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Road restraint systems are used to protect vehicle occupants if the vehicle runs off the road and potentially collides with a dangerous obstacle. These road restraint systems must successfully pass the tests defined in EN 1317, or the Manual for Assessing Safety Hardware (MASH) before they are allowed to be installed. The safety assessment is carried out according to the criteria of ASI (Acceleration Severity Index), THIV (Theoretical Head Impact Velocity), OIV (Occupant Impact Velocity), ORA (Occupant Ridedown Acceleration), and PHD (Post-Impact Head Deceleration). Usually very old vehicles are used for these tests, and there is no assessment of occupant criteria such as HIC (Head Injury Criteria), chest deflection, etc. The objective of the study was to compare the occupant safety of vehicles that are commonly used in EN 1317 with vehicles that have improved safety equipment. Test results from two different vehicles (a commonly used vehicle in EN 1317 and a vehicle with improved safety equipment) and two different impact conditions (full overlap and an overlap of 50%) were compared. Measurement data from a Hybrid HIII 50th percentile anthropomorphic test device (ATD) (Denton ATD, INC.) was recorded during the tests to assess occupant safety. The tests have shown that vehicles with improved safety equipment perform better than vehicles that are commonly used in EN 1317-3 tests. The values for the occupant safety criteria assessed were well below the Euro NCAP (New Car Assessment Programme) or Federal Motor Vehicle Safety Standard (FMVSS) limits. However, the limits of the road safety criteria were in some cases considerably exceeded regardless of the vehicle. This has been observed in particular for the offset impact condition. THIV and OIV were supposed to be able to assess the risk of head injuries. However, these two criteria correlated negatively with the head criteria, HIC or a3ms. However, a positive correlation was found for the ASI with the HIC and the a3ms head acceleration. Even if some of the criteria for road safety correlate with the criteria for occupant safety, it is doubtful whether the criteria for road safety are suitable for assessing the risk of injury to vehicle occupants. [ABSTRACT FROM AUTHOR]

This study examined injuries sustained by a six-year-old child dummy in a numerical dolly rollover crash using a Toyota Yaris 2010. A harmonic dynamic system (HDS) composed of spring, dampers, and masses with a Low Back Booster (LBB) is denominated as HDS-LBB model. The HDS-LBB was designed to allow damping movements along three Cartesian axes (X, Y, Z) to reduce the energy transferred to the child by a motor vehicle accident and avoid a high injury risk. The HDS-LBB incorporates springs into the vertical axis to decrease the vertical movement during the rollover. The numerical analysis was conducted using LS-Dyna® R12.1 version during an interval of 1 s, and the boundary conditions were set by the Federal Motor Vehicle Safety Standard (FMVSS) 213 for child restraint recommendations and the FMVSS 208 for a dolly rollover procedure. Data on head and thorax decelerations, neck flexion-extension, and thoracic deflection were acquired at a rate of 1 ms. The injury values obtained by the HDS-LBB were compared with the injury values by another configuration denominated LBB-ISOFIX to assess the effectiveness of the model proposed. The results show a higher peak injury value in the neck and thorax because of seatbelt displacement across the child's shoulder. Nevertheless, despite this seatbelt behavior, the injuries sustained remained below the Injury Assessment Reference Values (IARVS). [ABSTRACT FROM AUTHOR]

In order to investigate the pollution emission of freight diesel motor vehicles in logistics parks, the article selected three logistics parks A, B and C in Dongxihu District of Wuhan City as the research object, analyzed the activity level of diesel motor vehicles based on the on-site survey and the data obtained from Wuhan Motor Vehicle Supervisory Platform, and carried out the field monitoring of NOx and PM2.5 in the entrance and exit sections of the logistics parks. The results show that the trucks entering and leaving the logistics park are mainly heavy-duty diesel vehicles, accounting for over 78.1%; the proportion of diesel motor vehicles of National + National emission standard types is more than 50%, but there are still a small number of diesel motor vehicles of National standard. The activity level of diesel motor vehicles in each logistics park has no direct correlation with the area of the logistics park, and the changes in traffic flow on weekdays and non-weekdays show different trends from the traffic volume on urban roads. The total emissions of NOx, PM2.5, PM10, CO, and HC from the three logistics parks during August were 36.958 tons, 0.529 tons, 0.586 tons, 16.588 tons, and 1.157 tons, respectively, and the monitored concentrations of NO2 and PM2.5 at the cross-sections into and out of the logistics parks in August and November were 1.24-2.41 times higher than those of the neighboring street air-quality monitoring stations, and 2.70-2.82 times higher than that of the neighboring -street air-quality monitoring stations, respectively, which shows that diesel motor vehicle exhaust emissions from the Logistics Park have a considerable impact on the quality of the air environ ment in the neighboring areas, and the type of diesel motor vehicle structure in the Logistics Park is also associated with the green transformation. [ABSTRACT FROM AUTHOR]

While most literature on federal climate change policies has focused on failures to adopt broad policies, this article describes and explains successes in two important sectors. Regulations to improve the fuel economy of motor vehicles and efficiency standards for appliances and equipment have produced substantial reductions in greenhouse gas emissions, although they largely have other goals and hence can be considered implicit climate policies. We synthesize the existing literature with our analyses of case studies to offer three explanations for the adoption of effective policies in these two sectors. First, the policies delivered politically popular co-benefits, such as reducing consumers' energy bills, enhancing energy security, and promoting public health. Second, they gained business acceptance because they were narrow in their scope, avoided long-term economic costs, and helped industry cope with state-level regulations; industry often strategically tried to influence these policies rather than resist them. Third, the legislation that initiated and expanded these policies received bipartisan support, which was aided by co-benefits and business acceptance; more recently, these laws have been strengthened through the actions of Democratic administrations. We conclude by comparing these policy areas to the passage of the Inflation Reduction Act of 2022. [ABSTRACT FROM AUTHOR]

Aluminum foams have recently received special attention due to their peculiar mechanical properties. For example, their energy absorption capacity in crash events and low density are very desirable characteristics for several applications. Actually, the energy absorption of aluminum foams is even magnified when they interact with aluminum tubes or when tubes are filled with aluminum foams. Since the automotive industry constantly demands light materials with high strain energy absorption capacity to reduce fuel consumption and fulfill safety requirements, aluminum foams are an excellent alternative to satisfy such demands. This work shows, by numerical simulations of reduced and full vehicle models, the usefulness of aluminum foams incorporated in a car structure when subjected to "35 mph Frontal Barrier Impact Test", according to the Federal Motor Vehicle Safety Standard No 208 (FMVSS). Foam was used to dramatically improve load capacity and crush displacement. Thus, dash panel intrusions and acceleration gradient were reduced, increasing the vehicle safety performance. Finally, it is shown that foams can be beneficial in electric vehicle development by increasing load capacity. [ABSTRACT FROM AUTHOR]

All-terrain vehicle (ATV) incidents are one of the leading causes of injuries and fatalities among youth in the agricultural industry. It has been hypothesized that many youth-related ATV incidents occur because children ride ATVs that do not fit their capabilities and are not following basic safe riding practices. In addition, various ATV safety guidelines regarding youth (e.g., CPSC, ANSI/SVIA, ASI) are inconsistent and may not align with state or local laws. To the best of our knowledge, no comprehensive studies have compared the physical and mental requirements for riding ATVs and the youth's capabilities to ride ATVs safely. Consequently, there are no scientific-based recommendations for age limitation, physical and mental capabilities, and safety requirements for youth to ride ATVs safely. Thus, there is a need to review the available sources related to youth safety and ATVs in the agricultural industry, identify the research voids, and recommend modifications to current ATV guidelines. This study conducted a systematic review of available ATV-related studies, standards, guidelines, and laws to establish better-informed minimum age, physical and mental capabilities, and safety requirements for youths to ride ATVs on the farm. [ABSTRACT FROM AUTHOR]

Federal Motor Vehicle Safety Standard (FMVSS) 208 requires every passenger vehicle to provide an auditory signal lasting 4 to 8 seconds and a visual display lasting 60 seconds when the driver is unbelted at ignition. This requirement does not increase seat belt use. This paper summarizes the latest research on using vehicle technology to increase seat belt use and existing safety standards worldwide to support the strengthening of FMVSS 208. Studies of seat belt reminders and interlocks published in peer-reviewed journals, conference proceedings, or as technical reports were identified in online databases and reviewed along with current requirements worldwide. Results from past research were used to estimate the front- and rear-seat daytime belt use rate and the annual number of lives that could be saved by a persistent audible reminder at each seating position. Most motor vehicle occupants routinely buckle up. Those that do not typically forget, are going a short distance, or find belts uncomfortable. Seat belt reminders can remind or motivate occupants to buckle up. Enhanced reminders that exceed FMVSS 208 increase belt use by 6 percentage points. Reminders also can increase rear belt use, and although required throughout the world, are not required by FMVSS 208. More persistent reminders, like those required around the world, with a continuous, long-lasting audible signal increase belt use by 30% among drivers who do not routinely buckle up. If every vehicle in the U.S. had such a reminder at each seating position, then it was estimated that the daytime belt use rate in the U.S. would increase about 3 percentage points from 90.3% to 93.2% in the front row and by about 6 percentage points from 80% to 85.9% in the rear row. It was estimated that the increase in belt use from a continuous, long-lasting audible reminder could potentially save about 1,600 lives each year. Seat belt interlocks can increase belt use, but acceptance is a stumbling block. Public outcry ensued after interlocks were required in 1973, and public sentiment remains negative. Opinions toward front and rear reminders are more favorable. Furthermore, past research suggests interlocks may be no more effective for increasing seat belt use than persistent audible reminders. The effect of interlocks on rear belt use have not been explored. Persistent seat belt reminder systems that last at least 90 seconds can potentially save hundreds of U.S. motorists each year. Robust empirical evidence, successful exemplars from organizations throughout the world, and a clear public health benefit exists for strengthening FMVSS 208 to require more persistent audible reminders at every seating position. [ABSTRACT FROM AUTHOR]

When designing a sport utility vehicle (SUV), designers strive to improve the vehicle's rollover crashworthiness while avoiding a significant increase in its weight. To aid in optimizing such a trade-off, this paper proposes a multi-disciplinary and multi-objective hybrid optimization algorithm that combines particle swarm optimization and the artificial immune method. First, the SUV structure's influence on body mass and rollover crashworthiness is studied using contribution analysis, and structural improvements are discussed according to Federal Motor Vehicle Safety Standard 216. Building on the analysis results, the SUV's rollover crashworthiness and weight optimization model are proposed. Radial basis function neural network and a genetic algorithm are used to build and optimize surrogate models of total weight, maximum contact force, and torsion frequency. The proposed algorithm then utilizes particle swarm and artificial immune to seek Pareto solutions that optimize SUV structure. Finally, the technique for order preference by similarity to ideal solution method determines a final solution from Pareto-optimal solutions. Compared to previous studies, the results show that the proposed hybrid optimization algorithm improves the Pareto solution sets' diversity and distribution uniformity, enhances SUV rollover crashworthiness, and reduces SUV structure components' weight. [ABSTRACT FROM AUTHOR]

This research analyzes the head and chest injuries with a finite element model of Hybrid III six years old during the vehicle rollover, using a passive safety Child restraint system (CRS). Vehicle seats and passive safety systems were modeled in CAD software. Subsequently, all elements were analyzed using the finite element method in the LS-DYNA® software. The border conditions were established for each study, in accordance with the Federal Motor Vehicle Safety Standard (FMVSS), following the FMVSS 213 standard for the mounting and fastening of the infant, the FMVSS 208 for the dolly rollover test methodology with which the vehicle rollover was performed. The vehicle Toyota Yaris 2010 was considered in all the analyzes. The numerical simulations were performed during an interval of 1 s, and there were obtained values every 2 ms to analyze the efficiency of the system and the restriction performance of the CRS system. It was compared the behavior when the chair uses a 5-point seatbelt, with respect to using the 3-point seatbelt, and what happens when holding the chair with the single seatbelt and with the ISOFIX anchorage. Three cases of studies were analyzed: Study I; CRS Study II; CRS with ISOFIX anchorage; and Study III; CRS with a seatbelt of 5-points. The outcome shows that the best restriction efficiency is that of the CRS 5 points seatbelt because it presents the lowest level of chest injury. In conclusion, the main factor to reduce injuries during a rollover accident is the correct anchoring of CRS, this is achieved with ISOFIX system, on the other hand, a good quality of material and a correct thickness used for the headrest could reduce the risk of a head injury. [ABSTRACT FROM AUTHOR]

Background: Motion platforms and driving simulators have been shown to contribute to motion sickness and a short-term increase in standing postural sway. However, no studies to date have investigated how the motion of a passenger vehicle and the performance of a task during a drive on a closed test track affects post-drive standing balance.Research Questions: What are the effects of (1) a continuous, scripted drive on a closed test track, and (2) the performance of a handheld tablet-based task during the scripted drive, on post-drive standing balance?Methods: Fifty adults (23 males, 27 females; 40.0 ± 20.6 yr) rode in the front passenger seat of a midsized sedan on a scripted drive. Participants were assigned to one of the acceleration levels (Low, Moderate) and completed both Task and No-Task test conditions, involving a visual-based task on a handheld tablet device. Before and after each scripted drive, participants completed two standing balance exercises: 1) feet tandem, eyes open, on firm support, and 2) feet together, eyes closed, on foam support. An inertial measurement unit (IMU) captured estimates of postural trunk sway. Root-mean-square (RMS) of angular position and velocity in the anteroposterior (A/P) and mediolateral (M/L) directions, and elliptical fit and path length of sway trajectory were computed. A nonparametric analysis was performed on the balance metrics.Results: Exposure to a scripted drive in a vehicle affected participants' postural sway, especially after using a handheld device during the drive. M/L RMS sway velocity and path length increased for both exercises following the scripted drive with task. Additionally, M/L RMS sway increased for the more challenging balance exercise, during which participants stood with feet together on foam support with eyes closed.Significance: This study is the first to explore balance following a scripted drive on a closed test track. Changes in post-drive balance introduces potential risks to vehicle passengers; concurrent performance of a task on a handheld device further increases the likelihood that post-drive balance will be negatively affected. [ABSTRACT FROM AUTHOR]

The significant impact of low ambient temperature, which was less regulated, on vehicle exhaust emissions had garnered considerable attention. This study investigated the impact of ambient temperature on exhaust emissions based on the global meta-analysis. The estimated sizes (mean difference, MD t) of 11 exhaust pollutants were quantified with 1795 observations at low ambient temperatures (LATs, −18 °C to −7 °C) versus warm ambient temperatures (WATs, 20 °C–30 °C). The results indicated a strong and positive effect of LATs on vehicular emissions, with the average ratio of vehicular emission factors at LATs to those at WATs (EF LAT /EF WAT) ranging from 1.14 to 3.84. Oil-based subgroup analysis indicated a quite large MD t [NO x ] of diesel engines (12.42–15.10 mg km−1·k−1). Particulate emissions were 0.22–1.41 mg km−1·k−1 enhanced during cold-start tests at LATs. The application of particulate filters on motor vehicles greatly reduced the impact of ambient temperature on tailpipe particulate emissions, at the expense of induced NO x emissions. During the Federal Test Procedure (FTP-75), exhaust emissions showed higher temperature dependence compared to the averaged levels (1.31–39.31 times). Locally weighted regression was used to determine exhaust temperature profiles, revealing that gasoline vehicles emitted more particulates at LATs, while diesel vehicles showed the opposite trend. Given the widespread use of motor vehicles worldwide, future motor vehicle emission standards should include tighter limits on exhaust emissions at LATs. [Display omitted] • Effect of ambient temperature on vehicle emissions is quantified by meta-analysis. • Stricter standards reduce the temperature dependence of most emissions, except NO x. • Gasoline vehicles (GVs) emit more PM and PN as the ambient temperature decreases. • NMHC, CO and PN show higher temperature dependence for GVs than diesel vehicles. [ABSTRACT FROM AUTHOR]

This study assessed the effects of policy implementations and economic drivers on the identified sources of particulate pollution and their contributions to the ambient PM 2.5 concentrations in Atlanta, Georgia during 2005–2019. Dispersion-normalized positive matrix factorization (DN-PMF) was applied to account for meteorological impacts on the ambient concentrations. Secondary sulfate, gasoline vehicle, diesel vehicle, biomass burning, secondary nitrate, dust/road dust, aged sea salt, copper and pyrolyzed carbon were resolved for the study period. Among them, secondary sulfate was the largest contributor to the PM 2.5 mass concentrations. A substantial decrease in its concentrations was observed both after 2008 and after 2017 due to the implementation of the Georgia Multipollutant Control for Electric Utility Steam Generating Units rule in 2007 and the new Tier 3 Motor Vehicle Emission Standards in 2017. Emissions from gasoline and diesel vehicles as well as secondary nitrate also decreased after 2008. However, the reductions in gasoline and diesel emissions can be attributed to the two years of economic recession, implementation of the Georgia Gasoline Marketing Rule and regulations under the Heavy-Duty Diesel Rule. The decrease in emissions of secondary nitrate was observed after introduction of entire year control on NO x emissions promulgated by the regulations under the Clean Air Interstate rule and the Georgia NO x Emission from Electric Utility Stream Generating Units rule. Alternatively, elevated summer values were characteristic of the biomass burning, pyrolyzed carbon and dust/road dust factors. The elevated summer biomass burning emissions in 2019 were likely due to two wildfires southwest of Atlanta, while the elevated summer dust/road dust factor values were due to transported Saharan dust episodes. Identification of the copper factor at this Atlanta site was linked to the poor venting of a high-volume sampler with a copper brush motor. [Display omitted] • The sources of pollution during 2005–2019 in Atlanta, Georgia, were identified. • Dispersion-normalized PMF was applied for source identification. • A significant decrease in secondary sulfate after 2008 and 2017 was observed. • Emissions from gasoline and diesel vehicles as well as secondary nitrate decreased. • Decreasing emissions are due to policy changes at the federal and state levels. [ABSTRACT FROM AUTHOR]

Evidence suggests that older driver safety may be improved by good vehicle maintenance, in-vehicle advanced technologies, and proper vehicle adaptations. This study explored the prevalence of several measures of vehicle maintenance and damage among older drivers through inspection of their vehicles. We also investigated the prevalence of in-vehicle technologies and aftermarket adaptations. Vehicle inspections were conducted by trained research staff using an objective, standardized procedure. This procedure, developed by a multidisciplinary team of researchers, was based on a review of inspection checklists used by automobile dealerships and the project team's expertise. The study used baseline data from vehicles of 2988 participants in the multi-site Longitudinal Research on Aging Drivers (LongROAD) study. Among this cohort, vehicles were well maintained, had little damage, and contained a range of advanced technologies but few aftermarket adaptations. Implications of study findings for occupational therapy practice are discussed. [ABSTRACT FROM AUTHOR]

This article presents a comparative study of the costs of two possible policies for controlling automobile emissions of air pollution. It argues that the U.S. mandatory emission standards policy is both more costly and less equitably allocated than the costs of an alternative policy: a direct tax on motor vehicle emissions. [ABSTRACT FROM AUTHOR]

• This study quantified the head and neck injury metrics of an ATD in rearward-facing infant CRS model, with and without a support leg, attached to the test bench with rigid lower anchors or the seatbelt for frontal-oblique sleds tests. • The presence of a support leg significantly reduced head injury metrics and average peak neck tensile force compared to tests without a support leg. • Rigid lower anchors were associated with significant reductions in head injury metrics and peak neck flexion moment compared to tests that attached the CRS with the seatbelt. • These findings add to the growing body of evidence regarding the protective benefits of CRS models with a support leg and rigid lower anchors. To quantify the head and neck injury metrics of an anthropometric test device (ATD) in a rearward-facing child restraint system (CRS), with and without a support leg, in frontal-oblique impacts. Sled tests using the Federal Motor Vehicle Safety Standards (FMVSS) 213 frontal crash pulse (48 km/h, 23 g) were performed with a simulated Consumer Reports test buck, which comprised a test bench that mimics the rear outboard vehicle seat of a sport utility vehicle (SUV). The test bench was rigidised to increase durability for repeated testing and the seat springs and cushion were replaced every five tests. A force plate was mounted to the floor of the test buck directly in front of the test bench to measure support leg peak reaction force. The test buck was rotated 30° and 60° relative to the longitudinal axis of the sled deck to represent frontal-oblique impacts. The door surrogate from the FMVSS 213a side impact test was rigidly attached to the sled deck adjacent to the test bench. The 18-month-old Q-Series (Q1.5) ATD was seated in a rearward-facing infant CRS, which was attached to the test bench with either rigid lower anchors or a three-point seatbelt. The rearward-facing infant CRS was tested with and without a support leg. Conductive foil was attached to the upper edge of the door panel and a strip of conductive foil was attached to the top of the ATD head so that a voltage signal quantified contact with the door panel. A new CRS was used for each test. A repeat test was performed for each condition for a total of 16 tests. Resultant linear head acceleration 3 ms clip; head injury criterion 15 ms (HIC15); peak neck tensile force; peak neck flexion moment; potential difference between the ATD head and the door panel; support leg peak reaction force. The presence of a support leg significantly reduced head injury metrics (p < 0.001) and peak neck tensile force (p = 0.004) compared to tests without a support leg. Rigid lower anchors were associated with significant reductions in head injury metrics and peak neck flexion moment (p < 0.001) compared to tests that attached the CRS with the seatbelt. The 60° frontal-oblique tests had significantly elevated head injury metrics (p < 0.01) compared to the 30° frontal-oblique tests. No ATD head contact with the door was observed for 30° frontal-oblique tests. The ATD head contacted the door panel in the 60° frontal-oblique tests when the CRS was tested without the support leg. Average support leg peak reaction forces ranged from 2167 to 4160 N. The 30° frontal-oblique sled tests had significantly higher support leg peak reaction forces (p < 0.001) compared to the 60° frontal-oblique sled tests. The findings of the current study add to the growing body of evidence regarding the protective benefits of CRS models with a support leg and rigid lower anchors. [ABSTRACT FROM AUTHOR]

Underbody Blast (UBB) exposure emerged as a substantial cause of morbidity and mortality of Service Members in Iraq and Afghanistan, which was unique to OIF/OEF due to the frequent use of improvised explosive devices. Improvised explosive devices under the vehicle delivered high-rate vertical loading to the vehicle translating energy to the occupant(s) resulting in injuries. Injury mitigating technologies needed to be developed; however, technologies rely on biomechanical human response data for research and development. Widely accepted human response corridors have been developed and established for slower frontal and side impact exposures. Currently, there are no accepted human response data for high-rate vertical exposures, like those experienced during UBB events. To understand the mechanisms and replicate the exposures, analyses of injuries caused by UBB events were required. Medical injury data from UBB events during OIF/OEF were examined. Data were categorized by disposition, body region, injury type, and severity. Data analyses were performed on 555 Service Members receiving a total of 3,844 injuries. The Torso and the Head/face regions were the most injured and sustained predominately fractures/dislocations and internal organ injuries. This work will allow others to prioritize injuries to develop the methodology required to create response metrics to improve energy mitigating technology. [ABSTRACT FROM AUTHOR]

Globally, 49% of deaths from traffic crashes occur among vulnerable road users, including pedestrians, bicyclists, and motorcyclists. Approximately, a quarter of those killed are motorcyclists. The authors carried out a systematic review of the literature to evaluate the effectiveness of interventions to prevent motorcycle crashes and the associated morbidity and mortality. The studies included in this review provide evidence for the effectiveness of helmet use, protective clothing, training, and penalties for alcohol consumption and speeding in preventing injury and death to motorcyclists. The use of helmets is effective, especially if it is universally required by law for drivers and passengers. Training to obtain a license also has positive effects but not when it is totally voluntary. There is limited but consistent evidence that strengthening laws for penalties related to alcohol consumption or speeding has an impact on risk. Traffic calming interventions could help reduce crashes in urban areas. In jurisdictions where there is limited regulation or adherence to effective measures, such as the use of helmets, efforts should be directed primarily at expanding such practices. In other areas, efforts can focus on approaches based on alternative effective measures or on more innovative interventions adapted to local conditions. [ABSTRACT FROM PUBLISHER]

Objective: Despite successes in the 1980s and early 1990s, progress in reducing impaired driving fatalities in the United States has stagnated in recent years. Since 1997, the percentage of drivers involved in fatal crashes with illegal blood alcohol concentration (BAC) levels has remained at approximately 20 to 22%. Many experts believe that public complacency, competing social and public health issues, and the lack of political fortitude have all contributed to this stagnation. The number of alcohol-related crashes, injuries, and fatalities is still unacceptable, and most are preventable. The public needs to be aware that the problem presented by drinking drivers has not been solved. Political leaders need guidance on which measures will affect the problem, and stakeholders need to be motivated once again to implement effective strategies.Methods: The National Academy of Sciences (NAS) Transportation Research Board (TRB), Alcohol, Other Drugs, and Transportation Committee (ANB50) sponsored a workshop held at the NAS facility in Woods Hole, Massachusetts, on August 24-25, 2015, to discuss the lack of progress in reducing impaired driving and to make recommendations for future progress. A total of 26 experts in research and policy related to alcohol-impaired driving participated in the workshop. The workshop began by examining the static situation in the rate of alcohol-impaired driving fatal crashes to determine what factors may be inhibiting further progress. The workshop then discussed 8 effective strategies that have not been fully implemented in the United States. Workshop participants (16 of the 26) rated their top 3 strategies.Results: 3 strategies received the most support: 1. Impose administrative sanctions for drivers with BACs = 0.05 to 0.08 g/dL. 2. Require alcohol ignition interlocks for all alcohol-impaired driving offenders. 3. Increase the frequency of sobriety checkpoints, including enacting legislation to allow them in the 11 states that currently prohibit them. 5 other important strategies included the following: (1) increase alcohol taxes to raise the price and reduce alcohol consumption; (2) reengage the public and raise the priority of impaired driving; (3) lower the illegal per se BAC limit to 0.05 for a criminal offense; (4) develop and implement in-vehicle alcohol detection systems; and (5) expand the use of screening and brief interventions in medical facilities.Conclusions: Each of these strategies is proven to be effective, yet all are substantially underutilized. Each is used in some jurisdictions in the United States or Canada, but none is used extensively. Any one of the 3 strategies implemented on a widespread basis would decrease impaired driving crashes, injuries, and fatalities. Based on the research, all 3 together would have a substantial impact on the problem. [ABSTRACT FROM AUTHOR]

The article presents U.S. legal cases and developments in marketing relative to the regulation of product characteristics. In 1976 the U.S. Federal Trade Commission (FTC) stated that the definition of "consumer products" as it pertains to antitrust legislation limits the applicability to "personal products." The National Highway Traffic Safety Administration proposed a regulation in 1976 which would revise the tread label and point-of-sale information requirements of the Uniform Tire Quality Grading Standards regulation. The first legal case initiated by the FTC in regard to the Equal Credit Opportunity Act was filed in 1976.

Objectives: The purpose of this study is to define a computationally efficient virtual test system (VTS) to assess the aggressivity of vehicle front-end designs to pedestrians considering the distribution of pedestrian impact configurations for future vehicle front-end optimization. The VTS should represent real-world impact configurations in terms of the distribution of vehicle impact speeds, pedestrian walking speeds, pedestrian gait, and pedestrian height. The distribution of injuries as a function of body region, vehicle impact speed, and pedestrian size produced using this VTS should match the distribution of injuries observed in the accident data. The VTS should have the predictive ability to distinguish the aggressivity of different vehicle front-end designs to pedestrians.Methods: The proposed VTS includes 2 parts: a simulation test sample (STS) and an injury weighting system (IWS). The STS was defined based on MADYMO multibody vehicle to pedestrian impact simulations accounting for the range of vehicle impact speeds, pedestrian heights, pedestrian gait, and walking speed to represent real world impact configurations using the Pedestrian Crash Data Study (PCDS) and anthropometric data. In total 1,300 impact configurations were accounted for in the STS. Three vehicle shapes were then tested using the STS. The IWS was developed to weight the predicted injuries in the STS using the estimated proportion of each impact configuration in the PCDS accident data. A weighted injury number (WIN) was defined as the resulting output of the VTS. The WIN is the weighted number of average Abbreviated Injury Scale (AIS) 2+ injuries recorded per impact simulation in the STS. Then the predictive capability of the VTS was evaluated by comparing the distributions of AIS 2+ injuries to different pedestrian body regions and heights, as well as vehicle types and impact speeds, with that from the PCDS database. Further, a parametric analysis was performed with the VTS to assess the sensitivity of the injury predictions to changes in vehicle shape (type) and stiffness to establish the potential for using the VTS for future vehicle front-end optimization.Results: An STS of 1,300 multibody simulations and an IWS based on the distribution of impact speed, pedestrian height, gait stance, and walking speed is broadly capable of predicting the distribution of pedestrian injuries observed in the PCDS database when the same vehicle type distribution as the accident data is employed. The sensitivity study shows significant variations in the WIN when either vehicle type or stiffness is altered.Conclusions: Injury predictions derived from the VTS give a good representation of the distribution of injuries observed in the PCDS and distinguishing ability on the aggressivity of vehicle front-end designs to pedestrians. The VTS can be considered as an effective approach for assessing pedestrian safety performance of vehicle front-end designs at the generalized level. However, the absolute injury number is substantially underpredicted by the VTS, and this needs further development. [ABSTRACT FROM AUTHOR]

To promote and establish a safe environment in an organization, it is critical to get an accurate measurement and understanding of employees' safety climate perceptions. The goals of the current study were (1) to assess the measurement equivalence ( ME) of the safety climate scale for mobile lone workers developed by Huang et al. (2013, Transp. Res. Part F Traffic Psychol. Behav., 17, 5) across different trucking companies with different managerial and safety practices and (2) to adopt confirmatory factor analysis ( CFA)-based and item response theory ( IRT)-based ME testing techniques that allow for more reliable measurement of important psychological safety constructs and accurate use of the measure. ME refers to the extent to which scales or items have the same measurement implications, such as factor structure of the scale, amount of explained variance with the scale constructs, and item functioning parameters from IRT framework, and are interchangeable across measurement situations. Based on the shared mental model theory, social learning theory, and social exchange theory, ME of safety climate was examined across the eight trucking companies recruited in the Huang et al.'s study. A CFA-based linear approach and an IRT-based nonlinear approach were used. Results supported that the safety climate scale items and measurement constructs have consistent meaning across different trucking companies, and the safety climate scores based on the scales can be used for the comparison of safety climate levels across multiple trucking companies as well as safety climate interventions. Practitioner points Generalizability of psychological measurement tools, such as safety climate scales, can be examined with ME analysis based on CFA and IRT frameworks., Measurement equivalence of the trucking industry-specific safety climate scale (Huang et al., 2013) was supported across multiple trucking companies, indicating that there may be common features of safety climate dimensions that are particularly relevant to the trucking industry., The trucking industry-specific safety climate scale can be used to gauge the level of safety climate within a given trucking company and to make cross-company comparisons. [ABSTRACT FROM AUTHOR]

Objectives: The objectives of this study are to use computer simulation to evaluate the International Organization for Standardization (ISO) 13216-3:2006(E) child restraint system (CRS) envelopes relative to rear seat compartments from vehicles and CRSs in the U.S. market, investigate the potential compatibility issues of U.S. vehicles and CRSs, and demonstrate whether necessary modifications can be made to introduce such a system into compatibility evaluations between U.S. vehicles and CRSs.Methods: Three-dimensional geometry models for 26 vehicles and 16 convertible CRS designs developed previously were used. Geometry models of 3 forward-facing and 3 rear-facing CRS envelopes provided by the ISO were built in the current study. The virtual fit process closely followed the physical procedures described in the ISO standards.Results: The results showed that the current ISO rear-facing envelopes can provide reasonable classifications for CRSs and vehicles, but the forward-facing envelopes do not represent products currently in the U.S. market. In particular, all of the selected vehicles could accommodate the largest forward-facing CRS envelope at the second-row seat location behind the driver seat. In contrast, half of the selected CRSs could not fit within any of the forward-facing ISO CRS envelopes, mainly due to protrusion at the rear-top corner of the envelope. The results also indicate that the rear seat compartment in U.S. vehicles often cannot accommodate a large portion of convertible CRSs in the rear-facing position. The increased demand for vehicle fuel economy and the recommendation to keep children rear-facing longer may lead to smaller cars and larger CRSs, which may increase the potential for fit problems.Conclusions: The virtual classifications indicated that contact between the forward-facing CRSs and the head restraints in the rear seats as well as that between the rear-facing CRSs and the back of the front seats is a main concern regarding the compatibility between the vehicles and the CRSs. Therefore, modification of the current ISO forward-facing CRS envelopes will likely to be necessary to ensure that they are useful for the U.S. market. [ABSTRACT FROM AUTHOR]

Due to increase in fabric thickness and decrease compactness in packing, film bonding is unfavorable for airbag fabrics, furthermore, the uncoated fabric fabricated with a high density but it still has hot gas leakage problems. This study focuses on enhancement of vehicle airbag nylon 66 fabric properties by using a combination of different concentration of silica nanoparticles (SiO2 NPs) and low-density adhesion polyvinyl alcohol (PVA). The results illustrated that the nylon 66 fabric, which coated with PVA and SiO2 NPs presents an excellent property such as a thin layer reached at (0.009 mm), also thermal and mechanical properties have been enhanced to include better mechanical properties according to commercial guidelines airbag of Federal Motor Vehicle Safety Standards (FMVSS). Additionally, the weight per square meter of nylon 66 fabric coated with the PVA and high concentration of SiO2 NPs is 9.9 grams. Besides, the final dry weight of the coating (PVA/SiO2) material taken by the nylon 66 fabric is just 0.4 grams per square meter. The coated fabric demonstrated a hydrophobicity property in addition to the air-permeability has decreased by increasing the amount of SiO2 NPs in the composite material. The PVA and SiO2 NPs dispersed on the surface of the fabrics without any aggregation, as well, the coated fabric is gradually changed from flexible to hard which resulted in the better final performance in the proper and regular thickness along the whole fabric. [ABSTRACT FROM AUTHOR]

To date, only one research study has evaluated how scooters respond to static and dynamic stability. However, no other studies have evaluated how scooters respond to adverse conditions and how they perform in all standard tests. A selection of 12 three-wheeled scooters was tested according to American National Standards Institute/Rehabilitation Engineering and Assistive Technology Society of North America (ANSI/RESNA) wheelchair standards. Scooter models included the Victory, Gogo, Golden Companion (GC) I, and GC II. Victory and GC II were the most stable scooters. The Gogo scooters were the least dynamically stable. Five scooters (3 Gogo, 1 GC I, 1 GC II) failed the environmental condition tests. All GC I and II scooters failed parts of the power and control system tests. All scooters passed static and impact tests; however, all Gogo scooters and one GC II scooter had structural or motor failure during durability tests. The scooter models' survival life ranged from 62,512 to 1,178,230 cycles out of the 400,000 needed to pass the test. Tiller failures (typically tiller tube snapping) occurred with an average of 1,483 N force applied to the tiller structure. Our results indicate that these commercially available devices may not meet ANSI/RESNA standards. In addition, the tiller test should be conducted with scooters to further ensure their safety and durability and should use a test dummy with weight capacity according to the mobility device capacity. [ABSTRACT FROM AUTHOR]

Abstract: This paper studies the determinants of fuel use in the trucking industry in Denmark, using aggregate time series data for the period 1980–2007. The model captures the main linkages between the demand for freight transport, the characteristics of the vehicle fleet, and the demand for fuel. Results include the following. First, we precisely define and estimate a rebound effect of improvements in fuel efficiency in the trucking industry: behavioural adjustments in the industry imply that an exogenous improvement in fuel efficiency reduces fuel use less than proportionately. Our best estimate of this effect is approximately in the short run and in the long run, so that a 1% improvement in fuel efficiency reduces fuel use by 0.90% (short-run) to 0.83% (long-run). Second, we find that higher fuel prices raise the average capacity of trucks, and they induce firms to invest in newer, typically more fuel efficient, trucks. Third, these adjustments and the rebound effect jointly imply that the effect of higher fuel prices on fuel use in the trucking industry is fairly small; estimated price elasticities are and in the short run and in the long run, respectively. The empirical results of this paper have implications for judging the implications of fuel efficiency standards and regulations with respect to larger trucks in the EU. [Copyright &y& Elsevier]

Abstract: There is growing concern that certain content within motor vehicle advertising may have a negative influence on driving attitudes and behaviours of viewers, particularly young people, and hence a negative impact on road safety. In response, many developed countries have adopted a self-regulatory approach to motor vehicle advertising. However, it appears that many motor vehicle advertisements in Australia and elsewhere are not compliant with self-regulatory codes. Using standard commercial advertising methods, we exposed three motor vehicle ads that had been the subject of complaints to the Australian Advertising Standards Board (ASB) to, N =463, 14–55 year olds to assess the extent to which their perceptions of the content of the ads communicated themes that were contrary to the Australian self-regulatory code. All three ads were found to communicate messages contrary to the code (such as the vehicle''s speed and acceleration capabilities). However, the ASB had upheld complaints about only one of the ads. Where motor vehicle advertising regulatory frameworks exist to guide motor vehicle advertisers as to what is and what is not acceptable in their advertising, greater efforts are needed to ensure compliance with these codes. One way may be to make it mandatory for advertisers to report consumer pre-testing of their advertising to ensure that undesirable messages are not being communicated to viewers. [Copyright &y& Elsevier]

Failures or other adverse events in systems or products may depend on the age and usage history of the unit. Motivated by motor vehicle reliability and warranty data issues, we present models that may be used to assess the dependence on age or usage in heterogeneous populations of products, and show how to estimate model parameters based on different types of field data. The setting in which the events in question are warranty claims is complicated because of the sparseness and incompleteness of the data, and we examine it in some detail. We consider some North American automobile warranty data and use these data to illustrate the methodology. [ABSTRACT FROM AUTHOR]

An introduction is presented in which the editor discusses various reports within the issue on topics including a explorative study on the risk of commercial motorcycle accidents in Nigeria, the challenges on implementing road safety and the increase on use of motorcycles as transportation vehicle. [ABSTRACT FROM AUTHOR]

Abstract: The effectiveness of federal automobile safety standards was examined using detailed data on 236,000 vehicles in fitted crashes in the United States during 1975-1978. Controlling statistically for type of regulation, types of vehicles, and ages of vehicles, the federal motor vehicle safely standards were associated with substantial reductions in car occupant deaths per 100 million vehicle miles travelled, and some reductions in fatal collisions of the federally regulated vehicles with pedestrians, motorcyclists, and bicyclists. Some 37,000 fewer deaths occurred in 1975-1978 than would have been expected without the federal standards. (Am J Public Health 1981, 71:818-822.) [ABSTRACT FROM AUTHOR]

Aggregate vehicle emissions have fallen even though total miles driven have increased. This article uses two new cross-sectional databases to study vehicle emissions profiles. I find evidence of large differences in vehicle emissions across model years, makes, and sizes. These findings are relevant for evaluating the benefits of previous regulatory efforts and for predicting the benefits of further vehicle regulation. [ABSTRACT FROM AUTHOR]