suggest the following topics for inclusion in any agenda for future work on injury outcomes: update the economic costs of injury; continue development of the Functional Capacity Index and its derivatives; develop a method for quantifying psychosocial outcomes suitable for policy analysis applications; develop aggregated data bases derived from linked data; develop improved methods for estimating the outcome of multiple injuries; improve the understanding of the relationship of actual injury outcomes to those implied in tests using cadavers, dummies, test devices and mathematical modeling; and develop an understanding of the relationship among economic, physical and behavioral outcomes. U1 - Measuring Injury OutcomesNational Highway Traffic Safety AdministrationBethesda, Maryland StartDate:19980615 EndDate:19980616 Sponsors:National Highway Traffic Safety Administration KW - Behavior KW - Cadavers KW - Children KW - Costs KW - Data communications KW - Data links KW - Dummies KW - Economic impacts KW - Equipment tests KW - Functional capacity KW - Health KW - Injuries KW - Mathematical models KW - Measurement KW - Models KW - Motor vehicle accidents KW - Multiple injuries KW - Outcome (Medical treatment) KW - Psychosocial KW - Test equipment KW - Traffic crashes UR - http://ntl.bts.gov/lib/21000/21200/21257/PB99107500.pdf UR - https://trid.trb.org/view/542164 ER - TY - RPRT AN - 00757817 AU - National Highway Traffic Safety Administration TI - PARTNERS IN PROGRESS: A NATIONAL INITIATIVE ON IMPAIRED DRIVING - 11000 BY 2005 PY - 1998/09 SP - 8 p. AB - This pamphlet discusses the national initiative on impaired driving. In January, 1995, a national goal was set to reduce alcohol related fatalities to no more than 11,000 by the year 2005. Many barriers will have to be overcome in order to reach this goal. These include: limited resources, police attention to other crime, waning public attention, an increase in the youth population, and hard to reach high risk drivers. In October 1997, 165 partners from various professions met to renew their commitment to the national goal. This meeting provided a forum to discuss the newly released Partners in Progress: An Impaired Driving Guide for Action. This pamphlet discusses the guide and its implementation. It relates examples of commitments to take action which were made by the meeting participants. In addition, eight projects are described which represent creative or new approaches that have the greatest potential to reduce alcohol involved crashes, injuries and fatalities. These projects are funded by NHTSA grants. KW - Alcohol use KW - Cooperation KW - Crash causes KW - Drivers KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Injuries KW - Natural resources KW - Partnerships KW - Police KW - Traffic law enforcement KW - Young adults UR - https://trid.trb.org/view/538322 ER - TY - RPRT AN - 00757819 AU - National Highway Traffic Safety Administration TI - HIGHWAY SAFETY PROGRAM ASSESSMENTS: STRIVING FOR EXCELLENCE PY - 1998/09 SP - 6 p. AB - This pamphlet describes Program Assessments, gives outside opinions of the NHTSA assessment process, relates the benefits of program assessments, and discusses how to arrange for a program assessment. KW - Evaluation KW - Highway safety KW - Program assessments KW - Program evaluation UR - http://ublib.buffalo.edu/libraries/e%2Dresources/ebooks/records/868.html UR - https://trid.trb.org/view/538324 ER - TY - RPRT AN - 00757816 AU - National Highway Traffic Safety Administration AU - Consumer Product Safety Commission TI - 10 SMART ROUTES TO BICYCLE SAFETY PY - 1998/09 SP - 12 p. AB - This pamphlet lists and discusses ten bicycle safety rules for the smart bicycle rider to follow. They are: 1. Protect Your Head. Wear a Helmet. 2. Assure Bicycle Readiness. Make Sure Your Bicycle is Adjusted Properly. 3. Stop it. Always check Brakes Before Riding. 4. See and Be Seen. 5. Avoid Biking at Night. 6. Stay Alert. Always Keep a Lookout for Obstacles in Your Path. 7. Go with the Flow. The Safe Way is the RIGHT Way. 8. Check for Traffic. Always be Aware of the Traffic Around You. 9. Learn the Rules of the Road. Obey Traffic Laws. 10. Don't Flip Over Your Bicycle. Wheels should be Securely Fastened. KW - Bicycle helmets KW - Bicycle safety KW - Bicycle travel KW - Bicycle wheels KW - Bicycling KW - Brakes KW - Cyclists KW - Rule of the road KW - Traffic regulations KW - Traffic safety KW - Visibility UR - https://trid.trb.org/view/538321 ER - TY - RPRT AN - 00936800 AU - United States Fire Administration TI - REPORT ON TIRE FIRES PY - 1998/08 SP - 35 p. AB - The Fire Administration Authorization act of 1997 (P.L. 105-109) included a requirement that the Federal Emergency Management Agency's (FEMA) United States Fire Administration (USFA) conduct a study on tire fires and the risks they present to firefighters during suppression activities. The results of the study, conducted in 1997-1998, indicate that the hazardous characteristics of tire fires present a unique set of risks to firefighters. Exposure to toxic substances at tire fires, personal protection requirements, fire duration, and site hazards encountered at the fires all contribute to firefighter risk. Special training that may be required for firefighters who suppress tire fires and how such training might be provided by the USFA also were addressed in this report. Although the impact of tire fires on firefighters and communities can be severe, these fires do not have to occur. Safe tire storage is an essential factor upon which a successful mitigation program may be built. Tire storage programs in the United States are diverse, and local fire departments must know what the local and State requirements for scrap tire storage are in their jurisdiction. KW - Communities KW - Fire fighting KW - Fire prevention KW - Firefighters KW - Fires KW - Hazardous materials KW - Impacts KW - Protection KW - Risk management KW - Scrap KW - Storage facilities KW - Time duration KW - Tires KW - Toxicity KW - Training UR - https://trid.trb.org/view/730057 ER - TY - SER AN - 00814079 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - LITERATURE REVIEW OF THE ALCOHOL HIGHWAY PROBLEM UPDATED PY - 1998/08 IS - 183 SP - 3 p. AB - Mid-America Research Institute prepared a critical review of new literature and data on the alcohol highway problem since the National Highway Traffic Safety Administration's last update in 1989. The review focused on characteristics of drinking drivers, and drinking driving situations that are associated with increased levels of alcohol-crash risk or incidence. The review covers valid scientific documents from both the United States and abroad in these categories: People at risk, Blood alcohol concentration levels at risk, Environmental situations at risk, and Target group studies. This Traffic Tech briefly summarizes the findings of this review. KW - Drunk drivers KW - Drunk driving KW - Literature reviews KW - Risk analysis KW - Traffic crashes UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=e353cd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1998&overrideViewName=Report UR - https://trid.trb.org/view/688888 ER - TY - RPRT AN - 00798224 AU - Elias, J AU - National Highway Traffic Safety Administration TI - INSPECTION AND TESTING OF LOW SPEED VEHICLES PY - 1998/08 SP - 108 p. AB - In response to petitions by the golf cart industry, the National Highway Traffic Safety Administration reviewed its position on low speed vehicles and has taken steps to define a new class of low speed vehicle (LSV), which is exempt from the federal motor vehicle safety standards (FMVSS) that apply to motor vehicles. A new safety standard, FMVSS 100, has been proposed to regulate this new class of vehicle. The Vehicle Research and Test Center conducted a survey and a series of tests to evaluate the safety and stability of LSVs. Two neighborhood electric vehicles, the Bombardier and the GEM, and one golf cart, the Yamaha gasoline powered golf cart, were selected for this study. Testing included: 1) measurement of the center of gravity (CG) height of the vehicle to determine the Static Stability Factor (SSF) for both unloaded and two passenger configurations, 2) measurement of lateral stability in a constant 50 foot radius turn, and 3) straight line braking on both a high coefficient surface and low coefficient surface. LSV manufacturers raised concerns on the unsuitability of traditional windshield glazing on vehicles that would be used on golf courses as well as highways. Therefore, a short series of tests were conducted to evaluate and compare golf ball impacts on AS-1 and AS-6 glazing (specified in the proposed FMVSS 100). Results of these tests indicate that AS-4 or AS-5 glazing may be a better alternative than AS-6. KW - Braking KW - Electric vehicles KW - Federal Motor Vehicle Safety Standards KW - Glazing KW - Golf carts KW - Inspection KW - Low speed vehicles KW - Slow moving vehicles KW - Special purpose vehicles KW - Stability (Mechanics) KW - Testing KW - Vehicle safety UR - https://trid.trb.org/view/655212 ER - TY - RPRT AN - 00797189 AU - North Dakota Department of Transportation TI - NORTH DAKOTA VEHICLE CRASH FACTS FOR 1997 PY - 1998/08 SP - 31 p. AB - This report is a study of the data compiled from all North Dakota motor vehicle crash reports in 1997. Pertinent information is maintained concerning drivers, motor vehicles, highways, and traffic crashes. Other information is obtained from the state toxicologist, the Highway Patrol, and emergency medical services. KW - Crash data KW - Drivers KW - Fatalities KW - Highways KW - Injuries KW - Motor vehicles KW - North Dakota KW - Statistics KW - Traffic crash victims KW - Traffic crashes UR - https://trid.trb.org/view/654929 ER - TY - RPRT AN - 00764769 AU - Stuster, J W AU - Burns, M AU - Anacapa Sciences, Incorporated AU - National Highway Traffic Safety Administration TI - VALIDATION OF THE STANDARDIZED FIELD SOBRIETY TEST BATTERY AT BACS BELOW 0.10 PERCENT PY - 1998/08 SP - 42 p. AB - This study evaluated the accuracy of the National Highway Traffic Safety Administration's (NHTSA's) Standardized Field Sobriety Test (SFST) battery to assist officers in making arrest decisions for Driving While Intoxicated (DWI) at blood alcohol concentrations (BACs) below 0.10 percent. NHTSA's SFST battery was validated at 0.10 percent BAC in 1981. The trend to reduce statutory DWI limits to 0.08 percent BAC prompted this research project. The research was composed of several project tasks, including planning, site selection, training, data entry, and data analysis, in addition to the actual conduct of a major field study. The City of San Diego, California, was selected as the site. Seven officers of the San Diego Police Department's alcohol enforcement unit were trained in the administration and modified scoring of NHTSA's SFST battery (i.e., Horizontal Gaze Nystagmus-HGN, Walk and Turn, and One Leg Stand). SFST scoring was adjusted: the observation of four HGN clues indicated a BAC >/= 0.08 percent (rather than four clues indicating a BAC >/= 0.10 percent), and the observation of two HGN clues indicated a BAC >/= 0.04 percent. During routine patrols, the participating officers followed study procedures in administering SFSTs and completing a data collection form for each test administered. The officers' final step in each case was the administration of an evidentiary breath alcohol test. Data analysis found the SFSTs to be extremely accurate in discriminating between BACs above and below 0.08 percent. The mean estimated and measured BACs of the 297 motorists tested were 0.117 and 0.122, respectively; the difference between the means (0.005 percent BAC) is very small and operationally irrelevant. Further, analyses found the HGN test to be the most predictive of the three components of the SFST battery (r=0.65), however a higher correlation was obtained when the results of all three tests were combined (r=0.69). Decision analyses found that officers' estimates of whether a motorist's BAC was above or below 0.08 or 0.04 percent were extremely accurate. Estimates at the 0.08 level were accurate in 91 percent of the cases, or as high as 94 percent if explanations for some of the false positives are accepted. Officers' estimates of whether a motorist's BAC was above 0.04 percent but lower than 0.08 percent were accurate in 94 percent of the decisions to arrest and in 80 percent of cases overall. Also, the officers and prosecutors who were interviewed about the SFSTs found the test battery to be acceptable for field use to establish probable cause for DWI arrest. The results of this study provide clear evidence of the validity of the SFST battery to discriminate at 0.08 percent BAC, using a slightly modified scoring procedure. Further, study results strongly suggest that the SFSTs also accurately discriminate at 0.04 percent BAC. KW - Accuracy KW - Alcohol tests KW - Arrests KW - Blood alcohol levels KW - Decision making KW - Drunk drivers KW - Field studies KW - Law enforcement KW - Police KW - San Diego (California) KW - Validation UR - http://ntl.bts.gov/lib/17000/17600/17605/PB2001102493.pdf UR - http://ntl.bts.gov/lib/25000/25900/25935/DOT-HS-808-839.pdf UR - https://trid.trb.org/view/497672 ER - TY - JOUR AN - 00757896 JO - Automotive Engineering Magazine PB - Society of Automotive Engineers (SAE) AU - Society of Automotive Engineers (SAE) TI - IMPLICATIONS OF IN-VEHICLE WIRELESS COMMUNICATIONS STUDIED PY - 1998/08 VL - 106 IS - 8 SP - p. 88-90 AB - This article discusses some of the ramifications and uses of in-vehicle wireless communications. The Transportation Department currently has a number of programs that focus on how best to use wireless technology in the vehicle to support efficient and effective emergency response. In addition, the safety benefits of having a communications capability available within a vehicle are well documented and supported by law enforcement and consumer safety groups. Nevertheless, there has been increasing concern over the safety of using communications devices while driving. While voice communication has been the primary focus of the cellular industry, the desire to work on the road and technological advances have resulted in a move toward technology integration. Cellular communications can now be the focal point of a truly mobile office, including e-mail, fax, and Internet services in addition to telephone, voice mail, and paging capabilities from any location. One of the more interesting and potentially significant positive aspects of wireless communication in vehicles is Automatic Crash Notification (ACN). This system would significantly improve emergency responses and thus the outcome for many injured patients. KW - Automatic crash notification KW - Call boxes (Driver aid devices) KW - Cellular telephones KW - Disasters and emergency operations KW - Driver information systems KW - Emergency response KW - Intelligent transportation systems KW - Mobile office KW - Route guidance KW - Wireless communication systems UR - https://trid.trb.org/view/542217 ER - TY - RPRT AN - 00757897 AU - Eby, D W AU - Trombley, D A AU - Molnar, L J AU - Shope, J T AU - University of Michigan Transportation Research Institute AU - General Motors Corporation TI - ASSESSMENT OF OLDER DRIVERS' CAPABILITIES: A REVIEW OF THE LITERATURE PY - 1998/08 SP - 114 p. AB - Because of the rapid increase in the number of older drivers, in addition to their increased vulnerability to injury, and because it is in the best interests of society to enable competent older drivers to continue to drive, there is a need to devise procedures and instruments for identifying those older drivers who should limit or discontinue their driving, without limiting the driving of those who pose no increased hazard. In response to this need, the current project seeks to develop a self-assessment instrument to assist older drivers in evaluating their own fitness to drive, thereby enabling them to make informed judgments about the kinds of driving they may undertake and to enhance their performance where possible. This document provides the technical background for instrument development. It is divided into four sections. The first section, Abilities Related to Safe Driving, reviews what is known about the effects of aging on several abilities presumed to be important for safe and efficient driving. This section reviews the findings in visual perception, cognitive processes, and psychomotor skills. The second section, Health Factors, reviews the prevalence and effects of medications and age-related disease on driving and crash-risk. The third section, Older Driver Education and Skill Enhancement, reviews many of the efforts to teach and retrain older drivers to improve their safety and efficiency on the roads. The final section, Existing Assessment Instruments, reviews several of the procedures, instruments, and equipment that have been used to assess older driver abilities. KW - Abilities KW - Accident risks KW - Aged drivers KW - Aging KW - Assessments KW - Cognitive impairment KW - Driver education KW - Drivers KW - Medicine KW - Motor skills KW - Persons with disabilities KW - Psychomotor performance KW - Risk assessment KW - Safety KW - Self evaluation KW - Traffic crashes KW - Visual perception UR - http://ntl.bts.gov/lib/21000/21000/21079/PB98174527.pdf UR - https://trid.trb.org/view/538434 ER - TY - RPRT AN - 00757888 AU - Sivak, M AU - Flannagan, M J AU - Traube, E C AU - Miyokawa, T AU - University of Michigan Transportation Research Institute TI - CONSPICUITY AND GLARE PROPERTIES OF DAYTIME RUNNING LIGHTS: EFFECTS OF LAMP SEPARATION AND INTENSITY PY - 1998/08 SP - 23 p. AB - This study evaluated the influences of lamp separation and lamp intensity on the effectiveness of daytime running lights. Subjects performed two tasks. They rated discomfort glare from a pair of lamps, and evaluated the conspicuity of the same lamps. The same nine stimuli were used in both the glare and conspicuity portions of the study. These nine stimuli were obtained by the orthogonal combination of three levels of luminous intensity directed towards the subject's eyes from the two lamps (14,000, 3,500, and 875 cd), and three levels of lamp separation (1.05, 0.65, and 0.25 m-edge to edge). The study was performed outdoors, on bright, sunny days. The viewing distance was 20 m. As expected, lamp intensity had strong effects on both discomfort glare and conspicuity. On the other hand, in the case of lamp separation, there was more evidence for an effect on conspicuity (narrowly separated lamps being more noticeable) than on discomfort glare (a statistically nonsignificant trend for narrowly separated lamps to be only slightly more discomforting). Consequently, if the possible increase in discomfort from narrowly separated lamps is counteracted by a slight reduction in intensity, there is still a net benefit for narrowly separated lamps in terms of conspicuity. Conversely, narrowly separated lamps that are as noticeable as widely separated lamps of higher intensity would be less glaring. The present findings imply that there is a small net benefit in using narrowly separated daytime running lights. KW - Comfort KW - Daytime running lamps KW - Glare KW - Headlamps KW - Impacts KW - Intensity KW - Separation KW - Visibility UR - https://trid.trb.org/view/538423 ER - TY - RPRT AN - 00757889 AU - Sivak, M AU - Flannagan, M J AU - Traube, E C AU - Miyokawa, T AU - University of Michigan Transportation Research Institute TI - DO CHANGES IN VOLTAGE RESULT IN PROPORTIONAL CHANGES THROUGHOUT HEADLAMP BEAM PATTERNS? PY - 1998/08 SP - 24 p. AB - This study evaluated the effects of voltage changes on beam patterns of low-beam headlamps. Seven different types of filament lamps were tested. The voltages used were 12.0, 12.8, and 13.5 V. The photometry was performed from 20 degrees left to 20 degrees right, and from 5 degrees down to 5 degrees up, all in steps of 0.5 degrees. The main finding of this study is that for all seven lamps tested, voltage changes between 12.0 V and 13.5 V caused light output to change by the same proportion throughout the beam pattern. Therefore, for filament lamps, it is reasonable to use a single constant for all values in a beam pattern when converting a headlighting specification at one voltage to a specification at a different voltage, at least if the voltages in question are between 12.0 V and 13.5 V. The obtained constants across the seven lamps tested were similar to each other. Furthermore, these constants were in general agreement with the constants derived by using the standard IES formula relating light-output changes to voltage changes. KW - Changes KW - Filaments KW - Headlamps KW - Low beamed headlamps KW - Luminous intensity KW - Particle beams KW - Patterns KW - Photometry KW - Standards KW - Voltage UR - https://trid.trb.org/view/538424 ER - TY - JOUR AN - 00757856 JO - Home & Away (Indianapolis Edition) PB - Automobile Association of America AU - Strongman, T AU - Automobile Association of America TI - BAD SPORTS? PY - 1998/08 VL - 19 IS - 4 SP - p. 34 AB - As the popularity of sport-utility vehicles (SUVs) continues to rise, the debate heats up over their safety and economy. This article discusses the safety objections to SUVs, the reasons for their popularity, and the efforts of automakers to make light trucks and SUVs more environmentally friendly. KW - Crashes KW - Environmental protection KW - Light trucks KW - Sport utility vehicles KW - Traffic crashes KW - Traffic safety KW - Vehicle safety KW - Vehicle vehicle collisions UR - https://trid.trb.org/view/542199 ER - TY - RPRT AN - 00757815 AU - National Highway Traffic Safety Administration TI - SCHOOL BUS SAFETY: SAFE PASSAGE FOR AMERICA'S CHILDREN PY - 1998/08 SP - 28 p. AB - School bus transportation is one of the safest forms of transportation in the United States. Every year, approximately 440,000 public school buses travel approximately 4.3 billion miles to transport 23.5 million children to and from school and school related activities. Each year on average 11 passengers under the age of 19 die in school bus related crashes. (In 1996, 5,495 children under the age 19 died as passengers or drivers in all other types of motor vehicles). NHTSA has developed a comprehensive school bus safety program which is based on lessons learned from school bus crashes and related injuries and fatalities. This comprehensive program follows the principles embodied in the Haddon Matrix and addresses safety from all aspects, placing priority on the human, vehicle and environmental factors that pose the greatest risk of injury to children. School bus pedestrian fatalities account for the highest number of school bus related fatalities each year. Since children are at greater risk of being killed in school bus loading zones than in the bus, NHTSA has worked to educate school bus operators, students and other motorists about safe behaviors that reduce their risks of being involved in a school bus related pedestrian crash. To address the safety of passengers inside the school bus in the event of a crash, NHTSA has established many Federal Motor Vehicle Safety Standards (FMVSS's) to make the school bus stronger and enable it to better protect occupants. KW - Automobile drivers KW - Fatalities KW - Injuries KW - Safety KW - School bus drivers KW - School bus passengers KW - School buses KW - School safety KW - School zones UR - https://trid.trb.org/view/538320 ER - TY - RPRT AN - 00757814 AU - National Highway Traffic Safety Administration TI - BUCKLE UP AMERICA - THERE'S JUST TOO MUCH TO LOSE PY - 1998/08 SP - 6 p. AB - This pamphlet describes the Buckle Up America program. Every hour someone in America dies in a traffic crash simply because they didn't wear a seat belt. Buckle Up America is a national campaign to increase seat belt and child safety seat use. America can make a difference through effective public education and by organizing local partnerships to strengthen occupant protection laws and to support active, high visibility enforcement of the existing laws. KW - Child restraint systems KW - Laws KW - Occupant protection KW - Occupant protection devices KW - Partnerships KW - Seat belt usage KW - Seat belts KW - Traffic safety UR - https://trid.trb.org/view/538319 ER - TY - RPRT AN - 00757813 AU - National Highway Traffic Safety Administration TI - STRATEGIES FOR AGGRESSIVE DRIVER ENFORCEMENT PY - 1998/08 SP - 18 p. AB - A new traffic safety phenomenon, commonly known as aggressive driving, has emerged as an "issue of the 90's" and is a major concern for the motoring public and law enforcement. For the purposes of this document, the following definition of aggressive driving will be used: "The operation of a motor vehicle in a manner which endangers or is likely to endanger persons or property". Professionals from various disciplines have begun working to find the answer to this increasing problem. It has been studied from an emotional and psychological perspective, and from the perspective of violation of traffic laws. This document concentrates on enforcement of traffic laws, including: speeding, following too closely, unsafe lane changes. and failure to obey traffic control devices. KW - Aggression KW - Behavior KW - Drivers KW - Lane changing KW - Reckless drivers KW - Speeding KW - Strategic planning KW - Tailgating KW - Traffic control devices KW - Traffic law enforcement KW - Traffic violations KW - Traffic violators UR - http://ntl.bts.gov/lib/21000/21100/21197/PB99104150.pdf UR - https://trid.trb.org/view/538318 ER - TY - RPRT AN - 00756395 AU - National Highway Traffic Safety Administration TI - WITHOUT MOTORCYCLE HELMETS WE ALL PAY THE PRICE PY - 1998/08 SP - 29 p. AB - This packet contains a 21 page booklet, a 7 page brochure and a videotape, all describing the need for motorcycle helmet laws in order to : reduce fatalities, reduce injuries, and reduce taxpayers' costs. KW - Costs KW - Fatalities KW - Helmets KW - Injuries KW - Laws KW - Motorcycle safety KW - Motorcycles KW - Motorcycling KW - Motorcyclists KW - Reduction (Decrease) KW - Vehicle safety UR - https://trid.trb.org/view/537671 ER - TY - RPRT AN - 00756397 AU - National Highway Traffic Safety Administration TI - WITHOUT MOTORCYCLE HELMETS WE ALL PAY THE PRICE - BOOKLET PY - 1998/08 SP - 21 p. AB - This 21 page booklet describes the reasons why we need motorcycle helmets in order to : reduce fatalities, reduce injuries, and reduce taxpayers' costs. KW - Booklet KW - Costs KW - Fatalities KW - Helmets KW - Injuries KW - Laws KW - Motorcycle safety KW - Motorcycles KW - Motorcycling KW - Motorcyclists KW - Reduction (Decrease) KW - Vehicle safety UR - https://trid.trb.org/view/537673 ER - TY - RPRT AN - 00756396 AU - National Highway Traffic Safety Administration TI - WITHOUT MOTORCYCLE HELMETS WE ALL PAY THE PRICE - PAMPHLET PY - 1998/08 SP - 8 p. AB - This 8 page pamphlet describes the reasons why we need motorcycle helmet laws in order to : reduce fatalities, reduce injuries, and reduce taxpayers' costs. KW - Brochures KW - Costs KW - Fatalities KW - Helmets KW - Injuries KW - Laws KW - Motorcycle safety KW - Motorcycles KW - Motorcycling KW - Motorcyclists KW - Pamphlet KW - Reduction (Decrease) KW - Vehicle safety UR - https://trid.trb.org/view/537672 ER - TY - RPRT AN - 00756398 AU - National Highway Traffic Safety Administration TI - WITHOUT MOTORCYCLE HELMETS WE ALL PAY THE PRICE - VIDEOTAPE PY - 1998/08 AB - This videotape describes the reasons why we need motorcycle helmet laws to : reduce fatalities, reduce injuries, and reduce taxpayers' costs. KW - Costs KW - Fatalities KW - Helmets KW - Injuries KW - Laws KW - Motorcycle safety KW - Motorcycles KW - Motorcycling KW - Motorcyclists KW - Reduction (Decrease) KW - Vehicle safety KW - Videotapes UR - https://trid.trb.org/view/538999 ER - TY - RPRT AN - 00753876 AU - National Highway Traffic Safety Administration AU - Federal Highway Administration AU - National Association of Governors' Highway Safety Representatives TI - MODEL MINIMUM UNIFORM CRASH CRITERIA (MMUCC) PY - 1998/08 SP - 124 p. AB - The National Highway Traffic Safety Administration (NHTSA) and the Federal Highway Administration (FHWA) are cooperating with the National Association of Governors' Highway Safety Representatives (NAGHSR) to develop model minimum uniform crash criteria (MMUCC). Development of MMUCC has been structured to obtain maximum input from all sectors of the highway safety community. Over a 20 month period, a straw model was proposed and then revised according to feedback received at meetings, via the Web, email, phone, mail, etc., before producing this final version. MMUCC includes 75 minimum data elements that need to be collected by police at the crash scene and an additional 38 data elements that can be derived (11 data elements) from those that are collected at the scene or obtained by linking (27 data elements) to other data files, e.g., roadway data, injury data, etc. The total 113 data elements represent a "model" data set which can be expanded as necessary to meet a state's specific needs. A study of the feasibility of implementing MMUCC evaluated the data elements collected by the 17 states providing crash data to NHTSA for its State Data System. These 17 states are currently collecting about 60% of the 75 MMUCC data elements needing to be collected by police at the scene. And on average, they collect an additional 28 data elements not included in MMUCC. Implementation of MMUCC will facilitate improved crash data for highway and traffic safety, injury control and public health purposes at the local, state, and federal levels. KW - Crash data KW - Crash reports KW - Data collection KW - Model minimum uniform crash criteria KW - On the scene crash investigation KW - Police KW - Standardization KW - States UR - http://www.nhtsa.dot.gov/people/ncsa/codes/mindata/mmuccaugust98.pdf UR - http://ntl.bts.gov/lib/21000/21000/21070/PB98173537.pdf UR - https://trid.trb.org/view/536692 ER - TY - RPRT AN - 01389930 AU - Ervin, R AU - Winkler, C AU - Fancher, P AU - Hagan, M AU - Krishnaswami, V AU - Zhang, H AU - Bogard, S E AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - Two active systems for enhancing dynamic stability in heavy truck operations: final report PY - 1998/07 SP - 81p + appendices KW - Acceleration KW - Acceleration (Mechanics) KW - Articulated vehicle KW - Driver performance KW - Driver performance KW - Drivers KW - Field test KW - Field tests KW - Heavy duty vehicles KW - Heavy vehicle driver KW - Heavy vehicles KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Motor vehicle dynamics KW - Overturning KW - Overturning KW - Stability analysis KW - Vehicle design KW - Vehicle stability KW - Vehicle testing KW - Vehicle tests UR - https://trid.trb.org/view/1157696 ER - TY - RPRT AN - 00791496 AU - Stuster, J AU - Coffman, Z AU - Warren, D AU - Federal Highway Administration AU - National Highway Traffic Safety Administration AU - Anacapa Sciences, Incorporated TI - SYNTHESIS OF SAFETY RESEARCH RELATED TO SPEED AND SPEED MANAGEMENT PY - 1998/07 SP - v.p. AB - This report presents a synthesis of research findings on the safety effects of speed, speed limits, enforcement, and engineering measures to manage speed. The report is the update of research on speed and speed control that was originally published in 1963 and updated in 1970 by the Highway Users Federation for Safety and Mobility as a chapter in "Traffic Control and Roadway Elements--Their Relationship to Highway Safety." The synthesis was updated again in 1982 by the Federal Highway Administration. A great deal of speed related research has been carried out since that time. This synthesis highlights the results of significant safety research related to speed completed since the last update in 1982. Some of the earlier benchmark studies are summarized where appropriate. The report is a product of the FHWA-NHTSA Speed Management Team. KW - Highway safety KW - Highway traffic control KW - Speed KW - Speed control KW - Speed limits KW - Syntheses KW - Traffic calming KW - Traffic law enforcement UR - http://www.fhwa.dot.gov/publications/research/safety/98154/ UR - http://ntl.bts.gov/DOCS/speedtoc.htm UR - https://trid.trb.org/view/649208 ER - TY - RPRT AN - 00765920 AU - National Highway Traffic Safety Administration TI - SAVED BY THE AIR BAG: AIR BAG SUCCESS STORIES PY - 1998/07 SP - 10 p. AB - Air bags are proven, effective safety devices when used correctly in combination with seat belts. Since their introduction in the late 1980s through June 1998, air bags have saved the lives of more than 3,000 people. They are also effective in preventing life-threatening and debilitating head and chest injuries. This pamphlet presents the stories of people whose lives were saved or who were saved from more serious injuries by air bags. KW - Air bags KW - Brochures KW - Fatalities KW - Injuries KW - Prevention UR - https://trid.trb.org/view/502383 ER - TY - RPRT AN - 00757902 AU - Kostyniuk, L P AU - Shope, J T AU - University of Michigan Transportation Research Institute AU - General Motors Corporation TI - REDUCTION AND CESSATION OF DRIVING AMONG OLDER DRIVERS: FOCUS GROUPS PY - 1998/07 SP - 86 p. AB - Issues surrounding the reduction and cessation of driving among older persons were explored in a focus-group study. In all, 16 focus groups of drivers, former drivers, driving couples over age 65, and adult children of older drivers and former drivers were conducted in a large urban area and in a small-town/rural area. Older drivers who feel healthy have essentially not changed their driving style from the way they drove 10 years ago. However, others have reduced and modified their driving to compensate for their deteriorating physical conditions. Older drivers consider themselves safe and cautious, but their comments indicate that they may not always be willing to recognize the risks they pose. Older drivers have mixed feelings about the ideas of stopping driving. A few believe they will deny the need to stop even if the signs are apparent. Only a few participants had made adjustments in their housing to accommodate their eventual inability to drive. Male participants, in particular, were reluctant to think about stopping driving. Most former drivers had stopped driving quickly as a result of a health problem, crash, or move to a new city. Some hope to drive again. Driving is very important to older drivers and former drivers, as it represents freedom, independence and convenience. Concerned adult children of older drivers usually find it difficult to deal with their parents' driving reduction and cessation process. KW - Adult children KW - Aged KW - Aged drivers KW - Attitudes KW - Convenience KW - Discussion groups KW - Drivers KW - Driving KW - Driving cessation KW - Focus groups KW - Former drivers KW - Groups KW - Health KW - Male drivers KW - Males KW - Reduction (Decrease) KW - Rural areas KW - Urban areas UR - http://ntl.bts.gov/lib/21000/21200/21256/PB99107476.pdf UR - https://trid.trb.org/view/538439 ER - TY - JOUR AN - 00757892 JO - POLICE CHIEF AU - Onder, J J AU - International Association of Chiefs of Police TI - BUCKLE UP AMERICA PY - 1998/07 VL - 65 IS - 7 SP - p. 46 AB - Traffic crashes are the leading cause of injury deaths, the third largest cause of all deaths and the leading cause of all deaths among peoples ages 6-27. Law enforcement officers are also at high risk due to motor vehicle crashes. The rate of crashes per million miles traveled for officers is often double or triple that of the general population. And the costs are high. Law enforcement agencies can do several things to minimize crashes and their costs. 1. Support the enactment of state laws for primary (standard) seat belt enforcement and comprehensive child passenger safety. 2. Conduct active, high-visibility law enforcement of state seat belt and child safety seat laws. 3. Build partnerships between government and the private sector. 4. Conduct an effective law enforcement agency public education program. KW - Child restraint systems KW - Child safety KW - Children KW - Costs KW - Crashes KW - Education KW - Education programs KW - Fatalities KW - Government agencies KW - Law enforcement KW - Law enforcement and criminal justice personnel KW - Laws KW - Partnerships KW - Passenger safety KW - Passengers KW - Police KW - Police law enforcement responsibilities KW - Primary enforcement KW - Public information programs KW - Safety KW - Seat belt usage KW - Seat belts KW - Traffic crashes KW - Traffic law enforcement KW - Transportation safety UR - https://trid.trb.org/view/542214 ER - TY - JOUR AN - 00757893 JO - POLICE CHIEF AU - International Association of Chiefs of Police TI - WHAT OFFICERS NEED TO KNOW ABOUT AIR BAGS PY - 1998/07 VL - 65 IS - 7 SP - p. 47-49 AB - By the year 2000, there will be approximately 125 million air bag-equipped vehicles on the highways. This means law enforcement officers will not only be driving air bag-equipped vehicles, but also investigating more collisions involving air bags during rescue operations. This article provides information about air bags for officers. Specifically, it discusses driving air bag-equipped vehicles; what happens when an air bag deploys, what it looks like, and what rescue personnel will see at the scene; and what to do at a crash scene if there is an undeployed air bag. KW - Air bags KW - Police KW - Search and rescue operations KW - Traffic crashes UR - https://trid.trb.org/view/542215 ER - TY - JOUR AN - 00757891 JO - POLICE CHIEF AU - Hohn, R L AU - Harrison, J AU - International Association of Chiefs of Police TI - AGGRESSIVE DRIVING: TRAFFIC SAFETY SCOURGE PY - 1998/07 VL - 65 IS - 7 SP - p. 16-20 AB - "Aggressive driving and road rage are not the same", states Sergeant Robert Hohn. He defines aggressive driving as a traffic offense or combination of offenses such as following too closely, speeding, unsafe lane changes, failure to signal and other forms of negligent or inconsiderate driving. The trigger for the aggressive driver is usually traffic congestion, coupled with a tight schedule; he responds to these stresses by committing multiple violations in an attempt to make up time. Unfortunately, these actions put the rest of us at risk. In contrast, road rage typically surfaces as an angry, frequently violent response to an aggressive-driving incident. The violence may take the form of a physical confrontation, an assault with a motor vehicle or even an assault with a firearm. Sergeant Janet Harrison discusses Maryland's Project ADVANCE, used to detect and apprehend aggressive drivers. Funded by a grant from the FHWA, Project ADVANCE incorporates speed and aggressive driving detection capabilities with still photography and video images of a vehicle operator driving aggressively and violating traffic laws. The Project ADVANCE unit is used on the Capital Beltway to increase enforcement without increasing congestion or compromising officer safety. Contained in one vehicle and operated by one trooper, the unit uses a laser-type measuring device (LIDAR) that detects the speed and range of an approaching vehicle, a video camera, a still camera and an interactive computer system. KW - Aggression KW - Behavior KW - Cameras KW - Computer systems KW - Computers KW - Drivers KW - Lane changing KW - Police vehicles KW - Project Advance (Maryland) KW - Reckless drivers KW - Road rage KW - Speeding KW - Traffic law enforcement KW - Traffic safety KW - Traffic violations KW - Traffic violators KW - Video technology UR - https://trid.trb.org/view/542213 ER - TY - SER AN - 00757884 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - CALIFORNIA IMPOUNDS THE VEHICLES OF MOTORISTS CAUGHT DRIVING WITHOUT A VALID LICENSE PY - 1998/07 IS - 180 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) sponsored a study by the California Department of Motor Vehicles to evaluate how vehicle impoundment affects the driving behavior of drivers who are unlicensed or whose licenses are suspended or revoked. The results of this study are reported here. Briefly, individuals whose vehicles were impounded, who were first offenders, had an average rate of subsequent DWS or DWU conviction that was 24% lower than those whose vehicles had not been impounded. Repeat offenders had 34% fewer DWS or DWU convictions than their control group. Drivers whose vehicles were impounded also had fewer subsequent traffic convictions, and fewer traffic accidents. KW - Behavior KW - California KW - Convictions KW - Driver license revocation KW - Driver license suspension KW - Driver licenses KW - Drivers KW - Motor vehicle impoundment KW - Revocation KW - Suspensions KW - Traffic conviction KW - Traffic crashes UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=e5ae5de4b18bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=1998&overrideViewName=Report UR - https://trid.trb.org/view/542210 ER - TY - SER AN - 00757885 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - ZONE GUIDE FOR PEDESTRIAN SAFETY SHOWS HOW TO MAKE SYSTEMATIC IMPROVEMENTS PY - 1998/07 IS - 181 SP - 2 p. AB - The zone process provides a systematic method for targeting pedestrian safety improvements in a cost effective manner. It involves defining relatively small geographic areas, or zones, where a relatively large proportion of the problem occurs. Then, a countermeasure program is applied only in the selected zones, targeting the locations with the biggest crash problems. NHTSA and FHWA sponsored a research study to apply the safety zone concept to reducing crashes invoving pedestrians 65 years of age and older. That study developed procedures for defining pedestrian safety zones, and developed, implemented, and evaluated a countermeasure program in Phoenix, Arizona and Chicago, Illinois. In addition, a concise how-to document, "Zone Guide for Pedestrian Safety", was prepared. This Traffic Tech issue further discusses this Guide. KW - Cost effectiveness KW - Countermeasures KW - Guides KW - Guides to information KW - Highway safety KW - Pedestrian safety KW - Safety zone UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=aa72c4bed08bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=1998&overrideViewName=Report UR - https://trid.trb.org/view/542211 ER - TY - SER AN - 00757886 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MESSAGES THAT SUPPORT ANTI-DWI BEHAVIOR TESTED PY - 1998/07 IS - 182 SP - 1 p. AB - Mid-America Research Institute of Winchester, Massachusetts conducted a study for the National Highway Traffic Safety Administration to develop and test messages that would encourage individuals to drive sober and to keep their friends from driving after drinking. This Traffic Tech summarizes the study. The tag line that generated the most reaction from participants and hit home with its direct, brief, and shocking theme when presented to 18 to 25 year olds was, "Drinking and driving turns friends into killers". Results from an initial set of focus groups with members of this target group led the researchers to develop messages along two themes: consequences, and intervention. KW - Alcohol use KW - Discussion groups KW - Driver rehabilitation KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Groups KW - Human factors KW - Human reactions KW - Intervention KW - Motor reactions KW - Peer groups KW - Test messages KW - Traffic crashes KW - Traffic safety UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=3b57cd8c4e7bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=2A&trafficTechYearSelect=1998&overrideViewName=Report UR - https://trid.trb.org/view/542212 ER - TY - JOUR AN - 00757870 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - INJURIES ASSOCIATED WITH HAZARDS INVOLVING MOTOR VEHICLE "ROLLAWAYS" PY - 1998/07 SP - 5 p. AB - NHTSA's National Center for Statistics and Analysis (NCSA) recently examined data from the Consumer Product Safety Commission's (CPSC) National Electronic Injury Surveillance System (NEISS) on cases involving injuries associated with motor vehicle "rollaways". "Rollaways" are defined as situations in which a motor vehicle, after the transmission has been locked into a parked position, is believed to have rolled either forward or backward by the transmission purposefully or inadvertently moving or slipping into another gear position. NEISS data on persons treated in hospital emergency rooms for these injuries were examined to determine the action or activity involved in producing the injury, the injury diagnosis and severity, the body region most often injured, and the age of the injured person. KW - Activity KW - Injuries KW - Injuries by age KW - Injuries by body area KW - Injury severity KW - Motor vehicles KW - Rollaways KW - Transmissions KW - Vehicle size UR - http://ntl.bts.gov/lib/21000/21300/21315/PB99111759.pdf UR - https://trid.trb.org/view/542205 ER - TY - RPRT AN - 00757811 AU - National Highway Traffic Safety Administration TI - ZONE GUIDE FOR PEDESTRIAN SAFETY PY - 1998/07 SP - 13 p. AB - This guide describes what zoning is and explains how to design and use pedestrian safety zones to increase the efficiency and effectiveness of pedestrian safety programs. The guide also provides a brief description of a recent pedestrian safety study that made successful use of the pedestrian safety zone process. KW - Guides KW - Guides to information KW - Pedestrian safety KW - Zones UR - http://ntl.bts.gov/lib/30000/30500/30500/808742.pdf UR - https://trid.trb.org/view/538316 ER - TY - RPRT AN - 00753941 AU - National Highway Traffic Safety Administration TI - AUTO THEFT AND RECOVERY: EFFECTS OF THE ANTI CAR THEFT ACT OF 1992 AND THE MOTOR VEHICLE THEFT LAW ENFORCEMENT ACT OF 1984. REPORT TO THE CONGRESS PY - 1998/07 SP - 164 p. AB - In 1984, Congress enacted the Motor Vehicle Theft Law Enforcement Act in order to reduce the incidence of motor vehicle thefts and facilitate the tracing and recovery of stolen motor vehicles and parts from stolen vehicles. The Department of Transportation (DOT) implemented the 1984 Act by issuing the Federal Motor Vehicle Theft Prevention Standard, which requires manufacturers of designated high theft passenger car lines to inscribe or affix the Vehicle Identification Number (VIN) onto the engine, the transmission, and 12 major body parts. As an alternative to parts marking, manufacturers could choose to install antitheft devices as standard equipment on a limited number of those lines. The high-theft car lines were designated in 1985, and actual parts marking began with model year 1987. In 1991, the National Highway Traffic Safety Administration (NHTSA) presented a report to the Congress assessing the auto theft problem in the U.S. and, in particular, attempting to evaluate parts marking. In 1991-92, motor vehicle theft was still a large problem. In search of stronger remedies, and in response to DOT recommendations and other information, Congress enacted the Anti Car Theft Act of 1992. The 1992 Act requires the DOT to provide a report to the Congress updating the findings of the 1991 report and evaluating the effects of the 1984 and 1992 Acts. As a first step, the DOT published a Preliminary Report for public review and issued a notice in the Federal Register on June 26, 1997 announcing a 45-day opportunity for public comment. Comments received have been summarized and discussed as part of this Report to the Congress. The goals of this report are: To update the detailed statistics on motor vehicle theft and recovery presented in the 1991 report; To revisit the evaluation of parts marking and antitheft devices, now that extensive data are available on the theft experience of cars with those remedies; and To evaluate other provisions of the 1992 Anti Car Theft Act and the 1984 Act, focusing on changes that have occurred since the 1991 report. KW - Anti Car Theft Act of 1992 KW - Antitheft devices KW - Effectiveness KW - Measures of effectiveness KW - Motor Vehicle Theft Law Enforcement Act of 1984 KW - Motor vehicles KW - Recovery KW - Security KW - Statistics KW - Theft KW - Vehicle identification numbers KW - Vehicle theft UR - https://trid.trb.org/view/536705 ER - TY - RPRT AN - 00796206 AU - Bogard, S AU - Fancher, P AU - Ervin, R AU - Hagan, M AU - Bareket, Z AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - PERFORMANCE OF A STRING OR CLUSTER OF ACC-EQUIPPED CARS PY - 1998/06 SP - 17 p. AB - This report is one element of a cooperative agreement between NHTSA and UMTRI entitled Intelligent Cruise Control (ICC) Field Operations Test (FOT). It addresses the operation of a serial string or dense cluster of passenger cars equipped with a new automotive technology called adaptive cruise control (ACC). The string or cluster conditions are expected to arise commonly on public roadways in the future if ACC reaches high levels of penetration in the vehicle population. This report presents results derived from a very limited experimental study of string and cluster operations, as enabled by the availability of vehicles equipped with ACC systems after their use in an extensive field operational test. The experiments involved a naturalistic traffic setting but a contrived procedure for inserting a dense grouping of ACC-equipped vehicles within the traffic stream. This work also served as a probing attempt to evaluate the impact of multiple ACC-equipped vehicles on such general issues as safety, traffic flow, and interference with unequipped vehicles. Conclusions from this activity pertain both to the issue of test methodology and to the long term impacts of ACC on traffic operation. KW - Cluster analysis KW - Cruise control KW - Field tests KW - Headways KW - Intelligent control systems KW - Test procedures KW - Traffic control KW - Traffic flow KW - Traffic platooning KW - Traffic volume UR - https://trid.trb.org/view/654350 ER - TY - RPRT AN - 00765937 AU - Rains, G C AU - Van Voorhis, M A AU - National Highway Traffic Safety Administration TI - QUASI-STATIC AND DYNAMIC ROOF CRUSH TESTING PY - 1998/06 SP - 127 p. AB - A study was conducted at the Vehicle Research and Test Center to investigate roof crush resistance in passenger vehicles. The objective was to determine the correlation between roof crush performance measured quasi-statically and dynamically. Currently, FMVSS No. 216 sets requirements for roof crush resistance using a quasi-static load applied to the vehicle roof. This load application is not representative of real-world loading rates of roof structures in a rollover collision. A series of tests comparing quasi-static roof loading versus dynamic roof loading was conducted to determine how static and dynamic tests can be correlated and if static test can be transformed to a dynamically equivalent result. Nine vehicles were selected for the quasi-static tests. Subsets of this group were subjected to 1) FMVSS 216 test procedure, 2) incremental crush testing, and 3) modified crush angle (roll and pitch). Each vehicle was then ranked for performance, based on roof strength and stiffness. Based on the roof structure performance of the quasi-static tests, six vehicles were tested by dropping them on their roofs (dynamic drop test). Dynamic force vs. crush and energy vs. crush were plotted. The slope of the dynamic energy vs. crush plots were compared to the static tests. The slopes of the dynamic test were 1.1 to 1.6 times the static crush slopes for all six vehicles. A multiple regression of static and dynamic testing was performed to develop an equation for predicting a dynamic energy slope from static data. The equation had a correlation coefficient of 0.94. To validate the equation, another vehicle was selected and the vehicle roof crushed quasi-statically. The equation was then used to predict the dynamic performance. The same vehicle type was then drop tested at two drop heights to obtain actual dynamic roof crush data. An 8% and a 17% error for the lower and higher drop heights, respectively, were found in the predicted dynamic energy slope. KW - Correlation analysis KW - Crushing KW - Dynamic tests KW - Equations KW - Error analysis KW - Federal Motor Vehicle Safety Standards KW - FMVSS 216 KW - Multiple regression analysis KW - Roofs KW - Static tests KW - Vehicle tests UR - http://ntl.bts.gov/lib/21000/21800/21838/PB99144008.pdf UR - https://trid.trb.org/view/502400 ER - TY - JOUR AN - 00757858 JO - Transporter PB - Federal Highway Administration AU - Federal Highway Administration TI - SECRETARY SLATER ANNOUNCES PARTNERSHIP TO COMBAT RED LIGHT RUNNING PY - 1998/06 SP - 1 p. AB - On April 30, Transportation Secretary Rodney E. Slater announced a new partnership with the Chrysler Corporation and the American Trauma Society (ATS) to combat red light running (RLR) which is a major reason why more than 8,000 people are killed annually in crashes at intersections. FHWA provides participating sites an RLR Strategic Planning Guide, camera-ready print materials, and broadcast quality Public Service Announcements. The ATS members will dedicate trauma center staff and resources. The Chrysler Corporation will dedicate the services of their public relations firm and provide RLR materials. KW - Fatalities KW - Intersections KW - Partnerships KW - Public information programs KW - Red light running KW - Traffic crashes KW - Traffic safety KW - Traffic violators UR - https://trid.trb.org/view/542200 ER - TY - JOUR AN - 00757838 JO - Popular Science PB - Times Mirror Magazines, Incorporated AU - Sherman, D AU - Times Mirror Magazines, Incorporated TI - THE ABCS OF ABS PY - 1998/06 VL - 252 IS - 6 SP - p. 75-79 AB - Does antilock braking really work as advertised? Exactly what are its capabilities and drawbacks? To find out, Popular Science took two representative ABS-equipped cars (a Honda Accord and a Ford Explorer) to Michigan's upper peninsula to study the system in a broad range of winter-driving exercises. Based on how the cars reacted to a wide-ranging variety of conditions, the testing provided a dramatic demonstration of how well antilock braking works. Both vehicles were modified to permit switching their antilock systems on and off. Tests with and without the system were conducted on four cold-climate surfaces: asphalt, packed snow, glare ice, and a split-traction course with dry pavement under the wheels on one side of the vehicle and ice under the other set. This articles discusses the results of the tests. KW - Antilock brake systems KW - Antilock brake systems KW - Automated vehicle control KW - Brake tests KW - Brakes KW - Driving KW - Field tests KW - Stopping KW - Vehicle tests KW - Winter UR - https://trid.trb.org/view/542181 ER - TY - JOUR AN - 00757839 JO - Car and Travel PB - AAA Potomac AU - Younger, J D AU - AAA Potomac TI - STRAIGHT ANSWERS ABOUT AIRBAG SWITCHES PY - 1998/06 VL - 4 IS - 3 SP - p. 8-9 AB - On January 19, 1998, the National Highway Traffic Safety Administration (NHTSA) began allowing some motorists to install on-off switches for their airbags. The change in federal safety rules came in response to increased concerns about the safety of airbags for children and shorter-than-average adults. This article answers some frequently asked questions about airbag switches, in order to help with this critical safety choice. The questions includes: 1. Am I eligible to get a switch? 2. I'm shorter than average. Is getting an on-off switch the only way to reduce my risk? 3. How do the switches work? 4. Where can I apply for a switch? 5. Where can I get a switch installed? 6. Will installing an airbag switch affect other systems on the car? KW - Adults KW - Air bags KW - Children KW - Human body size KW - Occupant restraint KW - Occupant vehicle interface KW - On-off switches KW - Restraint systems KW - Seat belts KW - Shorter adults KW - Traffic safety KW - Vehicle safety UR - https://trid.trb.org/view/542182 ER - TY - RPRT AN - 00757820 AU - U.S. General Accounting Office TI - AIR POLLUTION: DELAYS IN MOTOR VEHICLE PROGRAMS JEOPARDIZE ATTAINMENT OF THE OZONE STANDARD PY - 1998/06 SP - 39 p. AB - Title I of the Clean Air Act Amendments of 1990 requires the states with the most serious ozone and carbon monoxide problems - 23 states have been identified - to implement enhanced inspection and maintenance (I&M) programs to reduce the emissions from motor vehicles by November, 1992. The Environmental Protection Agency (EPA) postponed the required implementation date until January 1995. Because of concerns about the implementation of the enhanced I&M programs, the General Accounting Office was asked to determine the status of the states' programs. Specifically, they examined (1) the progress made by the 23 states that are required to implement enhanced I&M programs, and (2) the impact that delays in implementing enhanced I&M programs may have on the states' ability to comply with the national air quality standard for ozone. Briefly, results indicate that two of the 23 states had begun testing vehicles by the January 1995 deadline that EPA set for implementing enhanced inspection and maintenance programs, and 12 had begun testing vehicles as of April 1998. The delays in implementing enhanced inspection and maintenance programs have jeopardized the states' ability to meet the deadlines for attaining the national ozone standard. KW - Air pollution KW - Air quality KW - Clean Air Act Amendments KW - Clean air act amendments 1990 KW - Delays KW - Emissions testing KW - Environmental protection KW - Exhaust gases KW - Inspection KW - Motor vehicle inspection KW - Motor vehicles KW - Ozone KW - Standards KW - Tests KW - Traffic delays UR - https://trid.trb.org/view/538325 ER - TY - RPRT AN - 00756368 AU - Campbell, K L AU - Lang, S W AU - SMITH, M C AU - University of Michigan Transportation Research Institute AU - Science Applications International Corporation AU - Federal Highway Administration TI - ELECTRONIC RECORDER STUDY PY - 1998/06 SP - 127 p. AB - Information on the current use of electronic recorders (ERs) and opinions on mandatory electronic recorder use was obtained from truck and bus fleets and owner operators through the cooperation of several trucking industry associations. This study does not address the relationship of electronic recorders to compliance with hours of service (HOS), nor the relationship of compliance with HOS to fatigue or safety. Due to the low response rate (12%), the results cannot be considered as representative of the larger population of fleets and trucks. One-third or more of responding National Private Truck Council (NPTC) members, and large private and for-hire fleets used electronic recorders, although only about half were equipped with the HOS function. There is a clear pattern, evident in the responses received and the 1992 TIUS data, of increasing ER use with larger fleets. ER use ranges from 0 to only a few percent in small truck fleets, among owner operators and in bus fleets. Use of electronic recorders to maintain HOS records saved drivers 20 minutes per day in comparison to paper logbooks, based on the median difference. Administrative personnel saved 20 minutes per driver per month using electronic recorders. These results should not be considered representative of the national population due to the low response rate and small sample size. The association between fleet size and the use of electronic recorders appears to be an important issue. Based on the 1996 MCMIS data, 90% of all carriers operate less than 9 trucks. There is no evidence that ERs are cost effective in small fleets. The overwhelming view of fleets of all sizes is that mandatory use of electronic recorders would require an excessive expenditure for minimal benefits. KW - Buses KW - Electronic recorders KW - Electronics KW - Fleet management KW - Fleets KW - Hours of labor KW - Motor carriers KW - Recording instruments KW - Service time KW - Size KW - Trucks UR - http://ntl.bts.gov/lib/21000/21300/21326/PB99111866.pdf UR - https://trid.trb.org/view/537643 ER - TY - RPRT AN - 00756358 AU - Nowakowski, C AU - Green, P AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor TI - MAP DESIGN: AN ON-THE-ROAD EVALUATION OF THE TIME TO READ ELECTRONIC NAVIGATION DISPLAYS PY - 1998/06 SP - 121 p. AB - This report covers the third of four experiments examining the time to read electronic maps while driving. Three factors were varied: (1) the number of streets displayed (12 street and 24 street maps), (2) the street label text size (10, 12, and 14 point), and (3) the time of day (day vs. night driving). Sixteen drivers (ages 18-30 and >65, both men and women) drove a test vehicle on public roads. Subjects were given three tasks while driving: (1) find the name of the street being driven, (2) find the name of a cross street ahead, and (3) find the location of a particular street on the map. The largest effect was age which increased task response times by 40 to 80%. Each additional labeled street increased the response time by 7 to 140 ms depending on the task (up to 30%). Using 14 point reduced response time by 200 ms (up to 10%). Subjective ratings by the drivers revealed uneasiness about their ability to drive safely when the task required more than 5 seconds to complete. To avoid this discomfort, using 14 point text and no more than 12 labeled streets is recommended. Further, the average response times from on-the-road were within 15% of the mean for the same task in a previous simulator experiment. The pattern of results (factors significant, their relative impact) were also similar, validating the simulator results. KW - Age KW - Design KW - Displays KW - Driver/vehicle interaction KW - Electronic navigation KW - Evaluation KW - Gender KW - Human machine systems KW - Information display systems KW - Intelligent transportation systems KW - Maps KW - Navigation systems KW - Number of streets KW - Periods of the day KW - Reading KW - Route guidance KW - Text size KW - Time UR - http://www.umich.edu/~driving/publications/UMTRI-98-4.pdf UR - http://ntl.bts.gov/lib/20000/20800/20812/PB98151327.pdf UR - https://trid.trb.org/view/537632 ER - TY - RPRT AN - 00756350 AU - Flannagan, M J AU - Sivak, M AU - Traube, E C AU - University of Michigan Transportation Research Institute AU - American Automobile Manufacturers Association TI - PHOTOMETRIC REQUIREMENTS FOR SIGNAL LAMPS USING INNOVATIVE LIGHT SOURCES: UPDATING REQUIREMENTS BASED ON LIGHTED SECTIONS PY - 1998/06 SP - 48 p. AB - Current photometric requirements for some signal lamps in the U.S. are based on the number of "lighted sections" that comprise the lamp. Intensity requirements are somewhat higher for lamps with more sections, partially adjusting for the presumably larger lighted area of a lamp with more sections, and thereby establishing some control of luminance. The number of sections is used as a proxy for area, based on the assumptions that lamps will be constructed with optical units of a certain approximate size, each with a single incandescent bulb of relatively high candle power. However, recently there has been growing interest in, and in some cases use of, a greater variety of sources for signal lamps, including LEDs, neon tubes, miniature halogen bulbs, and distributive lighting sources. The relationship between number of lighted sections and surface area that could be assumed for lamps with relatively large incandescent bulbs cannot be extended to the new sources. Therefore the way in which photometric standards address the areas or luminances of signal lamps must be reassessed. This document reviews the existing research that is relevant to the roles of lighted sections and area in signal-lamp performance, presents the findings from a new experiment, and offers tentative recommendations about how to update the lighted-section photometric requirements for new light sources. The available evidence suggests that, although references to lighted sections should be replaced by something more broadly applicable to a variety of sources, something similar to the spirit of the current requirements should be retained (i.e., primary emphasis on control of intensity but with some recognition of area and luminance). One major alternative would be to abandon control of area and luminance entirely, regulating lamps only in terms of intensity. This would be an extremely flexible approach that would allow maximum innovation in the use of new technologies, and it would continue to insure control of the most important aspect of signal lamps (intensity). However, the current evidence does not support a complete elimination of area and luminance control. The authors recommend that the concept of a lighted section in the current regulations be replaced by a standard area, with a tentative value being 225 cm squared. KW - Areas KW - Intensity KW - Luminance KW - Photometry KW - Sections KW - Signal face KW - Standards KW - Taillamps KW - Turn signals UR - https://trid.trb.org/view/537624 ER - TY - RPRT AN - 00756349 AU - Rumar, K AU - University of Michigan Transportation Research Institute TI - VEHICLE LIGHTING AND THE AGING POPULATION PY - 1998/06 SP - 95 p. AB - Old drivers and old road users in general, have high injury and fatality rates in road traffic. Furthermore, the proportion of old road users and old drivers will increase rapidly during the coming decades. Night travel has proven most difficult for old persons. The purpose of this study was to analyze this situation from the vehicle lighting point of view in order to propose vehicle lighting improvements that could be of special benefit to old road users. A literature review of current knowledge concerning age, visual performance, and accident involvement was carried out. This was followed by an analysis of the present vehicle lighting problems. Based on the results from these analyses, a number of proposals for improvements were presented. The main proposals concerning illumination systems are as follows: more illumination to increase visibility in spite of higher glare, wider illumination to improve road guidance, a softer cut-off to decrease aiming sensitivity, and keeping headlights clean and correctly aimed. The main proposals concerning signaling and marking lights are the following: two intensity levels (for day and night), small, high-mounted turn signals, and higher light-source reliability. Mandatory daytime running lights are proposed. Interior lighting should be improved in a number of aspects. All of these proposed improvements should be beneficial not only for old drivers, but also for other drivers. Finally, the visibility and safety effects are estimated, research needs are pointed out, and technical and economic problems are discussed. KW - Aged KW - Aged drivers KW - Aging KW - Daytime running lamps KW - Driver performance KW - Fatalities KW - Headlamps KW - Improvements KW - Injuries KW - Performance KW - Population KW - Signal lights KW - Traffic crashes KW - Travelers KW - Vehicle compartments KW - Vehicle interiors KW - Vehicle lighting KW - Visual UR - https://trid.trb.org/view/537623 ER - TY - RPRT AN - 00756348 AU - Moore, D W AU - University of Michigan Transportation Research Institute TI - HEADLAMP HISTORY AND HARMONIZATION PY - 1998/06 SP - 25 p. AB - This report describes the development of automobile headlamps. The major topics covered include the following: the reasons for the emergence and use of different light sources, headlamp materials, optical controls, and aiming methods; differences between U.S. and European headlamp practices; evolution of regulatory beam-pattern requirements; and harmonization activities. KW - Beam-pattern KW - Europe KW - Headlamp aiming KW - Headlamps KW - History KW - Light KW - Light sources KW - Materials KW - Optical controls KW - Regulations KW - United States UR - https://trid.trb.org/view/537622 ER - TY - RPRT AN - 00975877 AU - Hendricks, D AU - Scheifflee, T AU - PAGE, J AU - Bellis, E AU - Calspan Corporation TI - ANALYSIS OF UNTRIPPED ROLLOVERS PY - 1998/05/15 SP - 76 p. AB - The National Highway Traffic Safety Administration (NHTSA) has indicated that untripped rollover crashes were a "small but significant portion of the rollover crash problem (approximately 8% of all rollovers)" and that the public "perceives on-road, untripped rollovers to be egregious." The American Automobile Manufacturers Association (AAMA) did not believe that untripped rollovers comprised the proportion of rollover events specified by NHTSA and further believed that to address crashes of this type, additional information describing crash circumstances was required. This report examines the data file utilized by NHTSA to establish the relative proportion of untripped rollovers. The National Automotive Sampling System (NASS) data file contained 267 untripped rollovers for the data collection years 1992 through 1996. The accuracy of the coded information was examined and the situational factors and crash circumstances associated with cases that were determined to be untripped rollovers were documented. A subsample of tripped rollover crashes was examined to determine coding accuracy for these events. NASS hard copy case reports were examined at the storage facility in Arlington, Virginia. All of the data recorded by the on-site team were subsequently entered into a computerized database. This report documents the results of the clinical analysis sequence, utilizing tabulations of coded material contained in the database. Where relevant, interpretations of specific findings by the on-site team are also provided. Briefly, the team found that of the 267 cases, 160 cases were reassigned to other rollover categories. A random sample of 100 cases listed as trip-over events found 3 that should have been designated as turn-over (untripped rollover) events. Thus, the total number of cases discussed in this report is 270 with 160 of these cases changed to non-turn-over events and 110 cases retained as turn-over events. KW - Accuracy KW - Crash characteristics KW - National Automotive Sampling System KW - Rollover crashes KW - Statistics UR - https://trid.trb.org/view/702658 ER - TY - RPRT AN - 00798227 AU - Wilson, T AU - MILLER, S AU - Burns, M AU - Chase, C AU - TAYLOR, D AU - Butler, W AU - MCGEHEE, D V AU - Dingus, T A AU - National Highway Traffic Safety Administration TI - LIGHT VEHICLE FORWARD-LOOKING, REAR-END COLLISION WARNING SYSTEM PERFORMANCE GUIDELINES PY - 1998/05 SP - 145 p. AB - This document presents performance guidelines for the design and development of forward looking, rear-end, collision warning systems to improve vehicular safety by eliminating or mitigating vehicular rear-end collisions through driver notification or warning. All aspects of performance are addressed including general system requirements, driver/vehicle interface methodology, collision dynamics, standardized testing and estimation of associated benefits. These guidelines are intended to be used by manufacturers and developers of vehicular based forward-looking, rear-end collision warning systems as a tool to: 1) standardize system requirements, 2) standardize driver interface and control among systems developed by different manufacturers and, 3) standardize testing to be used in verifying proper system operation. KW - Crash avoidance systems KW - Guidelines KW - Intelligent transportation systems KW - Light vehicles KW - Performance KW - Rear end crashes KW - Warning systems UR - https://trid.trb.org/view/655215 ER - TY - RPRT AN - 00757873 AU - Blower, D AU - Pettis, L AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - TRUCKS INVOLVED IN FATAL ACCIDENTS, CODEBOOK 1996 PY - 1998/05 SP - 129 p. AB - This report provides one-way frequencies for all the vehicles in UMTRI's file of Trucks Involved in Fatal Accidents, 1996. The TIFA database provides coverage of all medium and heavy trucks recorded in the Fatal Accident Reporting Systems (FARS) file. TIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the truck from the TIFA survey. Some sampling was done in selecting cases for the file. All cases in which the truck driver was killed were sampled with certainty. All cases occurring in Michigan were taken with certainty. Half the cases where the FARS body type and vehicle trailering variables indicated the vehicle was a straight truck with no trailer or a tractor with one trailer were taken. All other cases coded as a truck in the FARS body type variable were taken. KW - Data KW - Fatal Accident Reporting System KW - Fatalities KW - Frequency (Electromagnetism) KW - Heavy duty trucks KW - Medium trucks KW - Sampling KW - Truck crashes UR - http://www.umtri.umich.edu/content/TIFA1996.pdf UR - https://trid.trb.org/view/538404 ER - TY - RPRT AN - 00757863 AU - National Highway Traffic Safety Administration TI - EMS AGENDA FOR THE FUTURE PY - 1998/05 SP - 2 p. AB - This sheet discuses The EMS Agenda for the Future, which unites the efforts of the full range of professionals involved in the delivery of emergency medical care -- paramedics, emergency medical technicians, physicians, nurses, and government official -- in a common mission to deliver the best possible care; and The EMS Agenda for the Future Implementation Plan. The Agenda envisions an EMS system that is integrated with the health care system, proactive in improving community health, funded for service to the community, and accessible through both conventional landline phones and wireless phones. It is built on the principal that EMS serves as the community safety net, catching the sick and injured who fall between the cracks of our social support systems. The Agenda's Implementation Plan focuses on three stages for realizing the vision of EMS: 1. build bridges between EMS and other components of the community health care system; 2. create an infrastructure to support streamlined public access and rapid delivery of emergency care; and 3. develop new tools and resources that allow EMS professionals to build the 21st century EMS system. KW - Emergency medical services KW - Emergency medical technicians KW - Health care KW - Health care delivery KW - Implementation KW - Infrastructure KW - Natural resources KW - Telephone UR - https://trid.trb.org/view/538391 ER - TY - RPRT AN - 00751067 AU - Moore, M A AU - Alaska Department of Health and Social Services AU - National Highway Traffic Safety Administration TI - COMPARISON OF YOUNG AND ADULT DRIVER CRASHES IN ALASKA USING LINKED TRAFFIC CRASH AND HOSPITAL DATA PY - 1998/05 SP - 18 p. AB - This report describes the most serious young driver crashes in Alaska for the period 1991 through 1995. Rates, characteristics, and medical and financial outcomes of young driver crashes are compared with that of adult driver crashes. This research project demonstrates the usefulness of data linkage in crash research. Using the Mini-Crash Outcome Data Evaluation System (MINICODES), trauma registry hospital discharge data were linked with traffic crash records. The data were analyzed to compare drovers aged 16-20 with drivers aged 21-50 who were involved in a crash resulting in the hospitalization or death of a crash victim. The CrashCost Program was used to estimate costs associated with young driver crashes for the five years. Young drivers were 2.9 times more likely than adult drivers to be involved in crashes that resulted in the hospitalization of a crash victim, and 2.6 times more likely to be involved in a crash involving a fatality. Human factors were recorded as contributing factors for 68.2% of the young drivers, compared with 55.5% of the adult drivers (p<.0001). The highest hospital charges averages were those incurred by the victims of motorcycle crashes. Total costs associated with the young driver crashes were estimated to be over $300 million, which resulted in a cost per young licensed driver that was 3.4 times the cost per adult licensed driver. KW - Accident costs KW - Adolescents KW - Adult drivers KW - Adults KW - Alaska KW - Alternatives analysis KW - Contributing factors KW - Costs KW - Crash data KW - Crash rates KW - Crashes KW - Drivers KW - Fatalities KW - Human factors KW - Injury severity KW - Medical records KW - Motorcycle crashes KW - Statistics KW - Teenage drivers UR - http://dhss.alaska.gov/dph/Chronic/Documents/InjuryPrevention/documents/AK%20Crash%20Study.PDF UR - https://trid.trb.org/view/484609 ER - TY - SER AN - 00750020 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - INCREASING SEAT BELT USE AMONG PART TIME USERS PY - 1998/05 IS - 177 SP - 2 p. AB - To increase the national seat belt usage rate, getting part time users to use seat belts full time may be more effective than transforming non-users into users. The National Highway Traffic Safety Administration (NHTSA) sponsored a study to identify strategies to accomplish this objective. "Increasing Seat Belt Use Among Part Time Users: Messages and Strategies" is a guide for safety professionals who develop and implement multi-faceted campaigns using appropriate messages and communication strategies. Information for the guide comes from a series of focus groups conducted with young males and females, ages 16-20 and 25-34, who acknowledged that they wore their seat belts only part of the time. This technical bulletin presents some of the findings from this report. These findings concern risk perception, in-vehicle reminders, unsafe driving, children as motivators, monetary incentives, the ineffectiveness of economic costs and statistics, and getting the message to the right audience. KW - Children KW - Driver information systems KW - Driver perception KW - Drivers KW - Guidelines KW - Hazards KW - High risk drivers KW - Incentives KW - Motivation KW - Part-time users KW - Perception KW - Promotion KW - Risk assessment KW - Route guidance KW - Seat belt usage KW - Seat belts UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=8ed5dbd4828bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1998&overrideViewName=Report UR - https://trid.trb.org/view/486721 ER - TY - SER AN - 00750021 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - SURVEY FINDS THAT CHILDREN ARE BEING MOVED OUT OF CAR SEATS AND INTO ADULT SEAT BELTS TOO SOON PY - 1998/05 IS - 178 SP - 2 p. AB - Between November 1996 and January 1997, the National Highway Traffic Safety Administration (NHTSA) conducted a national telephone survey of the public who were age 16 and older to ask about child safety seat issues and other issues. This technical bulletin reports some of the findings concerning child safety seat issues. While NHTSA recommends that the safety restraint system should be the one appropriate for a child's size, the survey suggests that children are being moved from car seats to seat belts prematurely. The survey questioned a subgroup of drivers about the restraints they use for young children under age 6 riding with them as passengers. While almost all infants (96%) under 20 lb (9 kg) were said to be in their car seats all of the time, this drops to 86% for those 20-29 lb (9-13 kg) and then to 68% for those 30-39 lb (13.6-17.7 kg). Only 29% of children weighing 40 lb (18 kg) or more were in car seats all the time. Children who were not placed in car seats all the time usually never used car seats. Almost all these children reportedly wore seat belts all the time (92%). Seat belts, however, generally will not fit a child appropriately until the child is larger. Other findings concern placing the car seat in the back seat (where it's safest), reasons for not putting a child in a car seat, and support for enforcement of car seat laws. KW - Age KW - Child restraint systems KW - Children KW - Data collection KW - Law enforcement KW - Rear seats KW - Seat belts KW - Surveys KW - Weight UR - http://www.nhtsa.dot.gov/portal/site/nhtsa/template.MAXIMIZE/menuitem.935ae205e29ac00baff82410dba046a0/?javax.portlet.tpst=0f20ab7a9032b29e6be0955e1891ef9a_ws_MX&javax.portlet.prp_0f20ab7a9032b29e6be0955e1891ef9a_viewID=detail_view&itemID=af23dbd4828bff00VgnVCM1000002c567798RCRD&orderTrafficTechSelect=3D&trafficTechYearSelect=1998&overrideViewName=Report UR - https://trid.trb.org/view/486722 ER - TY - RPRT AN - 00819631 AU - Phen, R L AU - Dowdy, M W AU - Ebbeler, D H AU - Kim, E-H AU - Moore, N R AU - VanZandt, T R AU - National Highway Traffic Safety Administration AU - National Aeronautics and Space Administration AU - Jet Propulsion Laboratory TI - ADVANCED AIR BAG TECHNOLOGY ASSESSMENT PY - 1998/04 SP - v.p. AB - Since automobile air bags were developed, both experts and the public have become increasingly concerned about deployment-induced injuries and fatalities. Deploying air bags in relatively low speed crashes have killed 49 children and 38 adults between 1990 and October 31, 1997; 14 of the adults were small-statured females. The fact that an automobile safety system is causing fatalities and injuries has heightened the effort to seek solutions to it. The primary objective of this study was to identify and characterize advanced air bag technology that effectively protects occupants while eliminating the adverse effects of air bag deployment during frontal crashes--particularly on children, small adults, and the elderly--and recommend technology development needs. A secondary objective was to identify and characterize advanced air bag technology for protecting occupants from a variety of crash scenarios, and recommend technology development needs. KW - Adults KW - Aged KW - Air bag deployment KW - Air bags KW - Children KW - Deployment KW - Fatalities KW - Females KW - Injuries KW - Occupant protection devices KW - Safety KW - Small adults KW - Technological innovations KW - Technology KW - Technology assessment KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/691932 ER - TY - RPRT AN - 00789790 AU - DINGES, D F AU - Mallis, M M AU - Maislin, G AU - Powell, J W AU - National Highway Traffic Safety Administration TI - EVALUATION OF TECHNIQUES FOR OCULAR MEASUREMENT AS AN INDEX OF FATIGUE AND THE BASIS FOR ALERTNESS MANAGEMENT PY - 1998/04 SP - 113 p. AB - This final report establishes the scientific validity of the ocular measure "Perclose" as a generally useful and reliable index of lapses in visual attention, i.e., the percentage of eyelid closure over the pupil. Perclose was previously specified as a relevant measure of drowsiness in several driving simulator studies (NHTSA Final Report HS-808 640; TRIS 00745689). In the present research, further validation of Perclose was established among other measures, in a controlled sleep deprivation study, using a well-known psychophysical index of lapses in visual attention, i.e., Psychomotor Vigilance Task (PVT). The present study provides the scientific and practical basis to relate real-time lapses in visual attention to over-the-road driving performance. KW - Alertness KW - Attention lapses KW - Drivers KW - Driving simulators KW - Drowsiness KW - Fatigue (Physiological condition) KW - Human subject testing KW - Impaired drivers KW - Measuring methods KW - Perclose KW - Psychomotor vigilance task KW - Psychophysics KW - Sleep deprivation KW - Validation KW - Vigilance UR - http://ntl.bts.gov/lib/21000/21900/21955/PB99150237.pdf UR - https://trid.trb.org/view/647942 ER - TY - JOUR AN - 00757859 JO - Maryland EMS News PB - MIEMSS AU - MIEMSS TI - CHILD SAFETY SEATS: CORRECT USE DETERMINES EFFECTIVENESS PY - 1998/04 VL - 24 IS - 4 SP - 2 p. AB - Child safety seats, when used correctly, can reduce fatalities of children less than 5 years of age, who are involved in traffic accidents, by 71%. This article describes how, and for whom, to use rear facing seats, forward facing car seats, booster seats, and seat belts. The authors discuss correct positioning of car seats, and correct fit, and proper installation. They emphasize thorough reading of the vehicle's owner's manual and the instructions for their child safety seat. The article also displays a child safety checklist, a helpful aid for parents. KW - Booster seats KW - Child restraint systems KW - Child safety KW - Child seat belts KW - Children KW - Fatalities KW - Forward facing safety seats KW - Passenger safety KW - Passengers KW - Rear facing safety seats KW - Safety KW - Traffic crashes KW - Transportation safety UR - https://trid.trb.org/view/542201 ER - TY - JOUR AN - 00757840 JO - Research Note PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - SAFETY ISSUES FOR VEHICLES ADAPTED FOR USE BY PERSONS WITH DISABILITIES PY - 1998/04 SP - 2 p. AB - Many persons with disabilities need specific types of modifications made to and/or adaptive equipment added to their motor vehicles to meet their transportation needs. The number of vehicles with adaptive equipment is expected to continue to increase as the U.S. population ages and as access to employment, travel, and recreation continues to improve for persons with disabilities, as a result of the Americans with Disabilities Act of 1990. To guide agency research in this area, NHTSA began soliciting information on potential safety issues for users of adapted vehicles via the NHTSA Internet site in 1997. Users (drivers and passengers) of vehicles with adaptive equipment were invited to complete a brief questionnaire on the type of vehicle modified for use and the equipment and/or modification(s) in use. They were also asked to make an assessment of the safety of the modified vehicle. This Research Note summarizes the questionnaire responses to date. KW - Adaptive equipment (Disabled persons) KW - Americans with Disabilities Act KW - Automobiles by type KW - Disabled drivers KW - Disabled people KW - Equipment KW - Persons with disabilities KW - Questionnaires KW - Vehicle safety KW - Vehicle type UR - http://ntl.bts.gov/lib/000/800/807/00327.pdf UR - http://ntl.bts.gov/lib/20000/20900/20996/PB98163710.pdf UR - https://trid.trb.org/view/542183 ER - TY - CONF AN - 00757809 AU - National Highway Traffic Safety Administration AU - Transport Canada TI - TECHNICAL AGENDA OF THE 16TH INTERNATIONAL TECHNICAL CONFERENCE ON THE ENHANCED SAFETY OF VEHICLES PY - 1998/04 SP - 29p AB - This report contains presentations, oral and written, on enhanced vehicle safety. The oral presentations are divided among 11 sessions and include the following topics: advanced frontal and offset frontal protection; intelligent transportation systems (ITS) collision avoidance systems; vehicle compatibility; truck and bus safety, and fuel system integrity; advanced air bag technology; data collection, analysis and linkage; biomechanics - injury criteria and test procedures; side impact protection and upper interior head protection; biomechanics - dummy development and computer modeling; pedestrian, child restraints, and motorcycle safety; and new car assessment programs. This report also includes status reports on the International Harmonized Research Activities, on the following topics: advanced offset frontal crash protection; intelligent transportation systems (ITS); vehicle compatibility; biomechanics research; and pedestrian safety impact protection. Poster presentations and written papers are also listed. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Air bags KW - Assessments KW - Automobiles KW - Biophysics KW - Bus safety KW - Computer models KW - Conferences KW - Crash avoidance systems KW - Crashworthiness KW - Data analysis KW - Data collection KW - Data communications KW - Data links KW - Dummies KW - Front seat occupants KW - Frontal crashes KW - Fuel systems KW - Head KW - Head protection KW - Injuries KW - Intelligent transportation systems KW - Mathematical analysis KW - Motorcycle safety KW - Motorcycles KW - Motorcycling KW - New cars KW - Occupant protection KW - Occupant protection devices KW - Pedestrian safety KW - Side crashes KW - Truck safety KW - Vehicle safety KW - Vehicular safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/16th/ UR - https://trid.trb.org/view/542163 ER - TY - RPRT AN - 00757810 AU - Williszowski, C H AU - Lacey, J H AU - Jones, R K AU - MARCHETTI, L M AU - Smith, E J AU - Mid America Research Institute AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - DEVELOP AND TEST MESSAGES TO DETER DRINKING AND DRIVING PY - 1998/04 SP - 67 p. AB - This document summarizes the results of a study which developed pilot media messages to support and/or encourage anti-DWI norms. The target audience for these messages was individuals 18-25 years of age. Initially, focus groups were held in the Boston and San Diego areas with 65 members of the target audience to discuss current social norms, to identify attitudes and behaviors concerning drinking and/or driving after drinking among the target group, and to clarify messages or concepts which would have the highest chances of impacting this group. Next, messages were developed around "consequences" and "intervention" themes, the two themes which the focus group participants and the authors' research indicated were likely to have the best chance of changing behavioral norms. Three pilot messages were developed for each theme. A total of 495 members of the target audience in Overland Park, Kansas and Wilmington, North Carolina reviewed these six messages in focus groups and testing paths. The quantitative analyses on data obtained from the testing methods strongly indicated the major variables affecting message effectiveness were the message itself, site and gender. Despite these differences, the same message preference pattern held for both underage (18-20 years) and legal age (21-25 years) drinkers, both genders and both sites, implying that a viable target audience could include all persons ages 18-25. The messages, in storyboard format, are included in this report. KW - Attitudes KW - Behavior KW - Consequences KW - Crash causes KW - Deterrents KW - Driver rehabilitation KW - Drivers KW - Drunk drivers KW - Drunk driving KW - Effectiveness KW - Focus groups KW - Intervention KW - Measures of effectiveness KW - Messages KW - Messages (Communications) KW - Safety KW - Young adults UR - http://ntl.bts.gov/lib/25000/25900/25936/DOT-HS-808-726.pdf UR - https://trid.trb.org/view/538315 ER - TY - RPRT AN - 00757812 AU - Jones, R K AU - Lacey, J H AU - Mid America Research Institute AU - National Highway Traffic Safety Administration TI - ALCOHOL HIGHWAY SAFETY: PROBLEM UPDATE PY - 1998/04 SP - 65 p. AB - This document examines new literature and data on selected alcohol-crash targets or problems that have become available since the November 1989 State of Knowledge review. Specifically, this update addresses research since the 1989 review dealing with characteristics of drinking-drivers and drinking-driving that are associated with increased levels of alcohol-crash risk and/or alcohol-crash incidence. With the exception of NHTSA's Traffic Safety Facts 1996, the cutoff date for literature included in this study was February, 1994. This document contains a description of the methods followed in determining the topics and issues of concern; identifying, acquiring and screening the articles to be reviewed; and a synthesis of the individual reviews. KW - Alcohol use KW - Crash causes KW - Crashes KW - Drunk drivers KW - Drunk driving KW - Guides to the literature KW - Hazards KW - Highway safety KW - Literature reviews KW - Risk assessment UR - http://ntl.bts.gov/lib/20000/20900/20954/PB98160609.pdf UR - http://ntl.bts.gov/lib/25000/25900/25983/DOT-HS-808-743.pdf UR - https://trid.trb.org/view/538317 ER - TY - RPRT AN - 00757805 AU - National Highway Traffic Safety Administration TI - QUESTIONS AND ANSWERS REGARDING ANTILOCK BRAKE SYSTEMS (ABS) PY - 1998/04 SP - 6 p. AB - This pamphlet provides information on antilock brake systems (ABS). It describes how the system works, how to determine whether a vehicle has ABS, how to operate the brakes, stopping distance of ABS, and the purpose of ABS. KW - Antilock brake systems KW - Antilock brake systems KW - Brake performance KW - Braking performance KW - Motor vehicles KW - Operating rules KW - Stopping distances UR - http://www.nhtsa.dot.gov/cars/problems/equipment/absbrakes.html UR - https://trid.trb.org/view/538310 ER - TY - RPRT AN - 00757806 AU - National Highway Traffic Safety Administration AU - Department of Health and Human Services AU - National Institutes of Health TI - DROWSY DRIVING AND AUTOMOBILE CRASHES PY - 1998/04 SP - 38 p. AB - Drowsy driving is a serious problem that leads to thousands of automobile crashes each year. This report, sponsored by the National Center on Sleep Disorders Research (NCSDR) of the National Heart, Lung, and Blood Institute of the National Institutes of Health, and the National Highway Traffic Safety Administration (NHTSA), is designed to provide direction to an NCSDR/NHTSA educational campaign to combat drowsy driving. The report presents the results of a literature review and opinions of the Expert Panel on Driver Fatigue and Sleepiness regarding key issues involved in the problem. The report outlines the following: the biology of human sleep and sleepiness, which physiologically underlies crash risk; common characteristics of crashes related to drowsy driving and sleepiness; risks for crashes attributed to drowsy driving; population groups at highest risk; and effective countermeasures used to prevent drowsy driving and related crashes. KW - Automobile driving KW - Countermeasures KW - Crash characterisitics KW - Crashes KW - Drivers KW - Driving KW - Drowsiness KW - Fatigue (Physiological condition) KW - Population KW - Risk assessment KW - Sleep KW - Traffic crashes KW - Traffic safety UR - http://www.nhlbi.nih.gov/health/prof/sleep/drsy_drv.pdf UR - http://ntl.bts.gov/lib/25000/25900/25989/DOT-HS-808-707.pdf UR - https://trid.trb.org/view/538311 ER - TY - RPRT AN - 00756370 AU - Toyota Motor Corporation TI - THE AUTOMOBILE INDUSTRY: TOYOTA AND THE WORLD, 1998 EDITION PY - 1998/04 SP - 50 p. AB - This publication, by the Toyota Motor Corporation, describes Toyota's business ventures, research activities, marketing and manufacturing practices around the world, its overseas parts supply and after sales service and its business diversification efforts. It also discusses Toyota's globalization activities, its environmental efforts and its contributions to automotive safety. KW - Businesses KW - Development KW - Economic conditions KW - Environmental policy KW - International relations KW - Manufacturing KW - Marketing KW - Research KW - Research and development KW - Toyota Jidosha Kabushiki Kaisha KW - Traffic safety KW - Vehicle safety UR - https://trid.trb.org/view/537645 ER - TY - RPRT AN - 00756351 AU - Sivak, M AU - Flannagan, M J AU - Kojima, S AU - Traube, E C AU - University of Michigan Transportation Research Institute TI - THE INFLUENCE OF LENS HAZE ON HEADLAMP BEAM PATTERNS PY - 1998/04 SP - 31 p. AB - This study investigated changes in headlamp beam patterns as a function of the level of haze in sheets of plastic materials that were inserted in front of either a U.S. or a European low-beam headlamp. The level of haze was measured according to the method required by the U.S. National Highway Safety Administration. This method (ASTM Standard D 1003-92) measures the percentage of transmitted light that deviates from the incident beam through forward scatter by more than 2.5 degrees. The actual effects on the beam pattern were then compared with predictions based on modeling the effects by assuming Gaussian distributions of the scattered light. The main finding is that the predictions for the four different plastic materials tested were neither uniformly accurate nor uniformly inaccurate. This lack of consistency is in agreement with the fact that the ASTM definition of haze does not uniquely specify the distribution of the scattered light. This problem with using the ASTM definition was confirmed by measuring the distributions of light scattering by two materials that had essentially the same ASTM index of haze. The implication of this research is that establishing a justifiable maximum haze level for headlamp lens material would require using a definition of haze that uniquely defines the resultant distribution of the light scatter. Consequently, it is recommended that future research should evaluate the distribution of scattered light using actual materials for headlamp lenses after different lengths of weathering exposure. KW - Beam pattern KW - Glare KW - Lens haze KW - Light scattering KW - Low beamed headlamps KW - Low beamed headlights KW - Physical distribution KW - Plastics KW - Simulation KW - Visibility UR - https://trid.trb.org/view/537625 ER - TY - CONF AN - 00756342 AU - National Highway Traffic Safety Administration AU - Transport Canada TI - ABSTRACTS: SIXTEENTH INTERNATIONAL TECHNICAL CONGRESS ON THE ENHANCED SAFETY OF VEHICLES, THE CLEARY INTERNATIONAL CENTRE, WINDSOR, ONTARIO, CANADA, MAY 31 TO JUNE 4, 1998 PY - 1998/04 SP - 175p AB - This publication contains abstracts of the papers presented at the Sixteenth International Technical Conference on the Enhanced Safety of Vehicles, Windsor, Ontario, Canada, May 31-June 4, 1998. The abstracts are organized according to the following technical sessions: (1) Advanced Frontal and Offset Frontal Protection; (2) Intelligent Transportation Systems (ITS) Collision Avoidance Systems; (3) Vehicle Compatibility; (4) Truck and Bus Safety, and Fuel System Integrity; (5) Advanced Air Bag Technology; (6) Data Collection, Analysis, and Linkage; (7) Biomechanics - Injury Criteria and Test Procedures; (8) Side Impact Protection and Upper Interior Head Protection; (9) Biomechanics - Dummy Development and Computer Modeling; (10) Pedestrian, Child Restraints, and Motorcycle Safety; and (11) New Car Assessment Programs. U1 - 16th International Technical Conference on the Enhanced Safety of VehiclesNational Highway Traffic Safety AdministrationTransport CanadaTransport CanadaWindsor,Ontario,Canada StartDate:19980531 EndDate:19980604 Sponsors:National Highway Traffic Safety Administration, Transport Canada, Transport Canada KW - Abstracts KW - Air bags KW - Biophysics KW - Buses KW - Child restraint systems KW - Compatibility KW - Computer models KW - Conferences KW - Crash avoidance systems KW - Criteria KW - Data analysis KW - Data collection KW - Dummies KW - Frontal crashes KW - Fuel systems KW - Head KW - Head protection KW - Injuries KW - Intelligent transportation systems KW - Mathematical analysis KW - Motorcycle safety KW - Motorcycles KW - Motorcycling KW - Occupant protection KW - Occupant protection devices KW - Offset tests KW - Pedestrian safety KW - Side crashes KW - Trucks KW - Vehicle safety KW - Vehicular safety UR - https://trid.trb.org/view/541023 ER - TY - RPRT AN - 00750929 AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - CAPITAL BELTWAY UPDATE: BELTWAY USER FOCUS GROUPS PY - 1998/04 SP - 79 p. AB - The Capital Beltway is 64 miles (103 km) of roadway surrounding Washington, D.C. The Capital Beltway Safety Team, led by officials from Maryland and Virginia, was formed to address safety issues on this urban interstate highway. This report documents the results of focus groups run during May, 1997 for the Safety Team. Of the eight groups conducted: three were composed of representative Beltway drivers of private passenger vehicles; two were composed of specifically selected "aggressive drivers"; and three were composed of commercial truck drivers. Procedures followed those used in 1994 for a similar study. The results indicated that roadway design and maintenance issues were of less concern to focus group participants in 1997 as compared with 1994, likely reflecting Beltway improvements made during the last three years. Unsafe driving actions, including aggressive driving, were of more concern. Focus group participants supported information, education, licensing and congestion reduction countermeasures. They also supported vigorous law enforcement of traffic laws even knowing that law enforcement presence would add to traffic congestion. KW - Aggression KW - Automobile drivers KW - Capital Beltway KW - Countermeasures KW - Driver education KW - Driver information systems KW - Driver licensing KW - Focus groups KW - High risk drivers KW - Highway safety KW - Reckless drivers KW - Traffic congestion KW - Traffic law enforcement KW - Truck drivers UR - http://www.nhtsa.dot.gov/people/injury/research/aggressive/final.rpt.html UR - http://ntl.bts.gov/lib/25000/25900/25944/DOT-HS-808-705.pdf UR - https://trid.trb.org/view/484513 ER - TY - SER AN - 00748741 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - AGGRESSIVE DRIVERS VIEW TRAFFIC DIFFERENTLY: CAPITAL BELTWAY FOCUS GROUPS FIND PY - 1998/04 IS - 175 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) has supported the Capital Beltway Safety Team by conducting a series of studies examining crashes and assessing motorists' perceptions of the conditions on the beltway. Preusser Research Group, Inc., asked motorists in eight focus groups about their reactions to recent improvements in roadway engineering, law enforcement efforts, and public information and education programs. This year, special emphasis was placed on aggressive driving behaviors. Beltway drivers participated in eight focus group discussions in the summer of 1997. Three groups were made up of the general population of drivers, two represented aggressive drivers, and three represented commercial vehicle drivers. Focus group findings and their comparison to the 1994 findings are briefly discussed in this technical bulletin. One of the current findings is that aggressive drivers are different - they are more competitive, they blame the other driver, and they go faster. KW - Aggression KW - Behavior KW - Capital Beltway KW - Crash causes KW - Drivers KW - Focus groups KW - High risk drivers KW - Reckless drivers KW - Research KW - Speeding KW - Tailgating UR - http://www.nhtsa.dot.gov/people/outreach/traftech/pub/tt175.html UR - https://trid.trb.org/view/485658 ER - TY - SER AN - 00748740 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - TEENS BELT USE LOWER THAN ADULTS PY - 1998/04 IS - 176 SP - 2 p. AB - The Texas Transportation Institute at Texas A&M University conducted a study for the National Highway Traffic Safety Administration (NHTSA) to ask who the specific subgroups of teens are who do not always use safety belts, what their characteristics are, where or in what situations they do not use them, and why they make these decisions. They observed and interviewed teens wearing safety belts in four states with different belt laws, fines, and enforcement. Their findings are briefly reported in this technical bulletin. KW - Adolescents KW - Interviewing KW - Seat belt usage KW - Seat belts UR - https://trid.trb.org/view/485657 ER - TY - RPRT AN - 00765922 AU - Boyle, J AU - Sharp, K AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION: 1997 CUSTOMER SATISFACTION SURVEY PY - 1998/03/13 SP - 154 p. AB - In 1995, the National Highway Traffic Safety Administration (NHTSA) conducted its first Customer Satisfaction Survey in response to the requirements of the National Performance Review and Executive Order 12862. An independent research organization, Schulman, Ronca and Bucuvalas, Inc., administered the telephone survey to persons ages 16 and older randomly selected from across the United States. This survey was used to gather information about the public's knowledge and opinion on a variety of highway safety issues, along with their attitudes toward the role that the federal government should play in promoting highway safety. The 1995 survey was also used as a baseline measure. Subsequent surveys would be used to measure NHTSA's progress in improving its service to the public. The 1997 survey represents the first of these follow-up surveys. The results give NHTSA an assessment of the public's knowledge and opinions similar to those in 1995. It also provides NHTSA with its first look at changes in these factors -- whether brought about by external influences, or by the agency's own efforts in improving its service. KW - Attitudes KW - Crashes KW - Crashworthiness KW - Customers KW - Education KW - Federal government KW - Highway safety KW - Injuries KW - Prevention KW - Public information programs KW - Public opinion KW - Recall campaigns KW - Standards KW - Surveys KW - Traffic safety KW - Trend (Statistics) KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - http://ntl.bts.gov/lib/25000/25900/25987/DOT-HS-808-797.pdf UR - https://trid.trb.org/view/502385 ER - TY - RPRT AN - 00765904 AU - American Trucking Associations AU - Federal Highway Administration TI - TECHNICIAN GUIDELINES FOR ANTILOCK BRAKING SYSTEMS: AIR-BRAKED TRUCKS, TRACTORS AND TRAILERS PY - 1998/03/01 SP - 48 p. AB - This manual provides generic technician guidelines for inspecting, maintaining and troubleshooting antilock braking systems (ABSs) used on air-braked, heavy vehicles. Also included is a glossary of ABS terms. An index is provided. KW - Antilock brake systems KW - Glossaries KW - Guidelines KW - Heavy vehicles KW - Inspection KW - Maintenance KW - Manuals KW - Troubleshooting UR - http://ntl.bts.gov/lib/20000/20800/20815/PB98151913.pdf UR - https://trid.trb.org/view/502366 ER - TY - RPRT AN - 01523315 AU - Batavia, Parag H AU - Carnegie Mellon University AU - National Highway Traffic Safety Administration AU - Office of Naval Research AU - Federal Highway Administration TI - Driver Adaptive Warning Systems PY - 1998/03 SP - 46p AB - Each year, many preventable highway automobile accidents involving single vehicles are caused by inattention and distraction. These accidents are classified as single vehicle road departures. Lane departure and curve negotiation warning systems are an emerging technology to help prevent these types of accidents. The author plans to build a road departure warning system that learns individual driver behavior, and uses this knowledge to reduce false alarms and increase warning time. Current warning systems are physics based -- they look at vehicle trajectory, but mainly ignore driver ability and characteristics. The author proposes to develop an adaptive lane departure and curve negotiation warning system. This system should learn individual traits of the driver -- both stationary and changing, and use this information to improve warning time and reduce false alarms. A number of research issues are involved in this work, as it has to improve upon the state of the art, yet not become so complicated to use that the average driver would feel uncomfortable using it. This proposal will discuss these issues and describe preliminary results in using a connectionist approach to predict the driver’s steering response given vehicle state information. This approach can successfully detect lane changes, which are treated as surrogate road departures. KW - Adaptive control KW - Driver support systems KW - Drivers KW - Lane changing KW - Warning systems UR - http://www.ri.cmu.edu/pub_files/pub1/batavia_parag_1998_1/batavia_parag_1998_1.pdf UR - https://trid.trb.org/view/1306865 ER - TY - JOUR AN - 00925850 JO - AirMed PB - Elsevier Science Publishing Company, Incorporated AU - CHAMPION, H R AU - AUGENSTEIN, J S AU - CUSHING, B AU - DIGGES, K H AU - Hunt, R AU - Larkin, R AU - Malliaris, A C AU - Sacco, W J AU - SIEGEL, J H AU - Elsevier Science Publishing Company, Incorporated TI - AUTOMATIC CRASH NOTIFICATION: THE PUBLIC SAFETY COMPONENT OF THE INTELLIGENT TRANSPORTATION SYSTEM PY - 1998/03 VL - 4 IS - 2 SP - p. 36-39 AB - The authors, a multidisciplinary team of physicians, surgeons, engineers, and crash injury statisticians, have been studying methods of improving triage, transport, and treatment of people injured in car crashes. The team examined the latest crash injury data and technologies that can be used to advance emergency medical care for crash victims. This article summarizes the team's findings and recommendations. KW - Automatic crash notification KW - Emergency medical services KW - Emergency transportation KW - Intelligent transportation systems KW - Multidisciplinary teams KW - Technological innovations KW - Traffic crash victims UR - https://trid.trb.org/view/720152 ER - TY - JOUR AN - 00757862 JO - Ward's Auto World PB - Ward's Communications AU - WINTER, D AU - Ward's Communications TI - A TALE OF TWO DUMMIES - AUTOMAKERS STRIVE TO 'HARMONIZE' GLOBAL SAFETY STANDARDS PY - 1998/03 VL - 34 IS - 3 SP - 2 p. AB - This article discusses the side-impact dummies (SIDs) used to test occupant protection during a side impact crash, and crash standards in general. The United States and Europe each have their own side-impact dummies, and the two behave very differently in exactly the same situations. That's not good when one is trying to design a car that will protect equally well in a side-impact crash. When two crash test dummies give different answers to the same questions, compromising the side-impact standards is almost impossible to avoid. One possible solution is for the automakers to use Strategic Standardization Management, developing policies on standardization that add customer value and make each company more competitive, especially on an international scale. Crash standards are complicated. In the United states there must be tests for belted and unbelted occupants in a full-frontal collision with a fixed barrier. In Europe, there is no unbelted test because almost everyone wears seat belts. There are very still penalties for those who don't. However, Europeans insist all cars pass a test where vehicles crash into another car or partially offset barrier. This offset crash is believed by Europeans to be a better test of the integrity of a vehicle's body structure, and more accurately represent real-world crashes. KW - Air bags KW - Dummies KW - Europe KW - Frontal crashes KW - Impact tests KW - Safety KW - Safety standards KW - Seat belt usage KW - Seat belts KW - Side crashes KW - Standards KW - United States KW - Vehicle front end UR - https://trid.trb.org/view/542203 ER - TY - JOUR AN - 00757861 JO - Ward's Auto World PB - Ward's Communications AU - Ward's Communications TI - NHTSA CHIEF: REDUCE DAMAGE FROM TRUCK-CAR COLLISIONS OR WE WILL PY - 1998/03 VL - 34 IS - 3 SP - 1 p. AB - The director of the National Highway Traffic Safety Administration (NHTSA), Ricardo Martinez, says the industry must pay more attention to the potential damage from huge trucks hitting passenger cars. It's not NHTSA's intention to discourage sports-utility vehicles (SUVs). The agency does want to assure that they are compatible with other vehicles on the road. NHTSA is studying the crash dynamics of different size vehicles in more detail than ever before. Mercedes-Benz is using reinforcement on their cars and better crumple zones on the trucks, so the larger vehicle will absorb enough energy created by a crash and the total energy of the crash will not exceed an energy constant. KW - Automobiles KW - Crashes KW - Crumple zones KW - Light trucks KW - Sport utility vehicles KW - Traffic safety KW - Vehicle safety KW - Vehicle vehicle collisions UR - https://trid.trb.org/view/542202 ER - TY - SER AN - 00757837 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - FIELD TEST OF A SAFETY ZONE PROGRAM FOR OLDER PEDESTRIANS PY - 1998/03 IS - 174 SP - 2 p. AB - The idea of a safety zone is to concentrate traffic safety countermeasures, such as safety advice and information, safety engineering, and law enforcement intervention where a particular pedestrian group congregates of lives. NHTSA and FHWA sponsored a project that applied the safety zone concept to reducing injuries and fatalities to Americans 65 years of age or older. This fact sheet summarizes the methods and results of the project. KW - Aged KW - Countermeasures KW - Field tests KW - Highway safety KW - Pedestrian safety KW - Public information programs KW - Safety engineering KW - Safety zone KW - Traffic law enforcement KW - Traffic safety UR - https://trid.trb.org/view/542180 ER - TY - JOUR AN - 00757841 JO - Research Note PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - MOTOR VEHICLE CRASHES AS A LEADING CAUSE OF DEATH IN 1994 PY - 1998/03 SP - 2 p. AB - NHTSA's National Center for Statistics and Analysis (NCSA) recently completed a study of data on the causes of death for all persons, by age and sex, which occurred in the U.S. in 1994. The purpose of the study is to highlight motor vehicle crashes as a leading cause of death. The data on causes of death for 1994 were obtained from the National Center for Health Statistics (NCHS). In 1994, motor vehicle traffic crashes ranked 9th as a cause of death, falling from ranking 8th as a cause of death in 1992. Motor vehicle traffic crashes were the leading cause of death in 1994 for persons of every age in the following: all persons ages 6-27; males, ages 6-23 and age 26; females, ages 4-6 and ages 8-28. The ranking of motor vehicle traffic crashes as a cause appears to differ for the various ethnic groups. KW - Age KW - Crash data KW - Crashes KW - Ethnic groups KW - Fatalities KW - Gender KW - Motor vehicle accidents KW - Statistics KW - Traffic crashes UR - http://ntl.bts.gov/lib/000/700/798/00306.pdf UR - http://ntl.bts.gov/lib/21000/21300/21318/PB99111783.pdf UR - https://trid.trb.org/view/542184 ER - TY - SER AN - 00757836 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - POLICE TRAFFIC SERVICES IN THE 21ST CENTURY - SEMINAR PROCEEDINGS PUBLISHED PY - 1998/03 IS - 173 SP - 2 p. AB - This fact sheet introduces and summarizes the publication of proceedings from a seminar to discuss factors that would affect police traffic services as it enters the 21st century. The seminar was held in September 1996 with 31 traffic safety experts and law enforcement administrators from various types and sizes of state and local law enforcement agencies. Recently, increasing community demands on law enforcement agencies, rising crime rates, and shifting priorities have begun to direct resources away from traffic enforcement. That trend is risky. At the seminar, participants identified six main issues they thought would affect the delivery of police traffic services, and offered recommendations for each one. They also discussed goals and objectives for delivering improved traffic services. KW - Delivery service KW - Police traffic services KW - Traffic law enforcement KW - Traffic safety UR - https://trid.trb.org/view/542179 ER - TY - SER AN - 00757835 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - HOW DO WE REMOVE DRIVERS WITH SUSPENDED OR REVOKED LICENSES FROM OUR ROADS PY - 1998/03 IS - 172 SP - 2 p. AB - It is becoming more commonplace to hear about drivers who were responsible for a crash but were driving while their license was suspended or revoked. Officers call this an invisible traffic violation. It's an undetectable offense. To combat this problem, "Guidelines for a Suspended or Revoked Operator Enforcement Program" has been published. It summarizes the best programs that have been developed across the country by law enforcement agencies to stop offenders in their areas. This sheet summarizes the Hot Sheet program described in the Guidelines, which targets flagrant abusers of the administrative license process. Hot Sheets of the worst multiple offenders, collated and listed on computer printouts from the DMV, are given to law enforcement agencies and sorted by number of offenses, geographic area, or other enforcement factors. The officers on patrol use this information to learn who in their areas should not be driving. In some states, sanctions have been imposed against the vehicle, rather than the driver. KW - Automobile drivers KW - Driver license revocation KW - Driver license suspension KW - Driver licenses KW - Revocation KW - Safety programs KW - Sanctions KW - Suspensions KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety KW - Traffic violators UR - https://trid.trb.org/view/542178 ER - TY - SER AN - 00757834 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - THE PEORIA EXPERIENCE - TRAFFIC ENFORCEMENT REAPS BENEFITS PY - 1998/03 IS - 171 SP - 1 p. AB - This sheet summarizes a publication entitled "The Peoria Experience: Traffic Enforcement and Crime: It Plays in Peoria", a case study about the proactive traffic enforcement program in Peoria, Illinois, after their renewed emphasis on routine traffic enforcement and community policing. KW - Case studies KW - Community values KW - Law enforcement KW - Police KW - Police law enforcement responsibilities KW - Social values KW - Traffic control KW - Traffic law enforcement UR - https://trid.trb.org/view/542177 ER - TY - RPRT AN - 00756366 AU - Cole, D E AU - McAlinden, S P AU - Smith, B C AU - Fulton, G A AU - Grimes, D R AU - Schmidt, L G AU - University of Michigan Transportation Research Institute TI - THE CONTRIBUTION OF THE INTERNATIONAL AUTO SECTOR TO THE U.S. ECONOMY PY - 1998/03 SP - 76 p. AB - This study describes the economic contribution of an important sector of the U.S. motor vehicle industry: The United States International Auto Sector (USIAS). First, the Office for the Study of Automotive Transportation (OSAT) presents an empirical overview of the current scope and significance of the international auto industry in the United States. This part of the study details the contribution of USIAS operations to a variety of economic activities in the U.S. economy and gauges this contribution relative to other nonautomotive industries. They also assess the scope and significance of the USIAS within the U.S. and world automotive industries. Finally, this first part of the study reviews a series of important "noneconomic" contributions by the USIAS to many areas of societal concern in recent years. The second part of the study was performed by the Institute of Labor and Industrial Relations (ILIR) at the University of Michigan. ILIR estimates the total contribution of the USIAS to the U.S. economy. ILIR used economic modeling techniques incorporating appropriate industry data. KW - Economic activity KW - Economic conditions KW - Economic factors KW - Economic models KW - Economy KW - International auto sector KW - Motor vehicle industry KW - United States UR - http://ntl.bts.gov/lib/20000/20900/20946/PB98160013.pdf UR - https://trid.trb.org/view/537641 ER - TY - RPRT AN - 00756364 AU - Hendrie, D AU - KIROV, C AU - GIBBS, S AU - Road Accident Prevention Research Unit TI - BICYCLE CRASHES AND INJURIES IN WESTERN AUSTRALIA SN - 1875912142 PY - 1998/03 SP - 144 p. AB - The purpose of this study was to analyze police and hospital data relating to bicycle crashes in Western Australia for the period 1987-96. Data on bicycle crashes and injuries were obtained from two sources: police reports and hospital admissions data. The results of the analyses were presented using the following broad subject areas: size of the problem, cyclist profile, injury characteristics, helmet wearing, other vehicle characteristics and crash characteristics. The findings were generally consistent with other Australian and overseas studies that have investigated bicycle crashes and injuries. However, some important differences were found in the information obtained from the police and hospital data. The hospitalized cyclists were considerably younger than the police-reported group; the hospital data showed cyclists accounting for a much greater share of road casualties, and motorists for a much lower share, than the police data; and the number of cyclists involved in bicycle crashes in the police data decreased between 1987 and 1996 while the hospital data shows no downward trend in the number of hospitalized cyclists. These differences need to be considered in the development of road safety policy relating to cyclists. More in-depth analysis of the police and hospital data, and the examination of additional sources of data such as the data bases maintained by hospital emergency departments, could provide more information relating to the magnitude and nature of the bicycle crash and injury problem in Western Australia. KW - Bicycle crashes KW - Crash characteristics KW - Crash data KW - Crash injury research KW - Crashes KW - Cyclists KW - Helmets KW - Hospital emergency rooms KW - Injuries KW - Injury rates KW - Injury severity KW - Police reports KW - Statistics KW - Western Australia UR - http://arrbknowledge.com UR - https://trid.trb.org/view/537638 ER - TY - RPRT AN - 00756343 AU - National Highway Traffic Safety Administration TI - AUTOMOTIVE FUEL ECONOMY PROGRAM: TWENTY-SECOND ANNUAL REPORT TO CONGRESS, CALENDAR YEAR 1997 PY - 1998/03 SP - 29 p. AB - The Twenty-second Annual Report to Congress on the Automotive Fuel Economy Program summarizes the activities of the National Highway Traffic Safety Administration (NHTSA) during 1997, in accordance with 49 U.S.C. 32916 et seq., which requires the submission of a report each year. Included in this report is a section summarizing rulemaking activities during 1997. NHTSA's responsibilities in the fuel economy area include: 1) establishing and amending average fuel economy standards for manufacturers of passenger cars and light trucks as necessary; 2) promulgating regulations concerning procedures, definitions, and reports necessary to support the fuel economy standards; 3) considering petitions for exemption from established fuel economy standards by low volume manufacturers (those producing fewer than 10,000 passenger cars annually worldwide) and establishing alternative standards for them; 4) preparing reports to Congress annually on the fuel economy program; 5) enforcing fuel economy standards and regulations; and 6) responding to petitions concerning domestic production by foreign manufacturers, and other matters. Passenger car fuel economy standards were established by Congress for Model Year 1985 and thereafter at a level of 27.5 mpg. Standards for light trucks were established by NHTSA for Model Years 1979 through 1999. NHTSA set a combined standard of 20.7 mpg for light truck fleets for Model Year 1999. KW - Annual reports KW - Fuel conservation KW - Light trucks KW - Motor vehicles KW - Passenger cars KW - Regulations KW - Standards KW - U.S. National Highway Traffic Safety Administration KW - United States Congress UR - http://www.nhtsa.gov/cars/rules/CAFE/FuelEconUpdates/1997/Index.html UR - https://trid.trb.org/view/537616 ER - TY - RPRT AN - 00756340 AU - National Highway Traffic Safety Administration TI - THE NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION STRATEGIC PLAN PY - 1998/03 SP - 36 p. AB - The National Highway Traffic Safety Administration's Strategic Plan contains the following table of contents headings: Message from the National Highway Traffic Safety Administrator; Mission and Long Term Goals; Customers and Partners; Environment; The State of Traffic Safety; Strategy; Safety; Mobility, Economic Growth, and Natural Environment; Program Delivery; and Corporate Management Strategies. KW - Customers KW - Economic growth KW - Environmental impacts KW - Environmental protection KW - Environmental quality KW - Long term KW - Management KW - Mobility KW - Partnerships KW - Strategic planning KW - Time duration KW - Traffic safety KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/537613 ER - TY - RPRT AN - 00756341 AU - Kahane, C J AU - Hertz, E AU - National Highway Traffic Safety Administration TI - THE LONG-TERM EFFECTIVENESS OF CENTER HIGH MOUNTED STOP LAMPS IN PASSENGER CARS AND LIGHT TRUCKS PY - 1998/03 SP - 91 p. AB - Center High Mounted Stop Lamps (CHMSL) have been standard equipment on all new passenger cars sold in the United States since model year 1986 and all new light trucks since model year 1994, as required by Federal Motor Vehicle Safety Standard 108. The purpose of CHMSL is to safeguard a car or light truck from being struck in the rear by another vehicle. When brakes are applied, the CHMSL warns drivers of following vehicles that they must slow down. This report tracks the effectiveness of CHMSL, year by year, from 1986 through 1995. The statistical analyses are based on police-reported crash files from eight States. It was found that: The lamps were most effective in the early years. In 1987, CHMSL reduced rear impact crashes by 8.5% (confidence bounds 6.1 to 10.9%). Effectiveness declined in 1988 and 1989, but then leveled off. During 1989-95, CHMSL reduced rear impact crashes by 4.3% (confidence bounds 2.9 to 5.8%). This is the long-term effectiveness of the lamps. The effectiveness of CHMSL in light trucks is about the same as in passenger cars. At the long-term effectiveness level of 4.3%, when all cars and light trucks on the road have CHMSL, the lamps will prevent 92,000-137,000 police-reported crashes, 58,000-70,000 nonfatal injuries, and $655,000,000 (in 1994 dollars) in property damage per year. The annual consumer cost of CHMSL in cars and light trucks sold in the United States is close to $206,000,000 (in 1994 dollars). Even though the effectiveness of CHMSL has declined from its initial levels, the lamps are and will continue to be highly cost-effective safety devices. KW - Brake lamps KW - Center high mounted stop lamps KW - Cost effectiveness KW - Costs KW - Effectiveness KW - High mounted brake lamps KW - Injuries KW - Light trucks KW - Long term KW - Loss and damage KW - Measures of effectiveness KW - Passenger cars KW - Property KW - Property damage KW - Rear end crashes KW - Safety equipment KW - Statistical analysis KW - Time duration UR - http://www.nhtsa.dot.gov/cars/problems/equipment/CHMSL.html UR - https://trid.trb.org/view/537614 ER - TY - RPRT AN - 00756336 AU - National Highway Traffic Safety Administration TI - THE VISUAL DETECTION OF DWI MOTORISTS PY - 1998/03 SP - 15 p. AB - This booklet contains: the DWI Detection Guide; a summary of the research that led to the guide; explanations of the 24 driving cues; and a description of post-stop cues that are predictive of DWI. The research suggests that these training materials will be helpful to officers in: detecting impaired motorists, articulating observed behaviors on arrest reports, and supporting officers' expert testimony. KW - Alcohol use KW - Drunk drivers KW - Drunk driving KW - Forecasting KW - Guides KW - Guides to information KW - Traffic law enforcement KW - Training KW - Training devices UR - http://www.nhtsa.gov/staticfiles/nti/pdf/808677.pdf UR - https://trid.trb.org/view/537609 ER - TY - RPRT AN - 00756361 AU - MacAdam, C C AU - Gillespie, T D AU - University of Michigan Transportation Research Institute AU - Heavy Duty Brake Manufacturers Council TI - DETERMINING THE SENSITIVITIES OF AN S-CAM BRAKE PY - 1998/02/27 SP - 94 p. AB - The SAE Recommended Practice J1802, Brake Block Effectiveness Rating, has the purpose of establishing a uniform procedure for determination and classification of brake effectiveness for commercial vehicle brakes. The practice provides a means to characterize the friction properties of truck brake lining materials in a representative S-cam brake. However, the test has been found to exhibit an unacceptable large range of variability in the implied friction coefficient for the lining. It has been postulated that some of the variability arises from factors within the brakes that are used for the test--specifically, dimensional tolerances, and possibly friction in the moving parts. A computer model of an S-cam brake was developed under this work to help examine various brake parameter sensitivities. The model calculates brake torque for a specified set of geometry, friction properties, and constant input air chamber force. It assumes that the brake is in a state of equilibrium defined by equalized wear rates on the leading and trailing shoe linings. The parameter sensitivity findings indicate that a potentially significant source of torque variability is related to possible offsets between the drum turning axis and the spider/shoe assembly centerline. Other significant factors include bearing and roller pin friction and the shape of the cam profile. Offsets in the cam shaft center and asymmetric shoe-lining stiffness contribute to significant differential wear between the leading and trailing shoes. The issue of torque effectiveness variability and its relationship to the SAE J1802 Recommended Practice is also discussed in the report. KW - Brakes KW - Commercial vehicles KW - Computer models KW - S-cam KW - Sensitivity KW - Society of Automotive Engineers KW - Torque KW - Wear UR - http://ntl.bts.gov/lib/20000/20500/20517/PB98132376.pdf UR - https://trid.trb.org/view/537635 ER - TY - RPRT AN - 00798221 AU - Wilson, T AU - Sensor Tchnologies and Systems AU - National Highway Traffic Safety Administration TI - MATHEMATICAL MODELING AND SIMULATION FOR FORWARD-LOOKING COLLISION AVOIDANCE PY - 1998/02/20 SP - 97 p. AB - This document presents the mathematical modeling and simulation that has been performed for forward-looking collision avoidance. Included under this topic are forward-looking collision warning systems, adaptive cruise control systems and forward-looking collision avoidance systems. The primary focus is on forward-looking collision warning systems or those systems that can eliminate or mitigate rear-end collisions. This document originated as part of the Task 4 Interim Report. The original development of the mathematical modeling and simulation is still included as a basis for recent refinements and to show the development history of mathematical models. Subsequent sections of this document focus on refinements in the mathematical modeling that have been made as the research has progressed. KW - Adaptive control KW - Crash avoidance systems KW - Cruise control KW - Intelligent transportation systems KW - Intelligent vehicles KW - Mathematical models KW - Rear end crashes KW - Simulation KW - Warning devices UR - https://trid.trb.org/view/655209 ER - TY - RPRT AN - 00757821 AU - U.S. General Accounting Office TI - DOT'S BUDGET: MANAGEMENT AND PERFORMANCE ISSUES FACING THE DEPARTMENT IN FISCAL YEAR 1999 PY - 1998/02/12 SP - 38 p. AB - This testimony discusses key resource management issues and performance challenges facing the Department of Transportation in 1999 and beyond. 1. There is a need for increased management attention to highway, transit, and rail programs - which account for 67% of DOT's fiscal year 1999 budget request - in several areas. The improved oversight of large dollar highway and transit projects costing hundreds of millions to billions of dollars could help to ensure that they are well managed and can be successfully financed and that costs are controlled. 2. Important management challenges face the Federal Aviation Administration, which accounts for about 23% of DOT's budget request. 3. With a relatively flat budget in recent years, the Coast Guard may need to continue cost-cutting efforts and achieve savings beyond its accomplishments from recent streamlining actions. 4. Amtrak is in a very precarious financial position and remains heavily dependent on federal assistance. 5. DOT faces additional Department-wide issues that affect its ability to effectively manage programs and address performance concerns. The Department has serious problems with its information resources and database management. KW - Amtrak KW - Budgeting KW - Databases KW - Finance KW - Financial management KW - Highway planning KW - Highway programs KW - Information resources KW - Management KW - Performance KW - Public transit KW - Railroad transportation KW - Transit management KW - Transportation departments KW - U.S. Department of Transportation KW - U.S. Federal Aviation Administration KW - United States Coast Guard UR - http://ntl.bts.gov/lib/5000/5900/5947/r198076t.pdf UR - https://trid.trb.org/view/538326 ER - TY - RPRT AN - 00797159 AU - National Highway Traffic Safety Administration TI - KIDS AREN'T CARGO: CHILDREN PLACED AT HIGH RISK IN PICKUP TRUCKS PY - 1998/02 SP - 1 p. AB - Each year more than 200 people die as a result of riding in the cargo area of pickup trucks. More than half of these deaths are children and teenagers. The National Highway Traffic Safety Administration (NHTSA) warns that kids don't belong in the cargo areas of pickup trucks. KW - Adolescents KW - Cargo compartments KW - Children KW - Fatalities KW - Pickup trucks KW - Traffic safety KW - Vehicle safety UR - https://trid.trb.org/view/654885 ER - TY - RPRT AN - 00757860 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 - 1998/02 SP - 16 p. AB - This booklet compares differences in insurance costs for different makes and models of passenger cars, station wagons/passenger vans, pickups, and utility vehicles on the basis of damage susceptibility. It does not indicate a vehicle's relative safety, however. The information was taken from data compiled by the Highway Loss Data Institute (HLDI) in its December 1997 Insurance Collision Report, and reflects the collision loss experience of passenger cars, utility vehicles, light trucks, and vans sold in the United States in terms of the average loss payment per insured vehicle year for model years 1995-1997. KW - Alternatives analysis KW - Damage susceptibility KW - Differences KW - Insurance rates KW - Light trucks KW - Loss and damage KW - Passenger cars KW - Pickup trucks KW - Pickups KW - Station wagons KW - Utility vehicles KW - Vans UR - https://trid.trb.org/view/538387 ER - TY - SER AN - 00757832 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STUDY IDENTIFIES DWI ENFORCEMENT LOOPHOLES PY - 1998/02 IS - 169 SP - 2 p. AB - Many people who drive with BACs (blood alcohol concentrations) above the legal limit go either undetected or unpunished. The National Highway Traffic Safety Administration (NHTSA) sponsored a study to identify loopholes in the DWI enforcement system -- to identify where and how these individuals slip through the cracks in the criminal justice system -- and to recommend potential solutions to close those loopholes. This sheet summarizes the findings of the study. KW - Alcohol laws KW - Alcohol use KW - Blood alcohol levels KW - Drunk drivers KW - Drunk driving KW - Laws KW - Loopholes KW - Traffic law enforcement UR - https://trid.trb.org/view/542175 ER - TY - SER AN - 00757833 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - THE DETECTION OF DWI AT BACS BELOW .10 PY - 1998/02 IS - 170 SP - 2 p. AB - The behavioral cues used by police to identify impaired drivers were developed in the 1980's by the National Highway Traffic Safety Administration (NHTSA) for a Blood Alcohol Concentration (BAC) level of .10. As more and more states are lowering their BAC level to .08, NHTSA completed a revalidation of the cues at the lower level. The results are 24 driving cues that are good predictors of DWI at .08, with few changes from the earlier work. Police who observe drivers with these behaviors have sufficient grounds to make an impaired driving stop. This sheet summarizes the research methodology and validation procedures used by NHTSA. KW - Behavior KW - Blood alcohol levels KW - Drivers KW - Drunk drivers KW - Drunk driving KW - Validation UR - https://trid.trb.org/view/542176 ER - TY - RPRT AN - 00757808 AU - National Highway Traffic Safety Administration TI - EMERGENCY MEDICAL SERVICES AGENDA FOR THE FUTURE: IMPLEMENTATION GUIDE PY - 1998/02 SP - 119 p. AB - The EMS Agenda for the Future establishes a vision for the future of emergency medical services (EMS) in the United States. The document discusses 14 attributes, and notes that further work on their development is vital to the future of EMS. The Implementation Guide is intended to serve as a companion document to the EMS Agenda for the Future. The two are to be used in concert. Each of the Implementation Guide's set of objectives contains several components that facilitate appropriate reference to the Agenda, convey a course of action, help define partnerships, and illustrate part of its meaning. Implementation Guide objectives correspond to three broad themes: developing partnerships, creating tools and resources, and building infrastructure. KW - Activity KW - Emergency medical services KW - Guides KW - Guides to information KW - Health care KW - Implementation KW - Natural resources KW - Partnerships KW - Strategic planning UR - http://ntl.bts.gov/lib/000/200/252/00252.pdf UR - http://ntl.bts.gov/lib/21000/21000/21081/PB98174550.pdf UR - https://trid.trb.org/view/538313 ER - TY - RPRT AN - 00757803 AU - National Highway Traffic Safety Administration TI - CAMPAIGN SAFE AND SOBER: YOUTH AND GENERATION X PLANNER PY - 1998/02 AB - This planner contains resource materials program materials, brochures, fact sheets, advertisements and posters on the following topics: Buckle Up America Week, impaired driving, occupant protection, school bus safety, bicycle safety, and pedestrian safety. It's target audience are the youth and Generation X of America. KW - Adolescents KW - Bicycle safety KW - Bicycling KW - Children KW - Drunk driving KW - Natural resources KW - Occupant protection KW - Occupant protection devices KW - Pedestrian safety KW - Public information programs KW - Safety KW - School buses KW - School safety KW - Seat belts KW - Traffic safety KW - Young adults UR - https://trid.trb.org/view/539065 ER - TY - RPRT AN - 00756352 AU - Sivak, M AU - Flannagan, M J AU - Kojima, S AU - Traube, E C AU - University of Michigan Transportation Research Institute TI - THE INFLUENCE OF SUN LOADING ON THE VISIBILITY OF CLEAR-LENS TURN SIGNALS PY - 1998/02 SP - 20 p. AB - There is some concern that turn signal lamps with clear outer lenses make it difficult in bright, sunny conditions to decide whether the signal is on or not. Two studies were performed. The first study was a survey of current practice in the U.S. with regard to the use of clear-lens turn signal lamps. The main results are that clear outer lenses on rear turn signal lamps are used in about 28% of all vehicle models, while the corresponding percentage for front turn signal lamps is about 70%. The second study photometrically evaluated, under bright, sunny conditions, both luminance contrast and color contrast between the on and off states for turn signal lamps that use either an amber lens or a clear lens. The results indicate that luminance contrast between the on and off states is greater for lamps using an amber lens. Because luminance contrast is likely to be the primary variable influencing driver performance, these results suggest that using clear-lens turn signal lamps is likely to make it more difficult to determine, in bright, sunny conditions, whether the signal is on or not. However, the magnitude of the decrement in real-world performance with clear-lens signal lamps remains to be ascertained. KW - Clear-lens KW - Color KW - Contrast KW - Loading KW - Loads KW - Luminance KW - Photometry KW - Sun KW - Turn signals KW - Visibility UR - https://trid.trb.org/view/537626 ER - TY - RPRT AN - 00756344 AU - Bradbard, S L AU - Panlener, J C AU - Lisboa-Farrow, E AU - Lisboa Associates, Incorporated AU - National Highway Traffic Safety Administration TI - INCREASING SEAT BELT USE AMONG PART-TIME USERS: MESSAGES AND STRATEGIES PY - 1998/02 SP - 86 p. AB - Data indicate discrepancies between many persons' perceptions of themselves as seat belt users, and their actual behavior. The data also suggest that instead of targeting non-users, a greater increase in the national rate of seat belt use may be achieved by getting part-time users to use belts full-time. The goal of this study was to identify reasons underlying part-time usage, and then delineate strategies for increasing belt use among part-time users. Focus groups were conducted with males and females, ages 16-20 and 25-34, who acknowledged being part-time seat belt users. Two waves of focus groups, with two male and two female groups per wave, were held in Wichita (KS), Sioux Falls (SD), and Akron (OH). The study obtained results concerning mechanical, informational, and motivational influences on attitudes and behavior, and determined strategic intra personal and community approaches for increasing set belt use by part-time users. Seat belt use by part-time users is related to risk perception and arousal. Cues such as driving in inclement weather, traveling along unfamiliar roads, transporting younger passengers, and observing dangerous behaviors by other drivers stimulate seat belt use. The absence of such cues during routine, day-to-day short distance driving seems to be associated with less consistent belt use. For the younger respondents, salient messages included emotionally-stimulating true-life stories about peers, as well as other concepts that were visually graphic, youthful, offbeat, and irreverent. For the older respondents, attention-getting seat belt messages focused both on the importance of being a good role model for children, and offering the fullest protection to children. Cash or cash-value incentive programs have the potential to increase belt use, as do well-publicized community outreach efforts, employer-sponsored wellness programs, and early childhood education. KW - Adolescents KW - Community action programs KW - Drivers KW - Education KW - Employers KW - Focus groups KW - Hazards KW - Incentives KW - Occupant protection KW - Occupant protection devices KW - Part-time users KW - Risk assessment KW - Seat belt usage KW - Seat belts KW - Strategic planning KW - Weather KW - Young adults UR - http://ntl.bts.gov/lib/20000/20600/20685/PB98140916.pdf UR - http://ntl.bts.gov/lib/25000/25900/25999/DOT-HS-808-708.pdf UR - https://trid.trb.org/view/537617 ER - TY - RPRT AN - 00756338 AU - National Highway Traffic Safety Administration TI - LOOKING BEYOND THE TICKET: TRAFFIC LAW ENFORCEMENT AND BEYOND PY - 1998/02 SP - 11 p. AB - This booklet was written by a law enforcement officer, for law enforcement officers, and documents how deputies and patrol officers are "looking beyond the ticket" to make criminal apprehensions and reduce crime. It is intended to stimulate discussions within the law enforcement community about how to market the benefits of traffic law enforcement. KW - Crimes KW - Police KW - Police training KW - Prevention KW - Safety KW - Security KW - Traffic law enforcement KW - Training UR - https://trid.trb.org/view/537611 ER - TY - RPRT AN - 00756339 AU - Blomberg, R D AU - CLEVEN, A M AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - DEVELOPMENT, IMPLEMENTATION AND EVALUATION OF A PEDESTRIAN SAFETY ZONE FOR ELDERLY PEDESTRIANS PY - 1998/02 SP - 148 p. AB - The objectives of this study were to develop and apply procedures for defining pedestrian safety zones for the older (age 65+) adult and to develop, implement and evaluate a countermeasure program in the defined zones. Zone definition procedures were developed and applied to two cities: Phoenix and Chicago. Countermeasure development included a comprehensive video, five public service announcements and 13 flyers. Other available NHTSA and AAA education countermeasures were used in the study. A detailed engineering evaluation of each zone resulted in the selection of engineering countermeasures for the two cities. Extensive countermeasure programs were implemented in both cities. A complete evaluation was conducted only for the city of Phoenix. Data from Phoenix showed significant reductions in zone crashes to 65+ pedestrians over a period in which the city's population and overall pedestrian crashes increased. It was concluded that the zone process resulted in an effective and efficient means of deploying pedestrian countermeasures. A separate document describe procedures that program implementors in other cities can use in defining zones and applying the zone process to their pedestrian safety problems. KW - Aged KW - Countermeasures KW - Highway safety KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Public information programs KW - Reduction (Decrease) KW - Safety zone UR - http://ntl.bts.gov/lib/20000/20500/20521/PB98132442.pdf UR - http://ntl.bts.gov/lib/25000/25900/25984/DOT-HS-808-692.pdf UR - https://trid.trb.org/view/537612 ER - TY - RPRT AN - 00748236 AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - REPORT TO CONGRESS: THE EFFECT OF INCREASED SPEED LIMITS IN THE POST-NMSL ERA PY - 1998/02 SP - 88 p. AB - The National Highway System (NHS) Designation Act of 1995 (Public Law 104-59) was signed into law on November 28, 1995. The NHS Act, among other things, established the National Highway System and eliminated the Federal mandate for the National Maximum Speed Limit (NMSL). In so doing, the NHS Act ended a period of more than 20 years of Federal involvement in the states' establishment of speed limits and ended the requirement for states' submission of speed compliance data to the Federal Highway Administration (FHWA). Section 347 of the NHS Act required the Secretary of Transportation to study the impact of states' actions to raise speed limits above 55/65 mph (88/105 kph) and report to Congress by September 30, 1997. The National Highway Traffic Safety Administration (NHTSA) and FHWA were delegated responsibility for conducting the study of the impact of increased speed limits. This report presents the results of their study. Key findings are as follows: (1) The estimated increase in Interstate fatalities found in this study, while smaller in magnitude compared to the estimated change in fatalities found in 1987 following the increase of speed limits on rural Interstates, does follow the historical pattern of increases in fatalities being associated with increases in posted speed limits. (2) An estimated increase in fatalities is typically associated with an increase in traffic crashes and associated injuries. The total economic cost of the estimated 350 additional fatalities and the associated injuries and crashes is more than $820 million in 1996 dollars. Although Section 347 of the NHS Act stated that the report should address the costs and benefits associated with the repeal of the NMSL, no attempt was made at this time to estimate potential benefits, as most States have not had increased limits in place for an extended period of time. (3) In addition to the analysis of NHTSA's Fatality Analysis Reporting System (FARS) data on Interstate fatalities, ten states also provided information on the impact of increased speed limits in their respective states for inclusion in this report. A consistent pattern of crash increases was cited in only one of the ten states (California). Each of the ten states considered the findings preliminary or inconclusive due to the limited amount of data available for analysis. KW - Costs KW - Data analysis KW - Fatal Accident Reporting System KW - Fatalities KW - Fatality Analysis Reporting System KW - Increase KW - Injuries KW - Interstate Highway System KW - Mathematical analysis KW - National highway system designation act 1995 KW - National Maximum Speed Limit KW - Speed limits KW - States KW - Traffic crashes UR - http://ntl.bts.gov/lib/21000/21300/21325/PB99111858.pdf UR - http://ntl.bts.gov/lib/6000/6800/6869/speedlim.pdf UR - https://trid.trb.org/view/473861 ER - TY - RPRT AN - 00748149 AU - BURGESS, M AU - Lindsey, T AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - ALCOHOL INVOLVEMENT IN FATAL CRASHES - 1996 PY - 1998/02 SP - 27 p. AB - This report presents estimates of alcohol involvement in fatal traffic crashes that occurred during 1996. The data represent a combination of actual blood alcohol concentration (BAC) test results recorded in the Fatal Accident Reporting System (FARS) and estimated BAC for those drivers and nonoccupants for whom BAC test results are not available. BAC estimates are obtained using a statistical model developed by the National Highway Traffic Safety Administration (NHTSA). In 1996, 32% of all fatalities occurred in crashes with a driver or nonoccupant with a BAC of at least 0.10. This represents a 30.9% reduction compared to 1982, when 46.3% of all fatalities occurred in crashes involving an intoxicated (BAC >/= 0.10) driver or nonoccupant. Occupant fatalities resulting from crashes involving an intoxicated driver or nonoccupant totaled 10,992. Almost 42% (41.9%) of the occupant fatalities in single-vehicle fatal crashes involved an intoxicated driver, compared with 21.2% of the occupant fatalities in multi-vehicle fatal crashes. An estimated 38.1% of the fatalities in nonoccupant crashes involved an intoxicated driver or nonoccupant. Almost two-thirds (65.8%) of the driver fatalities in single-vehicle fatal crashes on weekend nights were intoxicated. Male drivers involved in fatal crashes were almost twice as likely as female drivers to be intoxicated (21.4% vs. 11.1%, respectively). Drivers aged 25-29 exhibit the highest rates of intoxication (27.2%) followed by drivers aged 21-24 (27%). Drivers aged 16-20 were intoxicated 14.1% of the time. Between 1982-1996, estimated reductions in the proportion of intoxicated drivers in fatal crashes are 39% for passenger car drivers, 37% for light trucks and vans, 69% for heavy trucks and 25% for motorcycles. KW - Age KW - Automobiles by type KW - Blood alcohol levels KW - Driver age KW - Drivers KW - Drunk driving KW - Fatal Accident Reporting System KW - Fatalities KW - Gender KW - Intoxication KW - Multiple vehicle crashes KW - Night KW - Nonoccupants KW - Single vehicle crashes KW - Vehicle type KW - Weekends UR - http://ntl.bts.gov/lib/5000/5800/5869/686.pdf UR - https://trid.trb.org/view/473821 ER - TY - RPRT AN - 00748148 AU - Winnicki, J AU - EPPINGER, R AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - A METHOD FOR ESTIMATING THE EFFECT OF VEHICLE CRASHWORTHINESS DESIGN CHANGES ON INJURIES AND FATALITIES PY - 1998/02 SP - 41 p. AB - A general methodology is developed for estimating the change in the number of injuries and fatalities expected as a result of a change in vehicle crashworthiness design. It is assumed that crash tests have provided information on dummy response measurements, such as the maximum chest acceleration in a crash, and that based on these test results a conclusion has been reached as to the most likely effect of the design change on the response measurements. Cadaver injury risk curves, which give the probability of injury in terms of test crash measurements, and crash data injury risk curves, which give the probability of injury in terms of crash characteristics available in the actual crash data (such as delta-v in the National Automotive Sampling System database), are used to translate the conclusions expressed in terms of the test crash measurements to conclusions expressed in terms of the crash characteristics available in the crash database. The crash database in then used to estimate the injuries and fatalities expected on the road. Detailed calculations are presented for the case of estimating the expected increase in chest injuries and the related fatalities as a result of the depowering of air bags. KW - Air bags KW - Chest injuries KW - Crashworthiness KW - Depowering KW - Design changes KW - Estimating KW - Fatalities KW - Injuries KW - Thorax KW - Vehicle design UR - http://ntl.bts.gov/lib/20000/20500/20575/PB98134158.pdf UR - http://ntl.bts.gov/lib/6000/6900/6900/crashworthiness.pdf UR - https://trid.trb.org/view/473820 ER - TY - RPRT AN - 00746795 AU - Joksch, H C AU - Massie, D AU - Pichler, R AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - VEHICLE AGGRESSIVITY: FLEET CHARACTERIZATION USING TRAFFIC COLLISION DATA PY - 1998/02 SP - 82 p. AB - Aggressivity of a vehicle is defined as the fatality or injury risk for occupants of other vehicles with which it collides. Because of the strong effect vehicle weight has on this risk, gross aggressivity which includes the effect of weight, and net aggressivity which excludes the effect of weight are distinguished. Data from the Fatal Analysis Reporting System (FARS) and the General Estimates System (GES) for 1991 to 1994 were used for fatalities, and for crash involvements, respectively. The relation between weight and wheelbase of cars was studied, and the concept of "overweight" introduced. For collisions between two cars, the relation of fatality risks with car weight, overweight, wheelbase and bumper height were studied. Also, adjustments were made for the higher vulnerability of older victims. Collisions between cars and light trucks - including utility vehicles, pickup trucks and vans - were studied. A limited analysis of the effect of vehicle weight was performed. The driver fatality risks in collisions between cars and light trucks were studied by collision configuration. In all cases, the risk for car drivers was much higher than for drivers of light trucks. KW - Aggression KW - Automobiles KW - Bumpers KW - Crash injury research KW - Crashes KW - Fatal Accident Reporting System KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Hazards KW - Heavy vehicles KW - Height KW - Injuries KW - Light trucks KW - Oversize loads KW - Overweight loads KW - Pickup trucks KW - Research KW - Risk assessment KW - Utility vehicles KW - Vans KW - Vehicle weight KW - Wheel base UR - http://ntl.bts.gov/lib/20000/20200/20241/PB98118094.pdf UR - https://trid.trb.org/view/473299 ER - TY - JOUR AN - 00757853 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STRENGTHENING SEAT BELT USE LAWS: INCREASE BELT USE, DECREASE FATALITIES AND INJURIES PY - 1998/01 SP - 2 p. AB - Traffic crashes are a leading cause of death in the United States. Wearing seat belts is the easiest and most effective way of cutting the highway death toll and strong occupant protection laws are the most effective way of increasing safety belt use. Highway deaths could be cut dramatically if states upgraded their laws to improve coverage and enforcement. A model state safety belt use law is available from NHTSA. This fact sheet provides further information about this topic under the following headings: Make All Belt Use Laws Subject to Primary Enforcement; Protect All Vehicle Occupants in All Passenger Vehicles; Emphasize Enforcement and Levy Significant Fines; Conduct Public Awareness and Enforcement Campaigns; Recommendations from the Presidential Initiative for Increasing Seat Belt Use Nationwide; and Urge Parents to Carry Children in the Rear Seat. KW - Awareness KW - Children KW - Fatalities KW - Fines (Penalties) KW - Injuries KW - Laws KW - Occupant protection KW - Occupant protection devices KW - Parents KW - Primary enforcement KW - Public information programs KW - Rear seat occupants KW - Rear seat passengers KW - Seat belt usage KW - Seat belts KW - Traffic crashes UR - https://trid.trb.org/view/542196 ER - TY - JOUR AN - 00757855 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - VEHICLE LICENSE PLATE SANCTIONS PY - 1998/01 SP - 4 p. AB - Revoking or suspending a motorist's operators license is now a common penalty for many traffic infractions, especially those related to impaired driving. Unfortunately, many of these offenders continue to drive. It is not unusual for suspended drivers to receive additional traffic citations or be involved in crashes during periods of license suspension. As a way of reducing this problem, many states have passed laws that directly affect the offender's vehicle or license plates as a sanction for the impaired driving offense or for driving with a suspended license. Some states now permit the vehicles of drivers convicted of certain impaired driving offenses to be impounded, immobilized (club or boot), or forfeited and sold. Other states allow the license plates to be removed and impounded. Still others allow for the use of specially marked license plates, and others allow for the installment of alcohol ignition interlock devices. This fact sheet provides further information on this topic under the following headings: Key Facts; Legislative Status; Recommendations for Strengthening and Increasing the Use of Vehicle and Vehicle Plate Sanctions; and Information Sources. KW - Alcohol ignition interlock devices KW - Alcohol use KW - Driving without a license KW - Drunk driving KW - Evaluation KW - Ignition KW - Ignition seat belt interlocks KW - Legislation KW - License plates KW - Motor vehicles KW - Removal KW - Research KW - Sanctions UR - https://trid.trb.org/view/542198 ER - TY - JOUR AN - 00757852 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STRENGTHENING CHILD PASSENGER SAFETY LAWS: INCREASE CAR SEAT AND BELT USE, DECREASE CRASH FATALITIES AND INJURIES PY - 1998/01 SP - 2 p. AB - Traffic crashes are a leading cause of death in the United States. All 50 states, the District of Columbia, Puerto Rico, and the U.S. Territories have child passenger safety laws ("car seat laws"). However, many of these laws have serious gaps and exemptions in coverage which diminish the protection that all children need in motor vehicles. Child passenger safety laws should cover every child (up to age 16), in every seating position, in every passenger vehicle. This fact sheet provides further information on this topic under the following headings: Close Gaps between Belt Laws and Child Safety Laws; Upgrade Child Safety Laws--Eliminate Exemptions; Conduct Combined Public Awareness and Enforcement Campaigns; Presidential Initiative for Increasing Seat Belt Use Nationwide; and Urge Parents to Carry Children in the Rear Seat. KW - Awareness KW - Child restraint systems KW - Child safety KW - Child seat belts KW - Children KW - Exemption KW - Fatalities KW - Injuries KW - Law enforcement KW - Laws KW - Parents KW - Passenger safety KW - Passengers KW - Public information programs KW - Rear seats KW - Safety KW - Seat belt usage KW - Seat belts KW - Traffic crashes KW - Transportation safety UR - https://trid.trb.org/view/542195 ER - TY - JOUR AN - 00757854 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - PRIMARY ENFORCEMENT OF SEAT BELT LAWS: INCREASE BELT USE, DECREASE CRASH FATALITIES AND INJURIES PY - 1998/01 SP - 3 p. AB - Safety belt usage is much higher, on average, in States that allow primary enforcement of their belt use laws. Recent experience with upgrades from secondary enforcement to primary enforcement in California, Georgia, and Louisiana provides strong evidence of the benefits of switching to primary enforcement. This fact sheet provides further information on this topic under the following headings: Higher Belt Use Rates; Greater Fatality Reduction; The Public Supports Primary Enforcement; The Presidential Initiative for Increasing Seat Belt Use Nationwide; and Organizations Recommend Primary Enforcement. KW - Fatalities KW - Injuries KW - Laws KW - Primary enforcement KW - Public relations KW - Public support KW - Reduction (Decrease) KW - Seat belt usage KW - Seat belts KW - Traffic crashes UR - https://trid.trb.org/view/542197 ER - TY - JOUR AN - 00757850 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MOTORCYCLE HELMET USE LAWS PY - 1998/01 SP - 4 p. AB - The United States Department of Transportation's National Highway Traffic Safety Administration (NHTSA) strongly believes that effective, comprehensive programs including motorcycle helmet usage, rider education, motorcycle operator licensing, and responsible use of alcohol have a strong positive effect on motorcycle safety. Motorcycle helmets offer motorcyclists involved in traffic crashes the best protection from head injury. The passage of helmet use laws governing all motorcycle riders is the most effective method of increasing helmet use. NHTSA encourages states to enact legislation to require all motorcycle riders to wear helmets. This fact sheet addresses the topic under the following headings: Key Facts; Legislative Status; Cost Savings; Who Supports Universal Motorcycle Helmet Laws; Information Sources; and Status of State Motorcycle Helmet Use Requirements. KW - Alcohol use KW - Cost control KW - Cost savings KW - Driver licensing KW - Driver training KW - Head KW - Head injuries KW - Head protection KW - Helmets KW - Injuries KW - Laws KW - Legislation KW - Motorcycle crashes KW - Motorcycle laws KW - Motorcycle operator education KW - Motorcycle operator licensing KW - Motorcycle safety KW - Motorcycles KW - Motorcycling KW - Motorcyclists KW - Occupant protection devices KW - States KW - Vehicle safety UR - https://trid.trb.org/view/542193 ER - TY - JOUR AN - 00757851 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - GRADUATED DRIVER LICENSING SYSTEM PY - 1998/01 SP - 3 p. AB - The U.S. Department of Transportation's National Highway Traffic Safety Administration (NHTSA) encourages states to implement a graduated driver licensing system. Easing young drivers into the traffic environment through more controlled exposure to progressively more difficult driving experiences can reduce their traffic crashes. A significant percentage of young drivers are involved in traffic crashes and are twice as likely to be in a fatal crash as adult drivers. The problems contributing to their high crash rates include driving inexperience and lack of adequate driving skills, excessive driving during nighttime high risk hours, risk-taking behavior, poor driving judgment and decision-making, and drinking and driving. To address these problems, NHTSA and the American Association of Motor Vehicle Administrators (AAMVA) developed an entry level driver licensing system. It consists of three distinct stages, named by the type of license possessed at each stage: learner's permit, intermediate (provisional) license, and full license. Young drivers are required to demonstrate responsible driving behavior in each stage of licensing before advancing to the next. This fact sheet details the three stages of licensing, discusses the effectiveness of graduated licensing, and list the states that currently have graduated driver licenses. KW - Adolescents KW - Automobile driving KW - Decision making KW - Driver experience KW - Driver licenses KW - Driver licensing KW - Drivers KW - Drunk drivers KW - Effectiveness KW - Fatalities KW - Graduated licensing KW - Judgment (Human characteristics) KW - Measures of effectiveness KW - Motor skills KW - Night KW - Night driving KW - Provisional licensing KW - Risk taking KW - Safety KW - States KW - Teenage drivers KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/542194 ER - TY - JOUR AN - 00757848 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - ZERO-TOLERANCE LAWS TO REDUCE ALCOHOL-IMPAIRED DRIVING BY YOUTH PY - 1998/01 SP - 3 p. AB - The U.S. Department of Transportation's National Highway Traffic Safety Administration (NHTSA) encourages States to enact zero tolerance laws designed to reduce drinking and driving among younger drivers. Such laws should: establish that any measurable amount (a maximum of 0.02) of alcohol in the blood, breath, or urine of a driver under age 21 would be an "illegal per se" offense; and provide for immediate driver license suspension periods for those under age 21 who exceed the applicable blood alcohol concentration (BAC) limit. This fact sheet addresses the topic under the following headings: Key Facts; States with Special Laws for Youth; How the Laws Work; Benefits; National Highway Systems Designation Act of 1995; Section 410 of the Highway Safety Act; and Information sources. KW - Adolescents KW - Alcohol laws KW - Alcohol use KW - Benefits KW - Blood alcohol levels KW - Driver license suspension KW - Driver licenses KW - Drivers KW - Drunk drivers KW - Drunk driving KW - Grant aid KW - Impaired drivers KW - Laws KW - Per se laws KW - Suspensions KW - Teenage drivers KW - Zero tolerance UR - https://trid.trb.org/view/542191 ER - TY - JOUR AN - 00757849 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - BICYCLE HELMET USE LAWS PY - 1998/01 SP - 3 p. AB - The United States Department of Transportation's National Highway Traffic Safety Administration (NHTSA) supports the enactment of bicycle helmet usage laws. Bicycle helmets offer bicyclists the best protection from head injuries resulting from bicycle crashes, and bicycle helmet laws have been proven effective in increasing bicycle helmet use. This fact sheet address the topic under the following headings: Key Facts; Legislative Status; Cost Savings; Who Supports Bicycle Use Laws; List of States with Bicycle Helmet Laws; and Information Sources. KW - Bicycle crashes KW - Bicycle helmet usage KW - Bicycle helmet usage laws KW - Bicycle safety KW - Bicycling KW - Cost control KW - Cost savings KW - Cyclists KW - Head KW - Head injuries KW - Helmets KW - Injuries KW - Law KW - Legislation KW - Protection KW - States KW - Traffic safety UR - https://trid.trb.org/view/542192 ER - TY - JOUR AN - 00757846 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - 0.08 BAC ILLEGAL PER SE LEVEL PY - 1998/01 SP - 3 p. AB - It is illegal per se to drive a motor vehicle with a blood alcohol concentration (BAC) at or above a specified level in all but two States of the United States. The customary level, currently the law in 33 States and DC, was 0.10 for all drivers aged 21 and above. However, 15 states have lowered their level to 0.08. In a 1992 Report to Congress, NHTSA recommended that all states lower their illegal per se level to 0.08 for all drivers aged 21 and above. This Fact Sheet presents additional information about this topic under the following headings: Key Facts; Why 0.08; Point/Counterpoint; Impact on the Criminal Justice System; Who Supports 0.08; and Information Sources. KW - Alcohol laws KW - Alcohol use KW - Blood alcohol levels KW - Crash causes KW - Drunk drivers KW - Drunk driving KW - Impacts KW - Laws KW - Per se laws KW - States UR - https://trid.trb.org/view/542189 ER - TY - SER AN - 00757843 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - CRASH DATA AND RATES FOR AGE-SEX GROUPS OF DRIVERS, 1996 PY - 1998/01 SP - 6 p. AB - The availability of crash and fatality data for 1996 and the latest available travel information from the National Personal Transportation Study (NPTS) provides an opportunity to update previously published crash rates of age-sex groups of drivers. The results in this research note are based on 1996 data for fatal crashes, driver licenses, and estimates of total crashes based upon data obtained from the nationally representative sample of crashes gathered in the General Estimates System. The average annual miles of travel estimates are from the 1995 NPTS survey. KW - Age KW - Crash data KW - Crash rates KW - Driver age KW - Driver licenses KW - Drivers KW - Estimates KW - Fatalities KW - Gender KW - Mileage KW - Traffic crashes UR - http://ntl.bts.gov/lib/000/200/248/00248.pdf UR - http://ntl.bts.gov/lib/20000/20900/20983/PB98163587.pdf UR - https://trid.trb.org/view/542186 ER - TY - SER AN - 00757847 JO - State Legislative Fact Sheet PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - ADMINISTRATIVE LICENSE REVOCATION PY - 1998/01 SP - 4 p. AB - The U.S. Department of Transportation's National Highway Traffic Safety Administration encourages States to require prompt, mandatory suspension of drivers' licenses for alcohol and/or other drug test failure and refusal. Administrative license revocation (ALR) laws are based on objective chemical tests (blood, breath, or urine), similar to "illegal per se" criminal laws against impaired driving. Administrative license revocation allows police and driver licensing authorities to revoke the driver's license swiftly, without long delays while waiting for a criminal trial, and protects the offender's right of due process through an appeal system. ALR is similar to "implied consent" laws in states which automatically suspend a driver's license for refusing a BAC test. ALR automatically suspends the license for failing the BAC test. This fact sheet addresses this topic through the following questions, headings, and key facts: What provisions should be included in an Administrative Revocation Law? How much does an Administrative License Revocation program cost? How can Administrative License Revocation be financed? Who supports Administrative License Revocation? Section 410 of the Highway Safety Act; Research Studies; and Information Sources. KW - Administrative license revocation KW - Administrative procedures KW - Alcohol breath tests KW - Blood alcohol levels KW - Blood analysis KW - Blood tests KW - Costs KW - Driver license revocation KW - Driver licenses KW - Drugs KW - Drunk drivers KW - Drunk driving KW - Financing KW - Grant aid KW - Highway Safety act KW - Licensing KW - Random breath tests KW - Revocation KW - States KW - Urine alcohol levels UR - http://ntl.bts.gov/lib/6000/6200/6282/fs_alr.pdf UR - https://trid.trb.org/view/542190 ER - TY - SER AN - 00757831 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - NATIONAL SURVEY OF OCCUPANT SAFETY SHOWS ONE IN FOUR HAVE BEEN INJURED IN A VEHICLE CRASH PY - 1998/01 IS - 168 SP - 2 p. AB - This sheet summarizes Volume IV of a national telephone survey conducted by NHTSA. This volume describes findings related to crash injury experience and Emergency Medical Services (EMS). Topics covered include percent injured in a vehicle crash last year by age, the long lasting effects of injuries, how willing people would be to stop at a crash scene to help others, the increased presence of cellular phones, calling 9-1-1, expectations for emergency response, the emergency training that the general public has obtained, and changes in responses since the last survey was done in 1994. KW - 9-1-1 KW - Call boxes (Driver aid devices) KW - Cellular telephones KW - Data collection KW - Disaster preparedness KW - Disasters and emergency operations KW - Drivers KW - Emergency medical services KW - Emergency training KW - Injuries KW - Passengers KW - Surveys KW - Traffic crashes UR - https://trid.trb.org/view/542174 ER - TY - RPRT AN - 00756367 AU - Sumie, M AU - Li, Cong AU - Green, P AU - University of Michigan Transportation Research Institute AU - Mitsubishi Motors Corporation TI - USABILITY OF MENU-BASED INTERFACES FOR MOTOR VEHICLE SECONDARY FUNCTIONS PY - 1998/01 SP - 100 p. AB - Three experiments were conducted to develop methods and data for examining the usability of secondary controls for accessing hierarchical menus system while driving. Hierarchical menu interfaces may be used in future vehicles for the operation of radio and navigation systems. In the first experiment, eight drivers performed a secondary task in an instrumented car and the UMTRI driving simulator. The real and simulated roads were not matched. There were no differences in secondary task time-related measures between contexts, but absolute validity of the primary task was not high. As in previous studies, speed variance was lower and lane variance was greater in the simulator. This experiment established that the UMTRI simulator was a reasonable context for examining the use of secondary controls. In the second experiment, two subjects drove the simulator for brief periods of time over 20 successive workdays. Secondary task performance continued to improve across the entire period, with most of the performance gains being evident by the fifth day. There were few interactions of time with test conditions, suggesting that testing across a large number of days was not necessary. In the third experiment, 16 subjects drove the simulator while retrieving information using a menu system. In terms of task completion times, the number keypad yielded the best performance. As for the menu structures, the order from best to worst was 8 x 2 (8 items, 2 levels deep), 4 x 3, and 2 x 6, though the differences between 8 x 2 and 4 x 3 were small. KW - Control KW - Human factors KW - Instrumented vehicles KW - Intelligent transportation systems KW - Interfaces KW - Menu-based KW - Motor vehicles KW - Simulation KW - Vehicle compartments KW - Vehicle interiors UR - http://ntl.bts.gov/lib/20000/20800/20856/PB98155195.pdf UR - https://trid.trb.org/view/537642 ER - TY - RPRT AN - 00756337 AU - Wissing, T J AU - Mazur, J AU - Leonard, M AU - Goeschel, F AU - Luebke, C AU - Eaton Corporation AU - National Highway Traffic Safety Administration AU - Federal Highway Administration TI - DEVELOPMENT, EVALUATION, AND DEMONSTRATION OF A TRACTOR TRAILER INTELLIGENT COMMUNICATION AND POWER LINK PY - 1998/01 SP - 42 p. AB - Technology offers a significant potential to improve the productivity and safety of the motor carrier industry. To date, the application of new technology to commercial vehicles has been limited to single unit trucks and truck tractors because of constraints inherent in the present combination-unit truck trailer electrical powering and communication system. A number of possibilities have been suggested to address this issue including, but not limited to, radio/telemetry communication among units in the combination, multiplexing, voltage enhancement, wiring system upgrade, and additional electrical circuits. This report explores the multiplexing approach. This approach switches six of the seven wires in the standard SAE J1067 cable and J560 connector to two J1939 communication lines and four full time power lines, leaving one wire for ground. The system uses personal computer hardware and power switching in custom modules. Additional safety and productivity enhancing features have been added to the combination unit to demonstrate the potential of the systems. These features are: 1) advanced lighting multiplex modules, 2) trailer ID, 3) trailer air brake reservoir low pressure, 4) ABS warning light in the cab, 5) trailer parking brake status/brake status, 6) trailer air suspension pressure, 7) tandem axle load, 8) rear object detection, 9) side object detection, and 10) refrigeration status in the trailer. KW - Air brakes KW - Air suspension systems KW - Antilock brake systems KW - Cables KW - Communications KW - Electrical wiring KW - Intelligent vehicles KW - Lighting KW - Multiplexing KW - Object detection KW - Personal computers KW - Power links KW - Pressure KW - Refrigeration systems KW - Safety KW - Safety equipment KW - Safety features KW - Tandem axle loads KW - Tractor trailer combinations KW - Warning devices UR - https://trid.trb.org/view/537610 ER - TY - RPRT AN - 00756335 AU - Mid-America Research Institute, Incorporated AU - National Highway Traffic Safety Administration TI - PROBLEMS AND SOLUTIONS IN DWI ENFORCEMENT SYSTEMS PY - 1998/01 SP - 180 p. AB - This report documents the results of a study aimed at identifying where and how alcohol-impaired drivers slip through the cracks in the criminal justice system. It also suggests potential fixes to close those loopholes. The report is based on information obtained through telephone discussions with law enforcement officials in 11 jurisdictions; detailed case studies of Blood Alcohol Concentration (BAC)-law enforcement methods and problems in three jurisdictions; and input from a panel of experts experienced in BAC-law enforcement procedures and methods. The study identified 28 significant problems in enforcing BAC-limit laws and traced them to their most common causes. These problems degrade the ability of the police to find DWI suspects, confirm suspects as DWI, and process suspects more quickly. The problems also degrade the ability of prosecutors to charge and obtain convictions of DWI defendants and the ability of judges to impose appropriate sanctions on persons convicted of DWI. Types of recommended fixes for these problems included expanded training programs for police officers, prosecutors, judges, and administrative hearing officers; new or modified procedures for catching and processing suspected DWIs, adjudicating DWI cases, and sanctioning DWI offenders; additional equipment, facilities, and personnel for agencies involved in enforcing BAC laws; additional funding to support the operation of these agencies; new or modified laws on the conduct of criminal and administrative adjudicative proceedings; and focused public information programs to gain public support for the operation of BAC-law enforcement agencies. KW - Blood alcohol levels KW - Case studies KW - Convictions KW - Drunk drivers KW - Drunk driving KW - Finance KW - Financing KW - Personnel KW - Public information programs KW - Sanctions KW - Traffic conviction KW - Traffic law enforcement UR - http://ntl.bts.gov/lib/20000/20400/20422/PB98126568.pdf UR - http://ntl.bts.gov/lib/25000/25900/25934/DOT-HS-808-666.pdf UR - https://trid.trb.org/view/537608 ER - TY - RPRT AN - 00756334 AU - National Highway Traffic Safety Administration TI - EQUAL OPPORTUNITY AND AFFIRMATIVE EMPLOYMENT FOR MINORITIES, WOMEN AND PEOPLE WITH DISABILITIES ACCOMPLISHMENT REPORT AND UPDATES, FY-97 PY - 1998/01 SP - 104 p. AB - This is the National Highway Traffic Safety Administration's report on equal opportunity and affirmative employment for minorities, women, and people with disabilities within their organization for fiscal year 1997. Among other topics it includes a policy on sexual harassment prevention, problem/barrier identification, new hires, and analysis of the work force. KW - Disabled people KW - Discrimination KW - Employment KW - Equal opportunity KW - Females KW - Minorities KW - Persons with disabilities KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/537607 ER - TY - RPRT AN - 00754953 AU - National Highway Traffic Safety Administration TI - NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION FY 1999 BUDGET IN BRIEF PY - 1998/01 SP - 22 p. AB - This brief budget contains the following sections and subsections. Overview: Summary of Authorizing Legislation, NHTSA Strategic Plan, Historic Funding Table, NHTSA Pie Charts; Programs: Safety Performance Standards, Safety Assurance, Highway Safety, Research and Analysis, General Administration, Highway Safety Grants; Miscellaneous: GPRA Outcome Measures, Distribution of Section 402 Grants, Organizational Chart. KW - Analysis KW - Budgeting KW - Evaluation and assessment KW - Finance KW - Financing KW - Grant aid KW - Highway safety KW - Legislation KW - Organization charts KW - Quality of work KW - Research KW - Safety KW - Safety standards KW - Standards KW - Strategic planning KW - Traffic mitigation KW - U.S. National Highway Traffic Safety Administration UR - http://ntl.bts.gov/lib/16000/16800/16834/PB2000105226.pdf UR - https://trid.trb.org/view/537151 ER - TY - JOUR AN - 00754961 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - FURTHER ANALYSIS OF MOTORCYCLE HELMET EFFECTIVENESS USING CODES LINKED DATA PY - 1998/01 SP - 3 p. AB - Linked data from the Crash Outcome Data Evaluation System (CODES) in seven states were used by the National Highway Traffic Safety Administration as the basis of a 1996 "Report to Congress on the Benefits of Safety Belts and Motorcycle Helmets" (HS-808 347). This study measured motorcycle helmet effectiveness using mortality, morbidity, severity and costs. The CODES data showed that motorcycle helmets are effective in preventing injuries or death in general, but even more effective in preventing brain injuries in particular. This was to be expected given that the helmet protects only the head. But, for the first time, linkages between police crash files and hospital discharge files were used to substantiate these expectations. This Research Note expands the CODES analyses to include consideration of the effect of helmet legislation in the CODES states. The contents are organized as follows: Background; Distribution of the Helmet Cases in Six of the Seven CODES States; Helmets Shown to be 65 Percent Effective in Preventing Brain Injuries in the Six CODES States; Helmets Dramatically Reduce Health Care Charges by Preventing Unhelmeted Brain Injuries from Occurring; Estimating the Benefits of Helmets if None of the CODES States Had Universal Helmet Legislation; and Conclusion. KW - Brain KW - Brain injuries KW - Crash Outcome Data Evaluation System KW - Effectiveness KW - Fatalities KW - Helmet use laws KW - Helmets KW - Injuries KW - Laws KW - Measures of effectiveness KW - Motorcycle crashes KW - Prevention UR - http://ntl.bts.gov/lib/000/200/269/00269.pdf UR - http://ntl.bts.gov/lib/20000/20900/20987/PB98163629.pdf UR - https://trid.trb.org/view/540142 ER - TY - RPRT AN - 00748145 AU - NICKLES, J E AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - SIGNAL WAVEFORM GENERATOR PERFORMANCE SPECIFICATIONS AND CERTIFICATION REQUIREMENTS PY - 1998/01 SP - 40 p. AB - This report provides important information for users of the National Highway Traffic Safety Administration (NHTSA) signal waveform generator (SWG) and for those organizations that would perform testing to certify the accuracy of SWG signals. The performance specifications for the SWG are based on the results of testing of all of the ten SWGs fabricated for NHTSA. The SWG certification requirements specify the measurements, measurement equipment, measurement procedures, and the measured SWG performance required to certify that a SWG is acceptable for use in testing a crash or sled test data acquisition system. KW - Accuracy KW - Certification KW - Crashes KW - Data collection KW - Electromagnetic wave propagation KW - Impact tests KW - Performance based specifications KW - Performance specifications KW - Signal generators KW - Signal waveform generators KW - Testing KW - Vehicle tests UR - http://ntl.bts.gov/lib/20000/20400/20483/PB98130941.pdf UR - https://trid.trb.org/view/473817 ER - TY - SER AN - 00745510 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - THE ALCOHOL IMPAIRED PEDESTRIAN PROBLEM IS HIGH AMONG SOME RACIAL AND ETHNIC GROUPS PY - 1998/01 IS - 167 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) sponsored a study by Preusser Research Group, Inc. to develop an accurate picture of the involvement of various cultural populations in alcohol related pedestrian crashes, identify cultural barriers for each group, and recommend strategies for future research aimed at reducing these crash problems. They analyzed data for adult pedestrian fatalities from NHTSA's Fatality Analysis Reporting System (FARS) for the years 1984 through 1993. There were 53,904 pedestrians. The BAC values are known for about 67 percent of these fatalities. To obtain ethnic data, crash files from six states were analyzed. Among white, black, and Hispanic pedestrians aged 15 and older who died in vehicle crashes, it was found that, on average, 39 to 47 percent had BACs of 0.10 percent and the proportion increased to 84 percent for Native Americans. Among Hispanics, the highest levels of alcohol involvement were found in Hispanic males 21 and older; and among blacks, in both black males and females over age 25. For Native Americans, very high levels were found in both men and women of all ages. KW - African Americans KW - Alcohol use KW - Blacks KW - Crashes KW - Ethnic groups KW - Fatalities KW - Hispanics KW - Native Americans KW - Nhtsa KW - Pedestrian-vehicle crashes KW - Race KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/475721 ER - TY - RPRT AN - 00745679 AU - National Highway Traffic Safety Administration TI - SUMMARY OF VEHICLE OCCUPANT PROTECTION LAWS, CURRENT AS OF JANUARY 1, 1998 PY - 1998/01 SP - 189 p. AB - This publication reports the status of State statutes that are concerned with vehicle occupant protection (except off highway vehicles). Such laws include requiring the use of (1) safety belts, (2) child passenger restraint devices and (3) motorcycle or bicycle helmets. Also included are laws that prohibit riding in the bed of a pick-up truck. Except as noted, the status of the State laws reported is as of January 1, 1998. This publication is divided into three areas: (1) Introduction; (2) Summary Table; and (3) a State by State Analysis. The State by State Analysis is organized by State and then by specific legal topics. The State by State Analysis includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. The State by State Analysis can be used to facilitate the comparison of State laws in the subject areas. The Appendix, using the State by State Analysis' format, gives the Uniform Vehicle Code's provisions on vehicle occupant protection. KW - Child restraint systems KW - Helmets KW - Highway safety KW - Legal documents KW - Manual safety belts KW - Occupant protection KW - Occupant protection devices KW - Pickup trucks KW - State laws KW - Uniform Vehicle Code UR - http://ntl.bts.gov/lib/20000/20200/20246/PB98118458.pdf UR - https://trid.trb.org/view/472677 ER - TY - RPRT AN - 00745678 AU - National Highway Traffic Safety Administration TI - DIGEST OF STATE ALCOHOL-HIGHWAY SAFETY RELATED LEGISLATION, CURRENT AS OF JANUARY 1, 1998, SIXTEENTH EDITION PY - 1998/01 SP - 561 p. AB - This Digest reports the status of State laws that are concerned with drunk driving offenses and alcoholic beverage control. Unless otherwise indicated, the status of the laws reported is as of January 1, 1998. The Digest is divided into three areas: (1) Introduction; (2) High Interest Legislation; and (3) State Law Summary. The Summary is organized by State and then by specific legal topics. The Summary includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. It should be noted that the Summary can be used to facilitate the comparison of State laws in the subject areas. The Appendix, using the State Law Summary's format, gives the Uniform Vehicle Code's provisions on implied consent, drunk driving, vehicle homicide and driving while license is either suspended or revoked. KW - Alcoholic beverages KW - Driving without a license KW - Drunk driving KW - Highway safety KW - Implied consent KW - Implied consent laws KW - Legal documents KW - State laws KW - Uniform Vehicle Code KW - Vehicular homicide UR - https://trid.trb.org/view/472676 ER - TY - RPRT AN - 00745680 AU - National Highway Traffic Safety Administration TI - SUMMARY OF STATE SPEED LAWS, CURRENT AS OF JANUARY 1, 1998. SECOND EDITION PY - 1998/01 SP - 310 p. AB - This Summary reports only the status of State statutes (or regulations) that are concerned with either speed limit or speed related violations. Local laws are not reported. Unless otherwise indicated, the status of the State laws (or regulations) reported is as of January 1, 1998. The Summary is divided into three areas: (1) Introduction; (2) Summary Tables; and (3) a State by State Analysis. The State by State Analysis is organized by State and then by specific legal topics. The State by State Analysis includes code and, where needed, case law citations; these should help individuals conducting additional research in this area of the law. The State by State Analysis can be used to facilitate the comparison of State laws in the subject areas. The Appendix, using the State by State Analysis' format, gives the Uniform Vehicle Code's provisions on speed limit and speed related offenses. KW - Highway safety KW - Laws KW - Legal documents KW - Speed KW - Speed laws KW - Speed limits KW - Speeding KW - State laws KW - Uniform Vehicle Code UR - https://trid.trb.org/view/472678 ER - TY - CONF AN - 00806496 AU - Gualino, David AU - Parent, Michel AU - Uchanski, Michael AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - AUTONOMOUS LATERAL CONTROL OF A VEHICLE USING A LINEAR CCD CAMERA PY - 1998 SP - p. 69-73 AB - In this paper, the authors present a robust technique for lateral vehicle guidance. The technique is based on the detection of light reflectors which are found on both sides of the road. A 1-D CCD camera and infrared flash are used to detect the markers. This technique has several advantages,including low costs, simplified image processing, and enhanced safety and visibility. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Automatic steering control KW - Cameras UR - https://trid.trb.org/view/675668 ER - TY - CONF AN - 00806498 AU - Sayd, P AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - A DYNAMIC VISION ALGORITHM TO RECOVER THE 3D SHAPE OF A NON-STRUCTURED ROAD PY - 1998 SP - p. 80-86 AB - This paper describes a method in which an on-board monocular monochromatic camera is used for locating a vehicle on a non-marked road and recovering its 3D geometry. The method first uses an image segmentation stage to deduce the road area in the image. In the next stage, the vehicle location is estimated by assuming that the road is straight near the vehicle. In the last stage, the 3D geometry of the road is recovered. Results are presented for each stage on a non- structured road and a forested road. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Advanced vehicle control systems KW - Computer vision UR - https://trid.trb.org/view/675670 ER - TY - CONF AN - 00806501 AU - Tham, Yew Keong AU - Wang, Han AU - Teoh, Eam Khwang AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - SIDE SLIP MODELLING FOR A 4-WHEEL STEERABLE INDUSTRIAL VEHICLE PY - 1998 SP - p. 99-105 AB - This paper describes an adaptive estimation approach that uses Kalman filtering with a two-tier, side-slip compensation technique for improving estimation. The approach can be used on a 4-wheel steerable industrial vehicle. Position measurements from a reference system are fused with the odometry measurements to provide an optimal estimate of the vehicle's states. The odometry encoder's resolution is constantly calibrated in order to main an accurate position report. The performance of the method is evaluated at different maneuvers, speeds and loading patterns using data obtained from field trials. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Data fusion KW - Kalman filtering UR - https://trid.trb.org/view/675673 ER - TY - CONF AN - 00806502 AU - Wang, Danwei AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - A LATERAL CONTROL SCHEME FOR A 4 WHEEL STEERING AGV PY - 1998 SP - p. 107-112 AB - This paper presents a lateral control methodology for tracking in a four-wheel steering automated guided vehicle (AGV). The maneuverability of the AGV is enhanced due to the four-wheel steering. The methodology uses a decoupled state feedback control system which results in good tracking performance, especially in maneuvers with tight radius turning and lane changing operations. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Automated guided vehicle systems KW - Feedback control KW - Steering systems UR - https://trid.trb.org/view/675674 ER - TY - CONF AN - 00806495 AU - McMillan, M J AU - Pape, D B AU - Rust, S W AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - STATISTICAL MODELING OF DRIVER CURVE NEGOTIATION BEHAVIOR PY - 1998 SP - p. 63-68 AB - This paper discusses the use of statistical models to predict driver lane keeping behavior during both straight driving and curve negotiation. The models were fitted to real driving data. The paper discusses the particular data used to fit the model, the modeling approach, and the results. It was shown that the model predicted mean lane keeping behavior captures the systematic tendency of the drivers in trials to cut curves yet it smoothes out the erratic behavior observed between drivers and trips at 50-ft intervals. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Driving KW - Human factors KW - Safety UR - https://trid.trb.org/view/675667 ER - TY - CONF AN - 00806497 AU - Kato, Shin AU - Tomita, Kohji AU - Tsugawa, Sadayuki AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - LANE DEPARTURE DETECTION WITH AN ONBOARD VISION SYSTEM PY - 1998 SP - p. 74-79 AB - This paper describes a lane departure detection algorithm which uses lane markings or road edges as a reference line. An onboard vision system detects the reference lines and lane markings. Lane departure is detected by comparing the driver's steering and the steering calculated with a vision-based lateral control system. The paper describes the algorithm, simulation studies, and experiments with a vision-based vehicle on a test track. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Computer vision KW - In vehicle sensors KW - Road markings KW - Single vehicle crashes UR - https://trid.trb.org/view/675669 ER - TY - CONF AN - 00806499 AU - Paetzold, Frank AU - Franke, Uwe AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - ROAD RECOGNITION IN URBAN ENVIRONMENT PY - 1998 SP - p. 87-91 AB - This paper studies lane recognition problems in an urban setting. The concept of a global analysis of an image, used to separate lane structures from the background, is described. This detection initiates a Kalman filter estimation process that then locally tracks structures in image sequences. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Computer vision KW - In vehicle sensors KW - Kalman filtering KW - Road markings UR - https://trid.trb.org/view/675671 ER - TY - CONF AN - 00806500 AU - Kirchner, A AU - Heinrich, Th AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - MODEL BASED DETECTION OF ROAD BOUNDARIES WITH A LASER SCANNER PY - 1998 SP - p. 93-98 AB - In this paper, the authors describe a road boundaries detection system that is based on rage data. A laser scanner mounted on a vehicle is used to measure distances and detect road boundaries. The range data is used to estimate the parameters of a model of the road boundaries. Kalman filtering is used to process successive scans. Test results indicate that the road boundaries can be reliably detected as long as guardrails or posts are available. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - In vehicle sensors KW - Kalman filtering KW - Optical scanners KW - Road markings UR - https://trid.trb.org/view/675672 ER - TY - CONF AN - 00806503 AU - Andrews, Scott AU - Goudy, Roy AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - TWO-DIMENSIONAL VEHICLE CONTROL FOR OBSTACLE AVOIDANCE IN MULTI-LANE TRAFFIC ENVIRONMENTS PY - 1998 SP - p. 113-117 AB - In this paper, the authors discuss dynamics of obstacle avoidance in a multi-lane traffic environment. The dynamics are then applied to a satisficing decision theory model in order to implement a systematic satisficing decision process. This approach is then used for warning braking, and lane changing in order to avoid collisions. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Crash avoidance systems UR - https://trid.trb.org/view/675675 ER - TY - CONF AN - 00806504 AU - Wang, W AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - INTELLIGENT IGNITION CONTROL USING PRESSURE SENSOR WITH FUZZY LOGIC IN A NATURAL GAS ENGINE PY - 1998 SP - p. 119-124 AB - In this paper, the authors describe a fuzzy logic-based ignition timing control system. A pressure detection system is developed for determining the combustion parameters and ignition control on a natural gas engine. Test results indicate the possibility of improving engine performance by applying fuzzy logic control into the spark ignition engine for ignition timing control. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Fuzzy logic KW - Fuzzy systems KW - Vehicle design UR - https://trid.trb.org/view/675676 ER - TY - CONF AN - 00803225 AU - Wang, Yue AU - Shen, Dinggang AU - Teoh, Eam Khwang AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - LANE DETECTION USING CATMULL-ROM SPLINE PY - 1998 SP - p. 51-57 AB - In this paper, the authors present a lane detection method. A new lane model, based on a Catmull-Rom spline which describes the perspective effect of parallel lines, is designed for lane boundaries. The model can describe a wider range of lane structure than other lane models. The proposed algorithm uses a maximum likelihood approach in detecting the lane. This lane detection method is shown to be robust to noise present in the road image under shadow condition and variations in illumination. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Computer vision KW - Road markings UR - https://trid.trb.org/view/671213 ER - TY - CONF AN - 00803226 AU - Sakurai, Kazuki AU - Kyo, Sholin AU - Okazaki, Shin'irchiro AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - A LANE RECOGNITION METHOD BASED ON WHITE LINE DETECTION AND ROAD AREA DETECTION PY - 1998 SP - p. 58-62 AB - This paper describes a lane recognition method which uses an on-board video camera image for vision-based driving assistance. Three methods are proposed for robust recognition in various weather conditions: a robust white line detection method, a road area detection method, and a combination of the first two methods. The paper describes the detection processes, and presents experimental results which show that the error continuity rate of this proposed method is acceptable for various weather conditions. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Computer vision KW - Road markings UR - https://trid.trb.org/view/671214 ER - TY - CONF AN - 00803224 AU - Kovacs, Gabor AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - LANE-DEPARTURE DETECTION AND CONTROL SYSTEM COMMERCIAL VEHICLES PY - 1998 SP - p. 46-50 AB - In this paper, the authors present a system for detecting and preventing unintended lane departures. The system involves the integration of a drive stability and a computer vision system. The possible lane departure is calculated on the basis of the recognized lane geometry and the measured state of the vehicle. If lane departure is predicted, the path of the vehicle is then controlled by unilateral braking U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Computer vision KW - Single vehicle crashes KW - Trucks UR - https://trid.trb.org/view/671212 ER - TY - RPRT AN - 00757804 AU - National Highway Traffic Safety Administration AU - National Safety Council TI - .08 BAC LIMIT SAVES LIVES - WHY EVERY STATE NEEDS A .08 BAC LAW PY - 1998 SP - 8 p. AB - This brochure discusses .08 BAC (Blood Alcohol Concentration) Laws and illegal per se laws. It proposes that an illegal per se law which sets the BAC limit at .08 would save lives, prevent injuries, and reduce costs to society. An illegal per se law makes it illegal in and of itself to drive with an alcohol concentration measured at or above a certain level. This brochure discusses why the BAC should be .08, what each individual can do to support .08 BAC laws, and myths and facts about the laws. KW - Alcohol laws KW - Alcohol use KW - Blood alcohol levels KW - Drunk driving KW - Illegal per se laws KW - Laws KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/538309 ER - TY - RPRT AN - 00788089 AU - National Highway Traffic Safety Administration TI - BIBLIOGRAPHY OF RECENT ITS REPORTS AND PAPERS PY - 1998 SP - 11 p. AB - This document is a bibliography from the National Highway Traffic Safety Administration (NHTSA), Office of Crash Avoidance, containing recent reports and papers related to Intelligent Transportation Systems (ITS). Areas of coverage include collision warning system adaptive cruise control systems, vehicle follower control, vehicle dynamics, computer vision systems, advanced vehicle control systems speed control systems, and driver monitoring systems. KW - Crash avoidance systems KW - Safety KW - Speed control UR - https://trid.trb.org/view/647252 ER - TY - RPRT AN - 00787949 AU - Ervin, R D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - TWO ACTIVE SYSTEMS FOR ENHANCING DYNAMIC STABILITY IN HEAVY TRUCK OPERATIONS PY - 1998 SP - 206 p. in various pagings AB - This report describes the development of two types of intelligent subsystems that were developed to enhance a truck driver's ability to obtain stable operations with an articulated heavy-duty vehicle. The first stability-enhancement system is the roll-stability advisor, or RSA system. The function of the RSA is to determine the basic roll- stability level of the vehicle and display the information so that it enables the driver to appraise rollover risks. The second system is an automatic-intervention system for rearward amplification suppression (RAMS) in multi-trailer combinations. The control system applies right-left braking pulses to automatically suppress the tendency for exaggerated motions at rearmost trailers in response to abrupt steering. KW - Safety KW - Suspension systems KW - Trucks KW - Vehicle dynamics UR - https://trid.trb.org/view/649139 ER - TY - RPRT AN - 00787953 AU - Fancher, P AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - INTELLIGENT CRUISE CONTROL FIELD OPERATIONAL TEST PY - 1998 SP - 2 v. AB - The report describes the efforts towards preparing and instrumenting a fleet of passenger cars with infrared ranging sensors, headway-control algorithms, and driver interface units as needed to provide an adaptive cruise control (ACC) functionality The report first describes the Field Operational Test (FOT) methodology, with information on the ACC system, the vehicle platform, the data acquisition system, the experimental design, and the management of the driver/participants and the vehicle systems. The data set is then described, including information on drivers and methods for processing the data. The driving behavior is then discussed. Results and findings concerning driving performance and ACC system issues are discussed in the conclusion. KW - Adaptive control KW - Speed control UR - https://trid.trb.org/view/649140 ER - TY - CONF AN - 00801277 AU - Aoki, Masayoshi AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - IMAGE PROCESSING IN ITS PY - 1998 SP - p. 1-4 AB - This paper gives an overview of image processing in Intelligent Transportation Systems (ITS). It describes the three major components of an image processing system: image input, algorithms, and on-board and roadside processing equipment. The paper concludes with a review of recent research by briefly discussing papers related to image processing that were delivered at recent conferences. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Image processing UR - https://trid.trb.org/view/669585 ER - TY - CONF AN - 00801279 AU - Uchimura, Keiichi AU - Hu, Zhencheng AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - LANE DETECTION AND TRACKING USING ESTIMATED CAMERA PARAMETERS FOR INTELLIGENT VEHICLES PY - 1998 SP - p. 11-16 AB - In this paper, the authors present a fast vehicle-mounted camera method for analyzing motion parameters using the camera's Focus of Expansion (FOE). The method is able to determine rotation and translation parameters by using only three pairs of matching points between adjacent frames, thus making it very suitable for real-time applications. The effectiveness and precision of this proposed approach is shown through experiments on image sequences of synthetic and real road scenes. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Cameras KW - Computer vision KW - In vehicle sensors UR - https://trid.trb.org/view/669587 ER - TY - CONF AN - 00801281 AU - Boudihir, M Elarbi AU - Nourine, R AU - Ziou, D AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - VISUAL GUIDANCE OF AUTONOMOUS VEHICLE BASED ON FUZZY PERCEPTION PY - 1998 SP - p. 23-28 AB - In this paper, the authors present a fuzzy perception based guidance system for an autonomous ground vehicle. It uses a visual servoing approach in which the visual feedback is directly incorporated into the control. In the application, a vehicle is guided by road edges which are detected using fuzzy perception from the gradient orientation image. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Advanced vehicle control systems KW - Computer vision KW - Fuzzy logic KW - Fuzzy systems UR - https://trid.trb.org/view/669589 ER - TY - CONF AN - 00801280 AU - Kreucher, Chris AU - Lakshmanan, Sridhar AU - Kluge, Karl AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - A DRIVER WARNING SYSTEM BASED ON THE LOIS LANE DETECTION ALGORITHM PY - 1998 SP - p. 17-22 AB - This paper examines intelligent lane tracking in which lane locations can be effectively found in still images. It describes a driver warning system which uses the Likelihood of Image Shape (LOIS) lane detection algorithm to track lanes through a sequence of images and provides a warning in case of imminent lane crossing. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Computer vision KW - Road markings UR - https://trid.trb.org/view/669588 ER - TY - CONF AN - 00801283 AU - Risack, R AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - ROBUST LANE RECOGNITION EMBEDDED IN A REAL-TIME DRIVER ASSISTANCE SYSTEM PY - 1998 SP - p. 35-40 AB - This paper describes a robust automatic lane detection approach which is part of a real-time driver assistance system. The approach involves two different algorithms which are used to extract measurement points. The algorithms detect marked as well as unmarked lane borders. The system was tested on two experimental vehicles and was shown to perform well under different traffic and weather conditions. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Computer vision KW - Driver support systems KW - Road markings UR - https://trid.trb.org/view/669591 ER - TY - CONF AN - 00801284 AU - Tsugawa, Sadayuki AU - Mori, Hiroaki AU - Kato, Shin AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - A LATERAL CONTROL ALGORITHM FOR VISION-BASED VEHICLES WITH A MOVING TARGET IN THE FIELD PY - 1998 SP - p. 41-45 AB - In this paper, the authors present a lateral control algorithm which provides steering control allowing a vision-based autonomous vehicle to hit a target point. The target point is positioned in a road scene that is captured using a machine vision system on the vehicle. The algorithm can be applied to a number of maneuvers, including lane following, obstacle avoidance, lane changing, and parking. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Automatic steering control KW - Computer vision UR - https://trid.trb.org/view/669592 ER - TY - CONF AN - 00801282 AU - Kiy, Konstantine AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - AN UNSUPERVISED REAL-TIME MULTI-TASK VISION SYSTEM PY - 1998 SP - p. 29-34 AB - This paper presents an unsupervised real-time multi-task vision system which is based on a new approach to real-time image description and segmentation of color images. The system is able to adapt itself to different lighting condtions and can recognize color for low saturated images. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Advanced vehicle control systems KW - Computer vision UR - https://trid.trb.org/view/669590 ER - TY - CONF AN - 00801278 AU - Batavia, Parag H AU - Pomerleau, Dean A AU - Thorpe, Charles E AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration AU - Kikai Gijutsu Kenkyujo AU - Daimler-Benz Forschungszentrum AU - Universitat der Bundeswehr Hamburg (Germany). Institut fur Automatisierungstechnik AU - Nanyang Technological University TI - PREDICTING LANE POSITION FOR ROADWAY DEPARTURE PREVENTION PY - 1998 SP - p. 5-10 AB - In this paper, the authors focus on predicting lane position for departure prevention. It is shown that the standard method of computing Time to Lane Crossing (TLC) is not necessarily accurate. Two different modeling approaches are then presented for predicting the future lane position of a driver, given current lane position and lateral velocity. The first is a kinematic approach which is used as a baseline, and the second is a memory-based learning approach which is examined for improved performance. U1 - IEEE International Conference on Intelligent Vehicles. Proceedings of the 1998 IEEE International Conference on Intelligent Vehicles Vol. 1 KW - Lane changing KW - Single vehicle crashes UR - https://trid.trb.org/view/669586 ER - TY - RPRT AN - 00797194 AU - National Highway Traffic Safety Administration TI - MONTHLY TRAFFIC FATALITY REPORT, REGIONAL AND NATIONAL ESTIMATES, AUGUST 1998 PY - 1998 SP - 3 p. AB - These tables and graphs summarize the statistics on highway fatalities for the 12-month period from September 1997 through August 1998, and compare these data with the corresponding period of the prior year for both the Nation and the 10 administrative regions of the National Highway Traffic Safety Administration. An estimated 3,970 fatalities occurred in the United States in August 1998, showing a 1.2% decrease when compared to the same month in 1997. The twelve-month total for the period ending August 1998 shows a 2.5% decrease from the corresponding total of the previous year. KW - Crash data KW - Fatalities KW - Highways KW - Monthly KW - Statistics KW - Tables (Data) KW - Traffic crash victims KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/654936 ER - TY - RPRT AN - 00797198 AU - National Center for Statistics and Analysis TI - TRAFFIC SAFETY FACTS 1997 - OVERVIEW PY - 1998 SP - 13 p. AB - In 1997, 41, 967 people were killed in the estimated 6,764,000 police-reported motor vehicle traffic crashes, 3,399,000 people were injured, and 4,542,00 crashes involved property damage only. This overview fact sheet contains statistics on motor vehicle fatalities 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 the totals). Crash and injury statistics are based on data from the General Estimates System (GES). GES is a probability-based sample of police-reported crashes, from 60 locations across the country, from which estimates of national totals for injury and property-damage-only crashes are derived. KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Injuries KW - Police reports KW - Property damage KW - Statistics KW - Traffic crash victims KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/654940 ER - TY - JOUR AN - 00797192 JO - Publication of: Liikenneturva PB - Liikenneturva AU - Liikenneturva TI - ROAD TRAFFIC ACCIDENTS IN FINLAND 1997 T2 - SUOMEN TIELIIKENNE-ONNETTOMUUDET 1997 PY - 1998 SP - 47 p. AB - This is an annual publication of Liikenneturva, the Central Organization for Traffic Safety in Finland. It is now in its 43rd volume. The main references consist of police data on road traffic accidents obtained from the Statistics Finland. In essence the publication keeps to the same principles as those used previously. KW - Crash data KW - Fatalities KW - Finland KW - Injuries KW - Roads KW - Statistics KW - Tables (Data) KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/658641 ER - TY - RPRT AN - 00797162 AU - National Highway Traffic Safety Administration TI - MONTHLY TRAFFIC FATALITY REPORT, REGIONAL AND NATIONAL ESTIMATES, OCTOBER 1998 PY - 1998 SP - 3 p. AB - These tables and graphs summarize the statistics on highway fatalities for the 12-month period from November 1997 through October 1998, and compare these data with the corresponding period of the prior year for both the Nation and the 10 administrative regions of the National Highway Traffic Safety Administration. An estimated 3,730 fatalities occurred in the United States in October 1998, showing a 0.6% decrease when compared to the same month in 1997. The twelve-month total for the period ending October 1998 shows a 1.8% decrease from the corresponding total of the previous year. KW - Fatalities KW - Highways KW - Statistics KW - Tables (Data) KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/654888 ER - TY - CONF AN - 00789173 AU - Rosekind, M R AU - American Trucking Associations TI - ALERTNESS MANAGEMENT: STRATEGIC NAPS IN OPERATIONAL SETTINGS SN - 0865875162 PY - 1998 SP - p. 123-131 AB - Strategic naps can be used effectively to promote performance and alertness in operational settings. A study of planned rest periods in long-haul flight operations has demonstrated the effectiveness of in-flight naps to promote performance and alertness during subsequent critical phases of flight. Two potential negative effects of naps are discussed. These are sleep inertia and the effect of naps on subsequent sleep. Sleep inertia can involve sleepiness and decreased performance immediately upon awakening from a nap. A long nap, at certain times of the day, can disrupt the quantity and quality of later sleep periods. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Alertness KW - Fatigue (Physiological condition) KW - Flight KW - Management KW - Naps KW - Performance KW - Sleep KW - Sleep deprivation KW - Transportation operations UR - https://trid.trb.org/view/650801 ER - TY - CONF AN - 00789175 AU - HALL, J AU - American Trucking Associations TI - ROLE OF THE NATIONAL TRANSPORTATION SAFETY BOARD SN - 0865875162 PY - 1998 SP - p. 137-143 AB - As an independent agency, the National Transportation Safety Board (NTSB) is charged by Congress with two major tasks: to determine the probable causes of all major transportation accidents, and to issue safety recommendations aimed at preventing accidents. In its 30 year history, the Safety Board has issued over 80 recommendations related to fatigue in all the modes of transportation. Although it is the ultimate duty of any transportation provider to ensure all persons having a safety sensitive position be fit to perform - and that includes not being fatigued - the U.S. Department of Transportation has the ultimate responsibility through its oversight and regulation to make it so. The NTSB fears that to date, DOT's record has been spotty in this area. This paper discusses the positive actions that the DOT has taken to ensure that fatigue be addressed by operators in all modes of transportation, and also the areas in which they fall short. The author also notes that it is incumbent on transportation companies not to provide the wrong signals to its employees with respect to safety. He discusses the distinct markers that can indicate a potentially unsafe corporate culture, which gives the wrong signals to its employees with respect to safety. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Corporations KW - Crash causes KW - Crashes KW - Culture (Social sciences) KW - Fatigue (Physiological condition) KW - Human factors KW - Prevention KW - Recommendations KW - Safety KW - Sleep deprivation KW - Traffic safety KW - Transportation modes KW - U.S. National Transportation Safety Board UR - https://trid.trb.org/view/650803 ER - TY - CONF AN - 00789171 AU - Belenky, G AU - American Trucking Associations TI - SUSTAINING PERFORMANCE DURING CONTINUOUS OPERATIONS: THE U.S. ARMY'S SLEEP MANAGEMENT SYSTEM SN - 0865875162 PY - 1998 SP - p. 95-103 AB - The U.S. Army is developing a field-deployable sleep management system to maximize individual and unit performance during continuous operation. The sleep management system is an unobtrusive, wrist-worn, wrist-watch sized device containing hardware and software to: measure sleep in individual soldiers under operational conditions; 2) predict performance as a function of the sleep so measured; and 3) monitor alertness and performance in real-time. The author discusses research on the effect of sleep deprivation on human performance and gives an example of how the sleep management system would be used in a real combat situation. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Alertness KW - Computers KW - Human beings KW - Measurement KW - Military personnel KW - Monitoring KW - Performance KW - Real time information KW - Research KW - Sleep KW - Sleep deprivation KW - Software KW - United States Army UR - https://trid.trb.org/view/650799 ER - TY - CONF AN - 00789176 AU - Mahon, G L AU - American Trucking Associations TI - NEW APPROACHES TO FATIGUE MANAGEMENT: A REGULATOR'S PERSPECTIVE SN - 0865875162 PY - 1998 SP - p. 145-153 AB - The Fatigue Management Program is an initiative by the Queensland Department of Transport to move toward performance-based legislation to manage a major occupational hazard - fatigue - in the road transport industry. The program targets the development and implementation of management training, schedules, and education programs that focus on fatigue and outlines the need for drivers to acquire amounts of quality sleep, develop strategies for avoiding sleep loss, and consider the behavioral and physiological consequences of tiredness. This will enhance awareness that sleep can occur suddenly and without warning to all drivers regardless of their age or experience and that fatigue has a serious effect on a driver's work performance and safety. Successful management of driver fatigue involves a cooperative approach between management and their drivers. It is about balancing the fatigue levels of each driver and providing the appropriate countermeasures to alleviate the impact or onset of fatigue. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Australia KW - Drowsiness KW - Education KW - Fatigue (Physiological condition) KW - Freight transportation KW - Legislation KW - Management KW - Performance KW - Schedules KW - Sleep KW - Sleep deprivation KW - Strategic planning KW - Traffic crashes KW - Traffic safety KW - Truck crashes KW - Truck drivers KW - Trucking safety UR - https://trid.trb.org/view/650804 ER - TY - CONF AN - 00789170 AU - Sweet, D A AU - American Trucking Associations TI - REGULATION VS. MANAGEMENT OF FATIGUE: AN INTERNATIONAL PERSPECTIVE ON MANAGING FATIGUE IN TRANSPORTATION SN - 0865875162 PY - 1998 SP - p. 87-92 AB - The volume of business done between Canada and the U.S. shows quite dramatically that Canada is by far the largest trading partner of the United States. Nearly 60% of Canada's exports to the U.S, and 80% of Canada's imports, move by truck. Clearly, trucking is by far the predominant mode of transport between the two countries. This paper discusses "regulation vs management" of fatigue in the trucking industry. Canada has a rich history of regulation. However, this is changing. The paper includes discussions of the "management" alternative in principle and the "management" alternative in practice. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Canada KW - Fatigue (Physiological condition) KW - Management KW - Regulations KW - Truck drivers KW - Trucking KW - United States UR - https://trid.trb.org/view/650798 ER - TY - CONF AN - 00789172 AU - Akerstedt, T AU - American Trucking Associations TI - READILY AVAILABLE COUNTERMEASURES AGAINST OPERATOR FATIGUE SN - 0865875162 PY - 1998 SP - p. 105-122 AB - Irregular work hours will cause severe sleepiness and increased risks of accidents, particularly in relation to night work. The optimum strategy for reducing sleepiness in connection with irregular work hours would be to simple avoid night and early morning work and to ensure proper time for sleep between work periods. Still, if irregular work hours cannot be avoided, fatigue may be reduced through strategic sleeping (including naps), coffee intake, and phase adjustment through light or melatonin (not properly evaluated yet, though). As a complement, alertness may be protected through increasing the level of stimulation in the work situation. This may be accomplished through changing work tasks, controlled noise, light physical activity or interaction with work mates. To some extent also cold air, fresh air, and bright light may be effective. However, it should be emphasized that increased stimulation is effective only for as long as the stimulation is applied. The effect wears off very rapidly. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Alertness KW - Caffeine KW - Circadian rhythms KW - Coffee KW - Cold air KW - Countermeasures KW - Fatigue (Physiological condition) KW - Fresh air KW - Hours of labor KW - Light KW - Melatonin KW - Morning KW - Naps KW - Night shifts KW - Sleep KW - Sleep deprivation KW - Stimulation UR - https://trid.trb.org/view/650800 ER - TY - CONF AN - 00789174 AU - Hitchcock, R J AU - American Trucking Associations TI - MONITORING OPERATOR ALERTNESS SN - 0865875162 PY - 1998 SP - p. 133-136 AB - The loss of alertness or drowsiness on the roadway constitutes a significant health problem in America. Statistically, loss of alertness or drowsy driving on the highways has been identified as a contributing factor in only about 1.6% of all motor vehicle crashes per year. That 1.6% translates into about 100,000 crashes per year, including 1,500 fatalities. However, the National Highway Traffic Safety Administration (NHTSA) believes these occurrences to be under reported. In general, and for a number of reasons, many drowsy drivers go undetected. NHTSA has two major drowsiness-related activities. The first one is education based and involves a public information campaign on the role of fatigue in highway crashes. The second activity relates to technology. A drowsy driver technology program is underway to develop, test, and evaluate a drowsiness detection and warning system for commercial motor vehicle drivers. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Alertness KW - Commercial vehicles KW - Countermeasures KW - Detectors KW - Fatalities KW - Fatigue (Physiological condition) KW - Public information programs KW - Sleep deprivation KW - Technology KW - Traffic crashes KW - Truck drivers KW - U.S. National Highway Traffic Safety Administration KW - Warning devices UR - https://trid.trb.org/view/650802 ER - TY - CONF AN - 00789167 AU - Hartley, L R AU - American Trucking Associations TI - BEYOND ONE SIZE FITS ALL HOURS OF SERVICE REGULATIONS SN - 0865875162 PY - 1998 SP - p. 9-27 AB - Increasing attention, both nationally and internationally, is being paid to the management of fatigue among all classes of drivers but especially among truck and bus drivers. This paper is divided into two parts. The first part describes research into the question of whether the introduction of driving and related working hours regulations to Western Australia (WA) would be beneficial. To do so, research considered the impact of the proposed regulations on the WA industry; the success of enforcing the regulations in other states; the impact of fatigue on drivers in WA versus the states regulating driving hours; and the effectiveness of self regulation in WA as compared to enforcement in other states. It was concluded that there is no evidence that the introduction of prescriptive driving hours into WA would benefit the community, and quite possibly might worsen the problem of fatigue. The second part of the paper describes the WA Government response to the research. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Bus drivers KW - Fatigue (Physiological condition) KW - Governments KW - Hours of labor KW - Regulations KW - Research KW - Truck drivers KW - Western Australia UR - https://trid.trb.org/view/650795 ER - TY - CONF AN - 00789168 AU - Comstock, M L AU - American Trucking Associations TI - ALERTNESS IN THE RAILROAD INDUSTRY SN - 0865875162 PY - 1998 SP - p. 29-38 AB - The purpose of this paper is to describe the process that Consolidated Rail Corporation is using to incorporate science into the operating practice demands of the railroad industry, in order to help employees reduce job-related fatigue and improve their overall health and safety. Topics covered include fatigue risk factors, operational evaluation, fatigue measurement techniques, fatigue countermeasures, countermeasure evaluation and critical success factors. Specific fatigue countermeasures discussed include training, sleep disorders screening, improved information flow, terminal resting facilities, on train napping policy, communication headsets, and work/rest improvements. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Alertness KW - Communications KW - Countermeasures KW - Employees KW - Fatigue (Physiological condition) KW - Headsets KW - Information dissemination KW - Measurement KW - On train napping KW - Operators (Persons) KW - Railroad terminals KW - Railroads KW - Rest periods KW - Risk analysis KW - Sleep disorders KW - Training UR - https://trid.trb.org/view/650796 ER - TY - CONF AN - 00789169 AU - American Trucking Associations TI - THE PROMISE AND CHALLENGES OF TECHNOLOGIES FOR MONITORING OPERATOR VIGILANCE SN - 0865875162 PY - 1998 SP - p. 77-86 AB - This article presents some of the major issues regarding the challenges of identifying, developing, and setting standards for the burgeoning initiatives in technological approaches to operator vigilance and fatigue management in transportation. Operator vigilance technologies offer one of a number of ways to optimize safety through prevention of fatigue-related catastrophes, while permitting greater flexibility in work-rest scheduling to facilitate economic and related pragmatic goals, as well as personal choices. However, in order to determine whether this goal is achievable, information and standards are needed for determining the effectiveness of any given technological approach. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Fatigue (Physiological condition) KW - Human factors KW - Management KW - Operators (Persons) KW - Rest periods KW - Safety KW - Standards KW - Technology KW - Vigilance KW - Working conditions UR - https://trid.trb.org/view/650797 ER - TY - CONF AN - 00789166 AU - American Trucking Associations TI - MANAGING FATIGUE IN TRANSPORTATION, APRIL 29-30, 1997, TAMPA, FLORIDA. INTERNATIONAL CONFERENCE PROCEEDINGS SN - 0865875162 PY - 1998 SP - 206p AB - This international conference was convened because the increasing weight of research evidence, as well as recent technological developments, convinced multi-modal leaders that the time was ripe to collectively address the ability of current regulations and operational procedures to counteract fatigue in all transportation operations. The focus of the conference - managing operator fatigue - attracted leading scientists, government officials, and transportation managers from around the world, and was widely praised for the quality of the speakers and the message they delivered: the need for regulatory flexibility to allow transportation companies and operators to responsibly manage their fatigue risks based on the most current research findings. To identify common operator fatigue issues across transportation modes, world-renowned sleep researchers who specialize in sleep loss, fatigue, and sustained operator performance, gave in-depth presentations of scientific findings that contributed practical information on a diversity of topics pertinent to fatigue management. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Alertness KW - Conferences KW - Fatigue (Physiological condition) KW - Management KW - Multimodal transportation KW - Operators (Persons) KW - Performance KW - Regulations KW - Research KW - Researchers KW - Risk management KW - Sleep deprivation KW - Sustained operator performance KW - Traffic safety UR - https://trid.trb.org/view/650794 ER - TY - JOUR AN - 00780347 JO - ITS world. Vol. 3, no. 4 PB - Nonlinear Dynamics Inc. AU - King, Jenny AU - Nonlinear Dynamics Inc. AU - National Highway Traffic Safety Administration AU - Connecticut Department of Transportation TI - TIMING IS EVERYTHING : OAKLAND COUNTY, MICHIGAN, HAS BUILT A VIDEO- BASED ADAPTIVE TRAFFIC SIGNAL SYSTEM THAT HAS BROUGHT TREMENDOUS IMPROVEMENTS TO TRAFFIC ON SUBURBAN STREETS PY - 1998 SP - p. 24-28 AB - This article describes an adaptive traffic signal system in Oakland County, Michigan. The system uses machine vision technology to determine when vehicles are present and software to adjust traffic signal timing that is based on real-time traffic conditions. KW - Adaptive control KW - Traffic signals UR - https://trid.trb.org/view/513118 ER - TY - JOUR AN - 00780434 JO - The UMTRI research review. Vol. 29, no. 4 PB - University of Michigan Transportation Research Institute AU - Fancher, P AU - Ervin, R D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - ADAPTIVE CRUISE CONTROL FIELD OPERATIONAL TEST PY - 1998 SP - p. 1-17 AB - This report describes a field operational test which evaluated the performance of a newly developed adaptive cruise control (ACC) technology under real operating conditions. The project also included evaluating the public acceptance of this ACC system. The evaluation provides an understanding of utilization choices, the impact of ACC on an individual's driving tasks, the implied collective traffic impact system functionality reaction, and comfort and convenience reactions. KW - Adaptive control KW - Speed control UR - https://trid.trb.org/view/513202 ER - TY - JOUR AN - 00776394 JO - ITS world. Vol. 3, no. 4 PB - Nonlinear Dynamics Inc. AU - Dickinson, Gary W AU - Nonlinear Dynamics Inc. AU - National Highway Traffic Safety Administration AU - Connecticut Department of Transportation TI - REALLY SMART HIGHWAYS : AIR-TRAFFIC CONTROL FOR THE HIGHWAYS IS AROUND THE CORNER THANKS TO EMERGING COMPUTER AND REMOTE-SENSING TECHNOLOGIES PY - 1998 SP - p. 18, 20 AB - This article describes the concept of the "smart highway" in terms of the technology employed and the results that could be achieved. It presents a traffic accident scenario, the ensuing traffic congestion and the capabilities of today's electronics and software. Although individual components of smart highways are already in place, the author points out that the capabilities have not yet been fully integrated due to institutional and technical challenges. KW - Automated highways UR - https://trid.trb.org/view/510324 ER - TY - JOUR AN - 00776397 JO - ITS world. Vol. 3, no. 4 PB - Nonlinear Dynamics Inc. AU - Nonlinear Dynamics Inc. AU - National Highway Traffic Safety Administration AU - Connecticut Department of Transportation TI - AN INTERVIEW WITH JAMES COSTANTINO PY - 1998 SP - p. 34-36 AB - This article presents an interview with James Costantino, departing president of ITS America. Costantino reflects on the association and the Intelligent Transportation Systems (ITS) industry, with focus on their history, growth, and future direction. KW - ITS America UR - https://trid.trb.org/view/510326 ER - TY - JOUR AN - 00776398 JO - ITS world. Vol. 3, no. 4 PB - Nonlinear Dynamics Inc. AU - Stoeckert, William W AU - Nonlinear Dynamics Inc. AU - National Highway Traffic Safety Administration AU - Connecticut Department of Transportation TI - STATE POLICE, DOT BREAK NEW GROUND IN CONNECTICUT PY - 1998 SP - p. 38-40 AB - This article describes cooperative efforts in the state of Connecticut to improve services to travelers. Focus is on the Bridgeport Operations Center which combines traffic management operations with an Incident Management System The system involves CCTV cameras, radar motion sensors, variable message signs, and fiber optic cables. KW - Incident management KW - Traffic control centers UR - https://trid.trb.org/view/510327 ER - TY - RPRT AN - 00777646 AU - Bereket, Zevi AU - Fancher, Paul S AU - ERVIN, ROBERT D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - FOSTERING DEVELOPMENT, EVALUATION, AND DEPLOYMENT OF FORWARD CRASH AVOIDANCE SYSTEMS (FOCAS) : ANNUAL RESEARCH REPORT PY - 1998 SP - iii, 53 p. AB - This study reports on work which focused on adding braking to an adaptive cruise control (ACC) system. It describes test results that show the engineering and human factors issues raised by adding this supplement to an ACC, or as a limited crash-avoidance function. KW - Crash avoidance systems KW - Longitudinal control KW - Speed control UR - https://trid.trb.org/view/508502 ER - TY - JOUR AN - 00776396 JO - ITS world. Vol. 3, no. 4 PB - Nonlinear Dynamics Inc. AU - Perel, Michael AU - Nonlinear Dynamics Inc. AU - National Highway Traffic Safety Administration AU - Connecticut Department of Transportation TI - AGING DRIVERS AHEAD : DESIGN WITH CARE PY - 1998 SP - p. 29-32 AB - This article focuses on the interaction between Intelligent Transportation Systems (ITS) and elderly drivers. It examines crash statistics, mobility patterns, and human factors research related to ITS in-vehicle technologies.The author contends that whether senior citizens buy and benefit from ITS technologies will depend on how well the devices address their safety and mobility needs , and if they are designed according to human factors principles. KW - Aged KW - Drivers KW - Human factors UR - https://trid.trb.org/view/510325 ER - TY - SER AN - 00765905 JO - Transportation Research Record PB - Transportation Research Board AU - Transportation Research Board TI - RAILROAD-HIGHWAY GRADE CROSSINGS ISSUES SN - 0309065208 PY - 1998 IS - 1648 SP - 56 p. AB - This issue of the Transportation Research Record contains the following papers: Rail-Highway Grade Crossing Consolidation in Kansas, E.R. Russell and M.I. Mutabazi; Plan of Action to Reduce Vehicle-Train Crashes in Alabama, B.L. Bowman, K. Stinson, and C. Colson; Enhanced Traffic Control Devices at Passive Highway-Railroad Grade Crossings, D.A. Noyce and D.B. Fambro; Driver Behavior at Rail-Highway Crossings, J. Abraham, T.K. Datta, and S. Datta; Trapped Vehicle Detection System for Four-Quadrant Gates in High Speed Rail Corridors: Design Methodology and Implementation Issues, F. Coleman, III, and Y.J. Moon; and Validation of a Four-Quadrant Gate Simulation Model: Predicted Versus Actual Gate Operating Values, F. Coleman, III, and Y.J. Moon. KW - Alabama KW - Behavior KW - Drivers KW - Gates KW - Kansas KW - Prevention KW - Railroad crashes KW - Railroad grade crossings KW - Simulation KW - Traffic control devices KW - Vehicle detectors UR - https://trid.trb.org/view/504471 ER - TY - RPRT AN - 00765898 AU - International Association of Traffic and Safety Sciences TI - WHITE PAPER ON TRAFFIC SAFETY IN JAPAN '98. ABRIDGED EDITION PY - 1998 SP - 34 p. AB - This is the abridged version of the White Paper on Traffic Safety in Japan '98. The first section, referred to as Volume 1: Land Transportation, is presented in two parts. Part 1: Road Transportation covers trends in road traffic accidents (chapter 1), traffic accidents involving young people and preventative measures (chapter 2), and principal policies for fiscal 1997 (chapter 3). Part 2: Railway Transport covers trends in railway accidents (chapter 1) and serious accidents and safety measures (chapter 2). The second section, referred to as Volume 2: Maritime Transportation, contains the following chapters: (1) trends in maritime accidents; (2) increase in the number of accidents involving pleasure boats, and safety measures; and (3) current maritime transport safety measures. The final section, referred to as Volume 3: Aviation Transportation, contains the following chapters: (1) trends in aviation accidents; and (2) current aviation transport safety measures. KW - Air transportation KW - Air transportation crashes KW - Aviation safety KW - Ground transportation KW - Highway transportation KW - Japan KW - Maritime safety KW - Pleasure craft KW - Policy KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - Traffic crashes KW - Traffic safety KW - Water transportation KW - Water transportation crashes UR - https://trid.trb.org/view/502360 ER - TY - RPRT AN - 00889852 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1997: STATE TRAFFIC DATA: 1997 FATALITIES BY STATE AND PERCENT CHANGE FROM 1996. T2 - STATE TRAFFIC DATA: 1997 FATALITIES BY STATE AND PERCENT CHANGE FROM 1996 PY - 1998 AB - No abstract provided. KW - Fatalities KW - Statistics KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/579810 ER - TY - RPRT AN - 00888633 AU - National Highway Traffic Safety Administration TI - PROMOTING SAFE PASSAGE INTO THE 21ST CENTURY: STRAEGIC PLAN, 1998.. T2 - NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION PY - 1998 AB - No abstract provided. KW - Education and training KW - Planning KW - Strategic planning KW - Traffic safety KW - United States UR - https://trid.trb.org/view/579683 ER - TY - RPRT AN - 00757900 AU - Danish Council of Road Safety Research TI - DANISH COUNCIL OF ROAD SAFETY RESEARCH ACTIVITY REPORT: ACTIVITIES IN 1997 PY - 1998 SP - 52 p. AB - This annual report highlights the Danish Council of Road Safety Research's activities in 1997 and gives a survey on present research projects including short descriptions of objectives, methods and results. Council projects include: positive effects of new driver training; analysis of head-on collisions; lorry drivers' working conditions and accident risk; accidents involving lorries; car drivers' choice of speed; urban speed measurements; speed measurements on rural roads; research program into transport needs and behavior; test rides with low alcohol doses; alcohol and driving; drugs and road safety; road users' accident risk; accidents involving 45 km/h mopeds; and methods to analyze police reported accidents. In addition, the report contains items about Assistance to the Danish Ministry of Transport, cooperative projects, additional international projects, in-house activities, participation in committees and working groups, conference and seminar participation, and publications in 1997. KW - Accident risks KW - Alcohol use KW - Annual reports KW - Conferences KW - Cooperation KW - Crash analysis KW - Crashes KW - Denmark KW - Documents KW - Driver training KW - Drug use KW - Drunk drivers KW - Frontal crashes KW - Highway safety KW - Lorry accidents KW - Mopeds KW - Police reports KW - Publications KW - Research projects KW - Risk assessment KW - Rural areas KW - Speed KW - Speed measurement KW - Truck drivers KW - Trucks KW - Urban areas KW - Working conditions KW - Workshops UR - https://trid.trb.org/view/538438 ER - TY - RPRT AN - 00757899 AU - Arizona Department of Transportation TI - 1997 MOTOR VEHICLE CRASH FACTS FOR ARIZONA PY - 1998 SP - 71 p. AB - This publication is a statistical review of the motor vehicle crashes in the state of Arizona for calendar year 1997. The results are compiled from Arizona Traffic Accident Reports submitted to the Arizona Department of Transportation by state, county, city, tribal, and other law enforcement agencies. The following sections are included: 1) Highlights and Historical Trends; 2) Geographic Location; 3) Crash Descriptions; 4) Safety Devices; 5) Motor Vehicle and Driver Characteristics; 6) Alcohol-Related Crashes; 7) Pedestrian and Pedalcyclists; 8) Motorcycle Crashes; and 9) School Bus Crashes. KW - Arizona KW - Bicycle crashes KW - Bus crashes KW - Crash types KW - Driver characteristics KW - Drivers KW - Drunk driving KW - Geographical distribution KW - Human characteristics KW - Motor vehicle accidents KW - Motorcycle crashes KW - Pedestrian-vehicle crashes KW - Safety equipment KW - School buses KW - Traffic crashes KW - Trend (Statistics) KW - Vehicle characteristics UR - https://trid.trb.org/view/538437 ER - TY - JOUR AN - 00757895 JO - Journal of Safety Research PB - Elsevier AU - Smith, D L AU - Heckert, T M AU - Elsevier Science, Incorporated TI - PERSONALITY CHARACTERISTICS AND TRAFFIC ACCIDENTS OF COLLEGE STUDENTS PY - 1998 VL - 29 IS - 3 SP - p. 163-169 AB - The purpose of this study was to examine the relationship between three personality variables (risk seeking, chronic self destructiveness, and self-esteem) and traffic accidents and citations. Seventy-six students at a small mid-western university participated in this research. A negative relationship was found between self-esteem and actual accidents. The relationships of accidents to risk seeking and to chronic self-destructiveness failed to reach significance. In addition, a relationship between citations and chronic self-destructiveness that approached significance was found. KW - Characteristics KW - College students KW - Personality KW - Traffic crashes UR - https://trid.trb.org/view/542216 ER - TY - RPRT AN - 00757890 AU - International Association of Traffic and Safety Sciences TI - STATISTICS '97: ROAD ACCIDENTS, JAPAN PY - 1998 SP - 82 p. AB - This statistical report, compiled under the supervision of the Traffic Bureau, the National Police Agency, Japan, provides road traffic accident statistics for Japan. The Table of Contents lists the following categories: I. Road Traffic Situation; II. Traffic Accidents: Trends; III. Traffic Accidents and Casualties in 1997 - 1) Traffic Accidents, 2) Fatal Accidents, 3) Casualties, 4) Child Casualties, 5) Traffic Accidents on Expressways, 6) Fatalities Within 30 Days; IV. Traffic Violations; V. Traffic Regulations and Controls; VI. Drivers License; and VII. Reference Information. KW - Casualties KW - Child injuries KW - Children KW - Crash data KW - Crashes KW - Driver licenses KW - Expressways KW - Fatalities KW - Injuries KW - Japan KW - Road conditions KW - Statistics KW - Traffic control KW - Traffic crashes KW - Traffic regulations KW - Traffic violations KW - Trend (Statistics) UR - https://trid.trb.org/view/538425 ER - TY - RPRT AN - 00757876 AU - National Highway Traffic Safety Administration TI - UNDERAGE DWI ENFORCEMENT PY - 1998 SP - 8 p. AB - This pamphlet discusses a manual created by the National Highway Traffic Safety Administration (NHTSA) entitled "Youth DWI and Underage Drinking Enforcement Manual". The manual is designed to be an easy-to-use resource with suggestions on how to set up successful enforcement operations and support programs. The enforcement operations include stings, point-of-purchase, third party sales, saturation patrol, and party patrol. Other concepts explored include parental notification, teen court, and alcohol screening technology. Underage drinking is a complex, widespread, and serious problem. It affects the health and safety of our young people and entire communities. Almost half of the teens in custody for assault, rape, murder, theft and drug charges said they were under the influence of drugs or alcohol at the time they committed their offenses. Motor vehicle crashes are the leading cause of death for those ages 15-20; alcohol is involved in over 35% of these crashes. KW - Adolescents KW - Alcohol use KW - Crimes KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Law enforcement KW - Minors KW - Parents KW - Police KW - Police law enforcement responsibilities KW - Police patrol KW - Safety KW - Traffic crashes KW - Traffic safety KW - Underage UR - https://trid.trb.org/view/538406 ER - TY - RPRT AN - 00887618 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1997: CHILDREN. PY - 1998 AB - No abstract provided. KW - Automobiles KW - Child restraint systems KW - Children KW - Fatalities KW - School safety KW - Traffic crashes KW - Traffic safety KW - United States UR - https://trid.trb.org/view/579426 ER - TY - RPRT AN - 00887797 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1997: YOUNG DRIVERS. T2 - YOUNG DRIVERS PY - 1998 AB - No abstract provided. KW - Fatalities KW - Teenage drivers KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/579442 ER - TY - RPRT AN - 00887619 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1997: PEDALCYCLISTS. T2 - PEDALCYCLISTS PY - 1998 AB - No abstract provided. KW - Bicycle crashes KW - Fatalities KW - Statistics KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/579427 ER - TY - RPRT AN - 00757875 AU - National Highway Traffic Safety Administration TI - NATIONAL TRANSPORTATION BIOMECHANICS RESEARCH CENTER PY - 1998 SP - 6 p. AB - This pamphlet discusses the National Transportation Biomechanics Research Center, created by the U.S. Department of Transportation to create a center of focus for the study of the action of forces and motions on the human body and its consequent response. Today's transportation fatalities and injuries are a continuing public health problem in the United States. Improvements in injury control are, to a large extent, limited by existing knowledge of biomechanics. The National Transportation Biomechanics Research Center will be able to tap increasing intermodal cooperation, establish parallel and synergistic biomechanics research and development efforts, take advantage of high performance computing, create partnerships and training beyond the Department of Transportation, enhance the cost effectiveness of biomechanics R&D, shorten research and development time, and produce new human dummy models for crash tests. It will expedite the development of a new small stature female dummy and an improved child dummy effecting improvements in air bag safety and in other transport modes. KW - Air bags KW - Biophysics KW - Children KW - Computers KW - Cost effectiveness KW - Crash injury research KW - Development KW - Dummies KW - Fatalities KW - Females KW - Impact tests KW - Injuries KW - Injury research KW - National transportation biomechanics research cntr KW - Partnerships KW - Research KW - Research and development KW - Research and educational facilities KW - Research facilities KW - Safety factors KW - Training UR - https://trid.trb.org/view/538405 ER - TY - RPRT AN - 00757879 AU - National Highway Traffic Safety Administration TI - FACTS: MOTORCYCLE CRASHES AND SAFETY HELMET USE PY - 1998 SP - 5 p. AB - Data are summarized regarding motorcycle accidents and motorcycle helmet use. Since 1990, 13,198 motorcyclists have died in crashes. Per mile, a motorcyclist is about 20 times more likely to die in a crash than an automobile occupant. More than 80% of all motorcycle crashes result in injury or death to the motorcyclist. Head injury is the leading cause of death in motorcycle crashes. Between 1976 and 1980, State laws requiring helmet use were weakened or repealed in 28 States. Data from Louisiana, the first State to repeal and then re-adopt a full helmet law, shows that Louisiana experienced a 30% reduction in fatalities during 1982, the first year after helmet law re-enactment. Universal helmet legislation continues to be effective in increasing helmet usage and reducing fatalities. Enforcement of helmet use laws is not as effective when only minors are required to wear helmets. In addition, three tables are included. They are: Status of State Motorcycle Helmet Use Requirements; Motorcycle Fatalities, Registrations and Mileage; and Current Use Law Status by State. KW - Adolescents KW - Fatalities KW - Head KW - Head injuries KW - Helmet usage laws KW - Helmets KW - Injuries KW - Laws KW - Mileage KW - Minors KW - Motorcycle crashes KW - Motorcycle laws KW - Motorcycles KW - Motorcycling KW - Motorcyclists KW - Registration KW - Requirements KW - Specifications KW - States UR - https://trid.trb.org/view/538409 ER - TY - RPRT AN - 00887617 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1997: MOTORCYCLES. PY - 1998 AB - No abstract provided. KW - Fatalities KW - Injuries KW - Motorcycle crashes KW - Motorcycling KW - Statistics KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/579425 ER - TY - RPRT AN - 00757864 AU - National Highway Traffic Safety Administration TI - EMERGENCY ACCESS: EXTENDING THE NATION'S EMERGENCY MEDICAL SAFETY NET PY - 1998 SP - 2 p. AB - This sheet discusses the need to build an effective communications system to connect those in need with Emergency Medical Services (EMS). We currently have a very effective 9-1-1 system to use in cases of emergency. In addition, about 95% of those with 9-1-1 coverage (about 90% of all Americans are covered by 9-1-1) have E9-1-1 service, which automatically tracks the caller's phone number and location. In order to make the communications system even more effective, however, a wireless E9-1-1 system is needed. Though over 20% of 9-1-1 calls are new placed with wireless phones, the potential benefits of wireless emergency access are now limited by a lack of automatic location ability. KW - 9-1-1 KW - Automatic vehicle location KW - Call boxes (Driver aid devices) KW - Cellular telephones KW - Communication systems KW - E9-1-1 KW - Emergency communication systems KW - Emergency medical services KW - Telephone UR - https://trid.trb.org/view/538392 ER - TY - RPRT AN - 00757868 AU - Insurance Research Council TI - CELL PHONE OWNERS PREFER TO IGNORE RISKS; USE PHONES WHILE DRIVING, SAYS NEW SURVEY PY - 1998 SP - 2 p. AB - Most cell phone owners recognize the dangers of driving while on the phone, but use them when behind the wheel anyway. A survey by the Insurance Research Council (IRC) found that an overwhelming number of cellular phone owners (84%) believe that using a phone while driving is a distraction and increases the likelihood of an accident, but 61% of them report using their phones at least sometimes while driving and about 1/3 say they are on the phone frequently or fairly often. Younger people are less likely to think that using a cell phone while driving could increase the likelihood of accidents and they are also more likely to use their cell phones frequently or fairly often while driving. In addition, a Canadian study reported in the New England Journal of Medicine found the crash risk while using a cell phone while driving is 4 times higher than when a cell phone is not used. KW - Accident risks KW - Age KW - Attitudes KW - Behavior KW - Car phones KW - Cellular telephones KW - Data collection KW - Distraction KW - Driver age KW - Drivers KW - Driving KW - Risk assessment KW - Surveys KW - Traffic crashes UR - https://trid.trb.org/view/538397 ER - TY - RPRT AN - 00757869 AU - National Highway Traffic Safety Administration TI - CRASH INJURING RESEARCH AND ENGINEERING NETWORK (CIREN) PY - 1998 SP - 4 p. AB - The Crash Injury Research and Engineering Network (CIREN) is a unique collaboration of medical practitioners, engineers and other related professions. There are seven multi-disciplinary geographically diverse trauma centers who make up the network. Each member of the network is a regional Level 1 Trauma Center. Each center is staffed by surgeons, research clinicians, crash investigators and data coordinators. Data collected by each of the centers is fed into a computer network whose central repository is maintained at the Volpe National Transportation Systems Center in Cambridge, Massachusetts. The medical data in the database includes injury location details, injury subclassification systems and medical images for better biomechanical injury evaluation. The crash investigation data in the database includes information culled from police reports, field analysis of the crash scene and a detailed examination of the vehicles involved. Each center is equipped with a Windows NT Pentium II server running Oracle 8.03 with adequate disk space to maintain 500 active cases. KW - Computer systems KW - Computers KW - Crash injury research KW - Crash Injury Research and Engineering Network KW - Crash investigation data KW - Databases KW - Information management KW - Injuries KW - Medical data KW - Medical records UR - https://trid.trb.org/view/538398 ER - TY - RPRT AN - 00757871 AU - National Highway Traffic Safety Administration TI - THE PEORIA EXPERIENCE: TRAFFIC ENFORCEMENT AND CRIME: IT PLAYS IN PEORIA PY - 1998 SP - 16 p. AB - During the golden days of vaudeville, new stage productions were tried out in Peoria, Illinois to measure audience acceptance. If a show was a hit in Peoria, it was ready for Broadway. "If it plays in Peoria, it will play anywhere" became a measure of future success. In 1994, new leadership in the Peoria Police Department brought traffic enforcement to the forefront as a way of doing business and found impressive benefits in crime reduction as well. The National Highway Traffic Safety Administration sponsored a case study about the proactive traffic enforcement program in Peoria after their renewed emphasis on routine traffic enforcement and community policing. This booklet describes Peoria's experience. KW - Crimes KW - Law enforcement KW - Police KW - Police law enforcement responsibilities KW - Proactive traffic enforcement KW - Reduction (Decrease) KW - Traffic law enforcement UR - https://trid.trb.org/view/538401 ER - TY - RPRT AN - 00757867 AU - Insurance Research Council TI - DRINKING AND DRIVING AMONG YOUNG DROPS SHARPLY; PUBLIC SUPPORTS TOUGH DRUNK DRIVER PENALTIES PY - 1998 SP - 3 p. AB - The rate of drinking and driving among younger drivers declined sharply in 1997 and is now less than one-half the level reported more than a decade ago, according to a survey released by the Insurance Research Council (IRC). Americans also support severe penalties - such as large fines, jail time and license revocation or suspension - for drivers who drive while intoxicated, the survey reported. KW - Adolescents KW - Data collection KW - Driver license revocation KW - Driver license suspension KW - Driver licenses KW - Drivers KW - Drunk drivers KW - Drunk driving KW - Fines (Penalties) KW - Jails KW - Penalties KW - Public relations KW - Public support KW - Revocation KW - Surveys KW - Suspensions KW - Teenage drivers UR - https://trid.trb.org/view/538396 ER - TY - JOUR AN - 00757865 JO - EMS & Managed Care Bulletin PB - National Highway Traffic Safety Administration AU - Martinez, R AU - Department of Health and Human Services TI - ONE STEP CLOSER TO THE VISION - OUR COMMON PRINCIPLES PY - 1998 SP - 1 p. AB - Dr. Martinez, NHTSA Administrator, discusses the EMS Agenda for the Future, which considers our changing health care finance and delivery environment and stresses the importance of developing proactive relationships between EMS providers and health care insurers. NHTSA and the Health Resources and Services Administration (HRSA) are sponsoring a series of roundtable discussions to create a dialog between these groups and begin building this partnership. Their approach is to first identify areas of common interest between EMS and managed care organizations; and then seek common ground where perspectives differ. The second roundtable revealed the extent of the common interests between EMS and managed care. The discussions were open and had much depth. KW - Costs KW - Discussion groups KW - Emergency medical services KW - Groups KW - Health care KW - Health care delivery KW - Insurance KW - Managed care KW - Partnerships KW - Relationships UR - https://trid.trb.org/view/542204 ER - TY - RPRT AN - 00757857 AU - Pennsylvania State University, University Park TI - THE PENNSYLVANIA TRANSPORTATION INSTITUTE: 1996-1997 ANNUAL REPORT PY - 1998 SP - 39 p. AB - The Pennsylvania Transportation Institute (PTI) is an interdisciplinary research unit within Penn State's Intercollege Research Programs, a collection of University research facilities under the direction of the senior vice president for research and graduate education. PTI's mission consists of four key elements: research, education, training, and service. In pursuit of this mission, the institute conducts innovative and relevant research directed toward current and future transportation needs, promotes continuing education for transportation professionals, provides significant interdisciplinary educational and research opportunities for undergraduate and graduate students, and disseminates research results within and outside the transportation field. PTI's research activities, educational efforts, and service projects are directed toward solving problems in four major transportation areas: pavements, materials, and construction; transportation operations; transportation structures; and vehicle systems and safety. The institute also addresses transportation issues through several affiliated centers and programs, including the Bus Testing and Research Center, the Center for Intelligent Transportation Systems, the Crash Safety Research Center, the Pennsylvania Local Roads Program (LTAP), the Mid-Atlantic Universities Transportation Center, and the Northeast Center of Excellence for Pavement Technology. Funding from federal, state, municipal, and industrial sources during fiscal year 1996-1997 place PTI's active research contracts at over $29 million and its total expenditures at over $7 million. The contents of this PTI 1996-1997 Annual Report are organized as follows: Message from the Director, Dr. Bohdan T. Kulakowski; Overview; Executive Committee; Selected Research Projects; Affiliated Centers and Programs; Technology Transfer; Publications and Presentations; Appendix A - Contract Research Projects; Appendix B - PTI Research Associates; Appendix C - PTI Advisory Board; and Directory. KW - Annual reports KW - Construction KW - Directories KW - Documents KW - Education KW - Finance KW - Financing KW - Information dissemination KW - Materials KW - Operations KW - Pavements KW - Pennsylvania Transportation Institute KW - Publications KW - Research KW - Research projects KW - Structures KW - Technology transfer KW - Transportation KW - Transportation research KW - Vehicle safety KW - Vehicles KW - Vehicular safety UR - https://trid.trb.org/view/538382 ER - TY - JOUR AN - 00757826 JO - Accident Analysis & Prevention PB - Elsevier AU - Miller, T R AU - Lestina, D C AU - Spicer, R S AU - Elsevier TI - HIGHWAY CRASH COSTS IN THE UNITED STATES BY DRIVER AGE, BLOOD ALCOHOL LEVEL, VICTIM AGE, AND RESTRAINT USE PY - 1998 VL - 30 IS - 2 SP - p. 137-150 AB - This paper estimates 1993 U.S. highway crash incidence and costs by driver age, alcohol use, victim age, occupant status, and restraint use. Notable findings are: (1) crash costs of novice drivers are high enough to yield preliminary benefit-cost ratios around 4-8 for a provisional licensing system that restricts driving after midnight and 11 for zero alcohol tolerance for young drivers with violators receiving a 6-month suspension; (2) the costs to people other than the intoxicated driver per mile driven at BACs of 0.08-0.99% exceed the value of driver mobility; (3) the safety costs of drunk driving appear to exceed $5.80 per mile, compared with $2.50 per mile at BACs of 0.08-0.99%, and $.11 per mile driven sober; (4) highway crashes cause an estimated 3.2% of U.S. medical spending, including more than 14% of medical spending for ages 15-24; (5) ignoring crash-involved occupants whose restraint use is unknown, the 13% of occupants who police reported were traveling unrestrained accounted for an estimated 42% of the crash costs; and (6) if these unrestrained occupants buckled up, the medical costs of crashes would decline by an estimated 18% (almost $4 billion annually) and the comprehensive costs by 24%. KW - Age KW - Alcohol use KW - Benefit cost analysis KW - Blood alcohol levels KW - Cost benefits KW - Costs KW - Crash data KW - Crash victims KW - Crashes KW - Driver age KW - Driver license suspension KW - Driver licenses KW - Drivers KW - Drunk drivers KW - Drunk driving KW - Health care KW - Medical costs KW - Novices KW - Occupant restraint KW - Restraint systems KW - Seat belt usage KW - Seat belts KW - Statistics KW - Suspensions KW - Traffic crashes KW - Victims KW - Young adults UR - https://trid.trb.org/view/542169 ER - TY - JOUR AN - 00757827 JO - Accident Analysis & Prevention PB - Elsevier AU - TIWARI, G AU - Mohan, D AU - FAZIO, J AU - Elsevier TI - CONFLICT ANALYSIS FOR PREDICTION OF FATAL CRASH LOCATIONS IN MIXED TRAFFIC STREAMS PY - 1998 VL - 30 IS - 2 SP - p. 207-215 AB - This paper reports the results of a study that explored the relationship between fatal crashes and conflict rates at mid-block on 14 locations in Delhi, India. All locations had a mix of motorized and non-motorized traffic. The sites were selected to represent low, medium and high fatality rates. The analysis was done in two stages. The first stage used recent 3-year statistics along the entire street. The second stage focused on each fatal crash for mid-block segments on those streets. Peak-hour traffic at 14 selected locations was videotaped. Trained observers recorded traffic compositions at mid-block, average space mean speeds by mode and conflicts by type, reactor mode and cause mode. After converting raw conflict counts to rates, site ranking went from high to low conflict rate sites. The studies showed a weak crash-conflict association. Conflict data for various sites were compared for different combinations of conflicts. The comparison revealed that the presence of only a few non-motorized modes is enough to cause conflicts between motorized vehicles and on-road non-motorized vehicles. The study did not provide a conclusive relationship between mid-block conflicts and fatal crash sites. However, the conflict study provided useful insights into the interaction between different traffic entities in the traffic streams of 14 sites. An important conclusion of this study is that a traffic-planning emphasis on studying conflict rates may not result in reducing fatality rates on urban roads along mid-block segments. KW - Analysis KW - Fatalities KW - Forecasting KW - India KW - Midblock crossings KW - Motor vehicles KW - Nonmotorized transportation KW - Peak hour traffic KW - Traffic conflicts KW - Travel by mode KW - Travel modes KW - Urban areas KW - Vehicle mix UR - https://trid.trb.org/view/542170 ER - TY - JOUR AN - 00757825 JO - Journal of Safety Research PB - Elsevier AU - Williams, A F AU - Ferguson, S A AU - Leaf, W A AU - Preusser, D F AU - Elsevier Science, Incorporated TI - VIEWS OF PARENTS OF TEENAGERS ABOUT GRADUATED LICENSING SYSTEMS PY - 1998 VL - 29 IS - 1 SP - p. 1-7 AB - Several states enacted elements of graduated licensing systems in 1996. Connecticut introduced a six-month required learner's permit period. Florida enacted a six-month learner's period plus a night driving curfew for 16- and 17-year olds. Parents of the 15-year-olds in these states were surveyed to determine their views concerning the new requirements. Parents of graduating seniors in Connecticut and three other northeastern states also were surveyed. Results indicate that, in all six populations, support for graduated licensing was strong. Parents of 15-year-olds in Connecticut and Florida endorsed their new licensing systems, even though there was recognition that they and their children would be inconvenienced to some extent, and many wanted even tougher licensing provisions. Eighty-two percent of Connecticut parents of 15-year-olds thought there should be a night driving curfew for initial license holders, a provision that had been considered but was rejected. KW - Attitudes KW - Automobile driving KW - Connecticut KW - Curfew KW - Data collection KW - Driver licenses KW - Driver licensing KW - Florida KW - Graduated licensing KW - Night KW - Night driving KW - Parents KW - Surveys KW - Teenage drivers UR - https://trid.trb.org/view/542168 ER - TY - RPRT AN - 00757807 AU - National Highway Traffic Safety Administration TI - SAFETY RELATED RECALL CAMPAIGNS FOR MOTOR VEHICLES AND MOTOR VEHICLE EQUIPMENT, INCLUDING TIRES. JANUARY 1, 1997 TO DECEMBER 31, 1997 PY - 1998 SP - 127 p. AB - This report contains information on the safety related recall campaigns during calendar year 1997 for motor vehicles and motor vehicle equipment, including tires. The information covers both domestic and foreign manufacturers. There were 168 recall campaigns involving 9,272,210 units of domestic motor vehicles, 77 recall campaigns involving 1,785,541 units of foreign vehicles, 38 recall campaigns involving 1,986,765 units of domestic equipment, 4 recall campaigns involving 32,492 units of foreign equipment, 5 recalls involving 7,126 units of domestic tires and no recall campaigns involving foreign tires. KW - Defects KW - Motor vehicles KW - Recall campaigns KW - Tires KW - Vehicle components KW - Vehicle safety KW - Vehicular safety UR - https://trid.trb.org/view/538312 ER - TY - RPRT AN - 00756393 AU - National Highway Traffic Safety Administration TI - HELP PROTECT OUR YOUNGEST TRAVELERS...OUR NEWBORN CHILDREN PY - 1998 SP - 6 p. AB - This brochure describes a videotape and Instructor's Guide entitled "Protecting Your Newborn". The tape and guide contain information on: the importance of protecting newborns while traveling in motor vehicles; the appropriate passenger protection for infants, and the proper location and attachment for protective devices; and other aspects of protecting children, including home safety, safety on airplanes, and poison control. KW - Child restraint systems KW - Child safety KW - Children KW - Infants KW - Motor vehicles KW - Newborn babies KW - Passenger cars KW - Passenger safety KW - Passengers KW - Protection KW - Safety KW - Transportation safety KW - Videotapes UR - https://trid.trb.org/view/537669 ER - TY - RPRT AN - 00756381 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY MATERIALS CATALOG 1998 PY - 1998 SP - 101 p. AB - The materials listed in this Traffic Safety Materials Catalog are available from the Traffic Safety Programs Resource Center, of the National Highway Traffic Safety Administration. Each entry provides an item number (order number), a description or annotation, the year an item was published, the format, and the target audience for which an item is directed. Materials are available for various age groups and audiences, and range in complexity from technical to general awareness. Title, format, and audience indexes are provided at the end of the catalog to make selection and audiences easier. Formats include audiovisuals, handouts, reports, manuals, posters, and others. Safety topics addressed in the catalog include the following: impaired driving, air bags, seat belts, child passenger safety, bicycle and helmet safety, motorcycle and helmet safety, pedestrian safety, school bus safety, emergency rescue/medical, public health and injury prevention, traffic enforcement, employer traffic safety programs, diverse audiences, community traffic safety, driver education and licensing, traffic safety research, and vehicle related safety. KW - Air bags KW - Bicycle safety KW - Bicycling KW - Catalogs KW - Child safety KW - Children KW - Communities KW - Diverse audiences KW - Driver education KW - Driver licensing KW - Drunk driving KW - Emergency medical services KW - Helmets KW - Injuries KW - Injury prevention KW - Motorcycle safety KW - Motorcycles KW - Motorcycling KW - Passenger safety KW - Passengers KW - Pedestrian safety KW - Public health KW - Research KW - Safety KW - School buses KW - School safety KW - Seat belts KW - Traffic law enforcement KW - Traffic safety KW - Transportation safety KW - Vehicle safety UR - https://trid.trb.org/view/537657 ER - TY - RPRT AN - 00756373 AU - Network of Employers for Traffic Safety TI - NETS 1998 PLANNER: AGGRESSIVE DRIVING PY - 1998 SP - 8 p. AB - This planner on aggressive driving is intended for employers who would like to help their employees to: realize that aggressive driving is not only unnecessary - it's dangerous; recognize and modify their own aggressive driving behavior; know what to do when encountering an aggressive driver; learn to drive more courteously; and become good driver role models. KW - Aggression KW - Behavior KW - Driver performance KW - Driver reaction KW - Drivers KW - Driving KW - Driving habits KW - Personnel performance KW - Reaction time KW - Reckless drivers KW - Stress (Psychology) KW - Traffic safety UR - https://trid.trb.org/view/537648 ER - TY - JOUR AN - 00756377 JO - Publication of: University of Western Australia PB - University of Western Australia AU - DONOVAN, R J AU - JALLEH, G AU - HENLEY, N AU - University of Western Australia TI - EFFECTIVE ROAD SAFETY ADVERTISING PY - 1998 SP - 28 p. AB - Most road safety advertising uses threat appeals, with negative consequences shown as likely to result from non-compliance with desired road behaviors. Different ads emphasize different negative consequences. Ads also differ in the way they are executed. The way in which ad messages are executed is a major determinant of production costs. A recent review of Australian campaigns and the international advertising literature concluded that the effectiveness of various threat types would vary by target audience but that there was little evidence supporting the superiority of one executional approach over another. The authors evaluated 12 road safety television commercials using standard advertising pre-test procedures. The 12 ads covered a variety of road safety behaviors and executional types within each behavior, and included a mix of ads from 30 seconds to 90 seconds, and ranging in production costs from $15,000 to $250,000 (current prices). The results showed that while the two best performing ads were highly emotional ads showing dramatic crash scenes, these were the most expensive ads to produce and, being 60 seconds and 90 seconds, the most expensive to air. In several cases, low cost 'talking heads' testimonials performed equally as well as their far more expensive counterparts. The authors concluded that big production budgets are not necessary to create effective road safety advertising. KW - Advertising KW - Australia KW - Commercials KW - Costs KW - Highway safety KW - Production methods KW - Public information programs KW - Television KW - Traffic safety UR - https://trid.trb.org/view/541030 ER - TY - RPRT AN - 00887482 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1997: SPEEDING. T2 - SPEEDING PY - 1998 AB - No abstract provided. KW - Speed limits KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/579402 ER - TY - RPRT AN - 00887484 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1997: ALCOHOL. T2 - ALCOHOL PY - 1998 AB - No abstract provided. KW - Crash causes KW - Drunk drivers KW - Drunk driving KW - Statistics KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/579404 ER - TY - RPRT AN - 00887514 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1997: PEDESTRIANS. T2 - PEDESTRIANS PY - 1998 AB - No abstract provided. KW - Fatalities KW - Pedestrian-vehicle crashes KW - Statistics KW - Traffic crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/97Pedestrians.pdf UR - https://trid.trb.org/view/579409 ER - TY - RPRT AN - 00887481 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1997: SCHOOL BUSES. T2 - SCHOOL BUSES PY - 1998 AB - No abstract provided. KW - Bus crashes KW - Children KW - School buses KW - School safety KW - Statistics KW - Traffic crashes KW - Traffic safety KW - United States UR - https://trid.trb.org/view/579401 ER - TY - RPRT AN - 00887483 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1997: LARGE TRUCKS. T2 - LARGE TRUCKS PY - 1998 AB - No abstract provided. KW - Statistics KW - Traffic crashes KW - Truck crashes KW - United States UR - https://trid.trb.org/view/579403 ER - TY - RPRT AN - 00756332 AU - Moser, A N AU - National Sheriffs' Association TI - GUIDELINES FOR A SUSPENDED OR REVOKED OPERATOR ENFORCEMENT PROGRAM PY - 1998 SP - 24 p. AB - The "Hot Sheet" program outlined in this guide is a practical, efficient, inexpensive, and highly effective traffic enforcement program. It specifically addresses the problem of drivers who continue to operate a motor vehicle while their driving privileges are suspended or revoked. This report details a step-by-step procedure that describes how to determine whether a problem exists; how to evaluate personnel and equipment needs; how to plan and implement the program; how to evaluate the program; and how to gain community support. The guide also contains some effective vehicle license plate marking and vehicle immobilization programs that have proved effective in the states using them. KW - Communities KW - Community support KW - Driver license suspension KW - Driver licenses KW - Evaluation KW - License plates KW - Markings KW - Programs KW - Public relations KW - Revocation KW - Suspensions KW - Traffic law enforcement KW - Traffic violators KW - Vehicle immobilization UR - https://trid.trb.org/view/537605 ER - TY - RPRT AN - 00390944 AU - National Highway Traffic Safety Administration TI - FEDERAL MOTOR VEHICLE SAFETY STANDARDS AND REGULATIONS SUPPLEMENTS 4 THROUGH 10 PY - 1998 SP - v.p. AB - These supplements to the Federal Motor Vehicle Safety Standards and Regulations consist of the following: Supplement 4- amendments and interpretations issued during 1982 to standards number 106, 108, 201, 203, and 219 and to Parts 571 and 580; Supplement 5- amendments and interpretations issued during 1982-1983 to standards number 208 and 222 and to Parts 575 and 580; Supplement 6- amendments and interpretations issued during 1983 to standard number 108; Supplement 7- amendments and interpretations issued during 1983 to standard number 115 and to Parts 565, 571, and 574; Supplement 8- amendments and interpretations issued during 1983 to standards number 105-83, 109, 111, 118, 208, and 209 and to Part 555; Supplement 9- amendments and interpretation issued during 1983 to standards number 111 and 205 and to Parts 567 and 581; and Supplement 10- amendments and interpretations issued during 1983 and 1984 to standards number 118, 123, and 205 and Parts 574 and 575. Pen-and-ink changes and an erratum are also included. KW - Amendments KW - Federal Motor Vehicle Safety Standards KW - Interpretation UR - https://trid.trb.org/view/208801 ER - TY - RPRT AN - 00757802 AU - Boyle, J AU - Sharp, K AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 1996 MOTOR VEHICLE OCCUPANT SAFETY SURVEY, VOLUME 5: CAR SEATS PY - 1997/12/22 SP - 65 p. AB - The National Highway Traffic Safety Administration (NHTSA) commissioned the research firm of Schulman, Ronca and Bucavalas, Inc. (SRBI) to conduct the 1996 Motor Vehicle Occupant Safety Survey. Between November 4, 1996 and January 5, 1997 SRBI conducted a total of 8,210 telephone interviews among a national population sample. The percentages provided in the report are weighted to accurately reflect a national population sample. This report is a follow-up to the 1994 Motor Vehicle Occupant Safety Survey, thereby permitting comparisons of the public's attitudes and behavior regarding car seats between 1994 and 1996. As in the 1994 survey, the 1996 version asked drivers about their use (or non-use) of car seats in the vehicle they usually drive; and their attitudes toward the enforcement of car seat laws. Finally, the survey gathered trend data on key items from 1994 and 1996 to explore possible changes in behavior between the two years. KW - Attitudes KW - Automobiles KW - Child restraint systems KW - Children KW - Data collection KW - Occupant restraint KW - Restraint systems KW - Safety seats KW - Surveys KW - Traffic safety KW - Trend (Statistics) KW - Vehicle safety UR - http://ntl.bts.gov/lib/20000/20600/20693/PB98141161.pdf UR - http://ntl.bts.gov/lib/25000/25900/25954/DOT-HS-808-634.pdf UR - https://trid.trb.org/view/538308 ER - TY - RPRT AN - 01392120 AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - Guideline for minimum uniform crash criteria (MUCC): revised draft PY - 1997/12 IS - DOT HS 808 662 SP - 116p KW - Accident cause KW - Accident record KW - Crash causes KW - Crash records KW - Data collection KW - Data collection KW - Database KW - Databases KW - Fatalities KW - Fatality KW - Road user costs KW - Standardization KW - Standardization KW - Traffic accident KW - Traffic crashes KW - Usa KW - User charges KW - Vehicle characteristics KW - Vehicle type UR - https://trid.trb.org/view/1159886 ER - TY - SER AN - 00757842 JO - Research Note PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - ESTIMATING THE NUMBER OF VEHICLES ADAPTED FOR USE BY PERSONS WITH DISABILITIES PY - 1997/12 SP - 3 p. AB - Many persons with disabilities need specific types of modifications made to and/or adaptive equipment added to their motor vehicles to meet their transportation needs. NHTSA is frequently asked "how many vehicles are modified with adaptive equipment to be used by and or transport persons with disabilities"? NHTSA's National Center for Statistics and Analysis (NCSA) recently compared data from three different sources to answer this question: NHTSA's National Automotive Sampling System Crashworthiness Data System (NASS/CDS), the National Center for Health Statistics (NCHS), and the Census Bureau. Estimates of the number of vehicles with adaptive equipment from these three data sources are presented in this Research Note, along with the 95% confidence limits for each estimate. KW - Adaptive equipment (Disabled persons) KW - Disabled people KW - Equipment KW - Estimates KW - Motor vehicle accidents KW - Motor vehicles KW - Persons with disabilities KW - Statistics KW - Traffic crashes KW - Vehicle design UR - http://ntl.bts.gov/lib/21000/21300/21319/PB99111791.pdf UR - http://ntl.bts.gov/lib/6000/6800/6898/adapt.pdf UR - https://trid.trb.org/view/542185 ER - TY - JOUR AN - 00757830 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - SURVEY FINDS THAT SOME PEOPLE FORGET TO WEAR THEIR SEAT BELTS PY - 1997/12 IS - 166 SP - 2 p. AB - This sheet summarizes the third volume of a NHTSA telephone survey. This volume describes findings related to seat belt issues. It discusses what people say about seat belt use, the reasons they give for using seat belts, their reasons for not using seat belts, and their attitudes about seat belt laws and enforcement. KW - Attitudes KW - Data collection KW - Laws KW - Seat belt usage KW - Seat belts KW - Surveys KW - Traffic law enforcement UR - https://trid.trb.org/view/542173 ER - TY - RPRT AN - 00756378 AU - National Research Council TI - ACCIDENTAL DEATH AND DISABILITY: THE NEGLECTED DISEASE OF MODERN SOCIETY (COMMEMORATIVE EDITION) PY - 1997/12 SP - 40 p. AB - This is the commemorative edition of a pamphlet originally published in 1966. The results of a three year study are summarized by characterizing accidental injuries as the leading cause of death in the first half of life spans. In 1965, 52 million accidental injuries killed 107,000, temporarily disabled over 10 million and permanently impaired 400,000 American citizens at a cost of approximately $18 billion. Motor vehicle accidents caused 49,000 deaths in 1965. The present status of initial care and emergency medical services afforded to the victims of accidental injury was reviewed. These studies include reviews of ambulance services, voice communication systems, emergency departments and intensive care units of hospitals, and appraisal of current research in shock, trauma, and resuscitation. A summary of these deliberations and number of recommendations designed to reduce accidental death and disability are assembled. The study recommended increased federal and voluntary financial support of basic and applied research in trauma, and long-term financial support of specialized centers for clinical research in war wounds. It also recommended expansion, within the public health service, of research in shock, trauma and emergency medical conditions, with the goal of establishing a National Institute of Trauma. KW - Ambulances KW - Costs KW - Crash investigation KW - Crashes KW - Disabling injury KW - Emergency medical services KW - Fatalities KW - Financial responsibility KW - Hospitals KW - Injuries KW - Injury characteristics KW - Research KW - Shock (Mechanics) KW - Studies UR - https://trid.trb.org/view/537654 ER - TY - RPRT AN - 00756359 AU - Streff, F M AU - Hopp, M L AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - EVALUATION OF MICHIGAN'S UNDER AGE 21 ZERO-TOLERANCE ALCOHOL-IMPAIRED DRIVING LAW PY - 1997/12 SP - 25 p. AB - Michigan enacted a zero-tolerance law on November 1, 1994 which set the maximum allowable blood-alcohol concentration at .02 percent (.02 g/100 ml bood) for drivers under the age of 21 years in an attempt to reduce alcohol-related traffic injuries and deaths among young people. A conviction for violation of the zero-tolerance law can result in a one to three month driving license suspension or restriction, four points on the driving record, a fine up to $250, and community service for up to 45 days. The first objective of this study was to determine the number of underage zero tolerance, drunk driving, open container, and driving-while-license-suspended convictions since the law was enacted and make comparisons to similar convictions prior to the law. The second objective was to determine the number of underage alcohol-related crashes, injuries, and fatalities since the law was enacted and make comparisons to similar events prior to the zero-tolerance law. These objectives were accomplished using the Michigan Department of State's Master Driving Record and Michigan State Police crash data respectively. Conviction rates differed dramatically between males and females in both the 1994 and 1997 data, but conviction rates did not differ between years for youth committing more serious OWI and OUIL offenses. The zero-tolerance law was actively enforced in addition to the OWI and OUIL laws, with 16,356 convictions for youth zero-tolerance violations through April 1997. This suggests that young offenders guilty of a more serious alcohol-impaired driving offense were not being charged with or taking a plea to the less stringent zero-tolerance offense, thus correcting a serious shortcoming of previous alcohol-impaired laws. Box-Jenkins time series analysis showed that crashes resulting in fatal or severe injury and the number of persons killed or seriously injured in "had-been drinking" crashes decreased about 30% among the under 21 age group following zero-tolerance enactment. None of the comparison groups (under 21 no alcohol involvement, adult "had-been drinking") showed a significant change in crash or injury frequencies. Fully understanding the impact of zero-tolerance laws in Michigan, however, warrants further study of the other issues involved. KW - Adolescents KW - Alcohol use KW - Blood alcohol levels KW - Convictions KW - Driver license suspension KW - Driver licenses KW - Drivers KW - Drunk driving KW - Evaluation KW - Fatalities KW - Injuries KW - Laws KW - Michigan KW - Suspensions KW - Teenage drivers KW - Traffic conviction KW - Traffic crashes KW - Zero tolerance UR - https://trid.trb.org/view/537633 ER - TY - RPRT AN - 00748142 AU - Janke, M K AU - Hersch, S W AU - California Department of Motor Vehicles AU - National Highway Traffic Safety Administration TI - ASSESSING THE OLDER DRIVER: PILOT STUDIES PY - 1997/12 SP - 324 p. AB - The principal objective of this project was to evaluate a selection of tests for their utility in identifying age-impaired drivers in a licensing agency setting and predicting the adequacy of their driving performance on a road test. As part of the project an extensive literature review (Janke, 1994) had already been published. Tests chosen on the basis of that review were piloted in two California sites. At one site, drivers referred for reexamination to the Department of Motor Vehicles (DMV) were contrasted, in terms of performance on non-driving tests and two road tests, with volunteers. At the other site all subjects volunteered for the study, and predictions of their road test performance were made on the basis of their performance on non-driving tests. In addition, survey data from licensing authorities and older drivers themselves were collected. Based on study findings, tests or procedures are recommended for a first (brief functional screening), second (more intensive testing) and third (on-road testing) tier of assessment. Implications of the results for further research and policy issues, including graded licensing, are discussed. KW - Age KW - Age factor in driving KW - Aged drivers KW - Data collection KW - Driver licenses KW - Driver performance KW - Drivers KW - Driving tests KW - Functional screening KW - Graded licensing KW - Personnel performance KW - Recommendations KW - Road tests UR - https://trid.trb.org/view/473814 ER - TY - RPRT AN - 00746681 AU - National Highway Traffic Safety Administration TI - TRAFFIC SAFETY FACTS 1996: A COMPILATION OF MOTOR VEHICLE CRASH DATA FROM THE FATALITY ANALYSIS REPORTING SYSTEM AND THE GENERAL ESTIMATES SYSTEM PY - 1997/12 SP - 206 p. AB - This annual report presents descriptive statistics about traffic crashes of all severities, from those that result in property damage to those that result in the loss of human life. Information from two of the National Highway Traffic Safety Administration's (NHTSA's) primary data systems has been combined to create a single source for motor vehicle crash statistics. These two data systems are the Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System/General Estimates System (GES). The report is presented in five chapters and three appendices. Chapter 1, "Trends", presents data from all years of FARS (1975 through 1996) and GES (1988 through 1996). The remaining chapters present data only from 1996. Chapter 2, "Crashes", describes general characteristics of crashes, such as when and how often they occurred, where they occurred, and what happened during the crash. Chapter 3, "Vehicles", concentrates on the types of vehicles involved in crashes and the damage to the vehicles. Chapter 4, "People", is the largest chapter of this report, with statistics about drivers, passengers, pedestrians, and pedalcyclists. The last chapter of the report, "States", contains information about crashes for each state, the District of Columbia, and Puerto Rico. Terms used throughout the report are defined in the Glossary. Appendix A contains FARS Data Elements, Appendix B GES Data Elements, and Appendix C a Technical Note. An Index is provided. KW - Characteristics KW - Cyclists KW - Damages KW - Drivers KW - Fatal Accident Reporting System KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Glossaries KW - Injuries KW - Loss and damage KW - National Accident Sampling System KW - Passengers KW - Pedestrians KW - Property KW - Property damage KW - States KW - Statistics KW - Tables (Data) KW - Traffic crashes KW - Trend (Statistics) KW - Vehicles UR - http://ntl.bts.gov/lib/7000/7200/7229/tsf96.pdf UR - https://trid.trb.org/view/473194 ER - TY - RPRT AN - 00745681 AU - National Highway Traffic Safety Administration TI - REVISED DRAFT GUIDELINE FOR MINIMUM UNIFORM CRASH CRITERIA (MUCC) PY - 1997/12 SP - 118 p. AB - The development of the Guideline for Minimum Uniform Crash Criteria (MUCC) is a public/private collaborative effort of the highway and traffic safety community. Its objective is to provide for the greatest possible input from the highway and traffic safety community, so that the Guideline is perceived not as a product of any one organization, but as something the entire community can claim ownership of. To facilitate the process, a panel of experts in the collection, processing and use of crash data is coordinating the development of the guideline. The panel has developed this Revised Draft for circulation to the traffic and highway safety community at large. Their input is now being solicited. This version incorporates reviewer comments about an earlier version. State Highway Safety Offices are being encouraged to hold statewide meetings to coordinate review of the Guideline. The expert panel will meet again to review the input from the states and finalize the Guideline. The contents of this Revised Draft are organized as follows: Executive Summary; Introduction; Guideline Development Process; Guideline Development Criteria; Voluntary Implementation of the Guideline; Organization of the Guideline; List of Minimum Uniform Crash Criteria; Glossary; and Appendices. The appendices include (A) State and Province Codes; (B) Dates and Times; (C) Names; (D) Addresses; (E) Levels of Crash Severity; (F) Violation and Conviction Codes; and (G) Data Elements Useful for Data Linkage. KW - Crash data KW - Data collection KW - Development KW - Glossaries KW - Guidelines KW - Implementation KW - Minimum uniform crash criteria KW - Standardization KW - States UR - https://trid.trb.org/view/472679 ER - TY - RPRT AN - 00744518 AU - National Highway Traffic Safety Administration TI - NATIONAL DRUNK AND DRUGGED DRIVING (3D) PREVENTION PROGRAM PLANNER PY - 1997/12 SP - 106 p. AB - This drunk and drugged driving (3D) prevention packet contains a resource guide; facts sheets on 0.8 BAC Per Se laws, graduated licensing, impaired motorcycle operators, impaired pedestrians, zero tolerance, vehicular homicide and the impaired driver; a website flyer; new sentencing options in the war against impaired driving, ideas for planning year-round anti-impaired driving activities; and a prevention information packet which includes an order form, logo sheets, impaired riding poster, and other prevention posters and materials. KW - Blood alcohol levels KW - Crash causes KW - Driver licensing KW - Drug abuse KW - Drug caused accidents KW - Drugged drivers KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Graduated licensing KW - Injuries KW - Motor vehicle accidents KW - Motorcyclists KW - Natural resources KW - Per se laws KW - Prevention KW - Traffic crashes KW - Traffic safety KW - Vehicular homicide KW - Zero tolerance UR - https://trid.trb.org/view/472129 ER - TY - RPRT AN - 00756329 AU - Boyle, J AU - Dienstfrey, S AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 1996 MOTOR VEHICLE OCCUPANT SAFETY SURVEY, VOLUME 4: CRASH INJURY AND EMERGENCY MEDICAL SERVICES REPORT PY - 1997/11/25 SP - 76 p. AB - The National Highway Traffic Safety Administration (NHTSA) commissioned the research firm of Schulman, Ronca & Bucuvalas, Inc. (SRBI) to conduct the 1996 Motor Vehicle Occupant Safety Survey. Between November 4, 1996 and January 5, 1997 SRBI conducted a total of 8,210 telephone interviews among a national population sample. The percentages provided in the report are weighted to accurately reflect the national population age 16 or over. The report is a follow-up to the 1994 Motor Vehicle Occupant Safety Survey, thereby permitting comparisons of the public's attitudes and behavior regarding emergency medical services and related issues between 1994 and 1996. As in the 1994 survey, the 1996 version asked respondents if they had ever been involved in a vehicle crash; their willingness to stop to help at a vehicle crash site to assist victims or call for help; their experience with, knowledge of, and expectations for emergency medical services; the availability and use of cellular or car phones; and their willingness to take emergency or first aid training to assist crash victims. KW - Attitudes KW - Behavior KW - Car telephones KW - Cellular telephones KW - Crashes KW - Data collection KW - Emergency medical services KW - Injuries KW - Knowledge KW - Occupant protection KW - Occupant protection devices KW - Questionnaires KW - Surveys KW - Telephone KW - Traffic crashes KW - Traffic safety UR - http://ntl.bts.gov/lib/25000/25900/25909/DOT-HS-808-633.pdf UR - https://trid.trb.org/view/537602 ER - TY - RPRT AN - 00927574 AU - National Highway Traffic Safety Administration TI - SUMMARY OF IMPORTANT STATUTORY PROVISIONS AND COURT DECISIONS CONCERNED WITH DRUNK DRIVING PY - 1997/11/01 SP - 25 p. AB - This report consists of tables displaying court decisions and statutes involving drunk driving. Over twenty topics are covered. Some of the topics covered include: per se laws, preliminary breath test laws, roadside sobriety checkpoints, refusal to submit to chemical test admitted into evidence, mandatory criminal sanctions for driving while intoxicated (DWI) offenses, alcohol breath ignition interlock device laws, and beer keg registration laws. KW - Alcohol breath tests KW - Alcohol ignition interlock devices KW - Beer keg registration laws KW - Chemical tests KW - Court decisions KW - Crimes KW - Drunk driving KW - Laws and legislation KW - Per se laws KW - Roadside KW - Sanctions KW - Sobriety checkpoints KW - Tables (Data) UR - http://ntl.bts.gov/lib/17000/17000/17026/PB2000106878.pdf UR - https://trid.trb.org/view/718633 ER - TY - RPRT AN - 00756333 AU - National Highway Traffic Safety Administration TI - INFORMATION RESOURCE MANAGEMENT AND TELECOMMUNICATIONS FIVE YEAR PLAN - 1998 PY - 1997/11/01 SP - 55 p. AB - NHTSA has made significant accomplishments in Information Resource Management (IRM) and Information Technology (IT) over the previous year in many diverse program areas. Through the guidance and recommendations of the NHTSA IRM Technical Working Group (TWG) they have accomplished software standardization in several areas, namely office automation software, e-mail, desktop and network operating software. In the upcoming year, NHTSA will be establishing new performance measures to ensure that they are positioned to support administration and departmental goals, objectives and supporting initiatives. The role of the NHTSA Office of Information Resource Management (OIRM) is to foster and develop a systematic approach for the efficient management of NHTSA information technology resources. This report describes recent accomplishments and future goals for IRM and NHTSA. KW - Computer networks KW - Information management KW - Information technology KW - Office automation KW - Performance KW - Performance measurement KW - Software KW - Standardization KW - Strategic planning KW - U.S. National Highway Traffic Safety Administration UR - https://trid.trb.org/view/537606 ER - TY - RPRT AN - 00757894 AU - Manes, D AU - Green, P AU - University of Michigan Transportation Research Institute AU - United Technologies Automotive TI - EVALUATION OF A DRIVER INTERFACE: EFFECTS OF CONTROL TYPE (KNOB VERSUS BUTTONS) AND MENU STRUCTURE (DEPTH VERSUS BREADTH) PY - 1997/11 SP - 92 p. AB - In an initial experiment, four drivers were verbally cued to find items in a menu system while driving a simulator. Three factors were examined: (1) menu structures (deep with three levels of four items each and, broad with two levels of eight items each), (2) controls (a cursor and a number pad), and (3) control/display locations (both high, both low, and display high/control low). The cursor control led to faster task completion times than the number pad, and a full 32 trials per block offered no benefit over just 16, simplifying the design of the main experiment. The main experiment was similar to the initial study, except 24 drivers participated, a knob control was used instead of the number pad, and 16 rather than 32 trials per block were used. Menu selection times (approximately nine seconds) were not significantly different for the two menu structures or the three control/display locations. However, the knob was significantly faster than the cursor (6%), and there were 13% more lane excursions for the broad menus than the deep. A GOMS analysis showed that downward scrolls required 0.4 seconds each, except for initial selections where thinking and reading processes lengthened times. Correlations between GOMS and actual selection times ranged from 0.5 to 0.8. These data suggest deep menus should be used to minimize lane excursions (a measure of driver distraction) and knobs should be utilized to minimize selection times. Mounting display high and the control low is also advised. KW - Control systems KW - Control type KW - Driver vehicle interfaces KW - Ergonomics KW - Evaluation KW - Human factors KW - Intelligent transportation systems KW - Menu structure UR - http://www.umich.edu/~driving/publications/UMTRI-97-42.pdf UR - http://ntl.bts.gov/lib/21000/21000/21015/PB98164700.pdf UR - https://trid.trb.org/view/538430 ER - TY - JOUR AN - 00757845 JO - Research Note PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - ANALYSIS OF EJECTION IN FATAL CRASHES PY - 1997/11 SP - 2 p. AB - Data from NHTSA's Fatality Analysis Reporting System (FARS) show that the ejection rate among fatally injured passenger vehicle occupants has remained at over 20% since the early 1980's. Focusing on the unbelted individuals, the analysis finds that their ejection rate has increased from 25% to about 33% during the period 1982 - 1996. The main factor contributing to ejection among the unbelted individuals is the occurrence of rollover during the crash, which increases the odds of ejection over 5 times. Other factors found to be strongly associated with ejection are: the speed of the vehicle prior to the crash, presence of light trucks, and a young driver age. KW - Adolescents KW - Age KW - Driver age KW - Drivers KW - Ejection KW - Fatal Accident Reporting System KW - Fatalities KW - Light trucks KW - Motor vehicles KW - Rollover crashes KW - Seat belts KW - Speed KW - Teenage drivers KW - Traffic speed UR - http://www.nhtsa.dot.gov/people/ncsa/Ejecnote.html UR - http://ntl.bts.gov/lib/000/700/757/00243.pdf UR - https://trid.trb.org/view/542188 ER - TY - JOUR AN - 00757829 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - SURVEY FINDS THAT MOST PEOPLE WANT AIR BAGS PY - 1997/11 IS - 165 SP - 2 p. AB - This sheet summarizes the first two in a series of reports from the 1996 Motor Vehicle Occupant Safety Survey, which are now available. This series presents findings on attitutdes, knowledge, and self-reported behavior for several occupant protection and traffic safety areas. These include seat belts, child safety seats, air bags, crash injury experience, and Emergency Medical Services. Volume I describes the survey methodology and has copies of the questionnaires. Volume II presents air bag findings. These are particularly noteworthy since the survey occurred at a time when air bag-related fatalities of children were being heavily publicized in the media. Despite extensive media publicity of several tragic air bag related fatalities, the survey found that most people continue to want air bags. KW - Air bags KW - Attitudes KW - Child safety KW - Children KW - Data collection KW - Fatalities KW - Injuries KW - Occupant protection KW - Occupant protection devices KW - Safety KW - Surveys KW - Traffic safety UR - https://trid.trb.org/view/542172 ER - TY - JOUR AN - 00757828 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - MOTORCYCLE OPERATOR LICENSING SYSTEM UPDATED PY - 1997/11 IS - 164 SP - 2 p. AB - Motorcycles comprise 2% of all registered vehicles in the United States but only 0.4 vehicle miles traveled. Motorcyclists fatalities, however, represent 5% of total traffic fatalities and 2% of all occupants injured. One way to reduce these deaths and injuries is to increase the number of properly licensed motorcyclists on America's roads. Of the motorcycle riders involved in fatal crashes, more than 40% are not properly licensed. The National Highway Traffic Safety Administration worked with the Motorcycle Safety Foundation and the American Association of Motor Vehicle Administrators to update the Motorcycle Operator Licensing System. This is a model system for motor vehicle administrators who want to develop or revise the motorcycle licensing system in their state. The original guidelines were published in 1974 and updated in 1981 and 1989. The new 1997 version incorporates the latest research findings and describes the motorcycle operator licensing system in detail. This sheet discusses the benefits of a motorcycle operator's license and also lists statistics about motorcycle deaths and injuries. KW - Driver licensing KW - Fatalities KW - Injuries KW - Motorcycle crashes KW - Motorcycle operator injuries KW - Motorcycle operator licensing KW - Motorcycle safety KW - Motorcycles KW - Motorcycling KW - Motorcyclists KW - Statistics KW - Traffic crashes KW - Vehicle safety UR - https://trid.trb.org/view/542171 ER - TY - RPRT AN - 00746797 AU - DeYoung, D J AU - California Department of Motor Vehicles AU - National Highway Traffic Safety Administration TI - AN EVALUATION OF THE SPECIFIC DETERRENT EFFECT OF VEHICLE IMPOUNDMENT ON SUSPENDED, REVOKED AND UNLICENSED DRIVERS IN CALIFORNIA PY - 1997/11 SP - 88 p. AB - While license suspension/revocation has been shown to be effective, it is also known that most suspended/revoked (S/R) drivers violate their illegal driving status and continue to drive, accruing traffic convictions and becoming involved in crashes. In an attempt to strengthen license actions and to better control S/R and unlicensed drivers, California enacted two laws effective January 1995 which provide for the impoundment/forfeiture of vehicles driven by S/R and unlicensed drivers. The current study evaluates the impact of vehicle impoundment on the 1-year subsequent driving behavior of S/R and unlicensed drivers who are subject to it. The results show that drivers with no prior convictions for driving while S/R or unlicensed whose vehicles are impounded have, relative to similar drivers whose vehicles were not impounded: 23.8% fewer driving while suspended (DWS)/driving while unlicensed (DWU) convictions; 18.1% fewer traffic convictions; and 24.7% fewer crashes. These group differences are even larger for repeat DWS/DWU offenders. Repeat offenders who are impounded have 34.2% fewer DWS/DWU convictions, 22.3% fewer traffic convictions and 37.6% fewer crashes. These findings provide strong support for impounding vehicles driven by S/R and unlicensed drivers. KW - Driver license revocation KW - Driver license suspension KW - Driver licenses KW - Driving without a license KW - Effectiveness KW - Measures of effectiveness KW - Repeat offenders KW - Revocation KW - State laws KW - Suspensions KW - Traffic conviction KW - Traffic crashes KW - Vehicle impoundment/forfeiture UR - http://ntl.bts.gov/lib/20000/20400/20449/PB98128432.pdf UR - http://ntl.bts.gov/lib/25000/25900/25940/DOT-HS-808-727.pdf UR - https://trid.trb.org/view/473301 ER - TY - RPRT AN - 00745682 AU - National Highway Traffic Safety Administration TI - AN INVESTIGATION OF THE SAFETY IMPLICATIONS OF WIRELESS COMMUNICATIONS IN VEHICLES PY - 1997/11 SP - 276 p. AB - The objective of this report is to assess the current state of knowledge regarding the impact of cellular telephone use on motor vehicle drivers while driving, and to explore the broader safety issues associated with such use. While the primary scope of this report focuses on the potential impact of voice communications on driving, consideration is also given to the possible impact of other technological developments (e.g., network/Internet access, e-mail, paging, etc.). The report begins with a general discussion of background information, including the cellular industry's emphasis on safety and a summary of past and present legislative initiatives aimed at limiting the use of cellular telephones while a vehicle is in motion. Chapter 2 presents an overview of "Cellular Telephone Use in America" along with results from demographic surveys and user opinions on the safety of cellular telephone use while driving. Chapter 3 discusses available crash information. Individual case studies are described to illustrate the circumstances that can lead to a serious crash. Chapter 4 presents a study drawn from an analysis of the narrative sections of selected (i.e., cellular telephone related) police crash reports from the State of North Carolina. Chapter 5 presents a comprehensive review of simulator and on-the-road, instrumented vehicle research conducted on cellular telephone use while driving. Available epidemiological studies are also reviewed. The final chapter, Chapter 6, provides a discussion of what was learned in conducting this research and assembling this report. It identifies common threads drawn from the myriad of sources. The discussion also focuses on what is still not known or well understood and makes recommendations for targeted research in a number of areas. Finally, based on all the information gathered, a set of specific conclusions are presented. The appendices provide copies of selected existing and proposed legislation, a market survey of cellular communications devices currently available (1995) and in use in motor vehicles, critical reviews of cellular telephone research studies, a glossary of cellular technology terms, a list of references, and a discussion of human factors considerations for the design of cellular telephones that can influence the safety of their use from a moving vehicle. KW - Cellular technologies KW - Cellular telephones KW - Crash data KW - Crash reports KW - Demographics KW - Drivers KW - Driving KW - Epidemiology KW - Ergonomics KW - Future KW - Future research KW - Glossaries KW - Highway safety KW - Legislation KW - North Carolina KW - Police reports KW - Public opinion KW - Recommendations KW - Research KW - State of the art studies KW - Utilization UR - http://www.nhtsa.dot.gov/people/injury/research/wireless/ UR - https://trid.trb.org/view/472680 ER - TY - RPRT AN - 00756331 AU - National Highway Traffic Safety Administration TI - CONSUMER GUIDE TO UNIFORM TIRE QUALITY GRADING PY - 1997/10/31 SP - 83 p. AB - This report contains comparative grade designations for treadwear, traction and temperature for all passenger car tires, except deep tread, winter-type snow tires; space-saver or temporary use spares; or tires with normal rim diameters of 12-inches or less. All passenger car tires must conform to federal safety requirements in addition to these grades. KW - Federal laws KW - Federal regulations KW - Grades KW - Regulations KW - Reliability KW - Safety KW - Slopes KW - Temperature KW - Tire quality KW - Tires KW - Traction KW - Treadwear UR - https://trid.trb.org/view/537604 ER - TY - RPRT AN - 00756375 AU - Ervin, R AU - Nagarajan, A AU - Argalas, E AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - ADAPTIVE CRUISE CONTROL - AN INDUSTRY OUTLOOK ON PRODUCT FEATURES AND MARKETING PY - 1997/10 SP - 98 p. AB - An interview method was employed to determine the auto industry outlook on adaptive cruise control (ACC), with special emphasis on the likely profile of the U.S. market. Both supplier and OEM companies were questioned on their expectations for product feature requirements, preferred technologies, institutional issues, management strategy, and marketing. The report presents the "data" received through interviews together with evaluation of results based upon marketing analogues and the University of Michigan's own experience in ACC research. Results show a substantial industry consensus exists on a number of product features, and yet divergent views prevail on other items. It is clear that ACC will be marketed on luxury cars first, that most products will employ radar as the range sensor, that the driver will have a means to adjust headway time, and that common entry prices will be on the order of $1000, although different feature sets may cause the price to vary considerably. The major source of technical uncertainty is in the ranging sensor, although uncertainties also exist in terms of functional features that will minimize liability risk and yet give suitable utility for the customer. Noting significant apprehension in the industry over the "safety" versus "convenience" perceptions of this product, it seems fair to say the ACC will radically extend the locus of automotive design concerns beyond those that are traditional to this industry. KW - Adaptive control KW - Automobile industry KW - Autonomous intelligent cruise control KW - Convenience KW - Costs KW - Hazards KW - Intelligent transportation systems KW - Intelligent vehicles KW - Liability KW - Longitudinal control KW - Management KW - Market research KW - Product features KW - Risk assessment KW - Strategic planning KW - Technology KW - Utility KW - Utility theory KW - Vehicle design KW - Vehicle safety UR - http://ntl.bts.gov/lib/20000/20000/20096/PB98109572.pdf UR - https://trid.trb.org/view/537650 ER - TY - RPRT AN - 00756362 AU - Eby, D W AU - Hopp, M L AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - DIRECT OBSERVATION OF SAFETY BELT USE IN MICHIGAN: FALL 1997 PY - 1997/10 SP - 53 p. AB - The present survey reports the results of a direct observation survey of safety belt use conducted in the fall of 1997. In this study, 10,307 occupants traveling in four vehicle types (passenger cars, sport-utility vehicles, vans, and pickup trucks) were surveyed between August 28 and September 18, 1997. Belt use was estimated separately for each vehicle type. Within each vehicle type, belt use by age, gender, road type, day of week, and time of day was calculated. Overall belt use for passenger cars was 70.1%, 69.5% for sport-utility vehicles, 68.7% for vans, and 56.6% for pickup trucks. The safety belt use rate for passenger cars did not change from last year. While still the lowest rate by any vehicle type, the use rate for pickup trucks increased nearly 10 percentage points from last year's survey. For all vehicle types, belt use was higher for females than males, and for children three years of age or younger. In general, belt use was high during the morning commute, and belt use did not vary systematically by time of day, day of week, or weather conditions. The results suggest that maintenance of effective public information and education programs, increased enforcement of secondary belt use laws, implementation of standard enforcement of mandatory safety belt use, and targeting programs at low use populations, could be effective in increasing compliance with the safety belt use law. KW - Age KW - Compliance KW - Data collection KW - Days KW - Gender KW - Laws KW - Manual safety belts KW - Michigan KW - Motor vehicles KW - Occupant protection KW - Occupant protection devices KW - Passenger cars KW - Periods of the day KW - Pickup trucks KW - Road type KW - Seat belt usage KW - Seat belts KW - Sport utility vehicles KW - Surveys KW - Types of roads KW - Vans UR - http://ntl.bts.gov/lib/20000/20100/20161/PB98113293.pdf UR - https://trid.trb.org/view/537636 ER - TY - RPRT AN - 00756353 AU - SCHUMANN, J AU - Sivak, M AU - Flannagan, M J AU - Traube, E C AU - Kojima, S AU - University of Michigan Transportation Research Institute TI - QUALITATIVE EVALUATION OF HEADLAMP BEAM-PATTERN UNIFORMITY PY - 1997/10 SP - 23 p. AB - This study consisted of two experiments. In the first experiment, a survey of driver opinions concerning beam-pattern uniformity was conducted. The questions dealt with the uniformity of one's own low-beam pattern (from memory and after nighttime driving), the important areas of the beam pattern for uniformity, and the degree of prior attention paid to uniformity. A total of 48 respondents returned the questionnaire. The main results of this experiment are as follows: (1) Ratings of uniformity from memory were similar to those made after driving. (2) Foreground in one's own lane was rated as the most important area for uniformity. The second experiment involved a field evaluation of the uniformity of a U.S. and a European beam pattern, first from memory after experiencing the beam pattern without prior instructions about uniformity, and then during actual viewing. A total of 16 subjects (both younger and older) participated. The main results of this experiment are as follows: (1) Although there was a tendency to assign higher uniformity ratings during viewing than from memory, the difference was not statistically significant. (2) Uniformity ratings tended to be based on illumination in one's own lane. (3) The European beam pattern was rated as being more uniform than the U.S. beam pattern. (4) The uniformity of the ECE beam pattern was not significantly related to the areas that were considered important for uniformity. On the other hand, the uniformity of the U.S. beam pattern was positively related to the relative importance of the illumination in one's own lane of travel. KW - Beam-pattern KW - Evaluation KW - Headlamps KW - Night KW - Qualitative analysis KW - Standardization UR - http://ntl.bts.gov/lib/20000/20300/20308/PB98122252.pdf UR - https://trid.trb.org/view/537627 ER - TY - JOUR AN - 00743275 JO - SWOV RESEARCH ACTIVITIES PB - Institute for Road Safety Research, SWOV AU - Mathijssen, R AU - Institute for Road Safety Research, SWOV TI - DRINK-DRIVING IN THE NETHERLANDS SLIGHTLY DECREASED PY - 1997/10 VL - 8 SP - p. 7-8 AB - Between September and December 1996, SWOV, in collaboration with 73 police control teams, conducted a roadside survey in order to establish the alcohol consumption of motorists in all twelve provinces of the Netherlands. The study, which was carried out on Friday and Saturday nights between 10 p.m. and 4 a.m., represents a continuation of the nationwide studies into drink-driving habits. These were carried out between 1970 and 1995, to determine the trend in alcohol consumption. In the roadside surveys, motorists are stopped at random, and all are subjected to a breath test. The 1996 sample contained 22,905 motorists. KW - Alcohol breath tests KW - Alcohol use KW - Data collection KW - Drunk drivers KW - Drunk driving KW - Netherlands KW - Reduction (Decrease) KW - Surveys KW - Trend (Statistics) UR - https://trid.trb.org/view/474228 ER - TY - JOUR AN - 00743277 JO - SWOV RESEARCH ACTIVITIES PB - Institute for Road Safety Research, SWOV AU - Wouters, P AU - Institute for Road Safety Research, SWOV TI - BLACK BOX STUDY SHOWS A REDUCTION IN THE NUMBER OF ACCIDENTS PY - 1997/10 VL - 8 SP - p. 10-11 AB - Human behavior is a determining factor in road safety. For this reason, it is of crucial importance to encourage people to behave safely in traffic. It is known that people aware of being observed tend to modify their behavior. By observing and recording the behaviors of drivers, it might then be possible to confront them with their behavior. This could mean that drivers who realize that this can happen will adjust their behavior ahead of time. They can also react this way as a result of an actual confrontation. For this form of behavior influence to prove effective, it would ultimately have to result in fewer road traffic accidents. KW - Behavior KW - Behavioral research KW - Highway safety KW - Observation KW - Psychology KW - Research KW - Safety KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/474230 ER - TY - JOUR AN - 00743276 JO - SWOV RESEARCH ACTIVITIES PB - Institute for Road Safety Research, SWOV AU - Goldenbeld, C AU - Institute for Road Safety Research, SWOV TI - OPINIONS OF THE DUTCH MOTORIST COMPARED WITH THOSE OF THE AVERAGE EUROPEAN PY - 1997/10 VL - 8 SP - p. 8-10 AB - SARTRE, a large-scale survey studying Social Attitudes to Road Traffic Risk in Europe, was carried out for the second time in 1996. This survey questioned a random sample of approximately one thousand people with passenger car driving licenses in regard to their opinions about measures and speed limits, causes of traffic accidents, their own behavior in traffic and that of others, their perception of danger in traffic, and their experiences involving police enforcement. The countries participating in 1996 were : Austria, Belgium, the Czech Republic, Finland, France, Germany, Great Britain, Greece, Hungary, Ireland, the Netherlands, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden and Switzerland. KW - Attitudes KW - Behavior KW - Crash causes KW - Drivers KW - Europe KW - Netherlands KW - Passenger cars KW - Public opinion KW - Risk assessment KW - Social psychology KW - Speed limits KW - Traffic law enforcement KW - Traffic safety UR - https://trid.trb.org/view/474229 ER - TY - JOUR AN - 00743265 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - LEADERSHIP GUIDE OFFERS QUALITY IMPROVEMENT TOOLS FOR EMERGENCY MEDICAL SERVICES SYSTEMS PY - 1997/10 IS - 161 SP - 2 p. AB - This summary describes a new guide, entitled "A Leadership Guide for Quality Improvement to Emergency Medical Services (EMS) Systems". The Leadership Guide is a template for EMS managers. It uses the Malcolm Baldridge Quality Program as a model to guide EMS quality improvement efforts and to evaluate progress. This program identifies seven key action categories: 1. Leadership; 2. Information and Analysis; 3. Strategic Quality Planning; 4. Human Resource Development and Management; 5. EMS Process Management; 6. EMS System Results; and 7. Satisfaction of Patients and Other Stakeholders. KW - Emergency medical services KW - Guides KW - Guides to information KW - Human resources KW - Human resources management KW - Improvements KW - Information management KW - Information organization KW - Leadership KW - Management KW - Needs assessment KW - Quality KW - Quality control KW - Strategic planning KW - User needs UR - https://trid.trb.org/view/474221 ER - TY - JOUR AN - 00743267 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - PARTNERS IN PROGRESS: AN IMPAIRED DRIVING GUIDE FOR ACTION PY - 1997/10 IS - 163 SP - 2 p. AB - This summary discusses the document that came out of the first Partners in Progress summit with over 150 representatives from government, advocacy, law enforcement, business, judicial, and alcohol beverage groups. This group developed 125 recommendations for meeting the new national impaired driving goal of having no more than 11,000 alcohol related fatalities by the year 2005. Partners in Progress: Impaired Driving Guide for Action provides a blueprint for reaching the national goal by the year 2005. KW - Drunk drivers KW - Drunk driving KW - Fatalities KW - Guides KW - Guides to information KW - Human factors KW - Planning KW - Recommendations KW - Reduction (Decrease) KW - Traffic safety UR - https://trid.trb.org/view/474222 ER - TY - RPRT AN - 00743266 AU - National Highway Traffic Safety Administration TI - EMT - BASIC REFRESHER COURSE AVAILABLE PY - 1997/10 IS - 162 SP - 1 p. AB - This summary describes a Refresher course available for Emergency Medical Technicians. The course is designed for professionals who were trained to the earlier 1978 version, EMT-A course, who need to learn the new skills and subjects to come up to the 1994 standards in the Emergency Medical Technician - Basic. The move to an assessment based curriculum makes the revised materials significantly different from earlier versions. Those trained under the outdated EMT-A course will have the opportunity to complete a transition course, this refresher course, or to learn the new skills and subjects by completing a full EMT-Basic course. KW - Emergency medical technicians KW - Training courses KW - Training programs UR - https://trid.trb.org/view/471499 ER - TY - JOUR AN - 00743259 JO - Consumers Digest PB - Consumers Digest Incorporated AU - Consumers Digest Incorporated TI - 'SMART' CARS PUT SAFETY FIRST PY - 1997/09 VL - 36 IS - 5 SP - p. 10-12 AB - This article describes two intelligent transportation systems (ITS) applications that are currently being tested by the National Highway Traffic Safety Administration. The first technology is an on-board Automated Collision Notification (ACN) system. It is designed to automatically notify Emergency Medical Services (EMS) personnel of a vehicle crash as soon as it occurs, with the goal of allowing an injured occupant to get medical assistance in the shortest possible time. The second application is called intelligent cruise control (ICC). ICC takes the job of car-length spacing away from the driver and gives it to the car itself. It equips the car with sensors that tell it how close another vehicle in the same lane is and can take the necessary actions to keep a safe distance, determined by the manufacturer. KW - Automated vehicle control KW - Automation KW - Autonomous intelligent cruise control KW - Disasters and emergency operations KW - Emergency communication systems KW - Emergency medical services KW - Emergency response KW - Fatalities KW - Hazards and emergency operations KW - Headways KW - Injuries KW - Intelligent transportation systems KW - Intelligent vehicles KW - On board KW - Onboard navigational aids KW - Reduction (Decrease) KW - Sensors KW - Traffic safety UR - https://trid.trb.org/view/474219 ER - TY - RPRT AN - 00822638 AU - National Highway Traffic Safety Administration TI - IS THIS CHILD ON THE ROAD TO DANGER? CHILD PASSENGER SAFETY MATERIALS REVIEW AND EVALUATION TOOL PY - 1997/09 SP - 12 p. AB - If you are distributing brochures, videos, or other literature that does not address today's safety issues accurately, you could be placing your agency, your members, or your clients at great risk. This guide will help you to review and evaluate child passenger safety materials. Part One: Critical Issues provides a brief checklist for finding the major problems with existing materials, particularly flyers and pamphlets that offer limited but critical information. Comprehensive material, such as videos and training manuals, should also pass this easy checklist. Part Two: Comprehensive Guidelines is a checklist that should be used to evaluate sources claiming to provide comprehensive information, such as instruction booklets, videos, and training materials. This section should also be consulted by individuals who are writing and producing any materials related to the proper use of child restraints. KW - Accuracy KW - Brochures KW - Child restraint systems KW - Evaluation and assessment KW - Printed publicity KW - Videotapes UR - https://trid.trb.org/view/713174 ER - TY - RPRT AN - 00743278 AU - Sivak, M AU - Flannagan, M J AU - Kojima, S AU - Traube, E C AU - University of Michigan Transportation Research Institute TI - A MARKET-WEIGHTED DESCRIPTION OF LOW-BEAM HEADLIGHTING PATTERNS IN THE U.S. PY - 1997/09 SP - 34 p. AB - This study was designed to provide photometric information about current U.S. low-beam headlamps. The sample included 35 low-beam headlamps manufactured for use on the 23 best-selling passenger cars, light trucks, and vans for model year 1997. These 23 vehicles represent 45% of all vehicles sold in the U.S. The lamps were purchased directly from vehicle dealerships, and photometered in 0.5 degree steps from 45 degrees left to 45 degrees right, and from 5 degrees down to 7 degrees up. The photometric information for each lamp was weighted by 1997 sales figures for the corresponding vehicle. The results are presented both in tabular form for the 25th percentile, the median (50th percentile), and the 75th percentile luminous intensities, as well as in graphical form (for the median luminous intensities, and median illuminance values reaching the road surface). The information is presented in aggregate form, as well as broken down by vehicle type and light source. KW - Information management KW - Information organization KW - Light trucks KW - Lighting KW - Low beamed headlamps KW - Low beamed headlights KW - Luminous intensity KW - Markets KW - Patterns KW - Photometry KW - Railroad cars KW - Tables (Data) KW - United States KW - Vans KW - Weighting KW - Weighting functions UR - https://trid.trb.org/view/471518 ER - TY - RPRT AN - 00797197 AU - National Highway Traffic Safety Administration TI - SAFE DRIVING TIPS PY - 1997/09 SP - 6 p. AB - This brochure gives presents safety tips on the following topics: road assistance, aging population, antilock brake systems, drowsy driving, and aggressive drivers. KW - Aged drivers KW - Aggression KW - Antilock brake systems KW - Drivers KW - Driving KW - Drowsiness KW - Motor vehicles KW - Road assistance KW - Roads KW - Traffic safety UR - https://trid.trb.org/view/654939 ER - TY - RPRT AN - 00760466 AU - National Highway Traffic Safety Administration TI - PARTNERS IN PROGRESS: AN IMPAIRED DRIVING GUIDE FOR ACTION PY - 1997/09 SP - 40 p. AB - This guide proposes strategies and actions designed to reduce the carnage on our nation's roadways attributable to drunk driving. The guide is presented in seven sections: public education; individual responsibility; the health care community; businesses and employers; legislation; enforcement and adjudication; and technology. The focus is partnerships. Each section contains four parts: recommended strategies, a background statement, action steps for implementing the strategies, and the benefits to be realized by implementing the specific actions. The guide is a living document that will be revisited periodically to ensure continued progress. KW - Adjudication KW - Benefits KW - Businesses KW - Countermeasures KW - Drunk driving KW - Education KW - Employers KW - Health care KW - Implementation KW - Law enforcement KW - Legislation KW - Partnerships KW - Strategic planning KW - Technology UR - https://trid.trb.org/view/496213 ER - TY - JOUR AN - 00757844 JO - Research Note PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - WHEELCHAIR USERS INJURIES AND DEATHS ASSOCIATED WITH MOTOR VEHICLE RELATED INCIDENTS PY - 1997/09 SP - 4 p. AB - NHTSA's National Center for Statistics and Analysis recently examined data from the Consumer Product Safety Commission's National Electronic Injury Surveillance System (NEISS) on cases of injuries or death to wheelchair users involving motor vehicles that occurred during the period 1991-1995. Data on the non-crash related activity associated with the injury or death to wheelchair users, e.g., lift malfunction or improper wheelchair securement within the motor vehicle, were examined to determine the extent to which improper securement and or related actions were involved in the injury or death. NEISS data on persons treated in hospital emergency rooms for these injuries were examined to determine the action or activity involved in producing the injury or death; if injured, the diagnosis of the injury and the severity; the body region with the most severe injury; and the age of the injured person. KW - Age KW - Body region KW - Diagnosis KW - Diagnostic tests KW - Disabled people KW - Fatalities KW - Injuries KW - Injury severity KW - Motor vehicle accidents KW - Persons with disabilities KW - Traffic crashes KW - Wheelchair lifts KW - Wheelchairs UR - http://ntl.bts.gov/lib/000/800/809/00328.pdf UR - https://trid.trb.org/view/542187 ER - TY - RPRT AN - 00756360 AU - Joksch, H C AU - Kostyniuk, L P AU - University of Michigan Transportation Research Institute AU - Federal Highway Administration TI - MODELING INTERSECTION CRASH COUNTS AND TRAFFIC VOLUME PY - 1997/09 SP - 168 p. AB - This research explored the feasibility of modeling crash counts at intersections with use of available exposure measures. The basic purpose of "exposure" is to serve as a size factor to allow comparison of crash counts among populations of different sizes. In the context of highway crash studies, at first glance, vehicle miles of travel (VMT) appears to be a natural exposure measure. However, VMT is closely related to traffic density and this raises doubts if it can serve the intended purpose of an exposure measure. Data from four-leg signalized intersections in Washtenaw County, Michigan, and the states of California and Minnesota were used in this study. Traffic volumes on the approaches are the routinely available exposure measure. It was noted that in these data sets the same values of traffic volume were often "carried over" several intersections. Using such values of traffic volumes as measures of exposure results in correlations between errors of the independent variables, which violates the requirements of standard statistical procedures. It was found that the relationships between crash counts and traffic volumes could not be adequately represented by the standard loglinear model that is also the basis for more sophisticated models. Therefore, nonparametric regression in the form of kernal smoothing was used. This allowed a realistic representation of complex relationships. The relationships found differed among the three data sets, with California showing dramatic deviations from the loglinear model. The relationship between crash counts and traffic volumes on the approaches to the intersection and those within the intersection were found to be very different. This makes it unlikely that realistic models for all intersection-related crashes can be developed. Turning counts are plausible candidates for exposure measures for turn-related intersection crashes. However, since turning counts are not routinely available, the possibility of using proportions of crashes involving turns was explored. The results were negative, but because of the small case number, no definite conclusions could be drawn. KW - Crash counts KW - Highway safety KW - Intersections KW - Traffic crashes KW - Traffic models KW - Traffic volume UR - http://ntl.bts.gov/lib/21000/21200/21210/PB99104390.pdf UR - https://trid.trb.org/view/537634 ER - TY - RPRT AN - 00756330 AU - Leaf, W A AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - IDENTIFICATION OF ALCOHOL-PEDESTRIAN CRASH PROBLEMS AMONG SELECTED RACIAL/ETHNIC GROUPS PY - 1997/09 SP - 165 p. AB - Pedestrians who had been drinking make up half of all adult pedestrian crash fatalities. About one-third of all adult pedestrian victims were at Blood Alcohol Contents (BACs) of .15% or more (NHTSA's Fatality Analysis Reporting System (FARS), 1984-1993). This study examined racial/ethnic patterns of involvement in fatal crashes, then conducted focus group testing with members of at-risk minority populations to study cultural factors which might affect the alcohol-pedestrian problem and to study how countermeasures should be targeted for greatest effectiveness. Racial data were obtained for all 1987-89 FARS data and for one to 12 years of FARS data for seven states or state subsets. Analyses showed three specific groups with pedestrian-alcohol fatality risks as high or higher than the population as a whole: Black adults ages 25 and older, Hispanic adult males ages 15 and older, and Native American adults ages 15 and older. Fourteen focus group discussions were conducted with blacks, Hispanics, and Native Americans. Results were analyzed for cultural patterns of alcohol use and abuse, likely countermeasure mechanisms, and comments and suggestions on 28 specific countermeasure themes. Alcohol-fatality rates and population values were calculated for 50 states, the District of Columbia, and 74 metropolitan areas. Recommendations were made for possible NHTSA follow-on countermeasure implementation tests. KW - Adolescents KW - Adults KW - African Americans KW - Alcohol use KW - Blood alcohol levels KW - Countermeasures KW - Ethnic groups KW - Fatalities KW - Hispanics KW - Native Americans KW - Pedestrian-vehicle crashes KW - Race UR - http://ntl.bts.gov/lib/000/200/288/00288.pdf UR - http://ntl.bts.gov/lib/20000/20100/20132/PB98110653.pdf UR - https://trid.trb.org/view/537603 ER - TY - RPRT AN - 00756328 AU - National Highway Traffic Safety Administration TI - BUCKLE UP AMERICA PY - 1997/09 SP - 35 p. AB - Every hour someone dies in America simply because they didn't buckle up. Failure to buckle up contributes to more fatalities than any other single traffic safety-related behavior. Buckle Up America proposes to reach across every state through both the public and private sector into each community, each household and touch every individual. Buckle Up America is based on four essential elements that will: Build and expand state and community coalitions in public-private partnerships that will; Educate the public about primary seat belt laws, support enforcement efforts and encourage everyone to buckle up; Strengthen seat belt and child passenger safety laws appropriate for each state by upgrading from secondary to primary (standard) enforcement, removing exemptions and gaps, increasing fines, and adding penalty points; and Enforce the existing laws through active, high visibility enforcement programs. This Action Kit contains public information material to use in the Buckle Up America campaign. KW - Child restraint systems KW - Child safety KW - Child seat belts KW - Children KW - Laws KW - Passenger safety KW - Passengers KW - Primary seat belt laws KW - Public information programs KW - Public private partnerships KW - Safety KW - Safety campaigns KW - Seat belt campaigns KW - Seat belt usage KW - Seat belts KW - Traffic law enforcement KW - Traffic safety KW - Transportation safety UR - https://trid.trb.org/view/537601 ER - TY - RPRT AN - 00756327 AU - National Highway Traffic Safety Administration AU - Department of Health and Human Services TI - EMERGENCY MEDICAL TECHNICIAN: BASIC REFRESHER CURRICULUM. INSTRUCTOR COURSE GUIDE PY - 1997/09 SP - v.p. AB - This document is a course guide for the basic Emergency Medical Technician (EMT) refesher training program. It will rpovide information which will help program administrators and instructors plan and implement a course. The EMT-Basic Refresher curriculum is the minimum acceptable content that must be included in any EMT-Basic refresher education program. This program should consist of a minimum of 24 classroom hours. The refresher training program is divided into six modules. 1. Preparatory; 2. Airway; 3. Patient Assessment; 4. Medical/Behavioral; 5. Trauma; and 6. Obstetrics, Infants and Children. KW - Assessments KW - Children KW - Curricula KW - Education KW - Education programs KW - Emergency medical services KW - Emergency medical technicians KW - Infants KW - Injuries KW - Obstetrics KW - Patients KW - Refresher courses UR - http://ntl.bts.gov/lib/000/200/264/00264.pdf UR - http://ntl.bts.gov/lib/20000/20100/20178/PB98114614.pdf UR - https://trid.trb.org/view/538998 ER - TY - RPRT AN - 00756323 AU - National Highway Traffic Safety Administration TI - WALKABILITY CHECKLIST PY - 1997/09 SP - 6 p. AB - This walkability checklist asks parents to rate five different variables to decide if their neighborhood is a friendly place to walk. These five areas include: 1. Did you have enough room to walk safely? 2. Was it easy to cross streets? 3. Did drivers behave well? 4. Was it easy to follow safety rules? and 5. Was your walk pleasant? Each of the questions has qualifying statements that a parent can look at to help rate that question. Depending upon the parents concerns, the rest of the pamphlet helps them address those concerns with city planners and neighborhood organizations. KW - Behavior KW - Children KW - Communities KW - Crosswalks KW - Drivers KW - Intersections KW - Neighborhoods KW - Parents KW - Pedestrian safety KW - Pedestrians KW - Ratings KW - Walking UR - https://trid.trb.org/view/537597 ER - TY - RPRT AN - 00756324 AU - Preusser, D F AU - PREUSSER, C W AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - EVALUATION OF LOUISIANA'S SAFETY BELT LAW CHANGE TO PRIMARY ENFORCEMENT PY - 1997/09 SP - 100 p. AB - Some states allow an officer to stop a vehicle for an observed belt law violation alone (primary enforcement). Most require that the initial stop be made for some other violation before a belt law citation can be issued (secondary enforcement). On November 1, 1995, Louisiana became the second state to implement an uninterrupted change from secondary to primary belt law enforcement. In the five Louisiana communities studied, the percentage of front seat occupants observed wearing seat belts increased from 52% prior to the law change to 68% six months after the change. Police officers participating in focus groups indicated that they were pleased with the change to primary enforcement and had received little or no negative public reaction. Most of the 2,499 drivers surveyed at OMV offices indicated that they knew they could be stopped for a belt law violation and that the law was being strictly enforced. The present results, combined with results obtained earlier in California, suggests that a secondary enforcement state can achieve a substantial increase in belt use by changing to primary enforcement. KW - Drivers KW - Front seat occupants KW - Highway safety KW - Laws KW - Louisiana KW - Manual safety belts KW - Passenger safety KW - Passengers KW - Police operations KW - Primary enforcement KW - Seat belt usage KW - Seat belts KW - Secondary enforcement KW - Traffic safety KW - Transportation safety KW - Violations UR - http://ntl.bts.gov/lib/6000/6800/6880/999.pdf UR - https://trid.trb.org/view/537598 ER - TY - RPRT AN - 00756326 AU - National Highway Traffic Safety Administration TI - A LEADERSHIP GUIDE TO QUALITY IMPROVEMENT FOR EMERGENCY MEDICAL SERVICES SYSTEMS PY - 1997/09 SP - 149 p. AB - This manual provides a useful guide for Emergency Medical Services (EMS) system leaders to use to improve quality within their organizations. The manual encourages EMS leaders to integrate continuous quality improvement (QI) practices into EMS operations to the extent that those practices become an essential and seamless part of normal EMS routines. The document uses the Malcolm Baldridge Quality Program as a model to guide an organizations' QI efforts and to evaluate its progress. The Baldridge program identifies seven key action areas or categories. The QI information in the manual is organized according to those seven categories, as follows: 1. Leadership; 2. Information and Analysis; 3. Strategic Quality Planning; 4. Human Resource Development and Management; 5. EMS Process Management; 6. EMS System Results; and 7. Satisfaction of Patients and Other Stakeholders. KW - Analysis KW - Emergency medical services KW - Guides KW - Guides to information KW - Human resources KW - Human resources management KW - Improvements KW - Information management KW - Information organization KW - Leadership KW - Management KW - Needs assessment KW - Quality KW - Quality control KW - Strategic planning KW - User needs UR - http://www.nhtsa.dot.gov/people/injury/ems/leaderguide/index.html UR - http://ntl.bts.gov/lib/20000/20700/20758/PB98145899.pdf UR - https://trid.trb.org/view/537600 ER - TY - RPRT AN - 00756319 AU - National Highway Traffic Safety Administration TI - PREVENT BICYCLE CRASHES PY - 1997/09 SP - 2 p. AB - This fact sheet discusses information parents should know about bicycle accidents and injury; how to help stop fatalities and injuries; and common types of collisions between bicycles and motor vehicles. It is noted that one-third of all bicyclist deaths occur among school age children ages five to 20. Bicycle helmets are the best protection against mishaps that cause death or injury. KW - Bicycle crashes KW - Children KW - Crashes KW - Fatalities KW - Helmets KW - Injuries KW - Motor vehicles KW - Parents KW - Prevention UR - https://trid.trb.org/view/537593 ER - TY - RPRT AN - 00756321 AU - National Highway Traffic Safety Administration TI - MOTOR VEHICLE INJURY PREVENTION AND REHABILITATION - SUMMARY OF A MEETING PY - 1997/09 SP - 23 p. AB - This report documents the proceedings of a meeting of experts whose work in rehabilitation from motor vehicle injury gives them specific insight and understanding of the impact of these injuries on the individual, on the injured person's family, on the organizations that provide care, and on society. The meeting's objectives were to take the initial steps to integrate rehabilitation with the other components of a comprehensive injury control program, so that each portion of the system works to support and facilitate the others. KW - Comprehensive planning KW - Driver rehabilitation KW - Families KW - Impacts KW - Injuries KW - Injury control programs KW - Injury prevention KW - Motor vehicles KW - Planning KW - Rehabilitation KW - Safety KW - Societies KW - Society KW - Traffic crashes UR - https://trid.trb.org/view/537595 ER - TY - RPRT AN - 00756320 AU - National Highway Traffic Safety Administration TI - CAMPAIGN SAFE AND SOBER: OCCUPANT PROTECTION QUARTERLY PLANNER (INCLUDES NATIONAL CHILD PASSENGER SAFETY WEEK PLANNER) PY - 1997/09 SP - 39 p. AB - These packets contain two quarterly safety planners - Campaign Safe and Sober: Occupant Protection and National Child Passenger Safety - and a number of legislative and traffic safety fact sheets. The planners contain public information material regarding safe driving, motorcycle helmets, safe communities, seat belt laws, seat belt use, children and school buses, air bags, prevention of bicycle crashes, and a walkability checklist. KW - Air bags KW - Bicycle crashes KW - Child safety KW - Children KW - Communities KW - Drivers KW - Fact sheets KW - Laws KW - Motorcycle helmets KW - Occupant protection KW - Occupant protection devices KW - Passenger safety KW - Passengers KW - Public information programs KW - Quarterly KW - Quarterly planners KW - Safe communities KW - Safety KW - School buses KW - Seat belt usage KW - Seat belts KW - Traffic safety KW - Transportation safety KW - Walking UR - https://trid.trb.org/view/537594 ER - TY - RPRT AN - 00746638 AU - National Highway Traffic Safety Administration TI - NHTSA 2020 REPORT PY - 1997/09 SP - 16 p. AB - This report begins by describing the trends and resulting traffic safety situation that could occur if immediate action is not taken to mitigate death and injury from traffic crashes. With yearly increases in travel and no improvement over current safety performance, fatalities and injuries could increase by 50% by 2020. It is concluded that the National Highway Traffic Safety Administration (NHTSA) must (1) become a catalyst for improving the human element; (2) facilitate the design and deployment of the most effective vehicle and road technology; (3) drive the costs associated with traffic crashes to an absolute minimum; and (4) exploit information technology to create a foundation for safety research, policy decision-making and safety impact evaluation. NHTSA believes that this can best be accomplished by a single Surface Transportation Safety Administration. Until a single agency is created, NHTSA is ready and able to lead the nation in creating the highest level of road safety in the world. NHTSA's plans for working with people, vehicles and the environment to create a safer future are outlined in this report. KW - Leadership KW - Mitigation KW - Strategic planning KW - Traffic crashes KW - Traffic mitigation KW - Traffic safety KW - Trend (Statistics) KW - U.S. National Highway Traffic Safety Administration KW - United States UR - http://www.nhtsa.dot.gov/nhtsa/whatis/planning/2020Report/2020report.html UR - https://trid.trb.org/view/473151 ER - TY - RPRT AN - 00745691 AU - National Highway Traffic Safety Administration TI - STATE DATA SYSTEM: A SUMMARY OF MOTOR VEHICLE TRAFFIC CRASHES FROM STATE CRASH DATA FILES PY - 1997/09 SP - 207 p. AB - The purpose of this report is to provide for the first time in the same document multi-year and descriptive statistics summarizing the motor vehicle traffic crash experience in each of the seventeen states in the National Highway Traffic Safety Administration's (NHTSA's) State Data System. Other useful information relating to the state crash data files is also provided (i.e., states' reporting criteria, coding information). The seventeen states in the State Data System are: California, Florida, Georgia, Illinois, Indiana, Kansas, Maryland, Michigan, Missouri, New Mexico, North Carolina, Ohio, Pennsylvania, Texas, Utah, Virginia, and Washington. The primary source of data for this report is the State Data System maintained by the National Center for Statistics and Analysis (NCSA). Although this publication contains historical data on the states' traffic crash and crash severity experience, emphasis is placed on the most recent year available (1994). KW - California KW - Crash data KW - Crashes KW - Florida KW - Georgia KW - Illinois KW - Indiana KW - Information storage and retrieval systems KW - Kansas KW - Maryland KW - Michigan KW - Missouri KW - Motor vehicle accidents KW - New Mexico KW - North Carolina KW - Ohio KW - Pennsylvania KW - State data system KW - States KW - Statistics KW - Texas KW - Traffic crashes KW - Utah KW - Virginia KW - Washington (State) UR - https://trid.trb.org/view/472689 ER - TY - RPRT AN - 00744523 AU - National Highway Traffic Safety Administration TI - COMPENDIUM OF TRAFFIC SAFETY RESEARCH PROJECTS 1987 - 1997 PY - 1997/09 SP - 64 p. AB - The National Highway Traffic Safety Administration's (NHTSA) Research and Evaluation division, Office of Research and Traffic Records, conducts research and evaluation projects dealing with human attitudes, behaviors, and failures (motor vehicle crashes). Their focus is on drivers, passengers, pedestrians, bicyclists, and motorcyclists and their role in traffic safety. This Compendium updates the original Compendium that was published in April 1996. It is an annotated bibliography listing NHTSA's recent (the last ten years) and on-going behavioral research and evaluation projects. Included in the table of contents are the following: alcohol impaired driving; drug impaired driving; occupant protection; speed and other unsafe driving actions; pedestrian and bicyclist safety; older drivers; novice and younger drivers; fatigue; emergency medical services; and miscellaneous. KW - Adolescents KW - Aged drivers KW - Attitudes KW - Behavior KW - Bibliographies KW - Bicycle safety KW - Bicycling KW - Crash causes KW - Cyclists KW - Drivers KW - Drug caused accidents KW - Drugged drivers KW - Drunk driving KW - Emergency medical services KW - Fatigue (Physiological condition) KW - Motor vehicle accidents KW - Motorcyclists KW - Occupant protection KW - Occupant protection devices KW - Passengers KW - Pedestrian safety KW - Pedestrians KW - Research projects KW - Speeding KW - Teenage drivers KW - Traffic crashes KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/research/COMPEND2.HTM#SectV UR - http://ntl.bts.gov/lib/5000/5300/5389/784.PDF UR - https://trid.trb.org/view/472134 ER - TY - JOUR AN - 00743272 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - REWEIGHTING OF THE PRIMARY SAMPLING UNITS IN THE NATIONAL AUTOMOTIVE SAMPLING SYSTEM PY - 1997/09 SP - 4 p. AB - The National Automotive Sampling System (NASS) is based on a multi-stage probability sample which requires periodic maintenance to preserve the probability basis and minimize any bias which can creep in over time. Since the NASS was first implemented in 1979, the first stage Primary Sampling Units (PSUs) have been reselected once. In an ideal world, the PSUs should be selected periodically to allow for any shifts in the number and type of crashes occurring across the country. This research note describes the process recently used to account for shifts in the number of crashes without a reselection. KW - Automotive application KW - Crashes KW - Data collection KW - Fatalities KW - Injuries KW - Loss and damage KW - Probability KW - Property KW - Property damage KW - Sampling KW - Traffic crashes KW - Weighting KW - Weighting functions UR - http://ntl.bts.gov/lib/000/800/804/00325.pdf UR - http://ntl.bts.gov/lib/20000/20900/20993/PB98163686.pdf UR - https://trid.trb.org/view/474227 ER - TY - RPRT AN - 00743279 AU - Eby, D W AU - Kostyniuk, L P AU - Christoff, C AU - University of Michigan Transportation Research Institute AU - Michigan Office of Highway Safety Planning TI - CHILD RESTRAINT DEVICE USE AND MISUSE IN MICHIGAN PY - 1997/09 SP - 54 p. AB - In 1994, nearly 87,000 children under the age of five were injured or killed in traffic crashes across the nation, with 2,336 of these injuries and fatalities occurring in Michigan. The use of child restraint devices (CRDs, also called child safety seats) has been identified as an effective means of reducing trauma incurred by young vehicle occupants involved in crashes. The primary purpose of the project reported here was to determine accurately a statewide CRD use-rate through a direct observation survey of children at pediatric medical and day care centers. However, determining the frequency of CRD use may not capture the entire traffic safety picture for children. Studies done in other states have found that among those who use CRDs, misuse of the devices is high. Determining misuse among those using CRDs was a secondary purpose of the project. Misuse data was collected at day care centers across Michigan through driver interviews and CRD visual inspections. The study showed that an estimated 74.5% of children under four years of age in Michigan are in a CRD when traveling in a motor vehicle. CRD use rates were highest in vehicles driven by belted drivers, females, and drivers under the age of 60 years. The misuse portion of the study, while only a pilot study, discovered at least some degree of improper use in 88.5% of inspections. The most common types of misuse discovered were related to snugness of fit (both installing the CRD tightly in the vehicle and securing the child in the CRD) and the use of clips (i.e., the safety belt locking clip and the CRD harness positioning clip). Drivers who had a high occurrence of misuse, as compared with drivers with low misuse, had younger children, lower educational levels, and were employed full or part time. Finally, most drivers had accurate, detailed knowledge of Michigan's mandatory CRD use law. KW - Age KW - Child restraint systems KW - Children KW - Crashes KW - Drivers KW - Education KW - Employment KW - Fatalities KW - Female drivers KW - Females KW - Injuries KW - Michigan KW - Misuse KW - Occupant protection KW - Occupant protection devices KW - Seat belt usage KW - Seat belts KW - Traffic crashes KW - Traffic safety KW - Use UR - http://deepblue.lib.umich.edu/bitstream/2027.42/1211/2/90211.0001.001.pdf UR - https://trid.trb.org/view/471519 ER - TY - RPRT AN - 00743285 AU - Office of Motor Carriers Information Analysis TI - LARGE TRUCK CRASH PROFILE: THE 1996 NATIONAL PICTURE PY - 1997/09 SP - 39 p. AB - This National Truck Crash Profile contains descriptive statistics about fatal and non-fatal (injury and property damage only) large truck crashes that occurred in 1996. In addition, the profile includes limited data about buses involved in crashes. The profile includes only some of the major aspects of truck crashes. The major sources of the data include the Fatal Analysis Reporting System, General Estimates System, and the Motor Carrier Management Information System Crash File. Tables are presented which include data on large trucks and the following variables: vehicle involvement; vehicle configuration; cargo body type; gross vehicle weight rating; hazardous materials carrying; hazardous materials leakage; driver-related factors; driver age; crashes with passenger vehicles; weather conditions; road surface conditions; lighting; time of day; day of week; first harmful of first crash event; initial impact area; roadway type; type of trafficway; and fatal crashes by state. KW - Age KW - Buses KW - Cargo body type KW - Crash data KW - Crashes KW - Days KW - Driver age KW - Drivers KW - Fatalities KW - Hazardous materials KW - Hazardous materials transportation KW - Injuries KW - Large trucks KW - Lighting KW - Loss and damage KW - Motor vehicles KW - Passenger vehicles KW - Periods of the day KW - Property KW - Property damage KW - Road conditions KW - Size KW - Spills (Pollution) KW - States KW - Statistics KW - Transportation KW - Truck crashes KW - Trucks KW - Trucks by weight KW - Vehicle configurations KW - Weather conditions KW - Weight UR - http://ntl.bts.gov/lib/16000/16900/16910/PB2000106072.pdf UR - http://ntl.bts.gov/lib/16000/16900/16972/PB2000106459.pdf UR - https://trid.trb.org/view/471525 ER - TY - JOUR AN - 00743270 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - A PROSECUTOR'S GUIDE TO PROVE OUT-OF-STATE DUI OR DWI CONVICTIONS PUBLISHED PY - 1997/09 IS - 159 SP - 2 p. AB - For a prosecutor, proving a Driving Under the Influence (DUI) or Driving While Intoxicated (DWI) case can be hard enough. When compared to obtaining documentation to prove a prior DUI conviction in another state, however, it seems easy. Each state has its own procedures for recording this information and for releasing it to another state. To help ease these difficulties, the National Traffic Law Center (NTLC) of the American Prosecutors Research Institute developed a manual with information for all states, territories, and the District of Columbia. This summary discusses the manual, which is entitled, "Prior Conviction in DUI Prosecutions: A Prosecutor's Guide to Prove Out-of-State DUI/DWI". For each jurisdiction, the manual lists information about driving records, court information, case law and state statutes. KW - Convictions KW - Drunk drivers KW - Drunk driving KW - Information management KW - Information organization KW - Laws KW - Manuals KW - Prosecution KW - States KW - Traffic conviction UR - https://trid.trb.org/view/474225 ER - TY - JOUR AN - 00743268 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - A PRIMARY SAFETY BELT LAW IN LOUISIANA REAPS IMPRESSIVE GAINS IN BELT USE PY - 1997/09 IS - 157 SP - 2 p. AB - Nearly all states and the District of Columbia have mandatory seat belt use laws. Most of these laws allow only secondary enforcement, which means that an officer can issue a belt law citation only after the motorist has been stopped for some other violation. Some of the states have primary, or standard, enforcement that allows an officer to stop a vehicle for an observed belt use violation alone. Belt use rates in the primary law states average at least ten percentage points higher than in the secondary law states. On November 1, 1995, Louisiana became the second state to implement an uninterrupted change from secondary to primary enforcement. This summary describes the positive changes in seat belt use in Louisiana since that law went into effect. KW - Impacts KW - Law enforcement KW - Laws KW - Louisiana KW - Manual safety belts KW - Police operations KW - Primary enforcement KW - Seat belt usage KW - Seat belts KW - Secondary enforcement KW - Tickets KW - Violations UR - https://trid.trb.org/view/474223 ER - TY - JOUR AN - 00743269 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - COMPENDIUM OF TRAFFIC SAFETY RESEARCH PROJECTS UPDATED FOR 1997 PY - 1997/09 IS - 158 SP - 2 p. AB - This summary describes the 1997 Compendium of Traffic Safety Research Projects, which updates the original Compendium published in April 1996. The 1997 Compendium is an annotated bibliography of behavioral research and evaluation studies sponsored by the National Highway Traffic Safety Administration over the past ten years. It gives a brief description of over 200 projects, past and present, categorized in ten main topic areas. These topic areas include: Alcohol-Impaired Driving; Drug-Impaired Driving; Occupant Protection; Speed and other Unsafe Driving Actions; Pedestrian and Bicyclist Safety; Older Drivers; Novice and Young Drivers; Fatigue; Emergency and Medical Services; and Miscellaneous. KW - Adolescents KW - Aged drivers KW - Behavior KW - Behavioral research KW - Bibliographies KW - Bicycle safety KW - Bicycling KW - Drivers KW - Drug abuse KW - Drunk drivers KW - Drunk driving KW - Emergency medical services KW - Fatigue (Physiological condition) KW - Human factors KW - Novices KW - Occupant protection KW - Occupant protection devices KW - Pedestrian safety KW - Psychology KW - Research KW - Research projects KW - Speeding KW - Teenage drivers KW - Traffic safety UR - https://trid.trb.org/view/474224 ER - TY - JOUR AN - 00743271 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - WHAT DOES IT TAKE TO DETER A DRUNK DRIVER: STUDY EXPLORES ATTITUDES OF POTENTIAL INTERVENERS PY - 1997/09 IS - 160 SP - 2 p. AB - The National Highway Traffic Safety Administration (NHTSA) sponsored a series of focus groups to explore the attitudes of drinking drivers and people who may be in a position to intervene in the drinking and driving behaviors of others, and to assess the strength of media messages in motivating potential interveners. Young men recognized that driving after drinking alcohol was dangerous, but most claimed they were able to drive safely after consuming as many as 10-12 beers. Most believed their driving skills would enable them to avoid crashes. Some men said they might allow themselves to be persuaded not to drive after drinking by a female significant other, but would not listen if they were told (and not simple persuaded). Most female significant others believe it is almost impossible to reason with an intoxicated man, and they resented being "on duty". All had intervened before in their partner's driving after drinking and most disliked doing so. KW - Alcohol abuse KW - Attitudes KW - Behavior KW - Behavioral research KW - Crashes KW - Driver rehabilitation KW - Drivers KW - Drunk drivers KW - Drunk driving KW - Females KW - Human factors KW - Intervention KW - Male drivers KW - Males KW - Psychology KW - Public information programs KW - Research KW - Traffic crashes UR - https://trid.trb.org/view/474226 ER - TY - JOUR AN - 00742393 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Lapham, S C AU - Skipper, B J AU - Simpson, G L AU - Alcohol Research Documentation, Incorporated TI - A PROSPECTIVE STUDY OF THE UTILITY OF STANDARDIZED INSTRUMENTS IN PREDICTING RECIDIVISM AMONG FIRST DWI OFFENDERS PY - 1997/09 VL - 58 IS - 5 SP - p. 524-530 AB - The present study investigated the utility of four instruments- the MacAndrews scale of the MMPI-2 (MAC), four scales of the Alcohol Use Inventory (AUI), the Michigan Alcoholism Screening Test (MAST) and the Skinner's Trauma Scale (STS)- in assessing risk for rearrest among first driving while impaired (DWI) offenders. Subjects were clients (N=1,384, 80% male) convicted of a DWI offense who were referred to the Lovelace Comprehensive Screening Program for evaluation and who completed a court mandated screening program. Stratified life table analysis was used to determine rearrest rates in the period following the screening referral. After 4 years of follow-up the overall rearrest rate was 21.0%. The best predictors of recidivism were a MAC score of 23 or above, elevated scores on AUI scales, young male status (age 30 or under) and arrest blood alcohol concentration (BAC) of .200% or above. The best schematic for classifying first offenders into risk groups was determined using the risk factors above and defined groups with recidivism rates ranging from 13.0% to 38.8%. The authors were able to identify cohorts of first offenders at relatively low and high risk for recidivism using a stratified analysis with six strata defined from four variables. The MAC was the best, single variable for classifying offenders' future recidivism risk, indicating that, in addition to evaluating for the presence and severity of alcohol and drug use, screening programs for DWI offenders should carefully evaluate personality factors in making referrals and sentencing recommendations. KW - Blood alcohol levels KW - Drivers KW - Drunk drivers KW - Drunk driving KW - First time KW - Forecasting KW - Male drivers KW - Males KW - Offenders KW - Personality KW - Psychological tests KW - Recidivism UR - https://trid.trb.org/view/577671 ER - TY - JOUR AN - 00742394 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Bates, M E AU - Martin, C S AU - Alcohol Research Documentation, Incorporated TI - IMMEDIATE, QUANTITATIVE ESTIMATION OF BLOOD ALCOHOL CONCENTRATION FROM SALIVA PY - 1997/09 VL - 58 IS - 5 SP - p. 531-538 AB - Reliable, valid, and noninvasive methods to quantitatively estimate blood alcohol concentration (BAC) are important in forensic, work place, medical and research settings. To date, noninvasive methods for quantitatively estimating BAC have primarily used breath testing. This study evaluated a new device for estimating BAC via saliva that is unique in providing on the spot, quantitative results in 2 minutes. The Q.E.D.-A150 test (STC Technologies, Inc., Bethlehem, Pa.) is based on the enzymatic oxidation of alcohol by alcohol dehydrogenase. Saliva alcohol concentration (SAC) is read directly from the test device. In each of three sessions, 24 male and 15 female social drinkers, aged 21-28 years, provided yoked breath and saliva samples prior to, and at five times following, a dose of 1.0 g (men) or 0.9 g (women) alcohol per kg lean body mass. Intertest reliability, determined by two simultaneous saliva samples, was very high for each measurement time (r's=.97 to .99), for each subject (r's=.95 to .99) and across all observations (r=.98). The coefficient of variation was below 5% in 97% of paired observations. The correlation between breath and saliva estimates was .94 across all observations and ranged from .92 to .98 across measurement times. The difference between breath and saliva estimates was significantly larger on the ascending limb than on the descending limb of the blood alcohol courve at comparable BACs. On the average, SAC estimates were 6 mg/dl higher that breath during ascending BACs and 3 mg/dl higher than breath during descending BACs. Individual differences in the ratio of SAC to breath measures of BAC ranged from 0.99 to 1.15 (average=1.06). Test performance was not affected by gender, drinking pattern or cigarette smoker status. The Q.E.D.-A150 device had good reliability and validity for the noninvasive, quantitative estimation of BACs. KW - Alcohol breath tests KW - Blood alcohol levels KW - Estimating KW - Estimation theory KW - Random breath tests KW - Saliva UR - https://trid.trb.org/view/577672 ER - TY - JOUR AN - 00742392 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Berger, D E AU - Marelich, W D AU - Alcohol Research Documentation, Incorporated TI - LEGAL AND SOCIAL CONTROL OF ALCOHOL-IMPAIRED DRIVING IN CALIFORNIA: 1983-1994 PY - 1997/09 VL - 58 IS - 5 SP - p. 518-523 AB - This research was designed to provide information on the legal and social forces that influence change in control of alcohol impaired driving. Attitudes, perceptions and behaviors concerning drinking and driving for California drivers in 1994 (n=608) were compared to similar information collected from California drivers in 1983 and 1986 (n=291) through random digit dialing telephone interviews. Self-reported drinking driving violations showed a substantial decline, paralleling the well-documented drop in alcohol related traffic crashes during this time span. A large reduction in drinking before driving was reported for all age groups, men and women, and for both heavy drinkers and light drinkers. There was evidence of an increase in the levels of both general deterrence and general prevention. Increased external control was reflected in greater knowledge of drinking-driving laws and trends toward an increased expectation that violations would be followed by unpleasant consequences. Strong gains in creating a social norm for control of alcohol-impaired driving were indicated by perceptions that friends and relatives were more likely to disapprove of driving after drinking, observations of more control of drinking by drivers at occasions where alcohol is served and an increase in the view that it is morally wrong to drive after heavy drinking. California has made substantial progress in efforts to control alcohol-impaired driving, through increases in both general deterrence (fear of punishment) and general prevention (moral inhibitions and socialization of preventive habits), especially the latter. KW - Attitudes KW - Behavior KW - California KW - Crash causes KW - Deterrence KW - Drunk drivers KW - Drunk driving KW - Interviewing KW - Laws KW - Legal constraints KW - Perception KW - Prevention KW - Safety KW - Social factors KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/577670 ER - TY - JOUR AN - 00742391 JO - Journal of Studies on Alcohol PB - Rutgers University, New Brunswick AU - Wells, J K AU - Greene, M A AU - Foss, R D AU - Ferguson, S A AU - Williams, A F AU - Alcohol Research Documentation, Incorporated TI - DRINKING DRIVERS MISSED AT SOBRIETY CHECKPOINTS PY - 1997/09 VL - 58 IS - 5 SP - p. 513-517 AB - Sobriety checkpoints are an effective deterrent to alcohol impaired driving although a substantial proportion of drinking drivers who pass through checkpoints are missed. The present study was designed to determine the extent to which police officers correctly identify individuals with blood alcohol concentrations (BACs) at or above 0.05% at checkpoints, and if there are characteristics of drivers, vehicles or checkpoints that are associated with decreased chances of detection. To determine which drivers are likely to be missed, drivers not detained by police for additional sobriety evaluation were interviewed and voluntary breath samples were provided at 156 sobriety checkpoints in North Carolina. More than 50% of the drivers with BACs in excess of 0.08% and almost 90% of drivers with BACs in excess of 0.05% were not detained by officers. For drivers with BACs of 0.05% or higher, women and those 35 or younger were more likely to be missed than were men and older drivers. Drivers without passengers were more likely to be missed than those with passengers. Drivers were also more likely to be missed during weekend checkpoints. Similar results were found for drivers with BACs at or above 0.08%. In conclusion, alerting police officers to characteristics of drinking drivers more likely to be missed may improve detection rates. In addition, passive alcohol sensors could improve the effectiveness and efficiency of sobriety checkpoints in detecting drinking drivers. KW - Age KW - Blood alcohol levels KW - Detection and identification KW - Detectors KW - Drunk drivers KW - Drunk driving KW - Females KW - Gender KW - Passengers KW - Rates KW - Sobriety checkpoints KW - Weekends UR - https://trid.trb.org/view/577669 ER - TY - RPRT AN - 00745685 AU - Boyle, J AU - Sharp, K AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 1996 MOTOR VEHICLE OCCUPANT SAFETY SURVEY, VOLUME 3: SEAT BELTS PY - 1997/08/14 SP - 142 p. AB - The National Highway Traffic Safety Administration (NHTSA) commissioned the research firm of Schulman, Ronca & Bucuvalas, Inc. (SRBI) to conduct the 1996 Motor Vehicle Occupant Safety Survey. Between November 4, 1996 and January 5, 1997 SRBI conducted a total of 8,210 telephone interviews among a national population sample. The percentages provided in the report are weighted to accurately reflect the national population of drivers age 16 or over. This report is a follow-up to the 1994 Motor Vehicle Occupant Safety Survey, thereby permitting comparisons of the public's attitudes and behavior regarding seat belts between 1994 and 1996. As in the 1994 survey the 1996 version asked drivers and non-drivers about their use (or non-use) of seat belts in the vehicle they usually drive; and their knowledge and attitudes toward seat belt laws and enforcement. Finally, the survey gathered trend data on key items from 1994 and 1996 to explore possible changes in behavior between the two years. KW - Attitudes KW - Behavior KW - Data collection KW - Knowledge KW - Law enforcement KW - Laws KW - Manual safety belts KW - Occupant protection KW - Occupant protection devices KW - Questionnaires KW - Seat belt usage KW - Seat belts KW - Surveys KW - Telephone KW - Trend (Statistics) UR - http://ntl.bts.gov/lib/20000/20100/20152/PB98111875.pdf UR - http://ntl.bts.gov/lib/25000/25900/25939/DOT-HS-808-632.pdf UR - https://trid.trb.org/view/472683 ER - TY - RPRT AN - 00925925 AU - Talmadge, S AU - Dixon, D AU - Quon, B AU - TRW Space and Electronics Group AU - National Highway Traffic Safety Administration TI - DEVELOPMENT OF PERFORMANCE SPECIFICATIONS FOR COLLISION AVOIDANCE SYSTEMS FOR LANE CHANGE CRASHES. TASK 6 INTERIM REPORT: TESTBED SYSTEMS DESIGN AND ASSOCIATED FACILITIES PY - 1997/08 SP - 34 p. AB - This report documents the design of an on-road testbed vehicle. The purposes of this testbed are twofold: 1) Establish a foundation for estimating lane change collision avoidance effectiveness, and 2) Provide information pertinent to setting performance specifications for a lane change collision avoidance system (CAS). This design is expected to be a significant advance over other current methods that require manually viewing information stored on videotape. The key subsystems that make the testbed unique are its scanning laser and eye tracker. The scanning laser is mounted to the right rear corner of the car and scans a full 360 deg at 10 Hz. A prototype version of this laser has been tested and shown to be effective in providing range data on cars out to a range in excess of 200 ft. This sensor provides digital measurements of ground reference data in addition to target inputs for a prototype CAS. The eye tracker is able to track driver gaze direction at an update rate of 60 Hz. Using a lightweight, relatively unobtrusive headband, the eye tracker accommodates full rotation of the head, from left blind spot to right blind spot. The eye tracker is thus able to provide a continuous digital record of gaze direction as the driver executes a lane change maneuver. Post-processing of the digital data taken in on-road tests reveals what, if any, effect the introduction of a CAS has on the driver's behavior. KW - Crash avoidance systems KW - Eye movements KW - Lane changing KW - Lasers KW - Performance based specifications KW - Scanners KW - Subsystems KW - System design KW - Test beds UR - http://ntl.bts.gov/lib/16000/16500/16591/PB2000104394.pdf UR - https://trid.trb.org/view/718088 ER - TY - RPRT AN - 00757866 AU - National Center for Statistics and Analysis TI - MONTHLY TRAFFIC FATALITY REPORT: REGIONAL AND NATIONAL ESTIMATES, AUGUST 1997 PY - 1997/08 SP - 3 p. AB - An estimated 3,912 fatalities occurred in the United States in August 1997, showing a 0.3$% decrease when compared to the same month in 1996. The twelve month total for the period ending August 1997 shows no change from the corresponding total of the previous year. Tables and graphs are presented summarizing the statistics on highway fatalities for the last twelve month period and comparing these data with the corresponding period of the prior year for both the Nation and the 10 administrative regions of the National Highway Traffic Safety Administration. KW - Crash data KW - Crashes KW - Estimates KW - Fatalities KW - Regions KW - Statistics KW - Traffic crashes KW - United States UR - https://trid.trb.org/view/538395 ER - TY - RPRT AN - 00757801 AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - FATALITY ANALYSIS REPORTING SYSTEM PY - 1997/08 SP - 6 p. AB - The Fatality Analysis Reporting System (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 result in the death of a person (occupant of a vehicle or a non-motorist) within 30 days of the crash. This brochure describes FARS. It discusses the sources of the data, its quality checking, the kind of data that are in FARS, the uses of its data, and its availability. KW - Availability KW - Data KW - Fatal Accident Reporting System KW - Fatalities KW - Fatality Analysis Reporting System KW - Quality assurance KW - Sources KW - Supply KW - Traffic crashes KW - Uses UR - https://trid.trb.org/view/538307 ER - TY - SER AN - 00756365 JO - Transportation Research Record PB - Transportation Research Board AU - Transportation Research Board TI - HUMAN PERFORMANCE IN INTELLIGENT TRANSPORTATION SYSTEMS, INFORMATION SYSTEMS, AND HIGHWAY DESIGN AND OLDER DRIVERS SN - 0309061547 PY - 1997/08 SP - 114 p. AB - This Transportation Research Record contains the following articles: Collision Avoidance Behavior of Unalerted Drivers Using a Front-to-Rear-End Collision Warning Display on the Iowa Driving Simulator, by Lee, J, McGehee, DV, Dingus, TA, Wilson, T; Driver Memory Retention of In-Vehicle Information System Messages, by Hanowski, RJ, Kantowitz, BH; Behavioral Aspects of Automatic Vehicle Guidance: Relationship Between Headway and Driver Comfort, by de Vos, AP, Theeuwes, J, Hoekstra, W, Coemet, MJ; Driver Backing-Behavior Research: Implications for Backup Warning Devices, by Lerner, ND, Harpster, JL, Huey, RW, Steinberg, GV; Human Factor Studies in Evaluation of Automated Highway System Attributes, by Ran, B, Leight, S, Johnson, S, Huang, W; Potential of Procedural Knowledge to Enhance Advanced Traveler Information Systems, by Deakin, AK; Simulation Modeling of Route Guidance Concept, by Vandebona, U, Upadhyay, PK; Personal Travel Assistance and the World Wide Web, by Padmos, J, Bernstein, D; Understanding Driver Behavior Through Application of Advanced Technological Systems, by Manser, MP, Hancock, PA, Kinney, CA, Diaz, J; Evaluation of A16 Motorway Fog-Signaling System with Respect to Driving Behavior, by Hogema, JH, van der Horst, R; Intersection Design and Decision-Reaction Time for Older Drivers, by Naylor, DW, Graham, JR; Driver Acceptance of Weather-Controlled Road Signs and Displays by, Rama, P, Luoma, J; Driver Age as a Factor in Comprehension of Left-Turn Signals, by Drakopoulos, A, Lyles, RW; Self-Selection Bias in Driver Performance Studies, by Zhou, M, Lyles, RW; Minimum Luminance of Highway Signs Required by Older Drivers, by Graham, JR, Fazal, A, King, LE; Mobility Patterns of the Next Generation of Older Persons, by Zhou, M, Lyles, RW; and Shoulder Rumble Strip Effectiveness: Drift-Off-Road Accident Reductions on the Pennsylvania Turnpike, by Hickey, JJ, Jr. KW - Advanced driver information systems KW - Age KW - Aged drivers KW - Automated highway systems KW - Backing (Driving) KW - Crash avoidance systems KW - Design KW - Driver age KW - Driver information systems KW - Driver memory KW - Drivers KW - Driving KW - Fog signals KW - Headways KW - Highway design KW - Human factors KW - Human performance KW - Information systems KW - Intelligent transportation systems KW - Intersections KW - Left turn signals KW - Luminance KW - Maneuvering KW - Mobility KW - Passenger information systems KW - Personnel performance KW - Reaction time KW - Route guidance KW - Rumble strips KW - Simulation KW - Traffic signs KW - Travel assistance devices KW - Traveler information and communication systems UR - https://trid.trb.org/view/541027 ER - TY - RPRT AN - 00756325 AU - Hulse, M C AU - Jahns, S K AU - Mollenhauer, M A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - ANALYSIS OF THE "NEAR-MISS" DATA FROM THE TRAVTEK OPERATIONAL TEST PY - 1997/08 SP - 152 p. AB - The purpose of this project was to develop a knowledge-base of "near-miss" information from the TravTek Camera Car Study. The study investigated the current state of knowledge associated with near-miss analyses, including the Traffic Conflict Technique (TCT), to determine the degree to which the techniques would be useful for the analysis of in-vehicle-generated near-miss data, and the degree of compatibility that could be developed between vehicle-borne and static position-borne data collection techniques. No crashes resulted during the TravTek Camera Car Study. Therefore, the analysis is based on the 38 near-miss events and safety-related errors. Errors were classified across different levels of potential severity, environmental proximity, and whether they were directly caused by use of a navigational device. Specific measures of performance were also taken for defined error types such as land deviations and braking errors. The results of the analysis showed that there were considerably more safety-related errors in some of the conditions tested. Given the small sample of TravTec near-misses overall and other issues, estimation of crash rates was deemed inappropriate. Although crash rates could not be predicted, the methodology developed by this project does provide a means for comparison of near-miss data between techniques as additional data are collected in a similar format. Based on the results of the literature review and analysis of the TravTek near-miss database created as part of this project, the utilization of near-miss/traffic conflict data to improve the predictive capability of proactive safety evaluation appears to have merit. KW - Data analysis KW - Data collection KW - Databases KW - Expert systems KW - Forecasting KW - Mathematical analysis KW - Near midair crashes KW - Near miss collisions (Ground transportation) KW - Traffic conflicts KW - Traffic crashes KW - Traffic safety KW - Travtek (Program) UR - http://ntl.bts.gov/lib/20000/20000/20063/PB98107410.pdf UR - https://trid.trb.org/view/537599 ER - TY - RPRT AN - 00756322 AU - National Highway Traffic Safety Administration AU - National Alcohol Beverage Control Association TI - RETAIL ORIENTED BEST PRACTICES FOR UNDERAGE DRINKING PREVENTION: AN EXEMPLARY SELECTION OF RETAIL ORIENTED PROGRAMS AND PRACTICES AIMED AT REDUCING UNDERAGE DRINKING AND RELATED DRINKING AND DRIVING PY - 1997/08 SP - 40 p. AB - The National Alcohol Beverage Control Association (NABCA), along with many other groups, individuals, organizations and agencies, is committed to the prevention of underage drinking. Knowing full well it will take the combined efforts and resources of parents, youth, law enforcement, retailers (alcohol beverage industry), educators, community leaders and others throughout the country to accomplish such results, it is nonetheless a fact that much of the key to success lies in underage persons accepting responsibility and being held accountable for their own actions. Recognizing the potential benefit of bringing together the many outstanding programs and practices that exist across the nation to prevent underage drinking, NABCA recently conducted a nationwide survey (including Canada) to uncover efforts that are driven by, or include as a primary contributor, the beverage retail sector. This document will review the process which was utilized for the research and review phases of this project, as well as information from programs considered to be exemplary or "Best Practices". KW - Adolescents KW - Alcohol use KW - Alcoholic beverages KW - Best practices KW - Communities KW - Community support KW - Crash causes KW - Drunk drivers KW - Drunk driving KW - Law enforcement KW - Minors KW - Parents KW - Prevention KW - Programs KW - Public relations KW - Retail trade KW - Teachers UR - https://trid.trb.org/view/537596 ER - TY - RPRT AN - 00754956 AU - National Highway Traffic Safety Administration TI - THE AIR BAG THAT SAVES YOUR LIFE COULD KILL YOUR CHILD PY - 1997/08 SP - 3 p. AB - This pamphlet discusses air bags and why they are dangerous to children age 12 and under. It emphasizes that children must sit in the back seat; and that adults who wear air bags should also wear seat belts that fit properly. KW - Air bags KW - Children KW - Rear seats KW - Safety KW - Seat belts UR - https://trid.trb.org/view/537154 ER - TY - RPRT AN - 00744788 AU - Mayhew, D AU - SIMPSON, H AU - National Highway Traffic Safety Administration AU - Motorcycle Safety Foundation TI - MOTORCYCLE OPERATOR LICENSING SYSTEM (1997 EDITION) PY - 1997/08 SP - 32 p. AB - This 1997 edition of the Motorcycle Operator Licensing System manual updates and revises the 1989 edition. The original manual was published in 1974 and subsequently revised in 1981 and again in 1989. The manual was written for motor vehicle administrators who wish to improve the effectiveness of their state's motorcycle operator licensing program. It presents an optimal model for system design and administration. The model synthesizes both scientific research and empirical evidence, balancing the most recent theories of what should work with 25 years of experience in what does work. The 1997 edition contains the fourth generation model. KW - Administration KW - Driver licensing KW - Graduated licensing KW - Guidelines KW - Manuals KW - Motorcycle operator licensing KW - Motorcyclists UR - http://ntl.bts.gov/lib/5000/5400/5417/884.PDF UR - https://trid.trb.org/view/472256 ER - TY - JOUR AN - 00743862 JO - Road and Track PB - DCI, Incorporated AU - DCI, Incorporated TI - BUCKLE UP OR ELSE... PY - 1997/08 VL - 48 IS - 12 SP - p. 41-43 AB - President Clinton has threatened to cut off millions of dollars in highway trust funds to states that won't toughen safety belt use laws. Clinton wants states to adopt primary enforcement laws that allow the stopping and ticketing of unbelted motorists. The renewed emphasis on belt use appears to be the result of the government's part in an ongoing controversy where almost two thirds of drivers are injured in crashes when the airbag deploys at speeds up to 200 mph. With NHTSA allowing makers to produces airbags that are from 20 to 25% less powerful, it's predicted that fewer airbag injuries will occur. However, NHTSA's own estimates predict that less powerful airbags may mean that 2,000 average size adults who refuse to buckle up will now die annually. KW - Air bag injuries KW - Air bags KW - Crash injuries KW - Fatalities KW - Highway Trust Fund KW - Injuries KW - Laws KW - Primary enforcement KW - Seat belt usage KW - Seat belts KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/474697 ER - TY - RPRT AN - 00743288 AU - National Highway Traffic Safety Administration AU - American College of Emergency Physicians TI - PRESCRIPTION (RX) FOR INJURY PREVENTION: KIDS RIDING BIKES PY - 1997/08 SP - 1 p. AB - This fact sheet addresses the safety topic of children riding bicycles. It discusses wearing helmets, making sure one is seen by the traffic, and following the rules of the road. KW - Bicycle safety KW - Bicycling KW - Children KW - Cyclists KW - Helmets KW - Injuries KW - Injury prevention KW - Rule of the road KW - Safety KW - Traffic regulations KW - Traffic safety KW - Visibility UR - https://trid.trb.org/view/471529 ER - TY - RPRT AN - 00743287 AU - National Highway Traffic Safety Administration AU - American College of Emergency Physicians TI - PRESCRIPTION (RX) FOR INJURY PREVENTION: WALKING IN TRAFFIC PY - 1997/08 SP - 1 p. AB - This fact sheet describes ways that a family can protect itself while walking around traffic. It discusses walking on the sidewalk, crossing at intersections, looking both ways before crossing the street, making sure that one is seen by the traffic, and parents watching their children. KW - Children KW - Injuries KW - Injury prevention KW - Intersections KW - Parents KW - Pedestrian movement KW - Pedestrian safety KW - Pedestrians KW - Responsibilities KW - Safety KW - Traffic KW - Visibility KW - Walking UR - https://trid.trb.org/view/471528 ER - TY - RPRT AN - 00743290 AU - National Highway Traffic Safety Administration AU - American College of Emergency Physicians TI - PRESCRIPTION (RX) FOR INJURY PREVENTION: CAR SAFETY PY - 1997/08 SP - 1 p. AB - This fact sheet addresses some safety issues for automobile drivers. It discusses drinking and driving, wearing seat belts, and following speed limits. It also addresses the placement of babies with regard to passenger air bags. KW - Air bags KW - Alcohol effects KW - Automobile drivers KW - Child restraint systems KW - Drunk drivers KW - Infants KW - Injuries KW - Injury prevention KW - Manual safety belts KW - Safety KW - Seat belts KW - Speed limits KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/471531 ER - TY - RPRT AN - 00743289 AU - National Highway Traffic Safety Administration AU - American College of Emergency Physicians TI - PRESCRIPTION (RX) FOR INJURY PREVENTION: PROTECT YOUR KIDS IN THE CAR PY - 1997/08 SP - 1 p. AB - This fact sheet addresses the safety of children when riding in automobiles. It discusses how to ride with - and protect - young babies, riding with young children, the use of child safety seats, and the placement of young children and babies in the back seat of a car. KW - Automobiles KW - Child restraint systems KW - Child safety KW - Child seat belts KW - Children KW - Infants KW - Injuries KW - Injury prevention KW - Protection KW - Safety KW - Traffic safety UR - https://trid.trb.org/view/471530 ER - TY - RPRT AN - 00743280 AU - University of Western Australia TI - ROAD ACCIDENT PREVENTION RESEARCH UNIT (ROADWATCH), DEPARTMENT OF PUBLIC HEALTH, UNIVERSITY OF WESTERN AUSTRALIA ANNUAL REPORT, 1996 PY - 1997/08 SP - 32 p. AB - The Road Accident Prevention Research Unit, also known as ROADWATCH, was established in March 1989 in the Department of Public Health, The University of Western Australia. It is the only research unit in Western Australia dedicated to road traffic research. Through its location in the Department of Public Health, ROADWATCH fulfills both research and academic functions within the University and the wider community, raising the level of awareness within academia about road trauma as a public health concern, and forging links with other university, government, and community groups concerned with road safety. The primary aim of the Unit is to conduct research directed towards minimizing the frequency and consequences of road traffic crashes in Western Australia. The major areas of activity for the unit are: the development, use and maintenance of the Road Injury Database; Aboriginal involvement in road traffic crashes; bicycle safety; truck crashes in Western Australia; costs and long term outcomes of injuries; and the evaluation of road safety policy, programs and countermeasures. This report details the activities of the Unit for 1996. KW - Aboriginal people KW - Annual reports KW - Bicycle safety KW - Bicycling KW - Conferences KW - Cooperation KW - Costs KW - Countermeasures KW - Databases KW - Documents KW - Finance KW - Highway safety KW - Injuries KW - Interagency relations KW - Policy KW - Public health KW - Publications KW - Research KW - Road accident prevention research unit, uwa KW - Traffic safety KW - Traffic safety education KW - Truck crashes KW - Western Australia UR - http://arrbknowledge.com UR - https://trid.trb.org/view/471520 ER - TY - RPRT AN - 00743281 AU - Kloeden, C N AU - McLean, A J AU - Department of Transport, Australia TI - NIGHT-TIME DRINK DRIVING IN ADELAIDE: 1987-1997 SN - 0730802043 PY - 1997/08 SP - 15 p. AB - This report documents the methods and results of six night-time (10 pm - 3 am) roadside breath alcohol surveys conducted on over 40,000 drivers by the NHMRC Road Accident Research Unit in the Adelaide metropolitan area between 1987 and 1997. The percentage of drivers on the road with alcohol levels at or above 0.01, 0.05 and 0.08 g/100ml are reported, together with breakdowns by the sex and age of the driver, time of day, and day of week. A generally uniform decrease over time was found at all BAC levels, particularly among the young and among males. Drink driving was found to increase later in the night with peak drink driving occurring on Wednesdays followed by Thursdays and Fridays. Self-reported intentions and the perception of the likelihood of being caught by the police if drinking and driving, together with driver and passenger seatbelt usage, are also reported. An increasing percentage of drivers stated that they were less likely to drink and drive and more likely to be caught by police over the course of the surveys. Both driver and passenger seatbelt wearing rates are currently very high. KW - Adelaide (Australia) KW - Adolescents KW - Age KW - Alcohol breath tests KW - Automobile driving KW - Blood alcohol levels KW - Data collection KW - Days KW - Driver age KW - Drivers KW - Drunk drivers KW - Drunk driving KW - Gender KW - Male drivers KW - Males KW - Night KW - Night driving KW - Passengers KW - Periods of the day KW - Reduction (Decrease) KW - Seat belt usage KW - Seat belts KW - Surveys KW - Teenage drivers UR - https://trid.trb.org/view/471521 ER - TY - RPRT AN - 00743264 AU - CERCARELLI, L R AU - Hendie, D AU - LEGGE, M AU - RYAN, G A AU - University of Western Australia TI - ROAD SAFETY RISK FACTORS STUDY: RESULTS FROM THE SECOND SURVEY SN - 187591210X PY - 1997/08 SP - 87 p. AB - The aim of the Road Safety Risk Factors Study is to monitor (i) the prevalence of road-related risk behaviors, and (ii) attitudes to, and perceptions of, road safety issues. The survey is conducted quarterly. It comprises a set of core questions that are asked each quarter, and supplementary questions that change each quarter. The core questions are related to drinking and driving, speeding, seat belt use, fatigue, bicycle helmet wearing, traffic offences and pedestrian activity. In the second survey, the supplementary questions were related to the Western Australian bicycle helmet legislation. This report presents the results of the second survey. KW - Attitudes KW - Bicycle helmets KW - Drunk drivers KW - Fatigue (Physiological condition) KW - Highway safety KW - Pedestrians KW - Perception KW - Risk assessment KW - Seat belt usage KW - Seat belts KW - Speeding KW - Traffic violators UR - http://arrbknowledge.com UR - https://trid.trb.org/view/471496 ER - TY - JOUR AN - 00743252 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - A SIMPLE HIGHWAY SAFETY PROGRAM IN YOUR WORKPLACE WILL REDUCE YOUR COMPANY'S RISKS PY - 1997/08 IS - 156 SP - 1 p. AB - This summary of Set Up a Simple Highway Safety Program and Save discusses how a company can establish its own highway safety program for its employees. Starting a highway safety program is one of the simplest and most cost effective ways of reducing injuries and their related costs. Recent statistics show that an on-the-job crash with injuries will cost an employer more that $24,000, and an off-the-job crash with injuries will cost the same employer more than $18,000. KW - Costs KW - Employees KW - Employers KW - Highway safety KW - Injuries KW - Reduction (Decrease) KW - Safety programs KW - Traffic crashes KW - Traffic safety UR - https://trid.trb.org/view/474218 ER - TY - JOUR AN - 00743251 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - STUDY EXAMINES FEASIBILITY OF USING NEW SIMULATION TECHNOLOGY TO TRAIN NOVICE DRIVERS PY - 1997/08 IS - 155 SP - 2 p. AB - This summary discusses a report entitled, Feasibility of New Simulation Technology to Train Novice Drivers. Young, novice drivers are over represented in all manners of traffic injuries and fatalities. Many studies have attributed these problems to driving inexperience and lack of adequate driving skills, excessive driving during night hours, alcohol involvement, risk taking, immaturity, speeding, and poor driving judgment and decision making. The National Highway Traffic Safety Administration (NHTSA) has a research agenda centered on a two stage driver education program as part of a graduated drivers' licensing system. One part of the plan is to investigate the feasibility of using current simulation and other electronic technologies to provide cost effective, highly accessible, and possibly, unique capabilities to train young and novice drivers. The first step of the project was to identify the deficits of the young and novice drivers, and then determine which elements are amenable to simulation. General and specific driving skills are identified, and appropriate software and hardware are noted. KW - Adolescents KW - Automobile drivers KW - Automobile driving KW - Decision making KW - Driver education KW - Driver experience KW - Driver licensing KW - Drivers KW - Drunk drivers KW - Feasibility analysis KW - Hardware KW - Judgment (Human characteristics) KW - Motor skills KW - Night KW - Night driving KW - Novices KW - Risk taking KW - Simulation KW - Software KW - Speeding KW - Technological innovations KW - Teenage drivers KW - Training UR - https://trid.trb.org/view/474217 ER - TY - RPRT AN - 00756355 AU - Kostyniuk, L P AU - Eby, D W AU - Hopp, M L AU - Christoff, C AU - University of Michigan Transportation Research Institute AU - Oakland County, Michigan TI - DRIVER RESPONSE TO THE TETRASTAR NAVIGATION ASSISTANCE SYSTEM BY AGE AND SEX PY - 1997/07 SP - 256 p. AB - This study is part of the evaluation of the FAST-TRAC operational test of an Intelligent Transportation System (ITS) in Michigan and is concerned with user perceptions and behaviors with Advanced Traveler Information Systems (ATIS). The use and perceptions of 60 subjects, of both sexes and three age groups (19 to 29, 30 to 64, and 65 to 80), who drove a project vehicle equipped with a TetraStar navigation assistance unit for one month in normal everyday conditions are reported. The same subjects had earlier driven test vehicles equipped with Ali-Scout, another ATIS navigation device, for one month. Subjects kept daily trip logs and completed a detailed survey about their uses, perceptions, and valuation of the TetraStar system and about comparison of this system against the Ali-Scout. Overall, drivers liked the attributes and performance of the TetraStar system and rated them highly. Only the freeway ramp method of selecting destinations received consistently negative assessments. There were few significant differences in the use and perceptions of this system by sex and age group. However, men were more likely than women to want more navigation information, to be more distracted by the system and to want more advanced warning. Drivers in the oldest age group had greater problems in learning and using TetraStar. On average, subjects were willing to pay about $500 for this system in a new car, $350 to add it to their present car, and about $8.50 per day to have it in a rental car. Overwhelmingly, subjects preferred TetraCar over Ali-Scout, reporting that it provided more accurate route guidance and was easier to use and program. KW - Advanced systems KW - Age KW - Drivers KW - Gender KW - Intelligent transportation systems KW - Navigation systems KW - Navigational aids KW - Passenger information systems KW - Responses KW - Tetrastar KW - Traveler information and communication systems UR - http://ntl.bts.gov/lib/20000/20700/20707/PB98142375.pdf UR - https://trid.trb.org/view/537629 ER - TY - RPRT AN - 00754959 AU - Richardson, H A AU - National Highway Traffic Safety Administration TI - INJURIES ASSOCIATED WITH SPECIFIC MOTOR VEHICLE HAZARDS: RADIATORS, BATTERIES, POWER WINDOWS, AND POWER ROOFS PY - 1997/07 SP - 52 p. AB - This report provides estimates of the numbers of persons injured as a result of hazards involving four specific motor vehicle components: radiators, batteries, power windows, and power roofs. The injury estimates are based upon data from the Consumer Product Safety Commission's National Electronic Injury Surveillance System (NEISS). NEISS collects data on a nationally representative sample of consumer product-related injuries treated in hospital emergency rooms. NHTSA has used NEISS to obtain data on injuries associated with specific motor vehicle hazards that are non-crash related. During the period 10/1/93 through 9/30/94, data from 591 (409 involving radiators; 171 involving batteries; 10 involving power windows; and 1 involving a power roof) cases of persons injured and treated in hospital emergency rooms were collected in NEISS. Based upon these cases, it is estimated that in a twelve-month period: 19,638 persons are injured due to radiators; 8,134 are injured due to batteries (7,051 due to motor vehicle batteries); and 499 are injured due to power windows. The one case involving a power roof was a result of the injured person being ejected due to a traffic crash, and therefore, not related to a hazard associated with the power roof itself. The report provides breakdowns of the injury estimates for radiators, batteries, and power windows by activity producing the injury, injury diagnosis and severity, injured body region, and age/sex of the injured. KW - Crash injury research KW - Diagnosis KW - Electric batteries KW - Estimates KW - Gender KW - Hazards KW - Injuries KW - Injuries by accident type KW - Injuries by age KW - Injuries by body area KW - Injury research KW - Injury severity KW - Motor vehicles KW - National Electronic Injury Surveillance System KW - Non-crash related KW - Power roofs KW - Power windows KW - Radiators KW - Windows (Vehicles) UR - http://ntl.bts.gov/lib/20000/20000/20072/PB98107600.pdf UR - http://ntl.bts.gov/lib/4000/4800/4850/756.pdf UR - https://trid.trb.org/view/537157 ER - TY - RPRT AN - 00751069 AU - Womack, K N AU - Trout, N H AU - Davies, B J AU - Texas Transportation Institute AU - National Highway Traffic Safety Administration TI - CHARACTERISTICS AND CONDITIONS OF TEENAGE SAFETY BELT USE PY - 1997/07 SP - 97 p. AB - Safety belt use was observed for 7,384 vehicle occupants estimated as 15-19 years old in four states - Texas, Virginia, Idaho, and Mississippi. Age and other pertinent information was obtained from 2,330 teen occupants. Belt use ranged from 19.5% in Yazoo City, Mississippi to 57.6% in Charlottesville, Virginia. Teens more likely to be belted were: drivers, females, occupants of passenger cars, younger, had taken driver education, and lived in larger cities. Very few teens wore safety belts in the back seat. They were more likely to buckle up on the highway, and less likely to buckle up for recreational and short, local trips. Teen passengers tended to make their restraint decision on a conditional basis more often than teen drivers. Reasons most often given for lack of use included discomfort and lack of habit. Many teens, in focus group discussions, expressed doubts about the effectiveness of safety belts in a crash. For most teens in the discussion groups, parental influence seemed to be a greater influence on belt wearing behavior than peer pressure. According to teens in the focus groups conducted in this study, effective approaches for improving belt use among teens should portray realistic consequences of not wearing safety belts. Habitual belt use can be promoted with parental influence at an early age, and with enforced primary use laws. KW - Adolescents KW - Age KW - Comfort KW - Driver education KW - Evaluation KW - Gender KW - Idaho KW - Laws KW - Mississippi KW - Parents KW - Passengers KW - Peer groups KW - Safety campaigns KW - Seat belt campaigns KW - Seat belt effectiveness KW - Seat belt usage KW - Seat belts KW - Seating position KW - Seats KW - Teenage drivers KW - Texas KW - Virginia UR - http://ntl.bts.gov/lib/20000/20400/20423/PB98126824.pdf UR - http://ntl.bts.gov/lib/25000/25900/25947/DOT-HS-808-676.pdf UR - https://trid.trb.org/view/484611 ER - TY - RPRT AN - 00743877 AU - Flannagan, M J AU - Sivak, M AU - SCHUMANN, J AU - Kojima, S AU - Traube, E C AU - University of Michigan Transportation Research Institute TI - DISTANCE PERCEPTION IN DRIVER-SIDE AND PASSENGER-SIDE CONVEX REARVIEW MIRRORS: OBJECTS IN MIRROR ARE MORE COMPLICATED THAN THEY APPEAR PY - 1997/07 SP - 20 p. AB - Convex rearview mirrors are currently prohibited in the U.S. as original equipment on passenger cars except for the exterior, passenger-side position. One of the primary reasons for this restriction is a concern that convex mirrors may cause drivers to overestimate the distances to following vehicles and therefore make unsafe maneuvers. There is a considerable amount of empirical evidence that convex mirrors do cause overestimation, but the effect is not theoretically well understood. No currently available model successfully predicts the magnitude of the distance overestimation. However, plausible theoretical considerations can be used to generate a previously untested prediction that, even if only qualitatively accurate, would be of practical significance: Eye-to-mirror distance should have a substantial effect on the magnitude of overestimation caused by convex mirrors. Specifically, longer eye-to-mirror distances (as are typical for passenger-side mirrors) should lead to more overestimation than shorter distances (as are typical for driver-side mirrors). This prediction was tested in a field experiment in which flat and convex mirrors were used on a car in both the driver-side and passenger-side exterior rearview mirror positions. Longer eye-to-mirror distance did lead to greater overestimation, although--as in previous studies--in both mirror positions the degree of overestimation was less than predicted by quantitative modeling. These results suggest that, to the extent that overestimation of distances to following vehicles is a concern for the use of convex rearview mirrors, that concern is less strong for the driver-side exterior position (which is relatively near to the driver's eyes) than for passenger-side exterior position (which is relatively far from the driver's eyes). KW - Convex mirrors KW - Distance perception KW - Driver side KW - Drivers KW - Eye location KW - Eye-to-mirror distance KW - Field tests KW - Following distance KW - Following distance (Of vehicles) KW - Overestimation KW - Passenger side KW - Rearview mirrors UR - https://trid.trb.org/view/471872 ER - TY - RPRT AN - 00743876 AU - Sayer, J R AU - Mefford, M L AU - Flannagan, M J AU - Sivak, M AU - Kojima, S AU - University of Michigan Transportation Research Institute TI - THE INFLUENCE OF HYDROPHOBIC WINDSHIELD COATING ON DRIVER VISUAL PERFORMANCE PY - 1997/07 SP - 21 p. AB - This experiment evaluated potential benefits of hydrophobic coating of windshields under simulated conditions of use. The main independent variables were hydrophobic treatment, participant age, and time of day. The dependent measures were minimum visual angle resolved and response time. The results indicate that the hydrophobic coating improved visual performance, decreasing the minimum visual angle resolved by almost 34% and reducing the response time by more than one second. In practical terms, visual acuity improved in the treated nighttime condition to approximately the level of acuity in the untreated daytime condition. The experiment showed that hydrophobic coatings can result in significantly improved driver visual performance without negatively affecting response time. However, this experiment did not address the durability or longevity of these products, as the hydrophobic coating was only tested when it was newly applied (and therefore could be expected to be near peak performance). Benefits associated with hydrophobic coatings are likely to diminish with time and wear (more or less slowly depending on durability), unless the coating is reapplied. KW - Age KW - Driver age KW - Driver performance KW - Driver vision KW - Drivers KW - Emergency response time KW - Night visibility KW - Periods of the day KW - Personnel performance KW - Reaction time KW - Vision KW - Visual acuity KW - Water repellents KW - Windshields UR - https://trid.trb.org/view/471871 ER - TY - RPRT AN - 00742408 AU - McGann, A AU - South Australia Department of Transport, Australia TI - TOWED VEHICLE CRASHES IN SOUTH AUSTRALIA SN - 0730801969 PY - 1997/07 SP - 57 p. AB - This report examines the literature and data on towing accidents in South Australia. The available literature is sparse. Crashes involving trailers and caravans tend to be more severe than car alone crashes. Rural crashes appear the most common in prior studies with an over-representation on weekends and public holidays. Night crashes and wet weather crashes are rare. Drivers are more likely to be male, older and more experienced than other crash involved drivers, although they do not necessarily have towing experience. In South Australia, towing crashes comprise about 2% of all crashes. They peak around Christmas and Easter and on Fridays and Saturdays. Sixty percent occur in urban areas, mechanical factors are rare, and most are on sealed roads. The larger the towing car or the trailer, the more severe the crash. Of the 4,600 crashes studied, small trailers were involved in 74% and caravans in only 10%. Certain crash types were more likely to involve an older experienced driver, e.g., failing to give way. Very few learner or probationary drivers were involved and alcohol did not appear to have been a common factor. A range of recommendations are made covering improved crash data, education, enforcement and vehicle design. KW - Aged drivers KW - Crashes KW - Drivers KW - Experience KW - Guides to the literature KW - Holidays KW - Knowledge KW - Literature reviews KW - Male drivers KW - Males KW - Rural areas KW - South Australia KW - Towed vehicles KW - Traffic crashes KW - Trailers KW - Urban areas KW - Weekends UR - https://trid.trb.org/view/573936 ER - TY - JOUR AN - 00742410 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - TRAFFIC OCCUPANT PROTECTION STRATEGIES (TOPS) - TRAINING CURRICULUM REVISED PY - 1997/07 IS - 154 SP - 2 p. AB - The Traffic Law Enforcement Division at the National Highway Traffic Safety Administration (NHTSA) has developed the Traffic Occupant Protection Strategies (TOPS) training curriculum. It contains the latest information on safety belts, child safety seats, and air bags. TOPS is a course designed specifically for law enforcement officers. Promoting safety belt usage laws and their enforcement by state and local law enforcement agencies will reduce deaths and injuries due to traffic crashes. The training course contains a new section on post crash examination of occupant protection devices. It includes a lesson plan videotape, optional exercises, handouts, and overhead projection slides. KW - Air bags KW - Child restraint systems KW - Curricula KW - Fatalities KW - Injuries KW - Law enforcement KW - Laws KW - Manual safety belts KW - Occupant protection KW - Occupant protection devices KW - Police KW - Police law enforcement responsibilities KW - Reduction (Decrease) KW - Seat belt usage KW - Seat belts KW - Traffic safety KW - Training UR - https://trid.trb.org/view/577680 ER - TY - JOUR AN - 00742400 JO - Research Note PB - National Center for Statistics and Analysis AU - National Center for Statistics and Analysis TI - INJURIES ASSOCIATED WITH HAZARDS INVOLVING MOTOR VEHICLE BATTERIES PY - 1997/07 SP - 3 p. AB - NHTSA's National Center for Statistics and Analysis (NCSA) recently examined data from the Consumer Product Safety Commission's (CPSC) National Electronic Injury Surveillance System (NEISS) on cases involving injuries associated with motor vehicle batteries. NEISS data on persons treated in hospital emergency rooms for these injuries were examined to determine the action or activity involved in producing the injury, the injury diagnosis and severity, the body region most often injured, and the age of the injured person. The types of injuries sustained can be described by four general categories: battery explosions, chemical burns and/or contamination resulting from contact with battery acid, muscle strains and or crush type injuries associated with lifting or dropping the battery, and electrical shock from contacting battery cables and or posts. Charging and jump starting the battery were responsible for 31% and 26% of injuries, respectively. KW - Battery chargers KW - Battery charging KW - Chemical burns KW - Electric batteries KW - Electric shock KW - Electrical equipment KW - Explosions KW - Hazards KW - Injuries KW - Injury severity KW - Jump starting KW - Motor vehicles KW - Muscle strains KW - Muscles UR - http://www.nhtsa.dot.gov/people/ncsa/pdf/Battery.pdf UR - http://ntl.bts.gov/lib/000/700/794/00302.pdf UR - http://ntl.bts.gov/lib/21000/21300/21322/PB99111825.pdf UR - https://trid.trb.org/view/577676 ER -