Crash sequence based risk matrix for motorcycle crashes.

PubMed

Wu, Kun-Feng; Sasidharan, Lekshmi; Thor, Craig P; Chen, Sheng-Yin

2018-04-05

Considerable research has been conducted related to motorcycle and other powered-two-wheeler (PTW) crashes; however, it always has been controversial among practitioners concerning with types of crashes should be first targeted and how to prioritize resources for the implementation of mitigating actions. Therefore, there is a need to identify types of motorcycle crashes that constitute the greatest safety risk to riders - most frequent and most severe crashes. This pilot study seeks exhibit the efficacy of a new approach for prioritizing PTW crash causation sequences as they relate to injury severity to better inform the application of mitigating countermeasures. To accomplish this, the present study constructed a crash sequence-based risk matrix to identify most frequent and most severe motorcycle crashes in an attempt to better connect causes and countermeasures of PTW crashes. Although the frequency of each crash sequence can be computed from crash data, a crash severity model is needed to compare the levels of crash severity among different crash sequences, while controlling for other factors that also have effects on crash severity such drivers' age, use of helmet, etc. The construction of risk matrix based on crash sequences involve two tasks: formulation of crash sequence and the estimation of a mixed-effects (ME) model to adjust the levels of severities for each crash sequence to account for other crash contributing factors that would have an effect on the maximum level of crash severity in a crash. Three data elements from the National Automotive Sampling System - General Estimating System (NASS-GES) data were utilized to form a crash sequence: critical event, crash types, and sequence of events. A mixed-effects model was constructed to model the severity levels for each crash sequence while accounting for the effects of those crash contributing factors on crash severity. A total of 8039 crashes involving 8208 motorcycles occurred during 2011 and 2013 were

Missing Aircraft Crash Sites and Spatial Relationships to the Last Radar Fix.

PubMed

Koester, Robert J; Greatbatch, Ian

2016-02-01

Few studies have examined the spatial characteristics of missing aircraft in actual distress. No previous studies have looked at the distance from the last radar plot to the crash site. The purpose of this study was to characterize this distance and then identify environmental and flight characteristics that might be used to predict the spatial relationship and, therefore, aid search and rescue planners. Detailed records were obtained from the U.S. Air Force Rescue Coordination Center for missing aircraft in distress from 2002 to 2008. The data was combined with information from the National Transportation Safety Board (NTSB) Accident Database. The spatial relationship between the last radar plot and crash site was then determined using GIS analysis. A total of 260 missing aircraft incidents involving 509 people were examined, of which 216 (83%) contained radar information. Among the missing aircraft the mortality rate was 89%; most occurred in mountainous terrain (57%); Part 91 flight accounted for 95% of the incidents; and 50% of the aircraft were found within 0.8 nmi from the last radar plot. Flight characteristics, descent rate, icing conditions, and instrument flight rule vs. visual flight rule flight could be used to predict spatial characteristics. In most circumstances, the last radar position is an excellent predictor of the crash site. However, 5% of aircraft are found further than 45.4 nmi. The flight and environmental conditions were identified and placed into an algorithm to aid search planners in determining how factors should be prioritized.

Factors associated with pilot fatalities in work-related aircraft crashes--Alaska, 1990-1999.

PubMed

2002-04-26

Despite its large geographic area, Alaska has only 12,200 miles of public roads, and 90% of the state's communities are not connected to a highway system. Commuter and air-taxi flights are essential for transportation of passengers and delivery of goods, services, and mail to outlying communities (Figure 1). Because of the substantial progress in decreasing fatalities in the fishing and logging industries, aviation crashes are the leading cause of occupational death in Alaska. During 1990-1999, aircraft crashes in Alaska caused 107 deaths among workers classified as civilian pilots. This is equivalent to 410 fatalities per 100,000 pilots each year, approximately five times the death rate for all U.S. pilots and approximately 100 times the death rate for all U.S. workers. As part of a collaborative aviation safety initiative that CDC's National Institute for Occupational Safety and Health (NIOSH) is implementing with the Federal Aviation Administration (FAA), the National Transportation Safety Board (NTSB), and the National Weather Service, CDC analyzed data from NTSB crash reports to determine factors associated with pilot fatalities in work-related aviation crashes in Alaska. This report summarizes the result of this analysis, which found that the following factors were associated with pilot fatalities: crashes involving a post-crash fire, flights in darkness or weather conditions requiring instrument use, crashes occurring away from an airport, and crashes in which the pilot was not using a shoulder restraint. Additional pilot training, improved fuel systems that are less likely to ignite in crashes, and company policies that discourage flying in poor weather conditions might help decrease pilot fatalities. More detailed analyses of crash data, collaborations with aircraft operators to improve safety, and evaluation of new technologies are needed.

Crash response data system for the controlled impact demonstration (CID) of a full scale transport aircraft

NASA Astrophysics Data System (ADS)

Calloway, Raymond S.; Knight, Vernie H., Jr.

NASA Langley's Crash Response Data System (CRDS) which is designed to acquire aircraft structural and anthropomorphic dummy responses during the full-scale transport CID test is described. Included in the discussion are the system design approach, details on key instrumentation subsystems and operations, overall instrumentation crash performance, and data recovery results. Two autonomous high-environment digital flight instrumentation systems, DAS 1 and DAS 2, were employed to obtain research data from various strain gage, accelerometer, and tensiometric sensors installed in the B-720 test aircraft. The CRDS successfully acquired 343 out of 352 measurements of dynamic crash data.

A METHOD FOR DETERMINING THE RADIALLY-AVERAGED EFFECTIVE IMPACT AREA FOR AN AIRCRAFT CRASH INTO A STRUCTURE

DOE Office of Scientific and Technical Information (OSTI.GOV)

Walker, William C.

This report presents a methodology for deriving the equations which can be used for calculating the radially-averaged effective impact area for a theoretical aircraft crash into a structure. Conventionally, a maximum effective impact area has been used in calculating the probability of an aircraft crash into a structure. Whereas the maximum effective impact area is specific to a single direction of flight, the radially-averaged effective impact area takes into consideration the real life random nature of the direction of flight with respect to a structure. Since the radially-averaged effective impact area is less than the maximum effective impact area, themore » resulting calculated probability of an aircraft crash into a structure is reduced.« less

Simulating the Impact Response of Three Full-Scale Crash Tests of Cessna 172 Aircraft

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Fasanella, Edwin L.; Littell, Justin D.; Annett, Martin S.; Stimson, Chad M.

2017-01-01

During the summer of 2015, a series of three full-scale crash tests were performed at the Landing and Impact Research Facility located at NASA Langley Research Center of Cessna 172 aircraft. The first test (Test 1) represented a flare-to-stall emergency or hard landing onto a rigid surface. The second test (Test 2) represented a controlled-flight- into-terrain (CFIT) with a nose down pitch attitude of the aircraft, which impacted onto soft soil. The third test (Test 3) also represented a CFIT with a nose up pitch attitude of the aircraft, which resulted in a tail strike condition. Test 3 was also conducted onto soft soil. These crash tests were performed for the purpose of evaluating the performance of Emergency Locator Transmitters and to generate impact test data for model calibration. Finite element models were generated and impact analyses were conducted to simulate the three impact conditions using the commercial nonlinear, transient dynamic finite element code, LS-DYNA®. The objective of this paper is to summarize test-analysis results for the three full-scale crash tests.

Numerical analysis of nuclear power plant structure subjected to aircraft crash

NASA Astrophysics Data System (ADS)

Saberi, Reza; Alinejad, Majid; Mahdavi, Mir Omid; Sepanloo, Kamran

2017-12-01

An aircraft crashing into a nuclear containment may induce a series of disasters related to containment capacity, including local penetration and perforation of the containment, intensive vibrations, and fire ignited after jet fuel leakage. In this study, structural safety of a reinforced concrete containment vessel (RCCV) has been studied against the direct hit of Airbus A320, Boeing 707-320 and Phantom F4 aircrafts. ABAQUS/explicit finite element code has been used to carry out the three-dimensional numerical simulations. The impact locations identified on the nuclear containment structure are mid height of containment, center of the cylindrical portion, junction of dome and cylinder, and over the cylindrical portion close to the foundation level. The loading of the aircraft has been assigned through the corresponding reaction-time response curve. The concrete damaged plasticity model was predicted to simulate the behavior of concrete while the behavior of steel reinforcement was incorporated using elastoplastic material model. Dynamic loading conditions were considered using dynamic increase factor. The mid height of containment and center of cylindrical portion have been found to experience most severe deformation against each aircraft crash. It has also been found that compression damage in concrete is not critical at none of the impact locations.

Advances in crash dynamics for aircraft safety

NASA Astrophysics Data System (ADS)

Guida, M.; Marulo, F.; Abrate, S.

2018-04-01

This paper studies the ability of the fuselage's lower lobe to absorb the energy during a crash landing, where the introduction of the composite materials can improve the crash survivability thanks to the crushing capability of structural parts to limit the effects of deceleration on the occupants. Providing a protective shell around the occupants and minimizing the risks of injuries during and immediately after the crash in the post-crash regime is a safety requirement. This study consists of: (1) numerical and experimental investigations on small components to verify design concepts using high performance composite materials; (2) analyses of full scale crashes of fuselage lower lobes. This paper outlines an approach for demonstrating the crashworthiness characteristics of the airframe performing a drop test at low velocity impact to validate a numerical model obtained by assembling structural components and materials' properties previously obtained by testing coupons and sub-elements.

Behavior Of Aircraft Components Under Crash-Type Loads

NASA Technical Reports Server (NTRS)

Carden, Huey D.; Boitnott, Richard L.; Fasanella, Edwin L.

1993-01-01

Report presents overview of research involving use of concepts of aircraft elements and substructures not necessarily designed or optimized with respect to energy-absorption or crash-loading considerations. Experimental and analytical data presented in report indicate some general trends in failure behaviors of class of composite-material structures including individual fuselage frames, skeleton subfloors with stringers and floor beams but without skin covering, and subfloors with skin added to frame/stringer arrangement.

Impact Analyses and Tests of Metal Cask Considering Aircraft Engine Crash - 12308

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lee, Sanghoon; Choi, Woo-Seok; Kim, Ki-Young

2012-07-01

The structural integrity of a dual purpose metal cask currently under development by the Korea Radioactive Waste Management Cooperation (KRMC) is evaluated through analyses and tests under a high-speed missile impact considering the targeted aircraft crash conditions. The impact conditions were carefully chosen through a survey on accident cases and recommendations from the literature. The missile impact velocity was set at 150 m/s, and two impact orientations were considered. A simplified missile simulating a commercial aircraft engine is designed from an impact load history curve provided in the literature. In the analyses, the focus is on the evaluation of themore » containment boundary integrity of the metal cask. The analyses results are compared with the results of tests using a 1/3 scale model. The results show very good agreements, and the procedure and methodology adopted in the structural analyses are validated. While the integrity of the cask is maintained in one evaluation where the missile impacts the top side of the free standing cask, the containment boundary is breached in another case in which the missile impacts the center of the cask lid in a perpendicular orientation. A safety assessment using a numerical simulation of an aircraft engine crash into spent nuclear fuel storage systems is performed. A commercially available explicit finite element code is utilized for the dynamic simulation, and the strain rate effect is included in the modeling of the materials used in the target system and missile. The simulation results show very good agreement with the test results. It is noted that this is the first test considering an aircraft crash in Korea. (authors)« less

Effect of electronic stability control on automobile crash risk.

PubMed

Farmer, Charles

2004-12-01

Per vehicle crash involvement rates were compared for otherwise identical vehicle models with and without electronic stability control (ESC) systems. ESC was found to affect single-vehicle crashes to a greater extent than multiple-vehicle crashes, and crashes with fatal injuries to a greater extent than less severe crashes. Based on all police-reported crashes in 7 states over 2 years, ESC reduced single-vehicle crash involvement risk by approximately 41 percent (95 percent confidence limits 3348) and single-vehicle injury crash involvement risk by 41 percent (2752). This translates to an estimated 7 percent reduction in overall crash involvement risk (310) and a 9 percent reduction in overall injury crash involvement risk (314). Based on all fatal crashes in the United States over 3 years, ESC was found to have reduced single-vehicle fatal crash involvement risk by 56 percent (3968). This translates to an estimated 34 percent reduction in overall fatal crash involvement risk (2145).

Instrumentation and data acquisition for full-scale aircraft crash testing

NASA Technical Reports Server (NTRS)

Jones, Lisa E.; Fasanella, Edwin L.

1993-01-01

The Landing and Impact Dynamics Branch of the NASA Langley Research Center has been conducting full-scale aircraft crash tests since the 1970s. Using a pendulum method, aircraft are suspended by cables from a 240-ft high gantry and swung into the impact surface at various attitudes and velocities. Instrumentation for these tests include on-board high-speed cameras, strain gages, load cells, displacement transducers, and accelerometers. Transducers in the aircraft are hard-wired through a long umbilical cable to the data acquisition room. Up to 96 channels of data can be collected at a typical rate of 4000 samples per second. Data acquisition using an FM multiplexed analog system and a high-speed personal computer based digital system is described.

Accident-precipitating factors for crashes in turbine-powered general aviation aircraft.

PubMed

Boyd, Douglas D; Stolzer, Alan

2016-01-01

General aviation (14CFR Part 91) accounts for 83% of civil aviation fatalities. While much research has focused on accident causes/pilot demographics in this aviation sector, studies to identify factors leading up to the crash (accident-precipitating factors) are few. Such information could inform on pre-emptive remedial action. With this in mind and considering the paucity of research on turbine-powered aircraft accidents the study objectives were to identify accident-precipitating factors and determine if the accident rate has changed over time for such aircraft operating under 14CFR Part 91. The NTSB Access database was queried for accidents in airplanes (<12,501lb) powered by 1-2 turbine engines and occurring between 1989 and 2013. We developed and utilized an accident-precipitating factor taxonomy. Statistical analyses employed logistic regression, contingency tables and a generalized linear model with Poisson distribution. The "Checklist/Flight Manual Not Followed" was the most frequent accident-precipitating factor category and carried an excess risk (OR 2.34) for an accident with a fatal and/or serious occupant injury. This elevated risk reflected an over-representation of accidents with fatal and/or serious injury outcomes (p<0.001) in the "non-adherence to V Speeds" sub-category. For accidents grouped in the "Inadequate Pre-Flight Planning/Inspection/Procedure" the "inadequate weather planning" sub-category accounted (p=0.036) for the elevated risk (OR 2.22) of an accident involving fatal and/or serious injuries. The "Violation FARs/AIM Deviation" category was also associated with a greater risk for fatal and/or serious injury (OR 2.59) with "Descent below the MDA/failure to execute the missed approach" representing the largest sub-category. Accidents in multi-engine aircraft are more frequent than their single engine counterparts and the decline (50%) in the turbine aircraft accident rate over the study period was likely due, in part, to a 6-fold

Drugs and Alcohol: Their Relative Crash Risk

PubMed Central

Romano, Eduardo; Torres-Saavedra, Pedro; Voas, Robert B.; Lacey, John H.

2014-01-01

Objective: The purpose of this study was to determine (a) whether among sober (blood alcohol concentration [BAC] = .00%) drivers, being drug positive increases the drivers' risk of being killed in a fatal crash; (b) whether among drinking (BAC > .00%) drivers, being drug positive increases the drivers' risk of being killed in a fatal crash; and (c) whether alcohol and other drugs interact in increasing crash risk. Method: We compared BACs for the 2006, 2007, and 2008 crash cases drawn from the U.S. Fatality Analysis Reporting System (FARS) with control drug and blood alcohol data from participants in the 2007 U.S. National Roadside Survey. Only FARS drivers from states with drug information on 80% or more of the drivers who also participated in the 2007 National Roadside Survey were selected. Results: For both sober and drinking drivers, being positive for a drug was found to increase the risk of being fatally injured. When the drug-positive variable was separated into marijuana and other drugs, only the latter was found to contribute significantly to crash risk. In all cases, the contribution of drugs other than alcohol to crash risk was significantly lower than that produced by alcohol. Conclusions: Although overall, drugs contribute to crash risk regardless of the presence of alcohol, such a contribution is much lower than that by alcohol. The lower contribution of drugs other than alcohol to crash risk relative to that of alcohol suggests caution in focusing too much on drugged driving, potentially diverting scarce resources from curbing drunk driving. PMID:24411797

Cirrus Airframe Parachute System and Odds of a Fatal Accident in Cirrus Aircraft Crashes.

PubMed

Alaziz, Mustafa; Stolfi, Adrienne; Olson, Dean M

2017-06-01

General aviation (GA) accidents have continued to demonstrate high fatality rates. Recently, ballistic parachute recovery systems (BPRS) have been introduced as a safety feature in some GA aircraft. This study evaluates the effectiveness and associated factors of the Cirrus Airframe Parachute System (CAPS) at reducing the odds of a fatal accident in Cirrus aircraft crashes. Publicly available Cirrus aircraft crash reports were obtained from the National Transportation Safety Board (NTSB) database for the period of January 1, 2001-December 31, 2016. Accident metrics were evaluated through univariate and multivariate analyses regarding odds of a fatal accident and use of the parachute system. Included in the study were 268 accidents. For CAPS nondeployed accidents, 82 of 211 (38.9%) were fatal as compared to 8 of 57 (14.0%) for CAPS deployed accidents. After controlling for all other factors, the adjusted odds ratio for a fatal accident when CAPS was not deployed was 13.1. The substantial increased odds of a fatal accident when CAPS was not deployed demonstrated the effectiveness of CAPS at providing protection of occupants during an accident. Injuries were shifted from fatal to serious or minor with the use of CAPS and postcrash fires were significantly reduced. These results suggest that BPRS could play a significant role in the next major advance in improving GA accident survival.Alaziz M, Stolfi A, Olson DM. Cirrus Airframe Parachute System and odds of a fatal accident in Cirrus aircraft crashes. Aerosp Med Hum Perform. 2017; 88(6):556-564.

Carbon/graphite fiber risk analysis and assessment study: An assessment of the risk to Douglas commercial transport aircraft

NASA Technical Reports Server (NTRS)

Schjelderup, H. C.; Cook, C. Q.; Snyder, E.; Henning, B.; Hosford, J.; Gilles, D. L.; Swanstrom, C. W.

1980-01-01

The potential hazard to electrical and electronic devices should there be a release of free carbon fibers due to an aircraft crash and fire was assessed. Exposure and equipment sensitivity data were compiled for a risk analysis. Results are presented in the following areas: DC-9/DC-10 electrical/electronic component characterization; DC-9 and DC-10 fiber transfer functions; potential for transport aircraft equipment exposure to carbon fibers; and equipment vulnerability assessment. Results reflect only a negligible increase in risk for the DC-9 and DC-10 fleets either now or projected to 1993.

Geographic Region, Weather, Pilot Age and Air Carrier Crashes: a Case-Control Study

PubMed Central

Li, Guohua; Pressley, Joyce C.; Qiang, Yandong; Grabowski, Jurek G.; Baker, Susan P.; Rebok, George W.

2009-01-01

Background Information about risk factors of aviation crashes is crucial for developing effective intervention programs. Previous studies assessing factors associated with crash risk were conducted primarily in general aviation, air taxis and commuter air carriers. Methods A matched case-control design was used to examine the associations of geographic region, basic weather condition, and pilot age with the risk of air carrier (14 CFR Part 121) crash involvement. Cases (n=373) were air carrier crashes involving aircraft made by Boeing, McDonnell Douglas, and Airbus, recorded in the National Transportation Safety Board’s aviation crash database during 1983 through 2002, and controls (n=746) were air carrier incidents involving aircraft of the same three makes selected at random from the Federal Aviation Administration’s aviation incident database. Each case was matched with two controls on the calendar year when the index crash occurred. Conditional logistic regression was used for statistical analysis. Results With adjustment for basic weather condition, pilot age, and total flight time, the risk of air carrier crashes in Alaska was more than three times the risk for other regions [adjusted odds ratio (OR) 3.18, 95% confidence interval (CI) 1.35 – 7.49]. Instrument meteorological conditions were associated with an increased risk for air carrier crashes involving pilot error (adjusted OR 2.26, 95% CI 1.15 – 4.44) and a decreased risk for air carrier crashes without pilot error (adjusted OR 0.57, 95% CI 0.40 – 0.87). Neither pilot age nor total flight time was significantly associated with the risk of air carrier crashes. Conclusions The excess risk of air carrier crashes in Alaska and the effect of adverse weather on pilot-error crashes underscore the importance of environmental hazards in flight safety. PMID:19378910

Geographic region, weather, pilot age, and air carrier crashes: a case-control study.

PubMed

Li, Guohua; Pressley, Joyce C; Qiang, Yandong; Grabowski, Jurek G; Baker, Susan P; Rebok, George W

2009-04-01

Information about risk factors of aviation crashes is crucial for developing effective intervention programs. Previous studies assessing factors associated with crash risk were conducted primarily in general aviation, air taxis, and commuter air carriers. A matched case-control design was used to examine the associations of geographic region, basic weather condition, and pilot age with the risk of air carrier (14 CFR Part 121) crash involvement. Cases (N = 373) were air carrier crashes involving aircraft made by Boeing, McDonnell Douglas, and Airbus recorded in the National Transportation Safety Board's aviation crash database during 1983 through 2002, and controls (N = 746) were air carrier incidents involving aircraft of the same three makes selected at random from the Federal Aviation Administration's aviation incident database. Each case was matched with two controls on the calendar year when the index crash occurred. Conditional logistic regression was used for statistical analysis. With adjustment for basic weather condition, pilot age, and total flight time, the risk of air carrier crashes in Alaska was more than three times the risk for other regions ladjusted odds ratio (OR) 3.18, 95% confidence interval (CI) 1.35-7.49]. Instrument meteorological conditions were associated with an increased risk for air carrier crashes involving pilot error (adjusted OR 2.26, 95% CI 1.15-4.44) and a decreased risk for air carrier crashes without pilot error (adjusted OR 0.60, 95% CI 0.37-0.96). Neither pilot age nor total flight time were significantly associated with the risk of air carrier crashes. The excess risk of air carrier crashes in Alaska and the effect of adverse weather on pilot-error crashes underscore the importance of environmental hazards in flight safety.

Crash Test of Three Cessna 172 Aircraft at NASA Langley Research Center's Landing and Impact Research Facility

NASA Technical Reports Server (NTRS)

Littell, Justin D.

2015-01-01

During the summer of 2015, three Cessna 172 aircraft were crash tested at the Landing and Impact Research Facility (LandIR) at NASA Langley Research Center (LaRC). The three tests simulated three different crash scenarios. The first simulated a flare-to-stall emergency or hard landing onto a rigid surface such as a road or runway, the second simulated a controlled flight into terrain with a nose down pitch on the aircraft, and the third simulated a controlled flight into terrain with an attempt to unsuccessfully recover the aircraft immediately prior to impact, resulting in a tail strike condition. An on-board data acquisition system captured 64 channels of airframe acceleration, along with acceleration and load in two onboard Hybrid II 50th percentile Anthropomorphic Test Devices, representing the pilot and co-pilot. Each test contained different airframe loading conditions and results show large differences in airframe performance. This paper presents test methods used to conduct the crash tests and will summarize the airframe results from the test series.

Estimate of air carrier and air taxi crash frequencies from high altitude en route flight operations

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sanzo, D.; Kimura, C.Y.; Prassinos, P.G.

1996-06-03

In estimating the frequency of an aircraft crashing into a facility, it has been found convenient to break the problem down into two broad categories. One category estimates the aircraft crash frequency due to air traffic from nearby airports, the so-called near-airport environment. The other category estimates the aircraft crash frequency onto facilities due to air traffic from airways, jet routes, and other traffic flying outside the near-airport environment The total aircraft crash frequency is the summation of the crash frequencies from each airport near the facility under evaluation and from all airways, jet routes, and other traffic near themore » facility of interest. This paper will examine the problems associated with the determining the aircraft crash frequencies onto facilities outside the near-airport environment. This paper will further concentrate on the estimating the risk of aircraft crashes to ground facilities due to high altitude air carrier and air taxi traffic. High altitude air carrier and air taxi traffic will be defined as all air carrier and air taxi flights above 18,000 feet Mean Sea Level (MSL).« less

Relationship of Near-Crash/Crash Risk to Time Spent on a Cell Phone While Driving.

PubMed

Farmer, Charles M; Klauer, Sheila G; McClafferty, Julie A; Guo, Feng

2015-01-01

The objective of this study was to examine in a naturalistic driving setting the dose-response relationship between cell phone usage while driving and risk of a crash or near crash. How is the increasing use of cell phones by drivers associated with overall near-crash/crash risk (i.e., during driving times both on and off the phone)? Day-to-day driving behavior of 105 volunteer subjects was monitored over a period of 1 year. A random sample was selected comprised of 4 trips from each month that each driver was in the study, and in-vehicle video was used to classify driver behavior. The proportion of driving time spent using a cell phone was estimated for each 3-month period and correlated with overall crash and near-crash rates for each period. Thus, it was possible to test whether changes in an individual driver's cell phone use over time were associated with changes in overall near-crash/crash risk. Drivers in the study spent 11.7% of their driving time interacting with a cell phone, primarily talking on the phone (6.5%) or simply holding the phone in their hand or lap (3.7%). The risk of a near-crash/crash event was approximately 17% higher when the driver was interacting with a cell phone, due primarily to actions of reaching for/answering/dialing, which nearly triples risk (relative risk = 2.84). However, the amount of driving time spent interacting with a cell phone did not affect a driver's overall near-crash/crash risk. Vehicle speeds within 6 s of the beginning of each call on average were 5-6 mph lower than speeds at other times. Results of this naturalistic driving study are consistent with the observation that increasing cell phone use in the general driving population has not led to increased crash rates. Although cell phone use can be distracting and crashes have occurred during this distraction, overall crash rates appear unaffected by changes in the rate of cell phone use, even for individual drivers. Drivers compensate somewhat for the distraction

Crash risk factors for interstate large trucks in North Carolina.

PubMed

Teoh, Eric R; Carter, Daniel L; Smith, Sarah; McCartt, Anne T

2017-09-01

Provide an updated examination of risk factors for large truck involvements in crashes resulting in injury or death. A matched case-control study was conducted in North Carolina of large trucks operated by interstate carriers. Cases were defined as trucks involved in crashes resulting in fatal or non-fatal injury, and one control truck was matched on the basis of location, weekday, time of day, and truck type. The matched-pair odds ratio provided an estimate of the effect of various driver, vehicle, or carrier factors. Out-of-service (OOS) brake violations tripled the risk of crashing; any OOS vehicle defect increased crash risk by 362%. Higher historical crash rates (fatal, injury, or all crashes) of the carrier were associated with increased risk of crashing. Operating on a short-haul exemption increased crash risk by 383%. Antilock braking systems reduced crash risk by 65%. All of these results were statistically significant at the 95% confidence level. Other safety technologies also showed estimated benefits, although not statistically significant. With the exception of the finding that short-haul exemption is associated with increased crash risk, results largely bolster what is currently known about large truck crash risk and reinforce current enforcement practices. Results also suggest vehicle safety technologies can be important in lowering crash risk. This means that as safety technology continues to penetrate the fleet, whether from voluntary usage or government mandates, reductions in large truck crashes may be achieved. Practical application: Results imply that increased enforcement and use of crash avoidance technologies can improve the large truck crash problem. Copyright © 2017 National Safety Council and Elsevier Ltd. All rights reserved.

Impact Landing Dynamics Facility Crash Test

NASA Image and Video Library

1975-08-03

Photographed on: 08/03/75. -- By 1972 the Lunar Landing Research Facility was no longer in use for its original purpose. The 400-foot high structure was swiftly modified to allow engineers to study the dynamics of aircraft crashes. "The Impact Dynamics Research Facility is used to conduct crash testing of full-scale aircraft under controlled conditions. The aircraft are swung by cables from an A-frame structure that is approximately 400 ft. long and 230 foot high. The impact runway can be modified to simulate other grand crash environments, such as packed dirt, to meet a specific test requirement." "In 1972, NASA and the FAA embarked on a cooperative effort to develop technology for improved crashworthiness and passenger survivability in general aviation aircraft with little or no increase in weight and acceptable cost. Since then, NASA has "crashed" dozens of GA aircraft by using the lunar excursion module (LEM) facility originally built for the Apollo program." This photograph shows Crash Test No. 7. Crash Test: Test #7

Failure behavior of generic metallic and composite aircraft structural components under crash loads

NASA Technical Reports Server (NTRS)

Carden, Huey D.; Robinson, Martha P.

1990-01-01

Failure behavior results are presented from crash dynamics research using concepts of aircraft elements and substructure not necessarily designed or optimized for energy absorption or crash loading considerations. To achieve desired new designs incorporating improved energy absorption capabilities often requires an understanding of how more conventional designs behave under crash loadings. Experimental and analytical data are presented which indicate some general trends in the failure behavior of a class of composite structures including individual fuselage frames, skeleton subfloors with stringers and floor beams without skin covering, and subfloors with skin added to the frame-stringer arrangement. Although the behavior is complex, a strong similarity in the static/dynamic failure behavior among these structures is illustrated through photographs of the experimental results and through analytical data of generic composite structural models.

A Study of Aircraft Post-Crash Fuel Fire Mitigation

DTIC Science & Technology

1994-06-01

AD-A282. 208 A STUDY OF AIRCRAFT POST-CRASH FUEL FIRE MITIGATION INTERIM REPORT BFLRF No. 292 By D.W. Naegeli B.R. Wright Belvoir Fuels and...DAAK7D-S7-C4.004; WD 36 6. AUTHOR(S) DA7-2C0.W Naegeli D"i N. and Wrigl* Bomnd L sed Zabne, David bi (Zalle. Assoiaes) 7. PERFORMING ORGANIZATION NAME...Proceedings, December 3-5, 1991. 6. Weatherford, W.D., Jr. and Naegeli , D,W., "Study of Pool Burning Self-Extinguishment Mechanisms in Aqueous Diesel

Effect of Accounting for Crash Severity on the Relationship between Mass Reduction and Crash Frequency and Risk per Crash

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wenzel, Tom P.

2016-05-20

Previous analyses have indicated that mass reduction is associated with an increase in crash frequency (crashes per VMT), but a decrease in fatality or casualty risk once a crash has occurred, across all types of light-duty vehicles. These results are counter-intuitive: one would expect that lighter, and perhaps smaller, vehicles have better handling and shorter braking distances, and thus should be able to avoid crashes that heavier vehicles cannot. And one would expect that heavier vehicles would have lower risk once a crash has occurred than lighter vehicles. However, these trends occur under several alternative regression model specifications. This reportmore » tests whether these results continue to hold after accounting for crash severity, by excluding crashes that result in relatively minor damage to the vehicle(s) involved in the crash. Excluding non-severe crashes from the initial LBNL Phase 2 and simultaneous two-stage regression models for the most part has little effect on the unexpected relationships observed in the baseline regression models. This finding suggests that other subtle differences in vehicles and/or their drivers, or perhaps biases in the data reported in state crash databases, are causing the unexpected results from the regression models.« less

Unique failure behavior of metal/composite aircraft structural components under crash type loads

NASA Technical Reports Server (NTRS)

Carden, Huey D.

1990-01-01

Failure behavior results are presented on some of the crash dynamics research conducted with concepts of aircraft elements and substructure which have not necessarily been designed or optimized for energy absorption or crash loading considerations. To achieve desired new designs which incorporate improved energy absorption capabilities often requires an understanding of how more conventional designs behave under crash type loadings. Experimental and analytical data are presented which indicate some general trends in the failure behavior of a class of composite structures which include individual fuselage frames, skeleton subfloors with stringers and floor beams but without skin covering, and subfloors with skin added to the frame-stringer arrangement. Although the behavior is complex, a strong similarity in the static/dynamic failure behavior among these structures is illustrated through photographs of the experimental results and through analytical data of generic composite structural models. It is believed that the thread of similarity in behavior is telling the designer and dynamists a great deal about what to expect in the crash behavior of these structures and can guide designs for improving the energy absorption and crash behavior of such structures.

Cognitive Decline and Older Driver Crash Risk.

PubMed

Fraade-Blanar, Laura A; Ebel, Beth E; Larson, Eric B; Sears, Jeanne M; Thompson, Hilaire J; Chan, Kwun Chuen G; Crane, Paul K

2018-04-17

To examine automobile crash risk associated with cognition in older drivers without dementia. Retrospective secondary analysis of longitudinal cohort study. Our study used data from the Adult Changes in Thought (ACT) Study merged with Washington State crash reports and licensure records. Data were available from 2002 to 2015. Group Health enrollees from Washington State aged 65 and older with active driver's licenses (N=2,615). Cognitive function was assessed using the Cognitive Abilities Screening Instrument scored using item response theory (CASI-IRT). The study outcome was police-reported motor vehicle crash. We used a negative binomial mixed-effects model with robust standard errors clustered on the individual and considered associations between crash risk, level of cognition, and amount of decline since the previous study visit. Covariates included age, sex, education, alcohol, depression, medical comorbidities, eyesight, hearing, and physical function. Individuals were censored at dementia diagnosis, death, or failure to renew their license. Over an average of 7 years of follow-up, 350 (13%) people had at least one crash. A 1-unit lower CASI-IRT score was associated with a higher adjusted incidence rate ratio of crash of 1.26 (95% confidence interval=1.08-1.51). Beyond level of cognition, amount of cognitive decline between study visits was not associated with crash risk. This study suggests that, in older drivers, poorer performance on the CASI-IRT may be a risk factor for motor vehicle crashes, even in individuals without diagnosed dementia. Further research is needed to understand driving behavior and inform driving decisions for older adults with poor cognitive function. © 2018, Copyright the Authors Journal compilation © 2018, The American Geriatrics Society.

Crash Testing and Simulation of a Cessna 172 Aircraft: Pitch Down Impact Onto Soft Soil

NASA Technical Reports Server (NTRS)

Fasanella, Edwin L.; Jackson, Karen E.

2016-01-01

During the summer of 2015, NASA Langley Research Center conducted three full-scale crash tests of Cessna 172 (C-172) aircraft at the NASA Langley Landing and Impact Research (LandIR) Facility. The first test represented a flare-to-stall emergency or hard landing onto a rigid surface. The second test, which is the focus of this paper, represented a controlled-flight-into-terrain (CFIT) with a nose-down pitch attitude of the aircraft, which impacted onto soft soil. The third test, also conducted onto soil, represented a CFIT with a nose-up pitch attitude of the aircraft, which resulted in a tail strike condition. These three crash tests were performed for the purpose of evaluating the performance of Emergency Locator Transmitters (ELTs) and to generate impact test data for model validation. LS-DYNA finite element models were generated to simulate the three test conditions. This paper describes the model development and presents test-analysis comparisons of acceleration and velocity time-histories, as well as a comparison of the time sequence of events for Test 2 onto soft soil.

Finite Element Simulation of Three Full-Scale Crash Tests for Cessna 172 Aircraft

NASA Technical Reports Server (NTRS)

Mason, Brian H.; Warren, Jerry E., Jr.

2017-01-01

The NASA Emergency Locator Transmitter Survivability and Reliability (ELT-SAR) project was initiated in 2013 to assess the crash performance standards for the next generation of emergency locator transmitter (ELT) systems. Three Cessna 172 aircraft were acquired to perform crash testing at NASA Langley Research Center's Landing and Impact Research Facility. Full-scale crash tests were conducted in the summer of 2015 and each test article was subjected to severe, but survivable, impact conditions including a flare-to-stall during emergency landing, and two controlled-flight-into-terrain scenarios. Full-scale finite element analyses were performed using a commercial explicit solver, ABAQUS. The first test simulated impacting a concrete surface represented analytically by a rigid plane. Tests 2 and 3 simulated impacting a dirt surface represented analytically by an Eulerian grid of brick elements using a Mohr-Coulomb material model. The objective of this paper is to summarize the test and analysis results for the three full-scale crash tests. Simulation models of the airframe which correlate well with the tests are needed for future studies of alternate ELT mounting configurations.

Aircraft Crash Survival Design Guide. Volume 2. Aircraft Crash Environment and Human Tolerance

DTIC Science & Technology

1980-01-01

anthropometry , and crash test dummies, all of which serves as background for the design information presented in the other volumes. .I / V. L...Aeromedical Institute furnished assistance in locat- ing recent information on human tolerance, anthropometry , and crash test dummies. .3 TABLE OF CONTENTS...83 6.1 INTRODUCTION . . . . . . .. ..... 83 6.2 ANTHROPOMETRY . . . . . . 83 6.2.1 Conventional Anthropometric Measurements

Non-invasive examination of a skull fragment recovered from a World War Two aircraft crash site.

PubMed

Gapert, René; Rieder, Kurt

2013-09-01

The discovery of human remains dating to the time of the Second World War is a common occurrence in Europe and the Pacific regions. This case report demonstrates the analysis of a bone fragment recovered from a Luftwaffe crash site in Austria during the summer of 2007. Eye-witness statements and official reports were used to reconstruct the historical background of the case. A recovered German military identity tag helped to identify the pilot. Aircraft parts, also discovered at the crash site in 2007, aided the identification of the aircraft type and corroborated the eye-witness reports of the final moments before and during the crash. The bone was analyzed chiefly to establish its human or non-human origin and to identify from which anatomic region the fragment could have arisen. It was identified as part of a human adult skull which exhibited peri-mortem fractures and heat damage as well as post-mortem vegetation staining. The historical background information in connection with the morphological analysis led to the presumptive identification of the cranial fragment as belonging to a downed German pilot.

Best Practices for Crash Modeling and Simulation

NASA Technical Reports Server (NTRS)

Fasanella, Edwin L.; Jackson, Karen E.

2002-01-01

Aviation safety can be greatly enhanced by the expeditious use of computer simulations of crash impact. Unlike automotive impact testing, which is now routine, experimental crash tests of even small aircraft are expensive and complex due to the high cost of the aircraft and the myriad of crash impact conditions that must be considered. Ultimately, the goal is to utilize full-scale crash simulations of aircraft for design evaluation and certification. The objective of this publication is to describe "best practices" for modeling aircraft impact using explicit nonlinear dynamic finite element codes such as LS-DYNA, DYNA3D, and MSC.Dytran. Although "best practices" is somewhat relative, it is hoped that the authors' experience will help others to avoid some of the common pitfalls in modeling that are not documented in one single publication. In addition, a discussion of experimental data analysis, digital filtering, and test-analysis correlation is provided. Finally, some examples of aircraft crash simulations are described in several appendices following the main report.

Crash Simulation of a Vertical Drop Test of a Commuter-Class Aircraft

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Fasanella, Edwin L.

2004-01-01

A finite element model of an ATR42-300 commuter-class aircraft was developed and a crash simulation was executed. Analytical predictions were correlated with data obtained from a 30-ft/s (9.14-m/s) vertical drop test of the aircraft. The purpose of the test was to evaluate the structural response of the aircraft when subjected to a severe, but survivable, impact. The aircraft was configured with seats, dummies, luggage, and other ballast. The wings were filled with 8,700 lb. (3,946 kg) of water to represent the fuel. The finite element model, which consisted of 57,643 nodes and 62,979 elements, was developed from direct measurements of the airframe geometry. The seats, dummies, luggage, fuel, and other ballast were represented using concentrated masses. The model was executed in LS-DYNA, a commercial code for performing explicit transient dynamic simulations. Predictions of structural deformation and selected time-history responses were generated. The simulation was successfully validated through extensive test-analysis correlation.

IIHS side crash test ratings and occupant death risk in real-world crashes.

PubMed

Teoh, Eric R; Lund, Adrian K

2011-10-01

To evaluate how well the Insurance Institute for Highway Safety (IIHS) side crash test ratings predict real-world occupant death risk in side-impact crashes. The IIHS has been evaluating passenger vehicle side crashworthiness since 2003. In the IIHS side crash test, a vehicle is impacted perpendicularly on the driver's side by a moving deformable barrier simulating a typical sport utility vehicle (SUV) or pickup. Injury ratings are computed for the head/neck, torso, and pelvis/leg, and vehicles are rated based on their ability to protect occupants' heads and resist occupant compartment intrusion. Component ratings are combined into an overall rating of good, acceptable, marginal, or poor. A driver-only rating was recalculated by omitting rear passenger dummy data. Data were extracted from the Fatality Analysis Reporting System (FARS) and National Automotive Sampling System/General Estimates System (NASS/GES) for the years 2000-2009. Analyses were restricted to vehicles with driver side air bags with head and torso protection as standard features. The risk of driver death was computed as the number of drivers killed (FARS) divided by the number involved (NASS/GES) in left-side impacts and was modeled using logistic regression to control for the effects of driver age and gender and vehicle type and curb weight. Death rates per million registered vehicle years were computed for all outboard occupants and compared by overall rating. Based on the driver-only rating, drivers of vehicles rated good were 70 percent less likely to die when involved in left-side crashes than drivers of vehicles rated poor, after controlling for driver and vehicle factors. Compared with vehicles rated poor, driver death risk was 64 percent lower for vehicles rated acceptable and 49 percent lower for vehicles rated marginal. All 3 results were statistically significant. Among components, vehicle structure rating exhibited the strongest relationship with driver death risk. The vehicle

Novice drivers' risky driving behavior, risk perception, and crash risk: findings from the DRIVE study.

PubMed

Ivers, Rebecca; Senserrick, Teresa; Boufous, Soufiane; Stevenson, Mark; Chen, Huei-Yang; Woodward, Mark; Norton, Robyn

2009-09-01

We explored the risky driving behaviors and risk perceptions of a cohort of young novice drivers and sought to determine their associations with crash risk. Provisional drivers aged 17 to 24 (n = 20 822) completed a detailed questionnaire that included measures of risk perception and behaviors; 2 years following recruitment, survey data were linked to licensing and police-reported crash data. Poisson regression models that adjusted for multiple confounders were created to explore crash risk. High scores on questionnaire items for risky driving were associated with a 50% increased crash risk (adjusted relative risk = 1.51; 95% confidence interval = 1.25, 1.81). High scores for risk perception (poorer perceptions of safety) were also associated with increased crash risk in univariate and multivariate models; however, significance was not sustained after adjustment for risky driving. The overrepresentation of youths in crashes involving casualties is a significant public health issue. Risky driving behavior is strongly linked to crash risk among young drivers and overrides the importance of risk perceptions. Systemwide intervention, including licensing reform, is warranted.

Injury Risk Functions in Frontal Impacts Using Data from Crash Pulse Recorders

PubMed Central

Stigson, Helena; Kullgren, Anders; Rosén, Erik

2012-01-01

Knowledge of how crash severity influences injury risk in car crashes is essential in order to create a safe road transport system. Analyses of real-world crashes increase the ability to obtain such knowledge. The aim of this study was to present injury risk functions based on real-world frontal crashes where crash severity was measured with on-board crash pulse recorders. Results from 489 frontal car crashes (26 models of four car makes) with recorded acceleration-time history were analysed. Injury risk functions for restrained front seat occupants were generated for maximum AIS value of two or greater (MAIS2+) using multiple logistic regression. Analytical as well as empirical injury risk was plotted for several crash severity parameters; change of velocity, mean acceleration and peak acceleration. In addition to crash severity, the influence of occupant age and gender was investigated. A strong dependence between injury risk and crash severity was found. The risk curves reflect that small changes in crash severity may have a considerable influence on the risk of injury. Mean acceleration, followed by change of velocity, was found to be the single variable that best explained the risk of being injured (MAIS2+) in a crash. Furthermore, all three crash severity parameters were found to predict injury better than age and gender. However, age was an important factor. The very best model describing MAIS2+ injury risk included delta V supplemented by an interaction term of peak acceleration and age. PMID:23169136

U.S. Civil Air Show Crashes, 1993 to 2013: Burden, Fatal Risk Factors, and Evaluation of a Risk Index for Aviation Crashes.

PubMed

Ballard, Sarah-Blythe; Osorio, Victor B

2015-01-01

This study provides new public health data about U.S. civil air shows. Risk factors for fatalities in civil air show crashes were analyzed. The value of the FIA score in predicting fatal outcomes was evaluated. With the use of the FAA's General Aviation and Air Taxi Survey and the National Transportation Safety Board's data, the incidence of civil air show crashes from 1993 to 2013 was calculated. Fatality risk factors for crashes were analyzed by means of regression methods. The FIA index was validated to predict fatal outcomes by using the factors of fire, instrument conditions, and away-from-airport location, and was evaluated through receiver operating characteristic (ROC) curves. The civil air show crash rate was 31 crashes per 1,000 civil air events. Of the 174 civil air show crashes that occurred during the study period, 91 (52%) involved at least one fatality; on average, 1.1 people died per fatal crash. Fatalities were associated with four major risk factors: fire [adjusted odds ratio (AOR) = 7.1, 95% confidence interval (CI) = 2.4 to 20.6, P < .001], pilot error (AOR = 5.2, 95% CI = 1.8 to 14.5, P = .002), aerobatic flight (AOR = 3.6, 95% CI = 1.6 to 8.2, P = .002), and off-airport location (AOR = 3.4, 95% CI = 1.5 to 7.5, P = .003). The area under the FIA score's ROC curve was 0.71 (95% CI = 0.64 to 0.78). Civil air show crashes were marked by a high risk of fatal outcomes to pilots in aerobatic performances but rare mass casualties. The FIA score was not a valid measurement of fatal risk in civil air show crashes.

Risk factors for motor vehicle crashes in older women.

PubMed

Margolis, Karen L; Kerani, Roxanne Pieper; McGovern, Paul; Songer, Thomas; Cauley, Jane A; Ensrud, Kristine E

2002-03-01

Motor vehicle crash and fatality rates are higher per mile driven for elderly drivers, with an exponential increase above age 75. Identifying elderly drivers who are at risk for automobile crashes may help direct interventions to reduce their high rate of injuries and deaths. Subjects were 1416 women aged 65 to 84 enrolled in the Portland, Ore. site of the Study of Osteoporotic Fractures. Motor vehicle crash information for the years 1986-1995 for each participant was obtained from the Oregon State Department of Transportation. Items from questionnaires, interviews, and physical examinations were tested prospectively for associations with the occurrence of motor vehicle crashes. About one third of participants (415 of 1416) had a motor vehicle crash during a mean follow-up time of 5.7 years. After adjustment for age and weekly driving mileage, risk factors significantly associated with motor vehicle crashes were a fall in the previous year [hazard ratio (HR) 1.53, 95% confidence interval (CI) 1.26-1.86], a greater orthostatic systolic blood pressure drop (HR 1.11 per 12.5 mm Hg, 95% CI 1.01-1.22), and increased foot reaction time (HR 1.10 per 0.06 second, 95% CI 1.00-1.22). Other neuromuscular tests, functional status, medical diagnoses, vision tests, and cognitive tests did not predict motor vehicle crashes in this study population. This prospective study with extended follow-up of a large cohort of elderly women has identified crash risk factors that can be measured in the clinical setting. Further study is needed to determine if interventions aimed at these risk factors can decrease the risk of motor vehicle crashes.

Vehicle year and the risk of car crash injury.

PubMed

Blows, S; Ivers, R Q; Woodward, M; Connor, J; Ameratunga, S; Norton, R

2003-12-01

To quantify the association between vehicle age and risk of car crash injury. Data from a population based case-control study conducted in the Auckland region in 1998/99 was used to examine the adjusted risk of car crash injury or death due to vehicle age, after controlling for a range of known confounders. Cases were all cars involved in crashes in which at least one occupant was hospitalized or killed anywhere in the Auckland region, and controls were randomly selected cars on Auckland roads. The drivers of the 571 case vehicles and 588 control vehicles completed a structured interview. Hospitalisation or death of a vehicle occupant due to car crash injury. Vehicles constructed before 1984 had significantly greater chance of being involved in an injury crash than those constructed after 1994 (odds ratio 2.88, 95% confidence interval (CI) 1.20 to 6.91), after adjustment for potential confounders. There was also a trend for increasing crash risk with each one year increase in vehicle age after adjustment for potential confounders (odds ratio 1.05, 95% CI 0.99 to 1.11; p = 0.09). This study quantifies the increased risk of car crash injury associated with older vehicle year and confirms this as an important public health issue.

Vehicle year and the risk of car crash injury

PubMed Central

Blows, S; Ivers, R; Woodward, M; Connor, J; Ameratunga, S; Norton, R

2003-01-01

Objective: To quantify the association between vehicle age and risk of car crash injury. Design and setting: Data from a population based case-control study conducted in the Auckland region in 1998/99 was used to examine the adjusted risk of car crash injury or death due to vehicle age, after controlling for a range of known confounders. Cases were all cars involved in crashes in which at least one occupant was hospitalized or killed anywhere in the Auckland region, and controls were randomly selected cars on Auckland roads. The drivers of the 571 case vehicles and 588 control vehicles completed a structured interview. Main outcome measure: Hospitalisation or death of a vehicle occupant due to car crash injury. Results: Vehicles constructed before 1984 had significantly greater chance of being involved in an injury crash than those constructed after 1994 (odds ratio 2.88, 95% confidence interval (CI) 1.20 to 6.91), after adjustment for potential confounders. There was also a trend for increasing crash risk with each one year increase in vehicle age after adjustment for potential confounders (odds ratio 1.05, 95% CI 0.99 to 1.11; p = 0.09). Conclusion: This study quantifies the increased risk of car crash injury associated with older vehicle year and confirms this as an important public health issue. PMID:14693899

Development of a real-time crash risk prediction model incorporating the various crash mechanisms across different traffic states.

PubMed

Xu, Chengcheng; Wang, Wei; Liu, Pan; Zhang, Fangwei

2015-01-01

This study aimed to identify the traffic flow variables contributing to crash risks under different traffic states and to develop a real-time crash risk model incorporating the varying crash mechanisms across different traffic states. The crash, traffic, and geometric data were collected on the I-880N freeway in California in 2008 and 2009. This study considered 4 different traffic states in Wu's 4-phase traffic theory. They are free fluid traffic, bunched fluid traffic, bunched congested traffic, and standing congested traffic. Several different statistical methods were used to accomplish the research objective. The preliminary analysis showed that traffic states significantly affected crash likelihood, collision type, and injury severity. Nonlinear canonical correlation analysis (NLCCA) was conducted to identify the underlying phenomena that made certain traffic states more hazardous than others. The results suggested that different traffic states were associated with various collision types and injury severities. The matching of traffic flow characteristics and crash characteristics in NLCCA revealed how traffic states affected traffic safety. The logistic regression analyses showed that the factors contributing to crash risks were quite different across various traffic states. To incorporate the varying crash mechanisms across different traffic states, random parameters logistic regression was used to develop a real-time crash risk model. Bayesian inference based on Markov chain Monte Carlo simulations was used for model estimation. The parameters of traffic flow variables in the model were allowed to vary across different traffic states. Compared with the standard logistic regression model, the proposed model significantly improved the goodness-of-fit and predictive performance. These results can promote a better understanding of the relationship between traffic flow characteristics and crash risks, which is valuable knowledge in the pursuit of improving

Conscientious personality and young drivers’ crash risk

PubMed Central

Ehsani, Johnathon P.; Li, Kaigang; Simons-Morton, Bruce; Tree-McGrath, Cheyenne Fox; Perlus, Jessamyn; O’Brien, Fearghal; Klauer, Sheila G.

2015-01-01

Introduction Personality characteristics are associated with many risk behaviors. However, the relationship between personality traits, risky driving behavior, and crash risk is poorly understood. The purpose of this study was to examine the association between personality, risky driving behavior and crashes and near-crashes, using naturalistic driving research methods. Method Participants’ driving exposure, kinematic risky driving (KRD), high-risk secondary task engagement, and the frequency of crashes and near-crashes (CNC) were assessed over the first 18 months of licensure using naturalistic driving methods. A personality survey (NEO-Five Factor Inventory) was administered at baseline. The association between personality characteristics, KRD rate, secondary task engagement rate and CNC rate was estimated using a linear regression model. Mediation analysis was conducted to examine if participants’ KRD rate or secondary task engagement rate mediated the relationship between personality and CNC. Data were collected as part of the Naturalistic Teen Driving Study. Results Conscientiousness was marginally negatively associated with CNC (path c = −0.034, p = .09) and both potential mediators KRD (path a = −0.040, p = .09) and secondary task engagement while driving (path a = −0.053, p = .03). KRD, but not secondary task engagement, was found to mediate (path b = 0.376, p = .02) the relationship between conscientiousness and CNC (path c’ = −0.025, p = .20). Conclusions Using objective measures of driving behavior and a widely used personality construct, these findings present a causal pathway through which personality and risky driving are associated with CNC. Specifically, more conscientious teenage drivers engaged in fewer risky driving maneuvers, suffered fewer CNC. Practical Applications Part of the variability in crash-risk observed among newly licensed teenage drivers can be explained by personality. Parents and driving instructors may take teenage

Conscientious personality and young drivers' crash risk.

PubMed

Ehsani, Johnathon P; Li, Kaigang; Simons-Morton, Bruce G; Fox Tree-McGrath, Cheyenne; Perlus, Jessamyn G; O'Brien, Fearghal; Klauer, Sheila G

2015-09-01

Personality characteristics are associated with many risk behaviors. However, the relationship between personality traits, risky driving behavior, and crash risk is poorly understood. The purpose of this study was to examine the association between personality, risky driving behavior, and crashes and near-crashes, using naturalistic driving research methods. Participants' driving exposure, kinematic risky driving (KRD), high-risk secondary task engagement, and the frequency of crashes and near-crashes (CNC) were assessed over the first 18months of licensure using naturalistic driving methods. A personality survey (NEO-Five Factor Inventory) was administered at baseline. The association between personality characteristics, KRD rate, secondary task engagement rate, and CNC rate was estimated using a linear regression model. Mediation analysis was conducted to examine if participants' KRD rate or secondary task engagement rate mediated the relationship between personality and CNC. Data were collected as part of the Naturalistic Teen Driving Study. Conscientiousness was marginally negatively associated with CNC (path c=-0.034, p=.09) and both potential mediators KRD (path a=-0.040, p=.09) and secondary task engagement while driving (path a=-0.053, p=.03). KRD, but not secondary task engagement, was found to mediate (path b=0.376, p=.02) the relationship between conscientiousness and CNC (path c'=-0.025, p=.20). Using objective measures of driving behavior and a widely used personality construct, these findings present a causal pathway through which personality and risky driving are associated with CNC. Specifically, more conscientious teenage drivers engaged in fewer risky driving maneuvers, and suffered fewer CNC. Part of the variability in crash risk observed among newly licensed teenage drivers can be explained by personality. Parents and driving instructors may take teenage drivers' personality into account when providing guidance, and establishing norms and

An overview of the crash dynamics failure behavior of metal and composite aircraft structures

NASA Technical Reports Server (NTRS)

Carden, Huey D.; Boitnott, Richard L.; Fasanella, Edwin L.; Jones, Lisa E.

1991-01-01

An overview of failure behavior results is presented from some of the crash dynamics research conducted with concepts of aircraft elements and substructure not necessarily designed or optimized for energy absorption or crash loading considerations. Experimental and analytical data are presented that indicate some general trends in the failure behavior of a class of composite structures that includes fuselage panels, individual fuselage sections, fuselage frames, skeleton subfloors with stringers and floor beams without skin covering, and subfloors with skin added to the frame stringer structure. Although the behavior is complex, a strong similarity in the static/dynamic failure behavior among these structures is illustrated through photographs of the experimental results and through analytical data of generic composite structural models.

Annoyance by aircraft noise and fear of overflying aircraft in relation to attitudes toward the environment and community

NASA Technical Reports Server (NTRS)

Loeb, M.; Moran, S. V.

1977-01-01

It has been suggested that expressions of annoyance attributable to aircraft noise may reflect in part fear of aircraft overflights and possible crashes. If this is true, then residents of areas where crashes have occurred should express more annoyance. To test this hypothesis, 50 residents of an Albany, New York area where an aircraft crash producing fatalities recently occurred and 50 residents of a comparable nearby area without such a history, were asked to respond to a 'Quality of Life Questionnaire.' Among the items were some designed to test annoyance by noise and fear of aircraft overflights. It was predicted that those in the crash area would express more fear and would more often identify aircraft as a noise source. These hypotheses were sustained. A near-replication was carried out in Louisville, Kentucky; results were much the same. Analyses indicated that for the crash-area groups, there was associating of aircraft fear and noise annoyance responses; this was true to an apparently lesser extent for non-crash groups. The greater annoyance of crash groups by aircraft community noise apparently does not carry over to situations in which aircraft noise is assessed in the laboratory.

Prescription of antiepileptics and the risk of road traffic crash.

PubMed

Orriols, Ludivine; Foubert-Samier, Alexandra; Gadegbeku, Blandine; Delorme, Bernard; Tricotel, Aurore; Philip, Pierre; Moore, Nicholas; Lagarde, Emmanuel

2013-03-01

Studies assessing the impact of epilepsy and its medication on the risk of road traffic crashes have shown inconsistent results. The aim in this study was to assess this risk using French databases. Data from three French national databases were extracted and matched: the national health care insurance database, police reports, and the national police database of injurious crashes. Only antiepileptics prescribed predominantly in epilepsy were studied (phenobarbital, phenytoin, ethosuximide, valproic acid, vigabatrin, tiagabin, levitiracetam, zonisamide, and lacosamide). A case-control analysis comparing responsible and non-responsible drivers and a case-crossover analysis were performed. Drivers (72 685) involved in an injurious crash in France between July 2005 and May 2008, were included. Drivers exposed to prescribed antiepileptic medicines (n = 251) had an increased risk of being responsible for a crash (OR 1.74 [1.29-2.34]). The association was also significant for the most severe epileptic patients (n = 99; OR = 2.20 [1.31-3.69]). Case-crossover analysis found no association between crash risk and treatment prescription. Patients with prescription of antiepileptic drugs should be cautioned about their potential risk of road traffic crash. This risk is however more likely to be related to seizures than to the effect of antiepileptic medicines. © The Author(s) 2013.

Crash risk analysis during fog conditions using real-time traffic data.

PubMed

Wu, Yina; Abdel-Aty, Mohamed; Lee, Jaeyoung

2018-05-01

This research investigates the changes of traffic characteristics and crash risks during fog conditions. Using real-time traffic flow and weather data at two regions in Florida, the traffic patterns at the fog duration were compared to the traffic patterns at the clear duration. It was found that the average 5-min speed and the average 5-min volume were prone to decreasing during fog. Based on previous studies, a "Crash Risk Increase Indicator (CRII)" was proposed to explore the differences of crash risk between fog and clear conditions. A binary logistic regression model was applied to link the increase of crash risks with traffic flow characteristics. The results suggested that the proposed indicator worked well in evaluating the increase of crash risk under fog condition. It was indicated that the crash risk was prone to increase at ramp vicinities in fog conditions. Also, the average 5-min volume during fog and the lane position are important factors for crash risk increase. The differences between the regions were also explored in this study. The results indicated that the locations with heavier traffic or locations at the lanes that were closest to the median in Region 2 were more likely to observe an increase in crash risks in fog conditions. It is expected that the proposed indicator can help identify the dangerous traffic status under fog conditions and then proper ITS technologies can be implemented to enhance traffic safety when the visibility declines. Copyright © 2017 Elsevier Ltd. All rights reserved.

Do Older Drivers At-Risk for Crashes Modify Their Driving Over Time?

PubMed Central

Clay, Olivio J.; Edwards, Jerri D.; Ball, Karlene K.; Wadley, Virginia G.; Vance, David E.; Cissell, Gayla M.; Roenker, Daniel L.; Joyce, John J.

2009-01-01

Five-year driving habit trajectories among older adults (n = 645) at-risk for crashes were examined. Performance measures included Useful Field of View (UFOV). Motor-Free Visual Perception Test, Rapid Walk, and Foot Tap. Self-report measures included demographics and the Driving Habits Questionnaire. Longitudinal random-effects models revealed that drivers at-risk for subsequent crashes, based upon UFOV, regulated their driving more than the lower-risk participants. Restricted driving was present at baseline for the at-risk group and was observed in longitudinal trajectories that controlled for baseline differences. Results indicate that persons at-risk for subsequent crashes increasingly limit their driving over time. Despite this self-regulation, a larger sample of such older drivers was twice as likely to incur subsequent at-fault crashes. Results suggest that self-regulation among older drivers at-risk for crashes is an insufficient compensatory approach to eliminating increased crash risk. UFOV is a registered trademark of Visual Awareness, Inc. PMID:19196692

Distracted Driving and Risk of Crash or Near-crash Involvement among Older Drivers using Naturalistic Driving Data with a Case-crossover Study Design.

PubMed

Huisingh, Carrie; Owsley, Cynthia; Levitan, Emily B; Irvin, Marguerite R; MacLennan, Paul; McGwin, Gerald

2018-05-17

The purpose of this study was to examine the association between secondary task involvement and risk of crash and near-crash involvement among older drivers using naturalistic driving data. Data from drivers aged ≥70 years in the Strategic Highway Research Program (SHRP2) Naturalistic Driving Study database was utilized. The personal vehicle of study participants was equipped with four video cameras enabling recording of the driver and the road environment. Secondary task involvement during a crash or near-crash event was compared to periods of non-crash involvement in a case-crossover study design. Conditional logistic regression was used to generate odds ratios (OR) and 95% confidence intervals (CI). Overall, engaging in any secondary task was not associated with crash (OR=0.94, 95% CI 0.68-1.29) or near-crash (OR=1.08, 95% CI 0.79-1.50) risk. The risk of a major crash event with cell phone use was 3.79 times higher than the risk with no cell phone use (95% CI 1.00-14.37). Other glances into the interior of the vehicle were associated with an increased risk of near-crash involvement (OR=2.55, 95% CI 1.24-5.26). Other distractions external to the vehicle were associated with a decreased risk of crash involvement (OR=0.53, 95% CI 0.30-0.94). Interacting with a passenger and talking/singing were not associated with crash or near-crash risk. Older drivers should avoid any cell phone use and minimize non-driving related eye glances towards the interior of the vehicle while driving. Certain types of events external to the vehicle are associated with a reduced crash risk among older drivers.

The Rockne crash. American commercial air crash investigation in the early years.

PubMed

Eckert, W G

1982-03-01

In midmorning on March 31, 1931, at Bazaar, Kansas (between Kansas City and Wichita), an F-10A air transport of the Transcontinental and Western Airline crashed in bad weather, resulting in the loss of the two crew members and six passengers. This crash brought the sensational news to the American public of the death of Knute Rockne, the lengendary football coach of Notre Dame University. It also focused the public's attention on the hazards of airline travel in America 50 years ago. The response of the Department of Commerce's Committee on aviation Safety, developing since 1926, helped assure the public that a proper investigation into questions of safety of airline transports was made. The response to the crash of the F-10A transport that killed Rockne was to ground all the planes and carefully examine the wings for defects. This resulted in the eventual removal of all wooden wings from air transports and effectively demonstrated the need for advanced aircraft design. This led to the introduction of several new concepts in aircraft design, including the Boeing Transport and the DC series of the Douglas Aircraft company, which has been a mainstay for commercial and military transportation since the early 1930s. A general review of the development of aviation is given as well as the details of the development of aircraft accident investigation by the federal government. This includes the investigation of the Rockne crash.

Analysis of work zone rear-end crash risk for different vehicle-following patterns.

PubMed

Weng, Jinxian; Meng, Qiang; Yan, Xuedong

2014-11-01

This study evaluates rear-end crash risk associated with work zone operations for four different vehicle-following patterns: car-car, car-truck, truck-car and truck-truck. The deceleration rate to avoid the crash (DRAC) is adopted to measure work zone rear-end crash risk. Results show that the car-truck following pattern has the largest rear-end crash risk, followed by truck-truck, truck-car and car-car patterns. This implies that it is more likely for a car which is following a truck to be involved in a rear-end crash accident. The statistical test results further confirm that rear-end crash risk is statistically different between any two of the four patterns. We therefore develop a rear-end crash risk model for each vehicle-following pattern in order to examine the relationship between rear-end crash risk and its influencing factors, including lane position, the heavy vehicle percentage, lane traffic flow and work intensity which can be characterized by the number of lane reductions, the number of workers and the amount of equipment at the work zone site. The model results show that, for each pattern, there will be a greater rear-end crash risk in the following situations: (i) heavy work intensity; (ii) the lane adjacent to work zone; (iii) a higher proportion of heavy vehicles and (iv) greater traffic flow. However, the effects of these factors on rear-end crash risk are found to vary according to the vehicle-following patterns. Compared with the car-car pattern, lane position has less effect on rear-end crash risk in the car-truck pattern. The effect of work intensity on rear-end crash risk is also reduced in the truck-car pattern. Copyright © 2014 Elsevier Ltd. All rights reserved.

Casualty Crash Types for which Teens are at Excess Risk

PubMed Central

Bingham, C. R.; Shope, J. T.

2007-01-01

This study identified casualty crash types for which teen drivers experience excess risk relative to adults. Michigan State Police crash records were used to examine casualty crashes in two statewide populations of drivers who experienced at least one crash from 1989–1996 (pre-graduated driver licensing in Michigan): teens (ages 16–19) and adults (ages 45–65). Rates and rate ratios (RR) based on crash occurrence per 100,000 person miles driven (PMD) compared teens and adults from the two statewide populations. Excess risk was defined as a RR for a specific type of crash that was significantly greater than the RR for all crashes combined. The RRs for all crashes combined for teenage males was 2.41 and 1.75 for teenage females. RRs for teenage males ranged from a low of 2.16 for casualty crashes attributed to alcohol to 8.98 for casualty road departure crashes at night. Among teenage females, RRs ranged from 2.06 for casualty crashes on the weekend to 7.86 for casualty crashes at night with passengers. Casualty crash rates for teenage males ranged from 0.21 per 100,000 PMD for rollover crashes to 1.95 per 100,000 PMD for crashes with passengers. Among teen females, casualty crash rates ranged from 0.21 per 100,000 PMD for drink/driving with passengers to 3.31 per 100,000 PMD for crashes with passengers. Implications for graduated driver licensing, teen driver supervision, and policy are discussed. This study was funded by the National Institute on Alcohol Abuse and Alcoholism and the Centers for Disease Control and Prevention’s National Center for Injury Prevention and Control. PMID:18184510

Risk of injurious road traffic crash after prescription of antidepressants.

PubMed

Orriols, Ludivine; Queinec, Raphaëlle; Philip, Pierre; Gadegbeku, Blandine; Delorme, Bernard; Moore, Nicholas; Suissa, Samy; Lagarde, Emmanuel

2012-08-01

To estimate the risk of road traffic crash associated with prescription of antidepressants. Data were extracted and matched from 3 French national databases: the national health care insurance database, police reports, and the national police database of injurious crashes. A case-control analysis comparing 34,896 responsible versus 37,789 nonresponsible drivers was conducted. Case-crossover analysis was performed to investigate the acute effect of medicine exposure. 72,685 drivers, identified by their national health care number, involved in an injurious crash in France from July 2005 to May 2008 were included. 2,936 drivers (4.0%) were exposed to at least 1 antidepressant on the day of the crash. The results showed a significant association between the risk of being responsible for a crash and prescription of antidepressants (odds ratio [OR] = 1.34; 95% CI, 1.22-1.47). The case-crossover analysis showed no association with treatment prescription, but the risk of road traffic crash increased after an initiation of antidepressant treatment (OR = 1.49; 95% CI, 1.24-1.79) and after a change in antidepressant treatment (OR = 1.32; 95% CI, 1.09-1.60). Patients and prescribers should be warned about the risk of crash during periods of treatment with antidepressant medication and about particularly high vulnerability periods such as those when a treatment is initiated or modified. © Copyright 2012 Physicians Postgraduate Press, Inc.

Factors related to pilot survival in helicopter commuter and air taxi crashes.

PubMed

Krebs, M B; Li, G; Baker, S P

1995-02-01

We examined factors related to pilot survival in 167 consecutive helicopter commuter and air taxi crashes that occurred during 1983-88. Case fatality rates and adjusted odds ratios from multivariate logistic regression models were determined using data from the National Transportation Safety Board (NTSB). During this 6-year period, 29 pilots-in-command died in 167 helicopter commuter and air taxi crashes, a case fatality rate of 17.4%. Factors significantly associated with increased risk of pilot fatality were aircraft fire [odds ratio (OR) 20.0, 95% confidence interval (CI) 4.6-86.8], not using shoulder harnesses (OR 9.2, 95% CI 2.2-37.3), and aircraft with two engines (OR 4.8, 95% CI 1.3-17.4). In addition, we present data regarding success and failure of emergency flotation devices. The results suggest that the likelihood of pilot survival in helicopter crashes could be greatly improved by preventing crash associated fires and promoting the usage of shoulder restraints.

The risk of groundling fatalities from unintentional airplane crashes.

PubMed

Thompson, K M; Rabouw, R F; Cooke, R M

2001-12-01

The crashes of four hijacked commercial planes on September 11, 2001, and the repeated televised images of the consequent collapse of the World Trade Center and one side of the Pentagon will inevitably change people's perceptions of the mortality risks to people on the ground from crashing airplanes. Goldstein and colleagues were the first to quantify the risk for Americans of being killed on the ground from a crashing airplane for unintentional events, providing average point estimates of 6 in a hundred million for annual risk and 4.2 in a million for lifetime risk. They noted that the lifetime risk result exceeded the commonly used risk management threshold of 1 in a million, and suggested that the risk to "groundlings" could be a useful risk communication tool because (a) it is a man-made risk (b) arising from economic activities (c) from which the victims derive no benefit and (d) exposure to which the victims cannot control. Their results have been used in risk communication. This analysis provides updated estimates of groundling fatality risks from unintentional crashes using more recent data and a geographical information system approach to modeling the population around airports. The results suggest that the average annual risk is now 1.2 in a hundred million and the lifetime risk is now 9 in ten million (below the risk management threshold). Analysis of the variability and uncertainty of this estimate, however, suggests that the exposure to groundling fatality risk varies by about a factor of approximately 100 in the spatial dimension of distance to an airport, with the risk declining rapidly outside the first 2 miles around an airport. We believe that the risk to groundlings from crashing airplanes is more useful in the context of risk communication when information about variability and uncertainty in the risk estimates is characterized, but we suspect that recent events will alter its utility in risk communication.

Injury Risk for Rear-Seated Occupants in Small Overlap Crashes

PubMed Central

Arbogast, Kristy B.; Locey, Caitlin M.; Hammond, Rachel; Belwadi, Aditya

2013-01-01

Small overlap crashes, where the primary crash engagement is outboard from the longitudinal energy absorbing structures of the vehicle, have received recent interest as a crash dynamic that results in high likelihood of injury. Previous analyses of good performing vehicles showed that 24% of crashes with AIS 3+ injuries to front seat occupants were small overlap crashes. However, similar evaluations have not been conducted for those rear seated. Vehicle dynamics suggest that rear seat occupants may be at greater risk due to lack of lateral seating support and a steering wheel to hold, making them more sensitive to lateral movement seen in these crashes. Thus, the objective was to calculate injury risk for rear-seated occupants in small overlap collisions. AIS 2+ and AIS 3+ injury risk was calculated from NASS-CDS data from 2000–2011. Inclusion criteria were vehicles of model year 2000 or later, with CDC codes of “FL” or “FR”, and an occupant in the second or third row. AIS2+ injury risk was 5.1%, and AIS3+ injury risk was 2.4%. Of note, half of the occupants were <15 years of age indicating rear seat protection should emphasize the young. Occupants seated near side were nearly three times as likely to sustain an AIS2+ injury than occupants seated far side. Particular attention should be paid to the prominence of head injuries in this crash dynamic and consideration given to their mitigation. Additional research should determine whether countermeasures being implemented for front seat occupants can be beneficial to rear seat occupants. PMID:24406964

Distracted driving and risk of road crashes among novice and experienced drivers.

PubMed

Klauer, Sheila G; Guo, Feng; Simons-Morton, Bruce G; Ouimet, Marie Claude; Lee, Suzanne E; Dingus, Thomas A

2014-01-02

Distracted driving attributable to the performance of secondary tasks is a major cause of motor vehicle crashes both among teenagers who are novice drivers and among adults who are experienced drivers. We conducted two studies on the relationship between the performance of secondary tasks, including cell-phone use, and the risk of crashes and near-crashes. To facilitate objective assessment, accelerometers, cameras, global positioning systems, and other sensors were installed in the vehicles of 42 newly licensed drivers (16.3 to 17.0 years of age) and 109 adults with more driving experience. During the study periods, 167 crashes and near-crashes among novice drivers and 518 crashes and near-crashes among experienced drivers were identified. The risk of a crash or near-crash among novice drivers increased significantly if they were dialing a cell phone (odds ratio, 8.32; 95% confidence interval [CI], 2.83 to 24.42), reaching for a cell phone (odds ratio, 7.05; 95% CI, 2.64 to 18.83), sending or receiving text messages (odds ratio, 3.87; 95% CI, 1.62 to 9.25), reaching for an object other than a cell phone (odds ratio, 8.00; 95% CI, 3.67 to 17.50), looking at a roadside object (odds ratio, 3.90; 95% CI, 1.72 to 8.81), or eating (odds ratio, 2.99; 95% CI, 1.30 to 6.91). Among experienced drivers, dialing a cell phone was associated with a significantly increased risk of a crash or near-crash (odds ratio, 2.49; 95% CI, 1.38 to 4.54); the risk associated with texting or accessing the Internet was not assessed in this population. The prevalence of high-risk attention to secondary tasks increased over time among novice drivers but not among experienced drivers. The risk of a crash or near-crash among novice drivers increased with the performance of many secondary tasks, including texting and dialing cell phones. (Funded by the Eunice Kennedy Shriver National Institute of Child Health and Human Development and the National Highway Traffic Safety Administration.).

Cell phone use while driving and attributable crash risk.

PubMed

Farmer, Charles M; Braitman, Keli A; Lund, Adrian K

2010-10-01

Prior research has estimated that crash risk is 4 times higher when talking on a cell phone versus not talking. The objectives of this study were to estimate the extent to which drivers talk on cell phones while driving and to compute the implied annual number of crashes that could have been avoided if driver cell phone use were restricted. A national survey of approximately 1200 U.S. drivers was conducted. Respondents were asked to approximate the amount of time spent driving during a given day, number of cell phone calls made or received, and amount of driving time spent talking on a cell phone. Population attributable risk (PAR) was computed for each combination of driver gender, driver age, day of week, and time of day. These were multiplied by the corresponding crash counts to estimate the number of crashes that could have been avoided. On average, drivers were talking on cell phones approximately 7 percent of the time while driving. Rates were higher on weekdays (8%), in the afternoon and evening (8%), and for drivers younger than 30 (16%). Based on these use rates, restricting cell phones while driving could have prevented an estimated 22 percent (i.e., 1.3 million) of the crashes in 2008. Although increased rates of cell phone use while driving should be leading to increased crash rates, crash rates have been declining. Reasons for this paradox are unclear. One possibility is that the increase in cell phone use and crash risk due to cell phone use have been overestimated. Another possibility is that cell phone use has supplanted other driving distractions that were similarly hazardous.

Risk-Exposure Density and Mileage Bias in Crash Risk for Older Drivers

PubMed Central

Rolison, Jonathan J; Moutari, Salissou

2018-01-01

Abstract Crash rates per mile indicate a high risk of vehicle crash in older drivers. A reliance on mileage alone may underestimate the risk exposure of older drivers because they tend to avoid highways and travel more on nonfreeways (e.g., urban roads), which present greater hazards. We introduce risk-exposure density as an index of exposure that incorporates mileage, frequency of travel, and travel duration. Population-wide driver fatalities in the United States during 2002–2012 were assessed according to driver age range (in years: 16–20, 21–29, 30–39, 40–49, 50–59, 60–69, ≥70) and sex. Mileage, frequency, and duration of travel per person were used to assess risk exposure. Mileage-based fatal crash risk increased greatly among male (relative risk (RR) = 1.73; 95% CI: 1.62, 1.83) and female (RR = 2.08; 95% CI: 1.97, 2.19) drivers from ages 60–69 years to ages ≥70 years. Adjusting for their density of risk exposure, fatal crash risk increased only slightly from ages 60–69 years to ages ≥70 years among male (RR = 1.09; 95% CI: 1.03, 1.15) and female (RR = 1.22; 95% CI: 1.16, 1.29) drivers. While ubiquitous in epidemiologic research, mileage-based assessments can produce misleading accounts of driver risk. Risk-exposure density incorporates multiple components of travel and reduces bias caused by any single indicator of risk exposure. PMID:28605422

Behavior of composite/metal aircraft structural elements and components under crash type loads: What are they telling us

NASA Technical Reports Server (NTRS)

Carden, Huey D.; Boitnott, Richard L.; Fasanella, Edwin L.

1990-01-01

Failure behavior results are presented from crash dynamics research using concepts of aircraft elements and substructure not necessarily designed or optimized for energy absorption or crash loading considerations. To achieve desired new designs which incorporate improved energy absorption capabilities often requires an understanding of how more conventional designs behave under crash loadings. Experimental and analytical data are presented which indicate some general trends in the failure behavior of a class of composite structures which include individual fuselage frames, skeleton subfloors with stringers and floor beams but without skin covering, and subfloors with skin added to the frame-stringer arrangement. Although the behavior is complex, a strong similarity in the static and dynamic failure behavior among these structures is illustrated through photographs of the experimental results and through analytical data of generic composite structural models. It is believed that the similarity in behavior is giving the designer and dynamists much information about what to expect in the crash behavior of these structures and can guide designs for improving the energy absorption and crash behavior of such structures.

Behavior of composite/metal aircraft structural elements and components under crash type loads - What are they telling us?

NASA Technical Reports Server (NTRS)

Carden, Huey D.; Boitnott, Richard L.; Fasanella, Edwin L.

1990-01-01

Failure behavior results are presented from crash dynamics research using concepts of aircraft elements and substructure not necessarily designed or optimized for energy absorption or crash loading considerations. To achieve desired new designs which incorporate improved energy absorption capabilities often requires an understanding of how more conventional designs behave under crash loadings. Experimental and analytical data are presented which indicate some general trends in the failure behavior of a class of composite structures which include individual fuselage frames, skeleton subfloors with stringers and floor beams but without skin covering, and subfloors with skin added to the frame-stringer arrangement. Although the behavior is complex, a strong similarity in the static and dynamic failure behavior among these structures is illustrated through photographs of the experimental results and through analytical data of generic composite structural models. It is believed that the similarity in behavior is giving the designer and dynamists much information about what to expect in the crash behavior of these structures and can guide designs for improving the energy absorption and crash behavior of such structures.

Adolescent Balloon Analog Risk Task and Behaviors that Influence Risk of Motor Vehicle Crash Injury

PubMed Central

Vaca, Federico E.; Walthall, Jessica M.; Ryan, Sheryl; Moriarty-Daley, Alison; Riera, Antonio; Crowley, Michael J.; Mayes, Linda C.

2013-01-01

Risk-taking propensity is a pivotal facet of motor vehicle crash involvement and subsequent traumatic injury in adolescents. Clinical encounters are important opportunities to identify teens with high risk-taking propensity who may later experience serious injury. Our objective was to compare self-reports of health risk behavior with performance on the Balloon Analog Risk Task (BART), a validated metric of risk-taking propensity, in adolescents during a clinical encounter. 100 adolescent patients from a hospital emergency department and adolescent health clinic completed a computer-based survey of self-reported risk behaviors including substance use behaviors and behaviors that influence crash involvement. They then completed the BART, a validated laboratory-based risk task in which participants earn points by pumping up a computer-generated balloon with greater pumps leading to increased chance of balloon explosion. 20 trials were undertaken. Mean number of pumps on the BART showed a correlation of .243 (p=.015) with self-reported driver/passenger behaviors and attitudes towards driving that influence risk of crash injury. Regression analyses showed that self-reports of substance use and mean number of pumps on the BART uniquely predict self-reports of behaviors influencing the risk of crash injury. The BART is a promising correlate of real-world risk-taking behavior related to traffic safety. It remains a valid predictor of behaviors influencing risk of crash injury when using just 10 trials, suggesting its utility as a quick and effective screening measure for use in busy clinical environments. This tool may be an important link to prevention interventions for those most at-risk for future motor vehicle crash involvement and injury. PMID:24406948

Transferability and robustness of real-time freeway crash risk assessment.

PubMed

Shew, Cameron; Pande, Anurag; Nuworsoo, Cornelius

2013-09-01

This study examines the data from single loop detectors on northbound (NB) US-101 in San Jose, California to estimate real-time crash risk assessment models. The classification tree and neural network based crash risk assessment models developed with data from NB US-101 are applied to data from the same freeway, as well as to the data from nearby segments of the SB US-101, NB I-880, and SB I-880 corridors. The performance of crash risk assessment models on these nearby segments is the focus of this research. The model applications show that it is in fact possible to use the same model for multiple freeways, as the underlying relationships between traffic data and crash risk remain similar. The framework provided here may be helpful to authorities for freeway segments with newly installed traffic surveillance apparatuses, since the real-time crash risk assessment models from nearby freeways with existing infrastructure would be able to provide a reasonable estimate of crash risk. The robustness of the model output is also assessed by location, time of day, and day of week. The analysis shows that on some locations the models may require further learning due to higher than expected false positive (e.g., the I-680/I-280 interchange on US-101 NB) or false negative rates. The approach for post-processing the results from the model provides ideas to refine the model prior to or during the implementation. Copyright © 2013 National Safety Council and Elsevier Ltd. All rights reserved.

Does crash risk increase when emergency vehicles are driving with lights and sirens?

PubMed

Missikpode, Celestin; Peek-Asa, Corinne; Young, Tracy; Hamann, Cara

2018-04-01

Emergency vehicles, such as police, ambulances, and fire vehicles, need to arrive at the scene of emergencies as quickly as possible, and thus they often travel in emergency mode - using their lights and sirens and often bypassing traffic signals. We examined whether travelling in emergency mode increased crash risk among police, ambulance and fire vehicles. We conducted a quasi-induced exposure analysis using data from the Iowa Crash Database for the period of 2005 through 2013. The data are maintained by the Iowa Department of Transportation (IADOT), Office of Driver Services (ODS) and includes all investigating police officer's reports of motor vehicle crashes. The quasi-induced exposure method is an approach to calculate crash risk in the absence of exposure data using vehicles without a contributing cause (did not contribute to the crash) as a proxy for the baseline driving population. From 2005 - 2013, police vehicles were involved in 2406 crashes and ambulances and fire vehicles were involved in 528 crashes. Police vehicles were 1.8 times more likely to crash while driving in emergency mode than usual mode; this was a statistically significant increase. Ambulance and fire vehicles were not more likely to crash in emergency mode compared with usual mode. For police, other factors that contributed to crash risk included gender, age, icy/snowy roads, unpaved roads, and intersections. For ambulances and fire vehicles, other factors that contributed to crash risk included gender, age, weekends, icy/snowy roads and urban locations. Crash risk increased when police vehicles drove with lights and sirens but did not increase for ambulance and fire vehicles. Further research is necessary to develop and evaluate strategies to mitigate crash risk among police vehicles. Cultural approaches which prioritize transportation safety in conjunction with reaching the scene as quickly as possible may be warranted. Copyright © 2018 Elsevier Ltd. All rights reserved.

Selection of comparison crash types for quasi-induced exposure risk estimation.

PubMed

Keall, Michael; Newstead, Stuart

2009-03-01

The objective of this study was to find a comparison crash type that best represented exposure on the road and to identify situations where the induced exposure risk estimates were likely to be biased. Counts of crash involvements were compared with distance driven estimates derived from a register of licensed motor vehicles to identify the most appropriate comparison crash type for induced exposure estimation, which is the crash type whose counts are best correlated with vehicle distance driven. The best sets of comparison crashes for disaggregations by driver age and gender and vehicle type were found to be multi-vehicle crashes in which the vehicle was damaged in the rear or multi-vehicle crashes in which the driver was adjudged to be not at fault. Likely bias of induced exposure risk estimates was identified, even for these best sets of comparison crashes, according to vehicle size (with large vehicles underrepresented) and owner age and gender (with young owners and female owners overrepresented). This research identified some important features of crash occurrence useful for making choices of comparison crash types when controlling for exposure. None of the crash types considered as comparison crashes performed perfectly. Even the crash types that seemed to best reflect exposure on the road still appeared to over- or underestimate distance driven according to owner age group, gender, and vehicle size.

Distracted Driving and Risk of Road Crashes among Novice and Experienced Drivers

PubMed Central

Klauer, Sheila G.; Guo, Feng; Simons-Morton, Bruce G.; Ouimet, Marie Claude; Lee, Suzanne E.; Dingus, Thomas A.

2014-01-01

BACKGROUND Distracted driving attributable to the performance of secondary tasks is a major cause of motor vehicle crashes both among teenagers who are novice drivers and among adults who are experienced drivers. METHODS We conducted two studies on the relationship between the performance of secondary tasks, including cell-phone use, and the risk of crashes and near-crashes. To facilitate objective assessment, accelerometers, cameras, global positioning systems, and other sensors were installed in the vehicles of 42 newly licensed drivers (16.3 to 17.0 years of age) and 109 adults with more driving experience. RESULTS During the study periods, 167 crashes and near-crashes among novice drivers and 518 crashes and near-crashes among experienced drivers were identified. The risk of a crash or near-crash among novice drivers increased significantly if they were dialing a cell phone (odds ratio, 8.32; 95% confidence interval [CI], 2.83 to 24.42), reaching for a cell phone (odds ratio, 7.05; 95% CI, 2.64 to 18.83), sending or receiving text messages (odds ratio, 3.87; 95% CI, 1.62 to 9.25), reaching for an object other than a cell phone (odds ratio, 8.00; 95% CI, 3.67 to 17.50), looking at a roadside object (odds ratio, 3.90; 95% CI, 1.72 to 8.81), or eating (odds ratio, 2.99; 95% CI, 1.30 to 6.91). Among experienced drivers, dialing a cell phone was associated with a significantly increased risk of a crash or near-crash (odds ratio, 2.49; 95% CI, 1.38 to 4.54); the risk associated with texting or accessing the Internet was not assessed in this population. The prevalence of high-risk attention to secondary tasks increased over time among novice drivers but not among experienced drivers. CONCLUSIONS The risk of a crash or near-crash among novice drivers increased with the performance of many secondary tasks, including texting and dialing cell phones. (Funded by the Eunice Kennedy Shriver National Institute of Child Health and Human Development and the National Highway

Aircraft mishap investigation with radiology-assisted autopsy: helicopter crash with control injury.

PubMed

Folio, R Les; Harcke, H Theodore; Luzi, Scott A

2009-04-01

Radiology-assisted autopsy traditionally has been plain film-based, but now is being augmented by computed tomography (CT). The authors present a two-fatality rotary wing crash scenario illustrating application of advanced radiographic techniques that can guide and supplement the forensic pathologist's physical autopsy. The radiographic findings also have the potential for use by the aircraft mishap investigation board. Prior to forensic autopsy, the two crash fatalities were imaged with conventional two-dimensional radiographs (digital technique) and with multidetector CT The CT data were used for multiplanar two-dimensional and three-dimensional (3D) image reconstruction. The forensic pathologist was provided with information about skeletal fractures, metal fragment location, and other pathologic findings of potential use in the physical autopsy. The radiologic autopsy served as a supplement to the physical autopsy and did not replace the traditional autopsy in these cases. Both individuals sustained severe blunt force trauma with multiple fractures of the skull, face, chest, pelvis, and extremities. Individual fractures differed; however, one individual showed hand and lower extremity injuries similar to those associated with control of the aircraft at the time of impact. The concept of "control injury" has been challenged by Campman et al., who found that control surface injuries have a low sensitivity and specificity for establishing who the pilot was in an accident. The application of new post mortem imaging techniques may help to resolve control injury questions. In addition, the combination of injuries in our cases may contribute to further understanding of control surface injury patterns in helicopter mishaps.

Cell phone use and traffic crash risk: a culpability analysis.

PubMed

Asbridge, Mark; Brubacher, Jeff R; Chan, Herbert

2013-02-01

The use of a cell phone or communication device while driving is illegal in many jurisdictions, yet evidence evaluating the crash risk associated with cell phone use in naturalistic settings is limited. This article aims to determine whether cell phone use while driving increases motor vehicle crash culpability. Method Drivers involved in crashes where police reported cell phone use (n = 312) and propensity matched drivers (age, sex, suspect alcohol/drug impairment, crash type, date, time of day, geographical location) without cell phone use (n = 936) were drawn from Insurance Corporation of British Columbia Traffic Accident System data. A standardized scoring tool, modified to account for Canadian driving conditions, was used to determine crash culpability from police reports on all drivers from the crashes. The association between crash culpability and cell phone use was determined, with additional subgroup analyses based on crash severity, driver characteristics and type of licence. A comparison of crashes with vs without cell phones revealed an odds ratio of 1.70 (95% confidence interval 1.22-2.36; P = 0.002). This association was consistent after adjustment for matching variables and other covariates. Subgroup analyses demonstrated an association for male drivers, unimpaired drivers, injured and non-injured drivers, and for drivers aged between 26 and 65 years. Crash culpability was found to be significantly associated with cell phone use by drivers, increasing the odds of a culpable crash by 70% compared with drivers who did not use a cell phone. This increased risk was particularly high for middle-aged drivers.

Correlates of pilot fatality in general aviation crashes.

PubMed

Li, G; Baker, S P

1999-04-01

General aviation accounts for the majority of aviation crashes and casualties in the United States, and general aviation safety has not improved in the past decade. This study identifies factors associated with pilot fatality in general aviation crashes. We analyzed the National Transportation Safety Board's Factual Reports for all airplane and helicopter crashes of general aviation flights that occurred in North Carolina and Maryland during 1985 through 1994. Surviving pilots were compared with fatally injured pilots in relation to crash circumstances, and pilot and aircraft characteristics, at bivariate level and multivariate level. A total of 667 crashes resulted in 276 deaths and 368 injuries during the 10-yr period in the two states. Of the pilots-in-command involved in these crashes, 146 (22%) died. The case fatality rate for pilots was significantly higher in crashes that occurred between 6 p.m. and 5 a.m. (34%), away from airports (36%), with aircraft fire (69%), or in instrument meteorological weather conditions (IMC) (71%). Multivariate logistic regression revealed that the significant correlates of pilot fatality were aircraft fire [odds ratio (OR) 13.7, 95% confidence interval (CI) 6.9-27.2], off-airport location (OR 9.9, 95% CI 5.0-19.6), IMC (OR 9.1, 95% CI 4.3-19.6), nighttime (OR 2.2, 95% CI 1.3-3.7), and pilot age > or = 50 yr (OR 1.7, 95% CI 1.0-3.0). Pilot gender, flight experience, principal profession, and type of aircraft (airplane vs. helicopter) were not significantly associated with the likelihood of survival. The most important correlates of pilot fatality are variables likely related to increased impact forces. Better occupant protection equipment, such as air bag and crashworthy fuel system, are needed for general aviation aircraft.

Comparing motor-vehicle crash risk of EU and US vehicles.

PubMed

Flannagan, Carol A C; Bálint, András; Klinich, Kathleen D; Sander, Ulrich; Manary, Miriam A; Cuny, Sophie; McCarthy, Michael; Phan, Vuthy; Wallbank, Caroline; Green, Paul E; Sui, Bo; Forsman, Åsa; Fagerlind, Helen

2018-08-01

This study examined the hypotheses that passenger vehicles meeting European Union (EU) safety standards have similar crashworthiness to United States (US) -regulated vehicles in the US driving environment, and vice versa. The first step involved identifying appropriate databases of US and EU crashes that include in-depth crash information, such as estimation of crash severity using Delta-V and injury outcome based on medical records. The next step was to harmonize variable definitions and sampling criteria so that the EU data could be combined and compared to the US data using the same or equivalent parameters. Logistic regression models of the risk of a Maximum injury according to the Abbreviated Injury Scale of 3 or greater, or fatality (MAIS3+F) in EU-regulated and US-regulated vehicles were constructed. The injury risk predictions of the EU model and the US model were each applied to both the US and EU standard crash populations. Frontal, near-side, and far-side crashes were analyzed together (termed "front/side crashes") and a separate model was developed for rollover crashes. For the front/side model applied to the US standard population, the mean estimated risk for the US-vehicle model is 0.035 (sd = 0.012), and the mean estimated risk for the EU-vehicle model is 0.023 (sd = 0.016). When applied to the EU front/side population, the US model predicted a 0.065 risk (sd = 0.027), and the EU model predicted a 0.052 risk (sd = 0.025). For the rollover model applied to the US standard population, the US model predicted a risk of 0.071 (sd = 0.024), and the EU model predicted 0.128 risk (sd = 0.057). When applied to the EU rollover standard population, the US model predicted a 0.067 risk (sd = 0.024), and the EU model predicted 0.103 risk (sd = 0.040). The results based on these methods indicate that EU vehicles most likely have a lower risk of MAIS3+F injury in front/side impacts, while US vehicles most likely have a lower risk of

Instrument Failure, Stress, and Spatial Disorientation Leading to a Fatal Crash With a Large Aircraft.

PubMed

Tribukait, Arne; Eiken, Ola

2017-11-01

An aircraft's orientation relative to the ground cannot be perceived via the sense of balance or the somatosensory system. When devoid of external visual references, the pilot must rely on instruments. A sudden unexpected instrument indication is a challenge to the pilot, who might have to question the instrument instead of responding with the controls. In this case report we analyze, from a human-factors perspective, how a limited instrument failure led to a fatal accident. During straight-ahead level flight in darkness, at 33,000 ft, the commander of a civil cargo airplane was suddenly confronted by an erroneous pitch-up indication on his primary flight display. He responded by pushing the control column forward, making a bunt maneuver with reduced/negative Gz during approximately 15 s. The pilots did not communicate rationally or cross-check instruments. Recordings of elevator and aileron positions suggest that the commander made intense efforts to correct for several extreme and erroneous roll and pitch indications. Gz displayed an increasing trend with rapid fluctuations and peaks of approximately 3 G. After 50 s the aircraft entered a turn with decreasing radius and finally hit the ground in an inverted attitude. A precipitate maneuvring response can, even if occurring in a large aircraft at high altitude, result in a seemingly inexorable course of events, ending with a crash. In the present case both pilots were probably incapacitated by acute psychological stress and spatial disorientation. Intense variations in Gz may have impaired the copilot's reading of the functioning primary flight display.Tribukait A, Eiken O. Instrument failure, stress, and spatial disorientation leading to a fatal crash with a large aircraft. Aerosp Med Hum Perform. 2017; 88(11):1043-1048.

Sleep-deprived young drivers and the risk for crash: the DRIVE prospective cohort study.

PubMed

Martiniuk, Alexandra L C; Senserrick, Teresa; Lo, Serigne; Williamson, Ann; Du, Wei; Grunstein, Ronald R; Woodward, Mark; Glozier, Nick; Stevenson, Mark; Norton, Robyn; Ivers, Rebecca Q

2013-07-01

Short sleep duration is common in adolescents and young adults, and short sleep duration is a risk factor for motor vehicle crash. To assess the association between hours of sleep and the risk for motor vehicle crash, including the time of day of crash and types of crash (single, multiple vehicle, run off road, and intersection). Prospective cohort study. New South Wales, Australia. Questionnaire responses were obtained from 20,822 newly licensed drivers aged 17 to 24 years. Participants held a first-stage provisional license between June 2003 and December 2004 prospectively linked to licensing and police-reported crash data, with an average of 2 years of follow-up. Analyses were conducted on a subsample of 19,327 participants for which there was full information. Sleeping 6 or fewer hours per night. The main outcome variable was police-reported crash. Multivariable Poisson regression models were used to investigate the role of sleep duration on the risk for crash. On average, those who reported sleeping 6 or fewer hours per night had an increased risk for crash compared with those who reported sleeping more than 6 hours (relative risk [RR], 1.21; 95% CI, 1.04-1.41). Less weekend sleep was significantly associated with an increased risk for run-off-road crashes (RR, 1.55; 95% CI, 1.21-2.00). Crashes for individuals who had less sleep per night (on average and on weekends) were significantly more likely to occur between 8 pm and 6 am (RR, 1.86; 95% CI, 1.11-3.13, for midnight to 5:59 am and RR, 1.66; 95% CI, 1.15-2.39, for 8:00 pm to 11:59 pm). Less sleep per night significantly increased the risk for crash for young drivers. Less sleep on weekend nights increased the risk for run-off-road crashes and crashes occurring in the late-night hours. This provides rationale for governments and health care providers to address sleep-related crashes among young drivers.

Light aircraft crash safety program

NASA Technical Reports Server (NTRS)

Thomson, R. G.; Hayduk, R. J.

1974-01-01

NASA is embarked upon research and development tasks aimed at providing the general aviation industry with a reliable crashworthy airframe design technology. The goals of the NASA program are: reliable analytical techniques for predicting the nonlinear behavior of structures; significant design improvements of airframes; and simulated full-scale crash test data. The analytical tools will include both simplified procedures for estimating energy absorption characteristics and more complex computer programs for analysis of general airframe structures under crash loading conditions. The analytical techniques being developed both in-house and under contract are described, and a comparison of some analytical predictions with experimental results is shown.

Drug and alcohol crash risk : a case-control study.

DOT National Transportation Integrated Search

2016-12-01

This study used a case-control design to estimate the risk of crashes involving drivers using drugs, alcohol or both. Data was collected in Virginia Beach, Virginia, for 20 months. The study obtained biological measures on more than 3,000 crash...

Driver crash risk factors and prevalence evaluation using naturalistic driving data.

PubMed

Dingus, Thomas A; Guo, Feng; Lee, Suzie; Antin, Jonathan F; Perez, Miguel; Buchanan-King, Mindy; Hankey, Jonathan

2016-03-08

The accurate evaluation of crash causal factors can provide fundamental information for effective transportation policy, vehicle design, and driver education. Naturalistic driving (ND) data collected with multiple onboard video cameras and sensors provide a unique opportunity to evaluate risk factors during the seconds leading up to a crash. This paper uses a National Academy of Sciences-sponsored ND dataset comprising 905 injurious and property damage crash events, the magnitude of which allows the first direct analysis (to our knowledge) of causal factors using crashes only. The results show that crash causation has shifted dramatically in recent years, with driver-related factors (i.e., error, impairment, fatigue, and distraction) present in almost 90% of crashes. The results also definitively show that distraction is detrimental to driver safety, with handheld electronic devices having high use rates and risk.

Driver crash risk factors and prevalence evaluation using naturalistic driving data

PubMed Central

Dingus, Thomas A.; Guo, Feng; Lee, Suzie; Antin, Jonathan F.; Perez, Miguel; Buchanan-King, Mindy; Hankey, Jonathan

2016-01-01

The accurate evaluation of crash causal factors can provide fundamental information for effective transportation policy, vehicle design, and driver education. Naturalistic driving (ND) data collected with multiple onboard video cameras and sensors provide a unique opportunity to evaluate risk factors during the seconds leading up to a crash. This paper uses a National Academy of Sciences-sponsored ND dataset comprising 905 injurious and property damage crash events, the magnitude of which allows the first direct analysis (to our knowledge) of causal factors using crashes only. The results show that crash causation has shifted dramatically in recent years, with driver-related factors (i.e., error, impairment, fatigue, and distraction) present in almost 90% of crashes. The results also definitively show that distraction is detrimental to driver safety, with handheld electronic devices having high use rates and risk. PMID:26903657

Crash Position Indicator/Crash Survivable Flight Data Recorder Ejectable versus Nonejectable

DTIC Science & Technology

1983-07-27

for environmental protection. The radio beacon transmitter, antenna, and manual shutoff switch are molded into the airfoil foam. The battery and CSFDR...FWD BATERY LRADIO) BEACON ANTENNA TRANSMITTER SOLID-STATE FLIGHT INCIDENT RECORDER Figure 2 DEPLOYABLE FLIGHT INCIDENT RECORDER/CRASH POSITION LOCATOR...mechanical and thermal environment than do ejectable systems that depart the aircraft and clear the crash and fire. As a result of the more stringent

Human factors in aviation crashes involving older pilots.

PubMed

Li, Guohua; Baker, Susan P; Lamb, Margaret W; Grabowski, Jurek G; Rebok, George W

2002-02-01

Pilot errors are recognized as a contributing factor in as many as 80% of aviation crashes. Experimental studies using flight simulators indicate that due to decreased working memory capacity, older pilots are outperformed by their younger counterparts in communication tasks and flight summary scores. This study examines age-related differences in crash circumstances and pilot errors in a sample of pilots who flew commuter aircraft or air taxis and who were involved in airplane or helicopter crashes. A historical cohort of 3306 pilots who in 1987 flew commuter aircraft or air taxis and were 45-54 yr of age was constructed using the Federal Aviation Administration's airmen information system. Crash records of the study subjects for the years 1983-1997 were obtained from the National Transportation Safety Board (NTSB) by matching name and date of birth. NTSB's investigation reports were reviewed to identify pilot errors and other contributing factors. Comparisons of crash circumstances and human factors were made between pilots aged 40-49 yr and pilots aged 50-63 yr. A total of 165 crash records were studied, with 52% of these crashes involving pilots aged 50-63 yr. Crash circumstances, such as time and location of crash, type and phase of flight, and weather conditions, were similar between the two age groups. Pilot error was a contributing factor in 73% of the crashes involving younger pilots and in 69% of the crashes involving older pilots (p = 0.50). Age-related differences in the pattern of pilot errors were statistically insignificant. Overall, 23% of pilot errors were attributable to inattentiveness, 20% to flawed decisions, 18% to mishandled aircraft kinetics, and 18% to mishandled wind/runway conditions. Neither crash circumstances nor the prevalence and patterns of pilot errors appear to change significantly as age increases from the 40s to the 50s and early 60s.

Crash fatality risk and unibody versus body-on-frame structure in SUVs.

PubMed

Ossiander, Eric M; Koepsell, Thomas D; McKnight, Barbara

2014-09-01

In crashes between cars and SUVs, car occupants are more likely to be killed than if they crashed with another car. An increasing proportion of SUVs are built with unibody, rather than truck-like body-on-frame construction. Unibody SUVs are generally lighter, less stiff, and less likely to roll over than body-on-frame SUVs, but whether unibody structure affects risk of death in crashes is unknown. To determine whether unibody SUVs differ from body-on-frame SUVs in the danger they pose to occupants of other vehicles and in the self-protection they offer to their own occupants. Case-control study of crashes between one compact SUV and one other passenger vehicle in the US during 1995-2008, in which the SUV was model year 1996-2006. Cases were all decedents in fatal crashes, one control was selected from each non-fatal crash. Occupants of passenger vehicles that crashed with compact unibody SUVs were at 18% lower risk of death compared to those that crashed with compact body-on-frame SUVs (adjusted odds ratio 0.82 (95% confidence interval 0.73-0.94)). Occupants of compact unibody SUVs were also at lower risk of death compared to occupants of body-on-frame SUVs (0.86 (0.72-1.02)). In two-vehicle collisions involving compact SUVs, unibody structure was associated with lower risk of death both in occupants of other vehicles in the crash, and in SUVs' own occupants. Copyright © 2014 Elsevier Ltd. All rights reserved.

Cyclists and drivers in road interactions: A comparison of perceived crash risk.

PubMed

Chaurand, Nadine; Delhomme, Patricia

2013-01-01

Today's increase in the number of cyclists has triggered a change in the interactions to be handled by road users. However, few studies have investigated crash risk perceived by cyclists interacting with other users, and few have compared cyclists' and drivers' perceptions of crash risk in bike-car interactions, the most dangerous situation for cyclists. Our aims here are to study perceived crash risk (no matter the seriousness of the crash) in six common road situations during which cyclist crashes are frequent and also to study cyclists' and drivers' perceived risk in bike-car interactions, in comparison to other interaction types (cyclist vs. cyclist and driver vs. driver). We predicted that perceived risk of being involved in a crash during a particular interaction would be greater when in interaction with a car than with a bike, and that drivers would perceive more risk than cyclists would. We also predicted that perceived risk would decrease with drivers' and cyclists' experience of their transportation mode and their perceived control over the interaction situation. We ran an online survey on two samples, experienced cyclists (N=336) and non-cyclist car drivers (N=92). Participants evaluated their personal risk - as cyclists or as drivers - of being involved in a road crash if they were in an interaction with a bike or a car for each of six risky road situations. Experience was measured in terms of years of vehicle driving and driven km; perceived control was measured in terms of perceived skill and responsibility for the risky behavior. The results validated our hypotheses: perceived risk was higher for car drivers than for cyclists and for interacting with a car than with a bike. The implications of these results for interventions to improve road safety for both cyclists and car drivers are discussed. Copyright © 2012 Elsevier Ltd. All rights reserved.

The effect of crash experience on changes in risk taking among urban and rural young people.

PubMed

Lin, Mau-Roung; Huang, Wenzheng; Hwang, Hei-Fen; Wu, Hong-Dar Isaac; Yen, Lee-Lan

2004-03-01

A 20-month prospective study was conducted to investigate the effect of motorcycle crash experience on changes in risk taking among 2514 urban and 2304 rural students in Taiwan. Risk taking was assessed using a 14-item self-administered questionnaire at the beginning and end of the study. A risk-taking score for each student at the initial and the last follow-up assessments was generated from adding up points across all 14 items. For exposure variables, the study documented past motorcycle crash history at the initial assessment and collected detailed information about any motorcycle crash involvement that occurred during the study period. A general linear mixed model was applied to assess the effects of prior and recent crash involvements on the path of risk-taking behavior. The results show that at the initial assessment, students with crash experience had higher risk-taking levels than those without crash experience. However, crash experience, irregardless of whether it was measured in terms of crash history prior to the study, crash frequency, time elapsed since the last crash, or crash severity, did not significantly change the risk-taking path among students, even though its effect differed between urban and rural areas.

NASA/FAA general aviation crash dynamics program

NASA Technical Reports Server (NTRS)

Thomson, R. G.; Hayduk, R. J.; Carden, H. D.

1981-01-01

The program involves controlled full scale crash testing, nonlinear structural analyses to predict large deflection elastoplastic response, and load attenuating concepts for use in improved seat and subfloor structure. Both analytical and experimental methods are used to develop expertise in these areas. Analyses include simplified procedures for estimating energy dissipating capabilities and comprehensive computerized procedures for predicting airframe response. These analyses are developed to provide designers with methods for predicting accelerations, loads, and displacements on collapsing structure. Tests on typical full scale aircraft and on full and subscale structural components are performed to verify the analyses and to demonstrate load attenuating concepts. A special apparatus was built to test emergency locator transmitters when attached to representative aircraft structure. The apparatus is shown to provide a good simulation of the longitudinal crash pulse observed in full scale aircraft crash tests.

Dimensions of motor vehicle crash risk

DOT National Transportation Integrated Search

1999-05-01

A valid assessment of motor vehicle crash risks and the potential impact of safety interventions requires a precise understanding of the types of vehicles likely to be equipped and otherwise affected, the most relevant referent to the intervention (e...

Copycats in Pilot Aircraft-Assisted Suicides after the Germanwings Incident

PubMed Central

Vuorio, Alpo; Bor, Robert; Budowle, Bruce; Navathe, Pooshan; Pukkala, Eero; Sajantila, Antti

2018-01-01

Aircraft-assisted pilot suicide is a rare but serious phenomenon. The aim of this study was to evaluate changes in pilot aircraft-assisted suicide risks, i.e., a copycat effect, in the U.S. and Germany after the Germanwings 2015 incident in the French Alps. Aircraft-assisted pilot suicides were searched in the U.S. National Transportation Safety Board (NTSB) accident investigation database and in the German Bundestelle für Flugunfalluntersuchung (BFU) Reports of Investigation database five years before and two years after the deliberate crash of the Germanwings flight into the French Alps in 2015. The relative risk (RR) of the aircraft-assisted pilot suicides was calculated. Two years after the incident, three out of 454 (0.66%) fatal incidents were aircraft-assisted suicides compared with six out of 1292 (0.46%) in the prior five years in the NTSB database. There were no aircraft-assisted pilot suicides in the German database during the two years after or five years prior to the Germanwings crash. The relative aircraft-assisted pilot suicide risk for the U.S. was 1.4 (95% CI 0.3–4.2) which was not statistically significant. Six of the pilots who died by suicide had told someone of their suicidal intentions. We consider changes in the rate to be within a normal variation. Responsible media coverage of aircraft incidents is important due to the large amount of publicity that these events attract. PMID:29534475

Assessing crash risk considering vehicle interactions with trucks using point detector data.

PubMed

Hyun, Kyung Kate; Jeong, Kyungsoo; Tok, Andre; Ritchie, Stephen G

2018-03-12

Trucks have distinct driving characteristics in general traffic streams such as lower speeds and limitations in acceleration and deceleration. As a consequence, vehicles keep longer headways or frequently change lane when they follow a truck, which is expected to increase crash risk. This study introduces several traffic measures at the individual vehicle level to capture vehicle interactions between trucks and non-trucks and analyzed how the measures affect crash risk under different traffic conditions. The traffic measures were developed using headways obtained from Inductive Loop Detectors (ILDs). In addition, a truck detection algorithm using a Gaussian Mixture (GM) model was developed to identify trucks and to estimate truck exposure from ILD data. Using the identified vehicle types from the GM model, vehicle interaction metrics were categorized into three groups based on the combination of leading and following vehicle types. The effects of the proposed traffic measures on crash risk were modeled in two different cases of prior- and non-crash using a case-control approach utilizing a conditional logistic regression. Results showed that the vehicle interactions between the leading and following vehicle types were highly associated with crash risk, and further showed different impacts on crash risk by traffic conditions. Specifically, crashes were more likely to occur when a truck following a non-truck had shorter average headway but greater headway variance in heavy traffic while a non-truck following a truck had greater headway variance in light traffic. This study obtained meaningful conclusions that vehicle interactions involved with trucks were significantly related to the crash likelihood rather than the measures that estimate average traffic condition such as total volume or average headway of the traffic stream. Copyright © 2018 Elsevier Ltd. All rights reserved.

Laboratory evaluation of airborne particulate control treatments for simulated aircraft crash recovery operations involving carbon fiber composite materials.

PubMed

Ferreri, Matthew; Slagley, Jeremy; Felker, Daniel

2015-01-01

This study compared four treatment protocols to reduce airborne composite fiber particulates during simulated aircraft crash recovery operations. Four different treatments were applied to determine effectiveness in reducing airborne composite fiber particulates as compared to a "no treatment" protocol. Both "gold standard" gravimetric methods and real-time instruments were used to describe mass per volume concentration, particle size distribution, and surface area. The treatment protocols were applying water, wetted water, wax, or aqueous film-forming foam (AFFF) to both burnt and intact tickets of aircraft composite skin panels. The tickets were then cut using a small high-speed rotary tool to simulate crash recovery operations. Aerosol test chamber. None. Airborne particulate control treatments. Measures included concentration units of milligrams per cubic meter of air, particle size distribution as described by both count median diameter and mass median diameter and geometric standard deviation of particles in micrometers, and surface area concentration in units of square micrometers per cubic centimeter. Finally, a Monte Carlo simulation was run on the particle size distribution results. Comparison was made via one-way analysis of variance. A significant difference (p < 0.0001) in idealized particle size distribution was found between the water and wetted water treatments as compared to the other treatments for burnt tickets. Emergency crash recovery operations should include a treatment of the debris with water or wetted water. The resulting increase in particle size will make respiratory protection more effective in protecting the response crews.

Laboratory evaluation of airborne particulate control treatments for simulated aircraft crash recovery operations involving carbon fiber composite materials.

PubMed

Ferreri, Matthew; Slagley, Jeremy; Felker, Daniel

2015-01-01

This study compared four treatment protocols to reduce airborne composite fiber particulates during simulated aircraft crash recovery operations. Four different treatments were applied to determine effectiveness in reducing airborne composite fiber particulates as compared to a "no treatment" protocol. Both "gold standard" gravimetric methods and real-time instruments were used to describe mass per volume concentration, particle size distribution, and surface area. The treatment protocols were applying water, wetted water, wax, or aqueous film-forming foam (AFFF) to both burnt and intact tickets of aircraft composite skin panels. The tickets were then cut using a small high-speed rotary tool to simulate crash recovery operations. Aerosol test chamber. None. Airborne particulate control treatments. Measures included concentration units of milligrams per cubic meter of air, particle size distribution as described by both count median diameter and mass median diameter and geometric standard deviation of particles in micrometers, and surface area concentration in units of square micrometers per cubic centimeter. Finally, a Monte Carlo simulation was run on the particle size distribution results. Comparison was made via one-way analysis of variance. A significant difference (p<0.0001) in idealized particle size distribution was found between the water and wetted water treatments as compared to the other treatments for burnt tickets. Emergency crash recovery operations should include a treatment of the debris with water or wetted water. The resulting increase in particle size will make respiratory protection more effective in protecting the response crews.

Red-Light-Running Crashes' Classification, Comparison, and Risk Analysis Based on General Estimates System (GES) Crash Database.

PubMed

Zhang, Yuting; Yan, Xuedong; Li, Xiaomeng; Wu, Jiawei; Dixit, Vinayak V

2018-06-19

Red-light running (RLR) has been identified as one of the prominent contributing factors involved in signalized intersection crashes. In order to reduce RLR crashes, primarily, a better understanding of RLR behavior and crashes is needed. In this study, three RLR crash types were extracted from the general estimates system (GES), including go-straight (GS) RLR vehicle colliding with go-straight non-RLR vehicle, go-straight RLR vehicle colliding with left-turn (LT) non-RLR vehicle, and left-turn RLR vehicle colliding with go-straight non-RLR vehicle. Then, crash features within each crash type scenario were compared, and risk analyses of GS RLR and LT RLR were also conducted. The results indicated that for the GS RLR driver, the speed limit displayed the highest effects on the percentages of GS RLR collision scenarios. For the LT RLR driver, the number of lanes displayed the highest effects on the percentages of LT RLR collision scenarios. Additionally, the drivers who were older than 50 years, distracted, and had a limited view were more likely to be involved in LT RLR accidents. Furthermore, the speeding drivers were more likely to be involved in GS RLR accidents. These findings could give a comprehensive understanding of RLR crash features and propensities for each RLR crash type.

Overview Of Structural Behavior and Occupant Responses from Crash Test of a Composite Airplane

NASA Technical Reports Server (NTRS)

Jones, Lisa E.; Carden, Huey D.

1995-01-01

As part of NASA's composite structures crash dynamics research, a general aviation aircraft with composite wing, fuselage and empennage (but with metal subfloor structure) was crash tested at the NASA Langley Research Center Impact Research Facility. The test was conducted to determine composite aircraft structural behavior for crash loading conditions and to provide a baseline for a similar aircraft test with a modified subfloor. Structural integrity and cabin volume were maintained. Lumbar loads for dummy occupants in energy absorbing seats wer substantially lower than those in standard aircraft seats; however, loads in the standard seats were much higher that those recorded under similar conditions for an all-metallic aircraft.

Understanding fatal older road user crash circumstances and risk factors.

PubMed

Koppel, Sjaan; Bugeja, Lyndal; Smith, Daisy; Lamb, Ashne; Dwyer, Jeremy; Fitzharris, Michael; Newstead, Stuart; D'Elia, Angelo; Charlton, Judith

2018-02-28

This study used medicolegal data to investigate fatal older road user (ORU) crash circumstances and risk factors relating to four key components of the Safe System approach (e.g., roads and roadsides, vehicles, road users, and speeds) to identify areas of priority for targeted prevention activity. The Coroners Court of Victoria's Surveillance Database was searched to identify coronial records with at least one deceased ORU in the state of Victoria, Australia, for 2013-2014. Information relating to the ORU, crash characteristics and circumstances, and risk factors was extracted and analyzed. The average rate of fatal ORU crashes per 100,000 population was 8.1 (95% confidence interval [CI] 6.0-10.2), which was more than double the average rate of fatal middle-aged road user crashes (3.6, 95% CI 2.5-4.6). There was a significant relationship between age group and deceased road user type (χ 2 (15, N = 226) = 3.56, p < 0.001). The proportion of deceased drivers decreased with age, whereas the proportion of deceased pedestrians increased with age. The majority of fatal ORU crashes involved a counterpart (another vehicle: 59.4%; fixed/stationary object: 25.4%), and occurred "on road" (87.0%), on roads that were paved (94.2%), dry (74.2%), and had light traffic volume (38.3%). Road user error was identified by the police and/or coroner for the majority of fatal ORU crashes (57.9%), with a significant proportion of deceased ORU deemed to have "misjudged" (40.9%) or "failed to yield" (37.9%). Road user error was the most significant risk factor identified in fatal ORU crashes, which suggests that there is a limited capacity of the Victorian road system to fully accommodate road user errors. Initiatives related to safer roads and roadsides, vehicles, and speed zones, as well as behavioral approaches, are key areas of priority for targeted activity to prevent fatal older road user crashes in the future.

Designing for aircraft structural crashworthiness

NASA Technical Reports Server (NTRS)

Thomson, R. G.; Caiafa, C.

1981-01-01

This report describes structural aviation crash dynamics research activities being conducted on general aviation aircraft and transport aircraft. The report includes experimental and analytical correlations of load-limiting subfloor and seat configurations tested dynamically in vertical drop tests and in a horizontal sled deceleration facility. Computer predictions using a finite-element nonlinear computer program, DYCAST, of the acceleration time-histories of these innovative seat and subfloor structures are presented. Proposed application of these computer techniques, and the nonlinear lumped mass computer program KRASH, to transport aircraft crash dynamics is discussed. A proposed FAA full-scale crash test of a fully instrumented radio controlled transport airplane is also described.

Risk and type of crash among young drivers by rurality of residence: findings from the DRIVE Study.

PubMed

Chen, H Y; Ivers, R Q; Martiniuk, A L C; Boufous, S; Senserrick, T; Woodward, M; Stevenson, M; Williamson, A; Norton, R

2009-07-01

Most previous literature on urban/rural differences in road crashes has a primary focus on severe injuries or deaths, which may be largely explained by variations of medical resources. Little has been reported on police-reported crashes by geographical location, or crash type and severity, especially among young drivers. DRIVE is a prospective cohort study of 20,822 drivers aged 17-24 in NSW, Australia. Information on risk factors was collected via online questionnaire and subsequently linked to police-reported crashes. Poisson regression was used to analyse risk of various crash types by three levels of rurality of residence: urban, regional (country towns and surrounds) and rural. Compared to urban drivers, risk of crash decreased with increasing rurality (regional adjusted RR: 0.7, 95% CI 0.6-0.9; rural adjusted RR: 0.5, 95% CI 0.3-0.7). Among those who crashed, risk of injurious crash did not differ by geographic location; however, regional and rural drivers had significantly higher risk of a single versus multiple vehicle crash (regional adjusted RR 1.8, 95% CI 1.3-2.5; rural adjusted RR: 2.0, 95% CI 1.1-3.6), which was explained by speeding involvement and road alignment at the time or site of crash. Although young urban drivers have a higher crash risk overall, rural and regional residents have increased risk of a single vehicle crash. Interventions to reduce single vehicle crashes should aim to address key issues affecting such crashes, including speeding and specific aspects of road geometry.

Vehicle mass and injury risk in two-car crashes: A novel methodology.

PubMed

Tolouei, Reza; Maher, Mike; Titheridge, Helena

2013-01-01

This paper introduces a novel methodology based on disaggregate analysis of two-car crash data to estimate the partial effects of mass, through the velocity change, on absolute driver injury risk in each of the vehicles involved in the crash when absolute injury risk is defined as the probability of injury when the vehicle is involved in a two-car crash. The novel aspect of the introduced methodology is in providing a solution to the issue of lack of data on the speed of vehicles prior to the crash, which is required to calculate the velocity change, as well as a solution to the issue of lack of information on non-injury two-car crashes in national accident data. These issues have often led to focussing on relative measures of injury risk that are not independent of risk in the colliding cars. Furthermore, the introduced methodology is used to investigate whether there is any effect of vehicle size above and beyond that of mass ratio, and whether there are any effects associated with the gender and age of the drivers. The methodology was used to analyse two-car crashes to investigate the partial effects of vehicle mass and size on absolute driver injury risk. The results confirmed that in a two-car collision, vehicle mass has a protective effect on its own driver injury risk and an aggressive effect on the driver injury risk of the colliding vehicle. The results also confirmed that there is a protective effect of vehicle size above and beyond that of vehicle mass for frontal and front to side collisions. Copyright © 2012 Elsevier Ltd. All rights reserved.

Safety analytics for integrating crash frequency and real-time risk modeling for expressways.

PubMed

Wang, Ling; Abdel-Aty, Mohamed; Lee, Jaeyoung

2017-07-01

To find crash contributing factors, there have been numerous crash frequency and real-time safety studies, but such studies have been conducted independently. Until this point, no researcher has simultaneously analyzed crash frequency and real-time crash risk to test whether integrating them could better explain crash occurrence. Therefore, this study aims at integrating crash frequency and real-time safety analyses using expressway data. A Bayesian integrated model and a non-integrated model were built: the integrated model linked the crash frequency and the real-time models by adding the logarithm of the estimated expected crash frequency in the real-time model; the non-integrated model independently estimated the crash frequency and the real-time crash risk. The results showed that the integrated model outperformed the non-integrated model, as it provided much better model results for both the crash frequency and the real-time models. This result indicated that the added component, the logarithm of the expected crash frequency, successfully linked and provided useful information to the two models. This study uncovered few variables that are not typically included in the crash frequency analysis. For example, the average daily standard deviation of speed, which was aggregated based on speed at 1-min intervals, had a positive effect on crash frequency. In conclusion, this study suggested a methodology to improve the crash frequency and real-time models by integrating them, and it might inspire future researchers to understand crash mechanisms better. Copyright © 2017 Elsevier Ltd. All rights reserved.

Powered two-wheeler riders' risk of crashes associated with filtering on urban roads.

PubMed

Clabaux, Nicolas; Fournier, Jean-Yves; Michel, Jean-Emmanuel

2017-02-17

The objective of this study is to estimate the crash risk per kilometer traveled by powered two-wheeler (PTW) riders filtering through traffic on urban roads. Using the traffic injury crashes recorded by the police over a period of 3 years on 14 sections of urban roads in the city of Marseille, France, and a campaign of observations of PTWs, the crash risk per kilometer traveled by PTWs filtering was estimated and compared to the risk of PTWs that did not filter. The results show that the risk of PTW riders being involved in injury crashes while filtering is significantly higher than the risk for riders who do not filter. For the 14 sections studied, it is 3.94 times greater (95% confidence interval [CI], 2.63, 5.89). This excess risk occurred for all PTW categories. Furthermore, no space appears to be safer than the others for filtering. Riders filtering forward along the axis of the carriageway, along bus lanes, or between traffic lanes (lane-splitting) all have a crash risk greater than the risk of those who do not filter. All measures limiting the practice of filtering by PTWs on urban roads would probably contribute to improving the safety of their users.

Fairchild C-82 Packet Destroyed in NACA Crash Fire Tests

NASA Image and Video Library

1952-09-21

A Fairchild C-82 Packet is purposely destroyed by researchers at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. In response to an escalating number of transport aircraft crashes in the mid-1940s, the NACA researchers undertook a decade-long investigation into a number of issues surrounding low-altitude aircraft crashes. The tests were conducted at the Ravenna Arsenal, approximately 60 miles south of the Lewis laboratory in Cleveland, Ohio. The aircraft were excess military transports from World War II. The aircraft was guided down the runway at speeds of 80 to 105 miles per hour. It came into contact with poles which tore open the 1500-gallon fuel tanks in the wings before reaching the barriers at the end of the runway. Fuel poured from the tanks and supply lines, resulting in the spread of both liquid fuel and a large cloud of spray. Solomon Weiss developed a method of dying the fuel red to improve its visibility during the crashes. This red fuel cloud trailed slightly behind the skidding aircraft, then rushed forward when the aircraft stopped. The nine-crash initial phase of testing used Lockheed C-56 Lodestar and C-82 transport aircraft to identify potential ignition sources and analyze the spread of flammable materials. The researchers were able to identify different classes of ignition sources, fuel disbursement patterns, the time when a particular ignition source might appear, rate of the fire spread, cabin survival times, and deceleration rates.

Crash Testing and Simulation of a Cessna 172 Aircraft: Hard Landing Onto Concrete

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Fasanella, Edwin L.

2016-01-01

A full-scale crash test of a Cessna 172 aircraft was conducted at the Landing and Impact Research Facility at NASA Langley Research Center during the summer of 2015. The purpose of the test was to evaluate the performance of Emergency Locator Transmitters (ELTs) that were mounted at various locations in the aircraft and to generate impact test data for model validation. A finite element model of the aircraft was developed for execution in LSDYNA to simulate the test. Measured impact conditions were 722.4-in/s forward velocity and 276-in/s vertical velocity with a 1.5deg pitch (nose up) attitude. These conditions were intended to represent a survivable hard landing. The impact surface was concrete. During the test, the nose gear tire impacted the concrete, followed closely by impact of the main gear tires. The main landing gear spread outward, as the nose gear stroked vertically. The only fuselage contact with the impact surface was a slight impact of the rearmost portion of the lower tail. Thus, capturing the behavior of the nose and main landing gear was essential to accurately predict the response. This paper describes the model development and presents test-analysis comparisons in three categories: inertial properties, time sequence of events, and acceleration and velocity time-histories.

NACA Study of Crash Fires with a Fairchild C-82 Packet

NASA Image and Video Library

1950-06-21

Researchers at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory purposely crash a Fairchild C-82 Packet aircraft to study flame propagation. A rash of passenger aircraft crashes in 1946 and 1947 spurred a White House call for an investigatory board staffed by members of the Civil Aeronautics Board, military, and the NACA. The group addressed fire segregation, extinguishment, and prevention. The NACA established a Subcommittee on Aircraft Fire Prevention in February 1948 to coordinate its efforts. The Lewis team simulated situations in which an aircraft failed to become airborne during takeoff resulting in crashes into embankments and other objects. The Lewis researchers initially used surplus C-46 and C-82 military transport planes. In these situations, the aircraft generally suffered damage to its fuel system and other components, but was structurally survivable. The aircraft were mounted to a rail that ran down a 1700-foot long test runway. The aircraft was secured at the starting point with an anchor pier so it could get its engines up to takeoff speed before launching down the track. Barriers at the end of the runway were designed to simulate a variety of different types of crashes. Telemetry and high-speed cameras were crucial elements in these studies. The preliminary testing phase identified potential ignition sources and analyzed the spread of flammable materials.

Dynamics and biases of online attention: the case of aircraft crashes

PubMed Central

García-Gavilanes, Ruth; Tsvetkova, Milena

2016-01-01

The Internet not only has changed the dynamics of our collective attention but also through the transactional log of online activities, provides us with the opportunity to study attention dynamics at scale. In this paper, we particularly study attention to aircraft incidents and accidents using Wikipedia transactional data in two different language editions, English and Spanish. We study both the editorial activities on and the viewership of the articles about airline crashes. We analyse how the level of attention is influenced by different parameters such as number of deaths, airline region, and event locale and date. We find evidence that the attention given by Wikipedia editors to pre-Wikipedia aircraft incidents and accidents depends on the region of the airline for both English and Spanish editions. North American airline companies receive more prompt coverage in English Wikipedia. We also observe that the attention given by Wikipedia visitors is influenced by the airline region but only for events with a high number of deaths. Finally we show that the rate and time span of the decay of attention is independent of the number of deaths and a fast decay within about a week seems to be universal. We discuss the implications of these findings in the context of attention bias. PMID:27853560

Dynamics and biases of online attention: the case of aircraft crashes.

PubMed

García-Gavilanes, Ruth; Tsvetkova, Milena; Yasseri, Taha

2016-10-01

The Internet not only has changed the dynamics of our collective attention but also through the transactional log of online activities, provides us with the opportunity to study attention dynamics at scale. In this paper, we particularly study attention to aircraft incidents and accidents using Wikipedia transactional data in two different language editions, English and Spanish. We study both the editorial activities on and the viewership of the articles about airline crashes. We analyse how the level of attention is influenced by different parameters such as number of deaths, airline region, and event locale and date. We find evidence that the attention given by Wikipedia editors to pre-Wikipedia aircraft incidents and accidents depends on the region of the airline for both English and Spanish editions. North American airline companies receive more prompt coverage in English Wikipedia. We also observe that the attention given by Wikipedia visitors is influenced by the airline region but only for events with a high number of deaths. Finally we show that the rate and time span of the decay of attention is independent of the number of deaths and a fast decay within about a week seems to be universal. We discuss the implications of these findings in the context of attention bias.

Dynamics and biases of online attention: the case of aircraft crashes

NASA Astrophysics Data System (ADS)

García-Gavilanes, Ruth; Tsvetkova, Milena; Yasseri, Taha

2016-10-01

The Internet not only has changed the dynamics of our collective attention but also through the transactional log of online activities, provides us with the opportunity to study attention dynamics at scale. In this paper, we particularly study attention to aircraft incidents and accidents using Wikipedia transactional data in two different language editions, English and Spanish. We study both the editorial activities on and the viewership of the articles about airline crashes. We analyse how the level of attention is influenced by different parameters such as number of deaths, airline region, and event locale and date. We find evidence that the attention given by Wikipedia editors to pre-Wikipedia aircraft incidents and accidents depends on the region of the airline for both English and Spanish editions. North American airline companies receive more prompt coverage in English Wikipedia. We also observe that the attention given by Wikipedia visitors is influenced by the airline region but only for events with a high number of deaths. Finally we show that the rate and time span of the decay of attention is independent of the number of deaths and a fast decay within about a week seems to be universal. We discuss the implications of these findings in the context of attention bias.

Off-Road Vehicle Crash Risk during the Six Months after a Birthday

PubMed Central

Woodfine, Jason D.; Thiruchelvam, Deva; Redelmeier, Donald A.

2016-01-01

Background Off-road vehicles are popular and thrilling for youth outside urban settings, yet sometimes result in a serious crash that requires emergency medical care. The relation between birthdays and the subsequent risk of an off-road vehicle crash is unknown. Methods We conducted a population-based before-and-after longitudinal analysis of youth who received emergency medical care in Ontario, Canada, due to an off-road vehicle crash between April 1, 2002, and March 31, 2014. We identified youth injured in an off-road vehicle crash through population-based health-care databases of individuals treated for medical emergencies. We included youth aged 19 years or younger, distinguishing juniors (age ≤ 15 years) from juveniles (age ≥ 16 years). Results A total 32,777 youths accounted for 35,202 emergencies due to off-road vehicle crashes within six months of their nearest birthday. Comparing the six months following a birthday to the six months prior to a birthday, crashes increased by about 2.7 events per 1000 juniors (18.3 vs 21.0, p < 0.0001). The difference equaled a 15% increase in relative risk (95% confidence interval 12 to 18). The increase extended for months following a birthday, was not observed for traffic crashes due to on-road vehicles, and was partially explained by a lack of helmet wearing. As expected, off-road crash risks did not change significantly following a birthday among juveniles (19.2 vs 19.8, p = 0.61). Conclusions Off-road vehicle crashes leading to emergency medical care increase following a birthday in youth below age 16 years. An awareness of this association might inform public health messages, gift-giving practices, age-related parental permissions, and prevention by primary care physicians. PMID:27695070

Test-Analysis Correlation of a Crash Simulation of a Vertical Drop Test of a Commuter-Category Aircraft

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Fasanella, Edwin L.

2004-01-01

A finite element model of an ATR42-300 commuter-class aircraft was developed and a crash simulation was executed. Analytical predictions were correlated with data obtained from a 30-feet per second (9.14-meters per second) vertical drop test of the aircraft. The purpose of the test was to evaluate the structural response of the aircraft when subjected to a severe, but survivable, impact. The aircraft was configured with seats, dummies, luggage, and other ballast. The wings were filled with 8,700 lb. (3,946 kilograms) of water to represent the fuel. The finite element model, which consisted of 57,643 nodes and 62,979 elements, was developed from direct measurements of the airframe geometry. The seats, dummies, luggage, simulated engines and fuel, and other ballast were represented using concentrated masses. The model was executed in LS-DYNA, a commercial finite element code for performing explicit transient dynamic simulations. Analytical predictions of structural deformation and selected time-history responses were correlated with experimental data from the drop test to validate the simulation.

NASA/FAA general aviation crash dynamics program - An update

NASA Technical Reports Server (NTRS)

Hayduk, R. J.; Thomson, R. G.; Carden, H. D.

1979-01-01

Work in progress in the NASA/FAA General Aviation Crash Dynamics Program for the development of technology for increased crash-worthiness and occupant survivability of general aviation aircraft is presented. Full-scale crash testing facilities and procedures are outlined, and a chronological summary of full-scale tests conducted and planned is presented. The Plastic and Large Deflection Analysis of Nonlinear Structures and Modified Seat Occupant Model for Light Aircraft computer programs which form part of the effort to predict nonlinear geometric and material behavior of sheet-stringer aircraft structures subjected to large deformations are described, and excellent agreement between simulations and experiments is noted. The development of structural concepts to attenuate the load transmitted to the passenger through the seats and subfloor structure is discussed, and an apparatus built to test emergency locator transmitters in a realistic environment is presented.

Gender differences in injury severity risks in crashes at signalized intersections.

PubMed

Obeng, K

2011-07-01

This paper analyzes gender differences in crash risk severities using data for signalized intersections. It estimates gender models for injury severity risks and finds that driver condition, type of crash, type of vehicle driven and vehicle safety features have different effects on females' and males' injury severity risks. Also, it finds some variables which are significantly related to females' injury severity risks but not males' and others which affect males' injury severity risks but not females'. It concludes that better and more in-depth information about gender differences in injury severity risks is gained by estimating separate models for females and males. Copyright © 2011 Elsevier Ltd. All rights reserved.

Prescription medicines and the risk of road traffic crashes: a French registry-based study.

PubMed

Orriols, Ludivine; Delorme, Bernard; Gadegbeku, Blandine; Tricotel, Aurore; Contrand, Benjamin; Laumon, Bernard; Salmi, Louis-Rachid; Lagarde, Emmanuel

2010-11-16

In recent decades, increased attention has been focused on the impact of disabilities and medicinal drug use on road safety. The aim of our study was to investigate the association between prescription medicines and the risk of road traffic crashes, and estimate the attributable fraction. We extracted and matched data from three French nationwide databases: the national health care insurance database, police reports, and the national police database of injurious crashes. Drivers identified by their national health care number involved in an injurious crash in France, between July 2005 and May 2008, were included in the study. Medicines were grouped according to the four risk levels of the French classification system (from 0 [no risk] to 3 [high risk]). We included 72,685 drivers involved in injurious crashes. Users of level 2 (odds ratio [OR]  = 1.31 [1.24-1.40]) and level 3 (OR  = 1.25 [1.12-1.40]) prescription medicines were at higher risk of being responsible for a crash. The association remained after adjustment for the presence of a long-term chronic disease. The fraction of road traffic crashes attributable to levels 2 and 3 medications was 3.3% [2.7%-3.9%]. A within-person case-crossover analysis showed that drivers were more likely to be exposed to level 3 medications on the crash day than on a control day, 30 days earlier (OR  = 1.15 [1.05-1.27]). The use of prescription medicines is associated with a substantial number of road traffic crashes in France. In light of the results, warning messages appear to be relevant for level 2 and 3 medications and questionable for level 1 medications. A follow-up study is needed to evaluate the impact of the warning labeling system on road traffic crash prevention.

Sleep deficiency and motor vehicle crash risk in the general population: a prospective cohort study.

PubMed

Gottlieb, Daniel J; Ellenbogen, Jeffrey M; Bianchi, Matt T; Czeisler, Charles A

2018-03-20

Insufficient sleep duration and obstructive sleep apnea, two common causes of sleep deficiency in adults, can result in excessive sleepiness, a well-recognized cause of motor vehicle crashes, although their contribution to crash risk in the general population remains uncertain. The objective of this study was to evaluate the relation of sleep apnea, sleep duration, and excessive sleepiness to crash risk in a community-dwelling population. This was a prospective observational cohort study nested within the Sleep Heart Health Study, a community-based study of the health consequences of sleep apnea. The participants were 1745 men and 1456 women aged 40-89 years. Sleep apnea was measured by home polysomnography and questionnaires were used to assess usual sleep duration and daytime sleepiness. A follow-up questionnaire 2 years after baseline ascertained driving habits and motor vehicle crash history. Logistic regression analysis was used to examine the relation of sleep apnea and sleep duration at baseline to the occurrence of motor vehicle crashes during the year preceding the follow-up visit, adjusting for relevant covariates. The population-attributable fraction of motor vehicle crashes was estimated from the sample proportion of motor vehicle crashes and the adjusted odds ratios for motor vehicle crash within each exposure category. Among 3201 evaluable participants, 222 (6.9%) reported at least one motor vehicle crash during the prior year. A higher apnea-hypopnea index (p < 0.01), fewer hours of sleep (p = 0.04), and self-reported excessive sleepiness (p < 0.01) were each significantly associated with crash risk. Severe sleep apnea was associated with a 123% increased crash risk, compared to no sleep apnea. Sleeping 6 hours per night was associated with a 33% increased crash risk, compared to sleeping 7 or 8 hours per night. These associations were present even in those who did not report excessive sleepiness. The population-attributable fraction of motor vehicle

Heat shields for aircraft - A new concept to save lives in crash fires.

NASA Technical Reports Server (NTRS)

Neel, C. B.; Parker, J. A.; Fish, R. H.; Henshaw, J.; Newland, J. H.; Tempesta, F. L.

1971-01-01

A passenger compartment surrounded by a fire-retardant shell, to protect the occupants long enough for the fire to burn out or for fire-fighting equipment to reach the aircraft and extinguish it, is proposed as a new concept for saving lives in crash fires. This concept is made possible by the recent development of two new fire-retardant materials: a very lightweight foam plastic, called polyisocyanurate foam, and an intumescent paint. Exposed to heat, the intumescent paint expands to many times its original thickness and insulates the surface underneath it. Demonstration tests are illustrated, described and discussed. However, some problems, such as preventing fuselage rupture and protecting windows, must be solved before such a system can be used.

Side Impact Regulatory Trends, Crash Environment and Injury Risk in the USA.

PubMed

Prasad, Priya; Dalmotas, Dainius; Chouinard, Aline

2015-11-01

Light duty vehicles in the US are designed to meet and exceed regulatory standards, self-imposed industry agreements and safety rating tests conducted by NHTSA and IIHS. The evolution of side impact regulation in the US from 1973 to 2015 is discussed in the paper along with two key industry agreements in 2003 affecting design of restraint systems and structures for side impact protection. A combination of all the above influences shows that vehicles in the US are being designed to more demanding and comprehensive requirements than in any other region of the world. The crash environment in the US related to side impacts was defined based on data in the nationally representative crash database NASS. Crash environment factors, including the distribution of cars, light trucks and vans (LTV's), and medium-to-heavy vehicles (MHV's) in the fleet, and the frequency of their interactions with one another in side impacts, were considered. Other factors like, crash severity in terms of closing velocity between two vehicles involved in crash, gender and age of involved drivers in two-vehicle and single vehicle crashes, were also examined. Injury risks in side impacts to drivers and passengers were determined in various circumstances such as near-side, far-side, and single vehicle crashes as a function of crash severity, in terms of estimated closing speed or lateral delta-V. Also injury risks in different pairs of striking and struck cars and LTV's, were estimated. A logistic regression model for studying injury risks in two vehicle crashes was developed. The risk factors included in the model include case and striking vehicles, consisting of cars, SUV's, vans, and pickup trucks, delta-V, damage extent, occupant proximity to the impact side, age and gender of the occupant, and belt use. Results show that car occupants make up the vast majority of serious-to-fatally injured occupants. Injury rates of car occupants in two-vehicle collision are highest when the car is struck by a

Influence of Injury Risk Thresholds on the Performance of an Algorithm to Predict Crashes with Serious Injuries

PubMed Central

Bahouth, George; Digges, Kennerly; Schulman, Carl

2012-01-01

This paper presents methods to estimate crash injury risk based on crash characteristics captured by some passenger vehicles equipped with Advanced Automatic Crash Notification technology. The resulting injury risk estimates could be used within an algorithm to optimize rescue care. Regression analysis was applied to the National Automotive Sampling System / Crashworthiness Data System (NASS/CDS) to determine how variations in a specific injury risk threshold would influence the accuracy of predicting crashes with serious injuries. The recommended thresholds for classifying crashes with severe injuries are 0.10 for frontal crashes and 0.05 for side crashes. The regression analysis of NASS/CDS indicates that these thresholds will provide sensitivity above 0.67 while maintaining a positive predictive value in the range of 0.20. PMID:23169132

Safety Analysis of Dual Purpose Metal Cask Subjected to Impulsive Loads due to Aircraft Engine Crash

NASA Astrophysics Data System (ADS)

Shirai, Koji; Namba, Kosuke; Saegusa, Toshiari

In Japan, the first Interim Storage Facility of spent nuclear fuel away from reactor site is being planned to start its commercial operation around 2010, in use of dual-purpose metal cask in the northern part of Main Japan Island. Business License Examination for safety design approval has started since March, 2007. To demonstrate the more scientific and rational performance of safety regulation activities on each phase for the first license procedure, CREPEI has executed demonstration tests with full scale casks, such as drop tests onto real targets without impact limiters(1) and seismic tests subjected to strong earthquake motions(2). Moreover, it is important to develop the knowledge for the inherent security of metal casks under extreme mechanical-impact conditions, especially for increasing interest since the terrorist attacks from 11th September 2001(3)-(6). This paper presents dynamic mechanical behavior of the metal cask lid closure system caused by direct aircraft engine crash and describes calculated results (especially, leak tightness based on relative dynamic displacements between metallic seals). Firstly, the local penetration damage of the interim storage facility building by a big passenger aircraft engine crash (diameter 2.7m, length 4.3m, weight 4.4ton, impact velocity 90m/s) has been examined. The reduced velocity is calculated by the local damage formula for concrete structure with its thickness of 70cm. The load vs. time function for this reduced velocity (60m/s) is estimated by the impact analysis using Finite Element code LS-DYNA with the full scale engine model onto a hypothetically rigid target. Secondly, as the most critical scenarios for the metal cask, two impact scenarios (horizontal impact hitting the cask and vertical impact onto the lid metallic seal system) are chosen. To consider the geometry of all bolts for two lids, the gasket reaction forces and the inner pressure of the cask cavity, the detailed three dimensional FEM models are

14 CFR 27.952 - Fuel system crash resistance.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Powerplant Fuel System § 27.952 Fuel system... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Fuel system crash resistance. 27.952... of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems...

14 CFR 27.952 - Fuel system crash resistance.

Code of Federal Regulations, 2012 CFR

2012-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Powerplant Fuel System § 27.952 Fuel system... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Fuel system crash resistance. 27.952... of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems...

14 CFR 27.952 - Fuel system crash resistance.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Powerplant Fuel System § 27.952 Fuel system... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Fuel system crash resistance. 27.952... of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems...

14 CFR 29.952 - Fuel system crash resistance.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Powerplant Fuel System § 29.952 Fuel system... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Fuel system crash resistance. 29.952... of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems...

14 CFR 29.952 - Fuel system crash resistance.

Code of Federal Regulations, 2012 CFR

2012-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Powerplant Fuel System § 29.952 Fuel system... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Fuel system crash resistance. 29.952... of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems...

14 CFR 29.952 - Fuel system crash resistance.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Powerplant Fuel System § 29.952 Fuel system... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Fuel system crash resistance. 29.952... of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems...

14 CFR 29.952 - Fuel system crash resistance.

Code of Federal Regulations, 2013 CFR

2013-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Powerplant Fuel System § 29.952 Fuel system... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Fuel system crash resistance. 29.952... of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems...

14 CFR 29.952 - Fuel system crash resistance.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Powerplant Fuel System § 29.952 Fuel system... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Fuel system crash resistance. 29.952... of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems...

14 CFR 27.952 - Fuel system crash resistance.

Code of Federal Regulations, 2013 CFR

2013-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Powerplant Fuel System § 27.952 Fuel system... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Fuel system crash resistance. 27.952... of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems...

14 CFR 27.952 - Fuel system crash resistance.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Powerplant Fuel System § 27.952 Fuel system... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Fuel system crash resistance. 27.952... of fuel fires to occupants following an otherwise survivable impact (crash landing), the fuel systems...

Evacuation pattern analysis of a survivable commercial aircraft crash.

DOT National Transportation Integrated Search

1962-05-01

The evacuation pattern of 99 of 106 survivors of a jet transport crash involving a post crash fire is described, factors possibly effecting the suffocation and ultimate death of 16 passengers are listed and photographs and diagrams are presented.

Prescription Medicines and the Risk of Road Traffic Crashes: A French Registry-Based Study

PubMed Central

Orriols, Ludivine; Delorme, Bernard; Gadegbeku, Blandine; Tricotel, Aurore; Contrand, Benjamin; Laumon, Bernard; Salmi, Louis-Rachid; Lagarde, Emmanuel

2010-01-01

Background In recent decades, increased attention has been focused on the impact of disabilities and medicinal drug use on road safety. The aim of our study was to investigate the association between prescription medicines and the risk of road traffic crashes, and estimate the attributable fraction. Methods and Findings We extracted and matched data from three French nationwide databases: the national health care insurance database, police reports, and the national police database of injurious crashes. Drivers identified by their national health care number involved in an injurious crash in France, between July 2005 and May 2008, were included in the study. Medicines were grouped according to the four risk levels of the French classification system (from 0 [no risk] to 3 [high risk]). We included 72,685 drivers involved in injurious crashes. Users of level 2 (odds ratio [OR]  = 1.31 [1.24–1.40]) and level 3 (OR  = 1.25 [1.12–1.40]) prescription medicines were at higher risk of being responsible for a crash. The association remained after adjustment for the presence of a long-term chronic disease. The fraction of road traffic crashes attributable to levels 2 and 3 medications was 3.3% [2.7%–3.9%]. A within-person case-crossover analysis showed that drivers were more likely to be exposed to level 3 medications on the crash day than on a control day, 30 days earlier (OR  = 1.15 [1.05–1.27]). Conclusion The use of prescription medicines is associated with a substantial number of road traffic crashes in France. In light of the results, warning messages appear to be relevant for level 2 and 3 medications and questionable for level 1 medications. A follow-up study is needed to evaluate the impact of the warning labeling system on road traffic crash prevention. Please see later in the article for the Editors' Summary PMID:21125020

Causes and risk factors for fatal accidents in non-commercial twin engine piston general aviation aircraft.

PubMed

Boyd, Douglas D

2015-04-01

Accidents in twin-engine aircraft carry a higher risk of fatality compared with single engine aircraft and constitute 9% of all general aviation accidents. The different flight profile (higher airspeed, service ceiling, increased fuel load, and aircraft yaw in engine failure) may make comparable studies on single-engine aircraft accident causes less relevant. The objective of this study was to identify the accident causes for non-commercial operations in twin engine aircraft. A NTSB accident database query for accidents in twin piston engine airplanes of 4-8 seat capacity with a maximum certified weight of 3000-8000lbs. operating under 14CFR Part 91 for the period spanning 2002 and 2012 returned 376 accidents. Accident causes and contributing factors were as per the NTSB final report categories. Total annual flight hour data for the twin engine piston aircraft fleet were obtained from the FAA. Statistical analyses employed Chi Square, Fisher's Exact and logistic regression analysis. Neither the combined fatal/non-fatal accident nor the fatal accident rate declined over the period spanning 2002-2012. Under visual weather conditions, the largest number, n=27, (27%) of fatal accidents was attributed to malfunction with a failure to follow single engine procedures representing the most common contributing factor. In degraded visibility, poor instrument approach procedures resulted in the greatest proportion of fatal crashes. Encountering thunderstorms was the most lethal of all accident causes with all occupants sustaining fatal injuries. At night, a failure to maintain obstacle/terrain clearance was the most common accident cause leading to 36% of fatal crashes. The results of logistic regression showed that operations at night (OR 3.7), off airport landings (OR 14.8) and post-impact fire (OR 7.2) all carried an excess risk of a fatal flight. This study indicates training areas that should receive increased emphasis for twin-engine training/recency. First, increased

Preliminary plan for case-control crash risk study

DOT National Transportation Integrated Search

2002-01-31

The goal of the Federal Motor Carrier Safety Administration (FMCSA) is to reduce commercial vehicle-related fatalities and injuries. This is achieved through a thorough understanding of crash characteristics, precursors, and risk factors. This will h...

Spinal injury in car crashes: crash factors and the effects of occupant age.

PubMed

Bilston, Lynne E; Clarke, Elizabeth C; Brown, Julie

2011-08-01

Motor vehicle crashes are the leading cause of serious spinal injury in most developed nations. However, since these injuries are rare, systematic analyses of the crash factors that are predictive of spinal injury have rarely been performed. This study aimed to use a population-reference crash sample to identify crash factors associated with moderate to severe spinal injury, and how these vary with occupant age. The US National Automotive Sampling System Crashworthiness Data System (NASS) data for 1993-2007 were analysed using logistic regression to identify crash factors associated with Abbreviated Injury Scale (AIS)2+ spinal injury among restrained vehicle passengers. Risk of moderate or severe spinal injury (AIS2+) was associated with higher severity crashes (OR=3.5 (95% CI 2.6 to 4.6)), intrusion into an occupant's seating position (OR=2.7 (95% CI 1.9 to 3.7)), striking a fixed object rather than another car (OR=1.7 (95% CI 1.3 to 2.1)), and use of a shoulder-only belt (OR=2.7 (95% CI 1.5 to 4.8)). Older occupants (65 years or older) were at higher risk of spinal injury than younger adults in frontal, side and rollover crashes. Children under 16 were at a lower risk of spinal injury than adults in all crash types except frontal crashes. While the risk of serious spinal injury in motor vehicle crashes is low, these injuries are more common in crashes of higher severity or into fixed objects, and in the presence of intrusion. There are elevated risks of spinal injury for older occupants compared with younger adults, which may reflect changes in biomechanical tolerances with age. Children appear to be at lower risk of serious spinal injury than adults except in frontal crashes.

Evaluation of the impacts of traffic states on crash risks on freeways.

PubMed

Xu, Chengcheng; Liu, Pan; Wang, Wei; Li, Zhibin

2012-07-01

The primary objective of this study is to divide freeway traffic flow into different states, and to evaluate the safety performance associated with each state. Using traffic flow data and crash data collected from a northbound segment of the I-880 freeway in the state of California, United States, K-means clustering analysis was conducted to classify traffic flow into five different states. Conditional logistic regression models using case-controlled data were then developed to study the relationship between crash risks and traffic states. Traffic flow characteristics in each traffic state were compared to identify the underlying phenomena that made certain traffic states more hazardous than others. Crash risk models were also developed for different traffic states to identify how traffic flow characteristics such as speed and speed variance affected crash risks in different traffic states. The findings of this study demonstrate that the operations of freeway traffic can be divided into different states using traffic occupancy measured from nearby loop detector stations, and each traffic state can be assigned with a certain safety level. The impacts of traffic flow parameters on crash risks are different across different traffic flow states. A method based on discriminant analysis was further developed to identify traffic states given real-time freeway traffic flow data. Validation results showed that the method was of reasonably high accuracy for identifying freeway traffic states. Copyright © 2012 Elsevier Ltd. All rights reserved.

Risk factors for roadway single- and multi-vehicle all-terrain vehicle crashes in Pennsylvania: 2010-2013.

PubMed

Gorucu, Serap; Murphy, Dennis; Kassab, Cathy

2017-01-01

All Terrain Vehicles on public roadways become major risk factors for the motorists. To compare characteristics of crashes and injury severity related to single vehicle (SV) and multi-vehicle (MV) All-Terrain Vehicle (ATV) roadway crashes in Pennsylvania, USA. Data on ATV crashes occurring on public roads during the years 2010-2013 was obtained from the Pennsylvania Department of Transportation (PennDOT) and analyzed. Almost two-thirds of the incidents were single-vehicle incidents. Single-ATV incidents have a greater risk for incapacitating injury to drivers than do multi-vehicle ATV incidents. Other factors that increase risk for incapacitating injury in SV crashes include being male, being a driver, alcohol/drug involvement, hitting a fixed object, and the incidents in non-daylight hours. For MV ATV incidents, head on and rear-end crashes and drivers who had alcohol/drug involvement were the two major incapacitating injury risk factors. This study has enabled us to better understand roadway ATV incidents, characteristics of SV and MV ATV crashes, and the incapacitating injury risks in both SV and MV crash incidents. Our study suggests that road safety and public health programs should focus on the users' knowledge on laws regarding ATV usage on public roadways.

Effects of BMI on the risk and frequency of AIS 3+ injuries in motor-vehicle crashes.

PubMed

Rupp, Jonathan D; Flannagan, Carol A C; Leslie, Andrew J; Hoff, Carrie N; Reed, Matthew P; Cunningham, Rebecca M

2013-01-01

Determine the effects of BMI on the risk of serious-to-fatal injury (Abbreviated Injury Scale ≥ 3 or AIS 3+) to different body regions for adults in frontal, nearside, farside, and rollover crashes. Multivariate logistic regression analysis was applied to a probability sample of adult occupants involved in crashes generated by combining the National Automotive Sampling System (NASS-CDS) with a pseudoweighted version of the Crash Injury Research and Engineering Network database. Logistic regression models were applied to weighted data to estimate the change in the number of occupants with AIS 3+ injuries if no occupants were obese. Increasing BMI increased risk of lower-extremity injury in frontal crashes, decreased risk of lower-extremity injury in nearside impacts, increased risk of upper-extremity injury in frontal and nearside crashes, and increased risk of spine injury in frontal crashes. Several of these findings were affected by interactions with gender and vehicle type. If no occupants in frontal crashes were obese, 7% fewer occupants would sustain AIS 3+ upper-extremity injuries, 8% fewer occupants would sustain AIS 3+ lower-extremity injuries, and 28% fewer occupants would sustain AIS 3+ spine injuries. Results of this study have implications on the design and evaluation of vehicle safety systems. Copyright © 2013 The Obesity Society.

US Commercial Air Tour Crashes, 2000–2011: Burden, Fatal Risk Factors, and FIA Score Validation

PubMed Central

Ballard, Sarah-Blythe; Beaty, Leland P.; Baker, Susan P.

2013-01-01

Introduction This study provides new public health data concerning the US commercial air tour industry. Risk factors for fatality in air tour crashes were analyzed to determine the value of the FIA score in predicting fatal outcomes. Methods Using the Federal Aviation Administration’s (FAA) General Aviation and Air Taxi Survey and National Transportation Safety Board data, the incidence of commercial air tour crashes from 2000 through 2010 was calculated. Fatality risk factors for crashes occurring from 2000 through 2011 were analyzed using regression methods. The FIA score, Li and Baker’s fatality risk index, was validated using receiver operating characteristic (ROC) curves. Results The industry-wide commercial air tour crash rate was 2.7 per 100,000 flight hours. The incidence rates of Part 91 and 135 commercial air tour crashes were 3.4 and 2.3 per 100,000 flight hours, respectively (relative risk [RR] 1.5, 95% confidence interval [CI] 1.1–2.1, P=0.015). Of the 152 air tour crashes that occurred from 2000 through 2011, 30 (20%) involved at least one fatality and, on average, 3.5 people died per fatal crash. Fatalities were associated with three major risk factors: fire (Adjusted odds ratio [AOR] 5.1, 95% CI 1.5–16.7, P=0.008), instrument meteorological conditions (AOR 5.4, 95% CI 1.1–26.4, P=0.038), and off-airport location (AOR 7.2, 95% CI 1.6–33.2, P=0.011). The area under the FIA Score’s ROC curve was 0.79 (95% CI 0.71–0.88). Discussion Commercial air tour crash rates were high relative to similar commercial aviation operations. Disparities between Part 91 and 135 air tour crash rates reflect regulatory disparities that require FAA action. The FIA Score appeared to be a valid measurement of fatal risk in air tour crashes. The FIA should prioritize interventions that address the three major risk factors identified by this study. PMID:23631935

Modeling the effect of operator and passenger characteristics on the fatality risk of motorcycle crashes

PubMed Central

Tavakoli Kashani, Ali; Rabieyan, Rahim; Besharati, Mohammad Mehdi

2016-01-01

Abstract: Background: In Iran more than 25% of crash fatalities belong to motorcycle operators and passengers in the recent years, from which about 20% are related to passenger fatalities. Methods: The aim of this study was to investigate the motorcycle operator and passenger characteristics as well as other contributory factors that may affect the fatality risk of motorcyclists involved in traffic crashes. To this end, motorcycle crash data between 2009 and 2012 was extracted from Iran traffic crash database and a logistic regression analysis was performed to obtain odds ratio estimates for each of the study variables. Results: The fatality risk of motorcyclists has a direct relationship with the number of pillion passengers carried. Results also indicate that the amount of increase in the likelihood of having a fatality in a motorcycles crash is considerably higher when the operator is accompanied by a male passenger of the same age. Furthermore, results showed that if the crash is occurred in the darkness, on curves, in rural areas and on highways, then the crash would be more likely to be fatal. Moreover, the head-on collisions, older operators, unlicensed operators and not using a safety helmet were found to increase the likelihood of a fatality in a motorcycle crash. Conclusions: Preventative measures such as, imposing stricter rules regarding safety helmet usage and confining the number of pillion passengers to one, might be implemented to reduce the fatality risk in motorcycle crashes. In addition, more appropriate infrastructures for penalizing offending motorcyclists could also reduce the frequency of law violations such as not wearing helmet or riding without motorcycle license, which in turn, would result into a reduction in the fatality risk of motorcycle crashes. PMID:26420217

Analyzing road design risk factors for run-off-road crashes in The Netherlands with crash prediction models.

PubMed

van Petegem, J W H Jan Hendrik; Wegman, Fred

2014-06-01

About 50% of all road traffic fatalities and 30% of all traffic injuries in the Netherlands take place on rural roads with a speed limit of 80 km/h. About 50% of these crashes are run-off-road (ROR) crashes. To reduce the number of crashes on this road type, attention should be put on improving the safety of the infrastructure of this road type. With the development of a crash prediction model for ROR crashes on rural roads with a speed limit of 80 km/h, this study aims at making a start in providing the necessary new tools for a proactive road safety policy to road administrators in the Netherlands. The paper presents a basic framework of the model development, comprising a problem description, the data used, and the method for developing the model. The model is developed with the utilization of generalized linear modeling in SAS, using the Negative Binomial probability distribution. A stepwise approach is used by adding one variable at a time, which forms the basis for striving for a parsimonious model and the evaluation of the model. The likelihood ratio test and the Akaike information criterion are used to assess the model fit, and parameter estimations are compared with literature findings to check for consistency. The results comprise two important outcomes. One is a crash prediction model (CPM) to estimate the relative safety of rural roads with a speed limit of 80 km/h in a network. The other is a small set of estimated effects of traffic volume and road characteristics on ROR crash frequencies. The results may lead to adjustments of the road design guidelines in the Netherlands and to further research on the quantification of risk factors with crash prediction models. Copyright © 2014 Elsevier Ltd. All rights reserved.

In-depth analysis of drivers' merging behavior and rear-end crash risks in work zone merging areas.

PubMed

Weng, Jinxian; Xue, Shan; Yang, Ying; Yan, Xuedong; Qu, Xiaobo

2015-04-01

This study investigates the drivers' merging behavior and the rear-end crash risk in work zone merging areas during the entire merging implementation period from the time of starting a merging maneuver to that of completing the maneuver. With the merging traffic data from a work zone site in Singapore, a mixed probit model is developed to describe the merging behavior, and two surrogate safety measures including the time to collision (TTC) and deceleration rate to avoid the crash (DRAC) are adopted to compute the rear-end crash risk between the merging vehicle and its neighboring vehicles. Results show that the merging vehicle has a bigger probability of completing a merging maneuver quickly under one of the following situations: (i) the merging vehicle moves relatively fast; (ii) the merging lead vehicle is a heavy vehicle; and (iii) there is a sizable gap in the adjacent through lane. Results indicate that the rear-end crash risk does not monotonically increase as the merging vehicle speed increases. The merging vehicle's rear-end crash risk is also affected by the vehicle type. There is a biggest increment of rear-end crash risk if the merging lead vehicle belongs to a heavy vehicle. Although the reduced remaining distance to work zone could urge the merging vehicle to complete a merging maneuver quickly, it might lead to an increased rear-end crash risk. Interestingly, it is found that the rear-end crash risk could be generally increased over the elapsed time after the merging maneuver being triggered. Copyright © 2015 Elsevier Ltd. All rights reserved.

Motor Vehicle Crash Risk Among Adolescents and Young Adults With Attention-Deficit/Hyperactivity Disorder.

PubMed

Curry, Allison E; Metzger, Kristina B; Pfeiffer, Melissa R; Elliott, Michael R; Winston, Flaura K; Power, Thomas J

2017-08-01

Attention-deficit/hyperactivity disorder (ADHD) often persists into adolescence, when motor vehicle crash risk peaks. We know little about when adolescents with ADHD get licensed and, once they do, the extent to which they have increased crash risk compared with adolescents without ADHD. To examine the association between ADHD and both driver licensing and crash involvement and whether it varies by sex, licensing age, and/or being prescribed ADHD medication at licensure. This retrospective cohort study was conducted at 6 primary care practices of the Children's Hospital of Philadelphia, a large pediatric health care network in southeastern Pennsylvania and southern New Jersey. Using electronic health records, we defined a cohort of 2479 adolescents and young adults with ADHD and 15 865 without ADHD who were (1) born from 1987 to 1997; (2) residents of New Jersey and patients at 1 of 6 New Jersey primary care practices at age 12 years or older; and (3) age-eligible to obtain a driver's license from 2004 through 2014. Electronic health records data were then linked with New Jersey's statewide driver licensing and crash databases for 2004 through 2014. Acquisition of a driver's license and first involvement as a driver in a police-reported crash. Survival analysis was used to estimate adjusted hazard ratios for licensing and crash outcomes through age 25 years. The median age of individuals at the end of the study was 22.2 years (interquartile range, 19.7-24.8). Compared with individuals without ADHD, the licensing probability of individuals with ADHD 6 months after eligibility was 35% lower (for males: adjusted hazard ratio, 0.65; 95% CI, 0.61-0.70; females: adjusted hazard ratio, 0.64; 95% CI, 0.58-0.70). Among individuals with a driver's license, 764 of 1785 with ADHD (42.8%) and 4715 of 13 221 without ADHD (35.7%) crashed during the study period. The adjusted risk for first crash among licensed drivers with ADHD was 1.36 times higher than for those

Risk to the public from carbon fibers released in civil aircraft accidents

NASA Technical Reports Server (NTRS)

1980-01-01

Because carbon fibers are strong, stiff, and lightweight, they are attractive for use in composite structures. Because they also have high electrical conductivity, free carbon fibers settling on electrical conductors can cause malfunctions. If released from the composite by burning, the fibers may become a hazard to exposed electrical and electronic equipment. As part of a Federal study of the potential hazard associated with the use of carbon fibers, NASA assessed the public risk associated with crash fire accidents of civil aircraft. The NASA study projected a dramatic increase in the use of carbon composites in civil aircraft and developed technical data to support the risk assessment. Personal injury was found to be extremely unlikely. In 1993, the year chosen as a focus for the study, the expected annual cost of damage caused by released carbon fibers is only $1000. Even the worst-case carbon fiber incident simulated (costing $178,000 once in 34,000 years) was relatively low-cost compared with the usual air transport accident cost. On the basis of these observations, the NASA study concluded that exploitation of composites should continue, that additional protection of avionics is unnecessary, and that development of alternate materials specifically to overcome this problem is not justified.

Evaluating the risk from depleted uranium after the Boeing 747-258F crash in Amsterdam, 1992.

PubMed

Uijt de Haag, P A; Smetsers, R C; Witlox, H W; Krüs, H W; Eisenga, A H

2000-08-28

On 4 October 1992, a large cargo plane crashed into an apartment building in the Bijlmermeer quarter of Amsterdam. In the years following the accident, an increasing number of people started reporting health complaints, which they attributed to exposure to dangerous substances after the crash. Since the aircraft had been carrying depleted uranium as counterbalance weights and about 150 kg uranium had been found missing after clearance of the crash site, exposure to uranium oxide particles was pointed out as the possible cause of their health complaints. Six years after the accident, a risk analysis was therefore carried out to investigate whether the health complaints could be attributed to exposure to uranium oxide set free during the accident. The scientific challenge was to come up with reliable results, knowing that - considering the late date - virtually no data were available to validate any calculated result. The source term of uranium was estimated using both generic and specific data. Various dispersion models were applied in combination with the local setting and the meteorological conditions at the time of the accident to estimate the exposure of bystanders during the fire caused by the crash. Emphasis was given to analysing the input parameters, inter-comparing the various models and comparing model results with the scarce information available. Uranium oxide formed in the fire has a low solubility, making the chemical toxicity to humans less important than the radiotoxicity. Best-estimate results indicated that bystanders may have been exposed to a radiation dose of less than 1 microSv, whereas a worst-case approach indicated an upper limit of less than 1 mSv. This value is considerably less than the radiation dose for which acute effects are to be expected. It is therefore considered to be improbable that the missing uranium had indeed led to the health complaints reported.

Development and use of computational techniques in Army Aviation research and development programs for crash resistant helicopter technology

NASA Technical Reports Server (NTRS)

Burrows, Leroy T.

1993-01-01

During the 1960's over 30 full-scale aircraft crash tests were conducted by the Flight Safety Foundation under contract to the Aviation Applied Technology Directorate (AATD) of the U.S. Army Aviation Systems Command (AVSCOM). The purpose of these tests were to conduct crash injury investigations that would provide a basis for the formulation of sound crash resistance design criteria for light fixed-wing and rotary wing aircraft. This resulted in the Crash Survival Design Criteria Designer's Guide which was first published in 1967 and has been revised numerous times, the last being in 1989. Full-scale aircraft crash testing is an expensive way to investigate structural deformations of occupied spaces and to determine the decelerative loadings experienced by occupants in a crash. This gave initial impetus to the U.S. Army to develop analytical methods to predict the dynamic response of aircraft structures in a crash. It was believed that such analytical tools could be very useful in the preliminary design stage of a new helicopter system which is required to demonstrate a level of crash resistance and had to be more cost effective than full-scale crash tests or numerous component design support tests. From an economic point of view, it is more efficient to optimize for the incorporation of crash resistance features early in the design stage. However, during preliminary design it is doubtful if sufficient design details, which influence the exact plastic deformation shape of structural elements, will be available. The availability of simple procedures to predict energy absorption and load-deformation characteristics will allow the designer to initiate valuable cost, weight, and geometry tradeoff studies. The development of these procedures will require some testing of typical specimens. This testing should, as a minimum, verify the validity of proposed procedures for providing pertinent nonlinear load-deformation data. It was hoped that through the use of these

The relative risk of involvement in fatal crashes as a function of race/ethnicity and blood alcohol concentration

PubMed Central

Torres, Pedro; Romano, Eduardo; Voas, Robert B.; de la Rosa, Mario; Lacey, John H.

2014-01-01

Introduction The literature presents a puzzling picture of Latinos being overrepresented in alcohol-related crashes, but not in noncrash drinking and driving. This report examines if, like other demographic variables in which some groups are at a higher crash risk than others (e.g., young drivers), different racial/ethnic groups face different crash risks Method This study compares blood-alcohol information from the 2006–2007 U.S. Fatality Analysis Reporting System (FARS) with control data from the 2007 U.S. National Roadside Survey. Logistic regression, including a dual interaction between BAC and race/ethnicity, was used to estimate crash risk at different BAC levels. Results It was found that, although Hispanic and African-American drivers were less likely to be involved in single-vehicle crashes than their White counterparts, all drivers face similar BAC relative crash risk regardless of their group membership. The overrepresentation of Latino drivers in alcohol-related crashes could be explained by differences in patterns of consumption, driving exposure, lack of awareness of driving rules, and/or socioeconomics. PMID:24529097

Effects of osteoporosis on AIS 3+ injury risk in motor-vehicle crashes.

PubMed

Rupp, Jonathan D; Flannagan, Carol A C; Hoff, Carrie N; Cunningham, Rebecca M

2010-11-01

Older occupants in motor-vehicle crashes are more likely to experience injury than younger occupants. One possible reason for this is that increasing age is associated with increased prevalence of osteoporosis, which decreases bone strength. Crash-injury data were used with Bayes' Theorem to estimate the conditional probability of AIS 3+ skeletal injury given that an occupant is osteoporotic for the injury to the head, spine, thorax, lower extremities, and upper extremities. This requires the conditional probabilities of osteoporosis given AIS 3+ injury for each of the body regions, which were determined from analysis of the Crash Injury Research and Engineering Network database. It also requires information on probability of osteoporosis in the crash-involved population and the probabilities of AIS 3+ skeletal injury to different body regions in crashes. The latter probabilities were obtained from the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) database. The former was obtained by modeling the probability of osteoporosis in the US populations using data from the 2006 National Health Examination Nutrition Survey and applying this model to the estimate of the crash-involved population in NASS-CDS. To attempt to account for the effects of age on injury outcome that are independent of osteoporosis, only data from occupants who were 60 years of age or older were used in all analyses. Results indicate that the only body region that experiences a statistically significant change in fracture injury risk with osteoporosis is the spine, for which osteoporosis increases the risk of AIS 3+ fracture by 3.28 times, or from 0.41% to 1.34% (p<0.0001). This finding suggests that the increase in AIS 3+ injury risk with age for non-spine injuries is likely influenced by factors other than osteoporosis. 2010 Elsevier Ltd. All rights reserved.

Quantifying the role of risk-taking behaviour in causation of serious road crash-related injury.

PubMed

Turner, Cathy; McClure, Rod

2004-05-01

This study was designed to quantify the increased risk of road crash-related injury, which can be attributed to risk-taking behaviour. A case-control study was conducted to compare motor vehicle drivers (car and bike) who had been hospitalised for injuries following crashes with population-based controls. Cases were recruited prospectively over 12 months and controls were randomly selected from license holders (car and bike) living in the same geographical location as cases. A self-administered questionnaire was used to ascertain participants' driving behaviour, general risk-taking behaviour and selected demographic characteristics. After adjusting for demographic variables, number of years of driving and total distance driven per week, logistic regression analysis showed that a high risk acceptance was associated with an eight-fold increased risk of having a crash that resulted in serious injury (OR 7.8, 95% CI 4.2-15.8). The findings of this study support the suggestion that certain host factors increase the risk of crash-related serious injury. There would appear to be a reasonable argument for persisting with injury prevention programmes, which concentrate on host as well as environment risk factor reduction.

Simulation of Adaptive Seat Energy Absorber for Military Rotorcraft Crash Safety Enhancement

DTIC Science & Technology

2014-04-01

design guidelines and detailed requirements were developed for military crew seats as defined in MIL-S-85510(AS) (12) and for civil rotorcraft seats in...rotorcraft vertical crash pulse as stipulated in military design standards was used to evaluate the performance of MREA seat energy absorber with a...Desjardins, S. P.; Zimmerman, R. E.; Bolukbasi, A. O.; Merritt, N. A. Aircraft Crash Survival Design Guide Vol. IV – Aircraft Seats , Restraints, Litters

Bicycle Crash Risk: How Does it Vary and Why

DOT National Transportation Integrated Search

2016-08-01

With bicycle infrastructure and bicycling activity on the rise, it is more crucial than ever to understand bicycle crash risk as a function of roadway design and operational characteristics, as well as driver and bicyclist behavior. This report signi...

Bicycle Crash Risk : How Does it Vary and Why.

DOT National Transportation Integrated Search

2016-08-01

With bicycle infrastructure and bicycling activity on the rise, it is more crucial than ever to understand bicycle crash risk as a function of roadway design and operational characteristics, as well as driver and bicyclist behavior. This report signi...

Seating positions and children's risk of dying in motor vehicle crashes

PubMed Central

Braver, E.; Whitfield, R.; Ferguson, S.

1998-01-01

Objectives—To determine the effects of seating position, combined with restraint use and airbag status, on children's risk of dying in crashes. Methods—Using 1988–95 data from the United States Fatality Analysis Reporting System, risk of death was compared among front and rear seated passengers aged 12 and younger who were involved in fatal crashes for different categories of restraint use and in vehicles with and without passenger airbags. Results—Restrained children in rear seats had the lowest risk of dying in fatal crashes. Among children seated in the rear, risk of death was reduced 35% in vehicles without any airbags, 31% in vehicles equipped only with driver airbags, and 46% in vehicles with passenger airbags. Both restrained and unrestrained children aged 0–12 were at lower risk of dying in rear seats. Rear seats also afforded additional protection to children aged 5–12 restrained only with lap belts compared with lap/shoulder belted children in front seats. Children were about 10–20% less likely to die in rear center than in rear outboard positions. Conclusions—Parents and others who transport children should be strongly encouraged to place infants and children in rear seats whether or not vehicles have airbags. Existing laws requiring restraint use by children should be strengthened and actively enforced. PMID:9788087

Antilock brakes and the risk of driver injury in a crash: a case-control study.

PubMed

Cummings, Peter; Grossman, David C

2007-09-01

While antilock brakes can improve steering and reduce stopping distance in some test situations, there is little evidence that they reduce the risk of crash-related injury. We sought to estimate the association between presence of antilock brakes and the risk of driver injury. We conducted a case-control study using claims data from the Insurance Corporation of British Columbia, Canada, for passenger vehicles insured during July 1, 2003, to June 30, 2004. Cases were 5000 vehicles with a driver crash injury during the study period. Controls were 49,994 vehicles insured at the mid-point of the study interval. The adjusted risk ratio for a crash with driver injury in a vehicle with antilock brakes was 1.06 (95% confidence interval, 0.95-1.17), compared with a vehicle without antilock brakes. If this estimated association is causal, antilock brakes do not prevent crash-related driver injuries.

McDonnell FH-1 Phantom Destroyed for the NACA Crash Fire Program

NASA Image and Video Library

1955-04-21

Researchers at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory purposely wreck a McDonnell FH-1 Phantom as part of the laboratory’s Crash Fire Program. NACA Lewis researchers created the program in 1949 to investigate methods for improving survival rates for take-off and landing-type crashes. In these types of crashes, the passengers often survived the impact only to perish in the ensuing fire. Previously there had been little information on the nature of post-crash fires, and it was difficult to use analytical studies in this area. Irving Pinkel, Chief of the Lewis Flight Propulsion Division, was the primary researcher. He enlisted flight safety specialist and aeronautics researchers G. Merritt Preston and Gerard Pesman, mechanical engineer Dugald Black, and others. The tests were conducted at the nearby Ravenna Arsenal using decommissioned Air Force fighter and transport aircraft. The pilotless aircraft were accelerated down a rail on a 1700-foot track at take-off speeds and run into barriers to simulate a variety of different types of crashes. The first barrier stripped off the landing gears and another briefly sent the aircraft off the ground before it crashed into a dirt mound. Telemetry and high-speed cameras were crucial elements in these studies. NACA Lewis photographer Bill Wynne developed a method for inserting timekeeping devices on test film that were able to show time to one thousandth of a second.

Using medico-legal data to investigate fatal older road user crash circumstances and risk factors.

PubMed

Koppel, Sjaan; Bugeja, Lyndal; Smith, Daisy; Lamb, Ashne; Dwyer, Jeremy; Fitzharris, Michael; Newstead, Stuart; D'Elia, Angelo; Charlton, Judith

2018-02-17

This study used medico-legal data to investigate fatal older road user (ORU, aged 65 years and older) crash circumstances and risk factors relating to 4 key components of the Safe System approach (e.g., roads and roadsides, vehicles, road users, and speeds) to identify areas of priority for targeted prevention activity. The Coroners' Court of Victoria's (CCOV) Surveillance Database was searched to identify and describe the frequency and rate per 100,000 population of fatal ORU crashes in the Australian state of Victoria for 2013-2014. Information relating to the deceased ORU, crash characteristics and circumstances, and risk factors was extracted and analyzed. One hundred and thirty-eight unintentional fatal ORU crashes were identified in the CCOV Surveillance Database. Of these fatal ORU crashes, most involved older drivers (44%), followed by older pedestrians (32%), older passengers (17%), older pedal cyclists (4%), older motorcyclists (1%), and older mobility scooter users (1%). The average annual rate of fatal ORU crashes per 100,000 population was 8.1 (95% confidence interval [CI], 6.0-10.2). In terms of the crash characteristics and circumstances, most fatal ORU crashes involved a counterpart (98%), of which the majority were passenger cars (50%) or fixed/stationary objects (25%), including trees (46%) or embankments (23%). In addition, most fatal ORU crashes occurred close to home (73%), on-road (87%), on roads that were paved (94%), on roads with light traffic volume (37%), and during low-risk conditions: between 12 p.m. and 6 p.m. (44%), on weekdays (80%), during daylight (75%), and under dry/clear conditions (81%). Road user (RU) error was identified by the police and/or the coroner for the majority of fatal crashes (55%), with a significant proportion of deceased ORUs deemed to have failed to yield (54%) or misjudged (41%). RU error was the most significant factor identified in fatal ORU crashes, which suggests that there is a limited capacity of the

Risk of thoracic injury from direct steering wheel impact in frontal crashes.

PubMed

Chen, Rong; Gabler, Hampton C

2014-06-01

The combination of airbag and seat belt is considered to be the most effective vehicle safety system. However, despite the widespread availability of airbags and a belt use rate of more than 85%, US drivers involved in crashes continue to be at risk of serious thoracic injury. The objective of this study was to determine the influence of steering wheel deformation on driver injury risk in frontal automobile crash. The analysis is based on cases extracted from the National Automotive Sampling System Crashworthiness Data System database for case years 1993 to 2011. The approach was to compare the adjusted odds of frontal crash injury experienced by drivers in vehicles with and without steering wheel deformation. Among frontal crash cases with belted drivers, observable steering wheel deformation occurred in less than 4% of all cases but accounted for 30% of belted drivers with serious (Abbreviated Injury Scale [AIS] score, 3+) thoracic injuries. Similarly, steering wheel deformation occurred in approximately 13% of unbelted drivers but accounted for 60% of unbelted drivers with serious thoracic injuries. Belted drivers in frontal crashes with steering wheel deformation were found to have two times greater odds of serious thoracic injury. Unbelted drivers were found to have four times greater odds of serious thoracic injury in crashes with steering wheel deformation. In frontal crashes, steering wheel deformation was more likely to occur in unbelted drivers than belted drivers, as well as higher severity crashes and with heavier drivers. The results of the present study show that airbag deployment and seat belt restraint do not completely eliminate the possibility of steering wheel contact. Even with the most advanced restraint systems, there remains an opportunity for further reduction in thoracic injury by continued enhancement to the seat belt and airbag systems. Furthermore, the results showed that steering wheel deformation is an indicator of potential serious

Crashes of sightseeing helicopter tours in Hawaii.

PubMed

Haaland, Wren L; Shanahan, Dennis F; Baker, Susan P

2009-07-01

Crashes of sightseeing helicopter flights in Hawaii and the resulting tourist deaths prompted the FAA to issue regulations in 1994 specific to air tours in Hawaii. Research was undertaken to examine the effect of the 1994 Rule and to describe the circumstances of such crashes. From National Transportation Safety Board data, 59 crashes of helicopter air tour flights in Hawaii during 1981-2008 were identified; crash investigation reports were read and coded. Crashes in 1995-2008 were compared with those in 1981-1994. The 1994 Rule was followed by a 47% decrease in the crash rate, from 3.4 to 1.8/100,000 flight hours. The number of crashes into the ocean decreased from eight before the Rule to one afterwards. VFR-IMC crashes increased from 5 to 32% of crashes. There were 46 tourists and 9 pilots who died in 16 fatal crashes. Aircraft malfunctions, primarily due to poor maintenance, precipitated 34 (58%) of the crashes and persisted throughout the 28-yr period. Pilot errors were apparent in 23 crashes (39%). Flight from visual to instrument conditions occurred in two cases before the Rule and seven cases after. Terrain unsuitable for landing was cited in 37 crashes (63%). Decreases occurred in the overall number and rate of crashes and in ocean crash landings. The increase in VFR-IMC crashes may be related to the requirement that tour helicopters fly at least 1500 ft. above terrain. Attention is still needed to maintenance, pilot training, and restricting flights to operating areas and conditions that enable safe emergency landings.

Crash-resistant fuel system effectiveness in civil helicopter crashes.

PubMed

Hayden, Mark S; Shanahan, Dennis F; Chen, Li-Hui; Baker, Susan P

2005-08-01

Crash-resistant fuel systems (CRFS) have demonstrated close to 100% effectiveness in survivable crashes of Army helicopters, but the technology has been slow to transfer into the civil helicopter arena. Federal standards for civil helicopter CRFS are less stringent than those for military helicopters. A reduction in standards for CRFS in military helicopters is being considered. The goal of this study was to determine whether crashes of civil helicopters with CRFS are less likely to result in post-crash fire than crashes of those without. Crashes of civil helicopters during 1982-2004 were analyzed, comparing Bell 206 helicopters manufactured with CRFS with Aerospatial 350 helicopters manufactured during the same period (post-1981), but lacking CRFS. Bell 206 helicopters with CRFS were also compared with earlier models without CRFS. The highest proportion of crashes with post-crash fires (11.3%) was in AS-350s manufactured after 1981 (non-CRFS), and the lowest (3.7%) was in Bell 206s (with CRFS) [unadjusted risk ratio (RR) = 3.3, 95% confidence interval (CI) = 1.04, 10.50; adjusted for light and weather, RR = 2.81, Cl = 0.82, 9.69]. Earlier models of Bell 206s without CRFS had higher risk of post-crash fire than post-1981 models with CRFS (7.4% vs. 3.7%; adjusted RR = 2.11, Cl = 0.82, 5.45). The results of this study suggest a better performance, in terms of post-crash fire prevention, of CRFS-equipped civil helicopters as compared with those without CRFS. It is possible that CRFS in civil helicopters have not achieved the same degree of effectiveness as CRFS in military helicopters. CRFS should be used more widely in civil helicopters. The more stringent CRFS requirements for military helicopters should not be reduced without further research.

CID Aircraft slap-down

NASA Technical Reports Server (NTRS)

1984-01-01

In this photograph the B-720 is seen during the moments of initial impact. The left wing is digging into the lakebed while the aircraft continues sliding towards wing openers. In 1984 NASA Dryden Flight Research Facility and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID). The test involved crashing a Boeing 720 aircraft with four JT3C-7 engines burning a mixture of standard fuel with an additive, Anti-misting Kerosene (AMK), designed to supress fire. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1

Traffic-law enforcement and risk of death from motor-vehicle crashes: case-crossover study.

PubMed

Redelmeier, Donald A; Tibshirani, Robert J; Evans, Leonard

2003-06-28

Driving offences and traffic deaths are common in countries with high rates of motor-vehicle use. We tested whether traffic convictions, because of their direct effect on the recipient, might be associated with a reduced risk of fatal motor-vehicle crashes. We identified licensed drivers in Ontario, Canada, who had been involved in fatal crashes in the past 11 years. We used the case-crossover design to analyse the protective effect of recent convictions on individual drivers. 8975 licensed drivers had fatal crashes during the study period. 21501 driving convictions were recorded for all drivers from the date of obtaining a full licence to the date of fatal crash, equivalent to about one conviction per driver every 5 years. The risk of a fatal crash in the month after a conviction was about 35% lower than in a comparable month with no conviction for the same driver (95% CI 20-45, p=0.0002). The benefit lessened substantially by 2 months and was not significant by 3-4 months. The benefit was not altered by age, previous convictions, and other personal characteristics; was greater for speeding violations with penalty points than speeding violations without points; was no different for crashes of differing severity; and was not seen in drivers whose licences were suspended. Traffic-law enforcement effectively reduces the frequency of fatal motor-vehicle crashes in countries with high rates of motor-vehicle use. Inconsistent enforcement, therefore, may contribute to thousands of deaths each year worldwide.

Age-related functional limitations, countermeasures, and crash risks : traffic tech.

DOT National Transportation Integrated Search

2012-03-01

This study updates and extends our understanding of how : age-related functional deficits, including changes in vision, : cognition, strength, and flexibility can increase older drivers : crash risks. The report discusses the potential of a variet...

Methodology for determining motorcycle operator crash risk and alcohol impairment. Vol. 2, Literature review report

DOT National Transportation Integrated Search

2007-04-01

Alcohol involvement continues to be a prominent factor in motorcycle crashes. Drinking and driving have been researched extensively, and the relationship between a drivers' blood alcohol concentration (BAC) and crash risk is well understood. Unfortun...

Risk factors for unplanned and crash dialysis starts: a protocol for a systematic review and meta-analysis.

PubMed

Molnar, Amber O; Hiremath, Swapnil; Brown, Pierre A; Akbari, Ayub

2016-07-19

Many patients with kidney failure "crash" onto dialysis or initiate dialysis in an unplanned fashion. There are varying definitions, but essentially, a patient is labeled as having a crash dialysis start if he or she has little to no care by a nephrologist prior to starting dialysis. A patient is labeled as having an unplanned dialysis start when he or she starts dialysis with a catheter or during a hospitalization. Given the high prevalence and poor outcomes associated with crash and unplanned dialysis starts, it is important to establish a better understanding of patient risk factors. We will conduct a systematic review and meta-analysis with a focus on both crash and unplanned dialysis starts. The first objective will be to determine patient risk factors for crash and unplanned dialysis starts. Secondary objectives will be to determine the most common criteria used to define both crash and unplanned dialysis starts and to determine outcomes associated with crash and unplanned dialysis starts. We will search MEDLINE, EMBASE and Cochrane Library from inception to the present date for all studies that report the characteristics and outcomes of patients who have crash vs. non-crash dialysis starts or unplanned vs. planned dialysis starts. We will also extract from included studies the criteria used to define crash and unplanned dialysis starts. If there are any eligible randomized controlled trials, quality assessment will be performed using the Cochrane Risk of Bias Assessment Tool. Observational studies will be evaluated using the Newcastle-Ottawa Scale. Data will be pooled in meta-analysis if deemed appropriate. The results of this review will inform the design of strategies to help reduce the incidence of crash and unplanned dialysis starts. Prospero CRD42016032916.

48 CFR 1852.228-71 - Aircraft flight risks.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 48 Federal Acquisition Regulations System 6 2012-10-01 2012-10-01 false Aircraft flight risks... 1852.228-71 Aircraft flight risks. (a) As prescribed in 1828.311-2, insert the following clause: Aircraft Flight Risks (DEC 1988) (a) Notwithstanding any other provision of this contract (particularly...

48 CFR 1852.228-71 - Aircraft flight risks.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 48 Federal Acquisition Regulations System 6 2013-10-01 2013-10-01 false Aircraft flight risks... 1852.228-71 Aircraft flight risks. (a) As prescribed in 1828.311-2, insert the following clause: Aircraft Flight Risks (DEC 1988) (a) Notwithstanding any other provision of this contract (particularly...

48 CFR 1852.228-71 - Aircraft flight risks.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 48 Federal Acquisition Regulations System 6 2014-10-01 2014-10-01 false Aircraft flight risks... 1852.228-71 Aircraft flight risks. (a) As prescribed in 1828.311-2, insert the following clause: Aircraft Flight Risks (DEC 1988) (a) Notwithstanding any other provision of this contract (particularly...

Overloading among crash-involved vehicles in China: identification of factors associated with overloading and crash severity.

PubMed

Zhang, Guangnan; Li, Yanyan; King, Mark J; Zhong, Qiaoting

2018-03-21

Motor vehicle overloading is correlated with the possibility of road crash occurrence and severity. Although overloading of motor vehicles is pervasive in developing nations, few empirical analyses have been performed on factors that might influence the occurrence of overloading. This study aims to address this shortcoming by seeking evidence from several years of crash data from Guangdong province, China. Data on overloading and other factors are extracted for crash-involved vehicles from traffic crash records for 2006-2010 provided by the Traffic Management Bureau in Guangdong province. Logistic regression is applied to identify risk factors for overloading in crash-involved vehicles and within these crashes to identify factors contributing to greater crash severity. Driver, vehicle, road and environmental characteristics and violation types are considered in the regression models. In addition to the basic logistic models, association analysis is employed to identify the potential interactions among different risk factors during fitting the logistic models of overloading and severity. Crash-involved vehicles driven by males from rural households and in an unsafe condition are more likely to be overloaded and to be involved in higher severity overloaded vehicle crashes. If overloaded vehicles speed, the risk of severe traffic crash casualties increases. Young drivers (aged under 25 years) in mountainous areas are more likely to be involved in higher severity overloaded vehicle crashes. This study identifies several factors associated with overloading in crash-involved vehicles and with higher severity overloading crashes and provides an important reference for future research on those specific risk factors. © Article author(s) (or their employer(s) unless otherwise stated in the text of the article) 2018. All rights reserved. No commercial use is permitted unless otherwise expressly granted.

Spatial analysis to identify high risk areas for traffic crashes resulting in death of pedestrians in Tehran

PubMed Central

Moradi, Ali; Soori, Hamid; Kavousi, Amir; Eshghabadi, Farshid; Jamshidi, Ensiyeh; Zeini, Salahdien

2016-01-01

Background: More than 20% of deaths from traffic crashes are related to pedestrians. This figure in Tehran, the capital of Iran, reaches to 40%. This study aimed to determine the high-risk areas and spatially analyze the traffic crashes, causing death to pedestrians in Tehran. Methods: Mapping was used to display the distribution of the crashes. Determining the distribution pattern of crashes and the hot spots/ low-risk areas were done, using Moran’s I index and Getis-Ord G, respectively. Results: A total of 198 crashes were studied; 92 of which, (46.4%) occurred in 2013 to 2014 and other 106 cases (63.6%) occurred in 2014 to 2015. The highest and the lowest frequency of crashes was related to January (26 cases) and June (10 cases), respectively. One hundred fifty- eight cases (79.8%) of crashes occurred in Tehran highways. Moran’s index showed that the studied traffic crashes had a cluster distribution (p<0.001). Getis- Ord General G index indicated that the distribution of hot and cold spots of the studied crashes was statistically significant (p<0.001). Conclusion: The majority of traffic crashes causing death to pedestrians occurred in highways located in the main entrances and exits of Tehran. Given the important role of environmental factors in the occurrence of traffic crashes related to pedestrians, identification of these factors requires more studies with casual inferences. PMID:28210615

The Heavy Vehicle Study: a case-control study investigating risk factors for crash in long distance heavy vehicle drivers in Australia

PubMed Central

2010-01-01

Background Heavy vehicle transportation continues to grow internationally; yet crash rates are high, and the risk of injury and death extends to all road users. The work environment for the heavy vehicle driver poses many challenges; conditions such as scheduling and payment are proposed risk factors for crash, yet the precise measure of these needs quantifying. Other risk factors such as sleep disorders including obstructive sleep apnoea have been shown to increase crash risk in motor vehicle drivers however the risk of heavy vehicle crash from this and related health conditions needs detailed investigation. Methods and Design The proposed case control study will recruit 1034 long distance heavy vehicle drivers: 517 who have crashed and 517 who have not. All participants will be interviewed at length, regarding their driving and crash history, typical workloads, scheduling and payment, trip history over several days, sleep patterns, health, and substance use. All participants will have administered a nasal flow monitor for the detection of obstructive sleep apnoea. Discussion Significant attention has been paid to the enforcement of legislation aiming to deter problems such as excess loading, speeding and substance use; however, there is inconclusive evidence as to the direction and strength of associations of many other postulated risk factors for heavy vehicle crashes. The influence of factors such as remuneration and scheduling on crash risk is unclear; so too the association between sleep apnoea and the risk of heavy vehicle driver crash. Contributory factors such as sleep quality and quantity, body mass and health status will be investigated. Quantifying the measure of effect of these factors on the heavy vehicle driver will inform policy development that aims toward safer driving practices and reduction in heavy vehicle crash; protecting the lives of many on the road network. PMID:20338064

Changes in crash risk following re-timing of traffic signal change intervals.

PubMed

Retting, Richard A; Chapline, Janella F; Williams, Allan F

2002-03-01

More than I million motor vehicle crashes occur annually at signalized intersections in the USA. The principal method used to prevent crashes associated with routine changes in signal indications is employment of a traffic signal change interval--a brief yellow and all-red period that follows the green indication. No universal practice exists for selecting the duration of change intervals, and little is known about the influence of the duration of the change interval on crash risk. The purpose of this study was to estimate potential crash effects of modifying the duration of traffic signal change intervals to conform with values associated with a proposed recommended practice published by the Institute of Transportation Engineers. A sample of 122 intersections was identified and randomly assigned to experimental and control groups. Of 51 eligible experimental sites, 40 (78%) needed signal timing changes. For the 3-year period following implementation of signal timing changes, there was an 8% reduction in reportable crashes at experimental sites relative to those occurring at control sites (P = 0.08). For injury crashes, a 12% reduction at experimental sites relative to those occurring at control sites was found (P = 0.03). Pedestrian and bicycle crashes at experimental sites decreased 37% (P = 0.03) relative to controls. Given these results and the relatively low cost of re-timing traffic signals, modifying the duration of traffic signal change intervals to conform with values associated with the Institute of Transportation Engineers' proposed recommended practice should be strongly considered by transportation agencies to reduce the frequency of urban motor vehicle crashes.

Crash injury risks for obese occupants using a matched-pair analysis.

PubMed

Viano, David C; Parenteau, Chantal S; Edwards, Mark L

2008-03-01

The automotive safety community is questioning the impact of obesity on the performance and assessment of occupant protection systems. This study investigates fatality and serious injury risks for front-seat occupants by body mass index (BMI) using a matched-pair analysis. It also develops a simple model for the change in injury risk with obesity. A simple model was developed for the change in injury risk with obesity. It included the normal mass (m) and stiffness (k) of the body resisting compression during a blunt impact. Stiffness is assumed constant as weight is gained (Delta m). For a given impact severity, the risk of injury was assumed proportional to compression. Energy balance was used to determine injury risks with increasing mass. NASS-CDS field data were analyzed for calendar years 1993-2004. Occupant injury was divided into normal (18.5 kg/m2 < or = BMI < 25.0 kg/m2) and obese (BMI > o= 30 kg/m2) categories. A matched-pair analysis was carried out. Driver and front-right passenger fatalities or serious injuries (MAIS 3+) were analyzed in the same crash to determine the effect of obesity. This also allowed the determination of the relative risk of younger (age < or = 55 years), older (age >55 years), male, and female drivers that were obese compared to normal BMI. The family of Hybrid III crash test dummies was evaluated for BMI and the amount of ballast was determined so they could represent an obese or morbidly obese occupant. Based on the simple model, the relative injury risk (r) for an increase in body mass is given by: r = (1 + Delta m / m)(0.5). For a given stature, an obese occupant (BMI = 30-35 kg/m2) has 54-61% higher risk of injury than a normal BMI occupant (22 kg/m2). Matched pairs showed that obese drivers have a 97% higher risk of fatality and 17% higher risk of serious injury (MAIS 3+) than normal BMI drivers. Obese passengers have a 32% higher fatality risk and a 40% higher MAIS 3+ risk than normal passengers. Obese female drivers have

Full-Scale Crash Test of an MD-500 Helicopter

NASA Technical Reports Server (NTRS)

Littell, Justin

2011-01-01

A full-scale crash test was successfully conducted in March 2010 of an MD-500 helicopter at NASA Langley Research Center s Landing and Impact Research Facility. The reasons for conducting this test were threefold: 1 To generate data to be used with finite element computer modeling efforts, 2 To study the crashworthiness features typically associated with a small representative helicopter, and 3 To compare aircraft response to data collected from a previously conducted MD-500 crash test, which included an externally deployable energy absorbing (DEA) concept. Instrumentation on the airframe included accelerometers on various structural components of the airframe; and strain gages on keel beams, skid gear and portions of the skin. Three Anthropomorphic Test Devices and a specialized Human Surrogate Torso Model were also onboard to collect occupant loads for evaluation with common injury risk criteria. This paper presents background and results from this crash test conducted without the DEA concept. These results showed accelerations of approximately 30 to 50 g on the airframe at various locations, little energy attenuation through the airframe, and moderate to high probability of occupant injury for a variety of injury criteria.

High risk of near-crash driving events following night-shift work

PubMed Central

Lee, Michael L.; Howard, Mark E.; Horrey, William J.; Liang, Yulan; Anderson, Clare; Shreeve, Michael S.; O’Brien, Conor S.; Czeisler, Charles A.

2016-01-01

Night-shift workers are at high risk of drowsiness-related motor vehicle crashes as a result of circadian disruption and sleep restriction. However, the impact of actual night-shift work on measures of drowsiness and driving performance while operating a real motor vehicle remains unknown. Sixteen night-shift workers completed two 2-h daytime driving sessions on a closed driving track at the Liberty Mutual Research Institute for Safety: (i) a postsleep baseline driving session after an average of 7.6 ± 2.4 h sleep the previous night with no night-shift work, and (ii) a postnight-shift driving session following night-shift work. Physiological measures of drowsiness were collected, including infrared reflectance oculography, electroencephalography, and electrooculography. Driving performance measures included lane excursions, near-crash events, and drives terminated because of failure to maintain control of the vehicle. Eleven near-crashes occurred in 6 of 16 postnight-shift drives (37.5%), and 7 of 16 postnight-shift drives (43.8%) were terminated early for safety reasons, compared with zero near-crashes or early drive terminations during 16 postsleep drives (Fishers exact: P = 0.0088 and P = 0.0034, respectively). Participants had a significantly higher rate of lane excursions, average Johns Drowsiness Scale, blink duration, and number of slow eye movements during postnight-shift drives compared with postsleep drives (3.09/min vs. 1.49/min; 1.71 vs. 0.97; 125 ms vs. 100 ms; 35.8 vs. 19.1; respectively, P < 0.05 for all). Night-shift work increases driver drowsiness, degrading driving performance and increasing the risk of near-crash drive events. With more than 9.5 million Americans working overnight or rotating shifts and one-third of United States commutes exceeding 30 min, these results have implications for traffic and occupational safety. PMID:26699470

High risk of near-crash driving events following night-shift work.

PubMed

Lee, Michael L; Howard, Mark E; Horrey, William J; Liang, Yulan; Anderson, Clare; Shreeve, Michael S; O'Brien, Conor S; Czeisler, Charles A

2016-01-05

Night-shift workers are at high risk of drowsiness-related motor vehicle crashes as a result of circadian disruption and sleep restriction. However, the impact of actual night-shift work on measures of drowsiness and driving performance while operating a real motor vehicle remains unknown. Sixteen night-shift workers completed two 2-h daytime driving sessions on a closed driving track at the Liberty Mutual Research Institute for Safety: (i) a postsleep baseline driving session after an average of 7.6 ± 2.4 h sleep the previous night with no night-shift work, and (ii) a postnight-shift driving session following night-shift work. Physiological measures of drowsiness were collected, including infrared reflectance oculography, electroencephalography, and electrooculography. Driving performance measures included lane excursions, near-crash events, and drives terminated because of failure to maintain control of the vehicle. Eleven near-crashes occurred in 6 of 16 postnight-shift drives (37.5%), and 7 of 16 postnight-shift drives (43.8%) were terminated early for safety reasons, compared with zero near-crashes or early drive terminations during 16 postsleep drives (Fishers exact: P = 0.0088 and P = 0.0034, respectively). Participants had a significantly higher rate of lane excursions, average Johns Drowsiness Scale, blink duration, and number of slow eye movements during postnight-shift drives compared with postsleep drives (3.09/min vs. 1.49/min; 1.71 vs. 0.97; 125 ms vs. 100 ms; 35.8 vs. 19.1; respectively, P < 0.05 for all). Night-shift work increases driver drowsiness, degrading driving performance and increasing the risk of near-crash drive events. With more than 9.5 million Americans working overnight or rotating shifts and one-third of United States commutes exceeding 30 min, these results have implications for traffic and occupational safety.

Keep Your Eyes on the Road: Young Driver Crash Risk Increases According to Duration of Distraction

PubMed Central

Simons-Morton, Bruce; Guo, Feng; Klauer, Sheila G; Ehsani, Johnathon P; Pradhan, Anuj K

2014-01-01

Purpose Secondary task engagement that distracts the driver is a contributing factor to motor vehicle crashes among adults. However, the association between eye glance duration and crash risk with novice teenage drivers has not been determined. Methods Vehicles of 42 newly-licensed teenage drivers were instrumented with cameras, accelerometers, GPS, and other devices. Data were collected continuously for 18 months. Crashes and near crashes (CNCs) were identified by examining highly elevated gravitational force events. Video footage of the 6 seconds prior to each CNC and randomly sampled non-CNC road segments were coded for the duration of eye glances off the forward roadway and the presence of secondary task engagement. The likelihood (odds ratios) of CNC due to eye glance behavior was calculated by comparing the prevalence of secondary task engagement and duration of eyes off road prior to CNC with the prevalence and duration of eyes off road during non-CNC road segments. Results Crash risk increased with the duration of single longest glance during all secondary tasks (OR=3.8 for >2s) and wireless secondary task engagement (OR=5.5 for >2s). Single longest glance provided a more consistent estimate of crash risk than total time eyes off the forward roadway. Conclusions Eyes glances away from forward roadway involving secondary tasks increased the likelihood of CNC. The longer the duration of eye glance away from the road the greater the risk, regardless of type of secondary task. Education and policy discouraging secondary task engagement, particularly for prolonged periods, is warranted. PMID:24759443

Motor vehicle-bicycle crashes in Beijing: irregular maneuvers, crash patterns, and injury severity.

PubMed

Yan, Xinping; Ma, Ming; Huang, Helai; Abdel-Aty, Mohamed; Wu, Chaozhong

2011-09-01

This research presents a comprehensive analysis of motor vehicle-bicycle crashes using 4 years of reported crash data (2004-2007) in Beijing. The interrelationship of irregular maneuvers, crash patterns and bicyclist injury severity are investigated by controlling for a variety of risk factors related to bicyclist demographics, roadway geometric design, road environment, etc. Results show that different irregular maneuvers are correlated with a number of risk factors at different roadway locations such as the bicyclist age and gender, weather and traffic condition. Furthermore, angle collisions are the leading pattern of motor vehicle-bicycle crashes, and different irregular maneuvers may lead to some specific crash patterns such as head-on or rear-end crashes. Orthokinetic scrape is more likely to result in running over bicyclists, which may lead to more severe injury. Moreover, bicyclist injury severity level could be elevated by specific crash patterns and risk factors including head-on and angle collisions, occurrence of running over bicyclists, night without streetlight, roads without median/division, higher speed limit, heavy vehicle involvement and older bicyclists. This study suggests installation of median, division between roadway and bikeway, and improvement of illumination on road segments. Reduced speed limit is also recommended at roadway locations with high bicycle traffic volume. Furthermore, it may be necessary to develop safety campaigns aimed at male, teenage and older bicyclists. Copyright © 2011 Elsevier Ltd. All rights reserved.

The roles of the trading time risks on stock investment return and risks in stock price crashes

NASA Astrophysics Data System (ADS)

Li, Jiang-Cheng; Dong, Zhi-Wei; Yang, Guo-Hui; Long, Chao

2017-03-01

The roles of the trading time risks (TTRs) on stock investment return and risks are investigated in the condition of stock price crashes with Hushen300 data (CSI300) and Dow Jones Industrial Average (ˆDJI), respectively. In order to describe the TTR, we employ the escape time that the stock price drops from the maximum to minimum value in a data window length (DWL). After theoretical and empirical research on probability density function of return, the results in both ˆDJI and CSI300 indicate that: (i) As increasing DWL, the expectation of returns and its stability are weakened. (ii) An optimal TTR is related to a maximum return and minimum risk of stock investment in stock price crashes.

Crash Rates of Quebec Drivers with Medical Conditions

PubMed Central

Dow, Jamie; Gaudet, Michel; Turmel, Émilie

2013-01-01

Using a databank that combines comprehensive medical data with the driving records of 96% of the drivers in Quebec, odds ratios were calculated for crash risk involving death or serious injury according to the diagnosis of medical conditions traditionally associated with increased crash risk. Results were controlled for age, sex, residence (rural/urban), possession of a professional licence (classes 1 – 4), previous involvement in a crash with injury or death and for the presence of other medical conditions. In addition, crash risk was calculated for drivers with multiple conditions. There was a slight to moderate increase in crash risk for most of the conditions and an incremental increase in crash risk as the number of conditions increased. PMID:24406946

Risk factors for the severity of injury incurred in crashes involving on-duty police cars.

PubMed

Chu, Hsing-Chung

2016-07-03

This article explores the risk factors associated with police cars on routine patrol and/or on an emergency run and their effects on the severity of injuries in crashes. The binary probit model is used to examine the effects of important factors on the risk of injuries sustained in crashes involving on-duty police cars. Several factors significantly increase the probability of crashes that cause severe injuries. Among those causes are police officers who drive at excessive speeds, traffic violations during emergency responses or pursuits, and driving during the evening (6 to 12 p.m.) or in rainy weather. Findings also indicate some potential issues associated with an increase in the probability of crashes that cause injuries. Younger police drivers were found to be more likely to be involved in crashes causing injuries than middle-aged drivers were. Distracted driving by on-duty police officers as well as civilian drivers who did not pull over to let a police car pass in emergency situations also caused serious crashes. Police cars are exempted from certain traffic laws under emergency circumstances. However, to reduce the probability of being involved in a crash resulting in severe injuries, officers are still obligated to drive safely and follow safety procedures when responding to emergencies or pursuing a car. Enhancement of training techniques for emergency situations or driving in pursuit of an offender and following the safety procedures are essential for safety in driving during an emergency run by police.

Aircraft Crash Survival Design Guide. Volume 5. Aircraft Postcrash Survival

DTIC Science & Technology

1989-12-01

significiant difference in ease of ignition or flame propaga- tion speed, even when measuring such fluids as gasoline and kerosene. From a crash-resistant...volatility fuels such as JP-5, JP-8, and Jet A. However, modification of highly volatile fuels, such as J2P-4 and aviation gasoline , has not been effective... gasoline . JP-4 also has a lower flat-plate ignition temperature than aviation gaso- line. The lower grades of gasoline have lower ignition

The influence of rear turn-signal characteristics on crash risk.

PubMed

Sullivan, John M; Flannagan, Michael J

2012-02-01

The relationship between the relative risk of a rear-end collision during a turn, merge, or lane change maneuver and the characteristics of the rear turn-signal configuration was examined using crash data from seven states in the United States. Rear turn-signal characteristics-including color, optics, separation, and light source-were identified for 55 vehicle models and used in a logistic regression analysis to model the odds of a rear-end collision. Additional variables including driver demographics (gender, age), vehicle age, and light condition were also modeled. Risk was assessed using a contrast group of striking vehicles in similar collisions. The results suggest that the odds of being the struck vehicle were 3% to 28% lower among vehicles equipped with amber versus red turn signals. Although the analysis suggests that there may be a safety benefit associated with amber rear turn signals, it is unclear whether turn-signal color alone is responsible. The results suggest that aspects of a vehicle's rear signal characteristics may influence crash risk. Copyright © 2012 Elsevier Ltd. All rights reserved.

Fatal Crash Involvements -- What Are The Odds?

DOT National Transportation Integrated Search

1997-07-01

The risk of being involved in a fatal crash varies considerably depending on : specific crash characteristics, i.e., those of the driver, vehicle and : environment. A generally accepted measure of the risk of a fatal crash is the : ratio between the ...

Is the useful field of view a good predictor of at-fault crash risk in elderly Japanese drivers?

PubMed

Sakai, Hiroyuki; Uchiyama, Yuji; Takahara, Miwa; Doi, Shun'ichi; Kubota, Fumiko; Yoshimura, Takayoshi; Tachibana, Atsumichi; Kurahashi, Tetsuo

2015-05-01

Although age-related decline in the useful field of view (UFOV) is well recognized as a risk factor for at-fault crash involvement in elderly drivers, there is still room to study its applicability to elderly Japanese drivers. In the current study, we thus examined the relationship between UFOV and at-fault crash history in an elderly Japanese population. We also explored whether potential factors that create awareness of reduced driving fitness could be a trigger for the self-regulation of driving in elderly drivers. We measured UFOV and at-fault crash history from 151 community-dwelling Japanese aged 60 years or older, and compared UFOV of at-fault crash-free and crash-involved drivers. We also measured self-evaluated driving style using a questionnaire. UFOV in crash-involved drivers was significantly lower than that in crash-free drivers. No significant difference was found in self-evaluated driving style between crash-free and crash-involved drivers. In addition, there was no significant association between UFOV and self-evaluated driving style. The present study showed that UFOV is a good predictor of at-fault crash risk in elderly Japanese drivers. Furthermore, our data imply that it might be difficult for elderly drivers to adopt appropriate driving strategies commensurate with their current driving competence. © 2014 Japan Geriatrics Society.

Risk management of emergency service vehicle crashes in the United States fire service: process, outputs, and recommendations.

PubMed

Bui, David P; Pollack Porter, Keshia; Griffin, Stephanie; French, Dustin D; Jung, Alesia M; Crothers, Stephen; Burgess, Jefferey L

2017-11-17

Emergency service vehicle crashes (ESVCs) are a leading cause of death in the United States fire service. Risk management (RM) is a proactive process for identifying occupational risks and reducing hazards and unwanted events through an iterative process of scoping hazards, risk assessment, and implementing controls. We describe the process, outputs, and lessons learned from the application of a proactive RM process to reduce ESVCs in US fire departments. Three fire departments representative of urban, suburban, and rural geographies, participated in a facilitated RM process delivered through focus groups and stakeholder discussion. Crash reports from department databases were reviewed to characterize the context, circumstances, hazards and risks of ESVCs. Identified risks were ranked using a risk matrix that considered risk likelihood and severity. Department-specific control measures were selected based on group consensus. Interviews, and focus groups were used to assess acceptability and utility of the RM process and perceived facilitators and barriers of implementation. Three to six RM meetings were conducted at each fire department. There were 7.4 crashes per 100 personnel in the urban department and 10.5 per 100 personnel in the suburban department; the rural department experienced zero crashes. All departments identified emergency response, backing, on scene struck by, driver distraction, vehicle/road visibility, and driver training as high or medium concerns. Additional high priority risks varied by department; the urban department prioritized turning and rear ending crashes; the suburban firefighters prioritized inclement weather/road environment and low visibility related crashes; and the rural volunteer fire department prioritized exiting station, vehicle failure, and inclement weather/road environment related incidents. Selected controls included new policies and standard operating procedures to reduce emergency response, cameras to enhance driver

Civil aircraft side-facing seat research summary.

DOT National Transportation Integrated Search

2012-11-01

The Federal Aviation Administration (FAA) has standards and regulations that are intended to protect aircraft : occupants in the event of a crash. However, side-facing seats were not specifically addressed when aircraft seat : dynamic test standards ...

Aircraft fires, smoke toxicity, and survival : an overview.

DOT National Transportation Integrated Search

1995-02-01

In-flight fires in modern aircraft are rare, but post-crash fires do occur. Cabin occupants frequently survive initial forces of such crashes but are incapacitated from smoke inhalation. According to an international study, there were 95 fire-related...

Driver sleepiness and risk of motor vehicle crash injuries: a population-based case control study in Fiji (TRIP 12).

PubMed

Herman, Josephine; Kafoa, Berlin; Wainiqolo, Iris; Robinson, Elizabeth; McCaig, Eddie; Connor, Jennie; Jackson, Rod; Ameratunga, Shanthi

2014-03-01

Published studies investigating the role of driver sleepiness in road crashes in low and middle-income countries have largely focused on heavy vehicles. We investigated the contribution of driver sleepiness to four-wheel motor vehicle crashes in Fiji, a middle-income Pacific Island country. The population-based case control study included 131 motor vehicles involved in crashes where at least one person died or was hospitalised (cases) and 752 motor vehicles identified in roadside surveys (controls). An interviewer-administered questionnaire completed by drivers or proxies collected information on potential risks for crashes including sleepiness while driving, and factors that may influence the quantity or quality of sleep. Following adjustment for confounders, there was an almost six-fold increase in the odds of injury-involved crashes for vehicles driven by people who were not fully alert or sleepy (OR 5.7, 95%CI: 2.7, 12.3), or those who reported less than 6 h of sleep during the previous 24 h (OR 5.9, 95%CI: 1.7, 20.9). The population attributable risk for crashes associated with driving while not fully alert or sleepy was 34%, and driving after less than 6 h sleep in the previous 24 h was 9%. Driving by people reporting symptoms suggestive of obstructive sleep apnoea was not significantly associated with crash risk. Driver sleepiness is an important contributor to injury-involved four-wheel motor vehicle crashes in Fiji, highlighting the need for evidence-based strategies to address this poorly characterised risk factor for car crashes in less resourced settings. Copyright © 2013 The Authors. Published by Elsevier Ltd.. All rights reserved.

Crash test ratings and real-world frontal crash outcomes: a CIREN study.

PubMed

Ryb, Gabriel E; Burch, Cynthia; Kerns, Timothy; Dischinger, Patricia C; Ho, Shiu

2010-05-01

To establish whether the Insurance Institute for Highway Safety (IIHS) offset crash test ratings are linked to different mortality rates in real world frontal crashes. The study used Crash Injury Research Engineering Network drivers of age older than 15 years who were involved in frontal crashes. The Crash Injury Research Engineering Network is a convenience sample of persons injured in crashes with at least one Abbreviated Injury Scale score of 3+ injury or two Abbreviated Injury Scale score of 2+ injuries who were either treated at a Level I trauma center or died. Cases were grouped by IIHS crash test ratings (i.e., good, acceptable, marginal, poor, and not rated). Those rated marginal were excluded because of their small numbers. Mortality rates experienced by these ratings-based groups were compared using the Mantel-Haenszel chi test. Multiple logistic regression models were built to adjust for confounders (i.e., occupant, vehicular, and crash factors). A total of 1,226 cases were distributed within not rated (59%), poor (12%), average (16%), and good (14%) categories. Those rated good and average experienced a lower unadjusted mortality rate. After adjustment by confounders, those in vehicles rated good experienced a lower risk of death (adjusted OR 0.38 [0.16-0.90]) than those in vehicles rated poor. There was no significant effect for "acceptable" rating. Other factors influencing the occurrence of death were age, DeltaV >or=70 km/h, high body mass index, and lack of restraint use. After adjusting for occupant, vehicular, and crash factors, drivers of vehicles rated good by the IIHS experienced a lower risk of death in frontal crashes.

The Effect of Secondary Task Engagement on Adolescents' Driving Performance and Crash Risk.

PubMed

Klauer, Sheila G; Ehsani, Johnathon P; McGehee, Daniel V; Manser, Michael

2015-07-01

The purpose of this review was to synthesize the evidence of the effects of secondary task engagement on novice adolescent's driving performance and crash risk. Searches of multiple databases were conducted using search terms related to secondary task engagement and teenage drivers. Articles were selected for inclusion if they were: written in English, an empirical study assessing the impact of secondary task engagement on driving, and included study participants who were licensed drivers between the ages of 14 and 17 years (if research was conducted in the United States) or within 18 months licensure in other countries. Thirty-eight abstracts were reviewed. Fifteen studies met the inclusion criteria. Most studies examined the effects of electronic device use as the secondary task. Effects were assessed using crash databases, simulator, instrumented vehicle, and naturalistic driving studies. Texting resulted in increased lane deviations and eyes off road time in simulated driving, whereas talking on a cell phone had little effect. Naturalistic studies, which use vehicle instrumentation to measure actual driving, found secondary tasks that required drivers to look away from the forward roadway also increased the risk of crashes and near-crashes for young novice drivers, whereas tasks that did not require eyes to be off the forward roadway (e.g., talking on cell phone) had no effect on crash risk. Methodological differences in the definition and measurement of driving performance make it difficult to directly compare findings, even among the limited number of studies conducted. Despite this, results suggest that secondary tasks degrade driving performance and increase risk only when they require drivers to look away from the forward roadway. Future research needs to focus more explicitly on the ways in which secondary task engagement influences drivers' behavior (e.g., interfering with information acquisition or manual control of the vehicle). This, along with the

Identifying crash-prone traffic conditions under different weather on freeways.

PubMed

Xu, Chengcheng; Wang, Wei; Liu, Pan

2013-09-01

Understanding the relationships between traffic flow characteristics and crash risk under adverse weather conditions will help highway agencies develop proactive safety management strategies to improve traffic safety in adverse weather conditions. The primary objective is to develop separate crash risk prediction models for different weather conditions. The crash data, weather data, and traffic data used in this study were collected on the I-880N freeway in California in 2008 and 2010. This study considered three different weather conditions: clear weather, rainy weather, and reduced visibility weather. The preliminary analysis showed that there was some heterogeneity in the risk estimates for traffic flow characteristics by weather conditions, and that the crash risk prediction model for all weather conditions cannot capture the impacts of the traffic flow variables on crash risk under adverse weather conditions. The Bayesian random intercept logistic regression models were applied to link the likelihood of crash occurrence with various traffic flow characteristics under different weather conditions. The crash risk prediction models were compared to their corresponding logistic regression model. It was found that the random intercept model improved the goodness-of-fit of the crash risk prediction models. The model estimation results showed that the traffic flow characteristics contributing to crash risk were different across different weather conditions. The speed difference between upstream and downstream stations was found to be significant in each crash risk prediction model. Speed difference between upstream and downstream stations had the largest impact on crash risk in reduced visibility weather, followed by that in rainy weather. The ROC curves were further developed to evaluate the predictive performance of the crash risk prediction models under different weather conditions. The predictive performance of the crash risk model for clear weather was better

Nonadherence with Employer-Mandated Sleep Apnea Treatment and Increased Risk of Serious Truck Crashes

PubMed Central

Burks, Stephen V.; Anderson, Jon E.; Bombyk, Matthew; Haider, Rebecca; Ganzhorn, Derek; Jiao, Xueyang; Lewis, Connor; Lexvold, Andrew; Liu, Hong; Ning, Jiachen; Toll, Alice; Hickman, Jeffrey S.; Mabry, Erin; Berger, Mark; Malhotra, Atul; Czeisler, Charles A.; Kales, Stefanos N.

2016-01-01

Study Objectives: To evaluate the effect of an employer-mandated obstructive sleep apnea (OSA) program on the risk of serious preventable truck crashes. Methods: Data are from the first large-scale, employer-mandated program to screen, diagnose, and monitor OSA treatment adherence in the US trucking industry. A retrospective analysis of cohorts was constructed: polysomnogram-diagnosed drivers (OSA positive n = 1,613, OSA negative n = 403) were matched to control drivers unlikely to have OSA (n = 2,016) on two factors affecting crash risk, experience-at-hire and length of job tenure; tenure was matched on the date of each diagnosed driver's polysomnogram. Auto-adjusting positive airway pressure (APAP) treatment was provided to all cases (i.e. OSA positive drivers); treatment adherence was objectively monitored. Cases were grouped by treatment adherence: “Full Adherence” (n = 682), “Partial Adherence” (n = 571), or “No Adherence” (n = 360). Preventable Department-of-Transportation-reportable crashes/100,000 miles were compared across study subgroups. Robustness was assessed. Results: After the matching date, “No Adherence” cases had a preventable Department of Transportation-reportable crash rate that was fivefold greater (incidence rate ratio = 4.97, 95% confidence interval: 2.09, 10.63) than that of matched controls (0.070 versus 0.014 per 100,000 miles). The crash rate of “Full Adherence” cases was statistically similar to controls (incidence rate ratio = 1.02, 95% confidence interval: 0.48, 2.04; 0.014 per 100,000 miles). Conclusions: Nontreatment-adherent OSA-positive drivers had a fivefold greater risk of serious preventable crashes, but were discharged or quit rapidly, being retained only one-third as long as other subjects. Thus, the mandated program removed risky nontreatment-adherent drivers and retained adherent drivers at the study firm. Current regulations allow nonadherent OSA cases to drive at another firm by keeping their diagnosis

The combined effects of alcohol and cannabis on driving: Impact on crash risk.

PubMed

Dubois, Sacha; Mullen, Nadia; Weaver, Bruce; Bédard, Michel

2015-03-01

Driving under the influence of alcohol or cannabis alone is associated with increased crash risk. This study explores the combined influence of low levels of alcohol (BAC≤0.08) and cannabis on crash risk. Drivers aged 20 years or older who had been tested for both drugs and alcohol after involvement in a fatal crash in the United States (1991-2008) were examined using a case-control design. Cases were drivers with at least one potentially unsafe driving action (UDA) recorded in relation to the crash (e.g., weaving); controls had none recorded. We examined the prevalence of driving under the influence of alcohol, cannabis, and both agents, for drivers involved in a fatal crash. Adjusted odds ratios of committing an UDA for alcohol alone, THC alone, and their combined effect were computed via logistic regression and adjusted for a number of potential confounders. Over the past two decades, the prevalence of THC and alcohol in car drivers involved in a fatal crash has increased approximately five-fold from below 2% in 1991 to above 10% in 2008. Each 0.01 BAC unit increased the odds of an UDA by approximately 9-11%. Drivers who were positive for THC alone had 16% increased odds of an UDA. When alcohol and THC were combined the odds of an UDA increased by approximately 8-10% for each 0.01 BAC unit increase over alcohol or THC alone. Drivers positive for both agents had greater odds of making an error than drivers positive for either alcohol or cannabis only. Further research is needed to better examine the interaction between cannabis concentration levels, alcohol, and driving. This research would support enforcement agencies and public health educators by highlighting the combined effect of cannabis at low BAC levels. Copyright © 2014 Elsevier Ireland Ltd. All rights reserved.

Evaluation of safety ratings of roads based on frontal crashes with known crash pulse and injury outcome.

PubMed

Stigson, H

2009-06-01

The objective in this study, using data from crashed cars fitted with on-board crash pulse recorders, was to present differences in average crash severity, distribution of crash severity, and injury outcomes, based on an independent safety rating of roads, also taking road type and speed limit into consideration. Furthermore, the objective was to evaluate differences in injury risk, based on the distribution of crash severity. The investigation included both frontal two-vehicle crashes and single-vehicle crashes with known injury outcome. In total, 209 real-world crashes involving cars fitted with crash pulse recorders were included. For all crashes, average mean acceleration and change of velocity of the vehicle acceleration pulse were measured and calculated. All crash spots were classified according to an independent road safety rating program (European Road Assessment Programme Road Protection Score), where the safety quality of roads is rated in relation to posted speed limits. The crash severity and injury outcome in crashes that occurred on roads with good safety ratings were compared with crashes on roads with poor safety ratings. The data were also divided into subcategories according to posted speed limit and road type, to evaluate whether there was a difference in crash severity and injury outcome within the categories. In total, crash severity was statistically significantly lower in crashes occurring on roads with good safety ratings than in crashes occurring on roads with poor safety ratings. It was found that crash severity and injury risk were lower on roads with good safety ratings with a speed limit of above 90 km/h compared with roads with poor safety ratings, irrespective of speed limit. On the other hand, crash severity was higher on roads with good safety ratings with speed limit of 70 km/h than on roads with poor safety ratings with the same speed limit. Though it was found that a higher speed limit resulted in higher crash severity on roads

Naturalistic Assessment of Novice Teenage Crash Experience

PubMed Central

Lee, Suzanne E.; Simons-Morton, Bruce G.; Klauer, Sheila E.; Ouimet, Marie Claude; Dingus, Thomas A.

2011-01-01

Background Crash risk is highest during the first months after licensure. Current knowledge about teenagers’ driving exposure and the factors increasing their crash risk is based on self-reported data and crash database analyses. While these research tools are useful, new developments in naturalistic technologies have allowed researchers to examine newly-licensed teenagers’ exposure and crash risk factors in greater detail. The Naturalistic Teenage Driving Study (NTDS) described in this paper is the first study to follow a group of newly-licensed teenagers continuously for 18 months after licensure. The goals of this paper are to compare the crash and near-crash experience of drivers in the NTDS to national trends, to describe the methods and lessons learned in the NTDS, and to provide initial data on driving exposure for these drivers. Methods A data acquisition system was installed in the vehicles of 42 newly-licensed teenage drivers 16 years of age during their first 18 months of independent driving. It consisted of cameras, sensors (accelerometers, GPS, yaw, front radar, lane position, and various sensors obtained via the vehicle network), and a computer with removable hard drive. Data on the driving of participating parents was also collected when they drove the instrumented vehicle. Findings The primary findings after 18 months included the following: (1) crash and near-crash rates among teenage participants were significantly higher during the first six months of the study than the final 12 months, mirroring the national trends; (2) crash and near-crash rates were significantly higher for teenage than adult (parent) participants, also reflecting national trends; (3) teenaged driving exposure averaged between 507-710 kilometers (315-441 miles) per month over the study period, but varied substantially between participants with standard errors representing 8-14 percent of the mean; and (4) crash and near-crash types were very similar for male and female

Life-threatening motor vehicle crashes in bright sunlight

PubMed Central

Redelmeier, Donald A.; Raza, Sheharyar

2017-01-01

Abstract Bright sunlight may create visual illusions that lead to driver error, including fallible distance judgment from aerial perspective. We tested whether the risk of a life-threatening motor vehicle crash was increased when driving in bright sunlight. This longitudinal, case-only, paired-comparison analysis evaluated patients hospitalized because of a motor vehicle crash between January 1, 1995 and December 31, 2014. The relative risk of a crash associated with bright sunlight was estimated by evaluating the prevailing weather at the time and place of the crash compared with the weather at the same hour and location on control days a week earlier and a week later. The majority of patients (n = 6962) were injured during daylight hours and bright sunlight was the most common weather condition at the time and place of the crash. The risk of a life-threatening crash was 16% higher during bright sunlight than normal weather (95% confidence interval: 9–24, P < 0.001). The increased risk was accentuated in the early afternoon, disappeared at night, extended to patients with different characteristics, involved crashes with diverse features, not apparent with cloudy weather, and contributed to about 5000 additional patient-days in hospital. The increased risk extended to patients with high crash severity as indicated by ambulance involvement, surgical procedures, length of hospital stay, intensive care unit admission, and patient mortality. The increased risk was not easily attributed to differences in alcohol consumption, driving distances, or anomalies of adverse weather. Bright sunlight is associated with an increased risk of a life-threatening motor vehicle crash. An awareness of this risk might inform driver education, trauma staffing, and safety warnings to prevent a life-threatening motor vehicle crash. Level of evidence: Epidemiologic Study, level III. PMID:28072708

Life-threatening motor vehicle crashes in bright sunlight.

PubMed

Redelmeier, Donald A; Raza, Sheharyar

2017-01-01

Bright sunlight may create visual illusions that lead to driver error, including fallible distance judgment from aerial perspective. We tested whether the risk of a life-threatening motor vehicle crash was increased when driving in bright sunlight.This longitudinal, case-only, paired-comparison analysis evaluated patients hospitalized because of a motor vehicle crash between January 1, 1995 and December 31, 2014. The relative risk of a crash associated with bright sunlight was estimated by evaluating the prevailing weather at the time and place of the crash compared with the weather at the same hour and location on control days a week earlier and a week later.The majority of patients (n = 6962) were injured during daylight hours and bright sunlight was the most common weather condition at the time and place of the crash. The risk of a life-threatening crash was 16% higher during bright sunlight than normal weather (95% confidence interval: 9-24, P < 0.001). The increased risk was accentuated in the early afternoon, disappeared at night, extended to patients with different characteristics, involved crashes with diverse features, not apparent with cloudy weather, and contributed to about 5000 additional patient-days in hospital. The increased risk extended to patients with high crash severity as indicated by ambulance involvement, surgical procedures, length of hospital stay, intensive care unit admission, and patient mortality. The increased risk was not easily attributed to differences in alcohol consumption, driving distances, or anomalies of adverse weather.Bright sunlight is associated with an increased risk of a life-threatening motor vehicle crash. An awareness of this risk might inform driver education, trauma staffing, and safety warnings to prevent a life-threatening motor vehicle crash. Epidemiologic Study, level III.

Exploratory spatial analysis of pilot fatality rates in general aviation crashes using geographic information systems.

PubMed

Grabowski, Jurek G; Curriero, Frank C; Baker, Susan P; Li, Guohua

2002-03-01

Geographic information systems and exploratory spatial analysis were used to describe the geographic characteristics of pilot fatality rates in 1983-1998 general aviation crashes within the continental United States. The authors plotted crash sites on a digital map; rates were computed at regular grid intersections and then interpolated by using geographic information systems. A test for significance was performed by using Monte Carlo simulations. Further analysis compared low-, medium-, and high-rate areas in relation to pilot characteristics, aircraft type, and crash circumstance. Of the 14,051 general aviation crashes studied, 31% were fatal. Seventy-four geographic areas were categorized as having low fatality rates and 53 as having high fatality rates. High-fatality-rate areas tended to be mountainous, such as the Rocky Mountains and the Appalachian region, whereas low-rate areas were relatively flat, such as the Great Plains. Further analysis comparing low-, medium-, and high-fatality-rate areas revealed that crashes in high-fatality-rate areas were more likely than crashes in other areas to have occurred under instrument meteorologic conditions and to involve aircraft fire. This study demonstrates that geographic information systems are a valuable tool for injury prevention and aviation safety research.

Socioeconomic status and risk of car crash injury, independent of place of residence and driving exposure: results from the DRIVE Study.

PubMed

Chen, H Y; Ivers, R Q; Martiniuk, A L C; Boufous, S; Senserrick, T; Woodward, M; Stevenson, M; Norton, R

2010-11-01

Previous studies that found increased crash risks for young drivers of low socioeconomic status (SES) have failed to adjust for factors such as driving exposure and rural residence. This aim of this study is to examine the independent effect of SES on crash risk, adjusting for such factors, and to examine the relationship between injury severity following a crash and SES. Information on risk factors for crash collected from 20,822 newly licenced drivers aged 17-24 years in New South Wales, Australia, as part of the DRIVE Study was prospectively linked to hospitalisation data. SES was classified as high, moderate or low based on the Australia 2001 Socio-Economic Index for Areas. Poisson regression was used to model risk of crash-related hospitalisation by SES, adjusting for confounders. Two measures of injury severity--urgency of treatment and length of hospital stay--were examined by SES. Results of multivariable analysis showed that drivers from low SES areas had increased relative risk (RR 1.8, 95% CI 1.1 to 3.1) of crash-related hospitalisation compared to drivers from high SES areas. This increased risk remained when adjusting for confounders including driving exposure and rurality (RR 1.9, 95% CI 1.1 to 3.2). No significant association was found between injury severity and SES. The higher risk of crash-related hospitalisation for young drivers from low SES areas is independent of driving exposure and rural-urban differences. This finding may help improve and better target interventions for youth of low SES.

Driver Injury Risk Variability in Finite Element Reconstructions of Crash Injury Research and Engineering Network (CIREN) Frontal Motor Vehicle Crashes.

PubMed

Gaewsky, James P; Weaver, Ashley A; Koya, Bharath; Stitzel, Joel D

2015-01-01

A 3-phase real-world motor vehicle crash (MVC) reconstruction method was developed to analyze injury variability as a function of precrash occupant position for 2 full-frontal Crash Injury Research and Engineering Network (CIREN) cases. Phase I: A finite element (FE) simplified vehicle model (SVM) was developed and tuned to mimic the frontal crash characteristics of the CIREN case vehicle (Camry or Cobalt) using frontal New Car Assessment Program (NCAP) crash test data. Phase II: The Toyota HUman Model for Safety (THUMS) v4.01 was positioned in 120 precrash configurations per case within the SVM. Five occupant positioning variables were varied using a Latin hypercube design of experiments: seat track position, seat back angle, D-ring height, steering column angle, and steering column telescoping position. An additional baseline simulation was performed that aimed to match the precrash occupant position documented in CIREN for each case. Phase III: FE simulations were then performed using kinematic boundary conditions from each vehicle's event data recorder (EDR). HIC15, combined thoracic index (CTI), femur forces, and strain-based injury metrics in the lung and lumbar vertebrae were evaluated to predict injury. Tuning the SVM to specific vehicle models resulted in close matches between simulated and test injury metric data, allowing the tuned SVM to be used in each case reconstruction with EDR-derived boundary conditions. Simulations with the most rearward seats and reclined seat backs had the greatest HIC15, head injury risk, CTI, and chest injury risk. Calculated injury risks for the head, chest, and femur closely correlated to the CIREN occupant injury patterns. CTI in the Camry case yielded a 54% probability of Abbreviated Injury Scale (AIS) 2+ chest injury in the baseline case simulation and ranged from 34 to 88% (mean = 61%) risk in the least and most dangerous occupant positions. The greater than 50% probability was consistent with the case occupant's AIS 2

Hazards of mountain flying: crashes in the Colorado Rockies.

PubMed

Baker, S P; Lamb, M W

1989-06-01

Between 1964 and 1987, 232 airplanes crashed within 50 nautical miles of Aspen, CO; 90% were general aviation crashes. A total of 202 people died and 69 were seriously injured. The societal cost averaged more than $4 million annually. Most pilots were experienced and many were flight instructors, but 44% had flown less than 100 hours in the type of plane in which they crashed. Forty-one percent of the pilots were out-of-state residents. Crashes in the study area were more likely to be fatal than in the rest of Colorado. Airplanes with three or four occupants and low-powered four-seater aircraft were over-represented among crashes involving failure to outclimb rising terrain. In a subset of crashes examined for restraint use, 50% of the front seat occupants using only lap belts were killed, compared to 13% of those who also wore shoulder restraints. Preventive recommendations include shoulder restraint use and better training in mountain flying, with incentives provided by the FAA and insurance companies.

Relative risk of fatal crash involvement by BAC, age, and gender

DOT National Transportation Integrated Search

2000-04-01

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 wa...

Delamination Modeling of Composites for Improved Crash Analysis

NASA Technical Reports Server (NTRS)

Fleming, David C.

1999-01-01

Finite element crash modeling of composite structures is limited by the inability of current commercial crash codes to accurately model delamination growth. Efforts are made to implement and assess delamination modeling techniques using a current finite element crash code, MSC/DYTRAN. Three methods are evaluated, including a straightforward method based on monitoring forces in elements or constraints representing an interface; a cohesive fracture model proposed in the literature; and the virtual crack closure technique commonly used in fracture mechanics. Results are compared with dynamic double cantilever beam test data from the literature. Examples show that it is possible to accurately model delamination propagation in this case. However, the computational demands required for accurate solution are great and reliable property data may not be available to support general crash modeling efforts. Additional examples are modeled including an impact-loaded beam, damage initiation in laminated crushing specimens, and a scaled aircraft subfloor structures in which composite sandwich structures are used as energy-absorbing elements. These examples illustrate some of the difficulties in modeling delamination as part of a finite element crash analysis.

Injury risks for on-road farm equipment and horse and buggy crashes in Pennsylvania: 2010-2013.

PubMed

Gorucu, Serap; Murphy, Dennis J; Kassab, Cathy

2017-04-03

The purpose of this study was to investigate characteristics associated with farm equipment and horse and buggy roadway crashes in relation to person, incident, and injury characteristics to identify appropriate points for injury incident prevention. Information on crashes occurring on public roads during the years 2010-2013 was obtained from the Pennsylvania Department of Transportation (PennDOT) and analyzed. There were 344 farm equipment and 246 horse and buggy crashes during the 4-year study period. These crashes involved 666 and 504 vehicles and 780 and 838 people, respectively. In incidents with farm equipment, the non-farm equipment drivers had an almost 2 times greater injury risk than farm equipment operators. Horse and buggy crashes were almost 3 times more injurious to the horse and buggy drivers than the drivers of the other vehicles. The average crash rate for farm equipment was 198.4 crashes per 100,000 farm population and for horse and buggy the crash rate was calculated as 89.4 crashes per 100,000 Amish population per year. This study suggests that road safety and public health programs should focus not only on farm equipment operators and horse and buggy drivers but on other motorists sharing the roadway with them.

CID Aircraft post-impact lakebed skid

NASA Technical Reports Server (NTRS)

1984-01-01

Moments after hitting and sliding through the wing openers the aircraft burst into flame, with a spectacular fireball seen emanating from the right inboard engine area. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four

NASA technical advances in aircraft occupant safety. [clear air turbulence detectors, fire resistant materials, and crashworthiness

NASA Technical Reports Server (NTRS)

Enders, J. H.

1978-01-01

NASA's aviation safety technology program examines specific safety problems associated with atmospheric hazards, crash-fire survival, control of aircraft on runways, human factors, terminal area operations hazards, and accident factors simulation. While aircraft occupants are ultimately affected by any of these hazards, their well-being is immediately impacted by three specific events: unexpected turbulence encounters, fire and its effects, and crash impact. NASA research in the application of laser technology to the problem of clear air turbulence detection, the development of fire resistant materials for aircraft construction, and to the improvement of seats and restraint systems to reduce crash injuries are reviewed.

Road traffic crash risk associated with benzodiazepine and z‐hypnotic use after implementation of a colour‐graded pictogram: a responsibility study

PubMed Central

Luxcey, Audrey; Contrand, Benjamin; Gadegbeku, Blandine; Delorme, Bernard; Tricotel, Aurore; Moore, Nicholas; Salmi, Louis‐Rachid; Lagarde, Emmanuel

2016-01-01

Aims To assess potential change in medicine exposure and association with the risk of road traffic crash across a time period that started before the implementation of a grading system warning of the effect of medicine on driving performance. Methods Data from three French national databases were extracted and matched: the national health care insurance database, police reports and the national police database of injurious crashes. Drivers involved in such crashes in France, from July 2005 to December 2011 and identified by their national identifier, were included. Association with the risk of crash was estimated using a case–control analysis comparing benzodiazepine and z‐hypnotic use among drivers responsible or not responsible for the crash. Results Totals of 69 353 responsible and 73 410 non‐responsible drivers involved in an injurious crash were included. Exposure to benzodiazepine anxiolytics was associated with an increased risk of being responsible for a road traffic crash during the pre‐intervention period (OR = 1.42 [1.24–1.62]). The association disappeared in the post‐intervention period, but became significant again thereafter. The risk of being responsible for a crash increased in users of z‐hypnotics across the study period. Conclusions Our results question the efficacy of the measures implemented to promote awareness about the effects of medicines on driving abilities. Prevention policies relating to the general driving population, but also to healthcare professionals, should be reviewed. PMID:27544927

Energy absorption studied to reduce aircraft crash forces

NASA Technical Reports Server (NTRS)

1981-01-01

The NASA/FAA aircraft safety reseach programs for general aviation aircraft are discussed. Energy absorption of aircraft subflooring and redesign of interior flooring are being studied. The testing of energy absorbing configurations is described. The three NASA advanced concepts performed at neary the maximum possible amount of energy absorption, and one of two minimum modifications concepts performed well. Planned full scale tests are described. Airplane seat concepts are being considered.

High Ambient Temperatures and Risk of Motor Vehicle Crashes in Catalonia, Spain (2000–2011): A Time-Series Analysis

PubMed Central

Escalera-Antezana, Juan Pablo; Dadvand, Payam; Llatje, Òscar; Barrera-Gómez, Jose; Cunillera, Jordi; Medina-Ramón, Mercedes; Pérez, Katherine

2015-01-01

Background Experimental studies have shown a decrease in driving performance at high temperatures. The epidemiological evidence for the relationship between heat and motor vehicle crashes is not consistent. Objectives We estimated the impact of high ambient temperatures on the daily number of motor vehicle crashes and, in particular, on crashes involving driver performance factors (namely distractions, driver error, fatigue, or sleepiness). Methods We performed a time-series analysis linking daily counts of motor vehicle crashes and daily temperature or occurrence of heat waves while controlling for temporal trends. All motor vehicle crashes with victims that occurred during the warm period of the years 2000–2011 in Catalonia (Spain) were included. Temperature data were obtained from 66 weather stations covering the region. Poisson regression models adjusted for precipitation, day of the week, month, year, and holiday periods were fitted to quantify the associations. Results The study included 118,489 motor vehicle crashes (an average of 64.1 per day). The estimated risk of crashes significantly increased by 2.9% [95% confidence interval (CI): 0.7%, 5.1%] during heat wave days, and this association was stronger (7.7%, 95% CI: 1.2%, 14.6%) when restricted to crashes with driver performance–associated factors. The estimated risk of crashes with driver performance factors significantly increased by 1.1% (95% CI: 0.1%, 2.1%) for each 1°C increase in maximum temperature. Conclusions Motor vehicle crashes involving driver performance–associated factors were increased in association with heat waves and increasing temperature. These findings are relevant for designing preventive plans in a context of global warming. Citation Basagaña X, Escalera-Antezana JP, Dadvand P, Llatje Ò, Barrera-Gómez J, Cunillera J, Medina-Ramón M, Pérez K. 2015. High ambient temperatures and risk of motor vehicle crashes in Catalonia, Spain (2000–2011): a time-series analysis

Low levels of alcohol impair driving simulator performance and reduce perception of crash risk in partially sleep deprived subjects.

PubMed

Banks, Siobhan; Catcheside, Peter; Lack, Leon; Grunstein, Ron R; McEvoy, R Doug

2004-09-15

Partial sleep deprivation and alcohol consumption are a common combination, particularly among young drivers. We hypothesized that while low blood alcohol concentration (<0.05 g/dL) may not significantly increase crash risk, the combination of partial sleep deprivation and low blood alcohol concentration would cause significant performance impairment. Experimental Sleep Disorders Unit Laboratory 20 healthy volunteers (mean age 22.8 years; 9 men). Subjects underwent driving simulator testing at 1 am on 2 nights a week apart. On the night preceding simulator testing, subjects were partially sleep deprived (5 hours in bed). Alcohol consumption (2-3 standard alcohol drinks over 2 hours) was randomized to 1 of the 2 test nights, and blood alcohol concentrations were estimated using a calibrated Breathalyzer. During the driving task subjects were monitored continuously with electroencephalography for sleep episodes and were prompted every 4.5 minutes for answers to 2 perception scales-performance and crash risk. Mean blood alcohol concentration on the alcohol night was 0.035 +/- 0.015 g/dL. Compared with conditions during partial sleep deprivation alone, subjects had more microsleeps, impaired driving simulator performance, and poorer ability to predict crash risk in the combined partial sleep deprivation and alcohol condition. Women predicted crash risk more accurately than did men in the partial sleep deprivation condition, but neither men nor women predicted the risk accurately in the sleep deprivation plus alcohol condition. Alcohol at legal blood alcohol concentrations appears to increase sleepiness and impair performance and the detection of crash risk following partial sleep deprivation. When partially sleep deprived, women appear to be either more perceptive of increased crash risk or more willing to admit to their driving limitations than are men. Alcohol eliminated this behavioral difference.

Driver seat belt use indicates decreased risk for child passengers in a motor vehicle crash.

PubMed

Olsen, Cody S; Cook, Lawrence J; Keenan, Heather T; Olson, Lenora M

2010-03-01

We examined the association between driver restraint use and child emergency department (ED) evaluation following a motor vehicle crash (MVC). This cohort study included child passengers aged 0-12 years riding with an adult driver aged 21 years or older involved in a MVC in Utah from 1999 to 2004. The 6 years of Utah MVC records were probabilistically linked to statewide Utah ED records. We estimated the relative risk of ED evaluation following a MVC for children riding with restrained versus unrestrained drivers. Generalized estimating equations were used to calculate relative risks adjusted for child, driver, and crash characteristics. Six percent (6%) of children riding with restrained adult drivers were evaluated in the ED compared to twenty-two percent (22%) of children riding with unrestrained adult drivers following a MVC (relative risk 0.29, 95% confidence interval 0.26-0.32). After adjusting for child, vehicle, and crash characteristics, the relative risk of child ED evaluation associated with driver restraint remained significant (relative risk 0.82, 95% confidence interval 0.72-0.94). Driver restraint use was associated with child restraint use, less alcohol/drug involvement, and lower relative risk of severe collision types (head-on, rollover). Driver seat belt use is associated with decreased risk of ED evaluation for child passengers in the event of a MVC. Copyright 2009 Elsevier Ltd. All rights reserved.

Thoracic Injury Risk as a Function of Crash Severity - Car-to-car Side Impact Tests with WorldSID Compared to Real-life Crashes.

PubMed

Sunnevång, Cecilia; Rosén, Erik; Boström, Ola; Lechelt, Ulf

2010-01-01

Side airbags reduce the risk of fatal injury by approximately 30%. Due to limited real-life data the risk reducing effect for serious injury has not yet been established. Since side airbags are mainly designed and validated for crash severities used in available test procedures little is known regarding the protective effect when severity increases.The objective of this study was to understand for which crash severities AIS3+ thorax occupant protection in car-to-car nearside collisions need to and can be improved. The aim was fulfilled by means of real life data, for older cars without side airbag, and a series of car-to-car tests performed with the WorldSID 50%-ile in modern and older cars at different impact speeds.The real life data showed that the risk of AIS3+ injury was highest for the thorax followed by the pelvis and head. For both non-senior and senior occupants, most thorax injuries were sustained at lateral delta-v from 20 km/h to 40 km/h. In this severity range, senior occupants were found to have approximately four times higher risk of thoracic injury than non-senior occupants. The crash tests at lateral impact speed 55 km/h (delta-v 32 km/h) confirmed the improved performance at severities represented in current legal and rating tests. The structural integrity of the modern car impacted at 70 km/h showed a potential for improved side impact protection by interior countermeasures.

Safe speed limits for a safe system: The relationship between speed limit and fatal crash rate for different crash types.

PubMed

Doecke, Sam D; Kloeden, Craig N; Dutschke, Jeffrey K; Baldock, Matthew R J

2018-05-19

The objective of this article is to provide empirical evidence for safe speed limits that will meet the objectives of the Safe System by examining the relationship between speed limit and injury severity for different crash types, using police-reported crash data. Police-reported crashes from 2 Australian jurisdictions were used to calculate a fatal crash rate by speed limit and crash type. Example safe speed limits were defined using threshold risk levels. A positive exponential relationship between speed limit and fatality rate was found. For an example fatality rate threshold of 1 in 100 crashes it was found that safe speed limits are 40 km/h for pedestrian crashes; 50 km/h for head-on crashes; 60 km/h for hit fixed object crashes; 80 km/h for right angle, right turn, and left road/rollover crashes; and 110 km/h or more for rear-end crashes. The positive exponential relationship between speed limit and fatal crash rate is consistent with prior research into speed and crash risk. The results indicate that speed zones of 100 km/h or more only meet the objectives of the Safe System, with regard to fatal crashes, where all crash types except rear-end crashes are exceedingly rare, such as on a high standard restricted access highway with a safe roadside design.

Prescription medicine use by pedestrians and the risk of injurious road traffic crashes: A case-crossover study.

PubMed

Née, Mélanie; Avalos, Marta; Luxcey, Audrey; Contrand, Benjamin; Salmi, Louis-Rachid; Fourrier-Réglat, Annie; Gadegbeku, Blandine; Lagarde, Emmanuel; Orriols, Ludivine

2017-07-01

While some medicinal drugs have been found to affect driving ability, no study has investigated whether a relationship exists between these medicines and crashes involving pedestrians. The aim of this study was to explore the association between the use of medicinal drugs and the risk of being involved in a road traffic crash as a pedestrian. Data from 3 French nationwide databases were matched. We used the case-crossover design to control for time-invariant factors by using each case as its own control. To perform multivariable analysis and limit false-positive results, we implemented a bootstrap version of Lasso. To avoid the effect of unmeasured time-varying factors, we varied the length of the washout period from 30 to 119 days before the crash. The matching procedure led to the inclusion of 16,458 pedestrians involved in an injurious road traffic crash from 1 July 2005 to 31 December 2011. We found 48 medicine classes with a positive association with the risk of crash, with median odds ratios ranging from 1.12 to 2.98. Among these, benzodiazepines and benzodiazepine-related drugs, antihistamines, and anti-inflammatory and antirheumatic drugs were among the 10 medicines most consumed by the 16,458 pedestrians. Study limitations included slight overrepresentation of pedestrians injured in more severe crashes, lack of information about self-medication and the use of over-the-counter drugs, and lack of data on amount of walking. Therapeutic classes already identified as impacting the ability to drive, such as benzodiazepines and antihistamines, are also associated with an increased risk of pedestrians being involved in a road traffic crash. This study on pedestrians highlights the necessity of improving awareness of the effect of these medicines on this category of road user.

Child passenger injury risk in motor vehicle crashes: a comparison of nighttime and daytime driving by teenage and adult drivers.

PubMed

Chen, Irene G; Durbin, Dennis R; Elliott, Michael R; Senserrick, Teresa; Winston, Flaura K

2006-01-01

To examine the association between child passenger injury risk, restraint use, and crash time (day vs. night) for children in crashes of vehicles driven by teenage versus adult drivers. Cross-sectional study involving telephone interviews with insured drivers in a probability sample of 6,184 crashes involving 10,028 children. Child passengers in teen nighttime crashes had an increased injury risk and an increased risk of restraint nonuse compared with those in teen daytime crashes. This increased injury risk can be explained by differences in the age of child passengers, collision type, and child passenger's restraint status associated with time of day. In order to limit the risk of injury to child passengers driven by teens, Graduated Driver Licensing (GDL) laws should include provisions restricting nighttime driving, as well as mandates for age-appropriate restraint for child passengers. Consideration should also be given for education in child passenger safety for novice teen drivers as part of the licensing process. Results of this study can be used to support advocacy efforts by the automotive industry and others to promote nighttime driving restrictions on novice drivers. In addition, given that both driver groups were more likely to be involved in a single-vehicle collision during the night, technologies such as electronic stability control may offer opportunities for protection. Further reseach on specific circumstances of teen nighttime crashes is needed to inform industry efforts to improve visibility or vehicle operation under poor lighting conditions.

Full-Scale Crash Tests and Analyses of Three High-Wing Single

NASA Technical Reports Server (NTRS)

Annett, Martin S.; Littell, Justin D.; Stimson, Chad M.; Jackson, Karen E.; Mason, Brian H.

2015-01-01

The NASA Emergency Locator Transmitter Survivability and Reliability (ELTSAR) project was initiated in 2014 to assess the crash performance standards for the next generation of ELT systems. Three Cessna 172 aircraft have been acquired to conduct crash testing at NASA Langley Research Center's Landing and Impact Research Facility. Testing is scheduled for the summer of 2015 and will simulate three crash conditions; a flare to stall while emergency landing, and two controlled flight into terrain scenarios. Instrumentation and video coverage, both onboard and external, will also provide valuable data of airframe response. Full-scale finite element analyses will be performed using two separate commercial explicit solvers. Calibration and validation of the models will be based on the airframe response under these varying crash conditions.

Roof strength and injury risk in rollover crashes of passenger cars.

PubMed

Brumbelow, Matthew L; Teoh, Eric R

2009-12-01

A 2009 study by the Insurance Institute for Highway Safety found that midsize SUVs with stronger roofs, as measured in quasi-static tests, had lower risk of ejection and lower risk of injury for nonejected drivers. The objective of the present study was to determine whether a similar association exists for other vehicle groups. Twelve small passenger cars were evaluated according to Federal Motor Vehicle Safety Standard 216 test conditions. Crash databases in 14 states provided more than 20,000 single-vehicle rollover crashes involving these vehicles. Logistic regression analyses were used to evaluate the effect of roof strength on the rate of driver injury while assessing and controlling for the effects of driver age, vehicle stability, state, and other factors where necessary. Small cars with stronger roofs had lower overall rates of serious injury, lower rates of ejection, and lower rates of injury for nonejected drivers. Although the effect on ejection was somewhat smaller for cars than for SUVs, the overall pattern of injury results was consistent. For roof strength-to-weight ratio measured within 5 in. (SWR(5)), a one-unit increase (e.g., from 2.0 to 3.0) was associated with a 22 percent reduction in risk of incapacitating or fatal driver injury in single-vehicle rollovers. This compares with a 24 percent reduction estimated for a similar change in roof strength among midsize SUVs. The association between vehicle roof strength and occupant injury risk in rollover crashes appears robust across different vehicle groups and across roof SWR(5) values, varying from just more than 1.5 to just less than 4.0. If roofs were to increase in strength by one SWR(5), a 20-25 percent reduction in risk of serious injury in rollovers would be expected. Still, even if all vehicle roofs were as strong as the strongest roof measured, many rollover injuries still would occur, indicating the need for additional research and countermeasures.

Application of the induced exposure method to compare risks of traffic crashes among different types of drivers under different environmental conditions.

PubMed

Redondo-Calderón, J L; de Luna-del-Castillo , J; Jiménez-Moleón, J J; García-Martín, M; Lardelli-Claret, P; Gálvez-Vargas, R

2001-05-01

The authors used the induced exposure method to compare risks of traffic crashes among different types of Spanish drivers under different environmental conditions. The authors analyzed traffic crashes recorded by the Spanish Dirección General de Tráfico for the years 1991 and 1992 to compare proportions of drivers in different age/sex categories who were involved in single-vehicle and multivehicle crashes under different psychological and physical conditions. Crash risk was 1.42- to 2.35-fold greater in men than in women, depending on driver category and environmental factors. Risk was also significantly higher in the 18- to 24-year-old age group (1.75- to 2.87-fold greater than in drivers aged 25-49 years) and under abnormal psychological-physical conditions (1.69- to 4.10-fold greater among drivers under the influence of alcohol). Twilight and night driving, driving in urban areas, and driving on weekends and legal holidays were also associated, though nonsignificantly, with a slightly higher traffic crash risk. These findings are consistent with earlier reports, and they support the usefulness of the induced exposure method as an easy and economical tool with which to analyze data contained in traffic crash records.

Estimated injury risk for specific injuries and body regions in frontal motor vehicle crashes.

PubMed

Weaver, Ashley A; Talton, Jennifer W; Barnard, Ryan T; Schoell, Samantha L; Swett, Katrina R; Stitzel, Joel D

2015-01-01

Injury risk curves estimate motor vehicle crash (MVC) occupant injury risk from vehicle, crash, and/or occupant factors. Many vehicles are equipped with event data recorders (EDRs) that collect data including the crash speed and restraint status during a MVC. This study's goal was to use regulation-required data elements for EDRs to compute occupant injury risk for (1) specific injuries and (2) specific body regions in frontal MVCs from weighted NASS-CDS data. Logistic regression analysis of NASS-CDS single-impact frontal MVCs involving front seat occupants with frontal airbag deployment was used to produce 23 risk curves for specific injuries and 17 risk curves for Abbreviated Injury Scale (AIS) 2+ to 5+ body region injuries. Risk curves were produced for the following body regions: head and thorax (AIS 2+, 3+, 4+, 5+), face (AIS 2+), abdomen, spine, upper extremity, and lower extremity (AIS 2+, 3+). Injury risk with 95% confidence intervals was estimated for 15-105 km/h longitudinal delta-Vs and belt status was adjusted for as a covariate. Overall, belted occupants had lower estimated risks compared to unbelted occupants and the risk of injury increased as longitudinal delta-V increased. Belt status was a significant predictor for 13 specific injuries and all body region injuries with the exception of AIS 2+ and 3+ spine injuries. Specific injuries and body region injuries that occurred more frequently in NASS-CDS also tended to carry higher risks when evaluated at a 56 km/h longitudinal delta-V. In the belted population, injury risks that ranked in the top 33% included 4 upper extremity fractures (ulna, radius, clavicle, carpus/metacarpus), 2 lower extremity fractures (fibula, metatarsal/tarsal), and a knee sprain (2.4-4.6% risk). Unbelted injury risks ranked in the top 33% included 4 lower extremity fractures (femur, fibula, metatarsal/tarsal, patella), 2 head injuries with less than one hour or unspecified prior unconsciousness, and a lung contusion (4

Investigations of Crashes Involving Pregnant Occupants

PubMed Central

Klinich, Kathleen DeSantis; Schneider, Lawrence W.; Moore, Jamie L.; Pearlman, Mark D.

2000-01-01

Case reports of 16 crashes involving pregnant occupants are presented that illustrate the main conclusions of a crash-investigation program that includes 42 crashes investigated to date. Some unusual cases that are exceptions to the overall trends are also described. The study indicates a strong association between adverse fetal outcome and both crash severity and maternal injury. Proper restraint use, with and without airbag deployment, generally leads to acceptable fetal outcomes in lower severity crashes, while it does not affect fetal outcome in high-severity crashes. Compared to properly restrained pregnant occupants, improperly restrained occupants have a higher risk of adverse fetal outcome in lower severity crashes, which comprise the majority of all motor-vehicle collisions. PMID:11558095

Are drivers aware of sleepiness and increasing crash risk while driving?

PubMed

Williamson, Ann; Friswell, Rena; Olivier, Jake; Grzebieta, Raphael

2014-09-01

Drivers are advised to take breaks when they feel too tired to drive, but there is question over whether they are able to detect increasing fatigue and sleepiness sufficiently to decide when to take a break. The aim of this study was to investigate the extent to which drivers have access to cognitive information about their current state of sleepiness, likelihood of falling asleep, and the implications for driving performance and the likelihood of crashing. Ninety drivers were recruited to do a 2h drive in a driving simulator. They were divided into three groups: one made ratings of their sleepiness, likelihood of falling asleep and likelihood of crashing over the next few minutes at prompts occurring at 200s intervals throughout the drive, the second rated sleepiness and likelihood of falling asleep at prompts but pressed a button on the steering wheel at any time if they felt they were near to crashing and the third made no ratings and only used a button-press if they felt a crash was likely. Fatigue and sleepiness was encouraged by monotonous driving conditions, an imposed shorter than usual sleep on the night before and by afternoon testing. Drivers who reported that they were possibly, likely or very likely to fall asleep in the next few minutes, were more than four times more likely to crash subsequently. Those who rated themselves as sleepy or likely to fall asleep had a more than 9-fold increase in the hazards of a centerline crossing compared to those who rated themselves as alert. The research shows clearly that drivers can detect changes in their levels of sleepiness sufficiently to make a safe decision to stop driving due to sleepiness. Therefore, road safety policy needs to move from reminding drivers of the signs of sleepiness and focus on encouraging drivers to respond to obvious indicators of fatigue and sleepiness and consequent increased crash risk. Copyright © 2014 Elsevier Ltd. All rights reserved.

Thoracic Injury Risk as a Function of Crash Severity – Car-to-car Side Impact Tests with WorldSID Compared to Real-life Crashes

PubMed Central

Sunnevång, Cecilia; Rosén, Erik; Boström, Ola; Lechelt, Ulf

2010-01-01

Side airbags reduce the risk of fatal injury by approximately 30%. Due to limited real-life data the risk reducing effect for serious injury has not yet been established. Since side airbags are mainly designed and validated for crash severities used in available test procedures little is known regarding the protective effect when severity increases. The objective of this study was to understand for which crash severities AIS3+ thorax occupant protection in car-to-car nearside collisions need to and can be improved. The aim was fulfilled by means of real life data, for older cars without side airbag, and a series of car-to-car tests performed with the WorldSID 50%-ile in modern and older cars at different impact speeds. The real life data showed that the risk of AIS3+ injury was highest for the thorax followed by the pelvis and head. For both non-senior and senior occupants, most thorax injuries were sustained at lateral delta-v from 20 km/h to 40 km/h. In this severity range, senior occupants were found to have approximately four times higher risk of thoracic injury than non-senior occupants. The crash tests at lateral impact speed 55 km/h (delta-v 32 km/h) confirmed the improved performance at severities represented in current legal and rating tests. The structural integrity of the modern car impacted at 70 km/h showed a potential for improved side impact protection by interior countermeasures. PMID:21050600

Using cognitive status to predict crash risk: blazing new trails?

PubMed

Staplin, Loren; Gish, Kenneth W; Sifrit, Kathy J

2014-02-01

A computer-based version of an established neuropsychological paper-and-pencil assessment tool, the Trail-Making Test, was applied with approximately 700 drivers aged 70 years and older in offices of the Maryland Motor Vehicle Administration. This was a volunteer sample that received a small compensation for study participation, with an assurance that their license status would not be affected by the results. Analyses revealed that the study sample was representative of Maryland older drivers with respect to age and indices of prior driving safety. The relationship between drivers' scores on the Trail-Making Test and prospective crash experience was analyzed using a new outcome measure that explicitly takes into account error responses as well as correct responses, the error-compensated completion time. For the only reliable predictor of crash risk, Trail-Making Test Part B, this measure demonstrated a modest gain in specificity and was a more significant predictor of future safety risk than the simple time-to-completion measure. Improved specificity and the potential for autonomous test administration are particular advantages of this measure for use with large populations, in settings such as health care or driver licensing. © 2013.

A Risk Management Architecture for Emergency Integrated Aircraft Control

NASA Technical Reports Server (NTRS)

McGlynn, Gregory E.; Litt, Jonathan S.; Lemon, Kimberly A.; Csank, Jeffrey T.

2011-01-01

Enhanced engine operation--operation that is beyond normal limits--has the potential to improve the adaptability and safety of aircraft in emergency situations. Intelligent use of enhanced engine operation to improve the handling qualities of the aircraft requires sophisticated risk estimation techniques and a risk management system that spans the flight and propulsion controllers. In this paper, an architecture that weighs the risks of the emergency and of possible engine performance enhancements to reduce overall risk to the aircraft is described. Two examples of emergency situations are presented to demonstrate the interaction between the flight and propulsion controllers to facilitate the enhanced operation.

CID Aircraft pre-impact lakebed skid

NASA Technical Reports Server (NTRS)

1984-01-01

The B-720 is seen viewed moments after impact and just before hitting the wing openers. In a typical aircraft crash, fuel spilled from ruptured fuel tanks forms a fine mist that can be ignited by a number of sources at the crash site. In 1984 the NASA Dryden Flight Research Facility (after 1994 a full-fledged Center again) and the Federal Aviation Administration (FAA) teamed-up in a unique flight experiment called the Controlled Impact Demonstration (CID), to test crash a Boeing 720 aircraft using standard fuel with an additive designed to supress fire. The additive, FM-9, a high-molecular-weight long-chain polymer, when blended with Jet-A fuel had demonstrated the capability to inhibit ignition and flame propagation of the released fuel in simulated crash tests. This anti-misting kerosene (AMK) cannot be introduced directly into a gas turbine engine due to several possible problems such as clogging of filters. The AMK must be restored to almost Jet-A before being introduced into the engine for burning. This restoration is called 'degradation' and was accomplished on the B-720 using a device called a 'degrader.' Each of the four Pratt & Whitney JT3C-7 engines had a 'degrader' built and installed by General Electric (GE) to break down and return the AMK to near Jet-A quality. In addition to the AMK research the NASA Langley Research Center was involved in a structural loads measurement experiment, which included having instrumented dummies filling the seats in the passenger compartment. Before the final flight on December 1, 1984, more than four years of effort passed trying to set-up final impact conditions considered survivable by the FAA. During those years while 14 flights with crews were flown the following major efforts were underway: NASA Dryden developed the remote piloting techniques necessary for the B-720 to fly as a drone aircraft; General Electric installed and tested four degraders (one on each engine); and the FAA refined AMK (blending, testing, and

The effects of age on crash risk associated with driver distraction.

PubMed

Guo, Feng; Klauer, Sheila G; Fang, Youjia; Hankey, Jonathan M; Antin, Jonathan F; Perez, Miguel A; Lee, Suzanne E; Dingus, Thomas A

2017-02-01

Driver distraction is a major contributing factor to crashes, which are the leading cause of death for the US population under 35 years of age. The prevalence of secondary-task engagement and its impacts on distraction and crashes may vary substantially by driver age. Driving performance and behaviour data were collected continuously using multiple cameras and sensors in situ for 3542 participant drivers recruited for up to 3 years for the Second Strategic Highway Research Program Naturalistic Driving Study. Secondary-task engagement at the onset of crashes and during normal driving segments was identified from videos. A case-cohort approach was used to estimate the crash odds ratios associated with, and the prevalence of, secondary tasks for four age groups: 16-20, 21-29, 30-64 and 65-98 years of age. Only severe crashes (property damage and higher severity) were included in the analysis. Secondary-task-induced distraction posed a consistently higher threat for drivers younger than 30 and above 65 when compared with middle-aged drivers, although senior drivers engaged in secondary tasks much less frequently than their younger counterparts. Secondary tasks with high visual-manual demand (e.g. visual-manual tasks performed on cell phones) affected drivers of all ages. Certain secondary tasks, such as operation of in-vehicle devices and talking/singing, increased the risk for only certain age groups. Teenaged, young adult drivers and senior drivers are more adversely impacted by secondary-task engagement than middle-aged drivers. Visual-manual distractions impact drivers of all ages, whereas cognitive distraction may have a larger impact on young drivers. © The Author 2016; all rights reserved. Published by Oxford University Press on behalf of the International Epidemiological Association

[Deep sea trip of the ship crash Northern Force fleet].

PubMed

Ushakov, I B; Bubeev, Iu A; Mazaĭkin, D N; Pisarev, A A

2008-07-01

A long-termed navy march of crash shupborn group of Northern Navy became a sign-oriented event in the life of the Armed Forces. After more then 10 years cessation this march signed recommencement of permanent Russia navy attendance in strategically important areas of the World Ocean. The authors highlight work of military-navy specialists in conditions of this march. The most important peculiarity of this march was participation of a hard aircraft carrier "Navy Admiral of the Soviet Union N.G.Kuznetsov". Activity of aircraft staff in carrying out the boardings and the deck starts requires the highest mobilization of all psycho-physiological resources. There was effectuated a complex medical-psychophysiological research of functional condition of aircraft and engineer staff of the group during the service. Also there was effectuated an operative recovery of functional condition among sailors and officers of the ship staff. Method of neuronsemantic diagnostics of psychological disadaptation and suicide risk was used during the analyze of groups of risk. The results of the analyze permitted to educe main psychotraumatizing factors, to form recommendations on psycho-correction, organization-educative measures taking into account individual peculiarities of motivation sphere and cognitive sensitivity. There were effectuated different trainings of moralities, communicativeness, strategy of negotiation and stress-managment in cooperation with the psychologist of the ship.

Pilot age and error in air taxi crashes.

PubMed

Rebok, George W; Qiang, Yandong; Baker, Susan P; Li, Guohua

2009-07-01

The associations of pilot error with the type of flight operations and basic weather conditions are well documented. The correlation between pilot characteristics and error is less clear. This study aims to examine whether pilot age is associated with the prevalence and patterns of pilot error in air taxi crashes. Investigation reports from the National Transportation Safety Board for crashes involving non-scheduled Part 135 operations (i.e., air taxis) in the United States between 1983 and 2002 were reviewed to identify pilot error and other contributing factors. Crash circumstances and the presence and type of pilot error were analyzed in relation to pilot age using Chi-square tests. Of the 1751 air taxi crashes studied, 28% resulted from mechanical failure, 25% from loss of control at landing or takeoff, 7% from visual flight rule conditions into instrument meteorological conditions, 7% from fuel starvation, 5% from taxiing, and 28% from other causes. Crashes among older pilots were more likely to occur during the daytime rather than at night and off airport than on airport. The patterns of pilot error in air taxi crashes were similar across age groups. Of the errors identified, 27% were flawed decisions, 26% were inattentiveness, 23% mishandled aircraft kinetics, 15% mishandled wind and/or runway conditions, and 11% were others. Pilot age is associated with crash circumstances but not with the prevalence and patterns of pilot error in air taxi crashes. Lack of age-related differences in pilot error may be attributable to the "safe worker effect."

Pilot Age and Error in Air-Taxi Crashes

PubMed Central

Rebok, George W.; Qiang, Yandong; Baker, Susan P.; Li, Guohua

2010-01-01

Introduction The associations of pilot error with the type of flight operations and basic weather conditions are well documented. The correlation between pilot characteristics and error is less clear. This study aims to examine whether pilot age is associated with the prevalence and patterns of pilot error in air-taxi crashes. Methods Investigation reports from the National Transportation Safety Board for crashes involving non-scheduled Part 135 operations (i.e., air taxis) in the United States between 1983 and 2002 were reviewed to identify pilot error and other contributing factors. Crash circumstances and the presence and type of pilot error were analyzed in relation to pilot age using Chi-square tests. Results Of the 1751 air-taxi crashes studied, 28% resulted from mechanical failure, 25% from loss of control at landing or takeoff, 7% from visual flight rule conditions into instrument meteorological conditions, 7% from fuel starvation, 5% from taxiing, and 28% from other causes. Crashes among older pilots were more likely to occur during the daytime rather than at night and off airport than on airport. The patterns of pilot error in air-taxi crashes were similar across age groups. Of the errors identified, 27% were flawed decisions, 26% were inattentiveness, 23% mishandled aircraft kinetics, 15% mishandled wind and/or runway conditions, and 11% were others. Conclusions Pilot age is associated with crash circumstances but not with the prevalence and patterns of pilot error in air-taxi crashes. Lack of age-related differences in pilot error may be attributable to the “safe worker effect.” PMID:19601508

General aviation crash safety program at Langley Research Center

NASA Technical Reports Server (NTRS)

Thomson, R. G.

1976-01-01

The purpose of the crash safety program is to support development of the technology to define and demonstrate new structural concepts for improved crash safety and occupant survivability in general aviation aircraft. The program involves three basic areas of research: full-scale crash simulation testing, nonlinear structural analyses necessary to predict failure modes and collapse mechanisms of the vehicle, and evaluation of energy absorption concepts for specific component design. Both analytical and experimental methods are being used to develop expertise in these areas. Analyses include both simplified procedures for estimating energy absorption capabilities and more complex computer programs for analysis of general airframe response. Full-scale tests of typical structures as well as tests on structural components are being used to verify the analyses and to demonstrate improved design concepts.

ATD Occupant Responses from Three Full-Scale General Aviation Crash Tests

NASA Technical Reports Server (NTRS)

Littell, Justin D.; Annett, Martin S.

2016-01-01

During the summer of 2015, three Cessna 172 General Aviation (GA) aircraft were crash tested at the Landing and Impact Research (LandIR) Facility at NASA Langley Research Center (LaRC). Three different crash scenarios were represented. The first test simulated a flare-to-stall emergency or hard landing onto a rigid surface such as a road or runway. The second test simulated a controlled flight into terrain with a nose down pitch of the aircraft, and the third test simulated a controlled flight into terrain with an attempt to unsuccessfully recover the aircraft immediately prior to impact, resulting in a tail strike condition. An on-board data acquisition system (DAS) captured 64 channels of airframe acceleration, along with accelerations and loads in two onboard Hybrid II 50th percentile Anthropomorphic Test Devices (ATDs) representing the pilot and copilot. Each of the three tests contained different airframe loading conditions and different types of restraints for both the pilot and co-pilot ATDs. The results show large differences in occupant response and restraint performance with varying likelihoods of occupant injury.

Key risk indicators for accident assessment conditioned on pre-crash vehicle trajectory.

PubMed

Shi, X; Wong, Y D; Li, M Z F; Chai, C

2018-08-01

Accident events are generally unexpected and occur rarely. Pre-accident risk assessment by surrogate indicators is an effective way to identify risk levels and thus boost accident prediction. Herein, the concept of Key Risk Indicator (KRI) is proposed, which assesses risk exposures using hybrid indicators. Seven metrics are shortlisted as the basic indicators in KRI, with evaluation in terms of risk behaviour, risk avoidance, and risk margin. A typical real-world chain-collision accident and its antecedent (pre-crash) road traffic movements are retrieved from surveillance video footage, and a grid remapping method is proposed for data extraction and coordinates transformation. To investigate the feasibility of each indicator in risk assessment, a temporal-spatial case-control is designed. By comparison, Time Integrated Time-to-collision (TIT) performs better in identifying pre-accident risk conditions; while Crash Potential Index (CPI) is helpful in further picking out the severest ones (the near-accident). Based on TIT and CPI, the expressions of KRIs are developed, which enable us to evaluate risk severity with three levels, as well as the likelihood. KRI-based risk assessment also reveals predictive insights about a potential accident, including at-risk vehicles, locations and time. Furthermore, straightforward thresholds are defined flexibly in KRIs, since the impact of different threshold values is found not to be very critical. For better validation, another independent real-world accident sample is examined, and the two results are in close agreement. Hierarchical indicators such as KRIs offer new insights about pre-accident risk exposures, which is helpful for accident assessment and prediction. Copyright © 2018 Elsevier Ltd. All rights reserved.

Predicting motorcycle crash injury severity using weather data and alternative Bayesian multivariate crash frequency models.

PubMed

Cheng, Wen; Gill, Gurdiljot Singh; Sakrani, Taha; Dasu, Mohan; Zhou, Jiao

2017-11-01

Motorcycle crashes constitute a very high proportion of the overall motor vehicle fatalities in the United States, and many studies have examined the influential factors under various conditions. However, research on the impact of weather conditions on the motorcycle crash severity is not well documented. In this study, we examined the impact of weather conditions on motorcycle crash injuries at four different severity levels using San Francisco motorcycle crash injury data. Five models were developed using Full Bayesian formulation accounting for different correlations commonly seen in crash data and then compared for fitness and performance. Results indicate that the models with serial and severity variations of parameters had superior fit, and the capability of accurate crash prediction. The inferences from the parameter estimates from the five models were: an increase in the air temperature reduced the possibility of a fatal crash but had a reverse impact on crashes of other severity levels; humidity in air was not observed to have a predictable or strong impact on crashes; the occurrence of rainfall decreased the possibility of crashes for all severity levels. Transportation agencies might benefit from the research results to improve road safety by providing motorcyclists with information regarding the risk of certain crash severity levels for special weather conditions. Copyright © 2017 Elsevier Ltd. All rights reserved.

Crash probability estimation via quantifying driver hazard perception.

PubMed

Li, Yang; Zheng, Yang; Wang, Jianqiang; Kodaka, Kenji; Li, Keqiang

2018-07-01

Crash probability estimation is an important method to predict the potential reduction of crash probability contributed by forward collision avoidance technologies (FCATs). In this study, we propose a practical approach to estimate crash probability, which combines a field operational test and numerical simulations of a typical rear-end crash model. To consider driver hazard perception characteristics, we define a novel hazard perception measure, called as driver risk response time, by considering both time-to-collision (TTC) and driver braking response to impending collision risk in a near-crash scenario. Also, we establish a driving database under mixed Chinese traffic conditions based on a CMBS (Collision Mitigation Braking Systems)-equipped vehicle. Applying the crash probability estimation in this database, we estimate the potential decrease in crash probability owing to use of CMBS. A comparison of the results with CMBS on and off shows a 13.7% reduction of crash probability in a typical rear-end near-crash scenario with a one-second delay of driver's braking response. These results indicate that CMBS is positive in collision prevention, especially in the case of inattentive drivers or ole drivers. The proposed crash probability estimation offers a practical way for evaluating the safety benefits in the design and testing of FCATs. Copyright © 2017 Elsevier Ltd. All rights reserved.

The benefits and tradeoffs for varied high-severity injury risk thresholds for advanced automatic crash notification systems.

PubMed

Bahouth, George; Graygo, Jill; Digges, Kennerly; Schulman, Carl; Baur, Peter

2014-01-01

The objectives of this study are to (1) characterize the population of crashes meeting the Centers for Disease Control and Prevention (CDC)-recommended 20% risk of Injury Severity Score (ISS)>15 injury and (2) explore the positive and negative effects of an advanced automatic crash notification (AACN) system whose threshold for high-risk indications is 10% versus 20%. Binary logistic regression analysis was performed to predict the occurrence of motor vehicle crash injuries at both the ISS>15 and Maximum Abbreviated Injury Scale (MAIS) 3+ level. Models were trained using crash characteristics recommended by the CDC Committee on Advanced Automatic Collision Notification and Triage of the Injured Patient. Each model was used to assign the probability of severe injury (defined as MAIS 3+ or ISS>15 injury) to a subset of NASS-CDS cases based on crash attributes. Subsequently, actual AIS and ISS levels were compared with the predicted probability of injury to determine the extent to which the seriously injured had corresponding probabilities exceeding the 10% and 20% risk thresholds. Models were developed using an 80% sample of NASS-CDS data from 2002 to 2012 and evaluations were performed using the remaining 20% of cases from the same period. Within the population of seriously injured (i.e., those having one or more AIS 3 or higher injuries), the number of occupants whose injury risk did not exceed the 10% and 20% thresholds were estimated to be 11,700 and 18,600, respectively, each year using the MAIS 3+ injury model. For the ISS>15 model, 8,100 and 11,000 occupants sustained ISS>15 injuries yet their injury probability did not reach the 10% and 20% probability for severe injury respectively. Conversely, model predictions suggested that, at the 10% and 20% thresholds, 207,700 and 55,400 drivers respectively would be incorrectly flagged as injured when their injuries had not reached the AIS 3 level. For the ISS>15 model, 87,300 and 41,900 drivers would be incorrectly

Exposure factors of Victoria's active motorcycle fleet related to serious injury crash risk.

PubMed

Allen, T; McClure, R; Newstead, S V; Lenné, M G; Hillard, P; Symmons, M; Day, L

2016-11-16

The purpose of this study was to describe the nature and extent of current powered 2-wheeler (PTW) risk exposures in order to support future efforts to improve safety for this mode of transport. A cross-sectional analysis of the control arm of a population-based case-control study was conducted. The control sample was selected from 204 sites on public roads within 150 km of the city of Melbourne that were locations of recent serious injury motorcycle crashes. Traffic observations and measurements at each site were sampled for a mean of 2 h on the same type of day (weekday, Saturday, or Sunday) and within 1 h of the crash time. Photographs of passing riders during this observation period recorded data relating to characteristics of PTWs, age of riders, travel speed of PTWs and all vehicles, time gaps between vehicles, visibility, and protective clothing use. Motorcycles and scooters represented 0.6% of all traffic (compared with 4% of all vehicle registrations). Riders were significantly more likely to have larger time gaps in front and behind when compared to other vehicles. The average travel speed of motorcycles was not significantly different than the traffic, but a significantly greater proportion were exceeding the speed limit when compared to other vehicles (6 vs. 3%, respectively). The age of registered owners of passing motorcycles was 42 years. Over half of riders were wearing dark clothing with no fluorescent or reflective surfaces. One third of motorcyclists had maximum coverage of motorcycle-specific protective clothing. A very low prevalence of motorcyclists combined with relatively higher rates of larger time gaps to other vehicles around motorcycles may help explain their overrepresentation in injury crashes where another vehicle fails to give way. An increased risk of injury in the event of a crash exists for a small but greater proportion of motorcyclists (compared to other vehicle types) who were exceeding the speed limit. An apparent shift

Comparison and validation of injury risk classifiers for advanced automated crash notification systems.

PubMed

Kusano, Kristofer; Gabler, Hampton C

2014-01-01

The odds of death for a seriously injured crash victim are drastically reduced if he or she received care at a trauma center. Advanced automated crash notification (AACN) algorithms are postcrash safety systems that use data measured by the vehicles during the crash to predict the likelihood of occupants being seriously injured. The accuracy of these models are crucial to the success of an AACN. The objective of this study was to compare the predictive performance of competing injury risk models and algorithms: logistic regression, random forest, AdaBoost, naïve Bayes, support vector machine, and classification k-nearest neighbors. This study compared machine learning algorithms to the widely adopted logistic regression modeling approach. Machine learning algorithms have not been commonly studied in the motor vehicle injury literature. Machine learning algorithms may have higher predictive power than logistic regression, despite the drawback of lacking the ability to perform statistical inference. To evaluate the performance of these algorithms, data on 16,398 vehicles involved in non-rollover collisions were extracted from the NASS-CDS. Vehicles with any occupants having an Injury Severity Score (ISS) of 15 or greater were defined as those requiring victims to be treated at a trauma center. The performance of each model was evaluated using cross-validation. Cross-validation assesses how a model will perform in the future given new data not used for model training. The crash ΔV (change in velocity during the crash), damage side (struck side of the vehicle), seat belt use, vehicle body type, number of events, occupant age, and occupant sex were used as predictors in each model. Logistic regression slightly outperformed the machine learning algorithms based on sensitivity and specificity of the models. Previous studies on AACN risk curves used the same data to train and test the power of the models and as a result had higher sensitivity compared to the cross

Identification of elderly drivers whose crash involvement risks are alleviated by passenger presence.

PubMed

Nakagawa, Yoshinori; Park, Kaechang

2014-01-01

It is essential to find measures to compensate for the decline in elderly drivers' driving ability in order to meet their mobility needs and ensure their safety when driving. Although it has been well documented that elderly drivers' risks of crash involvement are alleviated by the presence of passengers, few studies have investigated whether the protective effect of passengers is influenced by driver characteristics including the degree of cognitive impairment. This study aimed to identify subgroups of elderly drivers whose crash involvement risks are more effectively alleviated by passenger presence. After dividing elderly drivers into three levels of cognitive impairment, as measured by the Short-Memory Questionnaire, and two gender groups, the present study found that only male drivers in the middle cognitive level benefited from passenger presence. The effectiveness of passenger presence may be more successfully achieved by proper selection of the appropriate range of cognitive decline and gender.

Fatal crashes involving large numbers of vehicles and weather.

PubMed

Wang, Ying; Liang, Liming; Evans, Leonard

2017-12-01

Adverse weather has been recognized as a significant threat to traffic safety. However, relationships between fatal crashes involving large numbers of vehicles and weather are rarely studied according to the low occurrence of crashes involving large numbers of vehicles. By using all 1,513,792 fatal crashes in the Fatality Analysis Reporting System (FARS) data, 1975-2014, we successfully described these relationships. We found: (a) fatal crashes involving more than 35 vehicles are most likely to occur in snow or fog; (b) fatal crashes in rain are three times as likely to involve 10 or more vehicles as fatal crashes in good weather; (c) fatal crashes in snow [or fog] are 24 times [35 times] as likely to involve 10 or more vehicles as fatal crashes in good weather. If the example had used 20 vehicles, the risk ratios would be 6 for rain, 158 for snow, and 171 for fog. To reduce the risk of involvement in fatal crashes with large numbers of vehicles, drivers should slow down more than they currently do under adverse weather conditions. Driver deaths per fatal crash increase slowly with increasing numbers of involved vehicles when it is snowing or raining, but more steeply when clear or foggy. We conclude that in order to reduce risk of involvement in crashes involving large numbers of vehicles, drivers must reduce speed in fog, and in snow or rain, reduce speed by even more than they already do. Copyright © 2017 National Safety Council and Elsevier Ltd. All rights reserved.

Crash analysis, statistics & information notebook 2008

DOT National Transportation Integrated Search

2008-01-01

Traditionally crash data is often presented as single fact sheets highlighting a single factor such as Vehicle Type or Road Type. This document will try to show how the risk factors interrelate to produce a crash. Complete detailed analys...

U.S. Civil Air Show Crashes, 1993 to 2013

PubMed Central

Ballard, Sarah-Blythe; Osorio, Victor B.

2016-01-01

This study provides new public health data about U.S. civil air shows. Risk factors for fatalities in civil air show crashes were analyzed. The value of the FIA score in predicting fatal outcomes was evaluated. With the use of the FAA’s General Aviation and Air Taxi Survey and the National Transportation Safety Board’s data, the incidence of civil air show crashes from 1993 to 2013 was calculated. Fatality risk factors for crashes were analyzed by means of regression methods. The FIA index was validated to predict fatal outcomes by using the factors of fire, instrument conditions, and away-from-airport location, and was evaluated through receiver operating characteristic (ROC) curves. The civil air show crash rate was 31 crashes per 1,000 civil air events. Of the 174 civil air show crashes that occurred during the study period, 91 (52%) involved at least one fatality; on average, 1.1 people died per fatal crash. Fatalities were associated with four major risk factors: fire [adjusted odds ratio (AOR) = 7.1, 95% confidence interval (CI) = 2.4 to 20.6, P < .001], pilot error (AOR = 5.2, 95% CI = 1.8 to 14.5, P = .002), aerobatic flight (AOR = 3.6, 95% CI = 1.6 to 8.2, P = .002), and off-airport location (AOR = 3.4, 95% CI = 1.5 to 7.5, P = .003). The area under the FIA score’s ROC curve was 0.71 (95% CI = 0.64 to 0.78). Civil air show crashes were marked by a high risk of fatal outcomes to pilots in aerobatic performances but rare mass casualties. The FIA score was not a valid measurement of fatal risk in civil air show crashes. PMID:27773963

An Evidenced-Based Approach for Estimating Decompression Sickness Risk in Aircraft Operations

NASA Technical Reports Server (NTRS)

Robinson, Ronald R.; Dervay, Joseph P.; Conkin, Johnny

1999-01-01

Estimating the risk of decompression Sickness (DCS) in aircraft operations remains a challenge, making the reduction of this risk through the development of operationally acceptable denitrogenation schedules difficult. In addition, the medical recommendations which are promulgated are often not supported by rigorous evaluation of the available data, but are instead arrived at by negotiation with the aircraft operations community, are adapted from other similar aircraft operations, or are based upon the opinion of the local medical community. We present a systematic approach for defining DCS risk in aircraft operations by analyzing the data available for a specific aircraft, flight profile, and aviator population. Once the risk of DCS in a particular aircraft operation is known, appropriate steps can be taken to reduce this risk to a level acceptable to the applicable aviation community. Using this technique will allow any aviation medical community to arrive at the best estimate of DCS risk for its specific mission and aviator population and will allow systematic reevaluation of the decisions regarding DCS risk reduction when additional data are available.

Hotspots and causes of motor vehicle crashes in Baltimore, Maryland: A geospatial analysis of five years of police crash and census data

PubMed Central

Dezman, Zachary; de Andrade, Luciano; Vissoci, Joao Ricardo; El-Gabri, Deena; Johnson, Abree; Hirshon, Jon Mark; Staton, Catherine A.

2017-01-01

Introduction Road traffic injuries are a leading killer of youth (aged 15–29) and are projected to be the 7th leading cause of death by 2030. To better understand road traffic crash locations and characteristics in the city of Baltimore, we used police and census data, to describe the epidemiology, hotspots, and modifiable risk factors involved to guide further interventions. Materials and methods Data on all crashes in Baltimore City from 2009 to 2013 were made available from the Maryland Automated Accident Reporting System. Socioeconomic data collected by the US CENSUS 2010 were obtained. A time series analysis was conducted using an ARIMA model. We analyzed the geographical distribution of traffic crashes and hotspots using exploratory spatial data analysis and spatial autocorrelation. Spatial regression was performed to evaluate the impact of socioeconomic indicators on hotspots. Results In Baltimore City, between 2009 and 2013, there were a total of 100,110 crashes reported, with 1% of crashes considered severe. Of all crashes, 7% involved vulnerable road users and 12% had elderly or youth involvement. Reasons for crashes included: distracted driving (31%), speeding (6%), and alcohol or drug use (5%). After 2010, we observed an increasing trend in all crashes especially from March to June. Distracted driving then youth and elderly drivers were consistently the highest risk factors over time. Multivariate spatial regression model including socioeconomic indicators and controlling for age, gender and population size did not show a distinct predictor of crashes explaining only 20% of the road crash variability, indicating crashes are not geographically explained by socioeconomic indicators alone. Conclusion In Baltimore City, road traffic crashes occurred predominantly in the high density center of the city, involved distracted driving and extremes of age with an increase in crashes from March to June. There was no association between socioeconomic variables

Hotspots and causes of motor vehicle crashes in Baltimore, Maryland: A geospatial analysis of five years of police crash and census data.

PubMed

Dezman, Zachary; de Andrade, Luciano; Vissoci, Joao Ricardo; El-Gabri, Deena; Johnson, Abree; Hirshon, Jon Mark; Staton, Catherine A

2016-11-01

Road traffic injuries are a leading killer of youth (aged 15-29) and are projected to be the 7th leading cause of death by 2030. To better understand road traffic crash locations and characteristics in the city of Baltimore, we used police and census data, to describe the epidemiology, hotspots, and modifiable risk factors involved to guide further interventions. Data on all crashes in Baltimore City from 2009 to 2013 were made available from the Maryland Automated Accident Reporting System. Socioeconomic data collected by the US CENSUS 2010 were obtained. A time series analysis was conducted using an ARIMA model. We analyzed the geographical distribution of traffic crashes and hotspots using exploratory spatial data analysis and spatial autocorrelation. Spatial regression was performed to evaluate the impact of socioeconomic indicators on hotspots. In Baltimore City, between 2009 and 2013, there were a total of 100,110 crashes reported, with 1% of crashes considered severe. Of all crashes, 7% involved vulnerable road users and 12% had elderly or youth involvement. Reasons for crashes included: distracted driving (31%), speeding (6%), and alcohol or drug use (5%). After 2010, we observed an increasing trend in all crashes especially from March to June. Distracted driving then youth and elderly drivers were consistently the highest risk factors over time. Multivariate spatial regression model including socioeconomic indicators and controlling for age, gender and population size did not show a distinct predictor of crashes explaining only 20% of the road crash variability, indicating crashes are not geographically explained by socioeconomic indicators alone. In Baltimore City, road traffic crashes occurred predominantly in the high density center of the city, involved distracted driving and extremes of age with an increase in crashes from March to June. There was no association between socioeconomic variables where crashes occurred and hotspots. In depth analysis of

Methodology for determining motorcycle operator crash risk and alcohol impairment. Vol. 1, Synthesis report on alternative approaches with priorities for research

DOT National Transportation Integrated Search

2007-04-01

Alcohol-involvement continues to be a prominent factor in motorcycle crashes. Automobile-driver drinking and driving has been researched extensively, and the relationship between drivers' blood alcohol concentrations (BAC) and crash risk is well-unde...

Risk factors associated with high potential for serious crashes.

DOT National Transportation Integrated Search

2015-09-01

Crashes are random events and low traffic volumes therefore dont always make crash hot-spot : identification possible. This project has used extensive data collection and analysis for a large sample : of Oregons low volume roads to develop a ri...

Statistical Detection of Atypical Aircraft Flights

NASA Technical Reports Server (NTRS)

Statler, Irving; Chidester, Thomas; Shafto, Michael; Ferryman, Thomas; Amidan, Brett; Whitney, Paul; White, Amanda; Willse, Alan; Cooley, Scott; Jay, Joseph;

Emergency Locator Transmitter Crash Testing

NASA Image and Video Library

2015-07-29

Drop-testing a series of three Cessna 172 aircraft, NASA simulated severe but survivable plane accidents on July 2, July 29 and August 26, 2015, to test emergency locator transmitters (ELTs). A research team equipped the vintage airplanes with five ELTs, two crash test dummies, cameras and data-collecting sensors. ELTs are installed on general aviation and commercial planes to transmit a location signal in the event of a crash. Current ELT models send that signal to orbiting satellites, which repeat it to the nearest search and rescue ground station. The signal is used to determine and transmit the ELT's identity and location to rescuers. ELTs have to work in the extreme circumstances involved in an airplane crash. Included in those extreme circumstances are the possibilities of excessive vibration, fire and impact damage. NASA research is designed to find practical ways to improve ELT system performance and robustness, giving rescue workers the best chance of saving lives. The research was funded by the Search and Rescue Mission Office at NASA's Goddard Space Flight Center in Greenbelt, Maryland. The testing took place at NASA’s Langley Research Center in Hampton, Virginia. This is a video of the July 29, 2015, test.

The prevalence of crash risk factors in a population-based study of motorcycle riders.

PubMed

de Rome, Liz; Fitzharris, Michael; Baldock, Matthew; Fernandes, Ralston; Ma, Alice; Brown, Julie

2016-09-01

Motorcyclists represent an increasing proportion of road traffic casualties but, while factors associated with crashes are readily identifiable, little is known about the prevalence of those risk factors in the motorcycling population. A stratified random-sampling frame was used to survey the population of registered motorcycles owners in New South Wales (NSW) when they attended motor registry offices. The postal codes in the State database of registered motorcycle were used to stratify the population into quartiles based on socioeconomic characteristics and to determine sample weights. Participants (n=506) represented 47% of eligible riders approached. On average participants were aged 43, rode 7h/week and had 17 years of riding experience. Estimates based on multiple ownership rates suggest motorcycle registration numbers exceed the active riding population by approximately 15%. Less than half rode under 101km/week, 25% rode over 300km/week and just 42% rode every day. More rode frequently for leisure (70%) than for commuting (53%) and over half rarely rode in dark (52%) or wet (67%) conditions. Most wore protective clothing - helmets (100%), jackets (82%), pants (56%), boots (57%) and gloves (73%). Those with traffic infringements (32%) were mostly for driving (25%), not riding (10%) offences. In the past year, 13% had one or more motorcycle crashes including minor spills and 76% one or more near-crash experiences. The youngest riders (15-19) reported the highest rates of exposure in kilometres, hours, frequency of riding and commuting. They also reported lower crash involvement (3%) but more near-crashes (80%). This study provides an account of the prevalence of key risk factors across age groups in a population of active motorcycle riders in NSW. Novice riders were represented in all age groups although most novices were under 40 years. These data can be used to guide the development of targeted countermeasures aimed at improving motorcycling safety for riders

V-22 Osprey Tilt-Rotor Aircraft

DTIC Science & Technology

2009-01-02

Station, VA, killing seven people and destroying the aircraft. This accident was caused by a fire resulting from hydraulic component failures and...April 5, 2001, the Marine Corps reported that the crash was caused by a burst hydraulic line in one of the Osprey’s two engine casings, and a software...malfunction that caused the aircraft to accelerate and decelerate unpredictably and violently when the pilots tried to compensate for the hydraulic

Opportunities for crash and injury reduction: A multiharm approach for crash data analysis.

PubMed

Mallory, Ann; Kender, Allison; Moorhouse, Kevin

2017-05-29

A multiharm approach for analyzing crash and injury data was developed for the ultimate purpose of getting a richer picture of motor vehicle crash outcomes for identifying research opportunities in crash safety. Methods were illustrated using a retrospective analysis of 69,597 occupant cases from NASS CDS from 2005 to 2015. Occupant cases were analyzed by frequency and severity of outcome: fatality, injury by Abbreviated Injury Scale (AIS), number of cases, attributable fatality, disability, and injury costs. Comparative analysis variables included precrash scenario, impact type, and injured body region. Crash and injury prevention opportunities vary depending on the search parameters. For example, occupants in rear-end crash scenarios were more frequent than in any other precrash configuration, yet there were significantly more fatalities and serious injury cases in control loss, road departure, and opposite direction crashes. Fatality is most frequently associated with head and thorax injury, and disability is primarily associated with extremity injury. Costs attributed to specific body regions are more evenly distributed, dominated by injuries to the head, thorax, and extremities but with contributions from all body regions. Though AIS 3+ can be used as a single measure of harm, an analysis based on multiple measures of harm gives a much more detailed picture of the risk presented by a particular injury or set of crash conditions. The developed methods represent a new approach to crash data mining that is expected to be useful for the identification of research priorities and opportunities for reduction of crashes and injuries. As the pace of crash safety improvement accelerates with innovations in both active and passive safety, these techniques for combining outcome measures for insights beyond fatality and serious injury will be increasingly valuable.

Child restraint systems for civil aircraft.

DOT National Transportation Integrated Search

1978-03-01

Child restraint systems have been developed to provide protection to children involved in automobile crashes. These systems are not yet approved for use in civil aircraft. Six typical systems were exposed to controlled impacts on a test sled to simul...

Children restraint systems for civil aircraft.

DOT National Transportation Integrated Search

1978-03-01

Child restraint systems have been developed to provide protection to children involved in automobile crashes. These systems are not yet approved for use in civil aircraft. Six typical systems were exposed to controlled impacts on a test sled to simul...

Interactive risk analysis on crash injury severity at a mountainous freeway with tunnel groups in China.

PubMed

Huang, Helai; Peng, Yunying; Wang, Jie; Luo, Qizhang; Li, Xiang

2018-02-01

Traffic safety of freeways has attracted major concerns, especially for a mountainous freeway affected by adverse terrain conditions, constrained roadway geometry and complicated driving environments. On the basis of a comprehensive dataset collected from a mountainous freeway with a length of 61km but gathering 12 tunnels, this study seeks to examining the interactive effect of mountainous freeway alignment, driving behaviors, vehicle characteristics and environmental factors on crash severity. A classification and regression tree (CART) model is employed as it can deal with high-order interactions between explanatory variables. Results show that the driving behavior is the most important determinant for injury severity of mountainous freeway crashes, followed by the crash time, grade, curve radius and vehicle type. These variables, interacted with the factors of season and crash location, may largely account for the likelihood of high risk events which may result in severe crashes. Events associated with a notably higher probability of severe crashes include coach drivers involved in improper lane changing and other improper actions, drivers involved in speeding during afternoon or evening, drivers involved in speeding along large curve and straight segment during morning, noon or night, and drivers involved in fatigue while passing along the downgrade. Safety interventions to prevent severe crashes at the mountainous freeway include hierarchical supervision in terms of hazardous driving events, enhanced enforcement for speeding and fatigue driving, deployment of advanced driving assistance systems for fatigue driving warning, and cumulative driving time monitoring for long-distance-travel freight vehicles. Copyright © 2017 Elsevier Ltd. All rights reserved.

Crash test rating and likelihood of major thoracoabdominal injury in motor vehicle crashes: the new car assessment program side-impact crash test, 1998-2010.

PubMed

Figler, Bradley D; Mack, Christopher D; Kaufman, Robert; Wessells, Hunter; Bulger, Eileen; Smith, Thomas G; Voelzke, Bryan

2014-03-01

The National Highway Traffic Safety Administration's New Car Assessment Program (NCAP) implemented side-impact crash testing on all new vehicles since 1998 to assess the likelihood of major thoracoabdominal injuries during a side-impact crash. Higher crash test rating is intended to indicate a safer car, but the real-world applicability of these ratings is unknown. Our objective was to determine the relationship between a vehicle's NCAP side-impact crash test rating and the risk of major thoracoabdominal injury among the vehicle's occupants in real-world side-impact motor vehicle crashes. The National Automotive Sampling System Crashworthiness Data System contains detailed crash and injury data in a sample of major crashes in the United States. For model years 1998 to 2010 and crash years 1999 to 2010, 68,124 occupants were identified in the Crashworthiness Data System database. Because 47% of cases were missing crash severity (ΔV), multiple imputation was used to estimate the missing values. The primary predictor of interest was the occupant vehicle's NCAP side-impact crash test rating, and the outcome of interest was the presence of major (Abbreviated Injury Scale [AIS] score ≥ 3) thoracoabdominal injury. In multivariate analysis, increasing NCAP crash test rating was associated with lower likelihood of major thoracoabdominal injury at high (odds ratio [OR], 0.8; 95% confidence interval [CI], 0.7-0.9; p < 0.01) and medium (OR, 0.9; 95% CI, 0.8-1.0; p < 0.05) crash severity (ΔV), but not at low ΔV (OR, 0.95; 95% CI, 0.8-1.2; p = 0.55). In our model, older age and absence of seat belt use were associated with greater likelihood of major thoracoabdominal injury at low and medium ΔV (p < 0.001), but not at high ΔV (p ≥ 0.09). Among adults in model year 1998 to 2010 vehicles involved in medium and high severity motor vehicle crashes, a higher NCAP side-impact crash test rating is associated with a lower likelihood of major thoracoabdominal trauma

Silent Aircraft Initiative Concept Risk Assessment

NASA Technical Reports Server (NTRS)

Nickol, Craig L.

2008-01-01

A risk assessment of the Silent Aircraft Initiative's SAX-40 concept design for extremely low noise has been performed. A NASA team developed a list of 27 risk items, and evaluated the level of risk for each item in terms of the likelihood that the risk would occur and the consequences of the occurrence. The following risk items were identified as high risk, meaning that the combination of likelihood and consequence put them into the top one-fourth of the risk matrix: structures and weight prediction; boundary-layer ingestion (BLI) and inlet design; variable-area exhaust and thrust vectoring; displaced-threshold and continuous descent approach (CDA) operational concepts; cost; human factors; and overall noise performance. Several advanced-technology baseline concepts were created to serve as a basis for comparison to the SAX-40 concept. These comparisons indicate that the SAX-40 would have significantly greater research, development, test, and engineering (RDT&E) and production costs than a conventional aircraft with similar technology levels. Therefore, the cost of obtaining the extremely low noise capability that has been estimated for the SAX-40 is significant. The SAX-40 concept design proved successful in focusing attention toward low noise technologies and in raising public awareness of the issue.

Comparison between Euro NCAP test results and real-world crash data.

PubMed

Kullgren, Anders; Lie, Anders; Tingvall, Claes

2010-12-01

The objective of this study was 2-fold: first, to compare Euro NCAP safety ratings of cars with those published by the Folksam real-world injury ratings; and second, to compare injury risk measures between Euro NCAP 2 and 5 Star cars with real-world injury and disability outcomes using police and insurance injury data. Car models were grouped according to the Euro NCAP star rating scores. Folksam risk of injury ratings come from statistical analysis of real-world crashes using police and insurance databases. The paired comparison method using 2-car crashes was used to control for crash speed and the mass differences between cars of different weights were normalized. For all comparisons, 5-star rated Euro NCAP cars were found to have a lower risk of injury compared to 2-star rated cars (5-star cars were 10% ± 2.5% lower risk than 2-star cars). For fatal and serious injuries, the difference was 23 ± 8 percent, and for fatal injuries alone the difference was 68 ± 32 percent. By comparison, the Folksam 5-star rated cars had a relative risk of 0.020 ± 0.0024, whereas 2-star rated car risk was 0.028 ± 0.0016, corresponding to a 27 percent difference in risk between 5- and 2-star cars. Good correlation was found between Euro NCAP test results and real-world injury outcomes. The largest difference in injury risk between 2- and 5-star rated cars in Euro NCAP was found for risk of fatality, confirming that car manufacturers have focused their safety performance on serious crash outcomes. In addition, Euro NCAP crash tests were shown to be highly correlated with serious crash performance, confirming their relevance for evaluating real-world crash performance. Good concordance was found between Euro NCAP and Folksam real-world crash and injury ratings.

Statewide analysis of bicycle crashes : [project summary].

DOT National Transportation Integrated Search

2017-06-01

An extensive literature review was conducted to locate existing studies in four areas: (1) risk factors that affect the frequency and severity of bicycle crashes; (2) bicycle crash causes, patterns, and contributing factors; (3) network screening met...

Helicopter crashes into water: warning time, final position, and other factors affecting survival.

PubMed

Brooks, Christopher J; MacDonald, Conor V; Baker, Susan P; Shanahan, Dennis F; Haaland, Wren L

2014-04-01

According to 40 yr of data, the fatality rate for a helicopter crash into water is approximately 25%. Does warning time and the final position of the helicopter in the water influence the survival rate? The National Transportation Safety Board (NTSB) database was queried to identify helicopter crashes into water between 1981 and 2011 in the Gulf of Mexico and Hawaii. Fatality rate, amount of warning time prior to the crash, and final position of the helicopter were identified. There were 133 helicopters that crashed into water with 456 crew and passengers. Of these, 119 occupants (26%) did not survive; of those who did survive, 38% were injured. Twelve died after making a successful escape from the helicopter. Crashes with < 15 s warning had a fatality rate of 22%, compared to 12% for 16-60 s warning and 5% for > 1 min. However, more than half of fatalities (57%) came from crashes for which the warning time could not be determined. Lack of warning time and how to survive in the water after the crash should be a topic for study in all marine survival/aircraft ditching courses. Investigators should be trained to provide estimates of warning time when investigating helicopter crashes into water.

Are Current Law Enforcement Strategies Associated with a Lower Risk of Repeat Speeding Citations and Crash Involvement? A Longitudinal Study of Speeding Maryland Drivers

PubMed Central

Amr, Sania; Braver, Elisa R.; Langenberg, Patricia; Zhan, Min; Smith, Gordon S.; Dischinger, Patricia C.

2013-01-01

PURPOSE To determine whether traffic court appearances and different court verdicts were associated with risk of subsequent speeding citations and crashes. METHODS A cohort of 29,754 Maryland drivers ticketed for speeding who either went to court or paid fines by mail in May/June 2003 was followed for 3 years. Drivers appearing in court were categorized by verdicts: 1) not guilty, 2) suspension of prosecution/no prosecution (STET/NP), 3) case dismissed, 4) probation before judgment and fines (PBJ), or 5) fines and demerit points. Cox proportional hazard models were used to estimate adjusted hazard ratios (AHR). RESULTS Court appearances were associated with lower risk of subsequent speeding citations (AHR = 0.92; 95% CI: 0.88-0.96), but higher risk of crashes (AHR=1.25; 95% CI: 1.16-1.35). PBJ was associated with significantly lower repeat speeding tickets (AHR = 0.83; 95% CI = 0.75-0.91) and a non-significant decrease in crashes (AHR = 0.87; 95% CI 0.75-1.02). Both repeat speeding tickets and subsequent crashes were significantly lower in the STET/NP group. CONCLUSIONS PBJ and STET/NP may reduce speeding and crashes, but neither verdict eliminated excess crash risk among drivers who choose court appearances. Randomized controlled evaluations of speeding countermeasures are needed to inform traffic safety policies. PMID:21684176

Effect of crash pulse shape on seat stroke requirements for limiting loads on occupants of aircraft

NASA Technical Reports Server (NTRS)

Carden, Huey D.

1992-01-01

An analytical study was made to provide comparative information on various crash pulse shapes that potentially could be used to test seats under conditions included in Federal Regulations Part 23 Paragraph 23.562(b)(1) for dynamic testing of general aviation seats, show the effects that crash pulse shape can have on the seat stroke requirements necessary to maintain a specified limit loading on the seat/occupant during crash pulse loadings, compare results from certain analytical model pulses with approximations of actual crash pulses, and compare analytical seat results with experimental airplace crash data. Structural and seat/occupant displacement equations in terms of the maximum deceleration, velocity change, limit seat pan load, and pulse time for five potentially useful pulse shapes were derived; from these, analytical seat stroke data were obtained for conditions as specified in Federal Regulations Part 23 Paragraph 23.562(b)(1) for dynamic testing of general aviation seats.

Adjusting for car occupant injury liability in relation to age, speed limit, and gender-specific driver crash involvement risk.

PubMed

Keall, Michael; Frith, William

2004-12-01

It is well established that older drivers' fragility is an important factor associated with higher levels of fatal crash involvement for older drivers. There has been less research on age-related fragility with respect to the sort of minor injuries that are more common in injury crashes. This study estimates a quantity that is related to injury fragility: the probability that a driver or a passenger of that driver will be injured in crashes involving two cars. The effects of other factors apart from drivers' fragility are included in this measure, including the fragility of the passengers, the crashworthiness of cars driven, seatbelt use by the occupants, and characteristics of crashes (including configuration and impact speed). The car occupant injury liability estimates appropriately includes these factors to adjust risk curves by age, gender, and speed limit accounting for overrepresentation in crashes associated with fragility and these other factors.

How Common are Noise Sources on the Crash Arc of Malaysian Flight 370

DOE Office of Scientific and Technical Information (OSTI.GOV)

Fenimore, Edward E.; Kunkle, Thomas David; Stead, Richard J.

2014-10-21

Malaysian Flight 370 disappeared nearly without a trace. Besides some communication handshakes to the INMASAT satellite, the Comprehensive Test Ban Treaty monitoring system could have heard the aircraft crash into the southern Indian Ocean. One noise event from Cape Leeuwin has been suggested by Stead as the crash and occurs within the crash location suggested by Kunkle at el. We analyze the hydrophone data from Cape Leeuwin to understand how common such noise events are on the arc of possible locations where Malaysian Flight 370 might have crashed. Few other noise sources were found on the arc. The noise eventmore » found by Stead is the strongest. No noise events are seen within the Australian Transportation Safety Board (ATSB) new search location until the 10 th strongest event, an event which is very close to the noise level.« less

Analysis of risk factors affecting driver injury and crash injury with drivers under the influence of alcohol (DUI) and non-DUI.

PubMed

Chen, Huiqin; Chen, Qiang; Chen, Lei; Zhang, Guanjun

2016-11-16

The objective of this research was to study risk factors that significantly influence the severity of crashes for drivers both under and not under the influence of alcohol. Ordinal logistic regression was applied to analyze a crash data set involving drivers under and not under the influence of alcohol in China from January 2011 to December 2014. Four risk factors were found to be significantly associated with the severity of driver injury, including crash partner and intersection type. Age group was found to be significantly associated with the severity of crashes involving drivers under the influence of alcohol. Crash partner, intersection type, lighting conditions, gender, and time of day were found to be significantly associated with severe driver injuries, the last of which was also significantly associated with severe crashes involving drivers not under the influence of alcohol. This study found that pedestrian involvement decreases the odds of severe driver injury when a driver is under the influence of alcohol, with a relative risk of 0.05 compared to the vehicle-to-vehicle group. The odds of severe driver injury at T-intersections were higher than those for traveling along straight roads. Age was shown to be an important factor, with drivers 50-60 years of age having higher odds of being involved in severe crashes compared to 20- to 30-year-olds when the driver was under the influence of alcohol. When the driver was not under the influence of alcohol, drivers suffered more severe injuries between midnight and early morning compared to early nighttime. The vehicle-to-motorcycle and vehicle-to-pedestrian groups experienced less severe driver injuries, and vehicle collisions with fixed objects exhibited higher odds of severe driver injury than did vehicle-to-vehicle impacts. The odds of severe driver injury at cross intersections were 0.29 compared to travel along straight roads. The odds of severe driver injury when street lighting was not available at

Crashes and near-crashes on horizontal curves along rural two-lane highways: Analysis of naturalistic driving data.

PubMed

Wang, Bo; Hallmark, Shauna; Savolainen, Peter; Dong, Jing

2017-12-01

Prior research has shown the probability of a crash occurring on horizontal curves to be significantly higher than on similar tangent segments, and a disproportionally higher number of curve-related crashes occurred in rural areas. Challenges arise when analyzing the safety of horizontal curves due to imprecision in integrating information as to the temporal and spatial characteristics of each crash with specific curves. The second Strategic Highway Research Program(SHRP 2) conducted a large-scale naturalistic driving study (NDS),which provides a unique opportunity to better understand the contributing factors leading to crash or near-crash events. This study utilizes high-resolution behavioral data from the NDS to identify factors associated with 108 safety critical events (i.e., crashes or near-crashes) on rural two-lane curves. A case-control approach is utilized wherein these events are compared to 216 normal, baseline-driving events. The variables examined in this study include driver demographic characteristics, details of the traffic environment and roadway geometry, as well as driver behaviors such as in-vehicle distractions. Logistic regression models are estimated to discern those factors affecting the likelihood of a driver being crash-involved. These factors include high-risk behaviors, such as speeding and visual distractions, as well as curve design elements and other roadway characteristics such as pavement surface conditions. This paper successfully integrated driver behavior, vehicle characteristics, and roadway environments into the same model. Logistic regression model was found to be an effective way to investigate crash risks using naturalistic driving data. This paper revealed a number of contributing factors to crashes on rural two-lane curves, which has important implications in traffic safety policy and curve geometry design. This paper also discussed limitations and lessons learned from working with the SHRP 2 NDS data. It will benefit

Neighborhood Influences on Vehicle-Pedestrian Crash Severity.

PubMed

Toran Pour, Alireza; Moridpour, Sara; Tay, Richard; Rajabifard, Abbas

2017-12-01

Socioeconomic factors are known to be contributing factors for vehicle-pedestrian crashes. Although several studies have examined the socioeconomic factors related to the location of the crashes, limited studies have considered the socioeconomic factors of the neighborhood where the road users live in vehicle-pedestrian crash modelling. This research aims to identify the socioeconomic factors related to both the neighborhoods where the road users live and where crashes occur that have an influence on vehicle-pedestrian crash severity. Data on vehicle-pedestrian crashes that occurred at mid-blocks in Melbourne, Australia, was analyzed. Neighborhood factors associated with road users' residents and location of crash were investigated using boosted regression tree (BRT). Furthermore, partial dependence plots were applied to illustrate the interactions between these factors. We found that socioeconomic factors accounted for 60% of the 20 top contributing factors to vehicle-pedestrian crashes. This research reveals that socioeconomic factors of the neighborhoods where the road users live and where the crashes occur are important in determining the severity of the crashes, with the former having a greater influence. Hence, road safety countermeasures, especially those focussing on the road users, should be targeted at these high-risk neighborhoods.

V-22 Osprey Tilt-Rotor Aircraft

DTIC Science & Technology

2007-03-13

destroying the aircraft. This accident was caused by a fire resulting from hydraulic component failures and design problems in the engine nacelles.3 Flight...the Marine Corps reported that the crash was caused by a burst hydraulic line in one of the Osprey’s two engine casings, and a software malfunction...that caused the aircraft to accelerate and decelerate unpredictably and violently when the pilots tried to compensate for the hydraulic CRS-6 7 An un

An investigation of the speeding-related crash designation through crash narrative reviews sampled via logistic regression.

PubMed

Fitzpatrick, Cole D; Rakasi, Saritha; Knodler, Michael A

2017-01-01

Speed is one of the most important factors in traffic safety as higher speeds are linked to increased crash risk and higher injury severities. Nearly a third of fatal crashes in the United States are designated as "speeding-related", which is defined as either "the driver behavior of exceeding the posted speed limit or driving too fast for conditions." While many studies have utilized the speeding-related designation in safety analyses, no studies have examined the underlying accuracy of this designation. Herein, we investigate the speeding-related crash designation through the development of a series of logistic regression models that were derived from the established speeding-related crash typologies and validated using a blind review, by multiple researchers, of 604 crash narratives. The developed logistic regression model accurately identified crashes which were not originally designated as speeding-related but had crash narratives that suggested speeding as a causative factor. Only 53.4% of crashes designated as speeding-related contained narratives which described speeding as a causative factor. Further investigation of these crashes revealed that the driver contributing code (DCC) of "driving too fast for conditions" was being used in three separate situations. Additionally, this DCC was also incorrectly used when "exceeding the posted speed limit" would likely have been a more appropriate designation. Finally, it was determined that the responding officer only utilized one DCC in 82% of crashes not designated as speeding-related but contained a narrative indicating speed as a contributing causal factor. The use of logistic regression models based upon speeding-related crash typologies offers a promising method by which all possible speeding-related crashes could be identified. Published by Elsevier Ltd.

Application of Probability Methods to Assess Crash Modeling Uncertainty

NASA Technical Reports Server (NTRS)

Lyle, Karen H.; Stockwell, Alan E.; Hardy, Robin C.

2003-01-01

Full-scale aircraft crash simulations performed with nonlinear, transient dynamic, finite element codes can incorporate structural complexities such as: geometrically accurate models; human occupant models; and advanced material models to include nonlinear stress-strain behaviors, and material failure. Validation of these crash simulations is difficult due to a lack of sufficient information to adequately determine the uncertainty in the experimental data and the appropriateness of modeling assumptions. This paper evaluates probabilistic approaches to quantify the effects of finite element modeling assumptions on the predicted responses. The vertical drop test of a Fokker F28 fuselage section will be the focus of this paper. The results of a probabilistic analysis using finite element simulations will be compared with experimental data.

Application of Probability Methods to Assess Crash Modeling Uncertainty

NASA Technical Reports Server (NTRS)

Lyle, Karen H.; Stockwell, Alan E.; Hardy, Robin C.

2007-01-01

Full-scale aircraft crash simulations performed with nonlinear, transient dynamic, finite element codes can incorporate structural complexities such as: geometrically accurate models; human occupant models; and advanced material models to include nonlinear stress-strain behaviors, and material failure. Validation of these crash simulations is difficult due to a lack of sufficient information to adequately determine the uncertainty in the experimental data and the appropriateness of modeling assumptions. This paper evaluates probabilistic approaches to quantify the effects of finite element modeling assumptions on the predicted responses. The vertical drop test of a Fokker F28 fuselage section will be the focus of this paper. The results of a probabilistic analysis using finite element simulations will be compared with experimental data.

Driver-related risk factors in commercial motorcycle (okada) crashes in Benin City, Nigeria.

PubMed

Iribhogbe, Pius Ehiawaguan; Odai, Emeka Danielson

2009-01-01

There has been global concern regarding road traffic injuries. Motorcyclists constitute a high proportion of fatalities in road traffic crashes. Commercial motorcyclists (Okadas) constitute a unique group in this regard. The purpose of this study was to evaluate driver-related risk factors in Okada accidents in Benin City, Nigeria. This was a prospective study. Interviewers administered questionnaires which were used to assess Okada drivers during a two-month period (November-December 2006). A total of 996 Okada drivers were interviewed, 995 males and one female. Their ages ranged from 16-80 years with a mean age of 36.4 +/-2.4 years. In the majority of cases, the maximum educational level achieved was primary or secondary. The majority of Okada drivers (82.8%) took to the Okada business as a last resort. Driver's licenses for Okada operation were possessed by 73.5% of drivers, but only 27.2% had taken a road test before being given a license. No form of training on the use of Okadas was received by 45% of drivers before they commenced operations. Crash helmets were owned by 56.4%, but they did not use them on a regular basis. Inconvenience was the reason provided for poor compliance by 52.7% of drivers. Regular intake of alcohol was present in 39.8% of drivers. Okada drivers are mainly young males with a low level of education who are ill-prepared and ill-equipped for the road. This is a recipe for traffic crash-related injuries and fatal motorcycle crashes. There is an urgent need for job creation, better licensing procedures, road safety education, national legislation, and enforcement of crash helmet laws as well as alcohol breath tests for Okada drivers in Nigeria.

Distracted driving and associated crash risks.

DOT National Transportation Integrated Search

2014-10-01

Distracted driving is a dangerous epidemic that has resulted in deaths and injuries in crashes throughout the U.S. Research is : needed to understand whether common cognitive tasks such as texting, handheld cell phone conversation, and front-seat : p...

Body mass index and injury risk among US children 9-15 years old in motor vehicle crashes.

PubMed

Pollack, K M; Xie, D; Arbogast, K B; Durbin, D R

2008-12-01

To determine the relationship between body mass index (BMI) and injury risk among US children in motor vehicle crashes. Cross-sectional study using data from the Partners for Child Passenger Safety study, a child-focused crash surveillance system. A probability sample of children, 9-15 years of age, involved in crashes in parent-operated vehicles between 1 December 2000 and 31 December 2006. The odds ratio of Abbreviated Injury Severity (AIS) 2+ injuries (overall and body region specific) by BMI category: underweight, normal, overweight, and obese. The study sample included 3232 children in 2873 vehicles, representing a population estimate of 54 616 children in 49 037 vehicles. Approximately 15% (n = 502) sustained an AIS 2+ injury to any body region; 34% of the children were overweight or obese. There was no overall increase in injury risk by BMI; however, body region differences were found. In multivariate logistic regression, compared with normal weight children, the odds of sustaining an AIS 2+ injury to the extremities for overweight and obese children was 2.64 (95% CI 1.64 to 4.77) and 2.54 (95% CI 1.15 to 5.59), respectively. Although overweight and obese children are not at increased overall risk of injury, they are at increased risk of injury to the lower and upper extremities. This increased risk may be due to a combination of physiology, biomechanical forces, and vehicle design.

Taxonomy of Older Driver Behaviors and Crash Risk : Appendix C

DOT National Transportation Integrated Search

2012-02-01

This projects objectives were to identify risky behaviors, driving habits, and exposure patterns that have been shown to increase the likelihood of crash involvement among older drivers; and to classify these crash-contributing factors according t...

Taxonomy of Older Driver Behaviors and Crash Risk : Appendix D

DOT National Transportation Integrated Search

2012-02-01

This projects objectives were to identify risky behaviors, driving habits, and exposure patterns that have been shown to increase the likelihood of crash involvement among older drivers; and to classify these crash-contributing factors according t...

Comparison of teen and adult driver crash scenarios in a nationally representative sample of serious crashes.

PubMed

McDonald, Catherine C; Curry, Allison E; Kandadai, Venk; Sommers, Marilyn S; Winston, Flaura K

2014-11-01

Motor vehicle crashes are the leading cause of death and acquired disability during the first four decades of life. While teen drivers have the highest crash risk, few studies examine the similarities and differences in teen and adult driver crashes. We aimed to: (1) identify and compare the most frequent crash scenarios-integrated information on a vehicle's movement prior to crash, immediate pre-crash event, and crash configuration-for teen and adult drivers involved in serious crashes, and (2) for the most frequent scenarios, explore whether the distribution of driver critical errors differed for teens and adult drivers. We analyzed data from the National Motor Vehicle Crash Causation Survey, a nationally representative study of serious crashes conducted by the U.S. National Highway Traffic Safety Administration from 2005 to 2007. Our sample included 642 16- to 19-year-old and 1167 35- to 54-year-old crash-involved drivers (weighted n=296,482 and 439,356, respectively) who made a critical error that led to their crash's critical pre-crash event (i.e., event that made the crash inevitable). We estimated prevalence ratios (PR) and 95% confidence intervals (CI) to compare the relative frequency of crash scenarios and driver critical errors. The top five crash scenarios among teen drivers, accounting for 37.3% of their crashes, included: (1) going straight, other vehicle stopped, rear end; (2) stopped in traffic lane, turning left at intersection, turn into path of other vehicle; (3) negotiating curve, off right edge of road, right roadside departure; (4) going straight, off right edge of road, right roadside departure; and (5) stopped in lane, turning left at intersection, turn across path of other vehicle. The top five crash scenarios among adult drivers, accounting for 33.9% of their crashes, included the same scenarios as the teen drivers with the exception of scenario (3) and the addition of going straight, crossing over an intersection, and continuing on a

Marijuana use and car crash injury.

PubMed

Blows, Stephanie; Ivers, Rebecca Q; Connor, Jennie; Ameratunga, Shanthi; Woodward, Mark; Norton, Robyn

2005-05-01

To investigate the relationship between marijuana use prior to driving, habitual marijuana use and car crash injury. Population based case-control study in Auckland, New Zealand. Case vehicles were all cars involved in crashes in which at least one occupant was hospitalized or killed anywhere in the Auckland region, and control vehicles were a random sample of cars driving on Auckland roads. The drivers of 571 case and 588 control vehicles completed a structured interview. Self reported marijuana use in the 3 hours prior to the crash/survey and habitual marijuana use over the previous 12 months were recorded, along with a range of other variables potentially related to crash risk. The main outcome measure was hospitalization or death of a vehicle occupant due to car crash injury. Acute marijuana use was significantly associated with car crash injury, after controlling for the confounders age, gender, ethnicity, education level, passenger carriage, driving exposure and time of day (OR 3.9, 95% CI 1.2-12.9). However, after adjustment for these confounders plus other risky driving at the time of the crash (blood alcohol concentration, seat-belt use, travelling speed and sleepiness score), the effect of acute marijuana intake was no longer significant (OR 0.8, 95% CI 0.2-3.3). There was a strong significant association between habitual use and car crash injury after adjustment for all the above confounders plus acute use prior to driving (OR 9.5, 95% CI 2.8-32.3). This population-based case-control study indicates that habitual use of marijuana is strongly associated with car crash injury. The nature of the relationship between marijuana use and risk-taking is unclear and needs further research. The prevalence of marijuana use in this driving population was low, and acute use was associated with habitual marijuana use, suggesting that intervention strategies may be more effective if they are targeted towards high use groups.

Survey of NASA research on crash dynamics

NASA Technical Reports Server (NTRS)

Thomson, R. G.; Carden, H. D.; Hayduk, R. J.

1984-01-01

Ten years of structural crash dynamics research activities conducted on general aviation aircraft by the National Aeronautics and Space Administration (NASA) are described. Thirty-two full-scale crash tests were performed at Langley Research Center, and pertinent data on airframe and seat behavior were obtained. Concurrent with the experimental program, analytical methods were developed to help predict structural behavior during impact. The effects of flight parameters at impact on cabin deceleration pulses at the seat/occupant interface, experimental and analytical correlation of data on load-limiting subfloor and seat configurations, airplane section test results for computer modeling validation, and data from emergency-locator-transmitter (ELT) investigations to determine probable cause of false alarms and nonactivations are assessed. Computer programs which provide designers with analytical methods for predicting accelerations, velocities, and displacements of collapsing structures are also discussed.

Urban sprawl as a risk factor in motor vehicle crashes

USGS Publications Warehouse

Ewing, Reid; Hamidi, Shima; Grace, James B.

2016-01-01

A decade ago, compactness/sprawl indices were developed for metropolitan areas and counties which have been widely used in health and other research. In this study, we first update the original county index to 2010, then develop a refined index that accounts for more relevant factors, and finally seek to test the relationship between sprawl and traffic crash rates using structural equation modelling. Controlling for covariates, we find that sprawl is associated with significantly higher direct and indirect effects on fatal crash rates. The direct effect is likely due to the higher traffic speeds in sprawling areas, and the indirect effect is due to greater vehicle miles driven in such areas. Conversely, sprawl has negative direct relationships with total crashes and non-fatal injury crashes, and these offset (and sometimes overwhelm) the positive indirect effects of sprawl on both types of crashes through the mediating effect of increased vehicle miles driven. The most likely explanation is the greater prevalence of fender benders and other minor accidents in the low speed, high conflict traffic environments of compact areas, negating the lower vehicle miles travelled per capita in such areas.

The relationship between body weight and risk of death and serious injury in motor vehicle crashes.

PubMed

Mock, Charles N; Grossman, David C; Kaufman, Robert P; Mack, Christopher D; Rivara, Frederick P

2002-03-01

We sought to investigate the effect of increased body weight on the risk of death and serious injury to occupants in motor vehicle crashes. We employed a retrospective cohort study design utilizing data from the National Automotive Sampling System, Crashworthiness Data System (CDS), 1993-1996. Subjects in the study included occupants involved in tow-away crashes of passenger cars, light trucks, vans and sport utility vehicles. Two outcomes were analyzed: death within 30 days of the crash and injury severity score (ISS). Two exposures were considered: occupant body weight and body mass index (BMI; kg/m2). Occupant weight was available on 27263 subjects (76%) in the CDS database. Mortality was 0.67%. Increased body weight was associated with increased risk of mortality and increased risk of severe injury. The odds ratio for death was 1.013 (95% CI: 1.007, 1.018) for each kilogram increase in body weight. The odds ratio for sustaining an injury with ISS > or = 9 was 1.008 (95% CI: 1.004, 1.011) for each kilogram increase in body weight. After adjustment for potentially confounding variables (age, gender, seatbelt use, seat position and vehicle curbweight), the significant relationship between occupant weight and mortality persisted. After adjustment, the relationship between occupant weight and ISS was present, although less marked. Similar trends were found when BMI was analyzed as the exposure. In conclusion, increased occupant body weight is associated with increased mortality in automobile crashes. This is probably due in part to increased co-morbid factors in the more overweight occupants. However, it is possibly also due to an increased severity of injury in these occupants. These findings may have implications for vehicle safety design, as well as for transport safety policy.

A Field Data Analysis of Risk Factors Affecting the Injury Risks in Vehicle-To-Pedestrian Crashes

PubMed Central

Zhang, Guanjun; Cao, Libo; Hu, Jingwen; Yang, King H.

2008-01-01

The head, torso, and lower extremity are the most commonly injured body regions during vehicle-to-pedestrian crashes. A total of 312 cases were selected from the National Automotive Sampling System (NASS) Pedestrian Crash Data Study (PCDS) database to investigate factors affecting the likelihood of sustaining MAIS 3+, AIS 3+ head, AIS 3+ torso, and AIS 2+ lower extremity injuries during vehicle-to-pedestrian frontal crashes. The inclusion criteria were pedestrians: (a) aged 14 years or older, (b) with a height of 1.5 m and taller, and (c) who were injured in an upright standing position via vehicle frontal collision. The injury odds ratios (ORs) calculated from logistic regression analyses were used to evaluate the association between selected injury predictors and the odds of sustaining pedestrian head, torso, and lower extremity injuries. These predictors included a crash factor (impact speed), pedestrian factors (age, gender, height, and weight), and vehicle factors (front bumper central height, front bumper lead, ground to front/top transition point height (FTTPH), and rear hood opening distance (RHOD)). Results showed that impact speed was a statistically significant predictor for head, torso, and lower extremity injury odds, as expected. Comparison of people 65 years of age and older to young adults aged 14 to 64 showed that age was also a significant predictor for torso (p<0.001, OR=23.8) and lower extremity (p=0.020, OR=2.44) injury odds, but not for head injuries (p=0.661). Vehicles with higher FTTPH and more vertical frontal structures were aggressive to pedestrians, especially regarding injuries to the torso. A very short RHOD would be more likely to lead the pedestrian to impact the windshield and windshield frame, thus increasing the head injury risk. PMID:19026237

Advanced structures technology and aircraft safety

NASA Technical Reports Server (NTRS)

Mccomb, H. G., Jr.

1983-01-01

NASA research and development on advanced aeronautical structures technology related to flight safety is reviewed. The effort is categorized as research in the technology base and projects sponsored by the Aircraft Energy Efficiency (ACEE) Project Office. Base technology research includes mechanics of composite structures, crash dynamics, and landing dynamics. The ACEE projects involve development and fabrication of selected composite structural components for existing commercial transport aircraft. Technology emanating from this research is intended to result in airframe structures with improved efficiency and safety.

Wrong-way driving crashes on French divided roads.

PubMed

Kemel, Emmanuel

2015-02-01

The objective of divided roads is to increase users' safety by posting unidirectional traffic flows. It happens however that drivers proceed in the wrong direction, endangering themselves as well as other users. The crashes caused by wrong-way drivers are generally spotlighted by the media and call for public intervention. This paper proposes a characterization of wrong-way driving crashes occurring on French divided road on the 2008-2012 period. The objective is to identify the factors that delineate between wrong-way driving crashes and other crashes. Building on the national injury road crash database, 266 crashes involving a wrong-way driver were identified. Their characteristics (related to timing, location, vehicle and driver) are compared to those of the 22,120 other crashes that occurred on the same roads over the same period. The comparison relies on descriptive statistics, completed by a logistic regression. Wrong-way driving crashes are rare but severe. They are more likely to occur during night hours and on non-freeway roads than other crashes. Wrong-way drivers are older, more likely to be intoxicated, to be locals, to drive older vehicles, mainly passenger cars without passengers, than other drivers. The differences observed across networks can help prioritizing public intervention. Most of the identified WW-driving factors deal with cognitive impairment. Therefore, the specific countermeasures such as alternative road signs should be designed for and tested on cognitively impaired drivers. Nevertheless, WW-driving factors are also risk factors for other types of crashes (e.g. elderly driving, drunk driving and age of the vehicle). This suggests that, instead of (or in addition to) developing WW-driving specific countermeasures, managing these risk factors would help reducing a larger number of crashes. Copyright © 2014 Elsevier Ltd. All rights reserved.

Using naturalistic driving data to explore the association between traffic safety-related events and crash risk at driver level.

PubMed

Wu, Kun-Feng; Aguero-Valverde, Jonathan; Jovanis, Paul P

2014-11-01

There has been considerable research conducted over the last 40 years using traffic safety-related events to support road safety analyses. Dating back to traffic conflict studies from the 1960s these observational studies of driver behavior have been criticized due to: poor quality data; lack of available and useful exposure measures linked to the observations; the incomparability of self-reported safety-related events; and, the difficulty in assessing culpability for safety-related events. This study seeks to explore the relationships between driver characteristics and traffic safety-related events, and between traffic safety-related events and crash involvement while mitigating some of those limitations. The Virginia Tech Transportation Institute 100-Car Naturalistic Driving Study dataset, in which the participants' vehicles were instrumented with various cameras and sensors during the study period, was used for this study. The study data set includes 90 drivers observed for 12-13 months driving. This study focuses on single vehicle run-off-road safety-related events only, including 14 crashes and 182 safety-related events (30 near crashes, and 152 crash-relevant incidents). Among the findings are: (1) drivers under age 25 are significantly more likely to be involved in safety-related events and crashes; and (2) significantly positive correlations exist between crashes, near crashes, and crash-relevant incidents. Although there is still much to learn about the factors affecting the positive correlation between safety-related events and crashes, a Bayesian multivariate Poisson log-normal model is shown to be useful to quantify the associations between safety-related events and crash risk while controlling for driver characteristics. Copyright © 2014 Elsevier Ltd. All rights reserved.

The Cleveland Aircraft Fire Tests

NASA Technical Reports Server (NTRS)

Brenneman, James J.; Heine, Donald A.

1968-01-01

On June 30 and July 1, 1966, tests were conducted to evaluate high expansion foam's ability to extend the time for which an aircraft passenger cabin environment would remain survivable during a post-crash fire. While some results tend to confirm those of similar tests, others may shed new light on the problem.

Crash Survivable Flight Data Recording System Study.

DTIC Science & Technology

1981-06-30

selection (i.e. Prime Land). *1 I 1 Civil Aviation Authority Airworthiness Division 1P-/37/I6 Brabazon House Redhill , Surrey R lSQ IA ARESWARCH...Aircraft Establishment Structures Dept., Farnborough, U.K. (I) EASAMS Ltd., Camberly, U.K. (m) U.K. Civil Aviation Authority, Redhill , U.K. (n) U.K...Brabaszon House, Redhill , Surrey RHl ISQ on the 12th November. The purpose of the visit was to discuss various aspects of the crash survivable recorder

Gender and age differences in components of traffic-related pedestrian death rates: exposure, risk of crash and fatality rate.

PubMed

Onieva-García, María Ángeles; Martínez-Ruiz, Virginia; Lardelli-Claret, Pablo; Jiménez-Moleón, José Juan; Amezcua-Prieto, Carmen; de Dios Luna-Del-Castillo, Juan; Jiménez-Mejías, Eladio

2016-12-01

This ecological study aimed i) to quantify the association of age and gender with the three components of pedestrians' death rates after a pedestrian-vehicle crash: exposure, risk of crash and fatality, and ii) to determine the contribution of each component to differences in death rates according to age and gender in Spain. We analyzed data for 220 665 pedestrians involved in road crashes recorded in the Spanish registry of road crashes with victims from 1993 to 2011, and a subset of 39 743 pedestrians involved in clean collisions (in which the pedestrian did not commit an infraction). Using decomposition and quasi-induced exposure methods, we obtained the proportion of increase in death rates for each age and gender group associated with exposure, risk of collision and fatality. Death rates increased with age. The main contributor to this increase was fatality, although exposure also increased with age. In contrast, the risk of collision decreased with age. Males had higher death rates than females, especially in the 24-54 year old group. Higher fatality rates in males were the main determinant of this difference, which was also related with a higher risk of collision in males. However, exposure rates were higher in females. The magnitude and direction of the associations between age and gender and each of the three components of pedestrians' death rates differed depending on the specific component explored. These differences need to be taken into account in order to prioritize preventive strategies intended to decrease mortality among pedestrians.

Gender and age differences in components of traffic-related pedestrian death rates: exposure, risk of crash and fatality rate.

PubMed

Onieva-García, María Ángeles; Martínez-Ruiz, Virginia; Lardelli-Claret, Pablo; Jiménez-Moleón, José Juan; Amezcua-Prieto, Carmen; de Dios Luna-Del-Castillo, Juan; Jiménez-Mejías, Eladio

This ecological study aimed i) to quantify the association of age and gender with the three components of pedestrians' death rates after a pedestrian-vehicle crash: exposure, risk of crash and fatality, and ii) to determine the contribution of each component to differences in death rates according to age and gender in Spain. We analyzed data for 220 665 pedestrians involved in road crashes recorded in the Spanish registry of road crashes with victims from 1993 to 2011, and a subset of 39 743 pedestrians involved in clean collisions (in which the pedestrian did not commit an infraction). Using decomposition and quasi-induced exposure methods, we obtained the proportion of increase in death rates for each age and gender group associated with exposure, risk of collision and fatality. Death rates increased with age. The main contributor to this increase was fatality, although exposure also increased with age. In contrast, the risk of collision decreased with age. Males had higher death rates than females, especially in the 24-54 year old group. Higher fatality rates in males were the main determinant of this difference, which was also related with a higher risk of collision in males. However, exposure rates were higher in females. The magnitude and direction of the associations between age and gender and each of the three components of pedestrians' death rates differed depending on the specific component explored. These differences need to be taken into account in order to prioritize preventive strategies intended to decrease mortality among pedestrians.

Pre-crash scenario typology for crash avoidance research

DOT National Transportation Integrated Search

2007-04-01

This report defines a new pre-crash scenario typology for crash avoidance research based on the 2004 General Estimates System (GES) crash database, which consists of pre-crash scenarios depicting vehicle movements and dynamics as well as the critical...

The role of multilevel factors in geographic differences in bicycle crash risk: a prospective cohort study

PubMed Central

2013-01-01

Background Regular cycling plays an important role in increasing physical activity levels but raises safety concerns for many people. While cyclists bear a higher risk of injury than most other types of road users, the risk differs geographically. Auckland, New Zealand’s largest urban region, has a higher injury risk than the rest of the country. This paper identified underlying factors at individual, neighbourhood and environmental levels and assessed their relative contribution to this risk differential. Methods The Taupo Bicycle Study involved 2590 adult cyclists recruited in 2006 and followed over a median period of 4.6 years through linkage to four national databases. The Auckland participants were compared with others in terms of baseline characteristics, crash outcomes and perceptions about environmental determinants of cycling. Cox regression modelling for repeated events was performed with multivariate adjustments. Results Of the 2554 participants whose addresses could be mapped, 919 (36%) resided in Auckland. The Auckland participants were less likely to be Māori but more likely to be socioeconomically advantaged and reside in an urban area. They were less likely to cycle for commuting and off-road but more likely to cycle in the dark and in a bunch, use a road bike and use lights in the dark. They had a higher risk of on-road crashes (hazard ratio: 1.47; 95% CI: 1.22, 1.76), of which 53% (95% CI: 20%, 72%) was explained by baseline differences, particularly related to cycling off-road, in the dark and in a bunch and residing in urban areas. They were more concerned about traffic volume, speed and drivers’ behaviour. Conclusions The excess crash risk in Auckland was explained by cycling patterns, urban residence and factors associated with the region’s car-dominated transport environment. PMID:24321134

Child passenger injury risk in sibling versus non-sibling teen driver crashes: a US study.

PubMed

Senserrick, Teresa M; Kallan, Michael J; Winston, Flaura K

2007-06-01

Several international jurisdictions allow family exemptions to graduated driver licensing passenger restrictions. The objective of this research was to examine differences in injury risk to US child passengers in crashes involving sibling versus non-sibling teen drivers, and to compare outcomes with crashes involving adult drivers. Insurance claim and telephone survey data were collected on 16 233 child passengers (representing 289 329 children) in 17 US jurisdictions. There was a trend toward higher restraint non-use by child passengers in the non-sibling group than in the sibling group (9.6% vs 4.7%; p = 0.08). Children in the sibling group had a 40% lower risk of injury than those in the non-sibling group (adjusted OR 0.60, 95% CI 0.40 to 0.90); however, injury risk was higher in the sibling group than in children traveling with adults (adjusted OR 1.57, 95% CI 1.09 to 2.26). Child passengers riding with sibling teen drivers may be safer than those riding with non-sibling teens, but not as safe as those riding with adult drivers.

Attempts at the practical on-road driving test and the hazard perception test and the risk of traffic crashes in young drivers.

PubMed

Boufous, Soufiane; Ivers, Rebecca; Senserrick, Teresa; Stevenson, Mark

2011-10-01

This study separately examined the impact of the outcomes of a practical on-road driving test and a hazard perception test on the likelihood of traffic crashes among a cohort of newly licensed young drivers in New South Wales (NSW), Australia. The DRIVE study is a prospective cohort study of drivers aged 17 to 24 years holding their first-year provisional driver license in NSW. Information obtained from 20,822 participants in a detailed baseline questionnaire was linked to information on the number of attempts at a mandatory practical on-road driving test and hazard perception test as well as police-reported traffic crashes. After controlling for a number of sociodemographic and behavioral factors as well as factors related to driver learning experiences, multivariate analysis showed that those who failed the practical on-road test at least 4 times had an increased risk of involvement in a traffic crash compared to those who passed the test at first attempt (relative risk [RR]: 1.79, 95% confidence interval [CI]: 1.20-2.65). The crash risk among those who failed the practical on-road test at least 4 times was particularly high in females (RR: 2.10, 95% CI: 1.20-3.68). Similarly, those who failed the hazard perception test at least twice had an increased risk of involvement in a traffic crash (RR: 1.83, 95% CI: 1.27-2.63) compared to those who passed the test on the first attempt. The crash risk of those who failed the hazard perception test at least twice was particularly high in males (RR: 2.5, 95% CI: 1.5-4.1) and among those from rural and remote areas (RR: 5.53, 95% CI: 1.63-18.71). The findings have implications on licensing practices and suggest the need for adequate strategies to assist young drivers with multiple failures in the driving and hazard perception tests.

Spatial panel analyses of alcohol outlets and motor vehicle crashes in California: 1999–2008

PubMed Central

Ponicki, William R.; Gruenewald, Paul J.; Remer, Lillian G.

2014-01-01

Although past research has linked alcohol outlet density to higher rates of drinking and many related social problems, there is conflicting evidence of density’s association with traffic crashes. An abundance of local alcohol outlets simultaneously encourages drinking and reduces driving distances required to obtain alcohol, leading to an indeterminate expected impact on alcohol-involved crash risk. This study separately investigates the effects of outlet density on (1) the risk of injury crashes relative to population and (2) the likelihood that any given crash is alcohol-involved, as indicated by police reports and single-vehicle nighttime status of crashes. Alcohol outlet density effects are estimated using Bayesian misalignment Poisson analyses of all California ZIP codes over the years 1999–2008. These misalignment models allow panel analysis of ZIP-code data despite frequent redefinition of postal-code boundaries, while also controlling for overdispersion and the effects of spatial autocorrelation. Because models control for overall retail density, estimated alcohol-outlet associations represent the extra effect of retail establishments selling alcohol. The results indicate a number of statistically well-supported associations between retail density and crash behavior, but the implied effects on crash risks are relatively small. Alcohol-serving restaurants have a greater impact on overall crash risks than on the likelihood that those crashes involve alcohol, whereas bars primarily affect the odds that crashes are alcohol-involved. Off-premise outlet density is negatively associated with risks of both crashes and alcohol involvement, while the presence of a tribal casino in a ZIP code is linked to higher odds of police-reported drinking involvement. Alcohol outlets in a given area are found to influence crash risks both locally and in adjacent ZIP codes, and significant spatial autocorrelation also suggests important relationships across geographical units

Energy Absorbing Seat System for an Agricultural Aircraft

NASA Technical Reports Server (NTRS)

Kellas, Sotiris; Jones, Lisa E. (Technical Monitor)

2002-01-01

A task was initiated to improve the energy absorption capability of an existing aircraft seat through cost-effective retrofitting, while keeping seat-weight increase to a minimum. This task was undertaken as an extension of NASA ongoing safety research and commitment to general aviation customer needs. Only vertical crash scenarios have been considered in this task which required the energy absorbing system to protect the seat occupant in a range of crash speeds up to 31 ft/sec. It was anticipated that, the forward and/or side crash accelerations could be attenuated with the aid of airbags, the technology of which is currently available in automobiles and military helicopters. Steps which were followed include, preliminary crush load determination, conceptual design of cost effective energy absorbers, fabrication and testing (static and dynamic) of energy absorbers, system analysis, design and fabrication of dummy seat/rail assembly, dynamic testing of dummy seat/rail assembly, and finally, testing of actual modified seat system with a dummy occupant. A total of ten full scale tests have been performed including three of the actual aircraft seat. Results from full-scale tests indicated that occupant loads were attenuated successfully to survivable levels.

The Market Response to the Sioux City DC-10 Crash.

PubMed

Barnett, Arnold; Menighetti, John; Prete, Matthew

1992-03-01

The 1989 DC-10 crash at Sioux City, Iowa presented a rare instance in which a potential threat to safety was both (i) intensely publicized over a short period and (ii) also amenable to the unobtrusive measurement of the market reaction it evoked. As such, it allowed a useful case study of the extent and duration of behavior change caused by a frightening event. Using reservations data from travel agencies in five states, this paper estimates the short-term effects of the Sioux City crash on passenger willingness to fly the DC-10. The data suggest that, in the first few weeks after the crash, more than one third of travelers who would normally have booked DC-10 flights chose instead to fly other aircraft. Within 2 months of the disaster, however, DC-10 bookings rebounded to within 10% of the level that would have been expected had the Sioux City crash not occurred. At no time, apparently, did the airlines that operate DC-10s use their "yield-management" computer pricing systems unofficially to lower DC-10 fares relative to those on other types of plane.

Sleep quality and motor vehicle crashes in adolescents.

PubMed

Pizza, Fabio; Contardi, Sara; Antognini, Alessandro Baldi; Zagoraiou, Maroussa; Borrotti, Matteo; Mostacci, Barbara; Mondini, Susanna; Cirignotta, Fabio

2010-02-15

Sleep-related complaints are common in adolescents, but their impact on the rate of motor vehicle crashes accidents is poorly known. We studied subjective sleep quality, driving habits, and self-reported car crashes in high-school adolescents. Self-administered questionnaires (with items exploring driving habits) were distributed to 339 students who had a driver's license and attended 1 of 7 high schools in Bologna, Italy. Statistical analysis were performed to describe lifestyle habits, sleep quality, sleepiness, and their relationship with the binary dependent variable (presence or absence of car crashes) to identify the factors significantly affecting the probability of car crashes in a multivariate binary logistic regression model. Nineteen percent of the sample reported bad sleep, 64% complained of daytime sleepiness, and 40% reported sleepiness while driving. Eighty students (24%), 76% of which were males, reported that they had already crashed at least once, and 15% considered sleepiness to have been the main cause of their crash. As compared with adolescents who had not had a crash, those who had at least 1 previous crash reported that they more frequently used to drive (79% vs 62%), drove at night (25% vs 9%), drove while sleepy (56% vs 35%), had bad sleep (29% vs 16%), and used stimulants such as caffeinated soft drinks (32% vs 19%), tobacco (54% vs 27%), and drugs (21% vs 7%). The logistic procedure established a significant predictive role of male sex (p < 0.0001; odds ratio = 3.3), tobacco use (p < 0.0001; odds ratio = 3.2), sleepiness while driving (p = 0.010; odds ratio = 2.1), and bad sleep (p = 0.047; odds ratio = 1.9) for the crash risk. Our results confirm the high prevalence of sleep-related complaints among adolescents and highlight their independent role on self-reported crash risk.

The returns and risks of investment portfolio in stock market crashes

NASA Astrophysics Data System (ADS)

Li, Jiang-Cheng; Long, Chao; Chen, Xiao-Dan

2015-06-01

The returns and risks of investment portfolio in stock market crashes are investigated by considering a theoretical model, based on a modified Heston model with a cubic nonlinearity, proposed by Spagnolo and Valenti. Through numerically simulating probability density function of returns and the mean escape time of the model, the results indicate that: (i) the maximum stability of returns is associated with the maximum dispersion of investment portfolio and an optimal stop-loss position; (ii) the maximum risks are related with a worst dispersion of investment portfolio and the risks of investment portfolio are enhanced by increasing stop-loss position. In addition, the good agreements between the theoretical result and real market data are found in the behaviors of the probability density function and the mean escape time.

Disability risk in pediatric motor vehicle crash occupants.

PubMed

Doud, Andrea N; Schoell, Samantha L; Weaver, Ashley A; Talton, Jennifer W; Barnard, Ryan T; Petty, John K; Stitzel, Joel D

2017-05-01

Mortality rates among children in motor vehicle crashes (MVCs) are typically low; however, nonfatal injuries can vary in severity by imposing differing levels of short- and long-term disability. To better discriminate the severity of nonfatal MVC injuries, a pediatric-specific disability risk (DR) metric was created. The National Automotive Sampling System 2000 to 2011 was used to define the top 95% most common Abbreviated Injury Scale (AIS) 2+ injuries among pediatric MVC occupants. Functional Independence Measure scores were abstracted from the National Trauma Data Bank 2002 to 2006. Multiple imputation was used to account for missing data. The DR and coinjury-adjusted DR (DRMAIS) of the most common AIS 2+ MVC-induced injuries were calculated for 7-year-old to 18-year-old children by determining the proportion of those disabled after an injury to those sustaining the injury. DR and DRMAIS values ranged from 0 to 1, representing 0% to 100% DR. The mean DR and DRMAIS of all injuries were 0.290 and 0.191, respectively. DR and DRMAIS were greatest for injuries to the head (DR, 0.340; DRMAIS, 0.279), thorax (DR, 0.320; DRMAIS, 0.233), and spine (DR, 0.315; DRMAIS, 0.200). The mean DR and DRMAIS increased with increasing AIS severity but there was significant variation and overlapping values across AIS severity levels. Comparison of DRMAIS to coinjury-adjusted mortality risk (MRMAIS) revealed that among 118 injuries with MRMAIS of 0.000, DRMAIS ranged from 0.000 to 0.429. Incorporation of DR metrics into injury severity metrics may improve the ability to distinguish between the severity of different nonfatal injuries. This is especially crucial in the pediatric population where permanent disability can result in a high number of years lost due to disability. The accuracy of such severity metrics is crucial to the success of pediatric triage algorithms such as Advanced Automatic Crash Notification algorithms. Epidemiologic/prognostic study, level III.

Occupant Responses in a Full-Scale Crash Test of the Sikorsky ACAP Helicopter

NASA Technical Reports Server (NTRS)

Jackson, Karen E.; Fasanella, Edwin L.; Boitnott, Richard L.; McEntire, Joseph; Lewis, Alan

2002-01-01

A full-scale crash test of the Sikorsky Advanced Composite Airframe Program (ACAP) helicopter was performed in 1999 to generate experimental data for correlation with a crash simulation developed using an explicit nonlinear, transient dynamic finite element code. The airframe was the residual flight test hardware from the ACAP program. For the test, the aircraft was outfitted with two crew and two troop seats, and four anthropomorphic test dummies. While the results of the impact test and crash simulation have been documented fairly extensively in the literature, the focus of this paper is to present the detailed occupant response data obtained from the crash test and to correlate the results with injury prediction models. These injury models include the Dynamic Response Index (DRI), the Head Injury Criteria (HIC), the spinal load requirement defined in FAR Part 27.562(c), and a comparison of the duration and magnitude of the occupant vertical acceleration responses with the Eiband whole-body acceleration tolerance curve.

Does periodic vehicle inspection reduce car crash injury? Evidence from the Auckland Car Crash Injury Study.

PubMed

Blows, Stephanie; Ivers, Rebecca Q; Connor, Jennie; Ameratunga, Shanthi; Norton, Robyn

2003-01-01

This paper examines the association between periodic motor vehicle inspection and frequent tire pressure checks, and the risk of car crash injury. Data were analysed from the Auckland Car Crash Injury Study, a population-based case-control study in Auckland, NZ, where vehicles are required to undergo six-monthly safety inspections. Cases were all cars involved in crashes in which at least one occupant was hospitalised or killed, which represented 571 drivers. Controls were randomly selected cars on Auckland roads (588 drivers). Participants completed a structured interview. Vehicles that did not have a current certificate of inspection had significantly greater odds of being involved in a crash where someone was injured or killed compared with cars that had a current certificate, after adjustment for age, sex, marijuana use, ethnicity and licence type (OR 3.08, 95% CI 1.87-5.05). Vehicles that had not had their tire pressure checked within the past three months also had significantly greater odds of being involved in a crash compared with those that had a tire pressure check, after adjustment for age, sex, ethnicity, seatbelt use, licence type, self-reported speed and hours per week of driving exposure (OR 1.89, 95% CI 1.16-3.08). This study provides new evidence, using rigorous epidemiological methods and controlling for multiple confounding variables, of an association between periodic vehicle inspections and three-monthly tire pressure checks and reduced risk of car crash injury. This research suggests that vehicle inspection programs should be continued where they already exist and contributes evidence in support of introducing such programs to other areas.

Metabolic Syndrome and Cardio-Cerebrovascular Risk Disparities Between Pilots and Aircraft Mechanics.

PubMed

Kim, Myeong-Bo; Kim, Hyun-Jin; Kim, Soo-Hyeon; Lee, Suk-Ho; Lee, Se-Ho; Park, Won-Ju

2017-09-01

In the Republic of Korea Air Force, the health of pilots is strictly supervised, but there is comparatively not enough interest in aircraft mechanics' health. Among mechanics, who are heavily involved in military aircraft maintenance, the occurrence of sudden cardio-cerebrovascular diseases (CCVDs) is a possible risk factor during the maintenance process, which should be performed perfectly. We performed health examinations on 2123 male aircraft pilots and 1271 aircraft mechanics over 30 yr of age and determined the prevalence of metabolic syndrome (MetS), an important risk factor for CCVDs. The prevalence of MetS in the aircraft mechanics (21.3%) was significantly higher than in the pilots (12.6%), and the gap in prevalence tended to grow as age increased. Among aircraft mechanics in their 30s and 40s, the prevalence of MetS was lower than in the general population. However, the prevalence of MetS among aircraft mechanics in their 50s (36.0%) was similar to that in the general population (35.7%). Systematic health management is needed for aircraft mechanics for aviation safety and for the maintenance of military strength via the prevention of CCVDs.Kim M-B, Kim H-J, Kim S-H, Lee S-H, Lee S-H, Park W-J. Metabolic syndrome and cardio-cerebrovascular risk disparities between pilots and aircraft mechanics. Aerosp Med Hum Perform. 2017; 88(9):866-870.

Occupant-to-occupant contact injury in motor vehicle crashes.

PubMed

Viano, David C; Parenteau, Chantal S

2017-10-03

This is a descriptive study of the frequency and risk of occupant-to-occupant contact injury by crash type and occupant age. It focused on rear impacts because of a recent Senate inquiry. 1994-2013 NASS-CDS data were used to investigate the effects of occupant-to-occupant contact on the risk of serious-to-fatal injury (Abbreviated Injury Scale [AIS] 3+) by crash type and age group. NASS-CDS in-depth cases were analyzed to identify crash circumstances for AIS 3+ occupant-to-occupant contact injury in rear crashes. Serious injury (AIS 3+) due to occupant-to-occupant contact was uncommon. It represented only 0.84% of all AIS 3+ injury for all age groups. The overall risk of AIS 3+ occupant-to-occupant contact injury was 0.042 ± 0.007%. The highest incidence was in side impacts (69.8%) followed by rollovers (22.9%). Occupant-to-occupant contact injury risk was lower in rear impacts than in other crash types, at 0.0078 ± 0.0054%. The highest risk of AIS 3+ injury with occupant-to-occupant was for the <9-year-old age group when compared to other age groups for all crash types. The risk was 0.051 ± 0.026%, representing 2.69% of all AIS 3+ injury in the <9-year-old age group. Only 4.2% of AIS 3+ occupant-to-occupant contact injury occurred to children <9 years old in rear impacts. The corresponding injury risk was lowest in rear impacts, at 0.014 ± 0.014%%, when compared to other crash types. The analysis of in-depth NASS-CDS cases of occupant-to-occupant contact injury in children< 9 years old involved in rear impacts identified very severe collisions in older model vehicles with deformation of the occupant compartment and yielding front seats as main factors for the contact injury. Front seat occupants injuring rear-seated children was not identified in the in-depth NASS-CDS cases. AIS 3+ occupant-to-occupant contact injury occurs primarily in side impacts and rollovers. Most contact injury is to adults (89.4% incidence). Occupant-to-occupant contact injury to

Risk assessment of airborne infectious diseases in aircraft cabins.

PubMed

Gupta, Jitendra K; Lin, Chao-Hsin; Chen, Qingyan

2012-10-01

Passengers in an aircraft cabin can have different risks of infection from airborne infectious diseases such as influenza, severe acute respiratory syndrome (SARS), and tuberculosis (TB) because of the non-uniform airflow in an aircraft cabin. The current investigation presents a comprehensive approach to assessing the spatial and temporal distributions of airborne infection risk in an aircraft cabin. A case of influenza outbreak was evaluated in a 4-h flight in a twin-aisle, fully occupied aircraft cabin with the index passenger seated at the center of the cabin. The approach considered the characteristics of the exhalation of the droplets carrying infectious agents from the index passenger, the dispersion of these droplets, and the inhalation of the droplets by susceptible passengers. Deterministic and probabilistic approaches were used to quantify the risks based on the amount of inhaled influenza virus RNA particles and quanta, respectively. The probabilistic approach indicated that the number of secondary infection cases can be reduced from 3 to 0 and 20 to 11, for influenza cases if N95 respirator masks are used by the passengers. The approach and methods developed can easily be implemented in other enclosed spaces such as buildings, trains, and buses to assess the infection risk. Airborne infectious disease transmission could take place in enclosed environments such as buildings and transport vehicles. The infection risk is difficult to estimate, and very few mitigation methods are available. This study used a 4-h flight as an example in analyzing the infection risk from influenza and in mitigating the risk with an N95 mask. The results will be useful to the airline industry in providing necessary protection to passengers and crew, and the results can also be used for other enclosed spaces. © 2012 John Wiley & Sons A/S.

A Study of Transport Airplane Crash-Resistant Fuel Systems

NASA Technical Reports Server (NTRS)

Jones, Lisa (Technical Monitor); Robertson, S. H.; Johnson, N. B.; Hall, D. S.; Rimson, I. J.

2002-01-01

This report presents the results of a study, funded by the Federal Aviation Administration (FAA), of transport airplane crash-resistant fuel system (CRFS). The report covers the historical studies related to aircraft crash fires and fuel containment concepts undertaken by the FAA, NASA, and the U.S. Army, which ultimately led to the current state of the art in CRFS technology. It describes the basic research, testing, field investigations and production efforts which have led to the highly successful military CRFS, which has saved many lives and reduced costs of accidents. Current CRFS technology used in transport category airplanes is defined and compared to the available state-of-the-art technology. The report provides information to the FAA and other government organizations which can help them plan their efforts to improve the state of crash fire protection in the transport airplane fleet. The report provides guidance to designers looking for information about CRFS design problems, analysis tools to use for product improvement, and a summary of current and proposed regulations for transport category airplane fuel systems.

Sleep Quality and Motor Vehicle Crashes in Adolescents

PubMed Central

Pizza, Fabio; Contardi, Sara; Antognini, Alessandro Baldi; Zagoraiou, Maroussa; Borrotti, Matteo; Mostacci, Barbara; Mondini, Susanna; Cirignotta, Fabio

2010-01-01

Study Objectives: Sleep-related complaints are common in adolescents, but their impact on the rate of motor vehicle crashes accidents is poorly known. We studied subjective sleep quality, driving habits, and self-reported car crashes in high-school adolescents. Methods: Self-administered questionnaires (with items exploring driving habits) were distributed to 339 students who had a driver's license and attended 1 of 7 high schools in Bologna, Italy. Statistical analysis were performed to describe lifestyle habits, sleep quality, sleepiness, and their relationship with the binary dependent variable (presence or absence of car crashes) to identify the factors significantly affecting the probability of car crashes in a multivariate binary logistic regression model. Results: Nineteen percent of the sample reported bad sleep, 64% complained of daytime sleepiness, and 40% reported sleepiness while driving. Eighty students (24%), 76% of which were males, reported that they had already crashed at least once, and 15% considered sleepiness to have been the main cause of their crash. As compared with adolescents who had not had a crash, those who had at least 1 previous crash reported that they more frequently used to drive (79% vs 62%), drove at night (25% vs 9%), drove while sleepy (56% vs 35%), had bad sleep (29% vs 16%), and used stimulants such as caffeinated soft drinks (32% vs 19%), tobacco (54% vs 27%), and drugs (21% vs 7%). The logistic procedure established a significant predictive role of male sex (p < 0.0001; odds ratio = 3.3), tobacco use (p < 0.0001; odds ratio = 3.2), sleepiness while driving (p = 0.010; odds ratio = 2.1), and bad sleep (p = 0.047; odds ratio = 1.9) for the crash risk. Conclusions: Our results confirm the high prevalence of sleep-related complaints among adolescents and highlight their independent role on self-reported crash risk. Citation: Pizza F; Contardi S; Baldi Antognini A; Zagoraiou M; Borrotti M; Mostacci B; Mondini S; Cirignotta F

Driving experience, crashes and traffic citations of teenage beginning drivers.

PubMed

McCartt, Anne T; Shabanova, Veronika I; Leaf, William A

2003-05-01

Teenagers were surveyed by telephone every 6 months from their freshman to senior high school years (N=911). Self-reported crash involvements and citations were examined for each teenager's first year of licensure and first 3500 miles driven. Based on survival analysis, the risk of a first crash during the first month of licensure (0.053) was substantially higher than during any of the next 11 months (mean risk per month: 0.025). The likelihood of a first citation during the first month of licensure (0.023) also was higher than during any of the subsequent 11 months (mean risk per month: 0.012). Similarly, when viewed as a function of cumulative miles driven, the risk of a first crash or citation was highest during the first 500 miles driven after licensure. Fewer parental restrictions (e.g. no nighttime curfew) and a lower grade point average (GPA) were associated with a higher crash risk. Male gender, a lower GPA and living in a rural area were associated with a higher citation rate.

Comparison of pregnant and non-pregnant occupant crash and injury characteristics based on national crash data.

PubMed

Manoogian, Sarah

2015-01-01

The objective of this study was to provide specific characteristics of injuries and crash characteristics for pregnant occupants from the National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) database for pregnant women as a group, broken down by trimester, and compared to non-pregnant women. Using all NASS/CDS cases collected between the years 2000 and 2012 with at least one pregnant occupant, the entire pregnant data set included 321,820 vehicles, 324,535 occupants, and 640,804 injuries. The pregnant occupant data were compared to the characteristics of NASS/CDS cases for 14,719,533 non-pregnant females 13-44 years old in vehicle crashes from 2000 to 2012. Sixty five percent of pregnant women were located in the front left seat position and roughly the same percentage of pregnant women was wearing a lap and shoulder belt. The average change in velocity was 11.6 mph for pregnant women and over 50% of crashes for pregnant women were frontal collisions. From these collisions, less than seven percent of pregnant women sustained MAIS 2+ injuries. Minor differences between the pregnant and non-pregnant occupants were identified in the body region and source of injuries sustained. However, the data indicated no large differences in injury or crash characteristics based on trimester of pregnancy. Moreover, the risk of an MAIS 2+ level injury for pregnant occupants is similar to the risk of injury for non-pregnant occupants based on the total vehicle change in velocity. Overall this study provides useful data for researchers to focus future efforts in pregnant occupant research. Additionally, this study reinforces that more detailed and complete data on pregnant crashes needs to be collected to understand the risk for pregnant occupants. Copyright © 2014 Elsevier Ltd. All rights reserved.

Characteristics of pregnant women in motor vehicle crashes

PubMed Central

Weiss, H; Strotmeyer, S

2002-01-01

Objectives: Motor vehicle crashes are the leading cause of hospitalized trauma during pregnancy. Maternal injury puts the fetus at great risk, yet little is known about the incidence, risks, and characteristics of pregnant women in crashes. Setting and methods: Police reported crashes were analyzed from the National Automotive Sampling System Crashworthiness Data System. Since 1995, this system recorded pregnancy/trimester status. Pregnant and non-pregnant women 15–39 years of age were compared by age, driver status, seat belt use, and treatment. Belt use and seating position were examined by trimester. Results: There were 427 pregnant occupants identified (weighted n=32 810, 2.6%, SE 12 585, rate 13/1000 person years). The mean age was 24.9 compared with 24.8 years (pregnant v non-pregnant). Cases were distributed by trimester as follows: first 29.8%, second 36.4%, and third 33.8%. Pregnant women were drivers 70% of the time compared with 71% for non-pregnant women. No belt use was 14% compared with 13% (pregnant v non-pregnant). Mean injury severity was lower for pregnant women but they were more likely to transported or hospitalized. Improper belt use decreased after the first trimester and there was little change in driver proportion by trimester. Third trimester hospitalization rates increased. Conclusions: Pregnant occupants in crashes have similar profiles of restraint use, driver status, and seat position but different treatment indicators compared to non-pregnant occupants. Trimester status has relatively little impact on crash risk, seating position or restraint use. Undercounting of pregnant cases was possible, even so, 1% of all births were reported to be involved in utero in crashes. Little research has focused on developmental outcomes to infants and children previously involved in exposure to these crashes. PMID:12226117

Crash involvement of motor vehicles in relationship to the number and severity of traffic offenses. An exploratory analysis of Dutch traffic offenses and crash data.

PubMed

Goldenbeld, Charles; Reurings, Martine; Van Norden, Yvette; Stipdonk, Henk

2013-01-01

To establish the statistical relationship between offenses and crashes when the unit of analysis is the vehicle instead of the driver, to show the influence of the severity (e.g., minor speed offenses) on this relationship, and to research whether the form of this relationship is similar in different enforcement contexts. An exploratory analysis was conducted using Dutch traffic offense and crash data. Crash data included all police-registered crashes involving motorized and registered vehicles in 2009; offense data included all non-criminal traffic offenses registered during 2005-2009 (mostly camera detected). Together these comprise an estimated 97 percent of all traffic offenses registered in this period. The analysis was done on a level of identified vehicles rather than persons. Vehicles involved in crashes were matched to vehicles involved in traffic offenses. The offense frequency distributions of registered crash involved vehicles and a random selection of vehicles was analyzed. Two comparisons were made: (1) privately owned vehicles versus company-owned vehicles and (2) vehicles for which only minor speed offenses were registered versus vehicles for which at least one major speed offense was registered. An increase in traffic offense frequency coincides with a stronger increase in relative crash involvement. This relationship was adequately described by a power function. The slightly more than linear increase in the crash risk for vehicles with only minor speed offenses suggests that minor speed offenses (<10 km/h over the limit) contributed slightly to crashes. This relationship was unlikely to be caused by increased distance traveled only. For vehicles with at least one or more major speed violation an approximately quadratic increase of crash risk with increasing speed offense frequency was found. A comparison of Dutch and Canadian data showed a much more progressive offense-crash relationship in the Dutch data. The crash involvement of vehicles

Motorcycle rider conspicuity and crash related injury: case-control study.

PubMed

Wells, Susan; Mullin, Bernadette; Norton, Robyn; Langley, John; Connor, Jennie; Lay-Yee, Roy; Jackson, Rod

2004-04-10

To investigate whether the risk of motorcycle crash related injuries is associated with the conspicuity of the driver or vehicle. Population based case-control study. Auckland region of New Zealand from February 1993 to February 1996. 463 motorcycle drivers (cases) involved in crashes leading to hospital treatment or death; 1233 motorcycle drivers (controls) recruited from randomly selected roadside survey sites. Estimates of relative risk of motorcycle crash related injury and population attributable risk associated with conspicuity measures, including the use of reflective or fluorescent clothing, headlight operation, and colour of helmet, clothing, and motorcycle. Crash related injuries occurred mainly in urban zones with 50 km/h speed limit (66%), during the day (63%), and in fine weather (72%). After adjustment for potential confounders, drivers wearing any reflective or fluorescent clothing had a 37% lower risk (multivariate odds ratio 0.63, 95% confidence interval 0.42 to 0.94) than other drivers. Compared with wearing a black helmet, use of a white helmet was associated with a 24% lower risk (multivariate odds ratio 0.76, 0.57 to 0.99). Self reported light coloured helmet versus dark coloured helmet was associated with a 19% lower risk. Three quarters of motorcycle riders had their headlight turned on during the day, and this was associated with a 27% lower risk (multivariate odds ratio 0.73, 0.53 to 1.00). No association occurred between risk and the frontal colour of drivers' clothing or motorcycle. If these odds ratios are unconfounded, the population attributable risks are 33% for wearing no reflective or fluorescent clothing, 18% for a non-white helmet, 11% for a dark coloured helmet, and 7% for no daytime headlight operation. Low conspicuity may increase the risk of motorcycle crash related injury. Increasing the use of reflective or fluorescent clothing, white or light coloured helmets, and daytime headlights are simple, cheap interventions that

Motorcycle rider conspicuity and crash related injury: case-control study

PubMed Central

Wells, Susan; Mullin, Bernadette; Norton, Robyn; Langley, John; Connor, Jennie; Lay-Yee, Roy; Jackson, Rod

2004-01-01

Objective To investigate whether the risk of motorcycle crash related injuries is associated with the conspicuity of the driver or vehicle. Design Population based case-control study. Setting Auckland region of New Zealand from February 1993 to February 1996. Participants 463 motorcycle drivers (cases) involved in crashes leading to hospital treatment or death; 1233 motorcycle drivers (controls) recruited from randomly selected roadside survey sites. Main outcome measures Estimates of relative risk of motorcycle crash related injury and population attributable risk associated with conspicuity measures, including the use of reflective or fluorescent clothing, headlight operation, and colour of helmet, clothing, and motorcycle. Results Crash related injuries occurred mainly in urban zones with 50 km/h speed limit (66%), during the day (63%), and in fine weather (72%). After adjustment for potential confounders, drivers wearing any reflective or fluorescent clothing had a 37% lower risk (multivariate odds ratio 0.63, 95% confidence interval 0.42 to 0.94) than other drivers. Compared with wearing a black helmet, use of a white helmet was associated with a 24% lower risk (multivariate odds ratio 0.76, 0.57 to 0.99). Self reported light coloured helmet versus dark coloured helmet was associated with a 19% lower risk. Three quarters of motorcycle riders had their headlight turned on during the day, and this was associated with a 27% lower risk (multivariate odds ratio 0.73, 0.53 to 1.00). No association occurred between risk and the frontal colour of drivers' clothing or motorcycle. If these odds ratios are unconfounded, the population attributable risks are 33% for wearing no reflective or fluorescent clothing, 18% for a non-white helmet, 11% for a dark coloured helmet, and 7% for no daytime headlight operation. Conclusions Low conspicuity may increase the risk of motorcycle crash related injury. Increasing the use of reflective or fluorescent clothing, white or light

Differences in geometry of pedestrian crashes in daylight and darkness.

PubMed

Sullivan, John M; Flannagan, Michael J

2011-02-01

Previous studies have shown that increased risk in darkness is particularly great for pedestrian crashes, suggesting that attempts to improve headlighting should focus on factors that likely influence those crashes. The current analysis was designed to provide information about how details of pedestrian crashes may differ between daylight and darkness. All pedestrian crashes that occurred in daylight or dark conditions in Michigan during 2004 were analyzed in terms of the variables included in the State of Michigan crash database. Additional analysis of the narratives and diagrams in police accident reports was performed for a subset of 400 of those crashes-200 sampled from daylight and 200 sampled from darkness. Several differences were found that appear to be related to the characteristic asymmetry of low-beam headlamps, which (in the United States) distributes more light on the passenger's side than the driver's side of the vehicle. These results provide preliminary quantification of the how the photometric differences between the right and left sides of typical headlamps may affect pedestrian crash risk. The results suggest that efforts to provide supplemental forward vehicle lighting in turns may have safety benefits for pedestrians. Copyright © 2011 Elsevier Ltd. All rights reserved.

Asphyxia in Motor Vehicle Crashes: Analysis of Crash-Related Variables Using National Automotive Sampling System Crashworthiness Data System and Forensic Case Studies.

PubMed

Storvik, Steven G; Campbell, Julius Q; Wheeler, Jeffrey B

2017-06-01

Rates of death because of asphyxia in motor vehicle crashes have been previously estimated using county and statewide data sets, but national estimates have not been reported. The literature regarding asphyxia in motor vehicle crashes primarily involves discussions about clinical findings, and crash-related variables have been sparsely reported. The current study calculated a nationwide fatality rate for asphyxia in motor vehicle crashes of 1.4%. Seventeen case studies of asphyxia were also reported providing crash-, vehicle-, and occupant-related variables. These included type of accident, crash severity, seat belt use, containment status, extent of occupant compartment intrusion, height, weight, and injury pattern. The data presented can be used to better understand the injury mechanism, identify risk factors, develop possible protective countermeasures, and create situational awareness for emergency responders and investigators.

Analyses of rear-end crashes based on classification tree models.

PubMed

Yan, Xuedong; Radwan, Essam

2006-09-01

Signalized intersections are accident-prone areas especially for rear-end crashes due to the fact that the diversity of the braking behaviors of drivers increases during the signal change. The objective of this article is to improve knowledge of the relationship between rear-end crashes occurring at signalized intersections and a series of potential traffic risk factors classified by driver characteristics, environments, and vehicle types. Based on the 2001 Florida crash database, the classification tree method and Quasi-induced exposure concept were used to perform the statistical analysis. Two binary classification tree models were developed in this study. One was used for the crash comparison between rear-end and non-rear-end to identify those specific trends of the rear-end crashes. The other was constructed for the comparison between striking vehicles/drivers (at-fault) and struck vehicles/drivers (not-at-fault) to find more complex crash pattern associated with the traffic attributes of driver, vehicle, and environment. The modeling results showed that the rear-end crashes are over-presented in the higher speed limits (45-55 mph); the rear-end crash propensity for daytime is apparently larger than nighttime; and the reduction of braking capacity due to wet and slippery road surface conditions would definitely contribute to rear-end crashes, especially at intersections with higher speed limits. The tree model segmented drivers into four homogeneous age groups: < 21 years, 21-31 years, 32-75 years, and > 75 years. The youngest driver group shows the largest crash propensity; in the 21-31 age group, the male drivers are over-involved in rear-end crashes under adverse weather conditions and the 32-75 years drivers driving large size vehicles have a larger crash propensity compared to those driving passenger vehicles. Combined with the quasi-induced exposure concept, the classification tree method is a proper statistical tool for traffic-safety analysis to

Common Sleep Disorders Increase Risk of Motor Vehicle Crashes and Adverse Health Outcomes in Firefighters

PubMed Central

Barger, Laura K.; Rajaratnam, Shantha M.W.; Wang, Wei; O'Brien, Conor S.; Sullivan, Jason P.; Qadri, Salim; Lockley, Steven W.; Czeisler, Charles A.

2015-01-01

Study Objectives: Heart attacks and motor vehicle crashes are the leading causes of death in US firefighters. Given that sleep disorders are an independent risk factor for both of these, we examined the prevalence of common sleep disorders in a national sample of firefighters and their association with adverse health and safety outcomes. Methods: Firefighters (n = 6,933) from 66 US fire departments were assessed for common sleep disorders using validated screening tools, as available. Firefighters were also surveyed about health and safety, and documentation was collected for reported motor vehicle crashes. Results: A total of 37.2% of firefighters screened positive for any sleep disorder including obstructive sleep apnea (OSA), 28.4%; insomnia, 6.0%; shift work disorder, 9.1%; and restless legs syndrome, 3.4%. Compared with those who did not screen positive, firefighters who screened positive for a sleep disorder were more likely to report a motor vehicle crash (adjusted odds ratio 2.00, 95% CI 1.29–3.12, p = 0.0021) and were more likely to self-report falling asleep while driving (2.41, 2.06–2.82, p < 0.0001). Firefighters who screened positive for a sleep disorder were more likely to report having cardiovascular disease (2.37, 1.54–3.66, p < 0.0001), diabetes (1.91, 1.31–2.81, p = 0.0009), depression (3.10, 2.49–3.85, p < 0.0001), and anxiety (3.81, 2.87–5.05, p < 0.0001), and to report poorer health status (p < 0.0001) than those who did not screen positive. Adverse health and safety associations persisted when OSA and non-OSA sleep disorders were examined separately. Conclusions: Sleep disorders are prevalent in firefighters and are associated with increased risk of adverse health and safety outcomes. Future research is needed to assess the efficacy of occupational sleep disorders prevention, screening, and treatment programs in fire departments to reduce these safety and health risks. Citation: Barger LK, Rajaratnam SM, Wang W, O'Brien CS

Examining the impact of opioid analgesics on crash responsibility in truck drivers involved in fatal crashes.

PubMed

Reguly, Paula; Dubois, Sacha; Bédard, Michel

2014-01-01

Commercial motor vehicle (CMV) drivers, particularly drivers of large trucks continue to be a population of concern regarding traffic safety despite the reduction in large truck crash rates over the past decade. Medication and drug use while driving is one important risk factor for large truck crashes. Work-related exposures, such as vibration, manual handling and poor ergonomics contribute to an increased risk for injuries and chronic conditions and are common reasons for opioid analgesic (OA) use by CMV truck drivers. The objectives of this study were to examine the role of OA use in CMV truck drivers involved in fatal crashes by: (a) generating prevalence estimates of OA use; (b) documenting the relationship between OA use and crash responsibility. Case-control study using logistic regression to compare Fatality Analysis Reporting System (1993-2008) record of one or more crash-related unsafe driver actions (UDAs--a proxy measure of responsibility) between drivers with a positive drug test and drivers with a negative drug test for OA, controlling for age, other drug use, and driving history. The annual prevalence of OA use among all CMV drivers of large trucks involved in fatal crashes did not exceed 0.46% for any year in the study period and mostly ranged between 0.1 and 0.2%. Male truck drivers using OA had greater odds of committing an UDA (OR: 2.80; 95% CI: 1.64; 4.81). Middle-aged users had greater odds than younger or older users. The results of our study indicate that the presence of OAs is associated with greater odds of committing an UDA. This association may have implications for the commercial transport industry and traffic safety. However, the limited prevalence of OA use is encouraging and further research is needed to address the limitations of the study. Copyright © 2013 Elsevier Ireland Ltd. All rights reserved.

Contributory factors to traffic crashes at signalized intersections in Hong Kong.

PubMed

Wong, S C; Sze, N N; Li, Y C

2007-11-01

Efficient geometric design and signal timing not only improve operational performance at signalized intersections by expanding capacity and reducing traffic delays, but also result in an appreciable reduction in traffic conflicts, and thus better road safety. Information on the incidence of crashes, traffic flow, geometric design, road environment, and traffic control at 262 signalized intersections in Hong Kong during 2002 and 2003 are incorporated into a crash prediction model. Poisson regression and negative binomial regression are used to quantify the influence of possible contributory factors on the incidence of killed and severe injury (KSI) crashes and slight injury crashes, respectively, while possible interventions by traffic flow are controlled. The results for the incidence of slight injury crashes reveal that the road environment, degree of curvature, and presence of tram stops are significant factors, and that traffic volume has a diminishing effect on the crash risk. The presence of tram stops, number of pedestrian streams, road environment, proportion of commercial vehicles, average lane width, and degree of curvature increase the risk of KSI crashes, but the effect of traffic volume is negligible.

An Injury Severity-, Time Sensitivity-, and Predictability-Based Advanced Automatic Crash Notification Algorithm Improves Motor Vehicle Crash Occupant Triage.

PubMed

Stitzel, Joel D; Weaver, Ashley A; Talton, Jennifer W; Barnard, Ryan T; Schoell, Samantha L; Doud, Andrea N; Martin, R Shayn; Meredith, J Wayne

2016-06-01

Advanced Automatic Crash Notification algorithms use vehicle telemetry measurements to predict risk of serious motor vehicle crash injury. The objective of the study was to develop an Advanced Automatic Crash Notification algorithm to reduce response time, increase triage efficiency, and improve patient outcomes by minimizing undertriage (<5%) and overtriage (<50%), as recommended by the American College of Surgeons. A list of injuries associated with a patient's need for Level I/II trauma center treatment known as the Target Injury List was determined using an approach based on 3 facets of injury: severity, time sensitivity, and predictability. Multivariable logistic regression was used to predict an occupant's risk of sustaining an injury on the Target Injury List based on crash severity and restraint factors for occupants in the National Automotive Sampling System - Crashworthiness Data System 2000-2011. The Advanced Automatic Crash Notification algorithm was optimized and evaluated to minimize triage rates, per American College of Surgeons recommendations. The following rates were achieved: <50% overtriage and <5% undertriage in side impacts and 6% to 16% undertriage in other crash modes. Nationwide implementation of our algorithm is estimated to improve triage decisions for 44% of undertriaged and 38% of overtriaged occupants. Annually, this translates to more appropriate care for >2,700 seriously injured occupants and reduces unnecessary use of trauma center resources for >162,000 minimally injured occupants. The algorithm could be incorporated into vehicles to inform emergency personnel of recommended motor vehicle crash triage decisions. Lower under- and overtriage was achieved, and nationwide implementation of the algorithm would yield improved triage decision making for an estimated 165,000 occupants annually. Copyright © 2016. Published by Elsevier Inc.

Group 3 Unmanned Aircraft Systems Maintenance Challenges Within The Naval Aviation Enterprise

DTIC Science & Technology

2017-12-01

cross winds . We again went through the mishap processes and reviewed training and maintenance records. A couple months later, there was a third crash...gas turbine engines powering aircraft with humans on board (DON, 2017). Group 3 unmanned aircraft utilize a sealed fuel system. The tank is filled...aircraft do not use gas turbine engines. They use either rotary Wankle or piston driven engines with much simpler fuel delivery systems such as carburetors

The effects of roadway characteristics on farm equipment crashes: A GIS approach

NASA Astrophysics Data System (ADS)

Greenan, Mitchell Joseph

Tractors and other self-propelled farm equipment, such as combines, sprayers, and towed grain carts, are often used on public roadways as the primary means for traveling from homestead to homestead or from homestead to a distributer. Increased roadway exposure has led to a growing concern for crashes involving farm equipment on the public roadway. A handful of studies exist examining public roadway crashes involving farm equipment using crash data, but none thus far have evaluated road segment data to identify road-specific risk factors. The objective of this study is to identify if roadway characteristics (traffic density, speed limit, road type, surface type, road width, and shoulder width) affect the risk of a crash involving farm equipment on Iowa public roadways. A retrospective cohort study of Iowa roads was conducted to identify the types of roads that are at an increased risk of having a farm-equipment crash on them. Crash data from the Iowa Department of Transportation (to identify crashes) were spatial linked to Iowa roadway data using Geographic Information Systems (GIS). Logistic regression was used to calculate ORs and 95% CL. Out of 319,705 road segments in Iowa, 0.4% segments (n=1,337) had a farm equipment crash from 2005-2011. The odds of having a farm equipment crash were significantly higher for road segments with increased traffic density and speed limit. Roads with an average daily traffic volume of at least 1,251 vehicles were at a 5.53 times greater odds of having a crash than roads with a daily traffic volume between 0-30 vehicles. (CI: 3.90-7.83). Roads with a posted speed limit between 50mph and 60mph were at a 4.88 times greater odds of having a crash than roads with a posted speed limit of 30mph or less. (CI: 3.85-6.20). Specific roadway characteristics such as roadway and shoulder width were also associated with the risk of a crash. For every 5 foot increase in road width, the odds for a crash decreased by 6 percent (CI: 0.89-0.99) and

Pilot ejection, parachute, and helicopter crash injuries.

PubMed

McBratney, Colleen M; Rush, Stephen; Kharod, Chetan U

2014-01-01

USAF Pararescuemen (PJs) respond to downed aircrew as a fundamental mission for personnel recovery (PR), one of the Air Force's core functions. In addition to responding to these in Military settings, the PJs from the 212 Rescue Squadron routinely respond to small plane crashes in remote regions of Alaska. While there is a paucity of information on the latter, there have been articles detailing injuries sustained from helicopter crashes and while ejecting or parachuting from fixed wing aircraft. The following represents a new chapter added to the Pararescue Medical Operations Handbook, Sixth Edition (2014, editors Matt Wolf, MD, and Stephen Rush, MD, in press). It was designed to be a quick reference for PJs and their Special Operations flight surgeons to help with understanding of mechanism of injury with regard to pilot ejection, parachute, and helicopter accident injuries. It outlines the nature of the injuries sustained in such mishaps and provides an epidemiologic framework from which to approach the problem. 2014.

The Pattern of Road Traffic Crashes in South East Iran.

PubMed

Rad, Mahdieh; Martiniuk, Alexandra Lc; Ansari-Moghaddam, Alireza; Mohammadi, Mahdi; Rashedi, Fariborz; Ghasemi, Ardavan

2016-09-01

In the present study, the epidemiologic aspects of road traffic crashes in South East of Iran are described. This cross-sectional study included the profile of 2398 motor vehicle crashes recorded in the police office in one Year in South East of Iran. Data collected included: demographics, the type of crash, type of involved vehicle, location of crash and factors contributing to the crash. Descriptive statistics were used for data analysis. Collisions with other vehicles or objects contributed the highest proportion (62.4%) of motor vehicle crashes. Human factors including careless driving, violating traffic laws, speeding, and sleep deprivation/fatigue were the most important causal factors accounting for 90% of road crashes. Data shows that 41% of drivers were not using a seat belt at the time of crash. One- third of the crashes resulted in injury (25%) or death (5%). Reckless driving such as speeding and violation of traffic laws are major risk factors for crashes in the South East of Iran. This highlights the need for education along with traffic law enforcement to reduce motor vehicle crashes in future.

Selecting exposure measures in crash rate prediction for two-lane highway segments.

PubMed

Qin, Xiao; Ivan, John N; Ravishanker, Nalini

2004-03-01

A critical part of any risk assessment is identifying how to represent exposure to the risk involved. Recent research shows that the relationship between crash count and traffic volume is non-linear; consequently, a simple crash rate computed as the ratio of crash count to volume is not proper for comparing the safety of sites with different traffic volumes. To solve this problem, we describe a new approach for relating traffic volume and crash incidence. Specifically, we disaggregate crashes into four types: (1) single-vehicle, (2) multi-vehicle same direction, (3) multi-vehicle opposite direction, and (4) multi-vehicle intersecting, and define candidate exposure measures for each that we hypothesize will be linear with respect to each crash type. This paper describes initial investigation using crash and physical characteristics data for highway segments in Michigan from the Highway Safety Information System (HSIS). We use zero-inflated-Poisson (ZIP) modeling to estimate models for predicting counts for each of the above crash types as a function of the daily volume, segment length, speed limit and roadway width. We found that the relationship between crashes and the daily volume (AADT) is non-linear and varies by crash type, and is significantly different from the relationship between crashes and segment length for all crash types. Our research will provide information to improve accuracy of crash predictions and, thus, facilitate more meaningful comparison of the safety record of seemingly similar highway locations.

Traffic crash involvement: experiential driving knowledge and stressful contextual antecedents.

PubMed

Legree, Peter J; Heffner, Tonia S; Psotka, Joseph; Martin, Daniel E; Medsker, Gina J

2003-02-01

Researchers have rarely examined stressful environments and psychological characteristics as predictors of driving behavior in the same study. The authors hypothesized that (a) safer drivers more accurately assess physical and emotional traffic hazards and (b) stress and emotional states elevate crash risk. The hypotheses were evaluated with procedural and declarative tacit driving knowledge tests requiring assessment of emotional and contextual hazards and with accident reports describing crash antecedents, including stressful events and environmental conditions. Analyses identified separate driving knowledge factors corresponding to emotional and contextual hazards that were significantly related to the crash criteria. Accident report analyses show that stress significantly elevates at-fault crash risk. The results demonstrate the importance of experiential knowledge acquired without instruction (procedural or tacit knowledge) and provide safety recommendations.

Lilienthal's fatal glider crash in 1896: evidence regarding the cause of death.

PubMed

Harsch, Viktor; Bardrum, Benny; Illig, Petra

2008-10-01

Otto Lilienthal's pioneering work on gliders helped form the basis for development of powered aircraft. His death following a glider crash in 1896 was officially ascribed to fracture of the cervical spine. However, the clinical details assembled here make it more likely that he died from head trauma with resulting complications, possibly including intracranial hematoma.

Mortality from motorcycle crashes: the baby-boomer cohort effect.

PubMed

Puac-Polanco, Victor; Keyes, Katherine M; Li, Guohua

2016-12-01

Motorcyclists are known to be at substantially higher risk per mile traveled of dying from crashes than car occupants. In 2014, motorcycling made up less than 1 % of person-miles traveled but 13 % of the total mortality from motor-vehicle crashes in the United States. We assessed the cohort effect of the baby-boomers (i.e., those born between 1946 and 1964) in motorcycle crash mortality from 1975 to 2014 in the United States. Using mortality data for motorcycle occupants from the Fatality Analysis Reporting System, we performed an age-period-cohort analysis using the multiphase method and the intrinsic estimator method. Baby-boomers experienced the highest mortality rates from motorcycle crashes at age 20-24 years and continued to experience excess mortality after age 40 years. After removing the effects of age and period, the estimated mortality risk from motorcycle crashes for baby-boomers was 48 % higher than that of the referent cohort (those born between 1930 and 1934, rate ratio 1.48; 95 % CI: 1.01, 2.18). Results from the multiphase method and the intrinsic estimator method were consistent. The baby-boomers have experienced significantly higher mortality from motorcycle crashes than other birth cohorts. To reduce motorcycle crash mortality, intervention programs specifically tailored for the baby-boomer generation are warranted.

Distracted Walking, Bicycling, and Driving: Systematic Review and Meta-Analysis of Mobile Technology and Youth Crash Risk.

PubMed

Stavrinos, Despina; Pope, Caitlin N; Shen, Jiabin; Schwebel, David C

2018-01-01

This article examined the impact of mobile technology on young pedestrians, bicyclists, and drivers. A systematic search yielded 41 articles meeting inclusion criteria: peer-reviewed, published before February 1, 2016, behavioral outcome related to pedestrian, bicycling, or driving in the presence of mobile technology use, youth sample. Eleven studies were meta-analyzed to evaluate increased risk for crash/near-crash while distracted. Risk of bias and quality of research were assessed. Across methodologies, developmental stages, and type of distracting task, mobile technology use impairs youth safety on the road. Quality of evidence was low (pedestrian) to moderate (driving). Findings are discussed from the perspective of cognitive and visual distractions. Policy and behavioral efforts should continue to reduce mobile technology use in transportation settings. © 2017 The Authors. Child Development © 2017 Society for Research in Child Development, Inc.

Motorcycle crashes potentially preventable by three crash avoidance technologies on passenger vehicles.

PubMed

Teoh, Eric R

2018-07-04

The objective of this study was to identify and quantify the motorcycle crash population that would be potential beneficiaries of 3 crash avoidance technologies recently available on passenger vehicles. Two-vehicle crashes between a motorcycle and a passenger vehicle that occurred in the United States during 2011-2015 were classified by type, with consideration of the functionality of 3 classes of passenger vehicle crash avoidance technologies: frontal crash prevention, lane maintenance, and blind spot detection. Results were expressed as the percentage of crashes potentially preventable by each type of technology, based on all known types of 2-vehicle crashes and based on all crashes involving motorcycles. Frontal crash prevention had the largest potential to prevent 2-vehicle motorcycle crashes with passenger vehicles. The 3 technologies in sum had the potential to prevent 10% of fatal 2-vehicle crashes and 23% of police-reported crashes. However, because 2-vehicle crashes with a passenger vehicle represent fewer than half of all motorcycle crashes, these technologies represent a potential to avoid 4% of all fatal motorcycle crashes and 10% of all police-reported motorcycle crashes. Refining the ability of passenger vehicle crash avoidance systems to detect motorcycles represents an opportunity to improve motorcycle safety. Expanding the capabilities of these technologies represents an even greater opportunity. However, even fully realizing these opportunities can affect only a minority of motorcycle crashes and does not change the need for other motorcycle safety countermeasures such as helmets, universal helmet laws, and antilock braking systems.

An Analysis of the Relationship between Casualty Risk Per Crash and Vehicle Mass and Footprint for Model Year 2003-2010 Light-Duty Vehicles

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wenzel, Tom P.

The Department of Energy’s (DOE) Vehicle Technologies Office funds research on development of technologies to improve the fuel economy of both light- and heavy-duty vehicles, including advanced combustion systems, improved batteries and electric drive systems, and new lightweight materials. Of these approaches to increase fuel economy and reduce fuel consumption, reducing vehicle mass through more extensive use of strong lightweight materials is perhaps the easiest and least expensive method; however, there is a concern that reducing vehicle mass may lead to more fatalities. Lawrence Berkeley National Laboratory (LBNL) has conducted several analyses to better understand the relationship between vehicle mass,more » size and safety, in order to ameliorate concerns that down-weighting vehicles will inherently lead to more fatalities. These analyses include recreating the regression analyses conducted by the National Highway Traffic Safety Administration (NHTSA) that estimate the relationship between mass reduction and U.S. societal fatality risk per vehicle mile of travel (VMT), while holding vehicle size (i.e. footprint, wheelbase times track width) constant; these analyses are referred to as LBNL Phase 1 analysis. In addition, LBNL has conducted additional analysis of the relationship between mass and the two components of risk per VMT, crash frequency (crashes per VMT) and risk once a crash has occurred (risk per crash); these analyses are referred to as LBNL Phase 2 analysis.« less

Compulsive Cell Phone Use and History of Motor Vehicle Crash

PubMed Central

O’Connor, Stephen S.; Whitehill, Jennifer M.; King, Kevin M.; Kernic, Mary A.; Boyle, Linda Ng; Bresnahan, Brian; Mack, Christopher D.; Ebel, Beth E.

2013-01-01

Introduction Few studies have examined the psychological factors underlying the association between cell phone use and motor vehicle crash. We sought to examine the factor structure and convergent validity of a measure of problematic cell phone use and explore whether compulsive cell phone use is associated with a history of motor vehicle crash. Methods We recruited a sample of 383 undergraduate college students to complete an on-line assessment that included cell phone use and driving history. We explored the dimensionality of the Cell Phone Overuse Scale (CPOS) using factor analytic methods. Ordinary least squares regression models were used to examine associations between identified subscales and measures of impulsivity, alcohol use, and anxious relationship style to establish convergent validity. We used negative binomial regression models to investigate associations between the CPOS and motor vehicle crash incidence. Results We found the CPOS to be comprised of four subscales: anticipation, activity interfering, emotional reaction, and problem recognition. Each displayed significant associations with aspects of impulsivity, problematic alcohol use, and anxious relationship style characteristics. Only the anticipation subscale demonstrated statistically significant associations with reported motor vehicle crash incidence, controlling for clinical and demographic characteristics (RR 1.13, CI 1.01 to 1.26). For each one-point increase on the 6-point anticipation subscale, risk for previous motor vehicle crash increased by 13%. Conclusions Crash risk is strongly associated with heightened anticipation about incoming phone calls or messages. The mean score on the CPOS is associated with increased risk of motor vehicle crash but does not reach statistical significance. PMID:23910571

Sleep-related vehicle crashes on low speed roads.

PubMed

Filtness, A J; Armstrong, K A; Watson, A; Smith, S S

2017-02-01

Very little is known about the characteristics of sleep related (SR) crashes occurring on low speed roads compared with current understanding of the role of sleep in crashes occurring on high speed roads e.g. motorways. To address this gap, analyses were undertaken to identify the differences and similarities between (1) SR crashes occurring on roads with low (≤60km/h) and high (≥100km/h) speed limits, and (2) SR crashes and not-SR crashes occurring on roads with low speed limits. Police reports of all crashes occurring on low and high speed roads over a ten year period between 2000 and 2009 were examined for Queensland, Australia. Attending police officers identified all crash attributes, including 'fatigue/fell asleep', which indicates that the police believe the crash to have a causal factor relating to falling asleep, sleepiness due to sleep loss, time of day, or fatigue. Driver or rider involvement in crashes was classified as SR or not-SR. All crash-associated variables were compared using Chi-square tests (Cramer's V=effect size). A series of logistic regression was performed, with driver and crash characteristics as predictors of crash category. A conservative alpha level of 0.001 determined statistical significance. There were 440,855 drivers or riders involved in a crash during this time; 6923 (1.6%) were attributed as SR. SR crashes on low speed roads have similar characteristics to those on high speed roads with young (16-24y) males consistently over represented. SR crashes on low speed roads are noticeably different to not-SR crashes in the same speed zone in that male and young novice drivers are over represented and outcomes are more severe. Of all the SR crashes identified, 41% occurred on low speed roads. SR crashes are not confined to high speed roads. Low speed SR crashes warrant specific investigation because they occur in densely populated areas, exposing a greater number of people to risk and have more severe outcomes than not-SR crashes

"Crashing the gates" - selection criteria for television news reporting of traffic crashes.

PubMed

De Ceunynck, Tim; De Smedt, Julie; Daniels, Stijn; Wouters, Ruud; Baets, Michèle

2015-07-01

This study investigates which crash characteristics influence the probability that the crash is reported in the television news. To this purpose, all news items from the period 2006-2012 about traffic crashes from the prime time news of two Belgian television channels are linked to the official injury crash database. Logistic regression models are built for the database of all injury crashes and for the subset of fatal crashes to identify crash characteristics that correlate with a lower or higher probability of being reported in the news. A number of significant biases in terms of crash severity, time, place, types of involved road users and victims' personal characteristics are found in the media reporting of crashes. More severe crashes are reported in the media more easily than less severe crashes. Significant fluctuations in media reporting probability through time are found in terms of the year and month in which the crash took place. Crashes during week days are generally less reported in the news. The geographical area (province) in which the crash takes place also has a significant impact on the probability of being reported in the news. Crashes on motorways are significantly more represented in the news. Regarding the age of the involved victims, a clear trend of higher media reporting rates of crashes involving young victims or young fatalities is observed. Crashes involving female fatalities are also more frequently reported in the news. Furthermore, crashes involving a bus have a significantly higher probability of being reported in the news, while crashes involving a motorcycle have a significantly lower probability. Some models also indicate a lower reporting rate of crashes involving a moped, and a higher reporting rate of crashes involving heavy goods vehicles. These biases in media reporting can create skewed perceptions in the general public about the prevalence of traffic crashes and eventually may influence people's behaviour. Copyright © 2015

Driving difficulties of brain-injured drivers in reaction to high-crash-risk simulated road events: a question of impaired divided attention?

PubMed

Cyr, Andrée-Ann; Stinchcombe, Arne; Gagnon, Sylvain; Marshall, Shawn; Hing, Malcolm Man-Son; Finestone, Hillel

2009-05-01

This study examined the role of impaired divided attention and speed of processing in traumatic brain injury (TBI) drivers in high-crash-risk simulated road events. A total of 17 TBI drivers and 16 healthy participants were exposed to four challenging simulated roadway events to which behavioral reactions were recorded. Participants were also asked to perform a dual task during portions of the driving task, and TBI individuals were administered standard measures of divided attention and reaction time. Results indicated that the TBI group crashed significantly more than controls (p < .05) and that dual-task performance correlated significantly with crash rate (r = .58, p = .05).

The Pattern of Road Traffic Crashes in South East Iran

PubMed Central

Rad, Mahdieh; Martiniuk, Alexandra LC.; Ansari-Moghaddam, Alireza; Mohammadi, Mahdi; Rashedi, Fariborz; Ghasemi, Ardavan

2016-01-01

Background: In the present study, the epidemiologic aspects of road traffic crashes in South East of Iran are described. Methods: This cross-sectional study included the profile of 2398 motor vehicle crashes recorded in the police office in one Year in South East of Iran. Data collected included: demographics, the type of crash, type of involved vehicle, location of crash and factors contributing to the crash. Descriptive statistics were used for data analysis. Results: Collisions with other vehicles or objects contributed the highest proportion (62.4%) of motor vehicle crashes. Human factors including careless driving, violating traffic laws, speeding, and sleep deprivation/fatigue were the most important causal factors accounting for 90% of road crashes. Data shows that 41% of drivers were not using a seat belt at the time of crash. One- third of the crashes resulted in injury (25%) or death (5%). Conclusions: Reckless driving such as speeding and violation of traffic laws are major risk factors for crashes in the South East of Iran. This highlights the need for education along with traffic law enforcement to reduce motor vehicle crashes in future. PMID:27157159

Acceptance of drinking and driving and alcohol-involved driving crashes in California.

PubMed

MacLeod, Kara E; Karriker-Jaffe, Katherine J; Ragland, David R; Satariano, William A; Kelley-Baker, Tara; Lacey, John H

2015-08-01

Alcohol-impaired driving accounts for substantial proportion of traffic-related fatalities in the U.S. Risk perceptions for drinking and driving have been associated with various measures of drinking and driving behavior. In an effort to understand how to intervene and to better understand how risk perceptions may be shaped, this study explored whether an objective environmental-level measure (proportion of alcohol-involved driving crashes in one's residential city) were related to individual-level perceptions and behavior. Using data from a 2012 cross-sectional roadside survey of 1147 weekend nighttime drivers in California, individual-level self-reported acceptance of drinking and driving and past-year drinking and driving were merged with traffic crash data using respondent ZIP codes. Population average logistic regression modeling was conducted for the odds of acceptance of drinking and driving and self-reported, past-year drinking and driving. A non-linear relationship between city-level alcohol-involved traffic crashes and individual-level acceptance of drinking and driving was found. Acceptance of drinking and driving did not mediate the relationship between the proportion of alcohol-involved traffic crashes and self-reported drinking and driving behavior. However, it was directly related to behavior among those most likely to drink outside the home. The present study surveys a particularly relevant population and is one of few drinking and driving studies to evaluate the relationship between an objective environmental-level crash risk measure and individual-level risk perceptions. In communities with both low and high proportions of alcohol-involved traffic crashes there was low acceptance of drinking and driving. This may mean that in communities with low proportions of crashes, citizens have less permissive norms around drinking and driving, whereas in communities with a high proportion of crashes, the incidence of these crashes may serve as an

Acceptance of drinking and driving and alcohol-involved driving crashes in California

PubMed Central

Karriker-Jaffe, Katherine J.; Ragland, David R.; Satariano, William A.; Kelley-Baker, Tara; Lacey, John H.

2016-01-01

Background Alcohol-impaired driving accounts for substantial proportion of traffic-related fatalities in the U.S. Risk perceptions for drinking and driving have been associated with various measures of drinking and driving behavior. In an effort to understand how to intervene and to better understand how risk perceptions may be shaped, this study explored whether an objective environmental-level measure (proportion of alcohol-involved driving crashes in one's residential city) were related to individual-level perceptions and behavior. Methods Using data from a 2012 cross-sectional roadside survey of 1,147 weekend nighttime drivers in California, individual-level self-reported acceptance of drinking and driving and past-year drinking and driving were merged with traffic crash data using respondent ZIP codes. Population average logistic regression modeling was conducted for the odds of acceptance of drinking and driving and self-reported, past-year drinking and driving. Results A non-linear relationship between city-level alcohol-involved traffic crashes and individual-level acceptance of drinking and driving was found. Acceptance of drinking and driving did not mediate the relationship between the proportion of alcohol-involved traffic crashes and self-reported drinking and driving behavior. However, it was directly related to behavior among those most likely to drink outside the home. Discussion The present study surveys a particularly relevant population and is one of few drinking and driving studies to evaluate the relationship between an objective environmental-level crash risk measure and individual-level risk perceptions. In communities with both low and high proportions of alcohol-involved traffic crashes there was low acceptance of drinking and driving. This may mean that in communities with low proportions of crashes, citizens have less permissive norms around drinking and driving, whereas in communities with a high proportion of crashes, the incidence of

Bibliography on aircraft fire hazards and safety. Volume 2: Safety. Part 1: Key numbers 1 to 524

NASA Technical Reports Server (NTRS)

Pelouch, J. J., Jr. (Compiler); Hacker, P. T. (Compiler)

1974-01-01

Bibliographic citations are presented to describe and define aircraft safety methods, equipment, and criteria. Some of the subjects discussed are: (1) fire and explosion suppression using whiffle balls, (2) ultraviolet flame detecting sensors, (3) evaluation of flame arrestor materials for aircraft fuel systems, (4) crash fire prevention system for supersonic commercial aircraft, and (5) fire suppression for aerospace vehicles.

Alcohol-impaired motor vehicle crash risk and the location of alcohol purchase.

PubMed

Cotti, Chad; Dunn, Richard A; Tefft, Nathan

2014-05-01

Motor vehicle crashes involving alcohol impairment are among the leading causes of mortality and morbidity in the U.S. In this study, we examine how the probability of driving after a binge-drinking episode varies with the location of consumption and type of alcohol consumed. We also investigate the relationship between the location of alcohol purchase and the number of alcohol-impaired fatal motor vehicle crashes. Using multiple datasets that are representative of the U.S. between 2003 and 2009, we find that binge-drinkers are significantly more likely to drive after consuming alcohol at establishments that sell alcohol for on-premises consumption, e.g., from bars or restaurants, particularly after drinking beer. Further, per capita sales of alcohol for off-premises consumption are unrelated to the rate of alcohol-impaired fatal motor vehicle crashes. When disaggregating alcohol types, per capita sales of beer for off-premises consumption are negatively associated with the rate of alcohol-impaired fatal motor vehicle crashes. In contrast, total per capita sales of alcohol from all establishments (on- and off-premises) are positively related to the rate of alcohol-impaired fatal motor vehicle crashes and the magnitude of this relationship is strongest for beer sales. Thus, policies that shift consumption away from bars and restaurants could lead to a decline in the number of motor vehicle crashes. Copyright © 2014 Elsevier Ltd. All rights reserved.

Crash injury risk behavior in adolescent latino males: the power of friends and relational connections.

PubMed

Vaca, Federico E; Anderson, Craig L

2011-01-01

The adolescent Latino male mortality profile is an anomaly when compared to an otherwise more favorable overall U.S. Latino population mortality profile. Motor vehicle crash fatalities bear a considerable proportion of mortality burden in this vulnerable population. Friend influence and relational connection are two contextual domains that may mediate crash injury risk behavior in these adolescents. Our study goal was to assess the role of friend influence over time and relational connections associated with crash injury risk behavior (CIRB) in adolescent Latino males. Waves I and II data from the National Longitudinal Study of Adolescent Health were used. Scale of CIRB, and three relational connections; school connectedness, parent connectedness, and expectation of academic success were developed and tested. Friend nomination data were available and the index student responses were linked to friend responses. Linear regression was used to assess the relationship of relational connections and friend CIRB on index student CIRB at wave I and II. Longitudinal analysis did not show significant evidence for friend influence among adolescent Latino males on CIRB. The best predictor of CIRB at wave II for adolescent Latino males was their CIRB at wave I. Relational connections were important yet exaggerated cross-sectionally but their effect was substantially attenuated longitudinally. The lack of friend influence on CIRB for adolescent Latino males may be specific to this demographic group or characteristic of the sample studied. Prevention strategies that focus on modulating friend influence in adolescent Latino males may not yield the desired prevention effects on CIRB.

Characteristics of Crashes with Farm Equipment that Increase Potential for Injury

ERIC Educational Resources Information Center

Peek-Asa, Corinne; Sprince, Nancy L.; Whitten, Paul S.; Falb, Scott R.; Madsen, Murray D.; Zwerling, Craig

2007-01-01

Context: Crash fatality and injury rates are higher on rural roadways than other roadway types. Although slow-moving farm vehicles and equipment are risk factors on rural roads, little is known about the characteristics of crashes with farm vehicles/equipment. Purpose: To describe crashes and injuries for the drivers of farm vehicles/equipment and…

Characteristics of Single Vehicle Crashes with a Teen Driver in South Carolina, 2005-2008.

PubMed

Shults, Ruth A; Bergen, Gwen; Smith, Tracy J; Cook, Larry; Kindelberger, John; West, Bethany

2017-09-22

Teens' crash risk is highest in the first years of independent driving. Circumstances surrounding fatal crashes have been widely documented, but less is known about factors related to nonfatal teen driver crashes. This study describes single vehicle nonfatal crashes involving the youngest teen drivers (15-17 years), compares these crashes to single vehicle nonfatal crashes among adult drivers (35-44 years) and examines factors related to nonfatal injury producing crashes for teen drivers. Police crash data linked to hospital inpatient and emergency department data for 2005-2008 from the South Carolina Crash Outcomes Data Evaluation System (CODES) were analyzed. Nonfatal, single vehicle crashes involving passenger vehicles occurring on public roadways for teen (15-17 years) drivers were compared with those for adult (35-44 years) drivers on temporal patterns and crash risk factors per licensed driver and per vehicle miles traveled. Vehicle miles traveled by age group was estimated using data from the 2009 National Household Travel Survey. Multivariable log-linear regression analysis was conducted for teen driver crashes to determine which characteristics were related to crashes resulting in a minor/moderate injury or serious injury to at least one vehicle occupant. Compared with adult drivers, teen drivers in South Carolina had 2.5 times the single vehicle nonfatal crash rate per licensed driver and 11 times the rate per vehicle mile traveled. Teen drivers were nearly twice as likely to be speeding at the time of the crash compared with adult drivers. Teen driver crashes per licensed driver were highest during the afternoon hours of 3:00-5:59 pm and crashes per mile driven were highest during the nighttime hours of 9:00-11:59 pm. In 66% of the teen driver crashes, the driver was the only occupant. Crashes were twice as likely to result in serious injury when teen passengers were present than when the teen driver was alone. When teen drivers crashed while

Characteristics of single-vehicle crashes with e-bikes in Switzerland.

PubMed

Hertach, Patrizia; Uhr, Andrea; Niemann, Steffen; Cavegn, Mario

2018-08-01

In Switzerland, the usage and accident numbers of e-bikes have strongly increased in recent years. According to official statistics, single-vehicle accidents constitute an important crash type. Up to date, very little is known about the mechanisms and causes of these crashes. To gain more insight, a survey was conducted among 3658 e-cyclists in 2016. The crash risk and injury severity were analysed using logistic regression models. 638 (17%) e-cyclists had experienced a single-vehicle accident in road traffic since the beginning of their e-bike use. Risk factors were high riding exposure, male sex, and using the e-bike mainly for the purpose of getting to work or school. There was no effect of age on the crash risk. Skidding, falling while crossing a threshold, getting into or skidding on a tram/railway track and evasive actions were the most important accident mechanisms. The crash causes mentioned most often were a slippery road surface, riding too fast for the situation and inability to keep the balance. Women, elderly people, riders of e-bikes with a pedal support up to 45 km/h and e-cyclists who considered themselves to be less fit in comparison to people of the same age had an increased risk of injury. This study confirms the high relevance of single-vehicle crashes with e-bikes. Measures to prevent this type of accident could include the sensitisation of e-cyclists regarding the most common accident mechanisms and causes, a regular maintenance of bicycle pathways, improvements regarding tram and railway tracks and technological advancements of e-bikes. Copyright © 2018 The Authors. Published by Elsevier Ltd.. All rights reserved.

Compulsive cell phone use and history of motor vehicle crash.

PubMed

O'Connor, Stephen S; Whitehill, Jennifer M; King, Kevin M; Kernic, Mary A; Boyle, Linda Ng; Bresnahan, Brian W; Mack, Christopher D; Ebel, Beth E

2013-10-01

Few studies have examined the psychological factors underlying the association between cell phone use and motor vehicle crash. We sought to examine the factor structure and convergent validity of a measure of problematic cell phone use, and to explore whether compulsive cell phone use is associated with a history of motor vehicle crash. We recruited a sample of 383 undergraduate college students to complete an online assessment that included cell phone use and driving history. We explored the dimensionality of the Cell Phone Overuse Scale (CPOS) using factor analytic methods. Ordinary least-squares regression models were used to examine associations between identified subscales and measures of impulsivity, alcohol use, and anxious relationship style, to establish convergent validity. We used negative binomial regression models to investigate associations between the CPOS and motor vehicle crash incidence. We found the CPOS to be composed of four subscales: anticipation, activity interfering, emotional reaction, and problem recognition. Each displayed significant associations with aspects of impulsivity, problematic alcohol use, and anxious relationship style characteristics. Only the anticipation subscale demonstrated statistically significant associations with reported motor vehicle crash incidence, controlling for clinical and demographic characteristics (relative ratio, 1.13; confidence interval, 1.01-1.26). For each 1-point increase on the 6-point anticipation subscale, risk for previous motor vehicle crash increased by 13%. Crash risk is strongly associated with heightened anticipation about incoming phone calls or messages. The mean score on the CPOS is associated with increased risk of motor vehicle crash but does not reach statistical significance. Copyright © 2013 Society for Adolescent Health and Medicine. Published by Elsevier Inc. All rights reserved.

CID-720 aircraft Langley Research Center preflight hardware tests: Development, flight acceptance and qualification

NASA Technical Reports Server (NTRS)

Pride, J. D.

1986-01-01

The testing conducted on LaRC-developed hardware for the controlled impact demonstration transport aircraft is discussed. To properly develop flight qualified crash systems, two environments were considered: the aircraft flight environment with the focus on vibration and temperature effects, and the crash environment with the long pulse shock effects. Also with the large quantity of fuel in the wing tanks the possibility of fire was considered to be a threat to data retrieval and thus fire tests were included in the development test process. The aircraft test successfully demonstrated the performance of the LaRC developed heat shields. Good telemetered data (S-band) was received during the impact and slide-out phase, and even after the aircraft came to rest. The two onboard DAS tape recorders were protected from the intense fire and high quality tape data was recovered. The complete photographic system performed as planned throughout the 40.0 sec of film supply. The four photo power distribution pallets remained in good condition and all ten onboard 16 mm high speed (400 frames/sec) cameras produced good film data.

Aircraft Mishap Exercise at SLF

NASA Image and Video Library

2018-02-14

NASA Kennedy Space Center's Flight Operations prepares to rehearse a helicopter crash-landing to test new and updated emergency procedures. Called the Aircraft Mishap Preparedness and Contingency Plan, the operation was designed to validate several updated techniques the center's first responders would follow, should they ever need to rescue a crew in case of a real accident. The mishap exercise took place at the center's Shuttle Landing Facility.

Effects of blind spot monitoring systems on police-reported lane-change crashes.

PubMed

Cicchino, Jessica B

2018-06-21

To examine the effectiveness of blind spot monitoring systems in preventing police-reported lane-change crashes. Poisson regression was used to compare crash involvement rates per insured vehicle year in police-reported lane-change crashes in 26 U.S. states during 2009-2015 between vehicles with blind spot monitoring and the same vehicle models without the optional system, controlling for other factors that can affect crash risk. Crash involvement rates in lane-change crashes were 14% lower (95% confidence limits -24% to -2%) among vehicles with blind spot monitoring than those without. Blind spot monitoring systems are effective in preventing police-reported lane-change crashes when considering crashes of all severities. If every U.S. vehicle in 2015 were equipped with blind spot monitoring that performed like the study systems, it is estimated that about 50,000 crashes could have been prevented.

Applying quantile regression for modeling equivalent property damage only crashes to identify accident blackspots.

PubMed

Washington, Simon; Haque, Md Mazharul; Oh, Jutaek; Lee, Dongmin

2014-05-01

Hot spot identification (HSID) aims to identify potential sites-roadway segments, intersections, crosswalks, interchanges, ramps, etc.-with disproportionately high crash risk relative to similar sites. An inefficient HSID methodology might result in either identifying a safe site as high risk (false positive) or a high risk site as safe (false negative), and consequently lead to the misuse the available public funds, to poor investment decisions, and to inefficient risk management practice. Current HSID methods suffer from issues like underreporting of minor injury and property damage only (PDO) crashes, challenges of accounting for crash severity into the methodology, and selection of a proper safety performance function to model crash data that is often heavily skewed by a preponderance of zeros. Addressing these challenges, this paper proposes a combination of a PDO equivalency calculation and quantile regression technique to identify hot spots in a transportation network. In particular, issues related to underreporting and crash severity are tackled by incorporating equivalent PDO crashes, whilst the concerns related to the non-count nature of equivalent PDO crashes and the skewness of crash data are addressed by the non-parametric quantile regression technique. The proposed method identifies covariate effects on various quantiles of a population, rather than the population mean like most methods in practice, which more closely corresponds with how black spots are identified in practice. The proposed methodology is illustrated using rural road segment data from Korea and compared against the traditional EB method with negative binomial regression. Application of a quantile regression model on equivalent PDO crashes enables identification of a set of high-risk sites that reflect the true safety costs to the society, simultaneously reduces the influence of under-reported PDO and minor injury crashes, and overcomes the limitation of traditional NB model in dealing

ADHD, depression, and motor vehicle crashes: A prospective cohort study of continuously-monitored, real-world driving.

PubMed

Aduen, Paula A; Kofler, Michael J; Sarver, Dustin E; Wells, Erica L; Soto, Elia F; Cox, Daniel J

2018-06-01

ADHD is associated with automobile crashes, traffic fatalities, and serious road trauma, but it is unclear whether this risk is (a) driven by ADHD symptoms specifically, and (b) unique to ADHD or transdiagnostic across psychiatric disabilities, such as depression, that also have concentration problems as core symptoms. The current study provides the first prospective, continuously-monitored evaluation of crash risk related to ADHD symptoms, including the first on-road comparison of ADHD with another high-prevalence psychiatric disability (depression). A probability-based sample of 3226 drivers from six U.S. sites, including subsamples with self-reported ADHD (n = 274) and depression (n = 251), consented to have their vehicles outfitted with sophisticated data acquisition technologies to continuously monitor real-world, day-to-day driving from 'engine-on to engine-off' for 1-2 years (Mean = 440 consecutive days/driver, Mean = 9528 miles/driver). Crashes and near-crashes were objectively identified via software-based algorithms and double-coded manual validation (blinded to clinical status). Miles driven, days monitored, age, gender, education, and marital status were controlled. ADHD symptoms portended 5% increased crash risk per increase in symptom severity score (IRR = 1.05). This risk corresponded to approximately 1 biennial crash and 1 annual near-crash per driver with ADHD; crash risk doubled for drivers reporting ADHD symptom severity near the sample's maximum. Analyses based on self-reported clinical status indicated similarly elevated rates for ADHD (IRR = 1.46) and depression (IRR = 1.34) that may be related, in part, to both groups' inattention/concentration symptoms. Risk was not attenuated by ADHD usual treatment, but varied according to antidepressant medication status. Previous studies have significantly underestimated the risk for traffic crashes conveyed by ADHD and depression. Copyright © 2018 Elsevier Ltd. All rights