Factors affecting injury severity of vehicle occupants following road traffic collisions.

PubMed

Abu-Zidan, Fikri M; Eid, Hani O

2015-01-01

We aimed to define factors affecting injury severity of vehicle occupants following road traffic collisions (RTC). 422 vehicle occupants (343 males, 81.3%) with RTC-related injuries were prospectively studied over 18 months. General linear model was used to test the effect of age, gender, alcohol and drug use, time of injury, mechanism of injury, size and speed of the vehicle, position in the vehicle, seatbelt usage, and air bag deployment on the Injury Severity Score (ISS) of the vehicle occupants. The mean (range) age of patients was 28.2 (1-78) years and the mean (range) ISS was 7.9 (1-50). Front impact was the most common mechanism of injury (32.9%) followed by rollover (25.6%) and side impact (22.3%). 18.2% used seatbelts. The general linear model was highly significant and showed that mechanism of injury (p<0.0001), speed of the vehicle (p=0.02), and age of the vehicle occupant (p=0.03) significantly affected the Injury Severity Score. The mechanism of the RTC, the vehicle speed, and age of the vehicle occupant are the most important factors affecting the severity of road traffic collision injuries. A detailed history of the mechanism of injury is important for alerting clinicians to severity of injury, the need for admission, and workup of the patients. Furthermore, strict speed limit enforcement is an injury prevention priority in our community. Copyright © 2014 Elsevier Ltd. All rights reserved.

Signing and pavement marking for concurrent-flow high-occupancy-vehicle lanes : summary of current practice

DOT National Transportation Integrated Search

1997-01-01

Concurrent-flow lanes account for more than half of existing high-occupancy-vehicle (HOV) mileage in the United States. Traffic on this type of HOV lane operates in the same direction as the adjacent traffic, typically in the far-left lane. Limited n...

Summary of vehicle occupant protections laws

DOT National Transportation Integrated Search

2007-08-01

This publication reports the status of State statutes that are concerned with vehicle occupant protection (except off-highway vehicles). Such laws include requiring the use of (1) safety belts, (2) child passenger restraint devices, and (3) motorcycl...

Network Performance Evaluation Model for assessing the impacts of high-occupancy vehicle facilities

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

Janson, B.N.; Zozaya-Gorostiza, C.; Southworth, F.

1986-09-01

A model to assess the impacts of major high-occupancy vehicle (HOV) facilities on regional levels of energy consumption and vehicle air pollution emissions in urban aeas is developed and applied. This model can be used to forecast and compare the impacts of alternative HOV facility design and operation plans on traffic patterns, travel costs, model choice, travel demand, energy consumption and vehicle emissions. The model is designed to show differences in the overall impacts of alternative HOV facility types, locations and operation plans rather than to serve as a tool for detailed engineering design and traffic planning studies. The Networkmore » Performance Evaluation Model (NETPEM) combines several urban transportation planning models within a multi-modal network equilibrium framework including modules with which to define the type, location and use policy of the HOV facility to be tested, and to assess the impacts of this facility.« less

Priority Treatment for High Occupancy Vehicles in the United States: A Review of Recent and Forthcoming Projects

DOT National Transportation Integrated Search

1978-08-01

The purposes of the report are to: (1) describe recent High Occupancy Vehicle (HOV) preferential projects in the United States; (2) summarize the results of these projects and draw implications; and (3) outline projects which are to be implemented ov...

A link between occupant and vehicle accelerations during common driving tasks.

PubMed

Mathias, Anne C; Shibata, Peggy A; Sprague, James K

2014-01-01

When evaluating occupant motions during driving tasks, it is desirable to have a well-established correlation between vehicle and occupant accelerations. Therefore, this study demonstrated a methodology to quantify accelerations experienced by the driver of a passenger vehicle and compare them to associated vehicle motions. Acceleration levels were measured at the seat and the driver’s head, cervical spine, and lumbar spine during six non-collision driving tasks. Tasks included mounting a 127 mm (5 in) -high curb, crossing railroad tracks, driving on a rough road, braking heavily from 13.4 m/s (30 mph), having a 89 mm (3.5 in)-diameter roller sequentially pass under two tires, and dropping one tire from a 171-mm (6.75 in) height. The driver experienced peak resultant accelerations of similar magnitudes across all trials. Peak body accelerations were less than 1.2 g, including 0.82 g lumbar acceleration during heavy braking and 0.88 g head acceleration during the curb mount. These preliminary measurements are comparable to or lower than accelerations experienced during non-driving activities such as sitting quickly. This study contributes to the scientific understanding of accelerations experienced by vehicle occupants and demonstrates the potential to relate vehicle and occupant accelerations during common driving activities that do not involve collisions.

High-Mobility Multipurpose Wheeled Vehicle Rollover Accidents and Injuries to U.S. Army Soldiers by Reported Occupant Restraint Use, 1992-2013.

PubMed

Lo, Michael C; Giffin, Robert P; Pakulski, Kraig A; Davis, W Sumner; Bernstein, Stephen A; Wise, Daniel V

2017-05-01

The high-mobility multipurpose wheeled vehicle (HMMWV) is a light military tactical vehicle. During Operation Iraqi Freedom and Operation Enduring Freedom, the U.S. Army modified the HMMWV into a combat vehicle by adding vehicle armor, which made the vehicle more difficult to control and more likely to roll over. Consequently, reports of fatal rollover accidents involving up-armored HMMWVs began to accumulate during the up-armoring period (August 2003 to April 2005). Furthermore, the lack of occupant restraint use prevalent in a predominantly young, male, and enlisted military population compounded the injuries resulting from these accidents. In this retrospective case series analysis, we describe the characteristics of U.S. Army HMMWV rollover accidents, occupants, and injuries reported worldwide from fiscal year 1992 to 2013 based on reported occupant restraint use. We conducted all analyses using Microsoft Excel 2010 and SAS version 9.1. Because this analysis does not constitute human subjects research, no institutional review board review was required. First, we obtained U.S. Army HMMWV accident records from the U.S. Army Combat Readiness Center, and selected those records indicating a HMMWV rollover had occurred. Next, we successively deduplicated the records at the accident, vehicle, occupant, and injury levels for descriptive analysis of characteristics at each level. For each occupant position, we calculated relative, attributable, and population attributable risks of nonfatal and fatal injury based on reported occupant restraint use. Finally, we analyzed body part injured and nature of injury to characterize the injury patterns that HMMWV occupants in each position sustained based on restraint use. We performed a χ 2 test of homogeneity to assess differences in injury patterns between restrained and unrestrained occupants. A total of 819 U.S. Army HMMWV rollover accidents worldwide were reported from October 1991 through May 2013 involving 821 HMMWVs and

Assessment of Bilateral Thoracic Loading on the Near-Side Occupant Due to Occupant-to-Occupant Interaction in Vehicle Crash Tests.

PubMed

Sunnevång, Cecilia; Pipkorn, Bengt; Boström, Ola

2015-01-01

This study aims, by means of the WorldSID 50th percentile male, to evaluate thoracic loading and injury risk to the near-side occupant due to occupant-to-occupant interaction in combination with loading from an intruding structure. Nine vehicle crash tests were performed with a 50th percentile WorldSID male dummy in the near-side (adjacent to the intruding structure) seat and a THOR or ES2 dummy in the far-side (opposite the intruding structure) seat. The near-side seated WorldSID was equipped with 6 + 6 IR-Traccs (LH and RH) in the thorax/abdomen enabling measurement of bilateral deflection. To differentiate deflection caused by the intrusion, and the deflection caused by the neighboring occupant, time history curves were analyzed. The crash tests were performed with different modern vehicles, equipped with thorax side airbags and inflatable curtains, ranging from a compact car to a large sedan, and in different loading conditions such as car-to-car, barrier, and pole tests. Lateral delta V based on vehicle tunnel acceleration and maximum residual intrusion at occupant position were used as a measurement of crash severity to compare injury measurements. In the 9 vehicle crash tests, thoracic loading, induced by the intruding structure as well as from the far-side occupant, varied due to the size and structural performance of the car as well as the severity of the crash. Peak deflection on the thoracic outboard side occurred during the first 50 ms of the event. Between 70 to 150 ms loading induced by the neighboring occupant occurred and resulted in an inboard-side peak deflection and viscous criterion. In the tests where the target vehicle lateral delta V was below 30 km/h and intrusion less than 200 mm, deflections were low on both the outboard (20-40 mm) and inboard side (10-15 mm). At higher crash severities, delta V 35 km/h and above as well as intrusions larger than 350 mm, the inboard deflections (caused by interaction to the far-side occupant) were of the

Numerical simulation of vehicle crashworthiness and occupant protection

NASA Astrophysics Data System (ADS)

Saha, Nripen K.

1993-08-01

Numerical simulation of vehicle crashworthiness and occupant protection are addressed. The vehicle crashworthiness design objectives are to design the vehicle structure for optimum impact energy absorption, and to design the restraint system (seatbelts, airbags, bolsters, etc.) for optimum occupant protection. The following approaches are taken; a major part of the impact energy is to be absorbed by the vehicle structure; the restraint components will provide protection against the remaining crash energy; certain vehicle components are designed to deform under specific types and speeds of impact in a desired mode for sound energy management; structural components such as front side rails, rear rails, door structure and pillars undergo large amounts of deformation; and with properly designed geometry and material these components assist in mitigating the effects of impact.

Numerical simulation of vehicle crashworthiness and occupant protection

NASA Technical Reports Server (NTRS)

Saha, Nripen K.

1993-01-01

Numerical simulation of vehicle crashworthiness and occupant protection are addressed. The vehicle crashworthiness design objectives are to design the vehicle structure for optimum impact energy absorption, and to design the restraint system (seatbelts, airbags, bolsters, etc.) for optimum occupant protection. The following approaches are taken; a major part of the impact energy is to be absorbed by the vehicle structure; the restraint components will provide protection against the remaining crash energy; certain vehicle components are designed to deform under specific types and speeds of impact in a desired mode for sound energy management; structural components such as front side rails, rear rails, door structure and pillars undergo large amounts of deformation; and with properly designed geometry and material these components assist in mitigating the effects of impact.

Motor vehicle occupant safety survey

DOT National Transportation Integrated Search

1995-09-01

This report presents findings from the first Motor Vehicle Occupant Safety Survey. The National Highway Traffic Safety Administration (NHTSA) conducted this survey to collect critical information needed by the agency to develop and implement effectiv...

Thoracic injuries to contained and restrained occupants in single-vehicle pure rollover crashes.

PubMed

Bambach, M R; Grzebieta, R H; McIntosh, A S

2013-01-01

Around one in three contained and restrained seriously injured occupants in single-vehicle pure rollover crashes receive a serious injury to the thorax. With dynamic rollover test protocols currently under development, there is a need to understand the nature and cause of serious thoracic injuries incurred in rollover events. This will allow decisions to be made with regards to adoption of a suitable crash test dummy and appropriate thoracic injury criteria in such protocols. Valid rollover occupant protection test protocols will lead to vehicle improvements that will reduce the high trauma burden of vehicle rollover crashes. This paper presents an analysis of contained and restrained occupants involved in single-vehicle pure rollover crashes that occurred in the United States between 2000 and 2009 (inclusive). Serious thoracic injury typology and causality are determined. A logistic regression model is developed to determine associations between the incidence of serious thoracic injury and the human, vehicle and environmental characteristics of the crashes. Recommendations are made with regards to the appropriate assessment of potential thoracic injury in dynamic rollover occupant protection crash test protocols. Copyright © 2012 Elsevier Ltd. All rights reserved.

Design and optimization for the occupant restraint system of vehicle based on a single freedom model

NASA Astrophysics Data System (ADS)

Zhang, Junyuan; Ma, Yue; Chen, Chao; Zhang, Yan

2013-05-01

Throughout the vehicle crash event, the interactions between vehicle, occupant, restraint system (VOR) are complicated and highly non-linear. CAE and physical tests are the most widely used in vehicle passive safety development, but they can only be done with the detailed 3D model or physical samples. Often some design errors and imperfections are difficult to correct at that time, and a large amount of time will be needed. A restraint system concept design approach which based on single-degree-of-freedom occupant-vehicle model (SDOF) is proposed in this paper. The interactions between the restraint system parameters and the occupant responses in a crash are studied from the view of mechanics and energy. The discrete input and the iterative algorithm method are applied to the SDOF model to get the occupant responses quickly for arbitrary excitations (impact pulse) by MATLAB. By studying the relationships between the ridedown efficiency, the restraint stiffness, and the occupant response, the design principle of the restraint stiffness aiming to reduce occupant injury level during conceptual design is represented. Higher ridedown efficiency means more occupant energy absorbed by the vehicle, but the research result shows that higher ridedown efficiency does not mean lower occupant injury level. A proper restraint system design principle depends on two aspects. On one hand, the restraint system should lead to as high ridedown efficiency as possible, and at the same time, the restraint system should maximize use of the survival space to reduce the occupant deceleration level. As an example, an optimization of a passenger vehicle restraint system is designed by the concept design method above, and the final results are validated by MADYMO, which is the most widely used software in restraint system design, and the sled test. Consequently, a guideline and method for the occupant restraint system concept design is established in this paper.

A comparison of safety belt use between commercial and noncommercial light-vehicle occupants.

PubMed

Eby, David W; Fordyce, Tiffani A; Vivoda, Jonathon M

2002-05-01

The purpose of this study was to conduct an observational survey of safety belt use to determine the use rate of commercial versus noncommercial light-vehicle occupants. Observations were conducted on front-outboard vehicle occupants in eligible commercial and noncommercial vehicles in Michigan (i.e.. passenger cars, vans/minivans, sport-utility vehicles, and pickup trucks). Commercial vehicles that did not fit into one of the four vehicle type categories, such as tractor-trailers, buses, or heavy trucks, were not included in the survey. The study found that the restraint use rate for commercial light-vehicle occupants was 55.8% statewide. The statewide safety belt use rate for commercial light-vehicles was significantly lower than the rate of 71.2% for noncommercial light-vehicles. The safety belt use rate for commercial vehicles was also significantly different as a function of region, vehicle type, seating position, age group, and road type. The results provide important preliminary data about safety belt use in commercial versus noncommercial light-vehicles and indicate that further effort is needed to promote safety belt use in the commercial light-vehicle occupant population. The study also suggests that additional research is required in order to develop effective programs that address low safety belt use in the commercial light-vehicle occupant population.

Preventing passenger vehicle occupant injuries by vehicle design--a historical perspective from IIHS.

PubMed

O'Neill, Brian

2009-04-01

Motor vehicle crashes result in some 1.2 million deaths and many more injuries worldwide each year and is one of the biggest public health problems facing societies today. This article reviews the history of, and future potential for, one important countermeasure-designing vehicles that reduce occupant deaths and injuries. For many years, people had urged automakers to add design features to reduce crash injuries, but it was not until the mid-1960s that the idea of pursuing vehicle countermeasures gained any significant momentum. In 1966, the U.S. Congress passed the National Traffic and Motor Vehicle Safety Act, requiring the government to issue a comprehensive set of vehicle safety standards. This was the first broad set of requirements issued anywhere in the world, and within a few years similar standards were adopted in Europe and Australia. Early vehicle safety standards specified a variety of safety designs resulting in cars being equipped with lap/shoulder belts, energy-absorbing steering columns, crash-resistant door locks, high-penetration-resistant windshields, etc. Later, the standards moved away from specifying particular design approaches and instead used crash tests and instrumented dummies to set limits on the potential for serious occupant injuries by crash mode. These newer standards paved the way for an approach that used the marketplace, in addition to government regulation, to improve vehicle safety designs-using crash tests and instrumented dummies to provide consumers with comparative safety ratings for new vehicles. The approach began in the late 1970s, when NHTSA started publishing injury measures from belted dummies in new passenger vehicles subjected to frontal barrier crash tests at speeds somewhat higher than specified in the corresponding regulation. This program became the world's first New Car Assessment Program (NCAP) and rated frontal crashworthiness by awarding stars (five stars being the best and one the worst) derived from head

Occupant Protection during Orion Crew Exploration Vehicle Landings

NASA Technical Reports Server (NTRS)

Gernhardt, Michael L.; Jones, J. A.; Granderson, B. K.; Somers, J. T.

2009-01-01

The constellation program is evaluating current vehicle design capabilities for nominal water landings and contingency land landings of the Orion Crew Exploration vehicle. The Orion Landing Strategy tiger team was formed to lead the technical effort for which associated activities include the current vehicle design, susceptibility to roll control and tip over, reviewing methods for assessing occupant injury during ascent / aborts /landings, developing an alternate seat/attenuation design solution which improves occupant protection and operability, and testing the seat/attenuation system designs to ensure valid results. The EVA physiology, systems and Performance (EPSP) project is leading the effort under the authority of the Tiger Team Steering committee to develop, verify, validate and accredit biodynamics models using a variety of crash and injury databases including NASCAR, Indy Car and military aircraft. The validated biodynamics models will be used by the Constellation program to evaluate a variety of vehicle, seat and restraint designs in the context of multiple nominal and off-nominal landing scenarios. The models will be used in conjunction with Acceptable Injury Risk definitions to provide new occupant protection requirements for the Constellation Program.

Optimization of vehicle deceleration to reduce occupant injury risks in frontal impact.

PubMed

Mizuno, Koji; Itakura, Takuya; Hirabayashi, Satoko; Tanaka, Eiichi; Ito, Daisuke

2014-01-01

In vehicle frontal impacts, vehicle acceleration has a large effect on occupant loadings and injury risks. In this research, an optimal vehicle crash pulse was determined systematically to reduce injury measures of rear seat occupants by using mathematical simulations. The vehicle crash pulse was optimized based on a vehicle deceleration-deformation diagram under the conditions that the initial velocity and the maximum vehicle deformation were constant. Initially, a spring-mass model was used to understand the fundamental parameters for optimization. In order to investigate the optimization under a more realistic situation, the vehicle crash pulse was also optimized using a multibody model of a Hybrid III dummy seated in the rear seat for the objective functions of chest acceleration and chest deflection. A sled test using a Hybrid III dummy was carried out to confirm the simulation results. Finally, the optimal crash pulses determined from the multibody simulation were applied to a human finite element (FE) model. The optimized crash pulse to minimize the occupant deceleration had a concave shape: a high deceleration in the initial phase, low in the middle phase, and high again in the final phase. This crash pulse shape depended on the occupant restraint stiffness. The optimized crash pulse determined from the multibody simulation was comparable to that from the spring-mass model. From the sled test, it was demonstrated that the optimized crash pulse was effective for the reduction of chest acceleration. The crash pulse was also optimized for the objective function of chest deflection. The optimized crash pulse in the final phase was lower than that obtained for the minimization of chest acceleration. In the FE analysis of the human FE model, the optimized pulse for the objective function of the Hybrid III chest deflection was effective in reducing rib fracture risks. The optimized crash pulse has a concave shape and is dependent on the occupant restraint

Crew Exploration Vehicle (CEV) (Orion) Occupant Protection

NASA Technical Reports Server (NTRS)

Currie-Gregg, Nancy J.; Gernhardt, Michael L.; Lawrence, Charles; Somers, Jeffrey T.

2016-01-01

Dr. Nancy J. Currie, of the NASA Engineering and Safety Center (NESC), Chief Engineer at Johnson Space Center (JSC), requested an assessment of the Crew Exploration Vehicle (CEV) occupant protection as a result of issues identified by the Constellation Program and Orion Project. The NESC, in collaboration with the Human Research Program (HRP), investigated new methods associated with occupant protection for the Crew Exploration Vehicle (CEV), known as Orion. The primary objective of this assessment was to investigate new methods associated with occupant protection for the CEV, known as Orion, that would ensure the design provided minimal risk to the crew during nominal and contingency landings in an acceptable set of environmental and spacecraft failure conditions. This documents contains the outcome of the NESC assessment. NASA/TM-2013-217380, "Application of the Brinkley Dynamic Response Criterion to Spacecraft Transient Dynamic Events." supercedes this document.

Rear seat safety: Variation in protection by occupant, crash and vehicle characteristics.

PubMed

Durbin, Dennis R; Jermakian, Jessica S; Kallan, Michael J; McCartt, Anne T; Arbogast, Kristy B; Zonfrillo, Mark R; Myers, Rachel K

2015-07-01

Current information on the safety of rear row occupants of all ages is needed to inform further advances in rear seat restraint system design and testing. The objectives of this study were to describe characteristics of occupants in the front and rear rows of model year 2000 and newer vehicles involved in crashes and determine the risk of serious injury for restrained crash-involved rear row occupants and the relative risk of fatal injury for restrained rear row vs. front passenger seat occupants by age group, impact direction, and vehicle model year. Data from the National Automotive Sampling System Crashworthiness Data System (NASS-CDS) and Fatality Analysis Reporting System (FARS) were queried for all crashes during 2007-2012 involving model year 2000 and newer passenger vehicles. Data from NASS-CDS were used to describe characteristics of occupants in the front and rear rows and to determine the risk of serious injury (AIS 3+) for restrained rear row occupants by occupant age, vehicle model year, and impact direction. Using a combined data set containing data on fatalities from FARS and estimates of the total population of occupants in crashes from NASS-CDS, logistic regression modeling was used to compute the relative risk (RR) of death for restrained occupants in the rear vs. front passenger seat by occupant age, impact direction, and vehicle model year. Among all vehicle occupants in tow-away crashes during 2007-2012, 12.3% were in the rear row where the overall risk of serious injury was 1.3%. Among restrained rear row occupants, the risk of serious injury varied by occupant age, with older adults at the highest risk of serious injury (2.9%); by impact direction, with rollover crashes associated with the highest risk (1.5%); and by vehicle model year, with model year 2007 and newer vehicles having the lowest risk of serious injury (0.3%). Relative risk of death was lower for restrained children up to age 8 in the rear compared with passengers in the right

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

Occupant-vehicle dynamics and the role of the internal model

NASA Astrophysics Data System (ADS)

Cole, David J.

2018-05-01

With the increasing need to reduce time and cost of vehicle development there is increasing advantage in simulating mathematically the dynamic interaction of a vehicle and its occupant. The larger design space arising from the introduction of automated vehicles further increases the potential advantage. The aim of the paper is to outline the role of the internal model hypothesis in understanding and modelling occupant-vehicle dynamics, specifically the dynamics associated with direction and speed control of the vehicle. The internal model is the driver's or passenger's understanding of the vehicle dynamics and is thought to be employed in the perception, cognition and action processes of the brain. The internal model aids the estimation of the states of the vehicle from noisy sensory measurements. It can also be used to optimise cognitive control action by predicting the consequence of the action; thus model predictive control (MPC) theory provides a foundation for modelling the cognition process. The stretch reflex of the neuromuscular system also makes use of the prediction of the internal model. Extensions to the MPC approach are described which account for: interaction with an automated vehicle; robust control; intermittent control; and cognitive workload. Further work to extend understanding of occupant-vehicle dynamic interaction is outlined. This paper is based on a keynote presentation given by the author to the 13th International Symposium on Advanced Vehicle Control (AVEC) conference held in Munich, September 2016.

77 FR 39795 - Notice of Final Federal Agency Actions on the Interstate 395 High Occupancy (HOV) Vehicle Ramp at...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-05

... actions subject to 23 U.S.C. 139(l)(1). A claim seeking judicial review of the Federal agency actions on...: Federal Highway Administration (FHWA), DOT. ACTION: Notice of Limitation on Claims for Judicial Review of... meaning of 23 U.S.C. 139(l)(1). The actions relate to the Interstate 395 High Occupancy Vehicle (HOV) Ramp...

1977 Nationwide Personal Transportation Study : vehicle occupancy

DOT National Transportation Integrated Search

1981-04-01

This report is part of a series that presents findings from the 1977 Nationwide Personal Transportation Study (NPTS). This report contains average vehicle occupancy rates by trip characteristics (trip purpose, trip length, time of day and day of the ...

2007 motor vehicle occupant safety survey. Volume 1, Methodology report

DOT National Transportation Integrated Search

2008-07-01

The 2007 Motor Vehicle Occupant Safety Survey was the sixth in a series of periodic national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by Sc...

2003 motor vehicle occupant safety survey. Volume 1, Methodology report

DOT National Transportation Integrated Search

2003-09-01

The 2003 Motor Vehicle Occupant Safety Survey was the fifth in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration. The survey used two questionnaires, each ad...

Evaluation of the high occupancy vehicle (HOV) lanes on the Long Island Expressway : January 1997 HOV lane user and non-user survey

DOT National Transportation Integrated Search

1997-01-01

As part of the periodic evaluation of the High Occupancy Vehicle (HOV) lanes on the Long Island Expressway, an HOV lane user/non-user survey was conducted in January 1997. The survey included users of the HOV lanes during the HOV-reserved hours, HOV ...

Occupant and crash characteristics for case occupants with cervical spine injuries sustained in motor vehicle collisions.

PubMed

Stein, Deborah M; Kufera, Joseph A; Ho, Shiu M; Ryb, Gabriel E; Dischinger, Patricia C; O'Connor, James V; Scalea, Thomas M

2011-02-01

Motor vehicle collisions (MVCs) are the leading cause of spine and spinal cord injuries in the United States. Traumatic cervical spine injuries (CSIs) result in significant morbidity and mortality. This study was designed to evaluate both the epidemiologic and biomechanical risk factors associated with CSI in MVCs by using a population-based database and to describe occupant and crashes characteristics for a subset of severe crashes in which a CSI was sustained as represented by the Crash Injury Research Engineering Network (CIREN) database. Prospectively collected CIREN data from the eight centers were used to identify all case occupants between 1996 and November 2009. Case occupants older than 14 years and case vehicles of the four most common vehicle types were included. The National Automotive Sampling System's Crashworthiness Data System, a probability sample of all police-reported MVCs in the United States, was queried using the same inclusion criteria between 1997 and 2008. Cervical spinal cord and spinal column injuries were identified using Abbreviated Injury Scale (AIS) score codes. Data were abstracted on all case occupants, biomechanical crash characteristics, and injuries sustained. Univariate analysis was performed using a χ analysis. Logistic regression was used to identify significant risk factors in a multivariate analysis to control for confounding associations. CSIs were identified in 11.5% of CIREN case occupants. Case occupants aged 65 years or older and those occupants involved in rollover crashes were more likely to sustain a CSI. In univariate analysis of the subset of severe crashes represented by CIREN, the use of airbag and seat belt together (reference) were more protective than seat belt alone (odds ratio [OR]=1.73, 95% confidence interval [CI]=1.32-2.27) or the use of neither restraint system (OR=1.45, 95% CI=1.02-2.07). The most frequent injury sources in CIREN crashes were roof and its components (24.8%) and noncontact sources (15

Implications of Vehicle Roll Direction on Occupant Ejection and Injury Risk

PubMed Central

Gloeckner, D. Claire; Moore, Tara L. A.; Steffey, Duane; Bare, Cleve; Corrigan, Catherine Ford

2006-01-01

Vehicle roll direction and occupant position have been shown to affect occupant kinematics. Data from NASS-CDS were analyzed for risk of serious or greater injuries and ejection with respect to the position of the occupant (near side or far side). The risk of AIS 3+ injuries was higher for unrestrained occupants, for ejected occupants, for occupants involved in rollovers with higher numbers of quarter turns, and for far side occupants. Near side occupants had an increased risk of partial ejection in rollovers consisting of one complete roll or less. Occupant roll direction did not affect risk of complete ejection. PMID:16968635

Vehicle occupant exposure to carbon monoxide.

PubMed

Koushki, P A; al-Dhowalia, K H; Niaizi, S A

1992-12-01

This paper focuses on the auto commuting micro-environment and presents typical carbon monoxide (CO) concentrations to which auto commuters in central Riyadh, Saudi Arabia were exposed. Two test vehicles traveling over four main arterial roadways were monitored for inside and outside CO levels during eighty peak and off-peak hours extending over an eight-month period. The relative importance of several variables which explained the variability in CO concentrations inside autos was also assessed. It was found that during peak hours auto commuters were exposed to mean CO levels that ranged from 30 to 40 ppm over trips that typically took between 25 to 40 minutes. The mean ratio of inside to outside CO levels was 0.84. Results of variance component analyses indicated that the most important variables affecting CO concentrations inside autos were, in addition to the smoking of vehicle occupants, traffic volume, vehicle speed, period of day and wind velocity. An increase in traffic volume from 1,000 to 5,000 vehicles per hour (vph) increased mean CO level exposure by 71 percent. An increase in vehicle speed from 14 to 55 km/h reduced mean CO exposure by 36 percent. The number of traffic interruptions had a moderate effect on mean concentrations of CO inside vehicles.

2007 motor vehicle occupant safety survey. Volume 3, air bags report

DOT National Transportation Integrated Search

2008-11-01

The 2007 Motor Vehicle Occupant Safety Survey was the sixth in a series of periodic national telephone surveys on occupant : protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted : b...

Asphyxia: a rare cause of death for motor vehicle crash occupants.

PubMed

Conroy, Carol; Stanley, Christina; Eastman, A Brent; Vaughan, Teresa; Vilke, Gary M; Hoyt, David B; Pacyna, Sharon; Smith, Alan

2008-03-01

Motor vehicle related trauma is one of the leading causes of traumatic death. Although most of these deaths are because of severe blunt force trauma, there are people without severe injury who die of asphyxia related to the motor vehicle collision. There were 37 deaths because of motor vehicle related asphyxia in San Diego County during 1995-2004. Almost half (48.6%) of these deaths were because of compression asphyxia, 29.7% were positional asphyxia deaths, and 16.2% died of a combination of compression and positional asphyxia. We were unable to classify the mechanism of asphyxia for the remaining 5.4% of asphyxia deaths. Almost all occupants dying from asphyxia were involved in rollover crashes and may have been incapacitated by obesity, drug or alcohol intoxication, or blunt force trauma. Compression asphyxia deaths occurred both from vehicle crush with intrusion into the passenger compartment and from ejection of the occupant and subsequent crushing by the vehicle. Positional asphyxia occurred in positions interfering with normal respiration, including inversion. None of the occupants had injury severe enough to result in death at the scene if they had not first died of asphyxia. This study suggests classifying the mechanism of asphyxia for these fatalities may be a challenge to forensic pathologists who seldom see these rare deaths.

2007 motor vehicle occupant safety survey. Volume 2, Seat belt report

DOT National Transportation Integrated Search

2008-07-01

The 2007 Motor Vehicle Occupant Safety Survey was the sixth in a series of periodic national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by Sc...

2000 motor vehicle occupant safety survey. Volume 2, Seat belt report

DOT National Transportation Integrated Search

2001-11-01

The 2000 Motor Vehicle Occupant Safety Survey was the fourth in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by t...

2000 motor vehicle occupant safety survey. Volume 3, Air bags report

DOT National Transportation Integrated Search

2001-09-01

The 2000 Motor Vehicle Occupant Safety Survey was the fourth in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by S...

2003 motor vehicle occupant safety survey. Volume 2, Safety belt report

DOT National Transportation Integrated Search

2003-09-01

The 2003 Motor Vehicle Occupant Safety Survey was the fifth in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by Sc...

Pelvic ring fractures: implications of vehicle design, crash type, and occupant characteristics.

PubMed

Rowe, Stephen A; Sochor, Mark S; Staples, Kurtis S; Wahl, Wendy L; Wang, Stewart C

2004-10-01

Pelvic ring fractures (PRFs) are a major cause of morbidity and mortality in motor vehicle collisions (MVCs). Understanding the factors leading to PRFs may help improve vehicle design and safety. This study sought to determine the vehicular, crash, and occupant characteristics that contribute to PRFs. From 1997 to 2003, 240 adult patients involved in lateral or frontal crashes were prospectively studied. Comprehensive crash reconstructions, vehicle analysis, and occupant data were compiled and analyzed as part of the national Crash Injury Research Engineering Network project. Of 240 study patients, 38 had PRFs. The incidence of PRFs was significantly associated with female gender, lateral impact crashes, vehicle incompatibility, and severity of crash. Seat belts and airbags were not protective against PRFs in either lateral or frontal crashes. All vehicles in the current study were less than 6 years old at the time of the MVC and thus reflect newer safety designs. Compared with studies of PRFs in MVCs before the widespread adoption of modern safety standards, our series suggests there has been a modest decrease in the incidence of PRFs in newer vehicles. Current safety standards do not adequately protect against PRFs, especially in lateral MVCs involving incompatibility and female occupants. New technology needs to be developed and implemented. Our data suggest that side impact airbags, alteration of vehicle geometry, and increased reinforcement of side panels and doors may result in fewer PRFs.

Evaluation of New York state's mandatory occupant restraint law : fatalities and injuries among motor vehicle occupants covered by the law

DOT National Transportation Integrated Search

1987-02-01

The report focuses on the ultimate measure of the effectiveness of New York State's Mandatory Occupant Restraint Law: reductions in fatalities and serious injuries among vehicle occupants. All front seat occupants and children under the age of ten, r...

Using in-depth investigations to identify transportation safety issues for wheelchair-seated occupants of motor vehicles.

PubMed

Schneider, Lawrence W; Klinich, Kathleen D; Moore, Jamie L; MacWilliams, Joel B

2010-04-01

In-depth investigations of motor-vehicle crashes involve detailed inspection, measurement, and photodocumentation of vehicle exterior and interior damage, evidence of belt-restraint use, and evidence of occupant contacts with the vehicle interior. Results of in-depth investigations thereby provide the most objective way to identify current and emerging injury problems and issues in occupant safety and crash protection, and provide important feedback on the real-world performance of the latest restraint-system and vehicle crashworthiness technologies. To provide an objective understanding of real-world transportation safety issues for wheelchair-seated travelers, the University of Michigan Transportation Research Institute (UMTRI) has been conducting and assembling data from in-depth investigations of motor-vehicle crashes and non-crash adverse moving-vehicle incidents, such as emergency vehicle braking, turning, and swerving, in which there was at least one vehicle occupant sitting in a wheelchair. The results of 39 investigations involving 42 wheelchair-seated occupants have been assembled and entered into a wheelchair-occupant crash/injury database. In addition, a biomechanical analysis of each case has been performed to identify key safety issues for wheelchair-seated travelers. The wheelchairs of 34 of the 42 occupants who were seated in wheelchairs while traveling in motor vehicles were effectively secured by either a four-point, strap-type tiedown system or a docking securement device, and all but one of these properly secured wheelchairs remained in place during the crash or non-collision event. However, 30 of the 42 occupants were improperly restrained, either because of non-use or incomplete use of available belt restraints, or because the belt restraints were improperly positioned on the occupant's body. Twenty-six of the 42 occupants sustained significant injuries and 10 of these occupants died as a direct result of injuries sustained, or from

Crew Exploration Vehicle (CEV) (Orion) Occupant Protection. Part 1; Appendices

NASA Technical Reports Server (NTRS)

Currie-Gregg, Nancy J.; Gernhardt, Michael L.; Lawrence, Charles; Somers, Jeffrey T.

2016-01-01

Dr. Nancy J. Currie, of the NASA Engineering and Safety Center (NESC), Chief Engineer at Johnson Space Center (JSC), requested an assessment of the Crew Exploration Vehicle (CEV) occupant protection as a result of issues identified by the Constellation Program and Orion Project. The NESC, in collaboration with the Human Research Program (HRP), investigated new methods associated with occupant protection for the Crew Exploration Vehicle (CEV), known as Orion. The primary objective of this assessment was to investigate new methods associated with occupant protection for the CEV, known as Orion, that would ensure the design provided minimal risk to the crew during nominal and contingency landings in an acceptable set of environmental and spacecraft failure conditions. This documents contains the appendices to the NESC assessment report. NASA/TM-2013-217380, Application of the Brinkley Dynamic Response Criterion to Spacecraft Transient Dynamic Events supersedes this document.

2007 motor vehicle occupant safety survey. Volume 5, Child safety seat report

DOT National Transportation Integrated Search

2009-04-01

The 2007 Motor Vehicle Occupant Safety Survey (MVOSS) was the sixth in a series of periodic national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conduct...

Patterns of correlation between vehicle occupant seat pressure and anthropometry.

PubMed

Paul, Gunther; Daniell, Nathan; Fraysse, François

2012-01-01

Seat pressure is known as a major factor of seat comfort in vehicles. In passenger vehicles, there is lacking research into the seat comfort of rear seat occupants. As accurate seat pressure measurement requires significant effort, simulation of seat pressure is evolving as a preferred method. However, analytic methods are based on complex finite element modeling and therefore are time consuming and involve high investment. Based on accurate anthropometric measurements of 64 male subjects and outboard rear seat pressure measurements in three different passenger vehicles, this study investigates if a set of parameters derived from seat pressure mapping are sensitive enough to differentiate between different seats and whether they correlate with anthropometry in linear models. In addition to the pressure map analysis, H-Points were measured with a coordinate measurement system based on palpated body landmarks and the range of H-Point locations in the three seats is provided. It was found that for the cushion, cushion contact area and cushion front area/force could be modeled by subject anthropometry, while only seatback contact area could be modeled based on anthropometry for all three vehicles. Major differences were found between the vehicles for other parameters.

2000 motor vehicle occupant safety survey. Volume 5, Child safety seat report

DOT National Transportation Integrated Search

2002-06-01

The 2000 Motor Vehicle Occupant Safety Survey was the fourth in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by S...

1998 Motor Vehicle Occupant Safety Survey. Volume 3, Child safety seat report

DOT National Transportation Integrated Search

2000-07-01

The 1998 Motor Vehicle Occupant Safety Survey was the third in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by th...

Daytime and nighttime seat belt use by fatally injured passenger vehicle occupants.

DOT National Transportation Integrated Search

2010-07-01

The difference in day and night seat belt use among fatally injured passenger vehicle occupants was : investigated by personal, environmental, and vehicle characteristics. In each of the 10 years reviewed, seat belt : use among fatally injured occupa...

Biomechanical analysis of occupant kinematics in rollover motor vehicle accidents: dynamic spit test.

PubMed

Sances, Anthony; Kumaresan, Srirangam; Clarke, Richard; Herbst, Brian; Meyer, Steve

2005-01-01

A better understanding of occupant kinematics in rollover accidents helps to advance biomechanical knowledge and to enhance the safety features of motor vehicles. While many rollover accident simulation studies have adopted the static approach to delineate the occupant kinematics in rollover accidents, very few studies have attempted the dynamic approach. The present work was designed to study the biomechanics of restrained occupants during rollover accidents using the steady-state dynamic spit test and to address the importance of keeping the lap belt fastened. Experimental tests were conducted using an anthropometric 50% Hybrid III dummy in a vehicle. The vehicle was rotated at 180 degrees/second and the dummy was restrained using a standard three-point restraint system. The lap belt of the dummy was fastened either by using the cinching latch plate or by locking the retractor. Three configurations of shoulder belt harness were simulated: shoulder belt loose on chest with cinch plate, shoulder belt under the left arm and shoulder belt behind the chest. In all tests, the dummy stayed within the confinement of the vehicle indicating that the securely fastened lap belt holds the dummy with dynamic movement of 3 1/2" to 4". The results show that occupant movement in rollover accidents is least affected by various shoulder harness positions with a securely fastened lap belt. The present study forms a first step in delineating the biomechanics of occupants in rollover accidents.

75 FR 6123 - Federal Motor Vehicle Safety Standards; Occupant Crash Protection

Federal Register 2010, 2011, 2012, 2013, 2014

2010-02-08

... motor vehicle safety standard is in effect under this chapter, a State or a political subdivision of a... [Docket No. NHTSA-2009-0156] RIN 2127-AK57 Federal Motor Vehicle Safety Standards; Occupant Crash...'s response to petitions for reconsideration of a November 12, 2008 final rule that amended the child...

Wheelchair tiedown and occupant restraint practices in paratransit vehicles

PubMed Central

Smalley, Craig

2018-01-01

The purpose of this study was to characterize wheelchair tiedown and occupant restraint system (WTORS) usage in paratransit vehicles based on observations of wheelchair and scooter (wheeled mobility devices, collectively, “WhMD”) passenger trips. A retrospective review of on-board video monitoring recordings of WhMD trips was conducted. Four hundred seventy-five video recordings were collected for review and analysis. The use of all four tiedowns to secure the WhMD was observed more frequently for power WhMDs (82%) and manual WhMDs (80%) compared to scooters (39%), and this difference was significant (p< 0.01). Nonuse or misuse of the occupant restraint system occurred during 88% of WhMD trips, and was most frequently due to vehicle operator neglect in applying the shoulder belt. Despite the absence of incidents or injuries in this study, misuse and nonuse of WTORS potentially place WhMD seated passengers at higher risk of injury during transit. These findings support the need for improved vehicle operator training and passenger education on the proper use of WTORS and development of WTORS with improved usability and/or alternative technologies that can be automated or used independently. PMID:29304035

Wheelchair tiedown and occupant restraint practices in paratransit vehicles.

PubMed

Frost, Karen; Bertocci, Gina; Smalley, Craig

2018-01-01

The purpose of this study was to characterize wheelchair tiedown and occupant restraint system (WTORS) usage in paratransit vehicles based on observations of wheelchair and scooter (wheeled mobility devices, collectively, "WhMD") passenger trips. A retrospective review of on-board video monitoring recordings of WhMD trips was conducted. Four hundred seventy-five video recordings were collected for review and analysis. The use of all four tiedowns to secure the WhMD was observed more frequently for power WhMDs (82%) and manual WhMDs (80%) compared to scooters (39%), and this difference was significant (p< 0.01). Nonuse or misuse of the occupant restraint system occurred during 88% of WhMD trips, and was most frequently due to vehicle operator neglect in applying the shoulder belt. Despite the absence of incidents or injuries in this study, misuse and nonuse of WTORS potentially place WhMD seated passengers at higher risk of injury during transit. These findings support the need for improved vehicle operator training and passenger education on the proper use of WTORS and development of WTORS with improved usability and/or alternative technologies that can be automated or used independently.

Lost working days, productivity, and restraint use among occupants of motor vehicles that crashed in the United States.

PubMed

Ebel, B E; Mack, C; Diehr, P; Rivara, F P

2004-10-01

In 2001, 6.3 million passengers were involved in motor vehicle crashes. This study aimed to determine the number of work days lost as a result of motor vehicle crashes and factors that influenced people's return to work. This was a retrospective, population based cohort study of occupants in motor vehicles involved in crashes from the 1993-2001 Crashworthiness Data System produced by the National Highway Traffic Safety Administration. The sample population of people aged 18-65 years included two groups: occupants who survived and were working before the crash and occupants who were injured fatally and were estimated to have been working before the crash. Multivariate linear regression was used to analyze the impact of restraint use and injury type on return to work. Overall, 30.1% of occupants of vehicles that crashed missed one or more days of work. A crash resulted in a mean 28.0 (95% confidence interval 15.8 to 40.1) days lost from work, including losses associated with fatalities. The 2.1 million working occupants of vehicles that crashed in 2001 lost a total of 60 million days of work, resulting in annual productivity losses of over $7.5 billion (2964 to 12 075). Unrestrained vehicle occupants accounted for $5.6 billion in lost productivity. Motor vehicle crashes result in large and potentially preventable productive losses that are mostly attributable to fatal injuries.

Professional drivers: protection needed for a high-risk occupation.

PubMed Central

Baker, S P; Wong, J; Baron, R D

1976-01-01

"On the job" motor vehicle deaths number more than 4,000 annually in the U.S. and comprise nearly one-third of all work-related deaths. Yet the Department of Labor has set no standards relating to on-the-road safety of the millions of workers whose jobs entail large amounts of driving, and Department of Transportation standards affecting occupational safety cover only drivers in interstate commerce. Drivers of some commercial vehicles, such as heavy trucks, are at special risk of injury because trucks have usually been exempted for many years from federal motor vehicle safety standards--such as standards for brakes and seatbelts--designed to prevent crashes or protect occupants in crashes. Observations based on a series of 150 fatal crashes involving tractor trailers illustrate the need for better protection of this large population of high-risk workers. Clarification of responsibility within the various federal agencies and application of available knowledge and technology are essential. PMID:937611

1996 motor vehicle occupant safety survey. Volume 3, Seat belts

DOT National Transportation Integrated Search

1997-08-14

The National Highway Traffic Safety Administration (NHTSA) commissioned the research firm of Schulman, Ronca & Bucuvalas, Inc. (SRBI) to conduct the 1996 Motor Vehicle Occupant Safety Survey. Between November 4, 1996 and January 5, 1997 SRBI conducte...

Motor Vehicle and Machinery Repairers. Reprinted from the Occupational Outlook Handbook, 1978-79 Edition.

ERIC Educational Resources Information Center

Bureau of Labor Statistics (DOL), Washington, DC.

Focusing on motor vehicle and machinery repairers, this document is one in a series of forty-one reprints from the Occupational Outlook Handbook providing current information and employment projections for individual occupations and industries through 1985. The specific occupations covered in this document include automobile body repairers,…

1996 motor vehicle occupant safety survey. Volume 5, Car seats

DOT National Transportation Integrated Search

1997-12-22

The National Highway Traffic Safety Administration (NHTSA) commissioned the research firm of Schulman, Ronca and Bucavalas, Inc. (SRBI) to conduct the 1996 Motor Vehicle Occupant Safety Survey. Between November 4, 1996 and January 5, 1997 SRBI conduc...

78 FR 70415 - Federal Motor Vehicle Safety Standards; Occupant Crash Protection

Federal Register 2010, 2011, 2012, 2013, 2014

2013-11-25

...Completing the first initiative of NHTSA's 2007 ``NHTSA's Approach to Motorcoach Safety'' plan and one of the principal undertakings of DOT's 2009 Motorcoach Safety Action Plan, and fulfilling a statutory mandate of the Motorcoach Enhanced Safety Act of 2012, incorporated into the Moving Ahead for Progress in the 21st Century Act, this final rule amends the Federal motor vehicle safety standard (FMVSS) on occupant crash protection to require lap/shoulder seat belts for each passenger seating position in all new over-the-road buses, and in new buses other than over-the-road buses with a gross vehicle weight rating (GVWR) greater than 11,793 kilograms (kg) (26,000 pounds (lb), with certain exclusions. By requiring the passenger lap/ shoulder seat belts, this final rule significantly reduces the risk of fatality and serious injury in frontal crashes and the risk of occupant ejection in rollovers, thus considerably enhancing the safety of these vehicles.

Occupational exposure assessment of highway toll station workers to vehicle engine exhaust.

PubMed

Belloc-Santaliestra, Miriam; van der Haar, Rudolf; Molinero-Ruiz, Emilia

2015-01-01

Toll station workers are occupationally exposed to vehicle engine exhaust, a complex mixture of different chemical substances, including carcinogenic compounds. Therefore, a study was carried out on attendants of two highway toll stations to describe their occupational exposure to vehicle engine exhaust, based on a worst-case scenario approach. Personal sampling was conducted during the day shift for all attendants, testing for three groups of chemical substances: polycyclic aromatic hydrocarbons (PAHs), volatile organic compounds (VOCs) and aldehydes (formaldehyde and acrolein). Concentrations of total PAH, BTEX (benzene, toluene, ethylbenzene, and xylenes) and formaldehyde content varied between 97.60-336.08 ng/m3, 5.01-40.52 μg/m3, and 0.06-19.13 μg/m3, respectively. No clear relationships could be established between exposure levels and the number of vehicles. Furthermore, no differences were found between truck versus car lanes, or inside versus outside the tollbooth. Not all the detected VOCs were related to vehicle exhaust; some were consistent with the use of cleaning products. The measured concentrations were far below the established occupational exposure limits, but tended to be higher than values reported for outdoor urban environments. There are very few international studies assessing occupational exposures among toll station workers, and this is the first such study to be conducted in Spain. The results suggest that further, more detailed studies are necessary to characterize exposure properly, and ones which include other airborne pollutants, such as ultrafine particles. The comparison of the results to other similar studies was difficult, since no data related to some important exposure determinants have been provided. Therefore, it is recommended that these determinants be considered in future studies.

1998 motor vehicle occupant safety survey. Volume 1, methodology report

DOT National Transportation Integrated Search

2000-03-01

This is the Methodology Report for the 1998 Motor Vehicle Occupant Safety Survey. The survey is conducted on a biennial basis (initiated in 1994), and is administered by telephone to a randomly selected national sample. Two questionnaires are used, e...

Crash pulse optimization for occupant protection at various impact velocities.

PubMed

Ito, Daisuke; Yokoi, Yusuke; Mizuno, Koji

2015-01-01

Vehicle deceleration has a large influence on occupant kinematic behavior and injury risks in crashes, and the optimization of the vehicle crash pulse that mitigates occupant loadings has been the subject of substantial research. These optimization research efforts focused on only high-velocity impact in regulatory or new car assessment programs though vehicle collisions occur over a wide range of velocities. In this study, the vehicle crash pulse was optimized for various velocities with a genetic algorithm. Vehicle deceleration was optimized in a full-frontal rigid barrier crash with a simple spring-mass model that represents the vehicle-occupant interaction and a Hybrid III 50th percentile male multibody model. To examine whether the vehicle crash pulse optimized at the high impact velocity is useful for reducing occupant loading at all impact velocities less than the optimized velocity, the occupant deceleration was calculated at various velocities for the optimized crash pulse determined at a high speed. The optimized vehicle deceleration-deformation characteristics that are effective for various velocities were investigated with 2 approaches. The optimized vehicle crash pulse at a single impact velocity consists of a high initial impulse followed by zero deceleration and then constant deceleration in the final stage. The vehicle deceleration optimized with the Hybrid III model was comparable to that determined from the spring-mass model. The optimized vehicle deceleration-deformation characteristics determined at a high speed did not necessarily lead to an occupant deceleration reduction at a lower velocity. The maximum occupant deceleration at each velocity was normalized by the maximum deceleration determined in the single impact velocity optimization. The resulting vehicle deceleration-deformation characteristic was a square crash pulse. The objective function was defined as the number of injuries, which was the product of the number of collisions at the

Reduced Protection for Belted Occupants in Rear Seats Relative to Front Seats of New Model Year Vehicles

PubMed Central

Sahraei, Elham; Digges, Kennerly; Marzougui, Dhafer

2010-01-01

Effectiveness of the rear seat in protecting occupants of different age groups in frontal crashes for 2000–2009 model years (MY) of vehicles was estimated and compared to 1990–1999 model years of vehicles. The objective was to determine the effectiveness of the rear seat compared to the front seat for various age groups in newer model year vehicles. The double paired comparison method was used to estimate relative effectiveness. For belted adults of the 25–49 age group, the fatality reduction effectiveness of the rear seat compared to the right front seat was 25 % (CI 11% to 36%), in the 1990–1999 model year vehicles. The relative effectiveness was −31% (CI −63% to −5%) for the same population, in the 2000–2009 model year vehicles. For restrained children 0–8 years old, the relative effectiveness was 55% (CI 48% to 61%) when the vehicles were of the 1990–1999 period. The level of effectiveness for this age group was reduced to 25% (CI −4% to 46%) in the 2000–2009 MYs of vehicles. Results for other age groups of belted occupants have followed a similar trend. All belted adult occupants of 25+ years old were significantly less protected in rear seats as compared to right front seats in the 2000–2009 model years of vehicles. For unbelted occupants however, rear seats were still a safer position than front seats, even in the 2000–2009 model years of vehicles. PMID:21050599

Rural and Urban Differences in Passenger-Vehicle-Occupant Deaths and Seat Belt Use Among Adults - United States, 2014.

PubMed

Beck, Laurie F; Downs, Jonathan; Stevens, Mark R; Sauber-Schatz, Erin K

2017-09-22

Motor-vehicle crashes are a leading cause of death in the United States. Compared with urban residents, rural residents are at an increased risk for death from crashes and are less likely to wear seat belts. These differences have not been well described by levels of rurality. 2014. Data from the Fatality Analysis Reporting System (FARS) and the Behavioral Risk Factor Surveillance System (BRFSS) were used to identify passenger-vehicle-occupant deaths from motor-vehicle crashes and estimate the prevalence of seat belt use. FARS, a census of U.S. motor-vehicle crashes involving one or more deaths, was used to identify passenger-vehicle-occupant deaths among adults aged ≥18 years. Passenger-vehicle occupants were defined as persons driving or riding in passenger cars, light trucks, vans, or sport utility vehicles. Death rates per 100,000 population, age-adjusted to the 2000 U.S. standard population and the proportion of occupants who were unrestrained at the time of the fatal crash, were calculated. BRFSS, an annual, state-based, random-digit-dialed telephone survey of the noninstitutionalized U.S. civilian population aged ≥18 years, was used to estimate prevalence of seat belt use. FARS and BRFSS data were analyzed by a six-level rural-urban designation, based on the U.S. Department of Agriculture 2013 rural-urban continuum codes, and stratified by census region and type of state seat belt enforcement law (primary or secondary). Within each census region, age-adjusted passenger-vehicle-occupant death rates per 100,000 population increased with increasing rurality, from the most urban to the most rural counties: South, 6.8 to 29.2; Midwest, 5.3 to 25.8; West, 3.9 to 40.0; and Northeast, 3.5 to 10.8. (For the Northeast, data for the most rural counties were not reported because of suppression criteria; comparison is for the most urban to the second-most rural counties.) Similarly, the proportion of occupants who were unrestrained at the time of the fatal crash

2007 motor vehicle occupant safety survey. Volume 4, Crash injury and emergency medical services report

DOT National Transportation Integrated Search

2008-12-01

The 2007 Motor Vehicle Occupant Safety Survey was the sixth in a series of periodic national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by Sc...

2000 motor vehicle occupant safety survey. Volume 4, Crash injury and emergency medical services report

DOT National Transportation Integrated Search

2001-11-01

The 2000 Motor Vehicle Occupant Safety Survey was the fourth in a series of biennial national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by S...

2007 motor vehicle occupant safety survey : use of and support for emergency medical services systems.

DOT National Transportation Integrated Search

2009-09-01

The Motor Vehicle Occupant Safety Survey (MVOSS) is a national telephone survey administered by NHTSA on a periodic basis to obtain data on attitudes, knowledge, and self-reported behavior primarily in areas of occupant protection. The sample is comp...

Experimental study on occupant's thermal responses under the non-uniform conditions in vehicle cabin during the heating period

NASA Astrophysics Data System (ADS)

Zhang, Wencan; Chen, Jiqing; Lan, Fengchong

2014-03-01

The existing investigations on thermal comfort mostly focus on the thermal environment conditions, especially of the air-flow field and the temperature distributions in vehicle cabin. Less attention appears to direct to the thermal comfort or thermal sensation of occupants, even to the relationship between thermal conditions and thermal sensation. In this paper, a series of experiments were designed and conducted for understanding the non-uniform conditions and the occupant's thermal responses in vehicle cabin during the heating period. To accurately assess the transient temperature distribution in cabin in common daily condition, the air temperature at a number of positions is measured in a full size vehicle cabin under natural winter environment in South China by using a discrete thermocouples network. The occupant body is divided into nine segments, the skin temperature at each segment and the occupant's local thermal sensation at the head, body, upper limb and lower limb are monitored continuously. The skin temperature is observed by using a discrete thermocouples network, and the local thermal sensation is evaluated by using a seven-point thermal comfort survey questionnaire proposed by American Society of Heating, Refrigerating and Air-Conditioning Engineers, Inc(ASHRAE) Standard. The relationship between the skin temperature and the thermal sensation is discussed and regressed by statistics method. The results show that the interior air temperature is highly non-uniform over the vehicle cabin. The locations where the occupants sit have a significant effect on the occupant's thermal responses, including the skin temperature and the thermal sensation. The skin temperature and thermal sensation are quite different between body segments due to the effect of non-uniform conditions, clothing resistance, and the human thermal regulating system. A quantitative relationship between the thermal sensation and the skin temperature at each body segment of occupant in

Impact of exempt vehicles on managed lanes.

DOT National Transportation Integrated Search

2014-01-15

In order to better utilize available capacity in high-occupancy vehicle (HOV) lanes, states are permitted to allow certain qualifying non-HOVs to use HOV lanes. In general, states may allow motorcycles, public transportation vehicles, high-occupancy ...

Crash protectiveness to occupant injury and vehicle damage: An investigation on major car brands.

PubMed

Huang, Helai; Li, Chunyang; Zeng, Qiang

2016-01-01

This study sets out to investigate vehicles' crash protectiveness on occupant injury and vehicle damage, which can be deemed as an extension of the traditional crash worthiness. A Bayesian bivariate hierarchical ordered logistic (BVHOL) model is developed to estimate the occupant protectiveness (OP) and vehicle protectiveness (VP) of 23 major car brands in Florida, with considering vehicles' crash aggressivity and controlling external factors. The proposed model not only takes over the strength of the existing hierarchical ordered logistic (HOL) model, i.e. specifying the order characteristics of crash outcomes and cross-crash heterogeneities, but also accounts for the correlation between the two crash responses, driver injury and vehicle damage. A total of 7335 two-vehicle-crash records with 14,670 cars involved in Florida are used for the investigation. From the estimation results, it's found that most of the luxury cars such as Cadillac, Volvo and Lexus possess excellent OP and VP while some brands such as KIA and Saturn perform very badly in both aspects. The ranks of the estimated safety performance indices are even compared to the counterparts in Huang et al. study [Huang, H., Hu, S., Abdel-Aty, M., 2014. Indexing crash worthiness and crash aggressivity by major car brands. Safety Science 62, 339-347]. The results show that the rank of occupant protectiveness index (OPI) is relatively coherent with that of crash worthiness index, but the ranks of crash aggressivity index in both studies is more different from each other. Meanwhile, a great discrepancy between the OPI rank and that of vehicle protectiveness index is found. What's more, the results of control variables and hyper-parameters estimation as well as comparison to HOL models with separate or identical threshold errors, demonstrate the validity and advancement of the proposed model and the robustness of the estimated OP and VP. Copyright © 2015 Elsevier Ltd. All rights reserved.

Estimating fatality rates in occupational light vehicle users using vehicle registration and crash data.

PubMed

Stuckey, Rwth; LaMontagne, Anthony D; Glass, Deborah C; Sim, Malcolm R

2010-04-01

To estimate occupational light vehicle (OLV) fatality numbers using vehicle registration and crash data and compare these with previous estimates based on workers' compensation data. New South Wales (NSW) Roads and Traffic Authority (RTA) vehicle registration and crash data were obtained for 2004. NSW is the only Australian jurisdiction with mandatory work-use registration, which was used as a proxy for work-relatedness. OLV fatality rates based on registration data as the denominator were calculated and comparisons made with published 2003/04 fatalities based on workers' compensation data. Thirty-four NSW RTA OLV-user fatalities were identified, a rate of 4.5 deaths per 100,000 organisationally registered OLV, whereas the Australian Safety and Compensation Council (ASCC), reported 28 OLV deaths Australia-wide. More OLV user fatalities were identified from vehicle registration-based data than those based on workers' compensation estimates and the data are likely to provide an improved estimate of fatalities specific to OLV use. OLV-use is an important cause of traumatic fatalities that would be better identified through the use of vehicle-registration data, which provides a stronger evidence base from which to develop policy responses. © 2010 The Authors. Journal Compilation © 2010 Public Health Association of Australia.

Potential occupant injury reduction in the U.S. vehicle fleet for lane departure warning-equipped vehicles in single-vehicle crashes.

PubMed

Kusano, Kristofer; Gorman, Thomas I; Sherony, Rini; Gabler, Hampton C

2014-01-01

Single-vehicle collisions involve only 10 percent of all occupants in crashes in the United States, yet these same crashes account for 31 percent of all fatalities. Along with other vehicle safety advancements, lane departure warning (LDW) systems are being introduced to mitigate the harmful effects of single-vehicle collisions. The objective of this study is to quantify the number of crashes and seriously injured drivers that could have been prevented in the United States in 2012 had all vehicles been equipped with LDW. In order to estimate the potential injury reduction benefits of LDW in the vehicle fleet, a comprehensive crash and injury simulation model was developed. The model's basis was 481 single-vehicle collisions extracted from the NASS-CDS for year 2012. Each crash was simulated in 2 conditions: (1) as it occurred and (2) as if the driver had an LDW system. By comparing the simulated vehicle's off-road trajectory before and after LDW, the reduction in the probability of a crash was determined. The probability of a seriously injured occupant (Maximum Abbreviated Injury Score [MAIS] 3+) given a crash was computed using injury risk curves with departure velocity and seat belt use as predictors. Each crash was simulated between 18 and 216 times to account for variable driver reaction, road, and vehicle conditions. Finally, the probability of a crash and seriously injured driver was summed over all simulations to determine the benefit of LDW. A majority of roads where departure crashes occurred had 2 lanes and were undivided. As a result, 58 percent of crashes had no shoulder. LDW will not be as effective on roads with no shoulder as on roads with large shoulders. LDW could potentially prevent 28.9 percent of all road departure crashes caused by the driver drifting out of his or her lane, resulting in a 24.3 percent reduction in the number of seriously injured drivers. The results of this study show that LDW, if widely adopted, could significantly mitigate

Multilevel Vehicle Design: Fuel Economy, Mobility and Safety Considerations, Part B. Ground Vehicle Weight and Occupant Safety Under Blast Loading

DTIC Science & Technology

2010-05-11

UNCLASSIFIED 11 Occupant Model Inputs: Blast Pulse (apeak) Seat Cushion Foam Stiffness (sc) Seat EA System Stiffness (sEA) Outputs: Upper Neck Axial Force...Floor Pad Surrogate model from linear regression on 300 data points: Inputs: Blast Pulse (apeak) Seat Cushion Foam Stiffness (sc) Seat EA System...B Ground Vehicle Weight and Occupant Safety Under Blast Loading Steven Hoffenson, presenter (U of M) Panos Papalambros, PI (U of M) Michael

Occupant injury in rollover crashes - Contribution of planar impacts with objects and other vehicles.

PubMed

Ivarsson, Johan; Poplin, Gerald; McMurry, Tim; Crandall, Jeff; Kerrigan, Jason

2015-12-01

Planar impacts with objects and other vehicles may increase the risk and severity of injury in rollover crashes. The current study compares the frequency of injury measures (MAIS 2+, 3+, and 4+; fatal; AIS 2+ head and cervical spine; and AIS 3+ head and thorax) as well as vehicle type distribution (passenger car, SUV, van, and light truck), crash kinematics, and occupant demographics between single vehicle single event rollovers (SV Pure) and multiple event rollovers to determine which types of multiple event rollovers can be pooled with SV Pure to study rollover induced occupant injury. Four different types of multiple event rollovers were defined: single and multi-vehicle crashes for which the rollover is the most severe event (SV Prim and MV Prim) and single and multi-vehicle crashes for which the rollover is not the most severe event (SV Non-Prim and MV Non-Prim). Information from real world crashes was obtained from the National Automotive Sampling System - Crashworthiness Data System (NASS-CDS) for the period from 1995 through 2011. Belted, contained or partially ejected, adult occupants in vehicles that completed 1-16 lateral quarter turns were assigned to one of the five rollover categories. The results showed that the frequency of injury in non-primary rollovers (SV Non-Prim and MV Non-Prim) involving no more than one roof inversion is substantially greater than in SV Pure, but that this disparity diminishes for crashes involving multiple inversions. It can further be concluded that for a given number of roof inversions, the distribution of injuries and crash characteristics in SV Pure and SV Prim crashes are sufficiently similar for these categories to be considered collectively for purposes of understanding etiologies and developing strategies for prevention. Copyright © 2015 Elsevier Ltd. All rights reserved.

Occupant and Crash Characteristics in Thoracic and Lumbar Spine Injuries Resulting From Motor Vehicle Collisions

PubMed Central

Rao, Raj D.; Berry, Chirag; Yoganandan, Narayan; Agarwal, Arnav

2016-01-01

Background context Motor vehicle collisions (MVC) are a leading cause of thoracic and lumbar (T and L) spine injuries. Mechanisms of injury in vehicular crashes that result in thoracic and lumbar fractures and the spectrum of injury in these occupants have not been extensively studied in the literature. Purpose The objective was to investigate the patterns of T and L spine injury following MVC; correlate these patterns with restraint use, crash characteristics and demographic variables; and study the associations of these injuries with general injury morbidity and fatality. Study design/Setting Retrospective study of a prospectively gathered database. Patient sample Six hundred and thirty-one occupants with T and L (T1-L5) spine injuries from 4572 occupants included in the Crash Injury Research and Engineering Network (CIREN) database between 1996 and 2011. Outcome measures No clinical outcome measures were evaluated in this study. Methods The CIREN database includes moderate to severely injured occupants from MVC involving vehicles manufactured recently. Demographic, injury and crash data from each patient was analyzed for correlations between pattern of T and L spine injury, associated extra-spinal injuries and overall injury severity score (ISS), type and use of seat belts, and other crash characteristics. T and L spine injury pattern was categorized using a modified Denis classification, to include extension injuries as a separate entity. Results T and L spine injuries were identified in 631 of 4572 vehicle occupants, of whom 299 sustained major injuries (including 21 extension injuries) and 332 sustained minor injuries. Flexion-distraction injuries were more prevalent in children and young adults, and extension injuries in older adults (mean age 65.7 years). Occupants with extension injuries had a mean BMI of 36.0 and a fatality rate of 23.8%, much higher than the fatality rate for the entire cohort (10.9%). The most frequent extra-spinal injuries (Abbreviated

Considering high occupancy vehicle alternatives in the urban transportation planning process: energy savings. Final report, August 1981-October 1983

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

Clifford, M.J.; Wickstrom, G.V.

1983-10-01

Preferred treatment of high occupancy vehicles (HOV's), through strategies such as dedicated lanes, can achieve transportation energy conservation. The research presented in this report provides a method for regional planning agencies to assess such HOV facilities, from a travel demand and energy consumption standpoint. The planning process is described and applied in a case study. Products of the case study included estimates of carpool formation and associated fuel savings, and traffic operations on HOV and other facilities in the corridor. The completed process represents a method to examine HOV's under a variety of policy and operational conditions. The process ismore » within the modeling capabilities of other Metropolitan Planning Organizations (MPO's) and should be transferable to other cities and corridors. Additional applications of the HOV estimation and evaluation process are recommended.« less

The feasibility test of state-of-the-art face detection algorithms for vehicle occupant detection

NASA Astrophysics Data System (ADS)

Makrushin, Andrey; Dittmann, Jana; Vielhauer, Claus; Langnickel, Mirko; Kraetzer, Christian

2010-01-01

Vehicle seat occupancy detection systems are designed to prevent the deployment of airbags at unoccupied seats, thus avoiding the considerable cost imposed by the replacement of airbags. Occupancy detection can also improve passenger comfort, e.g. by activating air-conditioning systems. The most promising development perspectives are seen in optical sensing systems which have become cheaper and smaller in recent years. The most plausible way to check the seat occupancy by occupants is the detection of presence and location of heads, or more precisely, faces. This paper compares the detection performances of the three most commonly used and widely available face detection algorithms: Viola- Jones, Kienzle et al. and Nilsson et al. The main objective of this work is to identify whether one of these systems is suitable for use in a vehicle environment with variable and mostly non-uniform illumination conditions, and whether any one face detection system can be sufficient for seat occupancy detection. The evaluation of detection performance is based on a large database comprising 53,928 video frames containing proprietary data collected from 39 persons of both sexes and different ages and body height as well as different objects such as bags and rearward/forward facing child restraint systems.

Factors associated with higher levels of injury severity in occupants of motor vehicles that were severely damaged in traffic crashes in Kentucky, 2000-2001.

PubMed

Singleton, Michael; Qin, Huifang; Luan, Jingyu

2004-06-01

The majority of motor vehicle occupants who were killed or hospitalized in crashes in Kentucky in 2000-2001 occupied vehicles that were severely damaged in the crash. Even so, overall only a small percentage of all severely damaged vehicle occupants were killed or hospitalized. The purpose was to identify occupant, vehicle, crash, and roadway/environmental factors that were associated with increased risk of severe injury in crashes where the occupant's vehicle was severely damaged. This study probabilistically linked Kentucky's statewide motor vehicle crash and inpatient hospital discharge data files for 2000 and 2001, and selected cases representing occupants of vehicles that were reported by police as having either "severe" or "very severe" damage. For occupants who were identified through data linkage as having been hospitalized, the Injury Severity Score (ISS) was calculated using ICDMAP-90 software, and the scores were stratified into the following categories: critical (>24), severe (15-24), moderate (9-14), and mild (<9). We then created an outcome variable, injury severity level, with five levels: killed; hospitalized with at least moderate injuries (ISS = critical, severe, or moderate); hospitalized with mild injuries (ISS = mild); injured according to the police report but not hospitalized; and no apparent injury according to the police report. We performed a stepwise, ordinal logistic regression of injury severity, using independent variables identified from the existing crash literature. Occupant risk factors for higher levels of injury severity selected by the regression were age (risk increased with age, other factors being equal), female gender, restraint non-use, ejection from the vehicle, and driver impairment (by alcohol and/or drugs). Crash risk factors included head-on collision, collision with a fixed object, vehicle rollover, and vehicle fire. Roadway/environmental factors were federal- or state-maintained roadway and posted speed limit 89 kph

Traveling by Bus Instead of Car on Urban Major Roads: Safety Benefits for Vehicle Occupants, Pedestrians, and Cyclists.

PubMed

Morency, Patrick; Strauss, Jillian; Pépin, Félix; Tessier, François; Grondines, Jocelyn

2018-04-01

Some studies have estimated fatality and injury rates for bus occupants, but data was aggregated at the country level and made no distinction between bus types. Also, injured pedestrians and cyclists, as a result of bus travel, were overlooked. We compared injury rates for car and city bus occupants on specific urban major roads, as well as the cyclist and pedestrian injuries associated with car and bus travel. We selected ten bus routes along major urban arterials (in Montreal, Canada). Passenger-kilometers traveled were estimated from vehicle counts at intersections (2002-2010) and from bus passenger counts (2008). Police accident reports (2001-2010) provided injury data for all modes. Injury rates associated with car and bus travel were calculated for vehicle occupants, pedestrians, and cyclists. Injury rate ratios were also computed. The safety benefits of bus travel, defined as the number of vehicle occupant, cyclist, and pedestrian injuries saved, were estimated for each route. Overall, for all ten routes, the ratio between car and bus occupant injury rates is 3.7 (95% CI [3.4, 4.0]). The rates of pedestrian and cyclist injuries per hundred million passenger-kilometers are also significantly greater for car travel than that for bus travel: 4.1 (95% CI [3.5, 4.9]) times greater for pedestrian injuries; 5.3 (95% CI [3.8, 7.6]) times greater for cyclist injuries. Similar results were observed for fatally and severely injured vehicle occupants, cyclists, and pedestrians. At the route level, the safety benefits of bus travel increase with the difference in injury rate associated with car and bus travel but also with the amount of passenger-kilometers by bus. Results show that city bus is a safer mode than car, for vehicle occupants but also for cyclists and pedestrians traveling along these bus routes. The safety benefits of bus travel greatly vary across urban routes; this spatial variation is most likely linked to environmental factors. Understanding the

Restraint of children with additional needs in motor vehicles: knowledge and challenges of paediatric occupational therapists in Victoria, Australia.

PubMed

Baker, Anne; Galvin, Jane; Vale, Lisa; Lindner, Helen

2012-02-01

This research project aimed to understand the challenges faced by occupational therapists when making recommendations regarding the restraint of children with additional needs in motor vehicles in Victoria, Australia. A cross-sectional survey design was used to explore current practice in relation to the prescription of motor vehicle restraints in Victoria, Australia. An electronic survey was sent to occupational therapists working with children aged from birth to 18 years in early intervention services, hospitals, schools, community services or private practice.   Challenges faced by occupational therapists related to a lack of knowledge of relevant standards and legal requirements, issues seating children with behavioural difficulties, families' inability to purchase recommended equipment and constraints as a result of funding issues. Further work is required to develop appropriate resources which support occupational therapists to make car seating recommendations for children with additional needs which comply with Australian legal requirements and standards. © 2011 The Authors. Australian Occupational Therapy Journal © 2011 Occupational Therapy Australia.

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.

The influence of damage distribution on serious brain injury in occupants in frontal motor vehicle crashes.

PubMed

Coimbra, Raul; Conroy, Carol; Hoyt, David B; Pacyna, Sharon; May, MarSue; Erwin, Steve; Tominaga, Gail; Kennedy, Frank; Sise, Michael; Velky, Tom

2008-07-01

In spite of improvements in motor vehicle safety systems and crashworthiness, motor vehicle crashes remain one of the leading causes of brain injury. The purpose of this study was to determine if the damage distribution across the frontal plane affected brain injury severity of occupants in frontal impacts. Occupants in "head on" frontal impacts with a Principal Direction of Force (PDOF) equal to 11, 12, or 1o'clock who sustained serious brain injury were identified using the Crash Injury Research Engineering Network (CIREN) database. Impacts were further classified based on the damage distribution across the frontal plane as distributed, offset, and extreme offset (corner). Overall, there was no significant difference for brain injury severity (based on Glasgow Coma Scale<9, or brain injury AIS>2) comparing occupants in the different impact categories. For occupants in distributed frontal impacts, safety belt use was protective (odds ratio (OR)=0.61) and intrusion at the occupant's seat position was four times more likely to result in severe (Glasgow Coma Scale (GCS)<9) brain injury (OR=4.35). For occupants in offset frontal impacts, again safety belt use was protective against severe brain injury (OR=0.25). Possibly due to the small number of brain-injured occupants in corner impacts, safety belts did not significantly protect against increased brain injury severity during corner impacts. This study supports the importance of safety belt use to decrease brain injury severity for occupants in distributed and offset frontal crashes. It also illustrates how studying "real world" crashes may provide useful information on occupant injuries under impact circumstances not currently covered by crash testing.

Study of current and planned high occupancy vehicle lane use: performance and prospects

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

Southworth, F.; Westbrook, F.

1985-12-01

This report details the results of a nationwide study of HOV lanes: their characteristics and performance as traffic congestion mitigating and rideshare enhancing facilities. The study took the form of telephone interviews with a variety of planning agencies in each of the 48 contiguous states and Hawaii over the period April through June 1985, with subsequent receipt of the most current documentation on regional HOV lane operations. The most up-to-date evidence on each lane's performance is presented: its hourly and peak period person throughput vis-a-vis the highway's adjacent, conventional mixed traffic lane(s), its vehicle throughput and occupancy, travel speed andmore » travel time savings for HOVs, lane rule violation rates, lane construction and maintenance costs and accident data. Estimates are provided of the growth in ridesharing over the life of the HOV-only lanes, of the number of vehicles removed from the highway through ridesharing, and of the subsequent fuel savings attributable to HOV lane projects. The relationship between bus patronage and carpool/vanpool mode adoption is looked at, and it is concluded that both forms of HOV can do well on properly planned lanes. The authors also point out the very partial nature of the existing evidence upon which to base HOV lane project evaluation, and the subsequent difficulty associated with ''selling'' the HOV lane concept to many planners and members of the public. They identify those characteristics associated with clearly successful HOV lane projects. Finally, the current state of planning for new HOV lanes in cities around the nation is described, and the major reasons given for rejection or abandonment of HOV lane projects are discussed.« less

An Efficient Optimal Design Methodology for Nonlinear Multibody Dynamics Systems with Application to Vehicle Occupant Restraint Systems

DTIC Science & Technology

2011-04-01

Lai, W., Carhart, M., Richards, D., Brown, J. and Raasch, C., (2006), Modeling the Effects of Seat Belt Pretensioners on Occupant Kinematics During...from being ejected from the vehicle but also be able to assist rapid entry into the vehicle during a rollover or other accidents to avoid injury or...vehicles, such as gunner restraint systems, blast-protective seating systems and other restraint systems, and commercial applications, such as

Comparative Analysis of Results from Three Recent Non-Separated Concurrent-Flow High Occupancy Freeway Lane Projects : Boston, Santa Monica and Miami

DOT National Transportation Integrated Search

1978-06-01

In order to move more people in fewer vehicles with limited capital investment, priorities for High Occupancy Vehicles (HOV) have been developed and implemented over the past several years. This study focuses on one of the options of HOV: non-separat...

Forecasting impact injuries of unrestrained occupants in railway vehicle passenger compartments.

PubMed

Xie, Suchao; Zhou, Hui

2014-01-01

In order to predict the injury parameters of the occupants corresponding to different experimental parameters and to determine impact injury indices conveniently and efficiently, a model forecasting occupant impact injury was established in this work. The work was based on finite experimental observation values obtained by numerical simulation. First, the various factors influencing the impact injuries caused by the interaction between unrestrained occupants and the compartment's internal structures were collated and the most vulnerable regions of the occupant's body were analyzed. Then, the forecast model was set up based on a genetic algorithm-back propagation (GA-BP) hybrid algorithm, which unified the individual characteristics of the back propagation-artificial neural network (BP-ANN) model and the genetic algorithm (GA). The model was well suited to studies of occupant impact injuries and allowed multiple-parameter forecasts of the occupant impact injuries to be realized assuming values for various influencing factors. Finally, the forecast results for three types of secondary collision were analyzed using forecasting accuracy evaluation methods. All of the results showed the ideal accuracy of the forecast model. When an occupant faced a table, the relative errors between the predicted and experimental values of the respective injury parameters were kept within ± 6.0 percent and the average relative error (ARE) values did not exceed 3.0 percent. When an occupant faced a seat, the relative errors between the predicted and experimental values of the respective injury parameters were kept within ± 5.2 percent and the ARE values did not exceed 3.1 percent. When the occupant faced another occupant, the relative errors between the predicted and experimental values of the respective injury parameters were kept within ± 6.3 percent and the ARE values did not exceed 3.8 percent. The injury forecast model established in this article reduced repeat experiment times

1996 motor vehicle occupant safety survey. Volume 4, Crash injury and emergency medical services report

DOT National Transportation Integrated Search

1997-11-01

Author's abstract: The National Highway Traffic Safety Administration (NHTSA) commissioned the research firm of Schulman, Ronca & Bucuvalas, Inc. (SRBI) to conduct the 1996 Motor Vehicle Occupant Safety Survey. Between November 4, 1996 and January 5,...

Rollover Injury in Vehicles with High Strength-to-Weight Ratio (SWR) Roofs, Curtain and Side Airbags and Other Safety Improvements.

PubMed

Viano, David C; Parenteau, Chantal S

2018-06-21

This study investigated trends in severe injury and ejection in rollover crashes involving lap-shoulder belted drivers and right-front passengers. It was conducted because of changes in 2009 to consumer information programs and regulations related to rollover protection. The data is presented by model year (MY) of the vehicle in groups from 1995-2016. NASS-CDS cases with 2010-16 MY vehicles were also evaluated to determine the crash circumstances and causes for severe injury of belted occupants in vehicles with a high strength-to-weight (SWR) roof, curtain and side airbags and other safety improvements. 1997-2015 NASS-CDS data was evaluated for severe injury and ejection of lap-shoulder belted front-outboard occupants in light vehicles. Crashes were grouped by front, side, rear and rollover. The injury and ejection data was grouped by vehicle MY: 1995-99, 2000-04, 2005-09 and 2010-16. Only drivers and right-front passengers were included if they were lap-shoulder belted and 15+ years old. Severely injured occupants were defined as those with MAIS 4-6 or fatality (MAIS 4+F). National estimates were made with weighted data using the ratio weight in NASS-CDS. All NASS-CDS electronic cases were evaluated for belted occupants with MAIS 4+F injury in rollovers involving 2010-16 MY vehicles. The crash circumstances and injuries were studied. These vehicles had high SWR roofs to meet IIHS ratings and FMVSS 216. The 1997-2015 NASS-CDS included 2,083,776 belted front occupants in rollover crashes with 24,466 (1.17%) MAIS 4+F injuries. The frequency of rollover crashes has decreased with modern vehicles (p < 0.0001). The 1995-1999 MY vehicles involved in a rollover accounted for 7.03% of all crashes (756,228/10,760,000). The corresponding proportion was 3.57% with 2010-2016 MY vehicles (81,406 v 2,282,062). The risk for MAIS 4+F was 1.325 ± 0.347% in rollover crashes with 1995-99 MY vehicles. It was 27.2% lower in 2010-16 MY vehicles at 0.964 ± 0.331% (p < 0.001). There

Vital signs: restraint use and motor vehicle occupant death rates among children aged 0-12 years - United States, 2002-2011.

PubMed

Sauber-Schatz, Erin K; West, Bethany A; Bergen, Gwen

2014-02-07

Motor vehicle crashes are a leading cause of death among children in the United States. Age- and size-appropriate child restraint use is the most effective method for reducing these deaths. CDC analyzed 2002–2011 data from the Fatality Analysis Reporting System to determine the number and rate of motor-vehicle occupant deaths, and the proportion of unrestrained child deaths among children aged <1 year, 1–3 years , 4–7 years, 8–12 years, and for all children aged 0–12 years. Age group–specific death rates and proportions of unrestrained child motor vehicle deaths for 2009–2010 were further stratified by race/ethnicity. Motor vehicle occupant death rates for children declined significantly from 2002 to 2011. However, one third (33%) of children who died in 2011 were unrestrained. Compared with white children for 2009–2010, black children had significantly higher death rates, and black and Hispanic children both had significantly higher proportions of unrestrained child deaths. Motor vehicle occupant deaths among children in the United States have declined in the past decade, but more deaths could be prevented if restraints were always used. Effective interventions, including child passenger restraint laws (with child safety seat/ booster seat coverage through at least age 8 years) and child safety seat distribution plus education programs, can increase restraint use and reduce child motor vehicle deaths.

Reducing single-occupancy vehicle use in Northern New England; unlimited access, employee incentives and ridesharing.

DOT National Transportation Integrated Search

2014-06-01

This report focuses on the approaches used by organizations promoting sustainable transportation to reduce single-occupancy vehicle use. Transportation contributes about one-third of GHG emissions in the U.S. and personal automobile use is the leadin...

Injury pattern as an indication of seat belt failure in ejected vehicle occupants.

PubMed

Freeman, Michael D; Eriksson, Anders; Leith, Wendy

2014-09-01

Prior authors have suggested that when occupant ejection occurs in association with a seat belt failure, entanglement of the outboard upper extremity (OUE) with the retracting shoulder belt will invariably occur, leaving injury pattern evidence of belt use. In the present investigation, the authors assessed this theory using data accessed from the NASS-CDS for ejected front seat occupants of passenger vehicles. Logistic regression models were used to assess the associations between seat belt failure status and injuries. Injury types associated with seat belt failure were significant OUE and head injuries (OR = 3.87, [95% CI 1.2, 13.0] and 3.1, [95% CI 1.0, 9.7], respectively). The two injury types were found to be a predictor of seat belt use and subsequent failure only if combined with a high (≥0.8) precrash probability of belt use. The injury pattern associated with a seat belt failure-related ejection has limited use in the forensic investigation of crash-related ejections. © 2014 American Academy of Forensic Sciences.

The changing epidemiology of open fractures in vehicle occupants, pedestrians, motorcyclists and cyclists.

PubMed

Winkler, Dennis; Goudie, Stuart T; Court-Brown, Charles M

2018-02-01

To investigate the changing epidemiology of open fractures in vehicle occupants, pedestrians, motorcyclists and cyclists. Data on all non-spinal open fractures admitted to the Royal Infirmary of Edinburgh after a road traffic accident between 1988 and 2010 were collected and analysed to provide information about the changing epidemiology in different patient groups. Demographic information was collected on all patients with the severity of injury being analysed with the Injury Severity Score (ISS), Musculoskeletal Index (MSI) and the number of open fractures. The severity of the open fractures was analysed using the Gustilo classification. The 23-year study period was divided into four shorter periods and the results were compared. There were 696 patients treated in 23 years. Analysis showed that the incidence of RTA open fractures initially fell in both males and females and continued to fall in females during the 23 years. In males it levelled off about 2000. The age of the female patients also fell during the study period but it did not change in males. The only patient group to show an increased incidence of open fractures were cyclists. In vehicle occupants the incidence fell throughout the study period but it levelled off in pedestrians and motorcyclists. There was no difference in the severity of injury in any group during the study period. The most severe open fractures were those of the distal femur and femoral diaphysis although open tibial diaphyseal fractures were the most common fracture in all patient groups. Improved car design and road safety legislation has resulted in a reduction in the incidence of open fractures in vehicle occupants, pedestrians and motorcyclists. The most obvious group to have benefitted from this are older female pedestrians. The only group to show an increase in age during the study period were male motorcyclists. Copyright © 2017 Elsevier Ltd. All rights reserved.

Atlanta I-85 HOV-to-HOT conversion : analysis of vehicle and person throughput.

DOT National Transportation Integrated Search

2013-10-01

This report summarizes the vehicle and person throughput analysis for the High Occupancy Vehicle to High Occupancy Toll Lane : conversion in Atlanta, GA, undertaken by the Georgia Institute of Technology research team. The team tracked changes in : o...

Traffic safety facts 1996 : occupant protection

DOT National Transportation Integrated Search

1997-01-01

In 1996, 32,317 occupants of passenger vehicles (cars, light trucks, vans, and utility vehicles) were killed in motor vehicle traffic crashes, 77 percent of the 41,907 traffic fatalities reported for the year. Among passenger vehicle occupants over 4...

Traffic safety facts 1994 : occupant protection

DOT National Transportation Integrated Search

1995-01-01

In 1994, 30,780 occupants of passenger vehicles (cars, light trucks, vans, and utility vehicles) were killed in motor vehicle traffic crashes, 76 percent of the 40,676 traffic fatalities reported for the year. Among passenger vehicle occupants over 4...

Traffic safety facts 1995 : occupant protection

DOT National Transportation Integrated Search

1996-01-01

In 1995, 31,897 occupants of passenger vehicles (cars, light trucks, vans, and utility vehicles) were killed in motor vehicle traffic crashes, 76 percent of the 41,798 traffic fatalities reported for the year. Among passenger vehicle occupants over 4...

[Fatal occupational accidents in Lombardy].

PubMed

Pianosi, G

1995-01-01

All fatal occupational accidents compensated in Lombardy from 1984 to 1989 were analyzed (1259 cases): significant differences between geographical distribution of fatal occupational accidents and workers were observed. Males accounted for about 95% of fatalities; an excess of cases was shown in both young and elderly workers. Death was the consequence of injuries involving most frequently the head, thorax and spinal cord. An excess of fatalities was observed in agriculture and, at a lower level, in manufacturing industries; small enterprises were involved in approximately 25% of fatalities occurring in the manufacturing industries and services. Employers were the victims of fatal accidents in 50% of cases in agriculture and in 70% of cases in craft industries. Construction, agriculture and transport accounted for about 50% of all fatalities. About 50% of fatal occupational accidents were related to vehicle use: the victim was the driver in the majority of cases, sometimes the victim was run over by a vehicle or fell from a vehicle. The results agree with some previous observations (e.g.: sex and age distribution; construction, agriculture and transport as working activities at high accident risk); but some original observations have emerged, in particular about the frequency of employers as victims and the role of vehicles in the genesis of fatal occupational accidents. If further studies confirm these latter observations, important developments could follow in preventive action design and implementation.

Simulation of adaptive semi-active magnetorheological seat damper for vehicle occupant blast protection

NASA Astrophysics Data System (ADS)

Yoo, Jin-Hyeong; Murugan, Muthuvel; Wereley, Norman M.

2013-04-01

This study investigates a lumped-parameter human body model which includes lower leg in seated posture within a quarter-car model for blast injury assessment simulation. To simulate the shock acceleration of the vehicle, mine blast analysis was conducted on a generic land vehicle crew compartment (sand box) structure. For the purpose of simulating human body dynamics with non-linear parameters, a physical model of a lumped-parameter human body within a quarter car model was implemented using multi-body dynamic simulation software. For implementing the control scheme, a skyhook algorithm was made to work with the multi-body dynamic model by running a co-simulation with the control scheme software plug-in. The injury criteria and tolerance levels for the biomechanical effects are discussed for each of the identified vulnerable body regions, such as the relative head displacement and the neck bending moment. The desired objective of this analytical model development is to study the performance of adaptive semi-active magnetorheological damper that can be used for vehicle-occupant protection technology enhancements to the seat design in a mine-resistant military vehicle.

Occupant injury protection in automobile collisions.

PubMed

Peters, G A; Peters, B J

1999-12-01

Modern technology has produced automotive vehicles that have become both a luxury and a necessity in modern civilization. They have become highly useful, even more varied in form and function, and capable of high speeds on crowded roadways. One unfortunate consequence is the high frequency of accidents and the greater severity of injuries when collisions do occur. In response, modern technology has produced a variety of safety and health features, devices and designs intended for better occupant protection on in high speed vehicles. Injury reduction has become a prime design objective, but there are residual risks, which, as technology evolves, require effective communication to those risk. There can be little risk avoidance behavior without awareness of the hazards and effective communication to the vehicle occupant, as to what could and should be done for self-protection. For example, one out of three drivers apparently fails to understand the function of head restraints, few understand the 'safe zone' posture required for air bags and many believe safety features should be adjusted only for comfort. Some of the current residual injury producing problems in occupant systems are specifically described here in order to illustrate what is needed in terms of both design remedies and health promotion activities.

High-risk occupations for suicide.

PubMed

Roberts, S E; Jaremin, B; Lloyd, K

2013-06-01

High occupational suicide rates are often linked to easy occupational access to a method of suicide. This study aimed to compare suicide rates across all occupations in Britain, how they have changed over the past 30 years, and how they may vary by occupational socio-economic group. Method We used national occupational mortality statistics, census-based occupational populations and death inquiry files (for the years 1979-1980, 1982-1983 and 2001-2005). The main outcome measures were suicide rates per 100 000 population, percentage changes over time in suicide rates, standardized mortality ratios (SMRs) and proportional mortality ratios (PMRs). Several occupations with the highest suicide rates (per 100 000 population) during 1979-1980 and 1982-1983, including veterinarians (ranked first), pharmacists (fourth), dentists (sixth), doctors (tenth) and farmers (thirteenth), have easy occupational access to a method of suicide (pharmaceuticals or guns). By 2001-2005, there had been large significant reductions in suicide rates for each of these occupations, so that none ranked in the top 30 occupations. Occupations with significant increases over time in suicide rates were all manual occupations whereas occupations with suicide rates that decreased were mainly professional or non-manual. Variation in suicide rates that was explained by socio-economic group almost doubled over time from 11.4% in 1979-1980 and 1982-1983 to 20.7% in 2001-2005. Socio-economic forces now seem to be a major determinant of high occupational suicide rates in Britain. As the increases in suicide rates among manual occupations occurred during a period of economic prosperity, carefully targeted suicide prevention initiatives could be beneficial.

Obesity and vehicle type as risk factors for injury caused by motor vehicle collision.

PubMed

Donnelly, John P; Griffin, Russell Lee; Sathiakumar, Nalini; McGwin, Gerald

2014-04-01

This study sought to describe variations in the risk of motor vehicle collision (MVC) injury and death by occupant body mass index (BMI) class and vehicle type. We hypothesized that the relationship between BMI and the risk of MVC injury or mortality would be modified by vehicle type. This is a retrospective cohort study of occupants involved in MVCs using data from the Crash Injury Research and Engineering Network and the National Automotive Sampling System Crashworthiness Data System. Occupants were grouped based on vehicle body style (passenger car, sport utility vehicle, or light truck) and vehicle size (compact or normal, corresponding to below- or above-average curb weight). The relationship between occupant BMI class (underweight, normal weight, overweight, or obese) and risk of injury or mortality was examined for each vehicle type. Odds ratios (ORs) adjusted for various occupant and collision characteristics were estimated. Of an estimated 44 million occupants of MVCs sampled from 2000 to 2009, 37.1% sustained an injury. We limited our analysis to injuries achieving an Abbreviated Injury Scale (AIS) score of 2 or more severe, totaling 17 million injuries. Occupants differed substantially in terms of demographic and collision characteristics. After adjustment for confounding factors, we found that obesity was a risk factor for mortality caused by MVC (OR, 1.6; 95% confidence interval [CI], 1.2-2.0). When stratified by vehicle type, we found that obesity was a risk factor for mortality in larger vehicles, including any-sized light trucks (OR, 2.1; 95% CI, 1.3-3.5), normal-sized passenger cars (OR, 1.6; 95% CI, 1.1-2.3), and normal-sized sports utility vehicles or vans (OR, 2.0; 95% CI, 1.0-3.8). Being overweight was a risk factor in any-sized light trucks (OR, 1.5; 95% CI, 1.1-2.1). We identified a significant interaction between occupant BMI class and vehicle type in terms of MVC-related mortality risk. Both factors should be taken into account when

Occupant Kinematics in Simulated Autonomous Driving Vehicle Collisions: Influence of Seating Position, Direction and Angle.

PubMed

Kitagawa, Yuichi; Hayashi, Shigeki; Yamada, Katsunori; Gotoh, Mitsuaki

2017-11-01

This two-part study analyzed occupant kinematics in simulated collisions of future automated driving vehicles in terms of seating configuration. In part one, a frontal collision was simulated with four occupants with the front seats reversed. The left front seat occupant was unbelted while the others were belted. In part two of the study, occupant restraint was examined in various seating configurations using a single seat model with a three-point seatbelt. The seat direction with respect to impact was considered as forward, rearward, and lateral facing in 45 degree increments. The effect of seat recline was also studied in the forward-facing and rear-facing cases by assuming three positions: driving position, resting position and relaxed position. Occupants were represented by human body finite element models. The results of part one showed that the front seat (rear-facing) occupants were restrained by the seatback, resulting in T1 forward displacement less than 100 mm; the rear seat occupants were restrained by the seatbelt resulting larger T1 forward displacement more than 500 mm. The results of the part two showed the directional dependence of occupant restraint. Greater T1 displacements were observed when the occupant faced lateral or front oblique. However, the seatbelt provided some restraint in all directions considered. The seatback generated contact force to the occupant when it was in the impact direction, including the lateral directions. The relaxed position allowed increased excursion compared to the driving position when the occupant faced rearward, but the magnitude of this increase was lower with lower impact speed.

Vital Signs: Restraint Use and Motor Vehicle Occupant Death Rates Among Children Aged 0–12 Years — United States, 2002–2011

PubMed Central

Sauber-Schatz, Erin K.; West, Bethany A.; Bergen, Gwen

2014-01-01

Background Motor vehicle crashes are a leading cause of death among children in the United States. Age- and size-appropriate child restraint use is the most effective method for reducing these deaths. Methods CDC analyzed 2002–2011 data from the Fatality Analysis Reporting System to determine the number and rate of motor-vehicle occupant deaths, and the proportion of unrestrained child deaths among children aged <1 year, 1–3 years, 4–7 years, 8–12 years, and for all children aged 0–12 years. Age group–specific death rates and proportions of unrestrained child motor vehicle deaths for 2009–2010 were further stratified by race/ethnicity. Results Motor vehicle occupant death rates for children declined significantly from 2002 to 2011. However, one third (33%) of children who died in 2011 were unrestrained. Compared with white children for 2009–2010, black children had significantly higher death rates, and black and Hispanic children both had significantly higher proportions of unrestrained child deaths. Conclusions Motor vehicle occupant deaths among children in the United States have declined in the past decade, but more deaths could be prevented if restraints were always used. Implications for Public Health Effective interventions, including child passenger restraint laws (with child safety seat/booster seat coverage through at least age 8 years) and child safety seat distribution plus education programs, can increase restraint use and reduce child motor vehicle deaths. PMID:24500292

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

Investigating methods for determining mismatch in near side vehicle impacts - biomed 2009.

PubMed

Loftis, Kathryn; Martin, R Shayn; Meredith, J Wayne; Stitzel, Joel

2009-01-01

This study investigates vehicle mismatch in severe side-impact motor vehicle collisions. Research conducted by the Insurance Institute for Highway Safety has determined that vehicle mismatch often leads to very severe injuries for occupants in the struck vehicle, because the larger striking vehicle does not engage the lower sill upon impact, resulting in severe intrusions into the occupant compartment. Previous studies have analyzed mismatched collisions according to vehicle type, not by the difference in vehicle height and weight. It is hypothesized that the combination of a heavier striking vehicle at a taller height results in more intrusion for the struck vehicle and severe injury for the near side occupant. By analyzing Crash Injury Research and Engineering Network (CIREN) data and occupant injury severity, it is possible to study intrusion and injuries that occur due to vehicle mismatch. CIREN enrolls seriously injured occupants involved in motor vehicle crashes (MVC) across the United States. From the Toyota-Wake Forest University CIREN center, 23 near side impact cases involving two vehicles were recorded. Only 3 of these seriously injured occupant cases were not considered mismatched according to vehicle curb weight, and only 2 were not considered vehicle mismatched according to height differences. The mismatched CIREN cases had an average difference in vehicle curb weight of 737.0 kg (standard deviation of 646.8) and an average difference in vehicle height of 16.38 cm (standard deviation of 7.186). There were 13 occupants with rib fractures, 12 occupants with pelvic fractures, 9 occupants with pulmonary contusion, and 5 occupants with head injuries, among other multiple injuries. The average Injury Severity Score (ISS) for these occupants was 27, with a standard deviation of 16. The most serious injuries resulted in an Abbreviated Injury Scale (AIS) of 5, which included 3 occupants. Each of these AIS 5 injuries were to different body regions on different

Giving High Schools an Occupational Focus.

ERIC Educational Resources Information Center

Grubb, W. Norton

1992-01-01

High school is an inescapably vocational institution whose occupational focus is largely hidden. Integration of vocational and academic education through academies, occupationally focused schools, and occupational clusters may eliminate "shopping mall" course selections, improve teaching of all subjects, enhance student engagement with learning,…

The influence of personal protection equipment, occupant body size, and restraint system on the frontal impact responses of Hybrid III ATDs in tactical vehicles.

PubMed

Zaseck, Lauren Wood; Orton, Nichole Ritchie; Gruber, Rebekah; Rupp, Jonathan; Scherer, Risa; Reed, Matthew; Hu, Jingwen

2017-08-18

Although advanced restraint systems, such as seat belt pretensioners and load limiters, can provide improved occupant protection in crashes, such technologies are currently not utilized in military vehicles. The design and use of military vehicles presents unique challenges to occupant safety-including differences in compartment geometry and occupant clothing and gear-that make direct application of optimal civilian restraint systems to military vehicles inappropriate. For military vehicle environments, finite element (FE) modeling can be used to assess various configurations of restraint systems and determine the optimal configuration that minimizes injury risk to the occupant. The models must, however, be validated against physical tests before implementation. The objective of this study was therefore to provide the data necessary for FE model validation by conducting sled tests using anthropomorphic test devices (ATDs). A secondary objective of this test series was to examine the influence of occupant body size (5th percentile female, 50th percentile male, and 95th percentile male), military gear (helmet/vest/tactical assault panels), seat belt type (3-point and 5-point), and advanced seat belt technologies (pretensioner and load limiter) on occupant kinematics and injury risk in frontal crashes. In total, 20 frontal sled tests were conducted using a custom sled buck that was reconfigurable to represent both the driver and passenger compartments of a light tactical military vehicle. Tests were performed at a delta-V of 30 mph and a peak acceleration of 25 g. The sled tests used the Hybrid III 5th percentile female, 50th percentile male, and 95th percentile male ATDs outfitted with standard combat boots and advanced combat helmets. In some tests, the ATDs were outfitted with additional military gear, which included an improved outer tactical vest (IOTV), IOTV and squad automatic weapon (SAW) gunner with a tactical assault panel (TAP), or IOTV and rifleman with

Underutilization of occupant restraint systems in motor vehicle injury crashes: A quantitative analysis from Qatar.

PubMed

El-Menyar, Ayman; Consunji, Rafael; Asim, Mohammad; Abdelrahman, Husham; Zarour, Ahmad; Parchani, Ashok; Peralta, Ruben; Al-Thani, Hassan

2016-01-01

Restraint systems (seat belts and airbags) are important tools that improve vehicle occupant safety during motor vehicle crashes (MVCs). We aimed to identify the pattern and impact of the utilization of passenger restraint systems on the outcomes of MVC victims in Qatar. A retrospective study was conducted for all admitted patients who sustained MVC-related injuries between March 2011 and March 2014 inclusive. Out of 2,730 road traffic injury cases, 1,830 (67%) sustained MVC-related injuries, of whom 88% were young males, 70% were expatriates, and 53% were drivers. The use of seat belts and airbags was documented in 26 and 2.5% of cases, respectively. Unrestrained passengers had greater injury severity scores, longer hospital stays, and higher rates of pneumonia and mortality compared to restrained passengers (P = .001 for all). There were 311 (17%) ejected cases. Seat belt use was significantly lower and the mortality rate was 3-fold higher in the ejected group compared to the nonejected group (P = .001). The overall mortality was 8.3%. On multivariate regression analysis, predictors of not using a seat belt were being a front seat passenger, driver, or Qatari national and young age. Unrestrained males had a 3-fold increase in mortality in comparison to unrestrained females. The risk of severe injury (relative risk [RR] = 1.82, 95% confidence interval [CI], 1.49-2.26, P = .001) and death (RR = 4.13, 95% CI, 2.31-7.38, P = .001) was significantly greater among unrestrained passengers. The nonuse of seat belts is associated with worse outcomes during MVCs in Qatar. Our study highlights the lower rate of seat belt compliance in young car occupants that results in more severe injuries, longer hospital stays, and higher mortality rates. Therefore, we recommend more effective seat belt awareness and education campaigns, the enforcement of current seat belt laws, their extension to all vehicle occupants, and the adoption of proven interventions that will assure sustained

Aortic injuries in newer vehicles.

PubMed

Ryb, Gabriel E; Dischinger, Patricia C; Kleinberger, Michael; McGwin, Gerald; Griffin, Russell L

2013-10-01

The occurrence of AI was studied in relation to vehicle model year (MY) among front seat vehicular occupants, age≥16 in vehicles MY≥1994, entered in the National Automotive Sampling System Crashworthiness Data System between 1997 and 2010 to determine whether newer vehicles, due to their crashworthiness improvements, are linked to a lower risk of aortic injuries (AI). MY was categorized as 1994-1997, 1998-2004, or 2005-2010 reflecting the introduction of newer occupant protection technology. Logistic regression was used to calculate odds ratios (OR) and 95% confidence intervals for the association between AI and MY independent of possible confounders. Analysis was repeated, stratified by frontal and near lateral impacts. AI occurred in 19,187 (0.06%) of the 31,221,007 (weighted) cases, and contributed to 11% of all deaths. AIs were associated with advanced age, male gender, high BMI, near-side impact, rollover, ejection, collision against a fixed object, high ΔV, vehicle mismatch, unrestrained status, and forward track position. Among frontal crashes, MY 98-04 and MY 05-10 showed increased adjusted odds of AI when compared to MY 94-97 [OR 1.84 (1.02-3.32) and 1.99 (0.93-4.26), respectively]. In contrast, among near-side impact crashes, MY 98-04 and MY 05-10 showed decreased adjusted odds of AI [OR 0.50 (0.25-0.99) and 0.27 (0.06-1.31), respectively]. While occupants of newer vehicles experience lower odds of AI in near side impact crashes, a higher AI risk is present in frontal crashes. Copyright © 2013 Elsevier Ltd. All rights reserved.

Occupant Motion Sensors

DOT National Transportation Integrated Search

1971-03-01

An analysis was made of methods for measuring vehicle occupant motion during crash or impact conditions. The purpose of the measurements is to evaluate restraint performance using human, anthropometric dummy, or animal occupants. A detailed Fourier f...

The association between price of regular-grade gasoline and injury and mortality rates among occupants involved in motorcycle- and automobile-related motor vehicle collisions.

PubMed

Hyatt, Eddie; Griffin, Russell; Rue, Loring W; McGwin, Gerald

2009-09-01

Motorcyclists have been reported to be more likely to die in a motor vehicle collision (MVC) than automobile occupants. With the recent increase in the pump price of gasoline, it has been reported that people are switching to motorcycles as main modes of transportation. This study evaluated the association between motor vehicle collision-related injury and mortality rates and increases in gasoline prices for occupants of automobiles and riders of motorcycles. There were an estimated 1,270,512 motorcycle MVC and 238,390,853 automobile MVC involved occupants in the U.S. from 1992 to 2007. Higher gasoline prices were associated with increased motorcycle-related injuries and deaths; however, this association no longer remained after accounting for changes in the number of registered vehicles. The current study observed that, while the number of injuries and fatalities in motorcycle-related MVCs increase with increasing gasoline price, rates remained largely unchanged. This suggests that the observed increase in motorcycle-related injuries and fatalities with increasing gasoline price is more a factor of the number of motorcycles on the road rather than operator characteristics.

The impact of seat belts and airbags on high grade renal injuries and nephrectomy rate in motor vehicle collisions.

PubMed

Bjurlin, Marc A; Fantus, Richard Jacob; Fantus, Richard Joseph; Mellett, Michele M; Villines, Dana

2014-10-01

Motor vehicle collisions are the most common cause of blunt genitourinary trauma. We compared renal injuries with no protective device to those with seat belts and/or airbags using NTDB. Our primary end point was a decrease in high grade (grades III-V) renal injuries with a secondary end point of a nephrectomy rate reduction. The NTDB research data sets for hospital admission years 2010, 2011 and 2012 were queried for motor vehicle collision occupants with renal injury. Subjects were stratified by protective device and airbag deployment. The AIS was converted to AAST renal injury grade and nephrectomy rates were evaluated. Intergroup comparisons were analyzed for renal injury grades, nephrectomy, length of stay and mortality using the chi-square test or 1-way ANOVA. The relative risk reduction of protective devices was determined. A review of 466,028 motor vehicle collisions revealed a total of 3,846 renal injuries. Injured occupants without a protective device had a higher rate of high grade renal injuries (45.1%) than those with seat belts (39.9%, p = 0.008), airbags (42.3%, p = 0.317) and seat belts plus airbags (34.7%, p <0.001). Seat belts (20.0%), airbags (10.5%) and seat belts plus airbags (13.3%, each p <0.001) decreased the nephrectomy rate compared to no protective device (56.2%). The combination of seatbelts and airbags also decreased total hospital length of stay (p <0.001) and intensive care unit days (p = 0.005). The relative risk reductions of high grade renal injuries (23.1%) and nephrectomy (39.9%) were highest for combined protective devices. Occupants of motor vehicle collisions with protective devices show decreased rates of high grade renal injury and nephrectomy. Reduction appears most pronounced with the combination of seat belts and airbags. Copyright © 2014 American Urological Association Education and Research, Inc. Published by Elsevier Inc. All rights reserved.

Surveillance of traffic incident management-related occupational fatalities in Kentucky, 2005-2016.

PubMed

Bunn, T L; Slavova, S; Chandler, M; Hanner, N; Singleton, M

2018-05-19

Traffic incidents occurring on roadways require the coordinated effort of multiple responder and recovery entities, including communications, law enforcement, fire and rescue, emergency medical services, hazardous materials, transportation agencies, and towing and recovery. The objectives of this study were to (1) identify and characterize transportation incident management (TIM)-related occupational fatalities; (2) assess concordance of surveillance data sources in identifying TIM occupations, driver vs. pedestrian status, and occupational fatality incident location; and (3) determine and compare U.S. occupational fatality rates for TIM industries. The Kentucky Fatality Assessment and Control Evaluation (FACE) program analyzed 2005-2016 TIM occupational fatality data using multiple data sources: death certificate data, Collision Report Analysis for Safer Highways (CRASH) data, and media reports, among others. Literal text analysis was performed on FACE data, and a multiple linear regression model and SAS proc sgpanel were used to estimate and visualize the U.S. TIM occupational mortality trend lines and confidence bounds. There were 29 TIM fatalities from 2005 to 2015 in Kentucky; 41% of decedents were in the police protection occupation, and 21% each were in the fire protection and motor vehicle towing industries. Over one half of the TIM decedents were performing work activities as pedestrians when they died. Media reports identified the majority of the occupational fatalities as TIM related (28 of 29 TIM-related deaths); the use of death certificates as the sole surveillance data source only identified 17 of the 29 deaths as TIM related, and the use of CRASH data only identified 4 of the 29 deaths as TIM related. Injury scenario text analysis showed that law enforcement vehicle pursuit, towing and recovery vehicle loading, and disabled vehicle response were particular high-risk activities that led to TIM deaths. Using U.S. data, the motor vehicle towing

Junior high school occupant protection materials

DOT National Transportation Integrated Search

1989-09-06

Based on a review of existing occupant protection materials, discussions with panel of subject experts and teachers, and a series of pilot tests, a set of (draft) curriculum materials on occupant safety was developed for junior high school students. ...

Vital Signs: Health Burden and Medical Costs of Nonfatal Injuries to Motor Vehicle Occupants — United States, 2012

PubMed Central

Bergen, Gwen; Peterson, Cora; Ederer, David; Florence, Curtis; Haileyesus, Tadesse; Kresnow, Marcie-jo; Xu, Likang

2014-01-01

Background Motor vehicle crashes are a leading cause of death and injury in the United States. The purpose of this study was to describe the current health burden and medical and work loss costs of nonfatal crash injuries among vehicle occupants in the United States. Methods CDC analyzed data on emergency department (ED) visits resulting from nonfatal crash injuries among vehicle occupants in 2012 using the National Electronic Injury Surveillance System – All Injury Program (NEISS-AIP) and the Healthcare Cost and Utilization Project National Inpatient Sample (HCUP-NIS). The number and rate of all ED visits for the treatment of crash injuries that resulted in the patient being released and the number and rate of hospitalizations for the treatment of crash injuries were estimated, as were the associated number of hospital days and lifetime medical and work loss costs. Results In 2012, an estimated 2,519,471 ED visits resulted from nonfatal crash injuries, with an estimated lifetime medical cost of $18.4 billion (2012 U.S. dollars). Approximately 7.5% of these visits resulted in hospitalizations that required an estimated 1,057,465 hospital days in 2012. Conclusions Nonfatal crash injuries occur frequently and result in substantial costs to individuals, employers, and society. For each motor vehicle crash death in 2012, eight persons were hospitalized, and 100 were treated and released from the ED. Implications for Public Health Public health practices and laws, such as primary seat belt laws, child passenger restraint laws, ignition interlocks to prevent alcohol impaired driving, sobriety checkpoints, and graduated driver licensing systems have demonstrated effectiveness for reducing motor vehicle crashes and injuries. They might also substantially reduce associated ED visits, hospitalizations, and medical costs. PMID:25299606

Investigation on occupant injury severity in rear-end crashes involving trucks as the front vehicle in Beijing area, China.

PubMed

Yuan, Quan; Lu, Meng; Theofilatos, Athanasios; Li, Yi-Bing

2017-02-01

Rear-end crashes attribute to a large portion of total crashes in China, which lead to many casualties and property damage, especially when involving commercial vehicles. This paper aims to investigate the critical factors for occupant injury severity in the specific rear-end crash type involving trucks as the front vehicle (FV). This paper investigated crashes occurred from 2011 to 2013 in Beijing area, China and selected 100 qualified cases i.e., rear-end crashes involving trucks as the FV. The crash data were supplemented with interviews from police officers and vehicle inspection. A binary logistic regression model was used to build the relationship between occupant injury severity and corresponding affecting factors. Moreover, a multinomial logistic model was used to predict the likelihood of fatal or severe injury or no injury in a rear-end crash. The results provided insights on the characteristics of driver, vehicle and environment, and the corresponding influences on the likelihood of a rear-end crash. The binary logistic model showed that drivers' age, weight difference between vehicles, visibility condition and lane number of road significantly increased the likelihood for severe injury of rear-end crash. The multinomial logistic model and the average direct pseudo-elasticity of variables showed that night time, weekdays, drivers from other provinces and passenger vehicles as rear vehicles significantly increased the likelihood of rear drivers being fatal. All the abovementioned significant factors should be improved, such as the conditions of lighting and the layout of lanes on roads. Two of the most common driver factors are drivers' age and drivers' original residence. Young drivers and outsiders have a higher injury severity. Therefore it is imperative to enhance the safety education and management on the young drivers who steer heavy duty truck from other cities to Beijing on weekdays. Copyright © 2016 Daping Hospital and the Research Institute of

Evaluation of kinematics and injuries to restrained occupants in far-side crashes using full-scale vehicle and human body models.

PubMed

Arun, Mike W J; Umale, Sagar; Humm, John R; Yoganandan, Narayan; Hadagali, Prasanaah; Pintar, Frank A

2016-09-01

The objective of the current study was to perform a parametric study with different impact objects, impact locations, and impact speeds by analyzing occupant kinematics and injury estimations using a whole-vehicle and whole-body finite element-human body model (FE-HBM). To confirm the HBM responses, the biofidelity of the model was validated using data from postmortem human surrogate (PMHS) sled tests. The biofidelity of the model was validated using data from sled experiments and correlational analysis (CORA). Full-scale simulations were performed using a restrained Global Human Body Model Consortium (GHBMC) model seated on a 2001 Ford Taurus model using a far-side lateral impact condition. The driver seat was placed in the center position to represent a nominal initial impact condition. A 3-point seat belt with pretensioner and retractor was used to restrain the GHBMC model. A parametric study was performed using 12 simulations by varying impact locations, impacting object, and impact speed using the full-scale models. In all 12 simulations, the principal direction of force (PDOF) was selected as 90°. The impacting objects were a 10-in.-diameter rigid vertical pole and a movable deformable barrier. The impact location of the pole was at the C-pillar in the first case, at the B-pillar in the second case, and, finally, at the A-pillar in the third case. The vehicle and the GHBMC models were defined an initial velocity of 35 km/h (high speed) and 15 km/h (low speed). Excursion of the head center of gravity (CG), T6, and pelvis were measured from the simulations. In addition, injury risk estimations were performed on head, rib cage, lungs, kidneys, liver, spleen, and pelvis. The average CORA rating was 0.7. The shoulder belt slipped in B- and C-pillar impacts but somewhat engaged in the A-pillar case. In the B-pillar case, the head contacted the intruding struck-side structures, indicating higher risk of injury. Occupant kinematics depended on interaction with

Subjective and objective evaluation of sense of space for vehicle occupants based on anthropometric data.

PubMed

Hiamtoe, Pitarn; Steinhardt, Florian; Köhler, Uwe; Bengler, Klaus

2012-01-01

At present, the number of the vehicle requirements has been continuously increasing. These requirements can be related to the customer as well as the technical requirements. Among these, the "feeling of space" of the occupants inside the vehicles can be regarded as one of the most important factors. In this respect, the driver and passengers should be able to experience positive feeling of space inside the vehicle. There are numerous factors that can influence the sense of space inside the vehicle. These include geometry (vehicle dimensions), light exposure, ambient lights, colors, material selection and material surface. Depending on the selection, the sense of space can be dramatically influenced by these factors. In general, human feeling is subjective and cannot be measured by any instrument. The measure can nevertheless be carried out by utilizing the method of subjective evaluation. Throughout the experiments, the method of evaluation is developed and the factors which can influence the interior feeling are analyzed. In this process, psychological perception, architectural aspects and anthropometry are considered and knowledge from the other domains is transferred in the form of a multidisciplinary approach. The experiments with an aim to evaluate the overall sense of space in the vehicle are carried out based on the physical mock up of BMW 1 series (E87). The space perception with different interior dimensions and anthropometric data of test persons are also analyzed. The use of Computer Aided Technology was shown by CATIA V5, PCMAN and RAMSIS. The results show a good correlation between the subjective evaluation and the geometric values.

Lower extremity injury criteria for evaluating military vehicle occupant injury in underbelly blast events.

PubMed

McKay, Brian J; Bir, Cynthia A

2009-11-01

Anti-vehicular (AV) landmines and improvised explosive devices (IED) have accounted for more than half of the United States military hostile casualties and wounded in Operation Iraqi Freedom (OIF) (Department of Defense Personnel & Procurement Statistics, 2009). The lower extremity is the predominantly injured body region following an AV mine or IED blast accounting for 26 percent of all combat injuries in OIF (Owens et al., 2007). Detonations occurring under the vehicle transmit high amplitude and short duration axial loads onto the foot-ankle-tibia region of the occupant causing injuries to the lower leg. The current effort was initiated to develop lower extremity injury criteria for occupants involved in underbelly blast impacts. Eighteen lower extremity post mortem human specimens (PMHS) were instrumented with an implantable load cell and strain gages and impacted at one of three incrementally severe AV axial loading conditions. Twelve of the 18 PMHS specimens sustained fractures of the calcaneus, talus, fibula and/or tibia. The initiation of skeletal injury was precisely detected by strain gages and corresponded with local peak axial tibia force. Survival analysis identified peak axial tibia force and impactor velocity as the two best predictors of incapacitating injury. A tibia axial force of 5,931 N and impactor velocity of 10.8 m/s corresponds with a 50 percent risk of an incapacitating injury. The criteria may be utilized to predict the probability of lower extremity incapacitating injury in underbelly blast impacts.

Relationship of hemoglobin to occupational exposure to motor vehicle exhaust.

PubMed

Potula, V; Hu, H

1996-01-01

To study the relationship of hemoglobin to exposure to motor vehicle exhaust. Survey. Traffic police, bus drivers, and auto-shop workers (all exposed to auto exhaust in Madras, India) and unexposed office workers. We measured levels of blood lead (by graphite furnace atomic absorption spectrophotometry), and hemoglobin. Information also was collected on age, employment duration, smoking status, alcohol ingestion, and diet type (vegetarian or nonvegetarian). Increasing exposure to motor vehicle exhaust, as reflected by job category, was significantly associated with lower levels of hemoglobin (p < 0.01). A final multivariate regression model was constructed that began with indicator variables for each job (with office workers as the reference category) and included age, duration of employment, blood lead level, alcohol ingestion, dietary type, and smoking status. After a backward-elimination procedure, employment duration as an auto-shop worker or bus driver remained as significant correlates of lower hemoglobin level and current smoking and long employment duration as significant correlates of higher hemoglobin level. Occupational exposure to automobile exhaust may be a risk factor for decreased hemoglobin level in Madras. This effect appears to be independent of blood lead level and may represent hematopoietic suppression incurred by benzene or accumulated lead burden (which is not well reflected by blood lead levels). Smoking probably increased hemoglobin level through the chronic effects of exposure to carbon monoxide. In this study, a long employment duration may have served as a proxy for better socioeconomic, and therefore, better nutritional status.

Fatal occupational injuries of women, Texas 1975-84.

PubMed Central

Davis, H; Honchar, P A; Suarez, L

1987-01-01

A review of Texas death certificates for 1975-84 identified 348 cases of fatal occupational injuries of civilian females. Homicides accounted for 53 per cent and motor vehicle-related injuries accounted for 26 per cent of the deaths. Injuries from firearms caused 70 per cent of the homicides. One hundred thirty-three deaths occurred to women employed in the retail trade industry; of these, 77 per cent resulted from homicide. Women workers in gasoline service stations, food-bakery-and-dairy stores, and eating-and-drinking places had especially high risks of homicide. Texas female heavy-truck drivers had the highest fatal-injury rate, with motor-vehicle-related injuries causing 89 per cent of their deaths. These results indicate that effective strategies to prevent fatal occupational injuries of Texas women will need to address the problems of workplace violence and the hazards posed by motor vehicles. PMID:3674251

Identifying work-related motor vehicle crashes in multiple databases.

PubMed

Thomas, Andrea M; Thygerson, Steven M; Merrill, Ray M; Cook, Lawrence J

2012-01-01

To compare and estimate the magnitude of work-related motor vehicle crashes in Utah using 2 probabilistically linked statewide databases. Data from 2006 and 2007 motor vehicle crash and hospital databases were joined through probabilistic linkage. Summary statistics and capture-recapture were used to describe occupants injured in work-related motor vehicle crashes and estimate the size of this population. There were 1597 occupants in the motor vehicle crash database and 1673 patients in the hospital database identified as being in a work-related motor vehicle crash. We identified 1443 occupants with at least one record from either the motor vehicle crash or hospital database indicating work-relatedness that linked to any record in the opposing database. We found that 38.7 percent of occupants injured in work-related motor vehicle crashes identified in the motor vehicle crash database did not have a primary payer code of workers' compensation in the hospital database and 40.0 percent of patients injured in work-related motor vehicle crashes identified in the hospital database did not meet our definition of a work-related motor vehicle crash in the motor vehicle crash database. Depending on how occupants injured in work-related motor crashes are identified, we estimate the population to be between 1852 and 8492 in Utah for the years 2006 and 2007. Research on single databases may lead to biased interpretations of work-related motor vehicle crashes. Combining 2 population based databases may still result in an underestimate of the magnitude of work-related motor vehicle crashes. Improved coding of work-related incidents is needed in current databases.

Traffic safety facts 1993 : occupant protection

DOT National Transportation Integrated Search

1994-01-01

In 1993, 26,873 front-seat occupants of passenger vehicles (cars, light trucks, vans, and utility vehicles) were killed in motor vehicle traffic crashes, 67 percent of the 40,115 traffic fatalities reported for the year. Among front-seat passenger ve...

In-vehicle nitrogen dioxide concentrations in road tunnels

NASA Astrophysics Data System (ADS)

Martin, Ashley N.; Boulter, Paul G.; Roddis, Damon; McDonough, Liza; Patterson, Michael; Rodriguez del Barco, Marina; Mattes, Andrew; Knibbs, Luke D.

2016-11-01

There is a lack of knowledge regarding in-vehicle concentrations of nitrogen dioxide (NO2) during transit through road tunnels in urban environments. Furthermore, previous studies have tended to involve a single vehicle and the range of in-vehicle NO2 concentrations that vehicle occupants may be exposed to is not well defined. This study describes simultaneous measurements of in-vehicle and outside-vehicle NO2 concentrations on a route through Sydney, Australia that included several major tunnels, minor tunnels and busy surface roads. Tests were conducted on nine passenger vehicles to assess how vehicle characteristics and ventilation settings affected in-vehicle NO2 concentrations and the in-vehicle-to-outside vehicle (I/O) concentration ratio. NO2 was measured directly using a cavity attenuated phase shift (CAPS) technique that gave a high temporal and spatial resolution. In the major tunnels, transit-average in-vehicle NO2 concentrations were lower than outside-vehicle concentrations for all vehicles with cabin air recirculation either on or off. However, markedly lower I/O ratios were obtained with recirculation on (0.08-0.36), suggesting that vehicle occupants can significantly lower their exposure to NO2 in tunnels by switching recirculation on. The highest mean I/O ratios for NO2 were measured in older vehicles (0.35-0.36), which is attributed to older vehicles having higher air exchange rates. The results from this study can be used to inform the design and operation of future road tunnels and modelling of personal exposure to NO2.

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

Association Between NCAP Ratings and Real-World Rear Seat Occupant Risk of Injury.

PubMed

Metzger, Kristina B; Gruschow, Siobhan; Durbin, Dennis R; Curry, Allison E

2015-01-01

Several studies have evaluated the correlation between U.S. or Euro New Car Assessment Program (NCAP) ratings and injury risk to front seat occupants, in particular driver injuries. Conversely, little is known about whether NCAP 5-star ratings predict real-world risk of injury to restrained rear seat occupants. The NHTSA has identified rear seat occupant protection as a specific area under consideration for improvements to its NCAP. In order to inform NHTSA's efforts, we examined how NCAP's current 5-star rating system predicts risk of moderate or greater injury among restrained rear seat occupants in real-world crashes. We identified crash-involved vehicles, model year 2004-2013, in NASS-CDS (2003-2012) with known make and model and nonmissing occupant information. We manually matched these vehicles to their NCAP star ratings using data on make, model, model year, body type, and other identifying information. The resultant linked NASS-CDS and NCAP database was analyzed to examine associations between vehicle ratings and rear seat occupant injury risk; risk to front seat occupants was also estimated for comparison. Data were limited to restrained occupants and occupant injuries were defined as any injury with a maximum Abbreviated Injury Scale (AIS) score of 2 or greater. We linked 95% of vehicles in NASS-CDS to a specific vehicle in NCAP. The 18,218 vehicles represented an estimated 6 million vehicles with over 9 million occupants. Rear seat passengers accounted for 12.4% of restrained occupants. The risk of injury in all crashes for restrained rear seat occupants was lower in vehicles with a 5-star driver rating in frontal impact tests (1.4%) than with 4 or fewer stars (2.6%, P =.015); results were similar for the frontal impact passenger rating (1.3% vs. 2.4%, P =.024). Conversely, side impact driver and passenger crash tests were not associated with rear seat occupant injury risk (driver test: 1.7% for 5-star vs. 1.8% for 1-4 stars; passenger test: 1.6% for 5

Head impact contact points for restrained child occupants.

PubMed

Arbogast, Kristy B; Wozniak, Samantha; Locey, Caitlin M; Maltese, Matthew R; Zonfrillo, Mark R

2012-01-01

Head injuries are the most common injuries sustained by children in motor vehicle crashes regardless of age, restraint, and crash direction. For rear seat occupants, the interaction of the subject with the seat back and the vehicle side interior structures has been previously highlighted. In order to advance this knowledge to the development of countermeasures, a summary of vehicle components that contributed to these injuries is needed. Therefore, the objective of this study was to create a contact map of the vehicle interior for head and face injuries to rear-seated restrained children in front crashes. The Crash Injury Research and Engineering Network (CIREN) was queried for rear-seated, restrained child occupants (age 0-15 years) in forward-facing child restraints, booster seats, or lap and shoulder belts who sustained an AIS2+ head and/or face injury in a frontal motor vehicle crash. Cases were analyzed to describe injury patterns and injury causation scenarios. A contact point map was developed to summarize the vehicle components related to injury causation of the head/face injury. Twenty-one cases met the combined inclusion and exclusion criteria. Seven of the child occupants were restrained in forward-facing child restraints, 2 in belt-positioning booster seats, and 12 in lap and shoulder belts. There were 28 head and 17 facial injuries. For left rear occupants, the most common contact point was the pillar in front of the occupant's seat row; that is, B-pillar for second-row occupants, indicating a leftward kinematics. For right rear occupants, due to differences in crash dynamics, the most common contact point location was the passenger's seat back, suggesting that these occupants moved predominantly forward. Contact points associated with head/face injury for restrained children 0 to 15 years in frontal crashes have been delineated. In a majority of the cases, the head/face injury was the most severe injury and severe injuries to other body regions were

Travel demand management : a toolbox of strategies to reduce single\\0x2010occupant vehicle trips and increase alternate mode usage in Arizona.

DOT National Transportation Integrated Search

2012-02-01

The report provides a suite of recommended strategies to reduce single-occupant vehicle traffic in the urban : areas of Phoenix and Tucson, Arizona, which are presented as a travel demand management toolbox. The : toolbox includes supporting research...

A Bibliometric Analysis of Highly Cited and High Impact Occupational Therapy Publications by American Authors.

PubMed

Gutman, Sharon A; Brown, Ted; Ho, Yuh-Shan

2017-07-01

A bibliometric analysis was completed of peer-reviewed literature from 1991-2015, written by American occupational therapists, to examine US high impact scholarship with "occupational therapy" and "occupational therapist(s)" used as keywords to search journal articles' publication title, abstract, author details, and keywords. Results included 1,889 journal articles from 1991-2015 published by American occupational therapists as first or corresponding author. Sixty-nine articles attained a TotalCitation 2015 ≥ 50 and 151 attained a Citation 2015 ≥ 5 indicating that they were the most highly cited literature produced in this period. Although the majority (58%) of this literature was published in occupational therapy-specific journals, 41% was published in interdisciplinary journals. Results illustrate that the volume of highly cited American occupational therapy peer-reviewed literature has grown over the last two decades. There is need for the profession to strategize methods to enhance the publication metrics of occupational therapy-specific journals to reduce the loss of high quality publications to external periodicals.

Sleep in High Stress Occupations

NASA Technical Reports Server (NTRS)

Flynn-Evans, Erin

2014-01-01

High stress occupations are associated with sleep restriction, circadian misalignment and demanding workload. This presentation will provide an overview of sleep duration, circadian misalignment and fatigue countermeasures and performance outcomes during spaceflight and commercial aviation.

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.

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

The Relationship between Vehicle Weight/Size and Safety

NASA Astrophysics Data System (ADS)

Wenzel, Tom; Ross, Marc

2008-09-01

Light-duty vehicles account for about 20% of US CO2 emissions. However, new vehicle fuel economy standards have not been significantly tightened since they were first enacted three decades ago. A historical impediment to imposing tougher fuel economy standards has been the long-standing perception that reducing the mass of a car or truck would make it more dangerous to its occupants in a crash. One often hears that this perception is dictated by "simple physics:" that, all else being equal, you are at greater risk in a lighter vehicle than in a heavier one. Our research on driver fatality risk has found that, when it comes to vehicle safety, all else is never equal. Vehicle mass is not the most important variable in determining occupant safety, not even in frontal crashes between two vehicles. You are at no greater risk driving an average car than you are driving a much heavier (and less fuel efficient) truck-based SUV. And larger and heavier truck-based SUVs and pickups impose enormous risks on car occupants. We summarize the most recent research on the interplay between vehicle weight, size and safety, and what the implications are for new state and federal standards to reduce vehicle CO2 emissions.

Vehicle occupants' exposure to aromatic volatile organic compounds while commuting on an urban-suburban route in Korea.

PubMed

Jo, W K; Choi, S J

1996-08-01

This study identified in-auto and in-bus exposures to six selected aromatic volatile organic compounds (VOCs) for commutes on an urban-suburban route in Korea. A bus-service route was selected to include three segments of Taegu and one suburban segment (Hayang) to satisfy the criteria specified for this study. This study indicates that motor vehicle exhaust and evaporative emissions are major sources of both auto and bus occupants' exposures to aromatic VOCs in both Taegu and Hayang. A nonparametric statistical test (Wilcoxon test) showed that in-auto benzene levels were significantly different from in-bus benzene levels for both urban-segment and suburban-segment commutes. The test also showed that the benzene-level difference between urban-segment and suburban-segment commutes was significant for both autos and buses. An F-test showed the same statistical results for the comparison of the summed in-vehicle concentration of the six target VOCs (benzene, toluene, ethylbenzene, and o,m,p-xylenes) as those for the comparison of the in-vehicle benzene concentration. On the other hand, the in-vehicle benzene level only and the sum were not significantly different among the three urban-segment commutes and between the morning and evening commutes. The in-auto VOC concentrations were intermediate between the results for the Los Angeles and Boston. The in-bus VOC concentrations were about one-tenth of the Taipei, Taiwan results.

The influence of occupant anthropometry and seat position on ejection risk in a rollover.

PubMed

Atkinson, Theresa; Fras, Andrew; Telehowski, Paul

2010-08-01

During rollover crashes, ejection increases an occupant's risk of severe to fatal injury as compared to risks for those retained in the vehicle. The current study examined whether occupant anthropometry might influence ejection risk. Factors such as restraint use/disuse, seating position, vehicle type, and roll direction were also considered in the analysis. The current study examined occupant ejections in 10 years of National Automotive Sampling System (NASS) single-event rollovers of passenger vehicles and light trucks. Statistical analysis of unweighted and weighted ejection data was carried out. No statistically significant differences in ejection rates were found based on occupant height, age, or body mass index. Drivers were ejected significantly more frequently than other occupants: 62 percent of unrestrained drivers were ejected vs. 51 percent unrestrained right front occupants. Second row unrestrained occupants were ejected at rates similar to right front-seated occupants. There were no significant differences in ejection rates for near- vs. far-side occupants. These data suggest that assessment of ejection prevention systems using either a 50th or 5th percentile adult anthropomorphic test dummy (ATD) might provide a reasonable measure of system function for a broad range of occupants. They also support the development of ejection mitigation technologies that extend beyond the first row to protect occupants in rear seat positions. Future studies should consider potential interaction effects (i.e., occupant size and vehicle dimensions) and the influence of occupant size on ejection risk in non-single-event rollovers.

Validation of a Simulation Process for Assessing the Response of a Vehicle and Its Occupants to an Explosive Threat

DTIC Science & Technology

2010-01-01

gross vehicle response; and the effects of blast mitigation material, restraint system, and seat design to the loads developed on the members of an...occupant. A Blast Event Simulation sysTem (BEST) has been developed for facilitating the easy use of the LS- DYNA solvers for conducting a...et al, 1999] for modeling blast events. In this paper the Eulerian solver of LS- DYNA is employed for simulating the soil – explosive – air

Illinois Occupational Skill Standards. Collision Repair Technician Cluster.

ERIC Educational Resources Information Center

Illinois Occupational Skill Standards and Credentialing Council, Carbondale.

This document, which is intended as a guide for workforce preparation program providers, details the Illinois occupational skill standards for programs preparing students for employment in occupations in the (vehicle) collision repair technician cluster. It begins with a brief overview of the Illinois perspective on occupational skill standards…

Research in biomechanics of occupant protection.

PubMed

King, A I; Yang, K H

1995-04-01

This paper discusses the biomechanical bases for occupant protection against frontal and side impact. Newton's Laws of Motion are used to illustrate the effect of a crash on restrained and unrestrained occupants, and the concept of ride down is discussed. Occupant protection through the use of energy absorbing materials is described, and the mechanism of injury of some of the more common injuries is explained. The role of the three-point belt and the airbag in frontal protection is discussed along with the potential injuries that can result from the use of these restraint systems. Side impact protection is more difficult to attain but some protection can be derived from the use of padding or a side impact airbag. It is concluded that the front seat occupants are adequately protected against frontal impact if belts are worn in an airbag equipped vehicle. Side impact protection may not be uniform in all vehicles.

Occupational injury mortality in New Mexico.

PubMed

Fullerton, L; Olson, L; Crandall, C; Sklar, D; Zumwalt, R

1995-10-01

To examine specific risks for occupational injury deaths in New Mexico. Retrospective review of state medical investigator reports from 1980 through 1991 with regard to industry, agent of death, gender, ethnicity, location, and alcohol and other drug involvement. New Mexico residents who were fatally injured while on the job. We identified 613 deaths: 87.1% unintentional, 10.6% homicides, and 2.3% suicides. Industries with the most fatalities were construction (11.8%), oil/gas (10.6%), and farming (8.6%). The primary agents of death were motor vehicles (41.7%), firearms (10.1%), and falling objects (10.0%). Almost all (95.6%) of the decedents were male. However, females were overrepresented among homicide deaths (P < .0001). Most unintentional injuries occurred in rural areas (69.1%), whereas most homicides (73.4%) and suicides (71.4%) occurred in urban areas. Drug or alcohol use was evident in 19.4% of cases. New Mexico has a high rate of occupational injury death, which appears to be associated with rural location and use of motor vehicles and alcohol.

Assessing the effectiveness of Montana's vehicle occupant protection program.

DOT National Transportation Integrated Search

2015-02-01

The purpose of this project was to quantitatively evaluate the relationships between MDT's occupant protection program : activities and seat restraint usage throughout Montana, in an effort to clarify how MDT's occupant protection programs may : affe...

Biomonitoring of styrene occupational exposures: Biomarkers and determinants.

PubMed

Persoons, Renaud; Richard, Justine; Herve, Claire; Montlevier, Sarah; Marques, Marie; Maitre, Anne

2018-06-22

High styrene exposures are still experienced in various occupational settings, requesting regular exposure assessments. The aims of this study were to study occupational exposures in various industrial sectors and to determine factors influencing styrene urinary metabolites levels. Biomonitoring was conducted in 141 workers from fiberglass-reinforced plastic (FRP) manufacture, thermoplastic polymers production, vehicle repair shops and cured-in-place pipe lining (CIPP). Urinary styrene (StyU) as well as Mandelic (MA) / Phenyglyoxylic Acids (PGA) were quantified at the beginning and at the end of week, and multivariate linear regression models were used. StyU levels revealed very low, rarely exceeding 3 µg.L -1 . Highest concentrations of MA + PGA were observed in FRP sector, with levels reaching up to 1100 mg.g -1 of creatinine. Factors influencing end-of-week MA + PGA concentrations were levels at the beginning of week, open molding processes, proximity to the emission source, respiratory protection, styrene content in raw materials. Elevated levels were also observed during CIPP process, whereas thermoplastic injection and vehicle repair shop workers exhibited much lower exposures. Intervention on process (decreasing styrene proportion, using closed molding), protective equipment (local exhaust ventilation, respiratory protection) and individual practices (stringent safety rules) are expected to decrease occupational exposures. Urinary MA + PGA remain the most appropriate biomarkers for occupational biomonitoring. Copyright © 2018. Published by Elsevier B.V.

Advanced Range Safety System for High Energy Vehicles

NASA Technical Reports Server (NTRS)

Claxton, Jeffrey S.; Linton, Donald F.

2002-01-01

The advanced range safety system project is a collaboration between the National Aeronautics and Space Administration and the United States Air Force to develop systems that would reduce costs and schedule for safety approval for new classes of unmanned high-energy vehicles. The mission-planning feature for this system would yield flight profiles that satisfy the mission requirements for the user while providing an increased quality of risk assessment, enhancing public safety. By improving the speed and accuracy of predicting risks to the public, mission planners would be able to expand flight envelopes significantly. Once in place, this system is expected to offer the flexibility of handling real-time risk management for the high-energy capabilities of hypersonic vehicles including autonomous return-from-orbit vehicles and extended flight profiles over land. Users of this system would include mission planners of Space Launch Initiative vehicles, space planes, and other high-energy vehicles. The real-time features of the system could make extended flight of a malfunctioning vehicle possible, in lieu of an immediate terminate decision. With this improved capability, the user would have more time for anomaly resolution and potential recovery of a malfunctioning vehicle.

40 CFR 600.310-86 - Labeling of high altitude vehicles.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 30 2011-07-01 2011-07-01 false Labeling of high altitude vehicles... Regulations for 1977 and Later Model Year Automobiles-Labeling § 600.310-86 Labeling of high altitude vehicles... altitude vehicles according to § 600.306. (b) A high altitude vehicle may be labeled with a general or...

40 CFR 600.310-86 - Labeling of high altitude vehicles.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 29 2010-07-01 2010-07-01 false Labeling of high altitude vehicles... Regulations for 1977 and Later Model Year Automobiles-Labeling § 600.310-86 Labeling of high altitude vehicles... altitude vehicles according to § 600.306. (b) A high altitude vehicle may be labeled with a general or...

Tactical Decision Aids High Bandwidth Links Using Autonomous Vehicles

DTIC Science & Technology

2004-01-01

1 Tactical Decision Aids (High Bandwidth Links Using Autonomous Vehicles ) A. J. Healey, D. P. Horner, Center for Autonomous Underwater Vehicle...SUBTITLE Tactical Decision Aids (High Bandwidth Links Using Autonomous Vehicles ) 5a. CONTRACT NUMBER 5b. GRANT NUMBER 5c. PROGRAM ELEMENT NUMBER 6

Numerical simulations of the occupant head response in an infantry vehicle under blunt impact and blast loading conditions.

PubMed

Sevagan, Gopinath; Zhu, Feng; Jiang, Binhui; Yang, King H

2013-07-01

This article presents the results of a finite element simulation on the occupant head response in an infantry vehicle under two separated loading conditions: (1) blunt impact and (2) blast loading conditions. A Hybrid-III dummy body integrated with a previously validated human head model was used as the surrogate. The biomechanical response of the head was studied in terms of head acceleration due to the impact by a projectile on the vehicle and intracranial pressure caused by blast wave. A series of parametric studies were conducted on the numerical model to analyze the effect of some key parameters, such as seat configuration, impact velocity, and boundary conditions. The simulation results indicate that a properly designed seat and internal surface of the infantry vehicle can play a vital role in reducing the risk of head injury in the current scenarios. Comparison of the kinematic responses under the blunt impact and blast loading conditions reveals that under the current loading conditions, the acceleration pulse in the blast scenario has much higher peak values and frequency than blunt impact case, which may reflect different head response characteristics.

2006 motor vehicle occupant protection facts

DOT National Transportation Integrated Search

2008-08-01

The National Highway Traffic Safety Administration has produced this booklet to explain the need for legislation, enforcement, education, and public awareness campaigns about protecting children, youth, and young adults in motor vehicles. collectivel...

Does unbelted safety requirement affect protection for belted occupants?

PubMed

Hu, Jingwen; Klinich, Kathleen D; Manary, Miriam A; Flannagan, Carol A C; Narayanaswamy, Prabha; Reed, Matthew P; Andreen, Margaret; Neal, Mark; Lin, Chin-Hsu

2017-05-29

Federal regulations in the United States require vehicles to meet occupant performance requirements with unbelted test dummies. Removing the test requirements with unbelted occupants might encourage the deployment of seat belt interlocks and allow restraint optimization to focus on belted occupants. The objective of this study is to compare the performance of restraint systems optimized for belted-only occupants with those optimized for both belted and unbelted occupants using computer simulations and field crash data analyses. In this study, 2 validated finite element (FE) vehicle/occupant models (a midsize sedan and a midsize SUV) were selected. Restraint design optimizations under standardized crash conditions (U.S.-NCAP and FMVSS 208) with and without unbelted requirements were conducted using Hybrid III (HIII) small female and midsize male anthropomorphic test devices (ATDs) in both vehicles on both driver and right front passenger positions. A total of 10 to 12 design parameters were varied in each optimization using a combination of response surface method (RSM) and genetic algorithm. To evaluate the field performance of restraints optimized with and without unbelted requirements, 55 frontal crash conditions covering a greater variety of crash types than those in the standardized crashes were selected. A total of 1,760 FE simulations were conducted for the field performance evaluation. Frontal crashes in the NASS-CDS database from 2002 to 2012 were used to develop injury risk curves and to provide the baseline performance of current restraint system and estimate the injury risk change by removing the unbelted requirement. Unbelted requirements do not affect the optimal seat belt and airbag design parameters in 3 out of 4 vehicle/occupant position conditions, except for the SUV passenger side. Overall, compared to the optimal designs with unbelted requirements, optimal designs without unbelted requirements generated the same or lower total injury risks for

Fatal crashes of passenger vehicles before and after adding antilock braking systems.

PubMed

Farmer, C M; Lund, A K; Trempel, R E; Braver, E R

1997-11-01

Fatal crash rates of passenger cars and vans were compared for the last model year before four-wheel antilock brakes were introduced and the first model year for which antilock brakes were standard equipment. Vehicles selected for analysis had no other significant design changes between the model years being compared, and the model years with and without antilocks were no more than two years apart. The overall fatal crash rates were similar for the two model years. However, the vehicles with antilocks were significantly more likely to be involved in crashes fatal to their own occupants, particularly single-vehicle crashes. Conversely, antilock vehicles were less likely to be involved in crashes fatal to occupants of other vehicles or nonoccupants (pedestrians, bicyclists). Overall, antilock brakes appear to have had little effect on fatal crash involvement. Further study is needed to better understand why fatality risk has increased for occupants of antilock vehicles.

Occupant Motion Sensors : Methods of Detection and Analysis

DOT National Transportation Integrated Search

1971-07-01

A STUDY HAS BEEN MADE OF METHODS FOR MEASURING OCCUPANT MOTION WITHIN A VEHICLE DURING CRASH OR IMPACT CONDITIONS. THE PURPOSE OF THE MEASUREMENTS IS TO EVALUATE RESTRAINT SYSTEMS, USING ANTHROPOMETRIC DUMMY, ANIMAL, OR HUMAN OCCUPANTS. A LIST OF GEN...

Crash fatality and vehicle incompatibility in collisions between cars and light trucks or vans.

PubMed

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

2014-12-01

In crashes between a car and a light truck or van (LTV), car occupants are more likely to be killed than LTV occupants. The extent this is due to the greater harm imposed by LTVs on cars or the greater protection they offer their own occupants is not known. We conducted a case-control study of collisions between two passenger vehicles in the USA during 1990-2008. Cases were all decedents in fatal crashes (N=157,684); one control was selected from each crash in a national probability sample of crashes (N=379,458). Adjusted for the type of vehicle they were riding in and other confounders, occupants of vehicles colliding with any type of LTVs (categorised as compact sport utility vehicles (SUV), full-size SUVs, minivans, full-size vans, compact pickups and full-size pickups) were at higher risk of death compared with occupants colliding with cars. Adjusted for the type of vehicle they crashed with and other confounders, occupants of LTVs in a collision with any vehicle were at lower risk of death compared with car occupants. Compared with a crash between two cars, the overall RR of death in a crash between any of the other 27 different combinations of vehicle types was 1.0 or greater, except for crashes between two full-size pickups, where the RR of death was 0.9. Although LTVs protect their own occupants better than cars do, LTVs are associated with an excess total risk of death in crashes with cars or other LTVs. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

Power Conditioning for High-Speed Tracked Vehicles

DOT National Transportation Integrated Search

1971-01-01

The linear induction motor is to provide the propulsion of high-speed tracked vehicles; speed and brake control of the propulsion motor is essential for vehicle operation. The purpose of power conditioning is to provide the power matching interface b...

Power Conditioning for High Speed Tracked Vehicles

DOT National Transportation Integrated Search

1973-01-01

The linear induction motor is to provide the propulsion of high-speed tracked vehicles; speed and brake control of the propulsion motor is essential for vehicle operation. The purpose of power conditioning is to provide the power matching interface b...

75 FR 76185 - Federal Motor Vehicle Safety Standard, Rearview Mirrors; Federal Motor Vehicle Safety Standard...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-07

... Simulation D. Comparative Regulatory Requirements i. Current FMVSS No. 111 ii. Relevant European Regulations... specifically-defined type of incident in which a non-occupant of a vehicle (most commonly, a pedestrian, but it...-speed vehicle or trailer, designed to carry 10 persons or less which is constructed either on a truck...

A novel CCR2 antagonist inhibits atherogenesis in apoE deficient mice by achieving high receptor occupancy.

PubMed

Bot, Ilze; Ortiz Zacarías, Natalia V; de Witte, Wilhelmus E A; de Vries, Henk; van Santbrink, Peter J; van der Velden, Daniël; Kröner, Mara J; van der Berg, Dirk-Jan; Stamos, Dean; de Lange, Elizabeth C M; Kuiper, Johan; IJzerman, Adriaan P; Heitman, Laura H

2017-03-03

CC Chemokine Receptor 2 (CCR2) and its endogenous ligand CCL2 are involved in a number of diseases, including atherosclerosis. Several CCR2 antagonists have been developed as potential therapeutic agents, however their in vivo clinical efficacy was limited. In this report, we aimed to determine whether 15a, an antagonist with a long residence time on the human CCR2, is effective in inhibiting the development of atherosclerosis in a mouse disease model. First, radioligand binding assays were performed to determine affinity and binding kinetics of 15a on murine CCR2. To assess the in vivo efficacy, western-type diet fed apoE -/- mice were treated daily with 15a or vehicle as control. Treatment with 15a reduced the amount of circulating CCR2 + monocytes and the size of the atherosclerotic plaques in both the carotid artery and the aortic root. We then showed that the long pharmacokinetic half-life of 15a combined with the high drug concentrations ensured prolonged CCR2 occupancy. These data render 15a a promising compound for drug development and confirms high receptor occupancy as a key parameter when targeting chemokine receptors.

The effect of roof strength on reducing occupant injury in rollovers.

PubMed

Herbst, Brian; Forrest, Steve; Orton, Tia; Meyer, Steven E; Sances, Anthony; Kumaresan, Srirangam

2005-01-01

Roof crush occurs and potentially contributes to serious or fatal occupant injury in 26% of rollovers. It is likely that glazing retention is related to the degree of roof crush experienced in rollover accidents. Occupant ejection (including partial ejection) is the leading cause of death and injury in rollover accidents. In fatal passenger car accidents involving ejection, 34% were ejected through the side windows. Side window glass retention during a rollover is likely to significantly reduce occupant ejections. The inverted drop test methodology is a test procedure to evaluate the structural integrity of roofs under loadings similar to those seen in real world rollovers. Recent testing on many different vehicle types indicates that damage consistent with field rollover accidents can be achieved through inverted drop testing at very small drop heights. Drop test comparisons were performed on 16 pairs of vehicles representing a large spectrum of vehicle types. Each vehicle pair includes a production vehicle and a vehicle with a reinforced roof structure dropped under the same test conditions. This paper offers several examples of post-production reinforcements to roof structures that significantly increase the crush resistance of the roof as measured by inverted drop tests. These modifications were implemented with minimal impact on vehicle styling, interior space and visual clearances. The results of these modifications indicate that roof crush can be mitigated by nearly an order of magnitude, as roof crush was reduced by 44-91% with only a 1-2.3% increase in vehicle weight. Additionally, this paper analyzes the glazing breakage patterns in the moveable tempered side windows on the side adjacent to the vehicle impact point in the inverted drop tests. A comparison is made between the production vehicles and the reinforced vehicles in order to determine if the amount roof crush is related to glazing integrity in the side windows. Lastly, two drop test pairs

Evaluation of Vehicle-Based Crash Severity Metrics.

PubMed

Tsoi, Ada H; Gabler, Hampton C

2015-01-01

Vehicle change in velocity (delta-v) is a widely used crash severity metric used to estimate occupant injury risk. Despite its widespread use, delta-v has several limitations. Of most concern, delta-v is a vehicle-based metric which does not consider the crash pulse or the performance of occupant restraints, e.g. seatbelts and airbags. Such criticisms have prompted the search for alternative impact severity metrics based upon vehicle kinematics. The purpose of this study was to assess the ability of the occupant impact velocity (OIV), acceleration severity index (ASI), vehicle pulse index (VPI), and maximum delta-v (delta-v) to predict serious injury in real world crashes. The study was based on the analysis of event data recorders (EDRs) downloaded from the National Automotive Sampling System / Crashworthiness Data System (NASS-CDS) 2000-2013 cases. All vehicles in the sample were GM passenger cars and light trucks involved in a frontal collision. Rollover crashes were excluded. Vehicles were restricted to single-event crashes that caused an airbag deployment. All EDR data were checked for a successful, completed recording of the event and that the crash pulse was complete. The maximum abbreviated injury scale (MAIS) was used to describe occupant injury outcome. Drivers were categorized into either non-seriously injured group (MAIS2-) or seriously injured group (MAIS3+), based on the severity of any injuries to the thorax, abdomen, and spine. ASI and OIV were calculated according to the Manual for Assessing Safety Hardware. VPI was calculated according to ISO/TR 12353-3, with vehicle-specific parameters determined from U.S. New Car Assessment Program crash tests. Using binary logistic regression, the cumulative probability of injury risk was determined for each metric and assessed for statistical significance, goodness-of-fit, and prediction accuracy. The dataset included 102,744 vehicles. A Wald chi-square test showed each vehicle-based crash severity metric

Biomechanical analysis of protective countermeasures in underride motor vehicle accidents - biomed 2009.

PubMed

Kumar, Sri; Enz, Bruce; Ponder, Perry L; Anderson, Bob

2009-01-01

Traffic safety has been significantly improved over the past several decades reducing injury and fatality rates. However, there is a paucity of research effort to address the safety issues in underride accidents, specifically the side underride crashes. It is well known that the compromise of occupant space in the vehicle leads to a higher probability of serious or fatal injuries. A better understanding of occupant protection and mechanism of injuries involved in side underride accidents assists in the advancement of safety measures. The present work evaluates the injury potential to occupants during side underride crashes using the car-to-trailer crash methodology. Four crash tests were conducted into the side of a stationary trailer fitted with the side underride guard system (SURG). The SURG used in these tests is 25% lighter than the previous design. A 5th percentile hybrid III female dummy was placed in the driver seat and restrained with the three-point lap and shoulder harness. The anthropometric dummy was instrumented with a head triaxial accelerometer, a chest triaxal accelerometer, a load cell to measure neck force and moment, and a load cell to measure the femur force. The vehicle acceleration was measured using a traxial accelerometer in the rear center tunnel. High speed, standard video and still photos were taken. In all tests, the intrusion was limited to the front structure of the vehicle without any significant compromise to the occupant space. Results indicate that the resultant head and chest accelerations, head injury criterion (HIC), neck force and moment, and femur force were well below the injury tolerance. The present findings support the hypothesis that the SURG not only limits or eliminates the intrusion into the occupant space but also results in biomechanical injury values well below the tolerance limit in motor vehicle crashes.

Modeling and validation of a detailed FE viscoelastic lumbar spine model for vehicle occupant dummies.

PubMed

Amiri, Sorosh; Naserkhaki, Sadegh; Parnianpour, Mohamad

2018-06-19

The dummies currently used for predicting vehicle occupant response during frontal crashes or whole-body vibration provide insufficient information about spinal loads. Although they aptly approximate upper-body rotations in different loading scenarios, they overlook spinal loads, which are crucial to injury assessment. This paper aims to develop a modified dummy finite element (FE) model with a detailed viscoelastic lumbar spine. This model has been developed and validated against in-vitro and in-silico data under different loading conditions, and its predicted ranges of motion (RoM) and intradiscal pressure (IDP) maintain close correspondence with the in-vitro data. The dominant frequency of the model was f = 8.92 Hz, which was close to previous results. In the relaxation test, a force reduction of up to 21% was obtained, showing high agreement in force relaxation during the in-vitro test. The FE lumbar spine model was placed in the HYBRID III test dummy and aligned in a seated position based on available MRI data. Under two impulsive acceleration loadings in flexion and lateral directions with a peak acceleration of 60 m/s 2 , flexion responses of the modified and original dummies were close (RoMs of 29.1° and 29.6°, respectively), though not in lateral bending (RoMs of 34.1° and 15.6°, respectively), where the modified dummy was more flexible than the original. By reconstructing a real frontal crash, it was found that the modified dummy provided a 10% reduction in the Head Injury Criterion (HIC). Other than the more realistic behavior of this modified dummy, its capability of approximating lumbar loads and risk of lumbar spine injuries in vehicle crashes or whole-body vibration is of great importance. Copyright © 2018 Elsevier Ltd. All rights reserved.

Injury risk among children in motor vehicle crashes: older versus younger drivers.

PubMed

Bromfield, Samantha G; McGwin, Gerald

2014-11-01

To explore the relationship between injury risk among child occupants involved in motor vehicle collisions according to the age of the vehicle driver. The National Automotive Sampling System Crashworthiness Data System 2000-2009 (n = 10 797) was used to identify demographic, vehicle-, collision- and injury-related characteristics among motor vehicle collision occupants ≤15 years of age. The association between the age of the driver (older vs. younger, defined as individuals <50 years of age vs. individuals ≥50 years of age, respectively) and injury occurrence was estimated using logistic regression adjusting for the potentially confounding effect of occupant, vehicle and collision characteristics. Of the child occupants in motor vehicle collisions, 2.9% were driving with an older driver, and approximately 2.9% were injured while driving with a younger driver (odds ratio 1.03; 95% confidence interval 0.55-1.91). After adjusting for child occupant age, gender, restraint use, seat position and vehicle type, there remained no significant association between the age of the driver (older vs. younger) and the risk of injury (odds ratio 0.92; 95% confidence interval 0.49-1.74). These findings add to the body of literature indicating no difference in injury risk found among children when considering the age of the driver. Research is needed to ascertain the association and further evaluate characteristics more specific to the relationship being explored in this study. © 2014 The Authors. Journal of Paediatrics and Child Health © 2014 Paediatrics and Child Health Division (Royal Australasian College of Physicians).

Injuries to Pregnant Occupants in Automotive Crashes

PubMed Central

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

1998-01-01

Injuries unique to pregnant occupants involved in motor-vehicle crashes include placental abruption, uterine rupture or laceration, and direct fetal injury. The mechanisms and characteristics of these injuries are discussed using examples from a literature review and from recent investigations of crashes involving pregnant occupants. In addition, a review of the relationship between the pregnant driver and automotive restraints and the steering wheel illustrates how injury potential may differ from the non-pregnant occupant.

Occupational exposure to electromagnetic fields in the Polish Armed Forces.

PubMed

Sobiech, Jaromir; Kieliszek, Jarosław; Puta, Robert; Bartczak, Dagmara; Stankiewicz, Wanda

2017-06-19

Standard devices used by military personnel that may pose electromagnetic hazard include: radars, missile systems, radio navigation systems and radio transceivers. The aim of this study has been to evaluate the exposure of military personnel to electromagnetic fields. Occupational exposure to electromagnetic fields was analyzed in the work environment of personnel of 204 devices divided into 5 groups (surface-to-air missile system radars, aircraft and helicopters, communication devices, surveillance and height finder radars, airport radars and radio navigation systems). Measurements were carried out at indicators, device terminals, radio panels, above vehicle seats, in vehicle hatches, by cabinets containing high power vacuum tubes and other transmitter components, by transmission lines, connectors, etc. Portable radios emit the electric field strength between 20-80 V/m close to a human head. The manpack radio operator's exposure is 60-120 V/m. Inside vehicles with high frequency/very high frequency (HF/VHF) band radios, the electric field strength is between 7-30 V/m and inside the radar cabin it ranges between 9-20 V/m. Most of the personnel on ships are not exposed to the electromagnetic field from their own radar systems but rather by accidental exposure from the radar systems of other ships. Operators of surface-to-air missile systems are exposed to the electric field strength between 7-15 V/m and the personnel of non-directional radio beacons - 100-150 V/m. In 57% of military devices Polish soldiers work in the occupational protection zones. In 35% of cases, soldiers work in intermediate and hazardous zones and in 22% - only in the intermediate zone. In 43% of devices, military personnel are not exposed to electromagnetic field. Int J Occup Med Environ Health 2017;30(4):565-577. This work is available in Open Access model and licensed under a CC BY-NC 3.0 PL license.

Crash-related mortality and model year: are newer vehicles safer?

PubMed

Ryb, Gabriel E; Dischinger, Patricia C; McGwin, Gerald; Griffin, Russell L

2011-01-01

The objective of this study was to determine whether occupants of newer vehicles experience a lower risk of crash-related mortality. The occurrence of death was studied in relation to vehicle model year (MY) among front seat vehicular occupants, age ≥ 16 captured in the National Automotive Sampling System Crashworthiness Data System (NASS-CDS) between 2000 and 2008. The associations between death and other occupant, vehicular and crash characteristics were also explored. Multiple logistic regression models for the prediction of death were built with model year as the independent variable and other characteristics linked to death as covariates. Imputation was used for missing data; weighted data was used. A total of 70,314 cases representing 30,514,372 weighted cases were available for analysis. Death occurred in 0.6% of the weighted population. Death was linked to age>60, male gender, higher BMI, near lateral direction of impact, high delta v, rollover, ejection and vehicle mismatch, and negatively associated with seatbelt use and rear and far lateral direction of impact. Mortality decreased with later model year groups (MY<94 0.78%, MY 94-97 0.53%, MY 98-04 0.51% and MY 05-08 0.38%, p=<0.0001). After adjustment for confounders, MY 94-97, MY 98-04 and MY 05-08 showed decreased odds of death [OR 0.80 (0.69-0.94), 0.82 (0.70-0.97), and 0.67 (0.47-0.96), respectively] when compared to MY <94. Newer vehicles are associated with lower crash-related mortality. Their introduction into the vehicle fleet may explain, at least in part, the decrease in mortality rates in the past two decades.

Rat Model of Brain Injury to Occupants of Vehicles Targeted by Land Mines: Mitigation by Elastomeric Frame Designs.

PubMed

Tchantchou, Flaubert; Puche, Adam A; Leiste, Ulrich; Fourney, William; Blanpied, Thomas A; Fiskum, Gary

2018-05-15

Many victims of blast traumatic brain injury (TBI) are occupants of vehicles targeted by land mines. A rat model of under-vehicle blast TBI was used to test the hypothesis that the ensuing neuropathology and altered behavior are mitigated by vehicle frame designs that dramatically reduce blast-induced acceleration (G force). Male rats were restrained on an aluminum platform that was accelerated vertically at up to 2850g, in response to detonation of an explosive positioned under a second platform in contact with the top via different structures. The presence of elastomeric, polyurea-coated aluminum cylinders between the platforms reduced acceleration by 80% to 550g compared with 2350g with uncoated cylinders. Moreover, 67% of rats exposed to 2850g, and 20% of those exposed to 2350g died immediately after blast, whereas all rats subjected to 550g blast survived. Assays for working memory (Y maze) and anxiety (Plus maze) were conducted for up to 28 days. Rats were euthanized at 24 h or 29 days, and their brains were used for histopathology and neurochemical measurements. Rats exposed to 2350g blasts exhibited increased cleaved caspase-3 immunoreactive neurons in the hippocampus. There was also increased vascular immunoglobulin (Ig)G effusion and F4/80 immunopositive macrophages/microglia. Blast exposure reduced hippocampal levels of synaptic proteins Bassoon and Homer-1, which were associated with impaired performance in the Y maze and the Plus maze tests. These changes observed after 2350g blasts were reduced or eliminated with the use of polyurea-coated cylinders. Such advances in vehicle designs should aid in the development of the next generation of blast-resistant vehicles.

Comprehensive Environmental Informatics System (CEIS) Integrating Crew and Vehicle Environmental Health

NASA Technical Reports Server (NTRS)

Nall, Mark E.

2006-01-01

Integrated Vehicle Health Management (IVHM) systems have been pursued as highly integrated systems that include smart sensors, diagnostic and prognostics software for assessments of real-time and life-cycle vehicle health information. Inclusive to such a system is the requirement to monitor the environmental health within the vehicle and the occupants of the vehicle. In this regard an enterprise approach to informatics is used to develop a methodology entitled, Comprehensive Environmental Informatics System (CEIS). The hardware and software technologies integrated into this system will be embedded in the vehicle subsystems, and maintenance operations, to provide both real-time and life-cycle health information of the environment within the vehicle cabin and of its occupants. This comprehensive information database will enable informed decision making and logistics management. One key element of the CEIS is interoperability for data acquisition and archive between environment and human system monitoring. With comprehensive components the data acquired in this system will use model based reasoning systems for subsystem and system level managers, advanced on-board and ground-based mission and maintenance planners to assess system functionality. Knowledge databases of the vehicle health state will be continuously updated and reported for critical failure modes, and routinely updated and reported for life cycle condition trending. Sufficient intelligence, including evidence-based engineering practices which are analogous to evidencebased medicine practices, will be included in the CEIS to result in more rapid recognition of off-nominal operation to enable quicker corrective actions. This will result from better information (rather than just data) for improved crew/operator situational awareness, which will produce significant vehicle and crew safety improvements, as well as increasing the chance for mission success, future mission planning as well as training. Other

The Injury Risk to Wheelchair Occupants Using Motor Vehicle Transportation

PubMed Central

Songer, Thomas J.; Fitzgerald, Shirley G.; Rotko, Katherine A.

2004-01-01

The transportation safety experience for persons using wheelchairs is largely unknown. Motor vehicle crash involvement and injury frequency was examined in a telephone interview completed by 596 wheelchair users. Overall, 42% were drivers. Most subjects also rode as passengers in private vehicles (87%) and public vehicles (61%). Wheelchair use as a seat in the vehicle was higher among passengers than drivers. Crash involvement was highest among drivers and lower in passengers. Reported injuries from non-crash scenarios, though, were higher in passengers compared to drivers. Persons seated in wheelchairs in vehicles appear to be at a greater safety risk. PMID:15319121

The association between booster seat use and risk of death among motor vehicle occupants aged 4-8: a matched cohort study.

PubMed

Rice, T M; Anderson, C L; Lee, A S

2009-12-01

To estimate the effectiveness of booster seats and of seatbelts in reducing the risk of child death during traffic collisions and to examine possible effect modification by various collision and vehicle characteristics. A matched cohort study was conducted using data from the Fatality Analysis Reporting System. Death risk ratios were estimated with conditional Poisson regression, bootstrapped coefficient standard errors, and multiply imputed missing values using chained equations. Estimated death risk ratios for booster seats used with seatbelts were 0.33 (95% CI 0.28 to 0.40) for children age 4-5 years and 0.45 (0.31 to 0.63) for children aged 6-8 years (Wald test of homogeneity p<0.005). The estimated risk ratios for seatbelt used alone were similar for the two age groups, 0.37 (0.32 to 0.43) and 0.39 (0.34 to 0.44) for ages 4-5 and 6-8, respectively (Wald p = 0.61). Estimated booster seat effectiveness was significantly greater for inbound seating positions (Wald p = 0.05) and during rollovers collisions (Wald p = 0.01). Significant variability in risk ratio estimates was not observed across levels of calendar year, vehicle model year, vehicle type, or land use. Seatbelts, used with or without booster seats, are highly effective in preventing death among motor vehicle occupants aged 4-8 years. Booster seats do not appear to improve the performance of seatbelts with respect to preventing death (risk ratio 0.92, 95% CI 0.79 to 1.08, comparing seatbelts with boosters to seatbelts alone), but because several studies have found that booster seats reduce non-fatal injury severity, clinicians and injury prevention specialists should continue to recommend the use of boosters to parents of young children.

Predicting severe injury using vehicle telemetry data.

PubMed

Ayoung-Chee, Patricia; Mack, Christopher D; Kaufman, Robert; Bulger, Eileen

2013-01-01

In 2010, the National Highway Traffic Safety Administration standardized collision data collected by event data recorders, which may help determine appropriate emergency medical service (EMS) response. Previous models (e.g., General Motors ) predict severe injury (Injury Severity Score [ISS] > 15) using occupant demographics and collision data. Occupant information is not automatically available, and 12% of calls from advanced automatic collision notification providers are unanswered. To better inform EMS triage, our goal was to create a predictive model only using vehicle collision data. Using the National Automotive Sampling System Crashworthiness Data System data set, we included front-seat occupants in late-model vehicles (2000 and later) in nonrollover and rollover crashes in years 2000 to 2010. Telematic (change in velocity, direction of force, seat belt use, vehicle type and curb weight, as well as multiple impact) and nontelematic variables (maximum intrusion, narrow impact, and passenger ejection) were included. Missing data were multiply imputed. The University of Washington model was tested to predict severe injury before application of guidelines (Step 0) and for occupants who did not meet Steps 1 and 2 criteria (Step 3) of the Centers for Disease Control and Prevention Field Triage Guidelines. A probability threshold of 20% was chosen in accordance with Centers for Disease Control and Prevention recommendations. There were 28,633 crashes, involving 33,956 vehicles and 52,033 occupants, of whom 9.9% had severe injury. At Step 0, the University of Washington model sensitivity was 40.0% and positive predictive value (PPV) was 20.7%. At Step 3, the sensitivity was 32.3 % and PPV was 10.1%. Model analysis excluding nontelematic variables decreased sensitivity and PPV. The sensitivity of the re-created General Motors model was 38.5% at Step 0 and 28.1% at Step 3. We designed a model using only vehicle collision data that was predictive of severe injury at

NASA Occupant Protection Standards Development

NASA Technical Reports Server (NTRS)

Somers, Jeffrey T.; Gernhardt, Michael A.; Lawrence, Charles

2011-01-01

Current National Aeronautics and Space Administration (NASA) occupant protection standards and requirements are based on extrapolations of biodynamic models, which were based on human tests performed under pre-Space Shuttle human flight programs where the occupants were in different suit and seat configurations than is expected for the Multi Purpose Crew Vehicle (MPCV) and Commercial Crew programs. As a result, there is limited statistical validity to the occupant protection standards. Furthermore, the current standards and requirements have not been validated in relevant spaceflight suit, seat configurations or loading conditions. The objectives of this study were to develop new standards and requirements for occupant protection and rigorously validate these new standards with sub-injurious human testing. To accomplish these objectives we began by determining which critical injuries NASA would like to protect for. We then defined the anthropomorphic test device (ATD) and the associated injury metrics of interest. Finally, we conducted a literature review of available data for the Test Device for Human Occupant Restraint New Technology (THOR-NT) ATD to determine injury assessment reference values (IARV) to serve as a baseline for further development. To better understand NASA s environment, we propose conducting sub-injurious human testing in spaceflight seat and suit configurations with spaceflight dynamic loads, with a sufficiently high number of subjects to validate no injury during nominal landing loads. In addition to validate nominal loads, the THOR-NT ATD will be tested in the same conditions as the human volunteers, allowing correlation between human and ATD responses covering the Orion nominal landing environment and commercial vehicle expected nominal environments. All testing will be conducted without the suit and with the suit to ascertain the contribution of the suit to human and ATD responses. In addition to the testing campaign proposed, additional

Benefits of high aerodynamic efficiency to orbital transfer vehicles

NASA Technical Reports Server (NTRS)

Andrews, D. G.; Norris, R. B.; Paris, S. W.

1984-01-01

The benefits and costs of high aerodynamic efficiency on aeroassisted orbital transfer vehicles (AOTV) are analyzed. Results show that a high lift to drag (L/D) AOTV can achieve significant velocity savings relative to low L/D aerobraked OTV's when traveling round trip between low Earth orbits (LEO) and alternate orbits as high as geosynchronous Earth orbit (GEO). Trajectory analysis is used to show the impact of thermal protection system technology and the importance of lift loading coefficient on vehicle performance. The possible improvements in AOTV subsystem technologies are assessed and their impact on vehicle inert weight and performance noted. Finally, the performance of high L/D AOTV concepts is compared with the performances of low L/D aeroassisted and all propulsive OTV concepts to assess the benefits of aerodynamic efficiency on this class of vehicle.

Between- and Within-Occupation Inequality: The Case of High-Status Professions*

PubMed Central

Xie, Yu; Killewald, Alexandra; Near, Christopher

2015-01-01

In this chapter, we present analyses of the roles of education and occupation in shaping trends in income inequality among college-educated workers in the U.S., drawing data from two sources: (1) the 1960–2000 U.S. Censuses and (2) the 2006–2008 three-year American Community Survey. We also examine in detail historical trends in between-occupation and within-occupation income inequality for a small set of high-status professionals, with focused attention on the economic wellbeing of scientists. Our research yields four findings. First, education premiums have increased. Second, both between-occupation and within-occupation inequality increased at about the same rates for college graduates, so that the portion of inequality attributable to occupational differences remained constant. Third, scientists have lost ground relative to other similarly educated professionals. Fourth, trends in within-occupation inequality vary by occupation and education, making any sweeping summary on the roles of education and occupation in the overall increase in income inequality difficult. PMID:26977113

Electric Vehicle Careers: On the Road to Change

ERIC Educational Resources Information Center

Hamilton, James

2012-01-01

Many occupations related to electric vehicles are similar to those that help to make and maintain all types of automobiles. But the industry is also adding some nontraditional jobs, and workers' skill sets must evolve to keep up. This article describes careers related to electric vehicles. The first section is about the electric vehicle industry…

The effects of wheelchair-seating stiffness and energy absorption on occupant frontal impact kinematics and submarining risk using computer simulation.

PubMed

Bertocci, Gina; Souza, Aaron L; Szobota, Stephanie

2003-01-01

Many wheelchair users must travel in motor vehicles while seated in their wheelchairs. The safety features of seat assemblies are key to motor vehicle occupant crash protection. Seating system properties such as strength, stiffness, and energy absorbance have been shown to have significant influence on risk of submarining. This study investigated the effects of wheelchair seat stiffness and energy absorption properties on occupant risk of submarining during a frontal motor vehicle 20 g/30 mph impact using a validated computer crash simulation model. The results indicate that wheelchair-seating stiffness and energy absorption characteristics influence occupant kinematics associated with the risk of submarining. Softer seat surfaces and relatively high energy absorption/permanent deformation were found to produce pelvis excursion trajectories associated with increased submarining risk. Findings also suggest that the current American National Standards Institute/Rehabilitation Engineering and Assistive Technology Society of North America (ANSI/RESNA) WC-19 seating integrity may not adequately assess submarining risk.

Deriving and Validating a Road Safety Performance Indicator for Vehicle Fleet Passive Safety

PubMed Central

Page, Marianne; Rackliff, Lucy

2006-01-01

Road safety performance indicators (RSPI) are policy tools which describe the extent of insecure operational safety conditions within traffic systems. This study describes the production of an RSPI which represents the presence within a country’s vehicle fleet, of vehicles that may not effectively protect an occupant in a collision. This work is highly original, as it uses the entire vehicle database of European Union Member States in order to estimate the average level of passive safety offered by the entire fleet in each country. The EuroNCAP safety ratings and vehicle age of each vehicle in each fleet have been obtained to calculate the RSPI. The methodology used could be adopted as an international standard. PMID:16968645

Associations between damage location and five main body region injuries of MAIS 3-6 injured occupants.

PubMed

Tang, Youming; Cao, Libo; Kan, Steven

2014-05-08

To examine the damage location distribution of five main body region injuries of maximum abbreviated injury score (MAIS) 3-6 injured occupants for nearside struck vehicle in front-to-side impact crashes. MAIS 3-6 injured occupants information was extracted from the US-National Automotive Sampling System/Crashworthiness Data System in the year 2007; it included the head/face/neck, chest, pelvis, upper extremity and lower extremity. Struck vehicle collision damage was classified in a three-dimensional system according to the J224 Collision Deformation Classification of SAE Surface Vehicle Standard. Nearside occupants seated directly adjacent to the struck side of the vehicle with MAIS 3-6 injured, in light truck vehicles-passenger cars (LTV-PC) side impact crashes. Distribution of MAIS 3-6 injured occupants by body regions and specific location of damage (lateral direction, horizontal direction and vertical direction) were examined. Injury risk ratio was also assessed. The lateral crush zone contributed to MAIS 3-6 injured occupants (n=705) and 50th centile injury risks when extended into zone 3. When the crush extended to zone 4, the injury risk ratio of MAIS 3-6 injured occupants approached 81%. The horizontal crush zones contributing to the highest injury risk ratio of MAIS 3-6 occupants were zones 'D' and 'Y', and the injury risk ratios were 25.4% and 36.9%, respectively. In contrast, the lowest injury risk ratio was 5.67% caused by zone 'B'. The vertical crush zone which contributed to the highest injury risk ratio of MAIS 3-6 occupants was zone 'E', whose injury risk ratio was 58%. In contrast, the lowest injury risk ratio was 0.14% caused by zone 'G+M'. The highest injury risk ratio of MAIS 3-6 injured occupants caused by crush intrusion between 40 and 60 cm in LTV-PC nearside impact collisions and the damage region of the struck vehicle was in the zones 'E' and 'Y'.

High temperature superconducting Maglev equipment on vehicle

NASA Astrophysics Data System (ADS)

Wang, S. Y.; Wang, J. S.; Ren, Z. Y.; Zhu, M.; Jiang, H.; Wang, X. R.; Shen, X. M.; Song, H. H.

2003-04-01

Onboard high temperature superconducting (HTS) Maglev equipment is a heart part of a HTS Maglev vehicle, which is composed of YBaCuO bulks and rectangle-shape liquid nitrogen vessel and used successfully in the first manned HTS Maglev test vehicle. Arrangement of YBaCuO bulks in liquid nitrogen vessel, structure of the vessel, levitation forces of a single vessel and two vessels, and total levitation force are reported. The first manned HTS Maglev test vehicle in the world has operated well more than one year after it was born on Dec. 31, 2000, and more than 23,000 passengers have taken the vehicle till now. Well operation of more than one year proves the reliability of the onboard HTS Maglev equipment.

Improving the in-flight security by employing seat occupancy sensors based on Fiber Bragg grating technology

NASA Astrophysics Data System (ADS)

Zhang, Hongtao; Wang, Pengfei

2012-06-01

The current schemes of detecting the status of passengers in airplanes cannot satisfy the more strict regulations recently released by the United States Transportation Security Administration. In basis of investigation on the current seat occupancy sensors for vehicles, in this paper we present a novel scheme of seat occupancy sensors based on Fiber Bragg Grating technology to improve the in-flight security of airplanes. This seat occupancy sensor system can be used to detect the status of passengers and to trigger the airbags to control the inflation of air bags, which have been installed in the airplanes of some major airlines under the new law. This scheme utilizes our previous research results of Weight-In- Motion sensor system based on optical fiber Bragg grating. In contrast to the current seat occupancy sensors for vehicles, this new seat occupancy sensor has so many merits that it is very suitable to be applied in aerospace industry or high speed railway system. Moreover, combined with existing Fiber Bragg Grating strain or temperature sensor systems built in airplanes, this proposed method can construct a complete airline passenger management system.

Crash-Related Mortality and Model Year: Are Newer Vehicles Safer?

PubMed Central

Ryb, Gabriel E; Dischinger, Patricia C; McGwin, Gerald; Griffin, Russell L

2011-01-01

Objective: The objective of this study was to determine whether occupants of newer vehicles experience a lower risk of crash-related mortality. Methods: The occurrence of death was studied in relation to vehicle model year (MY) among front seat vehicular occupants, age ≥ 16 captured in the National Automotive Sampling System Crashworthiness Data System (NASS-CDS) between 2000 and 2008. The associations between death and other occupant, vehicular and crash characteristics were also explored. Multiple logistic regression models for the prediction of death were built with model year as the independent variable and other characteristics linked to death as covariates. Imputation was used for missing data; weighted data was used. Results: A total of 70,314 cases representing 30,514,372 weighted cases were available for analysis. Death occurred in 0.6% of the weighted population. Death was linked to age>60, male gender, higher BMI, near lateral direction of impact, high delta v, rollover, ejection and vehicle mismatch, and negatively associated with seatbelt use and rear and far lateral direction of impact. Mortality decreased with later model year groups (MY<94 0.78%, MY 94–97 0.53%, MY 98-04 0.51% and MY 05–08 0.38%, p=<0.0001). After adjustment for confounders, MY 94–97, MY 98-04 and MY 05–08 showed decreased odds of death [OR 0.80 (0.69–0.94), 0.82 (0.70–0.97), and 0.67 (0.47–0.96), respectively] when compared to MY <94. Conclusion: Newer vehicles are associated with lower crash-related mortality. Their introduction into the vehicle fleet may explain, at least in part, the decrease in mortality rates in the past two decades. PMID:22105389

Does obesity affect the position of seat belt loading in occupants involved in real-world motor vehicle collisions?

PubMed

Hartka, Thomas R; Carr, Hannah M; Smith, Brittany R; Melmer, Monica; Sochor, Mark R

2018-02-28

Previous work has shown that the lap belt moves superior and forward compared to the bony pelvis as body mass index (BMI) increases. The goal of this project was to determine whether the location of lap belt loading is related to BMI for occupants who sustained real-world motor vehicle collisions (MVCs). A national MVC database was queried for vehicle occupants over a 10-year period (2003-2012) who were at least 16 years old, restrained by a 3-point seat belt, sitting in the front row, and involved in a front-end collision with a change in velocity of at least 56 km/h. Cases were excluded if there was not an available computed tomography (CT) scan of the abdomen. CT scans were then analyzed using adipose enhancement of 3-dimensional reconstructions. Scans were assessed for the presence a radiographic seat belt sign (rSBS), or subcutaneous fat stranding due to seat belt loading. In scans in which the rSBS was present, anterior and superior displacement of rSBS from the anterior-superior iliac spine (ASIS) was measured bilaterally. This displacement was correlated with BMI and injury severity. The inclusion and exclusion criteria yielded 151 cases for analysis. An rSBS could definitively be identified in 55 cases. Cases in which occupants were older and had higher BMI were more likely to display an rSBS. There was a correlation between increasing BMI and anterior rSBS displacement (P <.01 and P <.01, right and left, respectively). There was no significant correlation between BMI and superior displacement of the rSBS (P =.46 and P =.33, right and left, respectively). When the data were examined in terms of relating increasing superior displacement of the lap belt with Injury Severity Scale (P =.34) and maximum Abbreviated Injury Score (AIS) injury severity (P =.63), there was also no significant correlation. The results from this study demonstrated that anterior displacement of the radiographic seat belt sign but not superior displacement increased with higher BMI

Control of a high beta maneuvering reentry vehicle using dynamic inversion.

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

Watts, Alfred Chapman

2005-05-01

The design of flight control systems for high performance maneuvering reentry vehicles presents a significant challenge to the control systems designer. These vehicles typically have a much higher ballistic coefficient than crewed vehicles like as the Space Shuttle or proposed crew return vehicles such as the X-38. Moreover, the missions of high performance vehicles usually require a steeper reentry flight path angle, followed by a pull-out into level flight. These vehicles then must transit the entire atmosphere and robustly perform the maneuvers required for the mission. The vehicles must also be flown with small static margins in order to performmore » the required maneuvers, which can result in highly nonlinear aerodynamic characteristics that frequently transition from being aerodynamically stable to unstable as angle of attack increases. The control system design technique of dynamic inversion has been applied successfully to both high performance aircraft and low beta reentry vehicles. The objective of this study was to explore the application of this technique to high performance maneuvering reentry vehicles, including the basic derivation of the dynamic inversion technique, followed by the extension of that technique to the use of tabular trim aerodynamic models in the controller. The dynamic inversion equations are developed for high performance vehicles and augmented to allow the selection of a desired response for the control system. A six degree of freedom simulation is used to evaluate the performance of the dynamic inversion approach, and results for both nominal and off nominal aerodynamic characteristics are presented.« less

Fatal occupational injuries.

PubMed

Baker, S P; Samkoff, J S; Fisher, R S; Van Buren, C B

1982-08-13

Deaths resulting from work-related injuries during a one-year period in Maryland were identified and reviewed. Of 148 workers killed, all but two were male. Transportation vehicles were involved in 41% of the deaths, with road vehicles accounting for 25% of the total. Other major groups involved nonroad land vehicles (16%) and firearms, primarily handguns (11%). Two thirds of the workers died at the scene or were dead on arrival at the hospital. Head injuries were the most common cause of death. Eleven percent of the workers tested had blood alcohol concentrations of 0.08% by weight or greater. The majority of the deaths involved either hazards that are not addressed by the Occupational Safety and Health Act of 1970 or workers in categories that are excluded by law from regulation under this act.

Vehicle capture system

NASA Astrophysics Data System (ADS)

Tacke, Kenneth L.

1998-12-01

Primex Aerospace Company, under contract with the U.S. Army Armament Research Development & Engineering Center (ARDEC), has developed a portable vehicle capture system for use at vehicle checkpoints. Currently when a vehicle does not stop at a checkpoint, there are three possible reactions: let the vehicle go unchallenged, pursue the vehicle or stop the vehicle with lethal force. This system provides a non-lethal alternative that will stop and contain the vehicle. The system is completely portable with the heaviest component weighing less than 120 pounds. It can be installed with no external electrical power or permanent anchors required. In its standby mode, the system does not impede normal traffic, but on command erects a barrier in less than 1.5 seconds. System tests have been conducted using 5,100 and 8.400 pound vehicles, traveling at speeds up to 45 mph. The system is designed to minimize vehicle damage and occupant injury, typically resulting in deceleration forces of less than 2.5 gs on the vehicle. According to the drivers involved in tests at 45 mph, the stopping forces feel similar to a panic stop with the vehicle brakes locked. The system is completely reusable and be rapidly reset.

Blast resistant vehicle seat

DOEpatents

Ripley, Edward B

2013-02-12

Disclosed are various seats for vehicles particularly military vehicles that are susceptible to attack by road-bed explosive devices such as land mines or improvised explosive devices. The seats often have rigid seat shells and may include rigid bracing for rigidly securing the seat to the chassis of the vehicle. Typically embodiments include channels and particulate media such as sand disposed in the channels. A gas distribution system is generally employed to pump a gas through the channels and in some embodiments the gas is provided at a pressure sufficient to fluidize the particulate media when an occupant is sitting on the seat.

Experiment results of high temperature superconducting Maglev vehicle

NASA Astrophysics Data System (ADS)

Wang, J. S.; Wang, S. Y.; Ren, Z. Y.; Jiang, H.; Zhu, M.; Wang, X. R.; Shen, X. M.; Song, H. H.

2003-04-01

The first man-loading high temperature superconducting (HTS) magnetic levitation (Maglev) test vehicle in the world has normally operated over one year after its birth on December 31, 2000. Heretofore over 23 000 passengers have taken the vehicle, and it operates very well from first running to now. The HTS Maglev vehicle is over guideway, which consists of two parallel permanent magnetic tracks. The levitation force of the entire Maglev vehicle is measured. Three times measurement results on December 24, 2000, July 1, 2001, and December 24, 2001 are reported respectively, it will be seen from this that the levitation forces do not change nearly after long running. Total levitation force of entire vehicle is 1050 kg at the 8 mm net levitation gap, which the gap between the bottom of liquid nitrogen vessels and guideway face. A measuring equipment of the guidance force of the entire Maglev vehicle is designed and manufactured. The guidance force of the vehicle is obtained by the equipment.

A review of serious injuries and deaths among car occupants after motor vehicle crashes in Sweden from 1987 to 1994.

PubMed

Boström, L; Wladis, A; Nilsson, B

2001-01-01

Car occupants injured in motor vehicle crashes (MVC) are a common problem in emergency departments. The aims of this study were to determine the incidence over time, according to the type of injury, age and sex distribution, mortality rate and geographical differences among all patients admitted to Swedish hospitals because of MVC injuries. Between 1987 and 1994, Swedish hospitals admitted 37,871 persons (51,348 admissions) who had been involved in MVC as drivers or passengers. There were 23,369 men and 14,502 women. The annual frequency of hospital admissions ranged from 5,943 to 7,175. There were 74.8 injured persons admitted per 100,000 of the population each year. Males between 16 and 24 years of age were more commonly involved. Injuries to the head and neck were particularly frequent (39%). Older persons, males, and passengers had a poor survival outcome. The incidence of injured car occupants was significantly higher in sparsly populated areas of Sweden.

49 CFR 176.93 - Vehicles having refrigerating or heating equipment.

Code of Federal Regulations, 2011 CFR

2011-10-01

... combustion motors which expose the occupants of the passenger vehicles to excessive concentrations of exhaust... 49 Transportation 2 2011-10-01 2011-10-01 false Vehicles having refrigerating or heating equipment... CARRIAGE BY VESSEL Special Requirements for Transport Vehicles Loaded With Hazardous Materials and...

49 CFR 176.93 - Vehicles having refrigerating or heating equipment.

Code of Federal Regulations, 2010 CFR

2010-10-01

... combustion motors which expose the occupants of the passenger vehicles to excessive concentrations of exhaust... 49 Transportation 2 2010-10-01 2010-10-01 false Vehicles having refrigerating or heating equipment... CARRIAGE BY VESSEL Special Requirements for Transport Vehicles Loaded With Hazardous Materials and...

Effects of changing HOV lane occupancy requirements : El Monte busway case study

DOT National Transportation Integrated Search

2002-06-01

In 1999, the California Legislature passed Senate Bill 63, which lowered the vehicle-occupancy requirement on the El Monte Busway on the San Bernardino (I-10) Freeway from three persons per vehicle (3+) to two persons per vehicle (2+) full time. The ...

Danger zone: Men, masculinity and occupational health and safety in high risk occupations

PubMed Central

Stergiou-Kita, Mary; Mansfield, Elizabeth; Bezo, Randy; Colantonio, Angela; Garritano, Enzo; Lafrance, Marc; Lewko, John; Mantis, Steve; Moody, Joel; Power, Nicole; Theberge, Nancy; Westwood, Eleanor; Travers, Krista

2016-01-01

The workplace is a key setting where gender issues and organizational structures may influence occupational health and safety practices. The enactment of dominant norms of masculinity in high risk occupations can be particularly problematic, as it exposes men to significant risks for injuries and fatalities. To encourage multi-disciplinary collaborations and advance knowledge in the intersecting areas of gender studies, men’s health, work and workplace health and safety, a national network of thirteen researchers and health and safety stakeholders completed a critical literature review examining the intersection between masculinities and men’s workplace health and safety in order to: (i) account for research previously undertaken in this area; (ii) identify themes that may inform our understanding of masculinity and workplace health and safety and; (iii) identify research and practice gaps in relation to men’s workplace health and safety. In this paper we present key themes from this review. Recommendations are made regarding: (i) how to define gender; (ii) how to attend to and identify how masculinities may influence workers’ identities, perceptions of occupational risks and how institutionalized practices can reinforce norms of masculinity; (iii) the importance of considering how masculinities may intersect with other variables (e.g. historical context, age, class, race, geographical location) and; (iv) the added significance of present-day labour market forces on men’s occupational health and safety. PMID:27239098

Danger zone: Men, masculinity and occupational health and safety in high risk occupations.

PubMed

Stergiou-Kita, Mary; Mansfield, Elizabeth; Bezo, Randy; Colantonio, Angela; Garritano, Enzo; Lafrance, Marc; Lewko, John; Mantis, Steve; Moody, Joel; Power, Nicole; Theberge, Nancy; Westwood, Eleanor; Travers, Krista

2015-12-01

The workplace is a key setting where gender issues and organizational structures may influence occupational health and safety practices. The enactment of dominant norms of masculinity in high risk occupations can be particularly problematic, as it exposes men to significant risks for injuries and fatalities. To encourage multi-disciplinary collaborations and advance knowledge in the intersecting areas of gender studies, men's health, work and workplace health and safety, a national network of thirteen researchers and health and safety stakeholders completed a critical literature review examining the intersection between masculinities and men's workplace health and safety in order to: (i) account for research previously undertaken in this area; (ii) identify themes that may inform our understanding of masculinity and workplace health and safety and; (iii) identify research and practice gaps in relation to men's workplace health and safety. In this paper we present key themes from this review. Recommendations are made regarding: (i) how to define gender; (ii) how to attend to and identify how masculinities may influence workers' identities, perceptions of occupational risks and how institutionalized practices can reinforce norms of masculinity; (iii) the importance of considering how masculinities may intersect with other variables (e.g. historical context, age, class, race, geographical location) and; (iv) the added significance of present-day labour market forces on men's occupational health and safety.

A system methodology for optimization design of the structural crashworthiness of a vehicle subjected to a high-speed frontal crash

NASA Astrophysics Data System (ADS)

Xia, Liang; Liu, Weiguo; Lv, Xiaojiang; Gu, Xianguang

2018-04-01

The structural crashworthiness design of vehicles has become an important research direction to ensure the safety of the occupants. To effectively improve the structural safety of a vehicle in a frontal crash, a system methodology is presented in this study. The surrogate model of Online support vector regression (Online-SVR) is adopted to approximate crashworthiness criteria and different kernel functions are selected to enhance the accuracy of the model. The Online-SVR model is demonstrated to have the advantages of solving highly nonlinear problems and saving training costs, and can effectively be applied for vehicle structural crashworthiness design. By combining the non-dominated sorting genetic algorithm II and Monte Carlo simulation, both deterministic optimization and reliability-based design optimization (RBDO) are conducted. The optimization solutions are further validated by finite element analysis, which shows the effectiveness of the RBDO solution in the structural crashworthiness design process. The results demonstrate the advantages of using RBDO, resulting in not only increased energy absorption and decreased structural weight from a baseline design, but also a significant improvement in the reliability of the design.

High occupational stress and low career satisfaction of Korean surgeons.

PubMed

Kang, Sang Hee; Boo, Yoon Jung; Lee, Ji Sung; Han, Hyung Joon; Jung, Cheol Woong; Kim, Chong Suk

2015-02-01

Surgery is a demanding and stressful field in Korea. Occupational stress can adversely affect the quality of care, decrease job satisfaction, and potentially increase medical errors. The aim of this study was to investigate the occupational stress and career satisfaction of Korean surgeons. We have conducted an electronic survey of 621 Korean surgeons for the occupational stress. Sixty-five questions were used to assess practical and personal characteristics and occupational stress using the Korean occupational stress scale (KOSS). The mean KOSS score was 49.31, which was higher than the average of Korean occupational stress (45.86) or that of other specialized professions (46.03). Young age, female gender, long working hours, and frequent night duties were significantly related to the higher KOSS score. Having spouse, having hobby and regular exercise decreased the KOSS score. Multiple linear regression analysis showed that long working hours and regular exercise were the independent factors associated with the KOSS score. Less than 50% of surgeons answered that they would become a surgeon again. Most surgeons (82.5%) did not want to recommend their child follow their career. Korean Surgeons have high occupational stress and low level of career satisfaction.

Effects of High Octane Ethanol Blends on Four Legacy Flex-Fuel Vehicles, and a Turbocharged GDI Vehicle

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

Thomas, John F; West, Brian H; Huff, Shean P

The U.S. Department of Energy (DOE) is supporting engine and vehicle research to investigate the potential of high-octane fuels to improve fuel economy. Ethanol has very high research octane number (RON) and heat of vaporization (HoV), properties that make it an excellent spark ignition engine fuel. The prospects of increasing both the ethanol content and the octane number of the gasoline pool has the potential to enable improved fuel economy in future vehicles with downsized, downsped engines. This report describes a small study to explore the potential performance benefits of high octane ethanol blends in the legacy fleet. There aremore » over 17 million flex-fuel vehicles (FFVs) on the road today in the United States, vehicles capable of using any fuel from E0 to E85. If a future high-octane blend for dedicated vehicles is on the horizon, the nation is faced with the classic chicken-and-egg dilemma. If today’s FFVs can see a performance advantage with a high octane ethanol blend such as E25 or E30, then perhaps consumer demand for this fuel can serve as a bridge to future dedicated vehicles. Experiments were performed with four FFVs using a 10% ethanol fuel (E10) with 88 pump octane, and a market gasoline blended with ethanol to make a 30% by volume ethanol fuel (E30) with 94 pump octane. The research octane numbers were 92.4 for the E10 fuel and 100.7 for the E30 fuel. Two vehicles had gasoline direct injected (GDI) engines, and two featured port fuel injection (PFI). Significant wide open throttle (WOT) performance improvements were measured for three of the four FFVs, with one vehicle showing no change. Additionally, a conventional (non-FFV) vehicle with a small turbocharged direct-injected engine was tested with a regular grade of gasoline with no ethanol (E0) and a splash blend of this same fuel with 15% ethanol by volume (E15). RON was increased from 90.7 for the E0 to 97.8 for the E15 blend. Significant wide open throttle and thermal efficiency

78 FR 16051 - Vehicle/Track Interaction Safety Standards; High-Speed and High Cant Deficiency Operations

Federal Register 2010, 2011, 2012, 2013, 2014

2013-03-13

...FRA is amending the Track Safety Standards and Passenger Equipment Safety Standards to promote the safe interaction of rail vehicles with the track over which they operate under a variety of conditions at speeds up to 220 m.p.h. The final rule revises standards for track geometry and safety limits for vehicle response to track conditions, enhances vehicle/track qualification procedures, and adds flexibility for permitting high cant deficiency train operations through curves at conventional speeds. The rule accounts for a range of vehicle types that are currently in operation, as well as vehicle types that may likely be used in future high-speed or high cant deficiency rail operations, or both. The rule is based on the results of simulation studies designed to identify track geometry irregularities associated with unsafe wheel/rail forces and accelerations, thorough reviews of vehicle qualification and revenue service test data, and consideration of international practices.

Stomach cancer and occupation in Sweden: 1971–89

PubMed Central

Aragones, N; Pollan, M; Gustavsson, P

2002-01-01

Objectives: To examine the relation between gastric cancer and occupation among men and women gainfully employed in 1970 in Sweden for the period 1971–89 and, more specifically, to evaluate whether any excess of incidence of gastric cancer had also occurred among the subcohort of people reporting the same occupation in 1960 and 1970. Methods: In both sexes and cohorts, relative risks adjusted for age, period of diagnosis, and geographical risk area were computed for occupational codes specified at one, two, or three level (occupational sector, occupational group, and occupation, respectively). Relative risks were calculated with all other occupations as reference and then, to take socioeconomic status into account, solely other occupations within the same occupational sector were used. Results: Among men, occupations with increased risk included miners and quarrymen, construction and metal processing workers, supporting the possible causative role of dusty environments in stomach cancer. In men, the results also provide support for increased risks among electrical and mechanical engineers, fishermen, petrol station workers, motor vehicle drivers, butchers and meat preparers, dockers, freight handlers, launderers and dry cleaners. Furthermore, it is worth noting interesting results for women, whose occupational risks have been studied less. Excess risks were found for practical nurses, cashiers, bank employees, engineering and electronic industry workers, food industry, housekeeping and cleaning workers. Due to the many occupations studied, several significant associations may be expected by chance. Conclusions: The study is explorative but provides support for the relations suggested previously between occupational exposure to dusty environments and stomach cancer, together with some new high risk occupations which should be further studied. PMID:11983848

Occupational Carbon Monoxide Fatalities in the US From Unintentional Non-Fire Related Exposures, 1992–2008

PubMed Central

Henn, Scott A.; Bell, Jennifer L.; Sussell, Aaron L.; Konda, Srinivas

2015-01-01

Objective To analyze characteristics of, and trends in, work-related carbon monoxide (CO) fatalities in the US. Methods Records of unintentional, non-fire related fatalities from CO exposure were extracted from the Bureau of Labor Statistics’ Census of Fatal Occupational Injuries and the Occupational Safety and Health Administration’s Integrated Management Information System for years 1992–2008 and analyzed separately. Results The average number of annual CO fatalities was 22 (standard deviation = 8). Fatality rates were highest among workers aged ≥65, males, Hispanics, winter months, the Midwest, and the Fishing, Hunting, and Trapping industry subsector. Self-employed workers accounted for 28% of all fatalities. Motor vehicles were the most frequent source of fatal CO exposure, followed by heating systems and generators. Conclusions CO has been the most frequent cause of occupational fatality due to acute inhalation, and has shown no significant decreasing trend since 1992. The high number of fatalities from motor vehicles warrants further investigation. PMID:23868822

Health surveillance for occupational asthma in the UK.

PubMed

Fishwick, D; Sen, D; Barker, P; Codling, A; Fox, D; Naylor, S

2016-07-01

Periodic health surveillance (HS) of workers can identify early cases of occupational asthma. Information about its uptake and its content in the UK is lacking. To identify the overall levels of uptake and quality of HS for occupational asthma within three high-risk industry sectors in the UK. A telephone survey of employers, and their occupational health (OH) professionals, carried out in three sectors with exposures potentially capable of causing occupational asthma (bakeries, wood working and motor vehicle repair). A total of 457 organizations participated (31% response rate). About 77% employed <10 people, 17% between 10 and 50 and 6% >50. Risk assessments were common (67%) and 14% carried out some form of HS for occupational asthma, rising to 19% if only organizations reporting asthma hazards and risks were considered. HS was carried out both by in-house (31%) and external providers (69%). Organizational policies were often used to define HS approaches (80%), but infrequently shared with the OH provider. OH providers described considerable variation in practice. Record keeping was universal, but worker-held records were not reported. HS tools were generally developed in-house. Lung function was commonly measured, but only limited interpretation evident. Referral of workers to local specialist respiratory services was variable. This study provided new insights into the real world of HS for occupational asthma. We consider that future work could and should define simpler, more practical and evidence-based approaches to HS to ensure maximal consistency and use of high-quality approaches. © Crown copyright 2016.

The effects of airbags and seatbelts on occupant injury in longitudinal barrier crashes.

PubMed

Gabauer, Douglas J; Gabler, Hampton C

2010-02-01

Longitudinal barriers, such as guardrails, are designed to prevent a vehicle that leaves the roadway from impacting a more dangerous object while minimizing the risk of injury to the vehicle occupants. Current full-scale test procedures for these devices do not consider the effect of occupant restraints such as seatbelts and airbags. The purpose of this study was to determine the extent to which restraints are used or deployed in longitudinal barrier collisions and their subsequent effect on occupant injury. Binary logistic regression models were generated to predict occupant injury risk using data from the National Automotive Sampling System / Crashworthiness Data System from 1997 through 2007. In tow-away longitudinal barrier crashes, airbag deployment rates were 70% for airbag-equipped vehicles. Compared with unbelted occupants without an airbag available, seat belt restrained occupants with an airbag available had a dramatically decreased risk of receiving a serious (MAIS 3+) injury (odds-ratio (OR)=0.03; 95% CI: 0.004-0.24). A similar decrease was observed among those restrained by seat belts, but without an airbag available (OR=0.03; 95% CI: 0.001- 0.79). No significant differences in risk of serious injuries were observed between unbelted occupants with an airbag available compared with unbelted occupants without an airbag available (OR=0.53; 95% CI=0.10-2.68). This study refutes the perception in the roadside safety community that airbags rarely deploy in frontal barrier crashes, and suggests that current longitudinal barrier occupant risk criteria may over-estimate injury potential for restrained occupants involved in a longitudinal barrier crash. Copyright 2010 Elsevier Ltd. All rights reserved.

Research on natural frequency based on modal test for high speed vehicles

NASA Astrophysics Data System (ADS)

Ma, Guangsong; He, Guanglin; Guo, Yachao

2018-04-01

High speed vehicle as a vibration system, resonance generated in flight may be harmful to high speed vehicles. It is possible to solve the resonance problem by acquiring the natural frequency of the high-speed aircraft and then taking some measures to avoid the natural frequency of the high speed vehicle. Therefore, In this paper, the modal test of the high speed vehicle was carried out by using the running hammer method and the PolyMAX modal parameter identification method. Firstly, the total frequency response function, coherence function of the high speed vehicle are obtained by the running hammer stimulation test, and through the modal assurance criterion (MAC) to determine the accuracy of the estimated parameters. Secondly, the first three order frequencies, the pole steady state diagram of the high speed vehicles is obtained by the PolyMAX modal parameter identification method. At last, the natural frequency of the vibration system was accurately obtained by the running hammer method.

New evidence concerning fatal crashes of passenger vehicles before and after adding antilock braking systems.

PubMed

Farmer, C M

2001-05-01

Fatal crash rates for passenger cars and vans were compared for the last model year before four-wheel antilock brakes were introduced and the first model year for which antilock brakes were standard equipment. A prior study, based on fatal crash experience through 1995, reported that vehicle models with antilock brakes were more likely than identical but 1-year-earlier models to be involved in crashes fatal to their own occupants, but were less likely to be involved in crashes fatal to occupants of other vehicles. Overall, there was no significant effect of antilocks on the likelihood of fatal crashes. Similar analyses, based on fatal crash experience during 1996-98, yielded very different results. During 1996-98, vehicles with antilock brakes were again less likely than earlier models to be involved in crashes fatal to occupants of other vehicles, but they were no longer overinvolved in crashes fatal to their own occupants.

High Work, High-Efficiency Turbines for Uninhabited Aerial Vehicles (UAVs)

DTIC Science & Technology

2013-09-01

controlling highly loaded LP turbine blades have been demonstrated in a low speed linear cascade at the AFRL Low Speed Wind Tunnel (LSWT) facility that...34, pp. 1570-1577. [34] Selig M. S. and Mcgranahan, B. D., “ Wind Tunnel Aerodynamic Tests of Six Airfoils for Use on Small Wind Turbines .” National...aerodynamic flows is of interest in many design domains such as air vehicles, turbomachinery, and wind turbines . Micro-air-vehicles (MAV) which have small

Occurrence of serious injury in real-world side impacts of vehicles with good side-impact protection ratings.

PubMed

Brumbelow, Matthew L; Mueller, Becky C; Arbelaez, Raul A

2015-01-01

The Insurance Institute for Highway Safety (IIHS) introduced its side impact consumer information test program in 2003. Since that time, side airbags and structural improvements have been implemented across the fleet and the proportion of good ratings has increased to 93% of 2012-2014 model year vehicles. Research has shown that drivers of good-rated vehicles are 70% less likely to die in a left-side crash than drivers of poor-rated vehicles. Despite these improvements, side impact fatalities accounted for about one quarter of passenger vehicle occupant fatalities in 2012. This study is a detailed analysis of real-world cases with serious injury resulting from side crashes of vehicles with good ratings in the IIHS side impact test. NASS-CDS and Crash Injury Research and Engineering Network (CIREN) were queried for occupants of good-rated vehicles who sustained an Abbreviated Injury Scale (AIS) ≥ 3 injury in a side-impact crash. The resulting 110 cases were categorized by impact configuration and other factors that contributed to injury. Patterns of impact configuration, restraint performance, and occupant injury were identified and discussed in the context of potential upgrades to the current IIHS side impact test. Three quarters of the injured occupants were involved in near-side impacts. For these occupants, the most common factors contributing to injury were crash severities greater than the IIHS test, inadequate side-airbag performance, and lack of side-airbag coverage for the injured body region. In the cases where an airbag was present but did not prevent the injury, occupants were often exposed to loading centered farther forward on the vehicle than in the IIHS test. Around 40% of the far-side occupants were injured from contact with the struck-side interior structure, and almost all of these cases were more severe than the IIHS test. The remaining far-side occupants were mostly elderly and sustained injury from the center console, instrument panel, or

76 FR 55825 - Federal Motor Vehicle Safety Standards, Child Restraint Systems

Federal Register 2010, 2011, 2012, 2013, 2014

2011-09-09

... [Docket No. NHTSA-2011-0139] RIN 2127-AJ44 Federal Motor Vehicle Safety Standards, Child Restraint Systems..., amends a provision in Federal Motor Vehicle Safety Standard No. 213, ``Child restraint systems,'' that... forces, accelerations, moments and deflections, which are crucial in evaluating vehicle occupant...

High-risk occupations for women exposed to cadmium.

PubMed

Freeman, C S

1994-08-01

Occupational exposures to cadmium are associated with increased risk of lung cancer and renal disease. The Occupational Safety and Health Administration (OSHA) published two standards for cadmium on September 14, 1992 that reduced the permissible occupational exposure limit. In the cadmium industry, women were less likely to be exposed to high levels of cadmium and more likely to hold job titles containing the word "hand" than were men. Only small numbers of female workers were exposed to any level of cadmium. OSHA's risk assessment relied, in part, on morbidity and mortality data from male workers and in part on rodent (animal) data from both sexes. OSHA did not evaluate illness rates specific to female workers. Several factors may alter the risk of these illnesses and their sequelae among workers, including differences in smoking, route of exposures, ability to wear personal protective equipment, and lifestyle.

Homogenization of Vehicle Fleet Frontal Crash Pulses from 2000–2010

PubMed Central

Locey, Caitlin M.; Garcia-Espana, J. Felipe; Toh, Akira; Belwadi, Aditya; Arbogast, Kristy B.; Maltese, Matthew R.

2012-01-01

Full-scale vehicle crash tests are performed globally to assess vehicle structure and restraint system performance. The crash pulse, captured by accelerometers mounted within the occupant compartment, measures the motion of the vehicle during the impact event. From an occupant’s perspective, the crash pulse is the inertial event to which the vehicle’s restraint systems must respond in order to mitigate the forces and accelerations that act on a passenger, and thus reduce injury risk. The objective of this study was to quantify the characteristics of crash pulses for different vehicle types in the contemporary North American fleet, and delineate current trends in crash pulse evolution. NHTSA and Transport Canada crash test databases were queried for full-frontal rigid barrier crash tests of passenger vehicles model year 2000–2010 with impact angle equaling zero degrees. Acceleration-time histories were analyzed for all accelerometers attached to the vehicle structure within the occupant compartment. Custom software calculated the following crash pulse characteristics (CPCs): peak deceleration, time of peak deceleration, onset rate, pulse duration, and change in velocity. Vehicle body types were classified by adapting the Highway Loss Data Institute (HLDI) methodology, and vehicles were assigned a generation start year in place of model year in order to more accurately represent structural change over time. 1094 vehicle crash tests with 2795 individual occupant compartment-mounted accelerometers were analyzed. We found greater peak decelerations and and shorter pulse durations across multiple vehicle types in newer model years as compared to older. For midsize passenger cars, large passenger cars, and large SUVs in 56 km/h rigid barrier tests, maximum deceleration increased by 0.40, 0.96, and 1.57 g/year respectively, and pulse duration decreased by 0.74, 1.87, and 2.51 ms/year. We also found that the crash pulse characteristics are becoming more homogeneous in

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.

High speed curving performance of rail vehicles

DOT National Transportation Integrated Search

2015-03-23

On March 13, 2013, the Federal Railroad Administration (FRA) published a final rule titled Vehicle/Track Interaction Safety Standards; High-Speed and High Cant Deficiency Operations which amended the Track Safety Standards (49 CFR Part213) and ...

Spectrum of high-resolution computed tomography imaging in occupational lung disease

PubMed Central

Satija, Bhawna; Kumar, Sanyal; Ojha, Umesh Chandra; Gothi, Dipti

2013-01-01

Damage to the lungs caused by dusts or fumes or noxious substances inhaled by workers in certain specific occupation is known as occupational lung disease. Recognition of occupational lung disease is especially important not only for the primary worker, but also because of the implications with regard to primary and secondary disease prevention in the exposed co-workers. Although many of the disorders can be detected on chest radiography, high-resolution computed tomography (HRCT) is superior in delineating the lung architecture and depicting pathology. The characteristic radiological features suggest the correct diagnosis in some, whereas a combination of clinical features, occupational history, and radiological findings is essential in establishing the diagnosis in others. In the presence of a history of exposure and consistent clinical features, the diagnosis of even an uncommon occupational lung disease can be suggested by the characteristic described HRCT findings. In this article, we briefly review the HRCT appearance of a wide spectrum of occupational lung diseases. PMID:24604929

Spectrum of high-resolution computed tomography imaging in occupational lung disease.

PubMed

Satija, Bhawna; Kumar, Sanyal; Ojha, Umesh Chandra; Gothi, Dipti

2013-10-01

Damage to the lungs caused by dusts or fumes or noxious substances inhaled by workers in certain specific occupation is known as occupational lung disease. Recognition of occupational lung disease is especially important not only for the primary worker, but also because of the implications with regard to primary and secondary disease prevention in the exposed co-workers. Although many of the disorders can be detected on chest radiography, high-resolution computed tomography (HRCT) is superior in delineating the lung architecture and depicting pathology. The characteristic radiological features suggest the correct diagnosis in some, whereas a combination of clinical features, occupational history, and radiological findings is essential in establishing the diagnosis in others. In the presence of a history of exposure and consistent clinical features, the diagnosis of even an uncommon occupational lung disease can be suggested by the characteristic described HRCT findings. In this article, we briefly review the HRCT appearance of a wide spectrum of occupational lung diseases.

Differential Risk of Injury to Child Occupants by SUV Size

PubMed Central

Kallan, Michael J.; Durbin, Dennis R.; Elliott, Michael R.; Arbogast, Kristy B.; Winston, Flaura K.

2004-01-01

In the United States, the sport utility vehicle (SUV) is the fastest growing segment of the passenger vehicle fleet, yet SUVs vary widely in size and crashworthiness. Using data collected from a population-based sample of crashes in insured vehicles, we quantified the risk of injury to child occupants in SUVs by vehicle weight. There is an increased risk in both Small and Midsize SUVs when compared to Large SUVs. Parents who are purchasing a SUV should strongly consider the size of the vehicle and its crashworthiness. PMID:15319119

Employment Trends in High-Technology Occupations.

DTIC Science & Technology

1985-07-01

Projected Growth as a Percentage of 1980 Employment, 1981-1985 .......... 10 7. Projected Employment in Magnetic Fusion Energy Occupations Funded by the...demand in a particular industry, personnel demand for a special activity--magnetic fusion energy (Finn, Hansen, & Harr, 1981)--was examined by Oak Ridge...Magnetic Fusion Energy Occupations Funded by the Department of Energy 1981-2000 Full-Time Person-Years 1981 1990 2000 Occupation BS/MS PhD BS/MS PhD BS/MS

Do vehicle grants and vehicle adaptations grants promote transport mobility and community access for children with disabilities in Sweden?

PubMed

Sjödin, Linda; Buchanan, Angus; Mundt, Beate; Karlsson, Emelie; Falkmer, Torbjörn

2012-02-01

A vast majority of the journeys made by children with disabilities in Sweden are in the family car, which usually is bought and adapted for the child with governmental subsidies. Despite the important philosophical views about accessible vehicles, little is known about the impact of vehicle adaptations on families' lives. The aim of the study was to investigate parent views about the impact of vehicle grants and vehicle adaptation grants on their children's transport mobility and community access. In total, 434 parents of children with disabilities in Sweden who had received vehicle grants and/or vehicle adaptation grants between 1998-2007 responded to a questionnaire comprising questions with both pre-selected and open-ended answers. A non-responder analysis was performed. Children with disabilities were found to increase their transport mobility and community access in society as vehicle grants and/or vehicle adaptation grants were given to their parents. Their travel patterns and their travel priorities with their family car indicated that family friends and relatives and leisure activities were frequently visited and prioritised destinations. The grants were linked to access to social and family activities, provided environmental gains and led to increased experienced security. The results also showed that the potential to make spontaneous trips had increased substantially and that families experienced feelings of freedom and enhanced community access. The non-responder analysis confirmed these results. According to parents, vehicle grants and vehicle adaptation grants for children with disabilities have a positive impact on the children's transport mobility and community access. © 2011 The Authors. Australian Occupational Therapy Journal © 2011 Occupational Therapy Australia.

Executive report : effects of changing HOV lane occupancy requirements : El Monte busway case study.

DOT National Transportation Integrated Search

2002-09-01

In 1999, the California Legislature passed Senate Bill 63, which lowered the vehicle-occupancy requirement on the El Monte Busway on the San Bernardino (I-10) Freeway from three persons per vehicle (3+) to two persons per vehicle (2+) full time. The ...

Occupational Respiratory Cancer in Korea

PubMed Central

Kim, Hyoung Ryoul

2010-01-01

Malignant mesothelioma and lung cancer are representative examples of occupational cancer. Lung cancer is the leading cause of cancer death, and the incidence of malignant mesothelioma is expected to increase sharply in the near future. Although information about lung carcinogen exposure is limited, it is estimated that the number of workers exposed to carcinogens has declined. The first official case of occupational cancer was malignant mesothelioma caused by asbestos exposure in the asbestos textile industry in 1992. Since then, compensation for occupational respiratory cancer has increased. The majority of compensated lung cancer was due to underlying pneumoconiosis. Other main causative agents of occupational lung cancer included asbestos, hexavalent chromium, and crystalline silica. Related jobs included welders, foundry workers, platers, plumbers, and vehicle maintenance workers. Compensated malignant mesotheliomas were associated with asbestos exposure. Epidemiologic studies conducted in Korea have indicated an elevated risk of lung cancer in pneumoconiosis patients, foundry workers, and asbestos textile workers. Occupational respiratory cancer has increased during the last 10 to 20 yr though carcinogen-exposed population has declined in the same period. More efforts to advance the systems for the investigation, prevention and management of occupational respiratory cancer are needed. PMID:21258597

Stability control for high speed tracked unmanned vehicles

NASA Astrophysics Data System (ADS)

Pape, Olivier; Morillon, Joel G.; Houbloup, Philippe; Leveque, Stephane; Fialaire, Cecile; Gauthier, Thierry; Ropars, Patrice

2005-05-01

The French Military Robotic Study Program (introduced in Aerosense 2003), sponsored by the French Defense Procurement Agency and managed by Thales as the prime contractor, focuses on about 15 robotic themes which can provide an immediate "operational add-on value". The paper details the "automatic speed adjustment" behavior (named SYR4), developed by Giat Industries Company, which main goal is to secure the teleoperated mobility of high speed tracked vehicles on rough grounds; more precisely, the validated low level behavior continuously adjusts the vehicle speed taking into account the teleperator wish AND the maximum speed that the vehicle can manage safely according to the commanded radius of curvature. The algorithm is based on a realistic physical model of the ground-tracks relation, taking into account many vehicle and ground parameters (such as ground adherence and dynamic specificities of tracked vehicles). It also deals with the teleoperator-machine interface, providing a balanced strategy between both extreme behaviors: a) maximum speed reduction before initiating the commanded curve; b) executing the minimum possible radius without decreasing the commanded speed. The paper presents the results got from the military acceptance tests performed on tracked SYRANO vehicle (French Operational Demonstrator).

Automated recognition of rear seat occupants' head position using Kinect™ 3D point cloud.

PubMed

Loeb, Helen; Kim, Jinyong; Arbogast, Kristy; Kuo, Jonny; Koppel, Sjaan; Cross, Suzanne; Charlton, Judith

2017-12-01

Child occupant safety in motor-vehicle crashes is evaluated using Anthropomorphic Test Devices (ATD) seated in optimal positions. However, child occupants often assume suboptimal positions during real-world driving trips. Head impact to the seat back has been identified as one important injury causation scenario for seat belt restrained, head-injured children (Bohman et al., 2011). There is therefore a need to understand the interaction of children with the Child Restraint System to optimize protection. Naturalistic driving studies (NDS) will improve understanding of out-of-position (OOP) trends. To quantify OOP positions, an NDS was conducted. Families used a study vehicle for two weeks during their everyday driving trips. The positions of rear-seated child occupants, representing 22 families, were evaluated. The study vehicle - instrumented with data acquisition systems, including Microsoft Kinect™ V1 - recorded rear seat occupants in 1120 driving 26 trips. Three novel analytical methods were used to analyze data. To assess skeletal tracking accuracy, analysts recorded occurrences where Kinect™ exhibited invalid head recognition among a randomly-selected subset (81 trips). Errors included incorrect target detection (e.g., vehicle headrest) or environmental interference (e.g., sunlight). When head data was present, Kinect™ was correct 41% of the time; two other algorithms - filtering for extreme motion, and background subtraction/head-based depth detection are described in this paper and preliminary results are presented. Accuracy estimates were not possible because of their experimental nature and the difficulty to use a ground truth for this large database. This NDS tested methods to quantify the frequency and magnitude of head positions for rear-seated child occupants utilizing Kinect™ motion-tracking. This study's results informed recent ATD sled tests that replicated observed positions (most common and most extreme), and assessed the validity of child

High-resolution mapping of vehicle emissions in China in 2008

NASA Astrophysics Data System (ADS)

Zheng, B.; Huo, H.; Zhang, Q.; Yao, Z. L.; Wang, X. T.; Yang, X. F.; Liu, H.; He, K. B.

2014-09-01

This study is the first in a series of papers that aim to develop high-resolution emission databases for different anthropogenic sources in China. Here we focus on on-road transportation. Because of the increasing impact of on-road transportation on regional air quality, developing an accurate and high-resolution vehicle emission inventory is important for both the research community and air quality management. This work proposes a new inventory methodology to improve the spatial and temporal accuracy and resolution of vehicle emissions in China. We calculate, for the first time, the monthly vehicle emissions for 2008 in 2364 counties (an administrative unit one level lower than city) by developing a set of approaches to estimate vehicle stock and monthly emission factors at county-level, and technology distribution at provincial level. We then introduce allocation weights for the vehicle kilometers traveled to assign the county-level emissions onto 0.05° × 0.05° grids based on the China Digital Road-network Map (CDRM). The new methodology overcomes the common shortcomings of previous inventory methods, including neglecting the geographical differences between key parameters and using surrogates that are weakly related to vehicle activities to allocate vehicle emissions. The new method has great advantages over previous methods in depicting the spatial distribution characteristics of vehicle activities and emissions. This work provides a better understanding of the spatial representation of vehicle emissions in China and can benefit both air quality modeling and management with improved spatial accuracy.

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

Vehicle-mounted high-power microwave systems and health risk communication in a deployed environment.

PubMed

Westhoff, John L; Roberts, Brad J; Erickson, Kristin

2013-01-01

Vehicle-mounted high-power microwave systems have been developed to counter the improvised explosive device threat in southwest Asia. Many service members only vaguely comprehend the nature of these devices and the nonionizing radio frequency (RF) radiation they emit. Misconceptions about the health effects of RF radiation have the potential to produce unnecessary anxiety. We report an incident in which concern for exposure to radiation from a high-power microwave device thought to be malfunctioning led to an extensive field investigation, multiple evaluations by clinicians in theater, and subsequent referrals to an Occupational Health clinic upon return from deployment. When acute exposure to RF does occur, the effects are thermally mediated and immediately perceptible--limiting the possibility of injury. Unlike ionizing radiation, RF radiation is not known to cause cancer and the adverse health effects are not cumulative. Medical officers counseling service members concerned about potential RF radiation exposure should apply established principles of risk communication, attend to real and perceived risks, and enlist the assistance of technical experts to properly characterize an exposure when appropriate.

77 FR 4365 - Agency Information Collection Activities; Submission for OMB Review; Comment Request; Vehicle...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-01-27

...: Notice. SUMMARY: The Department of Labor (DOL) is submitting the Occupational Safety and Health... the Department of Labor, Occupational Safety and Health Administration, Office of Management and.... Agency: Occupational Safety and Health Administration. Title of Collection: Vehicle-Mounted Elevating and...

On-Line Path Generation and Tracking for High-Speed Wheeled Autonomous Vehicles

DTIC Science & Technology

2006-02-17

On-Line Path Generation and Tracking for High-Speed Wheeled Autonomous Vehicles Report Title ABSTRACT In this work we proposed two semi-analytic...298-102 Enclosure 1 On-Line Path Generation and Tracking for High-Speed Wheeled Autonomous Vehicles by...Specifically, the following problems will be addressed during this project: 2.1 Challenges The problem of trajectory planning for high-speed autonomous vehicles is

A telescopic cinema sound camera for observing high altitude aerospace vehicles

NASA Astrophysics Data System (ADS)

Slater, Dan

2014-09-01

Rockets and other high altitude aerospace vehicles produce interesting visual and aural phenomena that can be remotely observed from long distances. This paper describes a compact, passive and covert remote sensing system that can produce high resolution sound movies at >100 km viewing distances. The telescopic high resolution camera is capable of resolving and quantifying space launch vehicle dynamics including plume formation, staging events and payload fairing jettison. Flight vehicles produce sounds and vibrations that modulate the local electromagnetic environment. These audio frequency modulations can be remotely sensed by passive optical and radio wave detectors. Acousto-optic sensing methods were primarily used but an experimental radioacoustic sensor using passive micro-Doppler radar techniques was also tested. The synchronized combination of high resolution flight vehicle imagery with the associated vehicle sounds produces a cinema like experience that that is useful in both an aerospace engineering and a Hollywood film production context. Examples of visual, aural and radar observations of the first SpaceX Falcon 9 v1.1 rocket launch are shown and discussed.

Vehicle performance evaluation in side impact (MDB) using ES-II dummy

NASA Astrophysics Data System (ADS)

Ganessh, T. S.; Bansode, Praveen; Revankar, Vidyakant; Kumar, Sunil

2018-02-01

Side impact collision is one of the leading causes of death. Protection of people during lateral collision is challenging because of relatively small space available to restraint occupant compared to front. Hence, it is imperative to protect the occupants in side collision. It is a function of vehicle type and restraints for side protection. This paper focuses on evaluation of injury parameters of the ES II dummy during the lateral collision of different vehicles with different spaces, sections and materials. Thus the comparison will enable us to understand the sensitivity of space, B-pillar section and material which affects the injury parameters. This study will help automotive engineers to design side impact crashworthy vehicles.

High mobility vehicle

NASA Technical Reports Server (NTRS)

Wilcox, Brian H. (Inventor); Nasif, Annette K. (Inventor)

2001-01-01

A vehicle, for driving over a ground surface, has a body with a left side, a right side, a front and a back. The vehicle includes left and right drive mechanisms. Each mechanism includes first and second traction elements for engaging the ground surface and transmitting a driving force between the vehicle and ground surface. Each mechanism includes first and second arms coupled to the first and second traction elements for relative rotation about first and second axis respectively. Each mechanism includes a rotor having a third axis, the rotor coupled to the body for rotation about the third axis and coupled to the first and second arms for relative rotation about the third axis. The mechanism includes first and second drive motors for driving the first and second traction elements and first and second transmissions, driven by the first and second motors and engaging the rotor. Driving the first and second traction elements simultaneously rotates the rotor relative to the first and second arms, respectively.

Mobility-Dependent Motion Planning for High Speed Robotic Vehicles

DTIC Science & Technology

2008-07-25

of the vehicle’s mobility in such type of terrain. Moreover, autonomous driv- ing of wheeled vehicles at high speeds adds a new level of complexity due...dynamic effects such as wheel slip, skidding, ballistic behavior, rollover, and vehicle-terrain interaction phenomena. Navigation algorithms must also...description of mobility was defined as the probability that for a given 6 ini ial v 10 ity at an initial po ition h robo will hav a non-n gative ve- loci y

Occupational Noise Exposure among Toll Tellers at Toll Plaza in Malaysia

NASA Astrophysics Data System (ADS)

Azmi, Sharifah Nadya Syed; Dawal, Siti Zawiah Md; Ya, Tuan Mohammad Yusoff Shah Tuan; Saidin, Hamidi

2010-10-01

Toll tellers working at toll plaza have potential of exposure to high noise from the vehicles especially for the peak level of sound emitted by the heavy vehicles. However, occupational exposures in this workplace have not been adequately characterized and identified. Occupational noise exposure among toll tellers at toll plaza was assessed using Sound Level Meter, Noise Dosimeter and through questionnaire survey. These data were combined to estimate the work shift exposure level and health impacts to the toll tellers by using statistical analysis. Noise Dosimeter microphone was located at the hearing zone of the toll teller which working inside the toll booth and full-period measurements were collected for each work shift. The measurements were taken at 20 toll booths from 6.00 am to 2.00 pm for 5 days. 71 respondents participated in the survey to identify the symptoms of noise induced hearing loss and other health related problems among toll tellers. Results of this study indicated that occupational noise exposure among toll tellers for Mean Continuous Equivalent Level, Leq was 79.2±1.4 dB(A), Mean Maximum Level, Lmax was 107.8±3.6 dB(A) and Mean Peak Level, Lpeak was 136.6±9.9 dB. The Peak Level reported statistically significantly at 140 dB, the level of TLV recommended by ACGIH. The research findings indicated that the primary risk exposure to toll tellers comes from noise that emitted from heavy vehicles. Most of the toll tellers show symptoms of noise induced hearing loss and annoyed by the sources of noise at the toll plaza.

Fifteen-passenger vans and other transportation options: a comparison of driver, vehicle, and crash characteristics.

PubMed

Potter, Tom; Dubois, Sacha; Haras, Kathy; Bédard, Michel

2013-01-01

Fifteen-passenger vans (15-PVs) are a convenient and economical way to transport small groups of people and many educational, community, and health organizations utilize them. Given recent tragic crashes involving 15-PVs, many organizations are reconsidering their use. The goal of this study was to examine driver, vehicle, and crash characteristics of fatal 15-PV collisions over the past 2 decades in comparison to 3 other common vehicle classes. We used data from the Fatality Analysis Reporting System (years 1991-2008). Driver, vehicle, and crash characteristics were compared by vehicle classes (15-PV, cars, minivans, and intercity buses) using proportions along with odds ratios (using cars as the reference category) for dichotomous variables and means and mean differences for continuous variables. Logistic regression and analysis of variance were used to statistically compare odds and means, respectively. The odds and absolute risk of a first, subsequent, and either rollover by vehicle type and occupancy rate were also examined. Odds and absolute risk of a rollover event by occupancy rate were calculated. Compared to car drivers, van drivers typically had a better past 3-year driving record. Van drivers performed significantly fewer actions suggesting aggressive driving (e.g., speeding). However, the proportion of van drivers who were deemed to have followed improperly or to have overcorrected was greater. A vehicle rollover was cited almost twice as frequently in van crashes compared to other passenger vehicles. Of the 4 vehicle types studied, all were more likely to rollover as their occupancy rates increased. Fully loaded 15-PVs had almost 13 times the odds of rollover compared to fully loaded cars. Minivans when full (7 occupants), often seen as the replacement for 15-PVs, were found to have over 3.5 times the odds of rollover of fully loaded cars. Drivers need to be aware that as occupancy rates of the vehicles they drive rise so does the risk of rollover and

49 CFR 571.208 - Standard No. 208; Occupant crash protection.

Code of Federal Regulations, 2010 CFR

2010-10-01

..., applies to vessels designed to contain a pressurized fluid or gas, and to explosive devices, for use in the above types of motor vehicles as part of a system designed to provide protection to occupants in... seat and the near side of the vehicle and is designed to allow access to more rearward seating...

49 CFR 571.208 - Standard No. 208; Occupant crash protection.

Code of Federal Regulations, 2014 CFR

2014-10-01

..., applies to vessels designed to contain a pressurized fluid or gas, and to explosive devices, for use in the above types of motor vehicles as part of a system designed to provide protection to occupants in... seat and the near side of the vehicle and is designed to allow access to more rearward seating...

49 CFR 571.208 - Standard No. 208; Occupant crash protection.

Code of Federal Regulations, 2013 CFR

2013-10-01

..., applies to vessels designed to contain a pressurized fluid or gas, and to explosive devices, for use in the above types of motor vehicles as part of a system designed to provide protection to occupants in... seat and the near side of the vehicle and is designed to allow access to more rearward seating...

Fatal occupational injuries in the North Carolina construction industry, 1978-1994.

PubMed

Jackson, Seronda A; Loomis, Dana

2002-01-01

Occupational injury is a major public health problem and the cause of high rates of fatalities. The construction industry is one of the leading industries for on-the-job fatalities. The North Carolina Medical Examiner's system was used to identify all fatal unintentional injuries that occurred on the job in the state's construction industry between 1978 and 1994. The populations at risk were estimated from the 1980 and 1990 U.S. censuses. There were 525 identified deaths. All except two decedents were male, and the majority were Caucasian (79.2%). The mean age of decedents was 39 years. Death rates were higher among older workers. The crude fatality rate for the overall study period was 15.4 per 100,000 worker-years, with higher rates found among African-Americans (22.9) than among Caucasians (14.5). Occupations within the industry with the highest rates were laborers (49.5), truck drivers (43.2), operating engineers (37.2), roofers (32.8), and electricians (29.0). Falls (26.7%), electrocutions (20.4%), and motor vehicle accidents (18.9%) were found to be the leading causes of death. These findings suggest a need for continued attention to the hazards of heights and electric currents and a need for occupational safety standards for motor vehicles. This study also suggests that the hazards facing construction laborers require further investigation.

The Impact of Seat belts and Airbags on High Grade Renal Injuries and Nephrectomy Rates in Motor Vehicle Collisions

PubMed Central

Bjurlin, Marc A; Fantus, Richard J.; Mellett, Michele M.; Fantus, Richard J.; Villines, Dana

2015-01-01

Purpose Motor vehicle collisions (MVCs) are the most common cause of blunt genitourinary trauma. We compared renal injuries with no protective device to those with seat belts and/or airbags utilizing the National Trauma Data Bank (NTDB). Our primary endpoint was a reduction in high-grade renal injuries (grades III-V) with a secondary endpoint of reduction in nephrectomy rate. Materials and Methods The NTDB research datasets, admission year 2010, 2011, and 2012, were queried for MVC occupants with renal injury. Subjects were stratified by protective device and airbag deployment. Abbreviated Injury Score was converted to American Association for the Surgery of Trauma renal injury grade and nephrectomy rates were evaluated. Intergroup comparisons were analyzed for renal injury grades, nephrectomy, length of stay, and mortality with chi-square or one-way ANOVA. Protective device relative risk reduction was determined. Results A review of 466,028 MVCs revealed 3,846 renal injuries. Injured occupants without a protective device had a higher rate of high grade renal injury (45.1%) compared to those with seat belts (39.9%, p=0.008), airbags (42.3%, p=0.317), and seat belts with airbags (34.7%, p<0.001). Seat belts (20.0%, p<0.001), airbags (10.5% p<0.001), and seat belts with airbags (13.3%, p<0.001) reduced the rate of nephrectomy compared to no protective device (56.2%). The combination of seatbelts and airbags also reduced total hospital length of stay (p<0.001) and ICU days (p=0.005). Relative risk reduction of high-grade renal injuries (23.1%) and nephrectomy (39.9%) were highest for combined protective devices. Conclusions Occupants of MVCs with protective devices have reduced rates of high-grade renal injury and nephrectomy. Reduction appears most pronounced with the combination of seat belts and airbags. PMID:24846798

Fatal occupational injuries in the Malaysian construction sector–causes and accidental agents

NASA Astrophysics Data System (ADS)

Ayob, A.; Shaari, A. A.; Zaki, M. F. M.; Munaaim, M. A. C.

2018-04-01

The construction sector is associated with various accidents and fatal injuries. These occupational accidents are caused by numerous factors, such as lack of supervision; lack of adherence to safe work technique; failure to wear personal protective equipment; and failure to comply with the safe use of tools, vehicles, and machines. Using 2013–2016 secondary data from the Department of Occupational Safety and Health and Social Security Organization, this study conducted a descriptive exploration survey to identify common fatal occupational injuries associated with the Malaysian construction sector, as well as their causes and accidental agents. Results indicated that construction, followed by manufacturing, agriculture, forestry, logging, and fishery, are the riskiest job sectors in Malaysia. The highest incidences of occupational casualties were reported in Sarawak, Johor, and Selangor. These states accounted for approximately 13.33% to 18.18% of all cases of fatal occupational accidents. In these states, the lack of safety and health regulations and poor execution of risk management increased the risk of occupational accidents. Falls from heights accounted for 46.28% of fatal occupational injuries. Furthermore, being crushed by objects, materials, or vehicles accounted for 9.09% to 17.36% of fatal occupational injuries. Substandard work environment and transportation and lifting equipment, such as scaffolds, are primary accidental agents. Results of this study could enhance the knowledge and awareness of construction workers and management of job-related injuries to decrease the incidence of fatal occupational accidents.

Occupational Change: What Makes Changers Different?

ERIC Educational Resources Information Center

Kanchier, Carole; Unruh, Wally R.

1989-01-01

This study investigated whether occupational changers differed from nonchangers with respect to (1) personal and demographic variables; (2) experience of the life cycle transition periods; and (3) work values, job satisfaction, and organizational commitment. Changers preferred intrinsic rewards, saw their jobs as vehicles for growth, took risks,…

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.

Associations between damage location and five main body region injuries of MAIS 3–6 injured occupants

PubMed Central

Tang, Youming; Cao, Libo; Kan, Steven

2014-01-01

Objectives To examine the damage location distribution of five main body region injuries of maximum abbreviated injury score (MAIS) 3–6 injured occupants for nearside struck vehicle in front-to-side impact crashes. Design and setting MAIS 3–6 injured occupants information was extracted from the US-National Automotive Sampling System/Crashworthiness Data System in the year 2007; it included the head/face/neck, chest, pelvis, upper extremity and lower extremity. Struck vehicle collision damage was classified in a three-dimensional system according to the J224 Collision Deformation Classification of SAE Surface Vehicle Standard. Participants Nearside occupants seated directly adjacent to the struck side of the vehicle with MAIS 3–6 injured, in light truck vehicles–passenger cars (LTV–PC) side impact crashes. Outcome measures Distribution of MAIS 3–6 injured occupants by body regions and specific location of damage (lateral direction, horizontal direction and vertical direction) were examined. Injury risk ratio was also assessed. Results The lateral crush zone contributed to MAIS 3–6 injured occupants (n=705) and 50th centile injury risks when extended into zone 3. When the crush extended to zone 4, the injury risk ratio of MAIS 3–6 injured occupants approached 81%. The horizontal crush zones contributing to the highest injury risk ratio of MAIS 3–6 occupants were zones ‘D’ and ‘Y’, and the injury risk ratios were 25.4% and 36.9%, respectively. In contrast, the lowest injury risk ratio was 5.67% caused by zone ‘B’. The vertical crush zone which contributed to the highest injury risk ratio of MAIS 3–6 occupants was zone ‘E’, whose injury risk ratio was 58%. In contrast, the lowest injury risk ratio was 0.14% caused by zone ‘G+M’. Conclusions The highest injury risk ratio of MAIS 3–6 injured occupants caused by crush intrusion between 40 and 60 cm in LTV–PC nearside impact collisions and the damage region of the struck

Residential carbon monoxide poisoning from motor vehicles.

PubMed

Hampson, Neil B

2011-01-01

Although morbidity and mortality from accidental carbon monoxide (CO) poisoning are high in the United States, identification of common but poorly recognized sources should help prevention efforts. The study aimed to describe CO poisoning of home occupants due to a vehicle left running in an attached garage. News stories reporting incidents of US CO poisoning were collected daily from March 2007 to September 2009 via a news.Google.com search and data extracted. Patients were individuals reported in the media to have been poisoned with CO in their home by a vehicle running in the attached garage. Main outcome measures were frequency of occurrence, geographic distribution, patient demographics, and mortality. Of 837 CO poisoning incidents reported in US news media over 2 and a half years, 59 (8%) were the result of a vehicle left running in the garage. The elderly were disproportionately affected, with incidents most common in states with larger elderly populations and 29% of cases with age specified occurring in individuals older than 80 years. Among those older than 80 years, 15 of 17 were found dead at the scene. Residential CO poisoning from a vehicle running in the garage is common, disproportionately affects the elderly, has a high mortality rate, and should be preventable with a residential CO alarm. Copyright © 2011 Elsevier Inc. All rights reserved.

29 CFR 1915.93 - Motor vehicle safety equipment, operation and maintenance.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 29 Labor 7 2013-07-01 2013-07-01 false Motor vehicle safety equipment, operation and maintenance. 1915.93 Section 1915.93 Labor Regulations Relating to Labor (Continued) OCCUPATIONAL SAFETY AND HEALTH ADMINISTRATION, DEPARTMENT OF LABOR (CONTINUED) OCCUPATIONAL SAFETY AND HEALTH STANDARDS FOR SHIPYARD EMPLOYMENT...

29 CFR 1915.93 - Motor vehicle safety equipment, operation and maintenance.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 29 Labor 7 2014-07-01 2014-07-01 false Motor vehicle safety equipment, operation and maintenance. 1915.93 Section 1915.93 Labor Regulations Relating to Labor (Continued) OCCUPATIONAL SAFETY AND HEALTH ADMINISTRATION, DEPARTMENT OF LABOR (CONTINUED) OCCUPATIONAL SAFETY AND HEALTH STANDARDS FOR SHIPYARD EMPLOYMENT...

29 CFR 1915.93 - Motor vehicle safety equipment, operation and maintenance.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 29 Labor 7 2012-07-01 2012-07-01 false Motor vehicle safety equipment, operation and maintenance. 1915.93 Section 1915.93 Labor Regulations Relating to Labor (Continued) OCCUPATIONAL SAFETY AND HEALTH ADMINISTRATION, DEPARTMENT OF LABOR (CONTINUED) OCCUPATIONAL SAFETY AND HEALTH STANDARDS FOR SHIPYARD EMPLOYMENT...

Occupational stress and cardiovascular risk factors in high-ranking government officials and office workers.

PubMed

Mirmohammadi, Seyyed Jalil; Taheri, Mahmoud; Mehrparvar, Amir Houshang; Heydari, Mohammad; Saadati Kanafi, Ali; Mostaghaci, Mehrdad

2014-08-01

Cardiovascular diseases are among the most important sources of mortality and morbidity, and have a high disease burden. There are some major well-known risk factors, which contribute to the development of these diseases. Occupational stress is caused due to imbalance between job demands and individual's ability, and it has been implicated as an etiology for cardiovascular diseases. This study was conducted to evaluate the cardiovascular risk factors and different dimensions of occupational stress in high-ranking government officials, comparing an age and sex-matched group of office workers with them. We invited 90 high-ranking officials who managed the main governmental offices in a city, and 90 age and sex-matched office workers. The subjects were required to fill the occupational role questionnaire (Osipow) which evaluated their personal and medical history as well as occupational stress. Then, we performed physical examination and laboratory tests to check for cardiovascular risk factors. Finally, the frequency of cardiovascular risk factors and occupational stress of two groups were compared. High-ranking officials in our study had less work experience in their current jobs and smoked fewer pack-years of cigarette, but they had higher waist and hip circumference, higher triglyceride level, more stress from role overload and responsibility, and higher total stress score. Our group of office workers had more occupational stress because of role ambiguity and insufficiency, but their overall job stress was less than officials. The officials have higher scores in some dimensions of occupational stress and higher overall stress score. Some cardiovascular risk factors were also more frequent in managers.

Work-related fatal motor vehicle traffic crashes: Matching of 2010 data from the Census of Fatal Occupational Injuries and the Fatality Analysis Reporting System.

PubMed

Byler, Christen; Kesy, Laura; Richardson, Scott; Pratt, Stephanie G; Rodríguez-Acosta, Rosa L

2016-07-01

Motor vehicle traffic crashes (MVTCs) remain the leading cause of work-related fatal injuries in the United States, with crashes on public roadways accounting for 25% of all work-related deaths in 2012. In the United States, the Bureau of Labor Statistics (BLS) Census of Fatal Occupational Injuries (CFOI) provides accurate counts of fatal work injuries based on confirmation of work relationship from multiple sources, while the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS) provides detailed data on fatal MVTCs based on police reports. Characterization of fatal work-related MVTCs is currently limited by data sources that lack either data on potential risk factors (CFOI) or work-relatedness confirmation and employment characteristics (FARS). BLS and the National Institute for Occupational Safety and Health (NIOSH) collaborated to analyze a merged data file created by BLS using CFOI and FARS data. A matching algorithm was created to link 2010 data from CFOI and FARS using date of incident and other case characteristics, allowing for flexibility in variables to address coding discrepancies. Using the matching algorithm, 953 of the 1044 CFOI "Highway" cases (91%) for 2010 were successfully linked to FARS. Further analysis revealed systematic differences between cases identified as work-related by both systems and by CFOI alone. Among cases identified as work-related by CFOI alone, the fatally-injured worker was considerably more likely to have been employed outside the transportation and warehousing industry or transportation-related occupations, and to have been the occupant of a vehicle other than a heavy truck. This study is the first step of a collaboration between BLS, NHTSA, and NIOSH to improve the completeness and quality of data on fatal work-related MVTCs. It has demonstrated the feasibility and value of matching data on fatal work-related traffic crashes from CFOI and FARS. The results will lead to

A Review of the Bayesian Occupancy Filter

PubMed Central

Saval-Calvo, Marcelo; Medina-Valdés, Luis; Castillo-Secilla, José María; Cuenca-Asensi, Sergio; Martínez-Álvarez, Antonio; Villagrá, Jorge

2017-01-01

Autonomous vehicle systems are currently the object of intense research within scientific and industrial communities; however, many problems remain to be solved. One of the most critical aspects addressed in both autonomous driving and robotics is environment perception, since it consists of the ability to understand the surroundings of the vehicle to estimate risks and make decisions on future movements. In recent years, the Bayesian Occupancy Filter (BOF) method has been developed to evaluate occupancy by tessellation of the environment. A review of the BOF and its variants is presented in this paper. Moreover, we propose a detailed taxonomy where the BOF is decomposed into five progressive layers, from the level closest to the sensor to the highest abstract level of risk assessment. In addition, we present a study of implemented use cases to provide a practical understanding on the main uses of the BOF and its taxonomy. PMID:28208638

Relationship between age and lower extremity fractures in frontal motor vehicle collisions.

PubMed

Moran, Stephan G; McGwin, Gerald; Metzger, Jesse S; Alonso, Jorge E; Rue, Loring W

2003-02-01

Older adults (aged > or = 65 years) represent the single fastest growing segment of the United States population and will comprise one in five Americans during the third decade of this century. As this population segment rapidly expands, lower extremity fractures (LE Fx) and their associated disability will become a greater public health concern. The purpose of this study was to quantify the risk for LE Fx from motor vehicle collisions (MVCs) according to age. The 1995 to 2000 National Automotive Sampling System data files were used. Study entry was limited to front-seat occupants involved in frontal MVCs. Risk ratios for LE Fx and age were adjusted for gender, driver versus passenger, seat belt use, airbag deployment, delta-V, intrusion, and vehicle type. Beginning in the fourth decade, there was a trend of higher relative risk for LE Fx with age that reached statistical significance in the seventh decade of life. This study documented an increased risk of LE Fx in older MVC occupants. Efforts to prevent these disabling injuries and to better protect occupants' lower extremities in MVCs should include improved vehicle design and reevaluation of the existing federal motor vehicle safety standards.

Differential risk of injury in child occupants by passenger car classification.

PubMed

Kallan, Michael J; Durbin, Dennis R; Elliott, Michael R; Menon, Rajiv A; Winston, Flaura K

2003-01-01

In the United States, passenger cars are the most common passenger vehicle, yet they vary widely in size and crashworthiness. Using data collected from a population-based sample of crashes in State Farm-insured vehicles, we quantified the risk of injury to child occupants by passenger car size and classification. Injury risk is predicted by vehicle weight; however, there is an increased risk in both Large vs. Luxury and Sports vs. Small cars, despite similar average vehicle weights in both comparisons. Parents who are purchasing passenger cars should strongly consider the size of the vehicle and its crashworthiness.

Differential Risk of Injury in Child Occupants by Passenger Car Classification

PubMed Central

Kallan, Michael J.; Durbin, Dennis R.; Elliott, Michael R.; Menon, Rajiv A.; Winston, Flaura K.

2003-01-01

In the United States, passenger cars are the most common passenger vehicle, yet they vary widely in size and crashworthiness. Using data collected from a population-based sample of crashes in State Farm-insured vehicles, we quantified the risk of injury to child occupants by passenger car size and classification. Injury risk is predicted by vehicle weight; however, there is an increased risk in both Large vs. Luxury and Sports vs. Small cars, despite similar average vehicle weights in both comparisons. Parents who are purchasing passenger cars should strongly consider the size of the vehicle and its crashworthiness. PMID:12941234

Analysis and control of high-speed wheeled vehicles

NASA Astrophysics Data System (ADS)

Velenis, Efstathios

In this work we reproduce driving techniques to mimic expert race drivers and obtain the open-loop control signals that may be used by auto-pilot agents driving autonomous ground wheeled vehicles. Race drivers operate their vehicles at the limits of the acceleration envelope. An accurate characterization of the acceleration capacity of the vehicle is required. Understanding and reproduction of such complex maneuvers also require a physics-based mathematical description of the vehicle dynamics. While most of the modeling issues of ground-vehicles/automobiles are already well established in the literature, lack of understanding of the physics associated with friction generation results in ad-hoc approaches to tire friction modeling. In this work we revisit this aspect of the overall vehicle modeling and develop a tire friction model that provides physical interpretation of the tire forces. The new model is free of those singularities at low vehicle speed and wheel angular rate that are inherent in the widely used empirical static models. In addition, the dynamic nature of the tire model proposed herein allows the study of dynamic effects such as transients and hysteresis. The trajectory-planning problem for an autonomous ground wheeled vehicle is formulated in an optimal control framework aiming to minimize the time of travel and maximize the use of the available acceleration capacity. The first approach to solve the optimal control problem is using numerical techniques. Numerical optimization allows incorporation of a vehicle model of high fidelity and generates realistic solutions. Such an optimization scheme provides an ideal platform to study the limit operation of the vehicle, which would not be possible via straightforward simulation. In this work we emphasize the importance of online applicability of the proposed methodologies. This underlines the need for optimal solutions that require little computational cost and are able to incorporate real, unpredictable

Comparing Driver Frontal Mortality in Vehicles with Redesigned and Older-Design Front Airbags

PubMed Central

Braver, Elisa R.; Kyrychenko, Sergey Y.; Ferguson, Susan A.

2004-01-01

In 1997, the National Highway Traffic Safety Administration amended its requirements for frontal crash performance under Federal Motor Vehicle Safety Standard 208 to temporarily allow 30 mph (48 kph) sled tests with unbelted dummies as an alternative to 30 mph head-on rigid-barrier vehicle tests. This change permitted automakers to reduce airbag inflation forces so that they would be less likely to injure occupants who are close to airbags when they first deploy. Most vehicle models were sled-certified starting in model year 1998. Airbag-related deaths have decreased since 1997; however, controversy persists about whether reduced inflation forces might be decreasing protection for some occupants in high-severity frontal crashes. To examine the effects of the regulatory changes, this study computed rate ratios (RR) and 95 percent confidence intervals (95% CI) for passenger vehicle driver deaths per vehicle registration during 2000–02 at principal impact points of 12 o’clock for 1998–99 model year vehicles relative to 1997 models. Passenger vehicles included in the study had both driver and passenger front airbags, had the same essential designs during the 1997–99 model years, and had been sled-certified for drivers throughout model years 1998 and 1999. An adjustment was made for the higher annual mileage of newer vehicles. Findings were that the effect of the regulatory change varied by vehicle type. For cars, sport utility vehicles, and minivans combined, there was an 11 percent decrease in fatality risk in frontal crashes after changing to sled certification (RR=0.89; 95% CI=0.82–0.96). Among pickups, however, estimated frontal fatality risk increased 35 percent (RR=1.35; 95% CI=1.12–1.62). For a broad range of frontal crashes (11, 12, and 1 o’clock combined), the results indicated a modest net benefit of the regulatory change across all vehicle types and driver characteristics. However, the contrary finding for pickups needs to be researched further

Comparing driver frontal mortality in vehicles with redesigned and older-design front airbags.

PubMed

Braver, Elisa R; Kyrychenko, Sergey Y; Ferguson, Susan A

2004-01-01

In 1997, the National Highway Traffic Safety Administration amended its requirements for frontal crash performance under Federal Motor Vehicle Safety Standard 208 to temporarily allow 30 mph (48 kph) sled tests with unbelted dummies as an alternative to 30 mph head-on rigid-barrier vehicle tests. This change permitted automakers to reduce airbag inflation forces so that they would be less likely to injure occupants who are close to airbags when they first deploy. Most vehicle models were sled-certified starting in model year 1998. Airbag-related deaths have decreased since 1997; however, controversy persists about whether reduced inflation forces might be decreasing protection for some occupants in high-severity frontal crashes. To examine the effects of the regulatory changes, this study computed rate ratios (RR) and 95 percent confidence intervals (95% CI) for passenger vehicle driver deaths per vehicle registration during 2000-02 at principal impact points of 12 o'clock for 1998-99 model year vehicles relative to 1997 models. Passenger vehicles included in the study had both driver and passenger front airbags, had the same essential designs during the 1997-99 model years, and had been sled-certified for drivers throughout model years 1998 and 1999. An adjustment was made for the higher annual mileage of newer vehicles. Findings were that the effect of the regulatory change varied by vehicle type. For cars, sport utility vehicles, and minivans combined, there was an 11 percent decrease in fatality risk in frontal crashes after changing to sled certification (RR=0.89; 95% CI=0.82-0.96). Among pickups, however, estimated frontal fatality risk increased 35 percent (RR=1.35; 95% CI=1.12-1.62). For a broad range of frontal crashes (11, 12, and 1 o'clock combined), the results indicated a modest net benefit of the regulatory change across all vehicle types and driver characteristics. However, the contrary finding for pickups needs to be researched further.

Structuring Opportunity: The Role of School Context in Shaping High School Students' Occupational Aspirations

ERIC Educational Resources Information Center

Rowan-Kenyon, Heather T.; Perna, Laura W.; Swan, Amy K.

2011-01-01

This study explores the occupational aspirations of high school students planning to attend college by drawing on a multilayered model of college enrollment, social cognitive career theory, and multiple descriptive case studies of 15 high schools. Students' occupational aspirations and their understanding of the education required to achieve these…

Patients' preferences for different corticosteroid vehicles are highly variable.

PubMed

Felix, Kayla; Unrue, Emily; Inyang, Meyene; Cardwell, Leah A; Oussedik, Elias; Richardson, Irma; Feldman, Steven R

2018-05-17

Topical corticosteroids, available in an array of vehicles are used to control a variety of inflammatory skin diseases. Patients' preferences for different vehicles may affect their willingness to use treatment. We assess corticosteroid vehicle preference and potential impact of topical characteristics on adherence and quality of life in patients with psoriasis. Subjects with psoriasis were recruited from Wake Forest University Dermatology Clinic. Subjects sampled desoximetasone 0.25% spray, betamethasone valerate 0.1% cream, triamcinolone acetonide 0.1% ointment, fluocinonide 0.05% gel, betamethasone valerate 0.1% lotion, clobetasol propionate 0.05% foam, and fluocinonide 0.05% solution in a predetermined randomized order. Subjects completed a Vehicle Preference Measure, Determinants of Adherence Measure and a Determinants of Quality of Life Measure. Patients preferences for the various products were highly variable. Regarding determinants of adherence, patients' perception of absorption of the medication was ranked as 'quite important/extremely important' by 85% of total subjects. A majority of patients rated medication side effects as 'quite important/extremely important' when asked to consider topical characteristics' effect on quality of life. There was wide variation in patient preference for topical medication vehicles used for treating psoriasis. Several vehicle characteristics were considered important to adherence. Given the marked variation in vehicle preference, topical treatment should be individualized according to patients' preferences.

Identification of vehicle components associated with severe thoracic injury in motor vehicle crashes: a CIREN and NASS analysis.

PubMed

Nirula, R; Pintar, F A

2008-01-01

Thoracic trauma secondary to motor vehicle crashes (MVC) continues to be a major cause of morbidity and mortality. Specific vehicle features may increase the risk of severe thoracic injury when striking the occupant. We sought to determine which vehicle contact points were associated with an increased risk of severe thoracic injury in MVC to focus subsequent design modifications necessary to reduce thoracic injury. The National Automotive Sampling System (NASS) databases from 1993 to 2001 and the Crash Injury Research and Engineering Network (CIREN) databases from 1996 to 2004 were analyzed separately using univariate and multivariate logistic regression stratified by restraint use and crash direction. The risk of driver thoracic injury, defined as an abbreviated injury scale (AIS) of score > or =3, was determined as it related to specific points of contact between the vehicle and the driver. The incidence of severe chest injury in NASS and CIREN were 5.5% and 33%, respectively. The steering wheel, door panel, armrest, and seat were identified as contact points associated with an increased risk of severe chest injury. The door panel and arm rest were consistently a frequent cause of severe injury in both the NASS and CIREN data. Several vehicle contact points, including the steering wheel, door panel, armrest and seat are associated with an increased risk of severe thoracic injury when striking the occupant. These elements need to be further investigated to determine which characteristics need to be manipulated in order to reduce thoracic trauma during a crash.

Occupational Stress and Cardiovascular Risk Factors in High-Ranking Government Officials and Office Workers

PubMed Central

Mirmohammadi, Seyyed Jalil; Taheri, Mahmoud; Mehrparvar, Amir Houshang; Heydari, Mohammad; Saadati Kanafi, Ali; Mostaghaci, Mehrdad

2014-01-01

Background: Cardiovascular diseases are among the most important sources of mortality and morbidity, and have a high disease burden. There are some major well-known risk factors, which contribute to the development of these diseases. Occupational stress is caused due to imbalance between job demands and individual’s ability, and it has been implicated as an etiology for cardiovascular diseases. Objectives: This study was conducted to evaluate the cardiovascular risk factors and different dimensions of occupational stress in high-ranking government officials, comparing an age and sex-matched group of office workers with them. Patients and Methods: We invited 90 high-ranking officials who managed the main governmental offices in a city, and 90 age and sex-matched office workers. The subjects were required to fill the occupational role questionnaire (Osipow) which evaluated their personal and medical history as well as occupational stress. Then, we performed physical examination and laboratory tests to check for cardiovascular risk factors. Finally, the frequency of cardiovascular risk factors and occupational stress of two groups were compared. Results: High-ranking officials in our study had less work experience in their current jobs and smoked fewer pack-years of cigarette, but they had higher waist and hip circumference, higher triglyceride level, more stress from role overload and responsibility, and higher total stress score. Our group of office workers had more occupational stress because of role ambiguity and insufficiency, but their overall job stress was less than officials. Conclusions: The officials have higher scores in some dimensions of occupational stress and higher overall stress score. Some cardiovascular risk factors were also more frequent in managers. PMID:25389469

The Effects of Curtain Airbag on Occupant Kinematics and Injury Index in Rollover Crash

PubMed Central

Li, Hongyun; Cui, Dong; Lu, Shuang

2018-01-01

Background Occupant injuries in rollover crashes are associated with vehicle structural performance, as well as the restraint system design. For a better understanding of the occupant kinematics and injury index in certain rollover crash, it is essential to carry out dynamic vehicle rollover simulation with dummy included. Objective This study focused on effects of curtain airbag (CAB) parameters on occupant kinematics and injury indexes in a rollover crash. Besides, optimized parameters of the CAB were proposed for the purpose of decreasing the occupant injuries in such rollover scenario. Method and Material The vehicle motion from the physical test was introduced as the input for the numerical simulation, and the 50% Hybrid III dummy model from the MADYMO database was imported into a simulation model. The restraint system, including a validated CAB module, was introduced for occupant kinematics simulation and injury evaluation. TTF setting, maximum inflator pressure, and protection area of the CAB were analysed. Results After introducing the curtain airbag, the maximum head acceleration was reduced from 91.60 g to 49.52 g, and the neck Mx and neck Fz were reduced significantly. Among these CAB parameters, the TTF setting had the largest effect on the head acceleration which could reduce 8.6 g furthermore after optimization. The neck Fz was decreased from 3766.48 N to 2571.77 N after optimization of CAB protection area. Conclusions Avoiding hard contact is critical for the occupant protection in the rollover crashes. The simulation results indicated that occupant kinematics and certain injury indexes were improved with the help of CAB in such rollover scenario. Appropriate TTF setting and inflator selection could benefit occupant kinematics and injury indexes. Besides, it was advised to optimize the curtain airbag thickness around the head contact area to improve head and neck injury indexes. PMID:29765463

High-Resolution Computed Tomography and Pulmonary Function Findings of Occupational Arsenic Exposure in Workers.

PubMed

Ergün, Recai; Evcik, Ender; Ergün, Dilek; Ergan, Begüm; Özkan, Esin; Gündüz, Özge

2017-05-05

The number of studies where non-malignant pulmonary diseases are evaluated after occupational arsenic exposure is very few. To investigate the effects of occupational arsenic exposure on the lung by high-resolution computed tomography and pulmonary function tests. Retrospective cross-sectional study. In this study, 256 workers with suspected respiratory occupational arsenic exposure were included, with an average age of 32.9±7.8 years and an average of 3.5±2.7 working years. Hair and urinary arsenic levels were analysed. High-resolution computed tomography and pulmonary function tests were done. In workers with occupational arsenic exposure, high-resolution computed tomography showed 18.8% pulmonary involvement. In pulmonary involvement, pulmonary nodule was the most frequently seen lesion (64.5%). The other findings of pulmonary involvement were 18.8% diffuse interstitial lung disease, 12.5% bronchiectasis, and 27.1% bullae-emphysema. The mean age of patients with pulmonary involvement was higher and as they smoked more. The pulmonary involvement was 5.2 times higher in patients with skin lesions because of arsenic. Diffusing capacity of lung for carbon monoxide was significantly lower in patients with pulmonary involvement. Besides lung cancer, chronic occupational inhalation of arsenic exposure may cause non-malignant pulmonary findings such as bronchiectasis, pulmonary nodules and diffuse interstitial lung disease. So, in order to detect pulmonary involvement in the early stages, workers who experience occupational arsenic exposure should be followed by diffusion test and high-resolution computed tomography.

Census study of real-life near-side crashes with modern side airbag-equipped vehicles in the United States.

PubMed

Sunnevång, Cecilia; Sui, Bo; Lindkvist, Mats; Krafft, Maria

2015-01-01

This study aimed to investigate the crash characteristics, injury distribution, and injury mechanisms for Maximum Abbreviated Injury Score (MAIS) 2+ injured belted, near-side occupants in airbag-equipped modern vehicles. Furthermore, differences in injury distribution for senior occupants compared to non-senior occupants was investigated, as well as whether the near-side occupant injury risk to the head and thorax increases or decreases with a neighboring occupant. National Automotive Sampling System's Crashworthiness Data System (NASS-CDS) data from 2000 to 2012 were searched for all side impacts (GAD L&R, all principal direction of force) for belted occupants in modern vehicles (model year > 1999). Rollovers were excluded, and only front seat occupants over the age of 10 were included. Twelve thousand three hundred fifty-four MAIS 2+ injured occupants seated adjacent to the intruding structure (near-side) and protected by at least one deployed side airbag were studied. To evaluate the injury risk influenced by the neighboring occupant, odds ratio with an induced exposure approach was used. The most typical crash occurred either at an intersection or in a left turn where the striking vehicle impacted the target vehicle at a 60 to 70° angle, resulting in a moderate change of velocity (delta-V) and intrusion at the B-pillar. The head, thorax, and pelvis were the most frequent body regions with rib fracture the most frequent specific injury. A majority of the head injuries included brain injuries without skull fracture, and non-senior rather than senior occupants had a higher frequency of head injuries on the whole. In approximately 50% of the cases there was a neighboring occupant influencing injury outcome. Compared to non-senior occupants, the senior occupants sustained a considerably higher rate of thoracic and pelvis injuries, which should be addressed by improved thorax side airbag protection. The influence on near-side occupant injury risk by the neighboring

Civil aeromedical standards for general-use aerospace transportation vehicles : the space-shuttle follow-on.

DOT National Transportation Integrated Search

1971-07-01

Second-generation general-use aerospace transportation vehicles will evolve, and aerospace medical specialists must provide timely medical criteria for (a) occupant selection, (b) vehicle design features, and (c) operational guidelines. Incorporation...

High Altitude Supersonic Decelerator Test Vehicle

NASA Technical Reports Server (NTRS)

Cook, Brant T.; Blando, Guillermo; Kennett, Andrew; Von Der Heydt, Max; Wolff, John Luke; Yerdon, Mark

2013-01-01

The Low Density Supersonic Decelerator (LDSD) project is tasked by NASA's Office of the Chief Technologist (OCT) to advance the state of the art in Mars entry and descent technology in order to allow for larger payloads to be delivered to Mars at higher altitudes with better accuracy. The project will develop a 33.5 m Do Supersonic Ringsail (SSRS) parachute, 6m attached torus, robotic class Supersonic Inflatable Aerodynamic Decelerator (SIAD-R), and an 8 m attached isotensoid, exploration class Supersonic Inflatable Aerodynamic Decelerator (SIAD-E). The SSRS and SIAD-R should be brought to TRL-6, while the SIAD-E should be brought to TRL-5. As part of the qualification and development program, LDSD must perform a Mach-scaled Supersonic Flight Dynamics Test (SFDT) in order to demonstrate successful free flight dynamic deployments at Mars equivalent altitude, of all three technologies. In order to perform these tests, LDSD must design and build a test vehicle to deliver all technologies to approximately 180,000 ft and Mach 4, deploy a SIAD, free fly to approximately Mach 2, deploy the SSRS, record high-speed and high-resolution imagery of both deployments, as well as record data from an instrumentation suite capable of characterizing the technology induced vehicle dynamics. The vehicle must also be recoverable after splashdown into the ocean under a nominal flight, while guaranteeing forensic data protection in an off nominal catastrophic failure of a test article that could result in a terminal velocity, tumbling water impact.

The first man-loading high temperature superconducting Maglev test vehicle in the world

NASA Astrophysics Data System (ADS)

Wang, Jiasu; Wang, Suyu; Zeng, Youwen; Huang, Haiyu; Luo, Fang; Xu, Zhipei; Tang, Qixue; Lin, Guobin; Zhang, Cuifang; Ren, Zhongyou; Zhao, Guomin; Zhu, Degui; Wang, Shaohua; Jiang, He; Zhu, Min; Deng, Changyan; Hu, Pengfei; Li, Chaoyong; Liu, Fang; Lian, Jisan; Wang, Xiaorong; Wang, Lianghui; Shen, Xuming; Dong, Xiaogang

2002-10-01

The first man-loading high temperature superconducting Maglev test vehicle in the world is reported. This vehicle was first tested successfully on December 31, 2000 in the Applied Superconductivity Laboratory, Southwest Jiaotong University, China. Heretofore over 17,000 passengers took the vehicle, and it operates very well from beginning to now. The function of suspension is separated from one of propulsion. The high temperature superconducting Maglev provides inherent stable forces both in the levitation and in the guidance direction. The vehicle is 3.5 m long, 1.2 m wide, and 0.8 m high. When five people stand on vehicle and the total weight is 530 kg, the net levitation gap is more than 20 mm. The whole vehicle system includes three parts, vehicle body, guideway and controlling system. The high temperature superconducting Maglev equipment on board is the most important for the system. The onboard superconductors are melt-textured YBaCuO bulks. The superconductors are fixed on the bottom of liquid nitrogen vessels and cooled by liquid nitrogen. The guideway consists of two parallel permanent magnetic tracks, whose surface concentrating magnetic field is up to 1.2 T. The guideway is 15.5 m long.

Vehicle Related Factors that Influence Injury Outcome in Head-On Collisions

PubMed Central

Blum, Jeremy J.; Scullion, Paul; Morgan, Richard M.; Digges, Kennerly; Kan, Cing-Dao; Park, Shinhee; Bae, Hanil

2008-01-01

This study specifically investigated a range of vehicle-related factors that are associated with a lower risk of serious or fatal injury to a belted driver in a head-on collision. This analysis investigated a range of structural characteristics, quantities that describes the physical features of a passenger vehicle, e.g., stiffness or frontal geometry. The study used a data-mining approach (classification tree algorithm) to find the most significant relationships between injury outcome and the structural variables. The algorithm was applied to 120,000 real-world, head-on collisions, from the National Highway Traffic Safety Administration’s (NHTSA’s) State Crash data files, that were linked to structural attributes derived from frontal crash tests performed as part of the USA New Car Assessment Program. As with previous literature, the analysis found that the heavier vehicles were correlated with lower injury risk to their drivers. This analysis also found a new and significant correlation between the vehicle’s stiffness and injury risk. When an airbag deployed, the vehicle’s stiffness has the most statistically significant correlation with injury risk. These results suggest that in severe collisions, lower intrusion in the occupant cabin associated with higher stiffness is at least as important to occupant protection as vehicle weight for self-protection of the occupant. Consequently, the safety community might better improve self-protection by a renewed focus on increasing vehicle stiffness in order to improve crashworthiness in head-on collisions. PMID:19026230

Vehicle having hydraulic and power steering systems using a single high pressure pump

DOEpatents

Bartley, Bradley E.; Blass, James R.; Gibson, Dennis H.

2001-06-22

A vehicle comprises a plurality of wheels attached to a vehicle housing. Also attached to the vehicle housing is a power steering system, including a fluid flow circuit, which is operably coupled to a number of the wheels. An internal combustion engine attached to the vehicle housing is connected to a hydraulically actuated system that includes a high pressure pump. An outlet of the high pressure pump is in fluid communication with the fluid flow circuit.

49 CFR 176.93 - Vehicles having refrigerating or heating equipment.

Code of Federal Regulations, 2013 CFR

2013-10-01

... combustion motors which expose the occupants of the passenger vehicles to excessive concentrations of exhaust fumes from such motors. (d) A transport vehicle containing solid carbon dioxide as a refrigerant may be... the motor stops it may not be restarted. (c) In the case of a ferry vessel on a voyage exceeding 30...

49 CFR 176.93 - Vehicles having refrigerating or heating equipment.

Code of Federal Regulations, 2014 CFR

2014-10-01

... combustion motors which expose the occupants of the passenger vehicles to excessive concentrations of exhaust fumes from such motors. (d) A transport vehicle containing solid carbon dioxide as a refrigerant may be... the motor stops it may not be restarted. (c) In the case of a ferry vessel on a voyage exceeding 30...

49 CFR 176.93 - Vehicles having refrigerating or heating equipment.

Code of Federal Regulations, 2012 CFR

2012-10-01

... combustion motors which expose the occupants of the passenger vehicles to excessive concentrations of exhaust fumes from such motors. (d) A transport vehicle containing solid carbon dioxide as a refrigerant may be... the motor stops it may not be restarted. (c) In the case of a ferry vessel on a voyage exceeding 30...

Enhancing CORSIM for simulating high occupancy/toll lane operations.

DOT National Transportation Integrated Search

2012-03-15

Congestion pricing has been advocated as an efficient way to mitigate traffic congestion : since 1920s. A prevalent form of congestion pricing in the U.S. is high occupancy/toll (HOT) : lanes. The operating objective of HOT lanes is to improve the th...

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

External viewing of vehicle contents under varying window tinting and illumination conditions.

DOT National Transportation Integrated Search

1995-01-01

The purpose of this study was to determine the degree to which motor vehicle window tint films impede a police officer's ability to see clearly into a stopped vehicle. Three hundred and twenty subjects were asked to view the contems and occupants of ...

High-resolution mapping of motor vehicle carbon dioxide emissions

NASA Astrophysics Data System (ADS)

McDonald, Brian C.; McBride, Zoe C.; Martin, Elliot W.; Harley, Robert A.

2014-05-01

A fuel-based inventory for vehicle emissions is presented for carbon dioxide (CO2) and mapped at various spatial resolutions (10 km, 4 km, 1 km, and 500 m) using fuel sales and traffic count data. The mapping is done separately for gasoline-powered vehicles and heavy-duty diesel trucks. Emission estimates from this study are compared with the Emissions Database for Global Atmospheric Research (EDGAR) and VULCAN. All three inventories agree at the national level within 5%. EDGAR uses road density as a surrogate to apportion vehicle emissions, which leads to 20-80% overestimates of on-road CO2 emissions in the largest U.S. cities. High-resolution emission maps are presented for Los Angeles, New York City, San Francisco-San Jose, Houston, and Dallas-Fort Worth. Sharp emission gradients that exist near major highways are not apparent when emissions are mapped at 10 km resolution. High CO2 emission fluxes over highways become apparent at grid resolutions of 1 km and finer. Temporal variations in vehicle emissions are characterized using extensive day- and time-specific traffic count data and are described over diurnal, day of week, and seasonal time scales. Clear differences are observed when comparing light- and heavy-duty vehicle traffic patterns and comparing urban and rural areas. Decadal emission trends were analyzed from 2000 to 2007 when traffic volumes were increasing and a more recent period (2007-2010) when traffic volumes declined due to recession. We found large nonuniform changes in on-road CO2 emissions over a period of 5 years, highlighting the importance of timely updates to motor vehicle emission inventories.

76 FR 3211 - Federal Motor Vehicle Safety Standards, Ejection Mitigation; Phase-In Reporting Requirements...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-01-19

... be tethered near the base of the vehicle's pillars or otherwise designed to keep the impactor within... performance and occupant behavior, and with the FHWA taking the lead, improving roadway designs. Vehicle... remaining in the vehicle during a rollover included improved roof crush resistance and research on whether...

Traffic Safety Facts, 2001: Occupant Protection.

ERIC Educational Resources Information Center

National Highway Traffic Safety Administration (DOT), Washington, DC.

This document provides statistical information on the benefits of occupant restraint systems in U.S. motor vehicle accidents. Data tables include: (1) estimated number of lives saved by restraint systems (seat belts, air bags, child restraints), 1975-2001; (2) cumulative estimated number of lives saved by safety belt use, 1975-2001; and (3)…

Occupant Protection. Traffic Safety Facts, 2000.

ERIC Educational Resources Information Center

National Highway Traffic Safety Administration (DOT), Washington, DC.

This document provides statistical information on the benefits of occupant restraint systems in U.S. motor vehicle accidents. Data tables include: (1) estimated number of lives saved by restraint systems (seat belts, air bags, child restraints), 1975-2000; (2) cumulative estimated number of lives saved by safety belt use, 1975-2000; and (3)…

A concept of highly maneuverable experimental space (HIMES) vehicle

NASA Astrophysics Data System (ADS)

Nagatomo, M.; Naruo, Y.; Inatani, Y.

1985-10-01

The development of a highly maneuverable experimental space (HIMES) vehicle is proposed. This reusable sounding rocket is to be propelled by a liquid hydrogen/LOX engine, and have a maximum payload mass of 500 kg at an altitude of 300 km. The main subsystems of HIMES, the fuselage and wing structure, propulsion, and navigation, guidance, and control system, are described and a diagram is provided. The operational features of HIMES are defined by three mission models. In the first model the vehicle is used as a stable platform of low velocity relative to the environment; model two represents the suborbital flight of sounding rockets, and model three is used for orbital reentry experiments and the testing of a new system of winged space vehicles. Typical mission profiles for the three models are presented. A cost estimation of the HIMES vehicle is given.

Mine-Resistant, Ambush-Protected (MRAP) Vehicles: Background and Issues for Congress

DTIC Science & Technology

2011-03-29

note that almost 80% of roadside attacks against HMMWVs from January 2009 through the end of July 2010 killed vehicle occupants. Attacks against MRAP...2009. 24 Ibid. 25 Scott Calvert, “Aberdeen Tests Military’s Cougar ,” Baltimore Sun, July 12, 2009. Mine-Resistant, Ambush-Protected (MRAP) Vehicles

Truck and Transport Mechanic. Occupational Analyses Series.

ERIC Educational Resources Information Center

McRory, Aline; Ally, Mohamed

This analysis covers tasks performed by a truck and transport mechanic, an occupational title some provinces and territories of Canada have also identified as commercial transport vehicle mechanic; transport truck mechanic; truck and coach technician; and truck and transport service technician. A guide to analysis discusses development, structure,…

Communicating with residential electrical devices via a vehicle telematics unit

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

Roth, Rebecca C.; Pebbles, Paul H.

A method of communicating with residential electrical devices using a vehicle telematics unit includes receiving information identifying a residential electrical device to control; displaying in a vehicle one or more controlled features of the identified residential electrical device; receiving from a vehicle occupant a selection of the displayed controlled features of the residential electrical device; sending an instruction from the vehicle telematics unit to the residential electrical device via a wireless carrier system in response to the received selection; and controlling the residential electrical device using the sent instruction.

Lincoln Laboratory demonstrates highly accurate vehicle localization under adverse weather conditions

DTIC Science & Technology

2016-05-25

2016 Lincoln Laboratory demonstrates highly accurate vehicle localization under adverse weather conditions A ground-penetrating radar system...the problems limiting the development and adoption of self-driving vehicles: how can a vehicle navigate to stay within its lane when bad weather ... weather conditions, but it is challenging, even impossible, for them to work when snow covers the markings and surfaces or precipitation obscures points

Inductive High Power Transfer Technologies for Electric Vehicles

NASA Astrophysics Data System (ADS)

Madzharov, Nikolay D.; Tonchev, Anton T.

2014-03-01

Problems associated with "how to charge the battery pack of the electric vehicle" become more important every passing day. Most logical solution currently is the non-contact method of charge, possessing a number of advantages over standard contact methods for charging. This article focuses on methods for Inductive high power contact-less transfer of energy at relatively small distances, their advantages and disadvantages. Described is a developed Inductive Power Transfer (IPT) system for fast charging of electric vehicles with nominal power of 30 kW over 7 to 9 cm air gap.

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.

Experiences with Acquiring Highly Redundant Spatial Data to Support Driverless Vehicle Technologies

NASA Astrophysics Data System (ADS)

Koppanyi, Z.; Toth, C. K.

2018-05-01

As vehicle technology is moving towards higher autonomy, the demand for highly accurate geospatial data is rapidly increasing, as accurate maps have a huge potential of increasing safety. In particular, high definition 3D maps, including road topography and infrastructure, as well as city models along the transportation corridors represent the necessary support for driverless vehicles. In this effort, a vehicle equipped with high-, medium- and low-resolution active and passive cameras acquired data in a typical traffic environment, represented here by the OSU campus, where GPS/GNSS data are available along with other navigation sensor data streams. The data streams can be used for two purposes. First, high-definition 3D maps can be created by integrating all the sensory data, and Data Analytics/Big Data methods can be tested for automatic object space reconstruction. Second, the data streams can support algorithmic research for driverless vehicle technologies, including object avoidance, navigation/positioning, detecting pedestrians and bicyclists, etc. Crucial cross-performance analyses on map database resolution and accuracy with respect to sensor performance metrics to achieve economic solution for accurate driverless vehicle positioning can be derived. These, in turn, could provide essential information on optimizing the choice of geospatial map databases and sensors' quality to support driverless vehicle technologies. The paper reviews the data acquisition and primary data processing challenges and performance results.

Association between side air bags and risk of injury in motor vehicle collisions with near-side impact.

PubMed

McGwin, Gerald; Metzger, Jesse; Porterfield, John R; Moran, Stephan G; Rue, Loring W

2003-09-01

Side air bags (SABs) have been introduced in an attempt to reduce the risk of injury in near-side-impact motor vehicle collisions (MVCs). The impact of SABs on MVC-related mortality and morbidity has yet to be evaluated with a large population-based study. The objective of this study was to assess the effectiveness of SABs in reducing the risk of injury or death in near-side-impact MVCs. A retrospective study investigated outboard front seat occupants involved in police-reported, near-side-impact MVCs using data from the General Estimates System (1997-2000). The risk of MVC-related nonfatal and fatal injury for occupants of vehicles with and without SABs was compared. Front seat occupants of vehicles with SABs had a risk of injury similar to that of occupants of vehicles without SABs (risk ratio [RR], 0.96; 95% CI confidence interval [CI], 0.79-1.15). Adjustment for the potentially confounding effects of age, gender, seat belt use, seating position, damage severity and location, and vehicle body type did not meaningfully affect the association (RR, 0.90; 95% CICI, 0.76-1.08). There is no association between the availability of SABs and overall injury risk in near-side-impact MVCs. Future research is necessary to determine the effectiveness of SABs in preventing the injuries for which they were specifically designed.

Amotivation and the Occupational Decision: An Investigation of Australian Senior High School Students

ERIC Educational Resources Information Center

Jung, Jae Yup; McCormick, John

2010-01-01

This exploratory study investigated the occupational decision-related processes of senior high school students, in terms of the extent to which they may be amotivated in choosing a future occupation. Data were gathered using a newly developed questionnaire, which was largely adapted from a number of psychometrically proven instruments, and…

Thoracic aortic injury in motor vehicle crashes: the effect of impact direction, side of body struck, and seat belt use.

PubMed

Fitzharris, Michael; Franklyn, Melanie; Frampton, Richard; Yang, King; Morris, Andrew; Fildes, Brian

2004-09-01

Using in-depth, real-world motor vehicle crash data from the United States and the United Kingdom, we aimed to assess the incidence and risk factors associated with thoracic aorta injuries. De-identified National Automotive Sampling System Crashworthiness Data System (U.S.) and Co-operative Crash Injury Study (U.K.) data formed the basis of this retrospective analysis. Logistic regression was used to assess the level of risk of thoracic aorta injury associated with impact direction, seat belt use and, given the asymmetry of the thoracic cavity, whether being struck toward the left side of the body was associated with increased risk in side-impact crashes. A total of 13,436 U.S. and 3,756 U.K. drivers and front seat passengers were analyzed. The incidence of thoracic aorta injury in the U.S. and U.K. samples was 1.5% (n = 197) and 1.9% (n = 70), respectively. The risk was higher for occupants seated on the side closest to the impact than for occupants involved in frontal impact crashes. This was the case irrespective of whether the force was applied toward the left (belted: relative risk [RR], 4.6; 95% confidence interval [CI], 2.9-7.1; p < 0.001) or the right side (belted: RR, 2.6; 95% CI, 1.4-5.1; p < 0.004) of the occupant's body. For occupants involved in side-impact crashes, there was no difference in the risk of thoracic aorta injury whether the impacting force was applied toward the left or toward the right side of the occupant's body. Seat belt use provided a protective benefit such that the risk of thoracic aorta injury among unbelted occupants was three times higher than among belted occupants (RR, 3.0; 95% CI, 2.2-4.3; p < 0.001); however, the benefit varied across impact direction. Thoracic aorta injuries were found to be associated with high impact severity, and being struck by a sports utility vehicle relative to a passenger vehicle (RR, 1.7; 95% CI, 1.2-2.3; p = 0.001). Aortic injuries have been conventionally associated with frontal impacts. However

High-Fidelity Computational Aerodynamics of Multi-Rotor Unmanned Aerial Vehicles

NASA Technical Reports Server (NTRS)

Ventura Diaz, Patricia; Yoon, Seokkwan

2018-01-01

High-fidelity Computational Fluid Dynamics (CFD) simulations have been carried out for several multi-rotor Unmanned Aerial Vehicles (UAVs). Three vehicles have been studied: the classic quadcopter DJI Phantom 3, an unconventional quadcopter specialized for forward flight, the SUI Endurance, and an innovative concept for Urban Air Mobility (UAM), the Elytron 4S UAV. The three-dimensional unsteady Navier-Stokes equations are solved on overset grids using high-order accurate schemes, dual-time stepping, and a hybrid turbulence model. The DJI Phantom 3 is simulated with different rotors and with both a simplified airframe and the real airframe including landing gear and a camera. The effects of weather are studied for the DJI Phantom 3 quadcopter in hover. The SUI En- durance original design is compared in forward flight to a new configuration conceived by the authors, the hybrid configuration, which gives a large improvement in forward thrust. The Elytron 4S UAV is simulated in helicopter mode and in airplane mode. Understanding the complex flows in multi-rotor vehicles will help design quieter, safer, and more efficient future drones and UAM vehicles.

Open tube guideway for high speed air cushioned vehicles

NASA Technical Reports Server (NTRS)

Goering, R. S. (Inventor)

1974-01-01

This invention is a tubular shaped guideway for high-speed air-cushioned supported vehicles. The tubular guideway is split and separated such that the sides of the guideway are open. The upper portion of the tubular guideway is supported above the lower portion by truss-like structural members. The lower portion of the tubular guideway may be supported by the terrain over which the vehicle travels, on pedestals or some similar structure.

The present status of the high temperature superconducting Maglev vehicle in China

NASA Astrophysics Data System (ADS)

Wang, J. S.; Wang, S. Y.; Zeng, Y. W.; Deng, C. Y.; Ren, Z. Y.; Wang, X. R.; Song, H. H.; Wang, X. Z.; Zheng, J.; Zhao, Y.

2005-02-01

Since the first successful running of the people-carrying high temperature superconducting (HTS) Maglev test vehicle on 31 December 2000, about 27 000 people have taken it, and the accumulated running distance is about 400 km. The levitation force of the onboard HTS equipment is measured periodically, and new experimental results measured on 5 March 2003 show that the performance of the onboard HTS Maglev equipment is almost the same as that of two years ago. Experimental results indicate that the long-term stability of the HTS Maglev vehicle is good. This further proves the feasibility of the HTS Maglev vehicle for practical transportation. It is worth mentioning that all the results are measured at a low speed; however, investigations of the dynamic performance of the HTS Maglev vehicle at high speed are necessary for practical application. Research on the dynamic performance of the HTS Maglev vehicle is ongoing.

Climate Control Load Reduction Strategies for Electric Drive Vehicles in Warm Weather

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

Jeffers, M. A.; Chaney, L.; Rugh, J. P.

Passenger compartment climate control is one of the largest auxiliary loads on a vehicle. Like conventional vehicles, electric vehicles (EVs) require climate control to maintain occupant comfort and safety, but cabin heating and air conditioning have a negative impact on driving range for all electric vehicles. Range reduction caused by climate control and other factors is a barrier to widespread adoption of EVs. Reducing the thermal loads on the climate control system will extend driving range, thereby reducing consumer range anxiety and increasing the market penetration of EVs. Researchers at the National Renewable Energy Laboratory have investigated strategies for vehiclemore » climate control load reduction, with special attention toward EVs. Outdoor vehicle thermal testing was conducted on two 2012 Ford Focus Electric vehicles to evaluate thermal management strategies for warm weather, including solar load reduction and cabin pre-ventilation. An advanced thermal test manikin was used to assess a zonal approach to climate control. In addition, vehicle thermal analysis was used to support testing by exploring thermal load reduction strategies, evaluating occupant thermal comfort, and calculating EV range impacts. Through stationary cooling tests and vehicle simulations, a zonal cooling configuration demonstrated range improvement of 6%-15%, depending on the drive cycle. A combined cooling configuration that incorporated thermal load reduction and zonal cooling strategies showed up to 33% improvement in EV range.« less

Assessing the effectiveness of Montana's vehicle occupant protection program : [summary].

DOT National Transportation Integrated Search

2015-03-01

States invest extensively in : occupant protection programs, : yet the impact these programs : have on improving seat belt : compliance rates remains : unclear. Although seat belt use : was on the rise in Montana : prior to 2002, it has stagnated : a...

Injury risks between first- and second-generation airbags in frontal motor vehicle collisions.

PubMed

MacLennan, Paul A; Ashwander, William S; Griffin, Russell; McGwin, Gerald; Rue, Loring W

2008-07-01

Airbags in vehicles manufactured after 1997 were depowered to decrease injury risks for infants/children and small adults. It is possible that compared to earlier airbags second-generation airbags provide less injury protection due to their depowered nature. A cohort study was conducted using 1995-2004 national data. Risk ratios (RRs) and 95% confidence intervals (CIs) compared injury risks for occupants involved in frontal collisions in vehicles wherein a first- or second-generation airbag deployed by body region and injury severity using the Abbreviated Injury Scale (AIS). Associations were adjusted for crash severity, seatbelt use, seat position, occupant location, and vehicle curb weight. For upper extremity injuries reduced RRs were observed for AIS 1 or greater (RR=0.76, CI 0.67-0.86), AIS 2 or greater (RR=0.76, CI 0.58-1.00) and AIS 3 (RR=0.81, CI 0.64-1.03). Elevated risks were observed for AIS 5 thoracic injuries (RR=1.46, CI 1.04-2.07) but were made null when differences in age and gender were adjusted for. Vehicles equipped with first- and second-generation airbags appear to offer similar protection for front-seated occupants. The observed decreased risks for upper extremity injury and increased risks for severe thoracic injuries warrant further attention.

Mechanisms and Mitigation of Head and Spinal Injuries Due to Motor Vehicle Crashes.

PubMed

Ivancic, Paul C

2016-10-01

Synopsis Head and spinal injuries commonly occur during motor vehicle crashes (MVCs). The goal of this clinical commentary is to discuss real-life versus simulated MVCs and to present clinical, biomechanical, and epidemiological evidence of MVC-related injury mechanisms. It will also address how this knowledge may guide and inform the design of injury mitigation devices and assist in clinical decision making. Evidence indicates that there exists no universal injury tolerance applicable to the entire population of the occupants of MVCs. Injuries sustained by occupants depend on a number of factors, including occupant characteristics (age, height, weight, sex, bone mineral density, and pre-existing medical and musculoskeletal conditions), pre-MVC factors (awareness of the impending crash, occupant position, usage of and position of the seatbelt and head restraint, and vehicle specifications), and MVC-related factors (crash orientation, vehicle dynamics, type of active or passive safety systems, and occupant kinematic response). Injuries resulting from an MVC occur due to blunt impact and/or inertial loading. An S-shaped curvature of the cervical spine and associated injurious strains have been documented during rear-, frontal-, and side-impact MVCs. Data on the injury mechanism and the quantification of spinal instability guide and inform the emergent and subsequent conservative or surgical care. Such care may require determining optimal patient positioning during transport, which injuries may be treated conservatively, whether reduction should be performed, optimal patient positioning intraoperatively, and whether bracing should be worn prior to and/or following surgery. The continued improvement of traditional injury mitigation systems, such as seats, seatbelts, airbags, and head restraints, together with research of newer collision-avoidance technologies, will lead to safer motor vehicles and ultimately more effective injury management strategies. J Orthop Sports

Commercial Vehicle Driving. Florida Vocational Program Guide.

ERIC Educational Resources Information Center

University of South Florida, Tampa. Dept. of Adult and Vocational Education.

This guide identifies considerations in the organization, operation, and evaluation of secondary and postsecondary vocational education programs. It contains both a vocational program guide and Career Merit Achievement Plan (Career MAP) for commercial vehicle driving. The guide contains the following sections: occupational description; program…

Mars Ascent Vehicle Needs Technology Development with a Focus on High Propellant Fractions

NASA Astrophysics Data System (ADS)

Whitehead, J. C.

2018-04-01

Launching from Mars to orbit requires a miniature launch vehicle, beyond any known spacecraft propulsion. The Mars Ascent Vehicle (MAV) needs an unusually high propellant mass fraction. MAV mass has high leverage for the cost of Mars Sample Return.

In use performance of catalytic converters on properly maintained high mileage vehicles

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

Sabourin, M.A.; Larson, R.E.; Donahue, K.S.

1986-01-01

A test program to evaluate the performance of catalytic converters from fifty-six 1981 and 1982 model year high mileage properly maintained in-use vehicles (from 21 engine families) was performed by the Certification Division of the Office of Mobile Sources (EPA). The program is called the Catalyst Change Program. All program vehicles were screened for proper maintenance and for mileages that ranged from 35,000 to 60,000 miles. Among vehicles belonging to 21 high sales volume and high technology engine and emission control system designs tested, poor catalyst performance was determined to be a significant contributor to emissions failure of properly-maintained vehiclesmore » at or near their warranted useful life mileage.« less

Prevalence and pattern of occupational exposure to whole body vibration in Great Britain: findings from a national survey

PubMed Central

Palmer, K.; Griffin, M.; Bendall, H.; Pannett, B.; Coggon, D.

2000-01-01

OBJECTIVES—To estimate the number of workers in Great Britain with significant occupational exposure to whole body vibration (WBV) and to identify the common sources of exposure and the occupations and industries where such exposures arise.
METHODS—A postal questionnaire was posted to a random community sample of 22 194 men and women of working age. Among other things, the questionnaire asked about exposure to WBV in the past week, including occupational and common non-occupational sources. Responses were assessed by occupation and industry, and national prevalence estimates were derived from census information. Estimates were also made of the average estimated daily personal dose of vibration (eVDV).
RESULTS—From the 12 907 responses it was estimated that 7.2 million men and 1.8 million women in Great Britain are exposed to WBV at work in a 1 week period if the occupational use of cars, vans, buses, trains, and motor cycles is included within the definition of exposure. The eVDV of >374 000 men and 9000 women was estimated to exceed a proposed British Standard action level of 15 ms-1.75. Occupations in which the estimated exposures most often exceeded 15 ms-1.75 included forklift truck and mechanical truck drivers, farm owners and managers, farm workers, and drivers of road goods vehicles. These occupations also contributed the largest estimated numbers of workers in Great Britain with such levels of exposure. The highest estimated median occupational eVDVs were found in forklift truck drivers, drivers of road goods vehicles, bus and coach drivers, and technical and wholesale sales representatives, among whom a greater contribution to total dose was received from occupational exposures than from non-occupational ones; but in many other occupations the reverse applied. The most common sources of occupational exposure to WBV are cars, vans, forklift trucks, lorries, tractors, buses, and loaders.
CONCLUSIONS—Exposure to whole body vibration is

Evaluation on the Occupational Information Access System as Used at Churchill High School. A Project Report.

ERIC Educational Resources Information Center

McKinlay, Bruce; Adams, Daniel

The Occupational Information Access System (OIAS) improves the accessibility of occupational labor market information for career planning. Its operation at Churchill High School is evaluated from several angels: the likes and dislikes of users; the effect of OIAS on users' knowledge of occupational information and on their career plans; why other…

Occupational Injury Prevention Research in NIOSH

PubMed Central

Stout, Nancy

2010-01-01

This paper provided a brief summary of the current strategic goals, activities, and impacts of the NIOSH (National Institute for Occupational Safety and Health) occupational injury research program. Three primary drivers (injury database, stakeholder input, and staff capacity) were used to define NIOSH research focuses to maximize relevance and impact of the NIOSH injury-prevention-research program. Injury data, strategic goals, program activities, and research impacts were presented with a focus on prevention of four leading causes of workplace injury and death in the US: motor vehicle incidents, falls, workplace violence, and machine and industrial vehicle incidents. This paper showcased selected priority goals, activities, and impacts of the NIOSH injury prevention program. The NIOSH contribution to the overall decrease in fatalities and injuries is reinforced by decreases in specific goal areas. There were also many intermediate outcomes that are on a direct path to preventing injuries, such as new safety regulations and standards, safer technology and products, and improved worker safety training. The outcomes serve as an excellent foundation to stimulate further research and worldwide partnership to address global workplace injury problems. PMID:22953170

Association of contact loading in diffuse axonal injuries from motor vehicle crashes.

PubMed

Yoganandan, Narayan; Gennarelli, Thomas A; Zhang, Jiangyue; Pintar, Frank A; Takhounts, Erik; Ridella, Stephen A

2009-02-01

Although studies have been conducted to analyze brain injuries from motor vehicle crashes, the association of head contact has not been fully established. This study examined the association in occupants sustaining diffuse axonal injuries (DAIs). The 1997 to 2006 motor vehicle Crash Injury Research Engineering Network database was used. All crash modes and all changes in velocity were included; ejections and rollovers were excluded; injuries to front and rear seat occupants with and without restraint use were considered. DAI were coded in the database using Abbreviated Injury Scale 1990. Loss of consciousness was included and head contact was based on medical- and crash-related data. Sixty-seven occupants with varying ages were coded with DAI. Forty-one adult occupants (mean, 33 years of age, 171-cm tall, 71-kg weight; 30 drivers, 11 passengers) were analyzed. Mean change in velocity was 41.2 km/h and Glasgow Coma Scale score was 4. There were 33 lateral, 6 frontal, and 2 rear crashes with 32 survivors and 9 were fatalities. Two occupants in the same crash did not sustain DAI. Although skull fractures and scalp injuries occurred in some impacts, head contact was identified in all frontal, rear, and far side, and all but one nearside crashes. Using a large sample size of occupants sustaining DAI in 1991 to 2006 model year vehicles, DAI occurred more frequently in side than frontal crashes, is most commonly associated with impact load transfer, and is not always accompanied by skull fractures. The association of head contact in >95% of cases underscores the importance of evaluating crash-related variables and medical information for trauma analysis. It would be prudent to include contact loading in addition to angular kinematics in the analysis and characterization of DAI.

Photocopy of drawing. VEHICLE ASSEMBLY BUILDING MODIFICATIONS, HIGH BAY AREA. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photocopy of drawing. VEHICLE ASSEMBLY BUILDING MODIFICATIONS, HIGH BAY AREA. NASA John F. Kennedy Space Center, Florida. File Number 79K05424, Seelye Stevenson Value & Knecht, March 1975. TRANSFER AISLE NORTH DOOR, ARCHITECTURAL AND STRUCTURAL ELEVATIONS, SECTIONS AND DETAILS. Sheet 79 of 207 - Cape Canaveral Air Force Station, Launch Complex 39, Vehicle Assembly Building, VAB Road, East of Kennedy Parkway North, Cape Canaveral, Brevard County, FL

Photocopy of drawing. VEHICLE ASSEMBLY BUILDING MODIFICATIONS, HIGH BAY AREA. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Photocopy of drawing. VEHICLE ASSEMBLY BUILDING MODIFICATIONS, HIGH BAY AREA. NASA John F. Kennedy Space Center, Florida. File Number 79K05424, Seelye Stevenson Value & Knecht, March 1975. TRANSFER AISLE NORTH DOOR,ARCHITECTURAL NORTH ELEVATION AND MISC. DETAILS. Sheet 78 of 207 - Cape Canaveral Air Force Station, Launch Complex 39, Vehicle Assembly Building, VAB Road, East of Kennedy Parkway North, Cape Canaveral, Brevard County, FL

Development and Pilot Test of a Career-Oriented, Peer-Instructional Model in the Office Cluster of Business Occupations. Final Report.

ERIC Educational Resources Information Center

Hungerland, Jacklyn; And Others

This project was conducted to design an instructional model capable of producing high levels of student motivation and proficiency, using the office cluster of business occupations as a vehicle, and to formulate a plan for field implementation and evaluation of the model. To achieve the objectives, project personnel, secondary business teachers,…

Obstructive sleep apnea among commercial motor vehicle drivers: using evidence-based practice to identify risk factors.

PubMed

Olszewski, Kimberly; Wolf, Debra

2013-11-01

Commercial motor vehicle driving is a hazardous occupation, having the third highest fatality rate among common U.S. jobs. Among the estimated 14 million U.S. commercial motor vehicle drivers, the prevalence of obstructive sleep apnea is reported to be 17% to 28%. Despite the identified increased prevalence of obstructive sleep apnea among commercial motor vehicle drivers, federal law does not require that they be screened for obstructive sleep apnea. This article presents an evidence-based practice change project; the authors developed, implemented, and evaluated a screening program to identify commercial motor vehicle drivers' risk for obstructive sleep apnea during commercial driver medical examinations. The results of this practice change indicated screening for obstructive sleep apnea during the commercial driver medical examination led to improved identification of obstructive sleep apnea risk among commercial motor vehicle drivers and should be a clinical standard in occupational health clinics. Copyright 2013, SLACK Incorporated.

Occupational exposure to carcinogens in Australian road transport workers.

PubMed

Si, Si; Carey, Renee; Reid, Alison; Peters, Susan; Glass, Deborah D; Driscoll, Timothy; Darcey, Ellie; Fritschi, Lin

2016-01-01

Road transport workers (RTWs) are at high risk of exposure to several occupational carcinogens. However, there are gaps in knowledge regarding the extent and the circumstances of exposure. As a sub-study of the Australian Work Exposures Study, this study investigated the prevalence of occupational exposure in Australian RTWs. A random sample of Australian working population was invited to a telephone interview regarding their current jobs. An automated expert-assessment procedure was applied to self-reported job-related tasks using a web-based application. 162 RTWs were included in this study. RTWs were exposed to diesel exhaust (97%), solar ultraviolet radiation (78%), environmental tobacco smoke (55%), benzene (29%), silica (15%), and asbestos (10%) at work. Besides driving on roads, vehicle maintenance-related tasks were the major source of carcinogen exposures among RTWs. Most RTWs are exposed to at least one carcinogen at work. We have identified tasks where the use of control measures could potentially reduce exposures. © 2015 Wiley Periodicals, Inc.

Aspergillus prevalence in air conditioning filters from vehicles: taxis for patient transportation, forklifts, and personal vehicles.

PubMed

Viegas, Carla; Moreira, Ricardo; Faria, Tiago; Caetano, Liliana Aranha; Carolino, Elisabete; Gomes, Anita Quintal; Viegas, Susana

2018-05-04

The frequency and importance of Aspergillus infections is increasing worldwide. This study aimed to assess the occupational exposure of forklifts and taxi drivers to Aspergillus spp. Nineteen filters from air conditioning system of taxis, 17 from forklifts and 37 from personal vehicles were assessed. Filters extract were streaked onto MEA, DG18 and in azole-supplemented media. Real-time quantitative PCR amplification of selected Aspergillus species-complex was also performed. Forklifts filter samples presented higher median values. Aspergillus section Nigri was the most observed in forklifts filters in MEA (28.2%) and in azole-supplemented media. DNA from Aspergillus sections Fumigati and Versicolores was successfully amplified by qPCR. This study enlightens the added value of using filters from the air conditioning system to assess Aspergillus spp. occupational exposure. Aspergillus azole resistance screening should be included in future occupational exposure assessments.

Blast mines: physics, injury mechanisms and vehicle protection.

PubMed

Ramasamy, A; Hill, A M; Hepper, A E; Bull, A M J; Clasper, J C

2009-12-01

Since World War II, more vehicles have been lost to land mines than all other threats combined. Anti-vehicular (AV) mines are capable of disabling a heavy vehicle, or completely destroying a lighter vehicle. The most common form of AV mine is the blast mine, which uses a large amount of explosive to directly damage the target. In a conventional military setting, landmines are used as a defensive force-multiplier and to restrict the movements of the opposing force. They are relatively cheap to purchase and easy to acquire, hence landmines are also potent weapons in the insurgents' armamentarium. The stand-offnature of its design has allowed insurgents to cause significant injuries to security forces in current conflicts with little personal risk. As a result, AV mines and improvised explosive devices (IEDs) have become the most common cause of death and injury to Coalition and local security forces operating in Iraq and Afghanistan. Detonation of an AV mine causes an explosive, exothermic reaction which results in the formation of a shockwave followed by a rapid expansion of gases. The shockwave is mainly reflected by the soillair interface and fractures the soil cap overthe mine. The detonation products then vent through the voids in the soil, resulting in a hollow inverse cone which consists of the detonation gases surrounded by the soil ejecta. It is the combination of the detonation products and soil ejecta that interact with the target vehicle and cause injury to the vehicle occupants. A number of different strategies are required to mitigate the blast effects of an explosion. Primary blast effects can be reduced by increasing the standoff distance between the seat of the explosion and the crew compartment. Enhancement of armour on the base of the vehicle, as well as improvements in personal protection can prevent penetration of fragments. Mitigating tertiary effects can be achieved by altering the vehicle geometry and structure, increasing vehicle mass, as

Is passenger vehicle incompatibility still a problem?

PubMed

Teoh, Eric R; Nolan, Joseph M

2012-01-01

Passenger cars often are at a disadvantage when colliding with light trucks (sport utility vehicles [SUVs] and pickups) due to differences in mass, vehicle structural alignment, and stiffness. In 2003, vehicle manufacturers agreed to voluntary measures to improve compatibility, especially in front-to-front and front-to-side crashes, with full adherence to be achieved by September 2009. This study examined whether fatality rates are consistent with the expected benefit of this agreement. Analyses examined 2 death rates for 1- to 4-year-old passenger vehicles during 2000-2001 and 2008-2009 in the United States: occupant deaths per million registered vehicle years in these vehicles and deaths in other cars that collided with these vehicles in 2-vehicle crashes per million registered vehicle years. These rates were computed for each study period and for cars/minivans (referred to as cars), SUVs, and pickups by curb weight (in 500-pound increments). The latter death rate, referred to as the car crash partner death rate, also was computed for front-to-front crashes and front-to-side crashes where the front of the 1- to 4-year-old vehicle struck the side of the partner car. In both study periods, occupant death rates generally decreased for each vehicle type both with increasing curb weight and over time. SUVs experienced the greatest declines compared with cars and pickups. This is due in part to the early fitment of electronic stability control in SUVs, which drastically reduced the incidence of single-vehicle rollover crashes. Pickups had the highest death rates in both study periods. Car crash partner death rates generally declined over time for all vehicle categories but more steeply for SUVs and pickups colliding with cars than for cars colliding with cars. In fact, the car crash partner death rates for SUVs and cars were nearly identical during 2008-2009, suggesting that the voluntary design changes for compatibility have been effective. Car crash partner death

A Lane-Level LBS System for Vehicle Network with High-Precision BDS/GPS Positioning

PubMed Central

Guo, Chi; Guo, Wenfei; Cao, Guangyi; Dong, Hongbo

2015-01-01

In recent years, research on vehicle network location service has begun to focus on its intelligence and precision. The accuracy of space-time information has become a core factor for vehicle network systems in a mobile environment. However, difficulties persist in vehicle satellite positioning since deficiencies in the provision of high-quality space-time references greatly limit the development and application of vehicle networks. In this paper, we propose a high-precision-based vehicle network location service to solve this problem. The major components of this study include the following: (1) application of wide-area precise positioning technology to the vehicle network system. An adaptive correction message broadcast protocol is designed to satisfy the requirements for large-scale target precise positioning in the mobile Internet environment; (2) development of a concurrence service system with a flexible virtual expansion architecture to guarantee reliable data interaction between vehicles and the background; (3) verification of the positioning precision and service quality in the urban environment. Based on this high-precision positioning service platform, a lane-level location service is designed to solve a typical traffic safety problem. PMID:25755665

Development of a passenger rail vehicle crush zone

DOT National Transportation Integrated Search

1999-04-13

The use of crush zones in passenger rail vehicles is rapidly growing in the United States and throughout the world. Such crush zones are an important part of the crash energy management philosophy of train occupant protection. The objective of this s...

Scenes of fathering: The automobile as a place of occupation.

PubMed

Bonsall, Aaron

2015-01-01

While occupations are increasingly analyzed within contexts, other than the home, the ordinary places that facilitate occupations have been overlooked. The aim of this article is to explore the automobile as a place of occupation using data from an ethnographic study of fathers of children with disabilities. Qualitative data obtained through observations and interviews with the fathers and their families were analyzed using a narrative approach. Properties that influence interactions include opportunities to communicate, the vehicle itself, and electronics. Driving children in the automobile fulfills fathering responsibilities and is a time for connecting. For the fathers in this study, the automobile represents a place for negotiating complex demands of fathering. This study demonstrates not only the importance of the automobile, but also the influence of the immediate space on the construction of occupations.

On-demand high-capacity ride-sharing via dynamic trip-vehicle assignment.

PubMed

Alonso-Mora, Javier; Samaranayake, Samitha; Wallar, Alex; Frazzoli, Emilio; Rus, Daniela

2017-01-17

Ride-sharing services are transforming urban mobility by providing timely and convenient transportation to anybody, anywhere, and anytime. These services present enormous potential for positive societal impacts with respect to pollution, energy consumption, congestion, etc. Current mathematical models, however, do not fully address the potential of ride-sharing. Recently, a large-scale study highlighted some of the benefits of car pooling but was limited to static routes with two riders per vehicle (optimally) or three (with heuristics). We present a more general mathematical model for real-time high-capacity ride-sharing that (i) scales to large numbers of passengers and trips and (ii) dynamically generates optimal routes with respect to online demand and vehicle locations. The algorithm starts from a greedy assignment and improves it through a constrained optimization, quickly returning solutions of good quality and converging to the optimal assignment over time. We quantify experimentally the tradeoff between fleet size, capacity, waiting time, travel delay, and operational costs for low- to medium-capacity vehicles, such as taxis and van shuttles. The algorithm is validated with ∼3 million rides extracted from the New York City taxicab public dataset. Our experimental study considers ride-sharing with rider capacity of up to 10 simultaneous passengers per vehicle. The algorithm applies to fleets of autonomous vehicles and also incorporates rebalancing of idling vehicles to areas of high demand. This framework is general and can be used for many real-time multivehicle, multitask assignment problems.

On-demand high-capacity ride-sharing via dynamic trip-vehicle assignment

PubMed Central

Alonso-Mora, Javier; Samaranayake, Samitha; Wallar, Alex; Frazzoli, Emilio; Rus, Daniela

2017-01-01

Ride-sharing services are transforming urban mobility by providing timely and convenient transportation to anybody, anywhere, and anytime. These services present enormous potential for positive societal impacts with respect to pollution, energy consumption, congestion, etc. Current mathematical models, however, do not fully address the potential of ride-sharing. Recently, a large-scale study highlighted some of the benefits of car pooling but was limited to static routes with two riders per vehicle (optimally) or three (with heuristics). We present a more general mathematical model for real-time high-capacity ride-sharing that (i) scales to large numbers of passengers and trips and (ii) dynamically generates optimal routes with respect to online demand and vehicle locations. The algorithm starts from a greedy assignment and improves it through a constrained optimization, quickly returning solutions of good quality and converging to the optimal assignment over time. We quantify experimentally the tradeoff between fleet size, capacity, waiting time, travel delay, and operational costs for low- to medium-capacity vehicles, such as taxis and van shuttles. The algorithm is validated with ∼3 million rides extracted from the New York City taxicab public dataset. Our experimental study considers ride-sharing with rider capacity of up to 10 simultaneous passengers per vehicle. The algorithm applies to fleets of autonomous vehicles and also incorporates rebalancing of idling vehicles to areas of high demand. This framework is general and can be used for many real-time multivehicle, multitask assignment problems. PMID:28049820

Occupational Asthma

MedlinePlus

... The rate of occupational asthma varies within individual industries. Irritants in high doses that induce occupational asthma ... which is found in the petroleum or chemical industries. If you are exposed to any of these ...

Childhood lead poisoning associated with lead dust contamination of family vehicles and child safety seats - Maine, 2008.

PubMed

2009-08-21

Persons employed in high-risk lead-related occupations can transport lead dust home from a worksite through clothing, shoes, tools, or vehicles. During 2008, the Maine Childhood Lead Poisoning Prevention Program (MCLPPP) identified 55 new cases of elevated (>or=15 microg/dL) venous blood lead levels (BLLs) among children aged <6 years through mandated routine screening. Although 90% of childhood lead poisoning cases in Maine during 2003-2007 had been linked to lead hazards in the child's home, no lead-based paint or dust or water with elevated lead levels were found inside the homes associated with six of the 2008 cases (i.e., five families, including one family with two affected siblings). An expanded environmental investigation determined that these six children were exposed to lead dust in the family vehicles and in child safety seats. The sources of the lead dust were likely household contacts who worked in high-risk lead exposure occupations. Current recommendations for identifying and reducing risk from take-home lead poisoning include 1) ensuring that children with elevated BLLs are identified through targeted blood lead testing, 2) directing prevention activities to at-risk workers and employers, and 3) improving employer safety protocols. State and federal prevention programs also should consider, when appropriate, expanded environmental lead dust testing to include vehicles and child safety seats.

Near hybrid passenger vehicle development program, phase 1. Appendices C and D, Volume 2

NASA Technical Reports Server (NTRS)

1979-01-01

Results of tradeoff studies are presented in summary form. Various aspects of the overall vehicle design discussed include selection of the base vehicle, the battery pack configuration, structural modifications, occupant protection, vehicle dynamics, and aerodynamics. The drivetrain design and integration, power conditioning unit, battery subsystem, control system, environmental system are described. Specifications, weight breakdown, and energy consumption measures, and advanced technology components are included.

Observations of seating position of front seat occupants relative to the side of the vehicle.

PubMed

Dinas, Arthur; Fildes, Brian N

2002-01-01

This study was an on-road observational study of the seating position and limb position of front seat occupants relevant to the side of the car for a representative sample of occupants during straight road driving and turning manoeuvres. A video camera captured over 650 front-on images of passenger car occupants in Metropolitan Melbourne. Results showed a significant numbers of occupants were seated out-of-position while travelling on the road and that a number of these were seated in a manner that may possibly result in injury from the deployment of a side airbag. This was particularly so while turning, a situation common in many side impacts. A substantial number of front seat occupants' arms were exposed to severe injury in the event of a side impact crash. These findings highlight a number of aspects of seating behaviour of driver and front passengers that need to be taken into account when designing side impact airbags.

Thoracolumbar junction injuries after rollover crashes: difference between belted and unbelted front seat occupants.

PubMed

Inamasu, Joji; Guiot, Bernard H

2009-10-01

Motor vehicle collision (MVC) is one of the most common causes of thoracolumbar junction (TLJ) injury. Although it is of no doubt that the use of seatbelt reduces the incidence and severity of MVC-induced TLJ injury, how it is protective for front-seat occupants of an automobile after rollover crashes is unclear. Among 200 consecutive patients with a major TLJ (Th11-L2) injury due to high-energy trauma admitted from 2000 to 2004, 22 patients were identified as front-seat occupants of a four-wheel vehicle when a rollover crash occurred. The 22 patients were divided into two groups: 10 who were belted, and 12 who were unbelted. Patients' demographics including the mean Injury Severity Score (ISS), incidence of neurologic deficit, level of TLJ injury, and type of TLJ injury according to the AO fracture classification were compared between the two groups. Neurologic deficit was present exclusively in the unbelted group, and the difference in the incidence was statistically significant (P = 0.04). Similarly, AO type B/C injury was present exclusively in the unbelted group. The belted group had a significantly lower mean ISS than the unbelted group (P < 0.01). Comparison between the ejected and non-ejected victims within the unbelted group revealed no statistical difference in the incidence of neurologic deficit or type of injury. It is likely that the high incidence of neurologic deficit in the unbelted group was due to the high incidence of AO type B/C injury. This study indirectly proves the efficacy of seatbelt in reducing the severity of rollover-induced TLJ injury. Because of the limited number of cases, it is uncertain whether ejection from vehicle, which occurs exclusively in the unbelted victims, is a crucial factor in determining the severity or type of injury after rollover crashes.

Thoracolumbar junction injuries after rollover crashes: difference between belted and unbelted front seat occupants

PubMed Central

Guiot, Bernard H.

2009-01-01

Motor vehicle collision (MVC) is one of the most common causes of thoracolumbar junction (TLJ) injury. Although it is of no doubt that the use of seatbelt reduces the incidence and severity of MVC-induced TLJ injury, how it is protective for front-seat occupants of an automobile after rollover crashes is unclear. Among 200 consecutive patients with a major TLJ (Th11-L2) injury due to high-energy trauma admitted from 2000 to 2004, 22 patients were identified as front-seat occupants of a four-wheel vehicle when a rollover crash occurred. The 22 patients were divided into two groups: 10 who were belted, and 12 who were unbelted. Patients’ demographics including the mean Injury Severity Score (ISS), incidence of neurologic deficit, level of TLJ injury, and type of TLJ injury according to the AO fracture classification were compared between the two groups. Neurologic deficit was present exclusively in the unbelted group, and the difference in the incidence was statistically significant (P = 0.04). Similarly, AO type B/C injury was present exclusively in the unbelted group. The belted group had a significantly lower mean ISS than the unbelted group (P < 0.01). Comparison between the ejected and non-ejected victims within the unbelted group revealed no statistical difference in the incidence of neurologic deficit or type of injury. It is likely that the high incidence of neurologic deficit in the unbelted group was due to the high incidence of AO type B/C injury. This study indirectly proves the efficacy of seatbelt in reducing the severity of rollover-induced TLJ injury. Because of the limited number of cases, it is uncertain whether ejection from vehicle, which occurs exclusively in the unbelted victims, is a crucial factor in determining the severity or type of injury after rollover crashes. PMID:19688353

Crash characteristics and injury patterns of restrained front seat occupants in far-side impacts.

PubMed

Yoganandan, Narayan; Arun, Mike W J; Halloway, Dale E; Pintar, Frank A; Maiman, Dennis J; Szabo, Aniko; Rudd, Rodney W

2014-01-01

The study was conducted to determine the association between vehicle-, crash-, and demographic-related factors and injuries to front seat far-side occupants in modern environments. Field data were obtained from the NASS-CDS database for the years 2009-2012. Inclusion factors included the following: adult restrained front outboard-seated occupants, no ejection or rollovers, and vehicle model years less than 10 years old at the time of crash. Far-side crashes were determined by using collision deformation classification. Injuries were scored using the Abbreviated Injury Scale (AIS). Injuries (MAIS 2+, MAIS 3+, M denotes maximum score) were examined based on demographics, change in velocity, vehicle type, direction of force, extent zone, collision partner, and presence of another occupant in the front seat. Only weighted data were used in the analysis. Injuries to the head and face, thorax, abdomen, pelvis, and upper and lower extremity regions were studied. Odds ratios and upper and lower confidence intervals were estimated from multivariate analysis. Out of 519,195 far-side occupants, 17,715 were MAIS 2+ and 4,387 were MAIS 3+ level injured occupants. The mean age, stature, total body mass, and body mass index (BMI) were 40.7 years, 1.7 m, 77.2 kg, and 26.8 kg/m2, respectively. Of occupants with MAIS 2+ injuries, 51% had head and 19% had thorax injuries. Of occupants with MAIS 3+ injuries, 50% had head and 69% had thorax injuries. The cumulative distribution of changes in velocities at the 50th percentile for the struck vehicle for all occupants and occupants with MAIS 2+ and MAIS 3+ injuries were 19, 34, and 42 km/h, respectively. Furthermore, 73% of MAIS 2+ injuries and 86% of MAIS 3+ injuries occurred at a change in velocity of 24 km/h or greater. Odds of sustaining MAIS 2+ and MAIS 3+ injuries increased with each unit increase in change in velocity, stature, and age, with one exception. Odds of sustaining injuries were higher with the presence of an occupant in

Crash characteristics and injury patterns of restrained front seat occupants in far-side impacts

PubMed Central

Yoganandan, Narayan; Arun, Mike W. J.; Halloway, Dale E.; Pintar, Frank A.; Maiman, Dennis J.; Szabo, Aniko; Rudd, Rodney W.

2015-01-01

STRUCTURED ABSTRACT Objective The study was conducted to determine the association between vehicle-, crash- and demographic-related factors and injuries to front seat far-side occupants in modern environments. Methods Field data were obtained from the United States (US) National Automotive Sampling System – Crashworthiness Data System (NASS-CDS) database, for the years 2009–2012. Inclusion factors: adult restrained front outboard seated occupants, no ejection or rollovers, and vehicle model years less than 10 years old at the time of crash. Far-side crashes were determined by using collision deformation classification. Injuries were scored using the Abbreviated Injury Scale (AIS). Injuries (MAIS2+, MAIS3+, M denotes maximum score) were examined based on demographics, change in velocity, vehicle type, direction of force, extent zone, collision partner and presence of another occupant in the front seat. Only weighted data were used in the analysis. Injuries to the head and face, thorax, abdomen, pelvis, upper extremity and lower extremity regions were studied. Odds ratios and upper and lower confidence intervals were estimated from multivariate analysis. Results Out of 519,195 far-side occupants, 17,715 were MAIS2+ and 4,387 were MAIS3+ level injured occupants. The mean age, stature, total body mass, and BMI were 40.7 years, 1.7 m, 77.2 kg, and 26.8 kg/m2, respectively. Of occupants with MAIS2+ injuries, 51% had head and 19% had thorax injuries. Of occupants with MAIS 3+ injuries, 50% had head and 69% had thorax injuries. The cumulative distribution of changes in velocities at the 50th percent level for the struck vehicle for all occupants and, MAIS2+ and MAIS3+ occupants were 19, 34 and 42 km/h, respectively. Furthermore, 73% of MAIS2+ injuries and 86% of MAIS3+ injuries occurred at a change in velocity of 24 km/h or greater. Odds of sustaining MAIS2+ and MAIS3+ injuries increased with unit increase in change in velocity, stature and age, with one exception

Field Data on Head Injuries in Side Airbag Vehicles in Lateral Impact

PubMed Central

Yoganandan, Narayan; Pintar, Frank A.; Gennarelli, Thomas A.

2005-01-01

Field data on side airbag deployments in lateral crashes and head injuries have largely remained anecdotal. Consequently, the purpose of this research was to report head injuries in lateral motor vehicle impacts. Data from the National Automotive Sampling System files were extracted from side impacts associated with side airbag deployments. Matched pairs with similar vehicle characteristics but without side airbags were also extracted. All data were limited to the United States Federal Motor vehicle Safety Standards FMVSS 214 compliant vehicles so that the information may be more effectively used in the future. In this study, some fundamental analyses are presented regarding occupant- and vehicle-related parameters. PMID:16179147

Career plans for male-dominated occupations among female seniors in religious and secular high schools.

PubMed

Rich, Y; Golan, R

1992-01-01

This study investigated the hypothesis that the religious beliefs of young women significantly affect their career planning. All female seniors (N = 315) in one public religious and two public secular high schools in Israel responded to inventories examining their (1) orientation to homemaking or career, (2) interest in male-dominated occupations, and (3) preference for male-dominated occupations. Results from regression analyses indicated that young women from the secular schools, as compared to those from the religious school, expressed greater interest in and preference for male-dominated occupations. In addition, religious orientation, more than other background variables, had predictive power for interest in and preference for male-dominated occupations.

29 CFR 570.33 - Occupations that are prohibited to minors 14 and 15 years of age.

Code of Federal Regulations, 2013 CFR

2013-07-01

... the maintenance or repair of the establishment, machines, or equipment. (e) Occupations that involve... motor vehicles, the stocking and restocking of sales kits and trays, the exchanging of cash and checks... performance of any duties on trains, motor vehicles, aircraft, vessels, or other media of transportation or at...

29 CFR 570.33 - Occupations that are prohibited to minors 14 and 15 years of age.

Code of Federal Regulations, 2012 CFR

2012-07-01

... the maintenance or repair of the establishment, machines, or equipment. (e) Occupations that involve... motor vehicles, the stocking and restocking of sales kits and trays, the exchanging of cash and checks... performance of any duties on trains, motor vehicles, aircraft, vessels, or other media of transportation or at...

29 CFR 570.33 - Occupations that are prohibited to minors 14 and 15 years of age.

Code of Federal Regulations, 2011 CFR

2011-07-01

... the maintenance or repair of the establishment, machines, or equipment. (e) Occupations that involve... motor vehicles, the stocking and restocking of sales kits and trays, the exchanging of cash and checks... performance of any duties on trains, motor vehicles, aircraft, vessels, or other media of transportation or at...

29 CFR 570.33 - Occupations that are prohibited to minors 14 and 15 years of age.

Code of Federal Regulations, 2014 CFR

2014-07-01

... the maintenance or repair of the establishment, machines, or equipment. (e) Occupations that involve... motor vehicles, the stocking and restocking of sales kits and trays, the exchanging of cash and checks... performance of any duties on trains, motor vehicles, aircraft, vessels, or other media of transportation or at...

Impact of occupational stress on stroke across occupational classes and genders.

PubMed

Tsutsumi, Akizumi; Kayaba, Kazunori; Ishikawa, Shizukiyo

2011-05-01

The aims of the present study were to analyze the association between incident stroke, occupational class and stress and to examine whether the association is found in both men and women in a prospective study of Japanese male and female workers. A total of 3190 male and 3363 female Japanese community-dwelling workers aged 65 or under with no history of cardiovascular disease were followed. Occupational stress was evaluated using a demand-control questionnaire. The impact on stroke was examined in stratified analyses of occupational classes. We identified 147 incident strokes (91 in men and 56 in women) during the 11-year follow-up period. Men with high strain jobs (combination of high job demand and low job control) were nearly three times more likely to suffer from a stroke than men with low strain jobs (combination of low job demand and high job control). Among male workers in low occupational classes (blue-collar and non-managerial work), job strain was associated with a higher risk of stroke. In contrast, there was no association between job strain and incident stroke among male workers in high occupational classes (white-collar and managerial work). No statistically significant differences were found for stroke incidence among the job characteristic categories in all the female participants. However, significant, over five-fold excess risks were found among white-collar and managerial female workers exposed to high job strain, compared with their counterparts with low strain jobs. Our study of Japanese workers provided supportive evidence for vulnerability to occupational stress among lower occupational class workers in males but not in females. Copyright © 2011 Elsevier Ltd. All rights reserved.

The impact of safety belt use on liver injuries in motor vehicle crashes: the importance of motor vehicle safety systems.

PubMed

Holbrook, Troy Lisa; Hoyt, David B; Eastman, A Brent; Sise, Michael J; Kennedy, Frank; Velky, Tom; Conroy, Carol; Pacyna, Sharon; Erwin, Steve

2007-08-01

Liver injuries (LIs) are one of the most serious and common consequences of motor vehicle crashes (MVCs). In the unstable patient, early detection of LI based on clinical suspicion will improve acute trauma care and outcomes. The specific objectives of this analysis are to identify crash scene and occupant risk factors for LI from MVC. Crash Injury Research and Engineering Network data were used to identify risk factors for LI; age, sex, safety belt use, air bag deployment, DeltaV (change in velocity), principal direction of force, vehicle crush, and intrusion. Occupants with LI were compared with four control groups without LI; (1) no abdominal (ABD) injury (NO_ABD), (2) any ABD (ANY_ABD), (3) ABD Abbreviated Injury Scale score of 1 to 2 (ABD_1-2), and (4) ABD Abbreviated Injury Scale score of 3 or more (ABD_3+). LI occupants were compared with each control group and odds ratios (OR) for risk of LI were computed. There were 311 Crash Injury Research and Engineering Network subjects aged 5 or more years with LI. The total mean Injury Severity Score was 37.6. LI was strongly and significantly associated with safety belt restraint use without air bag deployment, compared with each control group: Liver injury - restrained + air bag not deployed versus (1) NO_ABD, N = 1,519; OR = 4.4, (2) ANY_ABD, N = 317; OR = 2.6, (3) ABD_1 to 2, N = 155; OR = 3.1, (4) ABD_3+, N = 217; OR = 2.4 (p < 0.001). This association was independent of driver or passenger status and principal direction of force. LIs were also strongly and significantly associated with greater vehicle interior intrusion. LIs were strongly associated with a safety belt restraint in use in the absence of air bag deployment during MVC. This data may have profound importance to the trauma surgeon as an early indicator for LI during resuscitation. These findings also have important implications for future research efforts to improve safety systems in motor vehicles and reduce morbidity and mortality from MVCs in the

A new vehicle emission inventory for China with high spatial and temporal resolution

NASA Astrophysics Data System (ADS)

Zheng, B.; Huo, H.; Zhang, Q.; Yao, Z. L.; Wang, X. T.; Yang, X. F.; Liu, H.; He, K. B.

2013-12-01

This study is the first in a series of papers that aim to develop high-resolution emission databases for different anthropogenic sources in China. Here we focus on on-road transportation. Because of the increasing impact of on-road transportation on regional air quality, developing an accurate and high-resolution vehicle emission inventory is important for both the research community and air quality management. This work proposes a new inventory methodology to improve the spatial and temporal accuracy and resolution of vehicle emissions in China. We calculate, for the first time, the monthly vehicle emissions (CO, NMHC, NOx, and PM2.5) for 2008 in 2364 counties (an administrative unit one level lower than city) by developing a set of approaches to estimate vehicle stock and monthly emission factors at county-level, and technology distribution at provincial level. We then introduce allocation weights for the vehicle kilometers traveled to assign the county-level emissions onto 0.05° × 0.05° grids based on the China Digital Road-network Map (CDRM). The new methodology overcomes the common shortcomings of previous inventory methods, including neglecting the geographical differences between key parameters and using surrogates that are weakly related to vehicle activities to allocate vehicle emissions. The new method has great advantages over previous methods in depicting the spatial distribution characteristics of vehicle activities and emissions. This work provides a better understanding of the spatial representation of vehicle emissions in China and can benefit both air quality modeling and management with improved spatial accuracy.

A study and comparison of the effects of low speed change vehicle collisions on the human body.

PubMed

Hoyes, Philip; Henderson, Brian

2013-03-01

In motor vehicle collisions there is a well-established relationship between the level of damage sustained by the vehicle, its change in speed during the collision period, the movement of occupants and the potential for their injury. Greater damage, with respect to structure, means a greater potential for injury. In terms of rear-end impacts, speed change thresholds for injury have been suggested in previous literature. This research uses human test subjects and three full-scale vehicle, rear-end collisions to investigate the correlation between speed change and occupant movement and uses it to test the suggestion of a second threshold where the accelerations are similar to an everyday activity. Copyright © 2012 Elsevier Ltd. All rights reserved.

Secondary Collisions Following a Traffic Barrier Impact: Frequency, Factors, and Occupant Risk

PubMed Central

Gabauer, Douglas J.

2010-01-01

This study has investigated secondary collisions following an initial barrier impact in tow-away level crashes. The analysis included 2026 barrier impact cases that were selected from 12-years of in-depth crash data available through the National Automotive Sampling System (NASS) / Crashworthiness Data System (CDS). Secondary collisions were found to occur in approximately one-third of tow-away level crashes where a traffic barrier was the first object struck. Secondary crashes were found to primarily involve an impact to another vehicle, an impact to another barrier, or a rollover; tree and pole impacts were found to represent a much smaller proportion of secondary impacts. Through a detailed analysis of vehicle trajectory, this study supports previous research suggesting secondary collision risk is substantial even for vehicles not ultimately involved in a secondary collision. Compared to a single barrier impact, the occurrence of a secondary collision was found to increase the risk of serious occupant injury by a factor of 3.5, equivalent to the serious injury risk difference found between a belted and unbelted occupant in a traffic barrier crash. PMID:21050605

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.

Comparing the effects of age, BMI and gender on severe injury (AIS 3+) in motor-vehicle crashes.

PubMed

Carter, Patrick M; Flannagan, Carol A C; Reed, Matthew P; Cunningham, Rebecca M; Rupp, Jonathan D

2014-11-01

in fewer occupants with head injuries in farside crashes [1999, 95% CI 844-2685] and fewer thorax [5618, 95% CI 4212-6272], upper [3804, 95% CI 1781-4803] and lower extremity [2791, 95% CI 2216-3256] injuries in frontal crashes. Results indicate that age provides the greater relative contribution to injury when compared to gender and BMI, especially for thorax and head injuries. Restraint systems that account for the differential injury risks associated with age, BMI and gender could have a meaningful effect on injury in motor-vehicle crashes. Computational models of humans that represent older, high BMI, and female occupants are needed for use in simulations of particular types of crashes to develop these restraint systems. Copyright © 2014 Elsevier Ltd. All rights reserved.

Women's representation in 60 occupations from 1972 to 2010: more women in high-status jobs, few women in things-oriented jobs.

PubMed

Lippa, Richard A; Preston, Kathleen; Penner, John

2014-01-01

To explore factors associated with occupational sex segregation in the United States over the past four decades, we analyzed U.S. Bureau of Labor Statistics data for the percent of women employed in 60 varied occupations from 1972 to 2010. Occupations were assessed on status, people-things orientation, and data-ideas orientation. Multilevel linear modeling (MLM) analyses showed that women increasingly entered high-status occupations from 1972 to 2010, but women's participation in things-oriented occupations (e.g., STEM fields and mechanical and construction trades) remained low and relatively stable. Occupations' data-ideas orientation was not consistently related to sex segregation. Because of women's increased participation in high-status occupations, occupational status became an increasingly weak predictor of women's participation rates in occupations, whereas occupations' people-things orientation became an increasingly strong predictor over time. These findings are discussed in relation to theories of occupational sex segregation and social policies to reduce occupational sex segregation.

Women's Representation in 60 Occupations from 1972 to 2010: More Women in High-Status Jobs, Few Women in Things-Oriented Jobs

PubMed Central

Lippa, Richard A.; Preston, Kathleen; Penner, John

2014-01-01

To explore factors associated with occupational sex segregation in the United States over the past four decades, we analyzed U.S. Bureau of Labor Statistics data for the percent of women employed in 60 varied occupations from 1972 to 2010. Occupations were assessed on status, people-things orientation, and data-ideas orientation. Multilevel linear modeling (MLM) analyses showed that women increasingly entered high-status occupations from 1972 to 2010, but women's participation in things-oriented occupations (e.g., STEM fields and mechanical and construction trades) remained low and relatively stable. Occupations' data-ideas orientation was not consistently related to sex segregation. Because of women's increased participation in high-status occupations, occupational status became an increasingly weak predictor of women's participation rates in occupations, whereas occupations' people-things orientation became an increasingly strong predictor over time. These findings are discussed in relation to theories of occupational sex segregation and social policies to reduce occupational sex segregation. PMID:24788710

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

Occupational risk factors have to be considered in the definition of high-risk lung cancer populations.

PubMed

Wild, P; Gonzalez, M; Bourgkard, E; Courouble, N; Clément-Duchêne, C; Martinet, Y; Févotte, J; Paris, C

2012-03-27

The aim of this study was to compute attributable fractions (AF) to occupational factors in an area in North-Eastern France with high lung cancer rates and a past of mining and steel industry. A population-based case-control study among males aged 40-79 was conducted, including confirmed primary lung cancer cases from all hospitals of the study region. Controls were stratified by broad age-classes, district and socioeconomic classes. Detailed occupational and personal risk factors were obtained in face-to-face interviews. Cumulative occupational exposure indices were obtained from the questionnaires. Attributable fractions were computed from multiple unconditional logistic regression models. A total of 246 cases and 531 controls were included. The odds ratios (ORs) adjusted on cumulative smoking and family history of lung cancer increased significantly with the cumulative exposure indices to asbestos, polycyclic aromatic hydrocarbons and crystalline silica, and with exposure to diesel motor exhaust. The AF for occupational factors exceeded 50%, the most important contributor being crystalline silica and asbestos. These AFs are higher than most published figures. This can be because of the highly industrialised area or methods for exposure assessments. Occupational factors are important risk factors and should not be forgotten when defining high-risk lung cancer populations.

Toward an Effective Long-Term Strategy for Preventing Motor Vehicle Crashes and Injuries

PubMed Central

Mawson, Anthony R.; Walley, E. Kenneth

2014-01-01

Casualties due to motor vehicle crashes (MVCs) include some 40,000 deaths each year in the United States and one million deaths worldwide. One strategy that has been recommended for improving automobile safety is to lower speed limits and enforce them with speed cameras. However, motor vehicles can be hazardous even at low speeds whereas properly protected human beings can survive high-speed crashes without injury. Emphasis on changing driver behavior as the focus for road safety improvements has been largely unsuccessful; moreover, drivers today are increasingly distracted by secondary tasks such as cell phone use and texting. Indeed, the true limiting factor in vehicular safety is the capacity of human beings to sense and process information and to make rapid decisions. Given that dramatic reductions in injuries and deaths from MVCs have occurred over the past century due to improvements in safety technology, despite increases in the number of vehicles on the road and miles driven per vehicle, we propose that an effective long-term strategy for reducing MVC-related injury would be continued technological innovation in vehicle design, aimed at progressively removing the driver from routine operational decision-making. Once this is achieved, high rates of speed could be achieved on open highways, with minimal risk of crashes and injury to occupants and pedestrians. PMID:25116634

Toward an effective long-term strategy for preventing motor vehicle crashes and injuries.

PubMed

Mawson, Anthony R; Walley, E Kenneth

2014-08-11

Casualties due to motor vehicle crashes (MVCs) include some 40,000 deaths each year in the United States and one million deaths worldwide. One strategy that has been recommended for improving automobile safety is to lower speed limits and enforce them with speed cameras. However, motor vehicles can be hazardous even at low speeds whereas properly protected human beings can survive high-speed crashes without injury. Emphasis on changing driver behavior as the focus for road safety improvements has been largely unsuccessful; moreover, drivers today are increasingly distracted by secondary tasks such as cell phone use and texting. Indeed, the true limiting factor in vehicular safety is the capacity of human beings to sense and process information and to make rapid decisions. Given that dramatic reductions in injuries and deaths from MVCs have occurred over the past century due to improvements in safety technology, despite increases in the number of vehicles on the road and miles driven per vehicle, we propose that an effective long-term strategy for reducing MVC-related injury would be continued technological innovation in vehicle design, aimed at progressively removing the driver from routine operational decision-making. Once this is achieved, high rates of speed could be achieved on open highways, with minimal risk of crashes and injury to occupants and pedestrians.

Mobility and Transportability Assessment of a Generic High Mobility Multipurpose Wheeled Vehicle (HMMWV).

DTIC Science & Technology

1983-02-01

NO-GO 16.8 HMMWVG 16.3 NO-GO 18.6 13.n NO-GO 16.8 HMMWV W/SHELTER 16.1 NO-GO 18.3 13.0 NO-GO 16.8 6 II TABLE I PREDICTED VEHICLE MORILITY CUMULATIVE...TACTICAL MORILITY LEVELS WEST GERMANY-DRY MID-EAST )RY TACTICAL TACTICAL TACTICAL TACTICAL TACTICAL TAC TIC.’L VEHICLE HIGH STANDARD SUPPORT HIGH

Incidence and mechanism of neurological deficit after thoracolumbar fractures sustained in motor vehicle collisions.

PubMed

Mukherjee, Sourabh; Beck, Chad; Yoganandan, Narayan; Rao, Raj D

2015-10-09

OBJECT To determine the incidence of and assess the risk factors associated with neurological injury in motor vehicle occupants who sustain fractures of the thoracolumbar spine. METHODS In this study, the authors queried medical, vehicle, and crash data elements from the Crash Injury Research and Engineering Network (CIREN), a prospectively gathered multicenter database compiled from Level I trauma centers. Subjects had fractures involving the T1-L5 vertebral segments, an Abbreviated Injury Scale (AIS) score of ≥ 3, or injury to 2 body regions with an AIS score of ≥ 2 in each region. Demographic parameters obtained for all subjects included age, sex, height, body weight, and body mass index. Clinical parameters obtained included the level of the injured vertebra and the level and type of spinal cord injury. Vehicular crash data included vehicle make, seatbelt type, and usage and appropriate use of the seatbelt. Crash data parameters included the principal direction of force, change in velocity on impact (ΔV), airbag deployment, and vehicle rollover. The authors performed a univariate analysis of the incidence and the odds of sustaining spinal neurological injury associated with major thoracolumbar fractures with respect to the demographic, clinical, and crash parameters. RESULTS Neurological deficit associated with thoracolumbar fracture was most frequent at extremes of age; the highest rates were in the 0- to 10-year (26.7% [4 of 15]) and 70- to 80-year (18.4% [7 of 38]) age groups. Underweight occupants (OR 3.52 [CI 1.055-11.7]) and obese occupants (OR 3.27 [CI 1.28-8.31]) both had higher odds of sustaining spinal cord injury than occupants with a normal body mass index. The highest risk of neurological injury existed in crashes in which airbags deployed and the occupant was not restrained by a seatbelt (OR 2.35 [CI 0.087-1.62]). Reduction in the risk of neurological injuries occurred when 3-point seatbelts were used correctly in conjunction with the

Models for predicting the ratio of particulate pollutant concentrations inside vehicles to roadways

PubMed Central

Hudda, N.; Fruin, S. A.

2013-01-01

Under closed-window driving conditions, the in-vehicle-to-outside (I/O) concentration ratio for traffic-related particulate pollutants ranges from nearly zero to one, and varies up to five-fold across a fleet of vehicles, thus strongly affecting occupant exposures. Concentrations of five particulate pollutants (particle-bound polycyclic aromatic hydrocarbons, black carbon, ultrafine particle number, and fine and coarse particulate mass) were measured simultaneously while systematically varying key influential parameters (i.e., vehicle type, ventilation, and speed). The I/O ratios for these pollutants were primarily determined by vehicle air exchange rate (AER), AER being mostly a function of ventilation setting (recirculation or outside air), vehicle characteristics (e.g., age, interior volume) and driving speed. Small (±0.15) but measurable differences in I/O ratios between pollutants were observed although ratios were highly correlated. This allowed us to build on previous studies of ultrafine particle number I/O ratios to develop predictive models for other particulate pollutants. These models explained over 60% of measured variation, using ventilation setting, driving speed, and easily-obtained vehicle characteristics as predictors. Our results suggest that I/O ratios for different particulate pollutants need not necessarily be measured individually and that exposure to all particulate pollutants may be reduced significantly by simple ventilation choices. PMID:23957386

AN ASSESSMENT OF FLYWHEEL HIGH POWER ENERGY STORAGE TECHNOLOGY FOR HYBRID VEHICLES

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

Hansen, James Gerald

2012-02-01

An assessment has been conducted for the DOE Vehicle Technologies Program to determine the state of the art of advanced flywheel high power energy storage systems to meet hybrid vehicle needs for high power energy storage and energy/power management. Flywheel systems can be implemented with either an electrical or a mechanical powertrain. The assessment elaborates upon flywheel rotor design issues of stress, materials and aspect ratio. Twelve organizations that produce flywheel systems submitted specifications for flywheel energy storage systems to meet minimum energy and power requirements for both light-duty and heavy-duty hybrid applications of interest to DOE. The most extensivemore » experience operating flywheel high power energy storage systems in heavy-duty and light-duty hybrid vehicles is in Europe. Recent advances in Europe in a number of vehicle racing venues and also in road car advanced evaluations are discussed. As a frame of reference, nominal weight and specific power for non-energy storage components of Toyota hybrid electric vehicles are summarized. The most effective utilization of flywheels is in providing high power while providing just enough energy storage to accomplish the power assist mission effectively. Flywheels are shown to meet or exceed the USABC power related goals (discharge power, regenerative power, specific power, power density, weight and volume) for HEV and EV batteries and ultracapacitors. The greatest technical challenge facing the developer of vehicular flywheel systems remains the issue of safety and containment. Flywheel safety issues must be addressed during the design and testing phases to ensure that production flywheel systems can be operated with adequately low risk.« less

Exposure to volatile organic compounds for individuals with occupations associated with potential exposure to motor vehicle exhaust and/or gasoline vapor emissions.

PubMed

Jo, W K; Song, K B

2001-03-26

Workers who work near volatile organic compounds (VOCs) source(s), motor vehicle exhausts and/or gasoline vapor emissions, are suspected to be exposed to highly-elevated VOC levels during their work-time. This study confirmed this suspicion and evaluated the work-time exposure VOCs for traffic police officers, parking garage attendants, service station attendants, roadside storekeepers and underground storekeepers, by measuring the concentrations of six aromatic VOCs in workplace air, or personal air and breath samples. For nearly all target VOCs, the post-work breath concentrations of the workers were slightly or significantly higher than the pre-work breath concentrations, depending on the compound and occupation. Furthermore, both the pre- and post-work breath concentrations of the workers showed elevated levels compared with a control group of college students. The post-work breath concentrations were significantly correlated with the personal air concentrations, while the pre-work breath concentrations were not. Smoking workers were not always exposed to higher aromatic VOC levels than non-smoking workers. The breath and personal air concentrations for all the target compounds were both higher for underground parking garage attendants than for ground-level parking attendants. For all the target compounds except toluene, storekeepers exhibited similar levels of exposure for all store types. Print shopkeepers recorded the highest toluene exposure.

Review of occupational hazards associated with aquaculture.

PubMed

Myers, Melvin L

2010-10-01

Aquaculture is an emerging sector that is associated with most of the same hazards that are present in agriculture generally, but many fish farming tasks entail added danger, including working around water and working at night. Comprehensive studies of these hazards have not been conducted, and substantial uncertainty exists as to the extent of these hazards. The question addressed in this investigation was, "What is known about potential hazardous occupational exposures to aquatic plant and animal farmers?" In this review, causes of death included drowning, electrocution, crushing-related injury, hydrogen sulfide poisoning, and fatal head injury. Nonfatal injuries were associated with slips, trips, and falls; machines; strains and sprains; chemicals; and fires. Risk factors included cranes (tip over and power line contact), tractors and sprayer-equipped all-terrain vehicles (overturn), heavy loads (lifting), high-pressure sprayers, slippery surfaces, rotting waste (hydrogen sulfide production), eroding levees (overturn hazard), storm-related rushing water, diving conditions (bends and drowning), nighttime conditions, working alone, lack of training, lack of or failure to use personal flotation devices, and all-terrain vehicle speeding. Other hazards included punctures or cuts from fish teeth or spines, needlesticks, exposure to low temperatures, and bacterial and parasitic infections .

High risk occupations for non-Hodgkin's lymphoma in New Zealand: case-control study.

PubMed

't Mannetje, A; Dryson, E; Walls, C; McLean, D; McKenzie, F; Maule, M; Cheng, S; Cunningham, C; Kromhout, H; Boffetta, P; Blair, A; Pearce, N

2008-05-01

Previous studies into occupational risk factors for non-Hodgkin's lymphoma (NHL) in New Zealand have indicated that farmers and meat workers are at increased risk for these neoplasms. A new nationwide case-control study was conducted to assess whether previously observed associations persist and to identify other occupations that may contribute to the risk of NHL in the New Zealand population. A total of 291 incident cases of NHL (age 25-70 years) notified to the New Zealand Cancer Registry during 2003 and 2004, and 471 population controls, were interviewed face-to-face. The questionnaire collected demographic information and a full occupational history. The relative risk for NHL associated with ever being employed in particular occupations and industries was calculated by unconditional logistic regression adjusting for age, sex, smoking, ethnicity and socioeconomic status. Estimates were subsequently semi-Bayes adjusted to account for the large number of occupations and industries being considered. An elevated NHL risk was observed for field crop and vegetable growers (OR 2.74, 95% CI 1.04 to 7.25) and horticulture and fruit growing (OR 2.28, 95% CI 1.37 to 3.79), particularly for women (OR 3.44, 95% CI 0.62 to 18.9; OR 3.15, 95% CI 1.50 to 6.61). Sheep and dairy farming was not associated with an increased risk of NHL. Meat processors had an elevated risk (OR 1.97, 95% CI 0.97 to 3.97), as did heavy truck drivers (OR 1.98, 95% CI 0.92 to 4.24), workers employed in metal product manufacturing (OR 1.92, 95% CI 1.12 to 3.28) and cleaners (OR 2.11, 95% CI 1.21 to 3.65). After semi-Bayes adjustment the elevated risks for horticulture and fruit growing, metal product manufacturing and cleaners remained statistically significant, representing the most robust findings of this study. This study has confirmed that crop farmers and meat workers remain high risk occupations for NHL in New Zealand, and has identified several other occupations and industries of high NHL risk

Motor vehicle seat belt restraint system analysis during rollover.

PubMed

Meyer, Steven E; Hock, Davis; Forrest, Stephen; Herbst, Brian; Sances, Anthony; Kumaresan, Srirangam

2003-01-01

The multi-planar and multiple impact long duration accident sequence of a real world rollover results in multidirectional vehicle acceleration pulses and multiplanar occupant motions not typically seen in a planar crash sequence. Various researchers have documented that, while contemporary production emergency locking seatbelt retractors (ELRs) have been found to be extremely effective in the planar crashes in which they are extensively evaluated, when subjected to multi-planar acceleration environments their response may be different than expected. Specifically, accelerations in the vertical plane have been shown to substantially affect the timeliness of the retractors inertial sensor moving out of its neutral position and locking the seat belt. An analysis of the vehicle occupant motions relative to the acceleration pulses sensed at the retractor location indicates a time phase shift that, under certain circumstances, can result in unexpected seat belt spool out and occupant excursions in these multi-planar, multiple impact crash sequences. This paper will review the various previous studies focusing on the retractors response to these multidirectional, including vertical, acceleration environments and review statistical studies based upon U.S. government collected data indicating a significant difference in belt usage rates in rollover accidents as compared to all other planar accident modes. A significant number of real world accident case studies will be reviewed wherein the performance of ELR equipped seatbelt systems spooled out. Finally, the typical occupant injury and the associated mechanism due to belt spool out in real world accidents will be delineated.

Occupational cancer in Britain. Preventing occupational cancer.

PubMed

Chen, Yiqun; Osman, John

2012-06-19

Although only a relatively small proportion of cancer is attributable to occupational exposure to carcinogenic agents, the estimated number of deaths due to occupational cancer is high when compared to other deaths due to work-related ill health and injury. However, risk from occupational exposure to carcinogens can be minimised through proportionate but effective risk management. The Health and Safety Executive (HSE) is the regulator of workplace health and safety in Great Britain. As part of its aim to reduce ill health arising from failures to control properly exposure to hazards at work, HSE commissioned the research presented elsewhere in this supplement to enable it to identify priorities for preventing occupational cancer. The research has shown that occupational cancer remains a key health issue and that low-level exposure of a large number of workers to carcinogens is important. The finding that a small number of carcinogens have been responsible for the majority of the burden of occupational cancer provides key evidence in the development of priorities for significant reduction of occupational cancer. Although the research presented in this supplement reflects the consequences of past exposures to carcinogens, occupational cancer remains a problem. The potential for exposure to the agents considered in this research is still present in the workplace and the findings are relevant to prevention of future disease. In this article, the principle approaches for risk reduction are described. It provides supporting information on some of the initiatives already being undertaken, or those being put in place, to reduce occupational cancer in Great Britain. The need also for systematic collection of exposure information and the importance of raising awareness and changing behaviours are discussed.

Reducing Motor Vehicle-Related Injuries at an Arizona Indian Reservation: Ten Years of Application of Evidence-Based Strategies

PubMed Central

Piontkowski, Stephen R; Peabody, Jon S; Reede, Christine; Velascosoltero, José; Tsatoke, Gordon; Shelhamer, Timothy; Hicks, Kenny R

2015-01-01

Unintentional injury is a significant public health burden for American Indians and Alaska Natives and was the leading cause of death among those aged 1 to 44 years between 1999 and 2004. Of those deaths, motor vehicle-related deaths cause the most mortality, justifying the need for intervention at an American Indian Reservation in Arizona (United States). We describe motor vehicle injury prevention program operations from 2004 through 2013. This community-based approach led by a multidisciplinary team primarily comprised of environmental public health and law enforcement personnel implemented evidence-based strategies to reduce the impact of motor vehicle-related injuries and deaths, focusing on reducing impaired driving and increasing occupant restraint use. Strategies included: mass media campaigns to enhance awareness and outreach; high-visibility sobriety checkpoints; passing and enforcing 0.08% blood alcohol concentration limits for drivers and primary occupant restraint laws; and child car seat distribution and education. Routine monitoring and evaluation data showed a significant 5% to 7% annual reduction of motor vehicle crashes (MVCs), nighttime MVCs, MVCs with injuries/fatalities, and nighttime MVCs with injuries/fatalities between 2004 and 2013, but the annual percent change in arrests for driving under the influence (DUI) was not significant. There was also a 144% increase in driver/front seat passenger seat belt use, from 19% in 2011 before the primary occupant restraint law was enacted to 47% during the first full year of enforcement (2013). Car seat checkpoint data also suggested a 160% increase in car seat use, from less than 20% to 52% in 2013. Implementation of evidence-based strategies in injury prevention, along with employment of key program approaches such as strong partnership building, community engagement, and consistent staffing and funding, can narrow the public health disparity gap experienced among American Indian and Alaska Native

Research safety vehicle program (Phase II) specification review. Volume II. Final technical report, Jul 1975--Nov 1976

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

Pugliese, S.M.

1977-02-01

In Phase I of the Research Safety Vehicle Program (RSV), preliminary design and performance specifications were developed for a mid-1980's vehicle that integrates crashworthiness and occupant safety features with material resource conservation, economy, and producibility. Phase II of the program focused on development of the total vehicle design via systems engineering and integration analyses. As part of this effort, it was necessary to continuously review the Phase I recommended performance specification in relation to ongoing design/test activities. This document contains the results of analyses of the Phase I specifications. The RSV is expected to satisfy all of the producibility andmore » safety related specifications, i.e., handling and stability systems, crashworthiness, occupant protection, pedestrian/cyclist protection, etc.« less

[Relationship between occupational stress and working ability of workers in a petroleum processing enterprise in high altitude area].

PubMed

Ma, X M; Kang, H L; Shi, C B; Li, Y; Wu, Y F; Liu, Z H; Wang, G; Lei, H Y

2017-12-20

Objective: To investigate the relationship between occupational stress and working ability of workers in a petroleum processing enterprise in a high altitude area. Methods: A total of 728 workers in a petroleum processing enterprise at an altitude of 2850 m were subjected to a survey using Occupational Stress Inventory (OSI) , Work Ability Index (WAI) Scale, Occupational Role Questionnaire (ORQ) , Personal Strain Questionnaire (PSQ) , and Personal Resource Questionnaire (PRQ) from May 2014 to August 2016. Results: Of the 728 workers, 55 (7.6%) had a poor working ability, moderate in 262 (35.9%) , and good in 411 (56.5%). There were significant differences in WAI between the workers with different types of work, sexes, ages, and working years ( P <0.05). There was a significant difference in WAI between different occupational stress groups ( P <0.05). WAI was negatively correlated with ORQ score and PSQ score ( r (s)=-0.387, P <0.05; r (s)=-0.467, P <0.05) and positively correlated with PRQ score ( r (s)=0.343, P <0.05). The multiple linear regression analysis showed that high ORQ score and PSQ score were the inhibitory factors for high WAI ( B =-0.058; B =-0.082) and high PRQ score was a contributing factor for high WAI ( B =0.029) . Conclusion: Occupational stress is an influencing factor for the working ability of workers in the petroleum processing enterprise in the high altitude area. Hypoxia in high altitude area may further reduce the working ability. In order to reduce occupational stress and improve work ability, it should be considered to strengthen skills training, improve the working environment, and pay attention to mental health.

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

Fatal occupational injuries in the construction sector in Kocaeli, Turkey, 1990--2001.

PubMed

Colak, Basar; Etiler, Nilay; Bicer, Umit

2004-10-01

In Turkey, the construction sector is responsible for the largest number of work-related fatalities among all industries. This study's objective is to determine the characteristics of the fatalities in the construction sector in Kocaeli Province. The study was carried out retrospectively by investigating the records of occupational deaths between 1990 and 2001 in the Kocaeli District of Turkey. Fatal occupational injuries in the construction sector were investigated in detail by evaluating the records. The analysis was based on data from 153 deaths. The incidence of occupational injuries was found overall to be 4.5% in Kocaeli, while the annual mortality rate was 60.4 in Kocaeli and 79.0 in Turkey per 100,000 workers over the entire time period. On the other hand, the fatality rate of occupational injuries was found to be 12.0 per 1,000 in Turkey and 6.4 per 1,000 in Kocaeli. The evaluation of the type of injuries in construction sector has revealed that in 69 of cases (45.1%) fell down from high altitude, in 22 cases (14.4%) vehicle accident, and in 22 (14.4%) electrocution were the cause of death. The leading causes of death have been found to be blunt-force trauma (37.9%) and head trauma (25.5%). Fourty one percent of those who had occupational accidents have had less than one year work experience. Only in 7.8% of deaths, the cause was determined through an autopsy.

Preliminary performance estimates of a highly maneuverable remotely piloted vehicle. [computerized synthesis program to assess effects of vehicle and mission parameters

NASA Technical Reports Server (NTRS)

Nelms, W. P., Jr.; Axelson, J. A.

1974-01-01

A computerized synthesis program has been used to assess the effects of various vehicle and mission parameters on the performance of a highly maneuverable remotely piloted vehicle (RPV) for the air-to-air combat role. The configuration used in the study is a trapezoidal-wing and body concept, with forward-mounted stabilizing and control surfaces. The study mission consists of an outbound cruise, an acceleration phase, a series of subsonic and supersonic turns, and a return cruise. Performance is evaluated in terms of both the required vehicle weight to accomplish this mission and combat effectiveness as measured by turning and acceleration capability. The report describes the synthesis program, the mission, the vehicle, and the results of sensitivity and trade studies.

Effect of Occupant and Impact Factors on Forces within Low Back: I. Overview of Large Population

NASA Astrophysics Data System (ADS)

Shaibani, Saami J.

2001-03-01

Scientific and medical data have been gathered for nearly 500 motor-vehicle occupants, whose dynamic response[1-2] was calculated to determine the forces generated at all potential injury sites. Particular attention was paid to the load within the lumbosacral spine to examine the influence of certain variables relating to the occupant (height, weight, sex), the impact (magnitude, direction), and the low back itself (local vector, anatomical level). Exhaustive efforts were made to match the force with each variable using linear and logarithmic fits, but correlation coefficients were generally not high. These results might be influenced by the emphasis in this research to obtain the best statistics with large groupings of patients. Hence, a separate study with more detail is proposed as a significant continuation of this effort. 1. Proper Treatment of Complex Human Structures, Announcer 27 (4), 100 (1997); 2. Effect of Occupant and Impact Factors on Forces within Neck: I & II, Bull. Am. Phys. Soc. 45, 1018 (2000).

Occupational lung diseases.

PubMed

Furlow, Bryant

2011-01-01

Chest radiography and high-resolution computed tomography are indispensable tools in the detection, classification and characterization of occupational lung diseases that are caused by inhaling mineral particles such as asbestos, silicon-containing rock dust and other tissue-damaging antigens, nanomaterials and toxins. Radiographic evidence of occupational lung disease is interpreted with a patient's clinical signs and symptoms and a detailed occupational history in mind because of high variability in radiographic findings. This Directed Reading reviews the history, epidemiology, functional anatomy, pathobiology and medical diagnostic imaging of occupational lung diseases associated with inhalation of fine particulates in the workplace. This article is a Directed Reading. Your access to Directed Reading quizzes for continuing education credit is determined by your CE preference. For access to other quizzes, go to www.asrt.org/store.

Association between the high risk occupations and bladder cancer in Iran: a case-control study.

PubMed

Khoubi, Jamshid; Pourabdian, Siamak; Mohebbi, Iraj; Tajvidi, Mina; Zaroorian, Omid; Giahi, Omid

2013-04-01

The objective of this work was to identify the high-risk occupations in Iran and to re-inspect occupations that were related to bladder cancer. In the study, 300 patients suffering from bladder cancer and 500 control individuals were interviewed. Demographic information, occupational history, and history of exposure to chemical compounds such as aromatic amines for each participant were collected. ORs and 95% CIs were calculated using unconditional logistic regression for each occupation. There was a significantly increased risk of bladder cancer among truck and bus drivers (OR = 11.3), skilled agricultural, forestry and fishery workers (OR = 6.0), metal industry workers (OR = 6.0), domestic housekeepers (OR = 5.9), and construction workers (OR = 3.8). The study showed a strong correlation between truck and bus drivers, skilled agricultural, forestry and fishery workers, metal industry workers, domestic housekeepers, as well as construction workers and the increased risk of bladder cancer in these occupations.

Road traffic accident among motor vehicle drivers in selected high ways.

PubMed

Ahmed, M; Khanom, K; Shampa, R M; Bari, M H

2004-07-01

To assess the knowledge of the motor vehicle driver about the causes of road traffic accidents. This cross sectional study was conducted among the 107 motor vehicle drivers of selected Bus & Truck terminal & taxi stands of Dhaka city. The study was carried out during April to June 2002 at the Department of Health Promotion & Health Education of NIPSOM. The study showed about 55.1% learned driving from a friend. Out of 107 respondent 20.6% showed very high speed is one of the reason for road traffic accident.39.3% claimed for poor maintenance of roads. Regarding engine/vehicle defect 46.7% said head light defect. Increased earning is one of the reasons of very fast driving 35.5% respondent opined. These may be the reason of accident proneness of the society along with factor like family pressure, job dissatisfaction etc. Majority of the driver who took part in this study used light vehicle 54.2% and the rest 30.8% were heavy and 15% like medium light vehicle. Most of the respondent 67.3% was working as professional over for 3-6 years. 41.1% for 3 and 26.2% for 6 years. There were significant relationship (p < 0.002) between very fast driving and defective road and also engine defect were highly significant association (p < 0.005) with road traffic accident It is revealed that formal education, driving license through Bangladesh road traffic authority without unnecessary botheration, proper implementation of traffic law, training of drivers and increase level of public awareness through mass communication could reduce the road traffic accident

Problems Involved in an Emergency Method of Guiding a Gliding Vehicle from High Altitudes to a High Key Position

NASA Technical Reports Server (NTRS)

Jewel, Joseph W., Jr.; Whitten, James B.

1960-01-01

An investigation has been conducted to determine the problems involved in an emergency method of guiding a gliding vehicle from high altitudes to a high key position (initial position) above a landing field. A jet airplane in a simulated flameout condition, conventional ground-tracking radar, and a scaled wire for guidance programming on the radar plotting board were used in the tests. Starting test altitudes varied from 30,000 feet to 46,500 feet, and starting positions ranged 8.4 to 67 nautical miles from the high key. Specified altitudes of the high key were 12,000, 10,000 or 4,000 feet. Lift-drag ratios of the aircraft of either 17, 16, or 6 were held constant during any given flight; however, for a few flights the lift-drag ratio was varied from 11 to 6. Indicated airspeeds were held constant at either 160 or 250 knots. Results from these tests indicate that a gliding vehicle having a lift-drag ratio of 16 and an indicated approach speed of 160 knots can be guided to within 800 feet vertically and 2,400 feet laterally of a high key position. When the lift-drag ratio of the vehicle is reduced to 6 and the indicated approach speed is raised to 250 knots, the radar controller was able to guide the vehicle to within 2,400 feet vertically and au feet laterally of the high key. It was also found that radar stations which give only azimuth-distance information could control the glide path of a gliding vehicle as well as stations that receive azimuth-distance-altitude information, provided that altitude information is supplied by the pilot.

Motor vehicle crash-related injury causation scenarios for spinal injuries in restrained children and adolescents.

PubMed

Zonfrillo, Mark R; Locey, Caitlin M; Scarfone, Steven R; Arbogast, Kristy B

2014-01-01

Motor vehicle crash (MVC)-related spinal injuries result in significant morbidity and mortality in children. The objective was to identify MVC-related injury causation scenarios for spinal injuries in restrained children. This was a case series of occupants in MVCs from the Crash Injury Research and Engineering Network (CIREN) data set. Occupants aged 0-17 years old with at least one Abbreviated Injury Scale (AIS) 2+ severity spinal injury in vehicles model year 1990+ that did not experience a rollover were included. Unrestrained occupants, those not using the shoulder portion of the belt restraint, and those with child restraint gross misuse were excluded. Occupants with preexisting comorbidities contributing to spinal injury and occupants with limited injury information were also excluded. A multidisciplinary team retrospectively reviewed each case to determine injury causation scenarios (ICSs). Crash conditions, occupant and restraint characteristics, and injuries were qualitatively summarized. Fifty-nine cases met the study inclusion criteria and 17 were excluded. The 42 occupants included sustained 97 distinct AIS 2+ spinal injuries (27 cervical, 22 thoracic, and 48 lumbar; 80 AIS-2, 15 AIS-3, 1 AIS-5, and 1 AIS-6), with fracture as the most common injury type (80%). Spinal-injured occupants were most frequently in passenger cars (64%), and crash direction was most often frontal (62%). Mean delta-V was 51.3 km/h±19.4 km/h. The average occupant age was 12.4±5.3 years old, and 48% were 16- to 17-year-olds. Thirty-six percent were right front passengers and 26% were drivers. Most occupants were lap and shoulder belt restrained (88%). Non-spinal AIS 2+ injuries included those of the lower extremity and pelvis (n=56), head (n=43), abdomen (n=39), and thorax (n=36). Spinal injury causation was typically due to flexion or lateral bending over the lap and or shoulder belt or child restraint harness, compression by occupant's own seat back, or axial loading through

Towards cooperative guidance and control of highly automated vehicles: H-Mode and Conduct-by-Wire.

PubMed

Flemisch, Frank Ole; Bengler, Klaus; Bubb, Heiner; Winner, Hermann; Bruder, Ralph

2014-01-01

This article provides a general ergonomic framework of cooperative guidance and control for vehicles with an emphasis on the cooperation between a human and a highly automated vehicle. In the twenty-first century, mobility and automation technologies are increasingly fused. In the sky, highly automated aircraft are flying with a high safety record. On the ground, a variety of driver assistance systems are being developed, and highly automated vehicles with increasingly autonomous capabilities are becoming possible. Human-centred automation has paved the way for a better cooperation between automation and humans. How can these highly automated systems be structured so that they can be easily understood, how will they cooperate with the human? The presented research was conducted using the methods of iterative build-up and refinement of framework by triangulation, i.e. by instantiating and testing the framework with at least two derived concepts and prototypes. This article sketches a general, conceptual ergonomic framework of cooperative guidance and control of highly automated vehicles, two concepts derived from the framework, prototypes and pilot data. Cooperation is exemplified in a list of aspects and related to levels of the driving task. With the concept 'Conduct-by-Wire', cooperation happens mainly on the guidance level, where the driver can delegate manoeuvres to the automation with a specialised manoeuvre interface. With H-Mode, a haptic-multimodal interaction with highly automated vehicles based on the H(orse)-Metaphor, cooperation is mainly done on guidance and control with a haptically active interface. Cooperativeness should be a key aspect for future human-automation systems. Especially for highly automated vehicles, cooperative guidance and control is a research direction with already promising concepts and prototypes that should be further explored. The application of the presented approach is every human-machine system that moves and includes high

An Index For Rating the Total Secondary Safety of Vehicles from Real World Crash Data

PubMed Central

Newstead, S.; Watson, L.; Cameron, M.

2007-01-01

This study proposes a total secondary safety index for light passenger vehicles that rates the relative performance of vehicles in protecting both their own occupants and other road users in the full range of real world crash circumstances. The index estimates the risk of death or serious injury to key road users in crashes involving light passenger vehicles across the full range of crash types. The proposed index has been estimated from real world crash data from Australasia and was able to identify vehicles that have superior or inferior total secondary safety characteristics compared with the average vehicle. PMID:18184497

Occupational Contact Dermatitis in Mechanics and Repairers Referred for Patch Testing: Retrospective Analysis From the North American Contact Dermatitis Group 1998-2014.

PubMed

Warshaw, Erin M; Hagen, Solveig L; Sasseville, Denis; Maibach, Howard I; DeKoven, Joel G; Belsito, Donald V; Fowler, Joseph F; Zug, Kathryn A; Taylor, James S; Mathias, C G Toby; Fransway, Anthony F; DeLeo, Vincent A; Marks, James G; Pratt, Melanie D; Zirwas, Matthew J; Storrs, Frances J

Contact dermatoses are common in mechanic and repair occupations. This study aimed to (1) estimate the prevalence of occupationally related contact dermatitis among mechanics/repairers patch tested from 1998 to 2014 by the North American Contact Dermatitis Group, (2) characterize responsible allergens and irritants, and their sources, and (3) compare results among 3 occupational subgroups (mechanics, electrical/electronic, and other). A cross-sectional analysis of patients patch tested by the North American Contact Dermatitis Group between 1998 and 2014. Of 38,784 patients patch tested, 691 (1.8%) were mechanics/repairers. Male sex (93.5%) and hand involvement (59.5%) were common overall. Occupationally related skin disease was more prevalent among vehicle and mobile equipment mechanics/repairers (52.7%) and other mechanics/repairers (41.4%) than electrical/electronic equipment mechanics/repairers (21.3%). Overall, carba mix, thiuram mix, and methylchloroisothiazolone/methylisothiazolone were the most common occupation-related clinically relevant allergens. Gloves, automotive vehicles, solvents, oils, lubricants, and fuels were the most common sources of responsible allergens. Common occupationally related allergens included rubber accelerators and the preservative methylchloroisothiazolone/methylisothiazolone.

Self-Perceptions on Sex-Typed Attributes and the Occupational Aspirations and Expectations of High School Females.

ERIC Educational Resources Information Center

Davis, Patricia C.; And Others

Relationships among high school females' self-perceptions on sex-stereotypic attributes and their occupational aspirations and expectations were investigated. Two measures were administered to, and data were collected from, 200 randomly selected females in grade 12 from a large urban school district. Occupational choice was measured by two…

Fatalities due to intoxicated arrestees jumping out of moving police vehicles.

PubMed

Jacobs, Werner

2006-12-01

Fatalities resulting from emergency vehicle crashes are relatively rare. Mortality, particularly in the case of unbelted occupants, is relatively high. Data on drunken (handcuffed) arrestees jumping out of a moving police vehicle or the circumstances of such events have not been published. Two cases of such fatalities are described in this paper. Since these cases should be considered as "death in custody," may give rise to significant covering and speculation in the media, and may raise liability questions, they require an in-depth medicolegal investigation, including investigation of the crime scene, complete medicolegal autopsy/toxicology, and reconstruction of the event in the presence of an experienced forensic pathologist. From the 2 cases described in this paper, it appears that mechanical malfunctioning of the locking device of the door of the police vehicle and lack of controlling the actual lock-tied closing of the vehicle door (instead just assuming that it happened) may precipitate such cases. Auditory control by the police officers of the arrestee tampering with or manipulating the car door may be hampered by the background noise of the police vehicle, the on-board radio, and the use of a siren. Regular visual control and adequate control of the actual locking of the vehicle door are of paramount importance to prevent such mishaps. Reconstruction of the event in the presence of the forensic experts is mandatory to test the different hypotheses of the fatal event.

A High-Power Wireless Charging System Development and Integration for a Toyota RAV4 Electric Vehicle

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

Onar, Omer C; Seiber, Larry Eugene; White, Cliff P

Several wireless charging methods are underdevelopment or available as an aftermarket option in the light-duty automotive market. However, there are not many studies detailing the vehicle integrations, particularly a complete vehicle integration with higher power levels. This paper presents the development, implementation, and vehicle integration of a high-power (>10 kW) wireless power transfer (WPT)-based electric vehicle (EV) charging system for a Toyota RAV4 vehicle. The power stages of the system are introduced with the design specifications and control systems including the active front-end rectifier with power factor correction (PFC), high frequency power inverter, high frequency isolation transformer, coupling coils, vehiclemore » side full-bridge rectifier and filter, and the vehicle battery. The operating principles of the control, communications, and protection systems are also presented in addition to the alignment and the driver interface system. The physical limitations of the system are also defined that would prevent the system operating at higher levels. The experiments are carried out using the integrated vehicle and the results obtained to demonstrate the system performance including the stage-by-stage efficiencies with matched and interoperable primary and secondary coils.« less

Carbon monoxide exposure from aircraft fueling vehicles.

PubMed

McCammon, C S; Halperin, W F; Lemen, R A

1981-01-01

Investigators from the National Institute for Occupational Safety and Health observed deficiencies in maintenance of fueling trucks at an international airport. The exhaust system is vented under the front bumper, a standard design on fueling trucks which is intended to minimize the proximity of the exhaust system to the jet fuel in the vehicles. Carbon monoxide levels were measured in the cabs of 17 fueling trucks with windows closed, heaters on, and in different positions relative to the wind. One truck had an average CO level of 300 ppm, two exceeded 100 ppm, five others exceeded 50 ppm, while levels in the other nine averaged less than or equal to 500 ppm. Levels of CO depended on the mechanical condition of the vehicle and the vehicle's orientation to the wind. Stringent maintenance is required as the exhaust design is not fail-safe.

Potential of a precrash lateral occupant movement in side collisions of (electric) minicars.

PubMed

Hierlinger, T; Lienkamp, M; Unger, J; Unselt, T

2015-01-01

In minicars, the survival space between the side structure and occupant is smaller than in conventional cars. This is an issue in side collisions. Therefore, in this article a solution is studied in which a lateral seat movement is imposed in the precrash phase. It generates a pre-acceleration and an initial velocity of the occupant, thus reducing the loads due to the side impact. The assessment of the potential is done by numerical simulations and a full-vehicle crash test. The optimal parameters of the restraint system including the precrash movement, time-to-fire of head and side airbag, etc., are found using metamodel-based optimization methods by minimizing occupant loads according to European New Car Assessment Programme (Euro NCAP). The metamodel-based optimization approach is able to tune the restraint system parameters. The numerical simulations show a significant averaged reduction of 22.3% in occupant loads. The results show that the lateral precrash occupant movement offers better occupant protection in side collisions.

Occupation and mammographic density: A population-based study (DDM-Occup).

PubMed

García-Pérez, Javier; Pollán, Marina; Pérez-Gómez, Beatriz; González-Sánchez, Mario; Cortés Barragán, Rosa Ana; Maqueda Blasco, Jerónimo; González-Galarzo, María Carmen; Alba, Miguel Ángel; van der Haar, Rudolf; Casas, Silvia; Vicente, Cándida; Medina, Pilar; Ederra, María; Santamariña, Carmen; Moreno, María Pilar; Casanova, Francisco; Pedraz-Pingarrón, Carmen; Moreo, Pilar; Ascunce, Nieves; García, Montse; Salas-Trejo, Dolores; Sánchez-Contador, Carmen; Llobet, Rafael; Lope, Virginia

2017-11-01

High mammographic density is one of the main risk factors for breast cancer. Although several occupations have been associated with breast cancer, there are no previous occupational studies exploring the association with mammographic density. Our objective was to identify occupations associated with high mammographic density in Spanish female workers. We conducted a population-based cross-sectional study of occupational determinants of high mammographic density in Spain, based on 1476 women, aged 45-68 years, recruited from seven screening centers within the Spanish Breast Cancer Screening Program network. Reproductive, family, personal, and occupational history data were collected. The latest occupation of each woman was collected and coded according to the 1994 National Classification of Occupations. Mammographic density was assessed from the cranio-caudal mammogram of the left breast using a semi-automated computer-assisted tool. Association between mammographic density and occupation was evaluated by using mixed linear regression models, using log-transformed percentage of mammographic density as dependent variable. Models were adjusted for age, body mass index, menopausal status, parity, smoking, alcohol intake, educational level, type of mammography, first-degree relative with breast cancer, and hormonal replacement therapy use. Screening center and professional reader were included as random effects terms. Mammographic density was higher, although non-statistically significant, among secondary school teachers (e β = 1.41; 95%CI = 0.98-2.03) and nurses (e β = 1.23; 95%CI = 0.96-1.59), whereas workers engaged in the care of people (e β = 0.81; 95%CI = 0.66-1.00) and housewives (e β = 0.87; 95%CI = 0.79-0.95) showed an inverse association with mammographic density. A positive trend for every 5 years working as secondary school teachers was also detected (p-value = 0.035). Nurses and secondary school teachers were the occupations with the highest

Nonlinear analysis of collapse mechanism in superstructure vehicle

NASA Astrophysics Data System (ADS)

Nor, M. K. Mohd; Ho, C. S.; Ma'at, N.

2017-04-01

The EU directive 2001/85/EC is an official European text which describes the specifications for "single deck class II and III vehicles" required to be approved by the regulation UN/ECE no.66 (R66). To prevent the catastrophic consequences by occupant during an accident, the Malaysian government has reinforced the same regulation upon superstructure construction. This paper discusses collapse mechanism analysis of a superstructure vehicle using a Crash D nonlinear analysis computer program based on this regulation. The analysis starts by hand calculation to define the required energy absorption by the chosen structure. Simple calculations were then performed to define the weakest collapse mechanism after undesirable collapse modes are eliminated. There are few factors highlighted in this work to pass the regulation. Using the selected cross section, Crash D simulation showed a good result. Generally, the deformation is linearly correlates to the energy absorption for the structure with low stiffness. Failure of critical members such as vertical lower side wall must be avoided to sustain safety of the passenger compartment and prevent from severe and fatal injuries to the trapped occupant.

Comparing the Effects of Age, BMI and Gender on Severe Injury (AIS 3+) in Motor-Vehicle Crashes

PubMed Central

Carter, Patrick M.; Flannagan, Carol A.C.; Reed, Matthew P.; Cunningham, Rebecca M.; Rupp, Jonathan D.

2016-01-01

,688] fewer lower extremity injuries in frontal crashes. Setting gender to male resulted in fewer occupants with head injuries in farside crashes [1,999, 95% CI 844 – 2,685] and fewer thorax [5,618, 95% CI 4,212 – 6,272], upper [3,804, 95% CI 1,781 – 4,803] and lower extremity [2,791, 95% CI 2,216 – 3,256] injuries in frontal crashes. Results indicate that age provides the greater relative contribution to injury when compared to gender and BMI, especially for thorax and head injuries. Conclusions Restraint systems that account for the differential injury risks associated with age, BMI and gender could have a meaningful effect on injury in motor-vehicle crashes. Computational models of humans that represent older, high BMI, and female occupants are needed for use in simulations of particular types of crashes to develop these restraint systems. PMID:25061920

Toxicity and health effects of vehicle emissions in Shanghai

NASA Astrophysics Data System (ADS)

Ye, Shun-Hua; Zhou, Wei; Song, Jian; Peng, Bao-Cheng; Yuan, Dong; Lu, Yuan-Ming; Qi, Ping-Ping

In China, the number of vehicles is increasing rapidly with the continuous development of economy, and vehicle emission pollution in major cities is more serious than ever. In this article, we summarized the results of a series of short-term assays, animal experiments and epidemiology investigations on the genotoxicity, immunotoxicity, respiratory toxicity and health effects of vehicle emissions in Shanghai, including gasoline exhausts (gas condensate and particles), diesel exhaust particles (DEP) and scooter exhaust particles (SEP). The results showed that: (1) Both gases and particulate phases of the exhausts of different kinds of vehicles showed strong mutagenicity in Ames test (TA98 and TA100 strains), rat hepatocyte unscheduled DNA synthesis (UDS) assay, and mouse micronucleus assay, and vehicle emissions could induce the transformation of Syrian hamster embryo (SHE) cells. DEP and SEP could induce the transformation of human diploid cell strain (KMB-13) cells, immunohistochemistry assay showed that c-myc and p21 proteins were highly expressed in the transformed cells. DEP and SEP could also inhibit the gap junctional intercellular communication (GJIC) of BALB/C3T3 cells (2) Vehicle emissions could decrease the number of macrophages in the lung (bronchial alveolar lavage fluid) (BALF) of male SD rats. Vehicle emissions could also increase the proportion of polymorphonuclear leukocytes (PMN), the content of cetyneuraminic acid (NA), the activity of lactate dehydrogenase (LDH), alkali phosphate (AKP), acid phosphate (ACP) in the lung BALF of the animals. (3) In epidemiology investigation, the proportion of those who have respiratory symptoms and chronic obstructive pulmonary diseases (COPD) in the workers who were exposed to DEP ( n=806) were much higher than those of the controls ( n=413). The OR (odd ratio) values of angina, nasal obstruction, phlegm, short of breath and COPD were 2.27, 3.08, 3.00, 3.19 and 2.32, respectively, and the proportion of those who

The relative importance of whole body vibration and occupational lifting as risk factors for low-back pain

PubMed Central

Palmer, K; Griffin, M; Syddall, H; Pannett, B; Cooper, C; Coggon, D

2003-01-01

Aims: To explore the impact of occupational exposure to whole body vibration (WBV) on low back pain (LBP) in the general population and to estimate the burden of LBP attributable to occupational WBV in comparison with that due to occupational lifting. Methods: A questionnaire including sections on WBV at work, LBP, and potential risk factors was mailed to a community sample of 22 194 men and women of working age. Sources and durations of exposure to occupational WBV were ascertained for the past week and personal vibration doses (eVDV) were estimated. Analysis was confined to subjects reporting exposures in the past week as typical of their work. Associations of LBP with eVDV, driving industrial vehicles, and occupational lifting were explored by logistic regression and attributable numbers were calculated. Results: Significant associations were found between daily lifting of weights greater than 10 kg at work and LBP, troublesome LBP (which made it difficult to put on hosiery), and sciatica (prevalence ratios 1.3 to 1.7); but the risk of these outcomes in both sexes varied little by eVDV and only weak associations were found with riding on industrial vehicles. Assuming causal associations, the numbers of cases of LBP in Britain attributable to occupational WBV were estimated to be 444 000 in men and 95 000 in women. This compared with an estimated 940 000 male cases and 370 000 female cases of LBP from occupational lifting. Conclusions: The burden of LBP in Britain from occupational exposure to WBV is smaller than that attributable to lifting at work. PMID:14504358

Gender Differences in the Vocational Interests of Youth Considering High Job Growth and Green Energy Occupations

ERIC Educational Resources Information Center

Robinson, Becky S.

2012-01-01

For more than 100 years, vocational psychologists and educational researchers have sought to identify the significant influences shaping occupational interests. This descriptive study used a series of vocational card sort exercises with 139 rural high school youth to identify gender differences in occupational interests toward working in 60 of the…

49 CFR 571.208 - Standard No. 208; Occupant crash protection.

Code of Federal Regulations, 2011 CFR

2011-10-01

..., and buses. In addition, S9, Pressure vessels and explosive devices, applies to vessels designed to... as part of a system designed to provide protection to occupants in the event of a crash. (b... seat and the near side of the vehicle and is designed to allow access to more rearward seating...

49 CFR 571.208 - Standard No. 208; Occupant crash protection.

Code of Federal Regulations, 2012 CFR

2012-10-01

..., and buses. In addition, S9, Pressure vessels and explosive devices, applies to vessels designed to... as part of a system designed to provide protection to occupants in the event of a crash. (b... seat and the near side of the vehicle and is designed to allow access to more rearward seating...

Fatal occupational injuries among electric power company workers.

PubMed

Loomis, D; Dufort, V; Kleckner, R C; Savitz, D A

1999-03-01

Surveillance data suggest high rates of electrocutions and fatal falls among workers in electric utility companies, who may be exposed to electric current, heights, flammable agents, and frequent motor vehicle travel. To characterize the occurrence of fatal injuries among electric utility workers, we studied workers in five electric power companies in the United States. A cohort of 127,129 men hired between 1950 and 1986 was followed through 1988. Injuries at work were identified through manual review of death certificates. The occurrence of occupational injuries was analyzed with directly adjusted rates and Poisson regression. The overall rate of fatal occupational injuries was 13.20 per 100,000 person-years (n = 192), with 76% due to electric current, homicide, and falls from heights. Deaths were concentrated in a few groups with elevated injury rates, notably linemen (rate ratio (RR) 3.33), electricians (RR 2.79), and painters (RR 3.27). Occupations requiring daily work on elevations or frequent, direct contact with energized electrical equipment experienced markedly higher rates of fatal injury from falls and electrocutions with rate ratios of 21.8 (95% confidence interval (CI) 11.4-41.5) and 16.7 (95% CI 6.6-42.6), respectively, independent of worker age and seniority. Although fatal injury rates in this industry have declined in recent decades, significant numbers of deaths still occur. Based on the premise that all injuries are preventable, a need for continued vigilance and efforts at prevention is indicated.

Investigation of new vehicle detectors for high-speed signalized intersections.

DOT National Transportation Integrated Search

2015-09-01

Early indications from the use of the newest vehicle detectors for high-speed signalized intersections : suggested that they perform well as replacements for the Texas Department of Transportations : (TxDOTs) legacy systems, but this early conc...

Occupational injury deaths of 16- and 17-year-olds in the United States.

PubMed Central

Castillo, D N; Landen, D D; Layne, L A

1994-01-01

Data from the National Traumatic Occupational Fatalities surveillance system were used to analyze occupational injury deaths of civilian 16- and 17-year-olds during 1980 through 1989. There were 670 deaths; the rate was 5.11 per 100,000 full-time equivalent workers. The leading causes of death were incidents involving motor vehicles and machines, electrocution, and homicide. Workers 16 and 17 years old appear to be at greater risk than adults for occupational death by electrocution, suffocation, drowning, poisoning, and natural and environmental factors. Improved enforcement of and compliance with federal child labor laws, evaluation of the appropriateness of currently permitted activities, and education are encouraged. PMID:7755674

Navigation and Hazard Avoidance for High-Speed Unmanned Ground Vehicles in Rough Terrain

DTIC Science & Technology

2008-07-07

Potential Field Navigation of High Speed Vehicles on Rough Terrain,” Robotica , Vol. 25, No. 4, pp 409-424, July 2007 Udengaard, M., and Iagnemma, K...Navigation of Unmanned Ground Vehicles on Uneven Terrain using Potential Fields," to appear in Robotica , 2007 [16] Spenko, M., Kuroda, Y., Dubowsky, S

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.

Airborne occupational exposures and risk of oesophageal and cardia adenocarcinoma.

PubMed

Jansson, C; Plato, N; Johansson, A L V; Nyrén, O; Lagergren, J

2006-02-01

The reasons for the increasing incidence of and strong male predominance in patients with oesophageal and cardia adenocarcinoma remain unclear. The authors hypothesised that airborne occupational exposures in male dominated industries might contribute. In a nationwide Swedish population based case control study, 189 and 262 cases of oesophageal and cardia adenocarcinoma respectively, 167 cases of oesophageal squamous cell carcinoma, and 820 frequency matched controls underwent personal interviews. Based on each study participant's lifetime occupational history the authors assessed cumulative airborne occupational exposure for 10 agents, analysed individually and combined, by a deterministic additive model including probability, frequency, and intensity. Furthermore, occupations and industries of longest duration were analysed. Relative risks were estimated by odds ratios (OR), with 95% confidence intervals (CI), using conditional logistic regression, adjusted for potential confounders. Tendencies of positive associations were found between high exposure to pesticides and risk of oesophageal (OR 2.3 (95% CI 0.9 to 5.7)) and cardia adenocarcinoma (OR 2.1 (95% CI 1.0 to 4.6)). Among workers highly exposed to particular agents, a tendency of an increased risk of oesophageal squamous cell carcinoma was found. There was a twofold increased risk of oesophageal squamous cell carcinoma among concrete and construction workers (OR 2.2 (95% CI 1.1 to 4.2)) and a nearly fourfold increased risk of cardia adenocarcinoma among workers within the motor vehicle industry (OR 3.9 (95% CI 1.5 to 10.4)). An increased risk of oesophageal squamous cell carcinoma (OR 3.9 (95% CI 1.2 to 12.5)), and a tendency of an increased risk of cardia adenocarcinoma (OR 2.8 (95% CI 0.9 to 8.5)), were identified among hotel and restaurant workers. Specific airborne occupational exposures do not seem to be of major importance in the aetiology of oesophageal or cardia adenocarcinoma and are unlikely to

Airborne occupational exposures and risk of oesophageal and cardia adenocarcinoma

PubMed Central

Jansson, C; Plato, N; Johansson, A L V; Nyrén, O; Lagergren, J

2006-01-01

Background The reasons for the increasing incidence of and strong male predominance in patients with oesophageal and cardia adenocarcinoma remain unclear. The authors hypothesised that airborne occupational exposures in male dominated industries might contribute. Methods In a nationwide Swedish population based case control study, 189 and 262 cases of oesophageal and cardia adenocarcinoma respectively, 167 cases of oesophageal squamous cell carcinoma, and 820 frequency matched controls underwent personal interviews. Based on each study participant's lifetime occupational history the authors assessed cumulative airborne occupational exposure for 10 agents, analysed individually and combined, by a deterministic additive model including probability, frequency, and intensity. Furthermore, occupations and industries of longest duration were analysed. Relative risks were estimated by odds ratios (OR), with 95% confidence intervals (CI), using conditional logistic regression, adjusted for potential confounders. Results Tendencies of positive associations were found between high exposure to pesticides and risk of oesophageal (OR 2.3 (95% CI 0.9 to 5.7)) and cardia adenocarcinoma (OR 2.1 (95% CI 1.0 to 4.6)). Among workers highly exposed to particular agents, a tendency of an increased risk of oesophageal squamous cell carcinoma was found. There was a twofold increased risk of oesophageal squamous cell carcinoma among concrete and construction workers (OR 2.2 (95% CI 1.1 to 4.2)) and a nearly fourfold increased risk of cardia adenocarcinoma among workers within the motor vehicle industry (OR 3.9 (95% CI 1.5 to 10.4)). An increased risk of oesophageal squamous cell carcinoma (OR 3.9 (95% CI 1.2 to 12.5)), and a tendency of an increased risk of cardia adenocarcinoma (OR 2.8 (95% CI 0.9 to 8.5)), were identified among hotel and restaurant workers. Conclusions Specific airborne occupational exposures do not seem to be of major importance in the aetiology of oesophageal or

Rib and sternum fractures in the elderly and extreme elderly following motor vehicle crashes.

PubMed

Bansal, Vishal; Conroy, Carol; Chang, David; Tominaga, Gail T; Coimbra, Raul

2011-05-01

As the population ages, the need to protect the elderly during motor vehicle crashes becomes increasingly critical. This study focuses on causation of elderly rib and sternum fractures in seriously injured elderly occupants involved in motor vehicle crashes. We used data from the Crash Injury Research and Engineering Network (CIREN) database (1997-2009). Study case criteria included occupant (≥ 65 years old) drivers (sitting in the left outboard position of the first row) or passengers (sitting in the first row right outboard position) who were in frontal or side impacts. To avoid selection bias, only occupants with a Maximum Abbreviated Injury Scale (MAIS) 3 (serious) or greater severity injury were included in this study. Odds ratios were used as a descriptive measure of the strength of association between variables and Chi square tests were used to determine if there was a statistically significant relationship between categorical variables. Of the 211 elderly (65-79 years old) occupants with thoracic injury, 92.0% had rib fractures and 19.6% had sternum fractures. For the 76 extreme elderly (80 years or older) with thoracic injury, 90.4% had rib fractures and 27.7% had sternum fractures. Except for greater mortality and more rib fractures caused by safety belts, there were no differences between the extreme elderly and the elderly occupants. Current safety systems may need to be redesigned to prevent rib and sternum fractures in occupants 80 years and older. Copyright © 2010 Elsevier Ltd. All rights reserved.

Potential Occupant Injury Reduction in Pre-Crash System Equipped Vehicles in the Striking Vehicle of Rear-end Crashes

PubMed Central

Kusano, Kristofer D.; Gabler, Hampton C.

2010-01-01

To mitigate the severity of rear-end and other collisions, Pre-Crash Systems (PCS) are being developed. These active safety systems utilize radar and/or video cameras to determine when a frontal crash, such as a front-to-back rear-end collisions, is imminent and can brake autonomously, even with no driver input. Of these PCS features, the effects of autonomous pre-crash braking are estimated. To estimate the maximum potential for injury reduction due to autonomous pre-crash braking in the striking vehicle of rear-end crashes, a methodology is presented for determining 1) the reduction in vehicle crash change in velocity (ΔV) due to PCS braking and 2) the number of injuries that could be prevented due to the reduction in collision severity. Injury reduction was only performed for belted drivers, as unbelted drivers have an unknown risk of being thrown out of position. The study was based on 1,406 rear-end striking vehicles from NASS / CDS years 1993 to 2008. PCS parameters were selected from realistic values and varied to examine the effect on system performance. PCS braking authority was varied from 0.5 G’s to 0.8 G’s while time to collision (TTC) was held at 0.45 seconds. TTC was then varied from 0.3 second to 0.6 seconds while braking authority was held constant at 0.6 G’s. A constant braking pulse (step function) and ramp-up braking pulse were used. The study found that automated PCS braking could reduce the crash ΔV in rear-end striking vehicles by an average of 12% – 50% and avoid 0% – 14% of collisions, depending on PCS parameters. Autonomous PCS braking could potentially reduce the number of injured drivers who are belted by 19% to 57%. PMID:21050603

Potential Occupant Injury Reduction in Pre-Crash System Equipped Vehicles in the Striking Vehicle of Rear-end Crashes.

PubMed

Kusano, Kristofer D; Gabler, Hampton C

2010-01-01

To mitigate the severity of rear-end and other collisions, Pre-Crash Systems (PCS) are being developed. These active safety systems utilize radar and/or video cameras to determine when a frontal crash, such as a front-to-back rear-end collisions, is imminent and can brake autonomously, even with no driver input. Of these PCS features, the effects of autonomous pre-crash braking are estimated. To estimate the maximum potential for injury reduction due to autonomous pre-crash braking in the striking vehicle of rear-end crashes, a methodology is presented for determining 1) the reduction in vehicle crash change in velocity (ΔV) due to PCS braking and 2) the number of injuries that could be prevented due to the reduction in collision severity. Injury reduction was only performed for belted drivers, as unbelted drivers have an unknown risk of being thrown out of position. The study was based on 1,406 rear-end striking vehicles from NASS / CDS years 1993 to 2008. PCS parameters were selected from realistic values and varied to examine the effect on system performance. PCS braking authority was varied from 0.5 G's to 0.8 G's while time to collision (TTC) was held at 0.45 seconds. TTC was then varied from 0.3 second to 0.6 seconds while braking authority was held constant at 0.6 G's. A constant braking pulse (step function) and ramp-up braking pulse were used. The study found that automated PCS braking could reduce the crash ΔV in rear-end striking vehicles by an average of 12% - 50% and avoid 0% - 14% of collisions, depending on PCS parameters. Autonomous PCS braking could potentially reduce the number of injured drivers who are belted by 19% to 57%.

The research of road and vehicle information extraction algorithm based on high resolution remote sensing image

NASA Astrophysics Data System (ADS)

Zhou, Tingting; Gu, Lingjia; Ren, Ruizhi; Cao, Qiong

2016-09-01

With the rapid development of remote sensing technology, the spatial resolution and temporal resolution of satellite imagery also have a huge increase. Meanwhile, High-spatial-resolution images are becoming increasingly popular for commercial applications. The remote sensing image technology has broad application prospects in intelligent traffic. Compared with traditional traffic information collection methods, vehicle information extraction using high-resolution remote sensing image has the advantages of high resolution and wide coverage. This has great guiding significance to urban planning, transportation management, travel route choice and so on. Firstly, this paper preprocessed the acquired high-resolution multi-spectral and panchromatic remote sensing images. After that, on the one hand, in order to get the optimal thresholding for image segmentation, histogram equalization and linear enhancement technologies were applied into the preprocessing results. On the other hand, considering distribution characteristics of road, the normalized difference vegetation index (NDVI) and normalized difference water index (NDWI) were used to suppress water and vegetation information of preprocessing results. Then, the above two processing result were combined. Finally, the geometric characteristics were used to completed road information extraction. The road vector extracted was used to limit the target vehicle area. Target vehicle extraction was divided into bright vehicles extraction and dark vehicles extraction. Eventually, the extraction results of the two kinds of vehicles were combined to get the final results. The experiment results demonstrated that the proposed algorithm has a high precision for the vehicle information extraction for different high resolution remote sensing images. Among these results, the average fault detection rate was about 5.36%, the average residual rate was about 13.60% and the average accuracy was approximately 91.26%.

High-Glass-Transition-Temperature Polyimides Developed for Reusable Launch Vehicle Applications

NASA Technical Reports Server (NTRS)

Chuang, Kathy; Ardent, Cory P.

2002-01-01

Polyimide composites have been traditionally used for high-temperature applications in aircraft engines at temperatures up to 550 F (288 C) for thousands of hours. However, as NASA shifts its focus toward the development of advanced reusable launch vehicles, there is an urgent need for lightweight polymer composites that can sustain 600 to 800 F (315 to 427 C) for short excursions (hundreds of hours). To meet critical vehicle weight targets, it is essential that one use lightweight, high-temperature polymer matrix composites in propulsion components such as turbopump housings, ducts, engine supports, and struts. Composite materials in reusable launch vehicle components will heat quickly during launch and reentry. Conventional composites, consisting of layers of fabric or fiber-reinforced lamina, would either blister or encounter catastrophic delamination under high heating rates above 300 C. This blistering and delamination are the result of a sudden volume expansion within the composite due to the release of absorbed moisture and gases generated by the degradation of the polymer matrix. Researchers at the NASA Glenn Research Center and the Boeing Company (Long Beach, CA) recently demonstrated a successful approach for preventing this delamination--the use of three-dimensional stitched composites fabricated by resin infusion.

The F-18 High Alpha Research Vehicle: A High-Angle-of-Attack Testbed Aircraft

NASA Technical Reports Server (NTRS)

Regenie, Victoria; Gatlin, Donald; Kempel, Robert; Matheny, Neil

1992-01-01

The F-18 High Alpha Research Vehicle is the first thrust-vectoring testbed aircraft used to study the aerodynamics and maneuvering available in the poststall flight regime and to provide the data for validating ground prediction techniques. The aircraft includes a flexible research flight control system and full research instrumentation. The capability to control the vehicle at angles of attack up to 70 degrees is also included. This aircraft was modified by adding a pitch and yaw thrust-vectoring system. No significant problems occurred during the envelope expansion phase of the program. This aircraft has demonstrated excellent control in the wing rock region and increased rolling performance at high angles of attack. Initial pilot reports indicate that the increased capability is desirable although some difficulty in judging the size and timing of control inputs was observed. The aircraft, preflight ground testing and envelope expansion flight tests are described.

Analysis of occupational stress in a high fashion clothing factory with upper limb biomechanical overload.

PubMed

Forcella, Laura; Bonfiglioli, Roberta; Cutilli, Piero; Siciliano, Eugenio; Di Donato, Angela; Di Nicola, Marta; Antonucci, Andrea; Di Giampaolo, Luca; Boscolo, Paolo; Violante, Francesco Saverio

2012-07-01

To study job stress and upper limb biomechanical overload due to repetitive and forceful manual activities in a factory producing high fashion clothing. A total of 518 workers (433 women and 85 men) were investigated to determine anxiety, occupational stress (using the Italian version of the Karasek Job Content Questionnaire) and perception of symptoms (using the Italian version of the Somatization scale of Symptom Checklist SCL-90). Biomechanical overload was analyzed using the OCRA Check list. Biomechanical assessment did not reveal high-risk jobs, except for cutting. Although the perception of anxiety and job insecurity was within the normal range, all the workers showed a high level of job strain (correlated with the perception of symptoms) due to very low decision latitude. Occupational stress resulted partially in line with biomechanical risk factors; however, the perception of low decision latitude seems to play a major role in determining job strain. Interactions between physical and psychological factors cannot be demonstrated. Anyway, simultaneous long-term monitoring of occupational stress features and biomechanical overload could guide workplace interventions aimed at reducing the risk of adverse health effects.