Science.gov

Sample records for crash notification systems

  1. Predicting severe head injury after light motor vehicle crashes: implications for automatic crash notification systems.

    PubMed

    Talmor, Daniel; Thompson, Kimberly M; Legedza, Anna T R; Nirula, Ram

    2006-07-01

    Motor vehicle crashes (MVC) are a leading public health problem. Improving notification times and the ability to predict which crashes will involve severe injuries may improve trauma system utilization. This study was undertaken to develop and validate a model to predict severe head injury following MVC using information readily incorporated into an automatic crash notification system. A cross-sectional study with derivation and validation sets was performed. The cohort was drawn from drivers of vehicles involved in MVC obtained from the National Automotive Sampling System (NASS). Independent multivariable predictors of severe head injury were identified. The model was able to stratify drivers according to their risk of severe head injury indicating its validity. The areas under the receiver-operating characteristic (ROC) curves were 0.7928 in the derivation set and 0.7940 in the validation set. We have developed a prediction model for head injury in MVC. As the development of automatic crash notification systems improves, models such as this one will be necessary to permit triage of what would be an overwhelming increase in crash notifications to pre-hospital responders.

  2. The potential for automatic crash notification systems to reduce road fatalities.

    PubMed

    Lahausse, Julie A; Fildes, Brian N; Page, Yves; Fitzharris, Michael P

    2008-10-01

    This predictive study investigated the effectiveness of Automatic Crash Notification (ACN) systems in reducing road fatalities, due to enabling faster emergency medical services (EMS) notification times, and therefore, the earlier provision of treatment. The cost-effectiveness associated with fleet installation of ACN systems in Australia was also evaluated. A range of data sources were used to identify the range of road fatalities that ACN systems could potentially mitigate, with urban and rural crashes analyzed separately, due to the average EMS notification time being slower for rural areas. It was established that ACN would provide an average crash-to-EMS notification time of one minute, which represented a three minute reduction in the total crash-to-hospital time for urban areas, with the corresponding reduction for rural areas being six minutes. Calculations revealed that these reductions would save an estimated 104 fatalities on Australian roads per annum (41 urban and 63 rural), assuming all vehicles were fitted with ACN. This corresponds to almost 11% of all passenger vehicle occupant fatalities. Despite the potential for ACN to significantly influence the Australian road toll, the benefit-cost-ratio analysis indicated that without government support, the systems are unlikely to be a cost-effective option for mandatory installation in all registered passenger vehicles. It was also recommended, however, that the benefits of ACN systems should be further investigated, in order to better establish their potential to increase road safety.

  3. ADVANCED AUTOMATIC CRASH NOTIFICATION: The Future of Motor Vehicle Crash Response.

    PubMed

    Smith, Susanna J

    2016-06-01

    New research is showing that advanced automatic crash notification systems can be used to accurately predict the injury severity of vehicle occupants in motor vehicle crashes. These early notifications can help EMS crews know likely injury severity and the number of injured occupants before they get on scene and direct a more informed EMS response.

  4. An estimate of the effectiveness of an in-vehicle automatic collision notification system in reducing road crash fatalities in South Australia.

    PubMed

    Ponte, G; Ryan, G A; Anderson, R W G

    2016-01-01

    The aim of this study was to estimate the potential effectiveness of an in-vehicle automatic collision notification (ACN) system in reducing all road crash fatalities in South Australia (SA). For the years 2008 to 2009, traffic accident reporting system (TARS) data, emergency medical services (EMS) road crash dispatch data, and coroner's reports were matched and examined. This was done to initially determine the extent to which there were differences between the reported time of a fatal road crash in the mass crash data and the time EMS were notified and dispatched. In the subset of fatal crashes where there was a delay, injuries detailed by a forensic pathologist in individual coroner's reports were examined to determine the likelihood of survival had there not been a delay in emergency medical assistance. In 25% (N = 53) of fatalities in SA in the period 2008 to 2009, there was a delay in the notification of the crash event, and hence dispatch of EMS, that exceeded 10 min. In the 2-year crash period, 5 people were likely to have survived through more prompt crash notification enabling quicker emergency medical assistance. Additionally, 3 people potentially would have survived if surgical intervention (or emergency medical assistance to sustain life until surgery) occurred more promptly. The minimum effectiveness rate of an ACN system in SA with full deployment is likely to be in the range of 2.4 to 3.8% of all road crash fatalities involving all vehicle types and all vulnerable road users (pedestrians, cyclists, and motorcyclists) from 2008 to 2009. Considering only passenger vehicle occupants, the benefit is likely to be 2.6 to 4.6%. These fatality reductions could only have been achieved through earlier notification of each crash and their location to enable a quicker medical response. This might be achievable through a fully deployed in-vehicle ACN system.

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

    PubMed

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

    2014-01-01

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

  6. Evaluating the Potential Benefits of Advanced Automatic Crash Notification.

    PubMed

    Plevin, Rebecca E; Kaufman, Robert; Fraade-Blanar, Laura; Bulger, Eileen M

    2017-04-01

    Advanced Automatic Collision Notification (AACN) services in passenger vehicles capture crash data during collisions that could be transferred to Emergency Medical Services (EMS) providers. This study explored how EMS response times and other crash factors impacted the odds of fatality. The goal was to determine if information transmitted by AACN could help decrease mortality by allowing EMS providers to be better prepared upon arrival at the scene of a collision. The Crash Injury Research and Engineering Network (CIREN) database of the US Department of Transportation/National Highway Traffic Safety Administration (USDOT/NHTSA; Washington DC, USA) was searched for all fatal crashes between 1996 and 2012. The CIREN database also was searched for illustrative cases. The NHTSA's Fatal Analysis Reporting System (FARS) and National Automotive Sampling System Crashworthiness Data System (NASS CDS) databases were queried for all fatal crashes between 2000 and 2011 that involved a passenger vehicle. Detailed EMS time data were divided into prehospital time segments and analyzed descriptively as well as via multiple logistic regression models. The CIREN data showed that longer times from the collision to notification of EMS providers were associated with more frequent invasive interventions within the first three hours of hospital admission and more transfers from a regional hospital to a trauma center. The NASS CDS and FARS data showed that rural collisions with crash-notification times >30 minutes were more likely to be fatal than collisions with similar crash-notification times occurring in urban environments. The majority of a patient's prehospital time occurred between the arrival of EMS providers on-scene and arrival at a hospital. The need for extrication increased the on-scene time segment as well as total prehospital time. An AACN may help decrease mortality following a motor vehicle collision (MVC) by alerting EMS providers earlier and helping them discern when

  7. 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.

  8. [Enhanced automatic collision notification system. First field experience].

    PubMed

    Pieske, O; Rauscher, S; Baur, P; Augenstein, J; Bahouth, G; Höcherl, E; Haasper, C; Lob, G

    2010-05-01

    Motor vehicle accidents are the leading cause of severe injuries. Outcome of these victims is substantially influenced by rescue time and primary trauma centre care. Nowadays, automatic crash notification systems (ACN) are available offering the major possibility of immediate initiation of the rescue chain and thereby shortening rescue time up to 50%. According to the EU commission a nationwide equipping of motor vehicles with automatic crash notification systems could save up to 2,500 lives per year. Therefore, all new vehicles should be equipped with an automatic crash notification system by 2014. BMW is the first manufacturer to install an enhanced automatic crash notification system (eACN), which could optimize the rescue triage by estimating the risk for severe injuries (MAIS3+) based on telemetric transmitted accident data.

  9. Alarm Notification System

    SciTech Connect

    1995-03-12

    AN/EMS, the Alarm Notification Energy Management System, is used to monitor digital sensors in PETC buildings and to notify the safety/security operator by both a video and an audio system when a possibly hazardous condition arises.

  10. Automated Status Notification System

    NASA Technical Reports Server (NTRS)

    2005-01-01

    NASA Lewis Research Center's Automated Status Notification System (ASNS) was born out of need. To prevent "hacker attacks," Lewis' telephone system needed to monitor communications activities 24 hr a day, 7 days a week. With decreasing staff resources, this continuous monitoring had to be automated. By utilizing existing communications hardware, a UNIX workstation, and NAWK (a pattern scanning and processing language), we implemented a continuous monitoring system.

  11. Intelligent geocoding system to locate traffic crashes.

    PubMed

    Qin, Xiao; Parker, Steven; Liu, Yi; Graettinger, Andrew J; Forde, Susie

    2013-01-01

    State agencies continue to face many challenges associated with new federal crash safety and highway performance monitoring requirements that use data from multiple and disparate systems across different platforms and locations. On a national level, the federal government has a long-term vision for State Departments of Transportation (DOTs) to report state route and off-state route crash data in a single network. In general, crashes occurring on state-owned or state maintained highways are a priority at the Federal and State level; therefore, state-route crashes are being geocoded by state DOTs. On the other hand, crashes occurring on off-state highway system do not always get geocoded due to limited resources and techniques. Creating and maintaining a statewide crash geographic information systems (GIS) map with state route and non-state route crashes is a complicated and expensive task. This study introduces an automatic crash mapping process, Crash-Mapping Automation Tool (C-MAT), where an algorithm translates location information from a police report crash record to a geospatial map and creates a pinpoint map for all crashes. The algorithm has approximate 83 percent mapping rate. An important application of this work is the ability to associate the mapped crash records to underlying business data, such as roadway inventory and traffic volumes. The integrated crash map is the foundation for effective and efficient crash analyzes to prevent highway crashes. Published by Elsevier Ltd.

  12. Alert Notification System Router

    NASA Technical Reports Server (NTRS)

    Gurganus, Joseph; Carey, Everett; Antonucci, Robert; Hitchener, Peter

    2009-01-01

    The Alert Notification System Router (ANSR) software provides satellite operators with notifications of key events through pagers, cell phones, and e-mail. Written in Java, this application is specifically designed to meet the mission-critical standards for mission operations while operating on a variety of hardware environments. ANSR is a software component that runs inside the Mission Operations Center (MOC). It connects to the mission's message bus using the GMSEC [Goddard Space Flight Center (GSFC) Mission Services Evolution Center (GMSEC)] standard. Other components, such as automation and monitoring components, can use ANSR to send directives to notify users or groups. The ANSR system, in addition to notifying users, can check for message acknowledgements from a user and escalate the notification to another user if there is no acknowledgement. When a firewall prevents ANSR from accessing the Internet directly, proxies can be run on the other side of the wall. These proxies can be configured to access the Internet, notify users, and poll for their responses. Multiple ANSRs can be run in parallel, providing a seamless failover capability in the event that one ANSR system becomes incapacitated.

  13. System crash as dynamics of complex networks.

    PubMed

    Yu, Yi; Xiao, Gaoxi; Zhou, Jie; Wang, Yubo; Wang, Zhen; Kurths, Jürgen; Schellnhuber, Hans Joachim

    2016-10-18

    Complex systems, from animal herds to human nations, sometimes crash drastically. Although the growth and evolution of systems have been extensively studied, our understanding of how systems crash is still limited. It remains rather puzzling why some systems, appearing to be doomed to fail, manage to survive for a long time whereas some other systems, which seem to be too big or too strong to fail, crash rapidly. In this contribution, we propose a network-based system dynamics model, where individual actions based on the local information accessible in their respective system structures may lead to the "peculiar" dynamics of system crash mentioned above. Extensive simulations are carried out on synthetic and real-life networks, which further reveal the interesting system evolution leading to the final crash. Applications and possible extensions of the proposed model are discussed.

  14. Evaluation of developmental metrics for utilization in a pediatric advanced automatic crash notification algorithm.

    PubMed

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

    2016-01-01

    Appropriate treatment at designated trauma centers (TCs) improves outcomes among injured children after motor vehicle crashes (MVCs). Advanced Automatic Crash Notification (AACN) has shown promise in improving triage to appropriate TCs. Pediatric-specific AACN algorithms have not yet been created. To create such an algorithm, it will be necessary to include some metric of development (age, height, or weight) as a covariate in the injury risk algorithm. This study sought to determine which marker of development should serve as a covariate in such an algorithm and to quantify injury risk at different levels of this metric. A retrospective review of occupants age < 19 years within the MVC data set NASS-CDS 2000-2011 was performed. R(2) values of logistic regression models using age, height, or weight to predict 18 key injury types were compared to determine which metric should be used as a covariate in a pediatric AACN algorithm. Clinical judgment, literature review, and chi-square analysis were used to create groupings of the chosen metric that would discriminate injury patterns. Adjusted odds of particular injury types at the different levels of this metric were calculated from logistic regression while controlling for gender, vehicle velocity change (delta V), belted status (optimal, suboptimal, or unrestrained), and crash mode (rollover, rear, frontal, near-side, or far-side). NASS-CDS analysis produced 11,541 occupants age < 19 years with nonmissing data. Age, height, and weight were correlated with one another and with injury patterns. Age demonstrated the best predictive power in injury patterns and was categorized into bins of 0-4 years, 5-9 years, 10-14 years, and 15-18 years. Age was a significant predictor of all 18 injury types evaluated even when controlling for all other confounders and when controlling for age- and gender-specific body mass index (BMI) classifications. Adjusted odds of key injury types with respect to these age categorizations revealed

  15. 14 CFR 27.952 - Fuel system crash resistance.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Fuel system crash resistance. 27.952... crash resistance. Unless other means acceptable to the Administrator are employed to minimize the hazard...) Separation of fuel and ignition sources. To provide maximum crash resistance, fuel must be located as far...

  16. 14 CFR 29.952 - Fuel system crash resistance.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Fuel system crash resistance. 29.952... crash resistance. Unless other means acceptable to the Administrator are employed to minimize the hazard...) Separation of fuel and ignition sources. To provide maximum crash resistance, fuel must be located as far...

  17. The Hazard Notification System (HANS)

    NASA Astrophysics Data System (ADS)

    Snedigar, S. F.; Venezky, D. Y.

    2009-12-01

    The Volcano Hazards Program (VHP) has developed a Hazard Notification System (HANS) for distributing volcanic activity information collected by scientists to airlines, emergency services, and the general public. In the past year, data from HANS have been used by airlines to make decisions about diverting or canceling flights during the eruption of Mount Redoubt. HANS was developed to provide a single system that each of the five U.S. volcano observatories could use for communicating and storing volcanic information about the 160+ potentially active U.S. volcanoes. The data that cover ten tables and nearly 100 fields are now stored in similar formats, and the information can be released in styles requested by our agency partners, such as the International Civil Aviation Organization (ICAO). Currently, HANS has about 4500 reports stored; on average, two - three reports are added daily. HANS (at its most basic form) consists of a user interface for entering data into one of many release types (Daily Status Reports, Weekly Updates, Volcano Activity Notifications, etc.); a database holding previous releases as well as observatory information such as email address lists and volcano boilerplates; and a transmission system for formatting releases and sending them out by email or other web related system. The user interface to HANS is completely web based, providing access to our observatory scientists from any online PC. The underlying database stores the observatory information and drives the observatory and program websites' dynamic updates and archived information releases. HANS also runs scripts for generating several different feeds including the program home page Volcano Status Map. Each observatory has the capability of running an instance of HANS. There are currently three instances of HANS and each instance is synchronized to all other instances using a master-slave environment. Information can be entered on any node; slave nodes transmit data to the master node

  18. The combined benefits of motorcycle antilock braking systems (ABS) in preventing crashes and reducing crash severity.

    PubMed

    Rizzi, Matteo; Kullgren, Anders; Tingvall, Claes

    2016-01-01

    Several studies have reported the benefits of motorcycle antilock braking systems (ABS) in reducing injury crashes, due to improved stability and braking performance. Both aspects may prevent crashes but may also reduce the crash severity when a collision occurs. However, it is still unknown to what extent the reductions in injury crashes with ABS may be due to a combination of these mechanisms. Swedish hospital and police reports (2003-2012) were used. The risk for permanent medical impairment (RPMI) was calculated, showing the risk of at least 1 or 10% permanent medical impairment. In total, 165 crashes involving ABS-equipped motorcycles were compared with 500 crashes with similar motorcycles without ABS. The analysis was performed in 3 steps. First, the reduction in emergency care visits with ABS was calculated using an induced exposure approach. Secondly, the injury mitigating effects of ABS were investigated. The mean RPMI 1+ and RPMI 10+ were analyzed for different crash types. The distributions of impairing injuries (PMI 1+) and severely impairing injuries (PMI 10+) were also analyzed. In the third step, the total reduction of PMI 1+ and PMI 10+ injured motorcyclists was calculated by combining the reductions found in the previous steps. An additional analysis of combined braking systems (CBS) together with ABS was also performed. The results showed that emergency care visits were reduced by 47% with ABS. In the second step, it was found that the mean RPMI 1+ and RPMI 10+ with ABS were 15 and 37% lower, respectively. Finally, the third step showed that the total reductions in terms of crash avoidance and mitigation of PMI 1+ and PMI 10+ injured motorcyclists with ABS were 67 and 55%, respectively. However, PMI 1+ and PMI 10+ leg injuries were not reduced by ABS to the same extent. Indications were found suggesting that the benefits of ABS together with CBS may be greater than ABS alone. This article indicated that motorcycle ABS reduced impairing injuries

  19. The Evolution of Notification Systems

    ERIC Educational Resources Information Center

    DeVoe, Jeanne Jackson

    2008-01-01

    This article reports that the American public's favorite methods of notification are still phone and e-mail, but advancements in technology over the past several years have changed the way many district leaders contact parents when an emergency arises at school. The latest tech feature popular in the general public--text messages--is taking hold…

  20. The Evolution of Notification Systems

    ERIC Educational Resources Information Center

    DeVoe, Jeanne Jackson

    2008-01-01

    This article reports that the American public's favorite methods of notification are still phone and e-mail, but advancements in technology over the past several years have changed the way many district leaders contact parents when an emergency arises at school. The latest tech feature popular in the general public--text messages--is taking hold…

  1. Deployable System for Crash-Load Attenuation

    NASA Technical Reports Server (NTRS)

    Kellas, Sotiris; Jackson, Karen E.

    2007-01-01

    An externally deployable honeycomb structure is investigated with respect to crash energy management for light aircraft. The new concept utilizes an expandable honeycomb-like structure to absorb impact energy by crushing. Distinguished by flexible hinges between cell wall junctions that enable effortless deployment, the new energy absorber offers most of the desirable features of an external airbag system without the limitations of poor shear stability, system complexity, and timing sensitivity. Like conventional honeycomb, once expanded, the energy absorber is transformed into a crush efficient and stable cellular structure. Other advantages, afforded by the flexible hinge feature, include a variety of deployment options such as linear, radial, and/or hybrid deployment methods. Radial deployment is utilized when omnidirectional cushioning is required. Linear deployment offers better efficiency, which is preferred when the impact orientation is known in advance. Several energy absorbers utilizing different deployment modes could also be combined to optimize overall performance and/or improve system reliability as outlined in the paper. Results from a series of component and full scale demonstration tests are presented as well as typical deployment techniques and mechanisms. LS-DYNA analytical simulations of selected tests are also presented.

  2. An investigation of crash avoidance in a complex system

    NASA Astrophysics Data System (ADS)

    Hart, Michael L.; Lamper, David; Johnson, Neil F.

    2002-12-01

    Complex systems can exhibit unexpected large changes, e.g. a crash in a financial market. We examine the large endogenous changes arising within a non-trivial generalization of the minority game: the grand canonical minority game. Using a Markov-Chain description, we study the many possible paths the system may take. This ‘many-worlds’ view not only allows us to predict the start and end of a crash in this system, but also to investigate how such a crash may be avoided. We find that the system can be ‘immunized’ against large changes: by inducing small changes today, much larger changes in the future can be prevented.

  3. 10 CFR 1705.03 - Systems of records notification.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 10 Energy 4 2013-01-01 2013-01-01 false Systems of records notification. 1705.03 Section 1705.03 Energy DEFENSE NUCLEAR FACILITIES SAFETY BOARD PRIVACY ACT § 1705.03 Systems of records notification. (a... writing. Written requests should be directed to: Privacy Act Officer, Defense Nuclear Facilities...

  4. 10 CFR 1705.03 - Systems of records notification.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 10 Energy 4 2012-01-01 2012-01-01 false Systems of records notification. 1705.03 Section 1705.03 Energy DEFENSE NUCLEAR FACILITIES SAFETY BOARD PRIVACY ACT § 1705.03 Systems of records notification. (a... writing. Written requests should be directed to: Privacy Act Officer, Defense Nuclear Facilities...

  5. 10 CFR 1705.03 - Systems of records notification.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 10 Energy 4 2011-01-01 2011-01-01 false Systems of records notification. 1705.03 Section 1705.03 Energy DEFENSE NUCLEAR FACILITIES SAFETY BOARD PRIVACY ACT § 1705.03 Systems of records notification. (a... writing. Written requests should be directed to: Privacy Act Officer, Defense Nuclear Facilities...

  6. 10 CFR 1705.03 - Systems of records notification.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 10 Energy 4 2010-01-01 2010-01-01 false Systems of records notification. 1705.03 Section 1705.03 Energy DEFENSE NUCLEAR FACILITIES SAFETY BOARD PRIVACY ACT § 1705.03 Systems of records notification. (a... writing. Written requests should be directed to: Privacy Act Officer, Defense Nuclear Facilities...

  7. 10 CFR 1705.03 - Systems of records notification.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 10 Energy 4 2014-01-01 2014-01-01 false Systems of records notification. 1705.03 Section 1705.03 Energy DEFENSE NUCLEAR FACILITIES SAFETY BOARD PRIVACY ACT § 1705.03 Systems of records notification. (a... writing. Written requests should be directed to: Privacy Act Officer, Defense Nuclear Facilities Safety...

  8. Yielding Torque-Tube System Reduces Crash Injuries

    NASA Technical Reports Server (NTRS)

    Mcsmith, D. G.

    1982-01-01

    Yielding torque-tube system minimizes injuries by limiting load transferred to occupant in crash. When properly integrated into seat structure, torque tube yields in plastic deformation stage of material and maintains a relatively constant resistance to applied torque for many degrees of rotation. Yielding torque-tube system is expected to find application in aircraft and automobile industries.

  9. Digital video data archive for crash test systems

    NASA Astrophysics Data System (ADS)

    Hock, Christian

    1997-04-01

    Kayser-Threde has been invested many years in developing technology used in crash testing, data acquisition and test data archiving. Since 1976 the department Measurement Systems has ben supplying European car manufacturers and test houses with ruggedized on-board data acquisition units for use in safety tests according to SAE J 211. The integration of on-board high-speed digital cameras has completed the data acquisition unit. Stationary high-speed cameras for external observation are also included in the controlling and acquisition system of the crash test site. The occupation of Kayser-Threde's department High Speed Data Systems is the design and integration of computerized data flow systems under real-time conditions. The special circumstances of crash test applications are taken into account for data acquisition, mass storage and data distribution. The two fundamental components of the video data archiving systems are, firstly, the recording of digital high-speed images as well as digital test data and secondly, an organized filing in mass archiving systems with the capability of near on-line access. In combination with sophisticated and reliable hardware components Kayser-Threde is able to deliver high performance digital data archives with storage capacities of up to 2600 TeraBytes.

  10. 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%.

  11. Characteristics of Crashes that Increase the Risk of Serious Injuries

    PubMed Central

    Augenstein, Jeffrey; Perdeck, Elana; Stratton, James; Digges, Kennerly; Bahouth, George

    2003-01-01

    The advent of Automatic Crash Notification Systems (ACN) offers the possibility of immediately locating crashes and of determining the crash characteristics by analyzing the data transmitted from the vehicle. A challenge to EMS decision makers is to identify those crashes with serious injuries and deploy the appropriate rescue and treatment capabilities. The objective of this paper is to determine the crash characteristics that increase the risk of serious injury. Within this paper, regression models are presented which relate occupant, vehicle and impact characteristics to the probability of serious injury using the Maximum Abbreviated Injury Scale Level (MAIS). The accuracy of proposed models were evaluated using National Automotive Sampling System/Crashworthiness Data System (NASS/CDS) and Crash Injury Research and Engineering Network (CIREN) case data. Cumulatively, the positive prediction rate of models identifying the likelihood of MAIS3 and higher injuries was 74.2%. Crash mode has a significant influence of injury risk. For crashes with 30 mph deltaV, the risk of MAIS3+ injury for each mode is 38.9%, 83.8%, 47.8% and 19.9% for frontal, near side, far side and rear impact crashes, respectively. In addition to deltaV, a number of crash variables were identified that assist in the accurate prediction of the probability of MAIS 3+ injury. These variables include occupant age, partial ejection, safety belt usage, intrusion near the occupant, and crashes with a narrow object. For frontal crashes, added crash variables include air bag deployment, steering wheel deformation, and multiple impact crashes. The quantitative relationship between each of these crash variables and injury risk has been determined and validated by regression analysis based on NASS/CDS and CIREN data. PMID:12941251

  12. A Study of Transport Airplane Crash-Resistant Fuel Systems

    NASA Technical Reports Server (NTRS)

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

    2002-01-01

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

  13. Real-Time Multimission Event Notification System for Mars Relay

    NASA Technical Reports Server (NTRS)

    Wallick, Michael N.; Allard, Daniel A.; Gladden, Roy E.; Wang, Paul; Hy, Franklin H.

    2013-01-01

    As the Mars Relay Network is in constant flux (missions and teams going through their daily workflow), it is imperative that users are aware of such state changes. For example, a change by an orbiter team can affect operations on a lander team. This software provides an ambient view of the real-time status of the Mars network. The Mars Relay Operations Service (MaROS) comprises a number of tools to coordinate, plan, and visualize various aspects of the Mars Relay Network. As part of MaROS, a feature set was developed that operates on several levels of the software architecture. These levels include a Web-based user interface, a back-end "ReSTlet" built in Java, and databases that store the data as it is received from the network. The result is a real-time event notification and management system, so mission teams can track and act upon events on a moment-by-moment basis. This software retrieves events from MaROS and displays them to the end user. Updates happen in real time, i.e., messages are pushed to the user while logged into the system, and queued when the user is not online for later viewing. The software does not do away with the email notifications, but augments them with in-line notifications. Further, this software expands the events that can generate a notification, and allows user-generated notifications. Existing software sends a smaller subset of mission-generated notifications via email. A common complaint of users was that the system-generated e-mails often "get lost" with other e-mail that comes in. This software allows for an expanded set (including user-generated) of notifications displayed in-line of the program. By separating notifications, this can improve a user's workflow.

  14. Effectiveness of automatic shoulder belt systems in motor vehicle crashes.

    PubMed

    Rivara, F P; Koepsell, T D; Grossman, D C; Mock, C

    2000-06-07

    Approximately 10 million cars with automatic shoulder belt systems are currently in use in the United States. However, reports on the effectiveness of such restraints have yielded conflicting results. To determine the effectiveness of automatic shoulder belt systems in reducing the risk of injury and death among front-seat passenger vehicle occupants. Analysis of data collected from the 1993-1996 National Highway Traffic Safety Administration Crashworthiness Data System on front-seat occupants involved in 25,811 tow-away crashes of passenger cars, light trucks, vans, and sport utility vehicles. Death and serious injury to specific body areas by use of manual lap and shoulder belts, automatic shoulder belts with manual lap belts, or automatic shoulder belts without lap belts, compared with no restraint use. Use of automatic shoulder belts without lap belts was associated with a decrease in the risk of death vs no restraint use but was not statistically significant for all crashes (odds ratio [OR], 0.66; 95% confidence interval [CI], 0.42-1.06) or for frontal crashes (OR, 0.71; 95% CI, 0.38-1.35) after adjustment for occupant age, sex, vehicle year, air-bag deployment, estimated change in vehicle speed during the crash, and principal direction of force. This association was significantly weaker than the 86% lower risk observed for use of automatic shoulder belts with lap belts (OR, 0.14; 95% CI, 0.07-0.26 vs no restraint; P<.05). Use of automatic shoulder belts without lap belts was associated with an increased risk of serious chest (OR, 2.66; 95% CI, 1.11-6.35) and abdominal (OR, 2.06; 95% CI, 1.004-4.22) injuries for all crashes. These data indicate that improperly used automatic restraint systems may be less effective than properly used systems and are associated with an increased risk of serious chest and abdominal injuries. Given the continued widespread use of these automatic systems, educational programs may be warranted. JAMA. 2000;283:2826-2828

  15. Enhanced, Partially Redundant Emergency Notification System

    NASA Technical Reports Server (NTRS)

    Pounds, Clark D.

    2005-01-01

    The Johnson Space Center Emergency Notification System (JENS) software utilizes pre-existing computation and communication infrastructure to augment a prior variable-tone, siren-based, outdoor alarm system, in order to enhance the ability to give notice of emergencies to employees working in multiple buildings. The JENS software includes a component that implements an administrative Web site. Administrators can grant and deny access to the administrative site and to an originator Web site that enables authorized individuals to quickly compose and issue alarms. The originator site also facilitates maintenance and review of alarms already issued. A custom client/server application program enables an originator to notify every user who is logged in on a Microsoft Windows-based desktop computer by means of a pop-up message that interrupts, but does not disrupt, the user s work. Alternatively or in addition, the originator can send an alarm message to recipients on an e-mail distribution list and/or can post the notice on an internal Web site. An alarm message can consist of (1) text describing the emergency and suggesting a course of action and (2) a replica of the corresponding audible outdoor alarm.

  16. Crash Survivable Flight Data Recording System Study.

    DTIC Science & Technology

    1981-06-30

    on the design of adding parameters associated with structural integrity, turbine engine health , and flight control Ij monitoring. 81-17693 AIRES.ARCH...recording, each wi iii different objective. There are programs concerned with engine health and performance, with the objective to improve system support...it is recommended that any CITSE requirement would be met with a separate system. Many other engine health monitoring systems with various degrees of

  17. Retinal health information and notification system (RHINO)

    NASA Astrophysics Data System (ADS)

    Dashtbozorg, Behdad; Zhang, Jiong; Abbasi-Sureshjani, Samaneh; Huang, Fan; ter Haar Romeny, Bart M.

    2017-03-01

    The retinal vasculature is the only part of the blood circulation system that can be observed non-invasively using fundus cameras. Changes in the dynamic properties of retinal blood vessels are associated with many systemic and vascular diseases, such as hypertension, coronary heart disease and diabetes. The assessment of the characteristics of the retinal vascular network provides important information for an early diagnosis and prognosis of many systemic and vascular diseases. The manual analysis of the retinal vessels and measurement of quantitative biomarkers in large-scale screening programs is a tedious task, time-consuming and costly. This paper describes a reliable, automated, and efficient retinal health information and notification system (acronym RHINO) which can extract a wealth of geometric biomarkers in large volumes of fundus images. The fully automated software presented in this paper includes vessel enhancement and segmentation, artery/vein classification, optic disc, fovea, and vessel junction detection, and bifurcation/crossing discrimination. Pipelining these tools allows the assessment of several quantitative vascular biomarkers: width, curvature, bifurcation geometry features and fractal dimension. The brain-inspired algorithms outperform most of the state-of-the-art techniques. Moreover, several annotation tools are implemented in RHINO for the manual labeling of arteries and veins, marking optic disc and fovea, and delineating vessel centerlines. The validation phase is ongoing and the software is currently being used for the analysis of retinal images from the Maastricht study (the Netherlands) which includes over 10,000 subjects (healthy and diabetic) with a broad spectrum of clinical measurements

  18. 76 FR 76333 - Notification for Airborne Wind Energy Systems (AWES)

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-12-07

    ... Federal Aviation Administration 14 CFR Part 77 Notification for Airborne Wind Energy Systems (AWES) AGENCY...,'' to airborne wind energy systems (AWES). In addition, this notice requests information from airborne wind energy system developers and the public related to these systems so that the FAA...

  19. Surveillance of road crash injuries in Cambodia: an evaluation of the Cambodia Road Crash and Victim Information System (RCVIS).

    PubMed

    Parker, Erin M; Ear, Chariya; Roehler, Douglas R; Sann, Socheata; Sem, Panhavuth; Ballesteros, Michael F

    2014-01-01

    Worldwide, 1.24 million deaths and 20-50 million road crash injuries occur annually, with a disproportionate burden on low- and middle-income countries. Facing continued growth in motorized vehicles, Cambodia has begun to address road safety, including the creation of a nationwide road crash surveillance system, the Road Crash and Victim Information System (RCVIS). This study evaluates the RCVIS to understand whether road crash injuries are being monitored efficiently and effectively and to identify areas for improvement. We used the Centers for Disease Control and Prevention's "Guidelines for Evaluating Public Health Surveillance Systems" (CDC 2001) as an evaluation framework. To assess system attributes, we conducted in-person interviews with Cambodian road safety stakeholders, including representatives from the Ministries of Health and Interior, and reviewed RCVIS annual reports and system operation documents. Characteristics assessed include usefulness, flexibility, acceptability, sensitivity, representativeness, data quality, and timeliness. The Cambodian government uses RCVIS data extensively for road safety planning purposes. RCVIS participation varies by type of data source, with 100 percent of police districts and 65 percent of hospitals reporting in 2010. Representativeness over time is a limitation-between 2007 and 2008, the number of reporting hospitals decreased from 65 to 42. From 2007 to 2010, the number of nonfatal injuries reported to RCVIS decreased by 35 percent, despite rapid growth in vehicle registrations. The system is timely, with annual reports disseminated within 10 months to more than 250 stakeholders. The RCVIS provides a strong foundation for the surveillance of road crash injuries and fatalities in Cambodia. Differences in participation by data source and reduced hospital participation over time affect data representativeness and may indicate issues with acceptability. Recommendations include working with hospitals to standardize

  20. Surveillance of Road Crash Injuries in Cambodia: An Evaluation of the Cambodia Road Crash and Victim Information System (RCVIS)

    PubMed Central

    PARKER, ERIN M.; EAR, CHARIYA; ROEHLER, DOUGLAS R.; SANN, SOCHEATA; SEM, PANHAVUTH; BALLESTEROS, MICHAEL F.

    2016-01-01

    Objective Worldwide, 1.24 million deaths and 20–50 million road crash injuries occur annually, with a disproportionate burden on low- and middle-income countries. Facing continued growth in motorized vehicles, Cambodia has begun to address road safety, including the creation of a nationwide road crash surveillance system, the Road Crash and Victim Information System (RCVIS). This study evaluates the RCVIS to understand whether road crash injuries are being monitored efficiently and effectively and to identify areas for improvement. Methods We used the Centers for Disease Control and Prevention’s “Guidelines for Evaluating Public Health Surveillance Systems” (CDC 2001) as an evaluation framework. To assess system attributes, we conducted in-person interviews with Cambodian road safety stakeholders, including representatives from the Ministries of Health and Interior, and reviewed RCVIS annual reports and system operation documents. Characteristics assessed include usefulness, flexibility, acceptability, sensitivity, representativeness, data quality, and timeliness. Results The Cambodian government uses RCVIS data extensively for road safety planning purposes. RCVIS participation varies by type of data source, with 100 percent of police districts and 65 percent of hospitals reporting in 2010. Representativeness over time is a limitation—between 2007 and 2008, the number of reporting hospitals decreased from 65 to 42. From 2007 to 2010, the number of nonfatal injuries reported to RCVIS decreased by 35 percent, despite rapid growth in vehicle registrations. The system is timely, with annual reports disseminated within 10 months to more than 250 stakeholders. Conclusion The RCVIS provides a strong foundation for the surveillance of road crash injuries and fatalities in Cambodia. Differences in participation by data source and reduced hospital participation over time affect data representativeness and may indicate issues with acceptability. Recommendations

  1. Statewide tracking of crash victims' medical system utilization and outcomes.

    PubMed

    Mango, Nicholas; Garthe, Elizabeth

    2007-02-01

    For the study year, the state of Massachusetts had the lowest fatal motor vehicle crash rate in the nation. The state was interested in exploring new approaches to save additional lives. The study goal was to determine the potential for Massachusetts's medical system to reduce fatalities through alternative utilization of existing transport methods, treatment hospital types, and victim pathways. This was a 1-year retrospective statewide population-based study of all persons involved in a trafficway motor vehicle crash in which at least one person died within 30 days. Database linkage was used to track the pathway and outcome of every involved victim from the crash scene, including air medical and ground ambulance utilization, community or trauma center treatment, and interhospital transfers; air and trauma center (TC) scene triage levels were computed retrospectively. All crash and hospital locations were geomapped and confounding factors were included. Air and ground scene transports to TCs were underutilized by 7:1 and 4.5:1, respectively. No request was the major reason for air underutilization. Underutilization was associated with reduced lived-to-died ratio (L/D) by pathway of up to 10:1. Statewide, air transport to Level I trauma centers had both the highest (1.0, scene) and lowest L/Ds (0.6, interfacility). A 4.5:1 difference in L/D was associated with fulfilled versus unfulfilled air requests. By emergency medical service region, L/D varied by nearly 3:1 and utilization of scene air and TC transports by 5:1 and 4:1. Victim helicopter emergency medical services transport to a TC with an Injury Severity Score > or =19 was identified as critical and was associated with L/D differences of 3.7:1. The paradox of lower L/D for scene air transports to TCs occurring simultaneously with higher overall system L/D was observed and explained. System-based L/D differences of 1.8:1 were observed associated with increases in appropriate triage. Results that explain the

  2. The effectiveness of antilock brake systems on motorcycles in reducing real-life crashes and injuries.

    PubMed

    Rizzi, Matteo; Strandroth, Johan; Tingvall, Claes

    2009-10-01

    This study set out to evaluate the effectiveness of antilock brake system (ABS) technology on motorcycles in reducing real-life injury crashes and to mitigate injury severity. The study comprised an analysis of in-depth fatal crash data in Sweden during 2005-2008 to investigate the potential of ABS as well an estimate of the effectiveness of ABS in crash reduction in Sweden between 2003 and 2008 using induced exposure methods. Findings show that head-on collisions were the least ABS-affected crash types and collisions at intersections the most influenced. Induced exposure analysis showed that the overall effectiveness of ABS was 38 percent on all crashes with injuries and 48 percent on all severe and fatal crashes, with a minimum effectiveness of 11 and 17 percent, respectively. The study recommends the fitment of ABS on all new motorcycles as soon as possible and that customers only purchase motorcycles with ABS.

  3. The effects of roadway characteristics on farm equipment crashes: a geographic information systems approach.

    PubMed

    Greenan, Mitchell; Toussaint, Maisha; Peek-Asa, Corinne; Rohlman, Diane; Ramirez, Marizen R

    2016-12-01

    Tractors and other slow-moving self-propelled farm equipment are often used on public roadway to transfer goods from the farm to a market or distributer. Increased roadway exposure has led to a growing concern on the occurrence of farm equipment crashes. This study aims to compare characteristics of road segments with farm equipment crashes to road segments without farm equipment crashes in the state of Iowa. Data were obtained from the Iowa Department of Transportation from 2005 to 2011 on all crashes involving farm equipment, and features of all Iowa roadways. Geographic Information Systems (GIS) was used to identify geospatial features, such as road type, speed limit, traffic volume surface type, road and shoulder width of where a crash occurred. Logistic regression models were used to measure the associations between road characteristics and the occurrence of farm equipment crashes. Crude and adjusted odds ratios and 95% confidence intervals were reported. A total of 1371 farm equipment crashes were reported in Iowa over the 6-year period and geocoded onto a street location. As traffic volume increased, the odds of a crash occurring also increased. Roadways with posted speed limits between 50 and 60 mph were associated with a higher odds of having crashes on them compared to roadways with speeds less than 35 mph (OR = 8.05, 95% CI: 6.59-9.84). Iowa routes (OR = 5.98, 95% CI: 4.97-7.20) had the highest odds of having crashes compared to local routes. Increased road width (OR = 0.90, 95% CI: 0.86-0.94) was associated with a 10% decrease in the odds of a crash. Higher traffic volume, higher posted speed limits, road type, and smaller road widths were associated with the occurrence of farm equipment crashes. Findings from this study can be used to guide policy to improve roadway design and conditions for all road users.

  4. Beach Advisory and Closing Online Notification (BEACON) system

    EPA Pesticide Factsheets

    Beach Advisory and Closing Online Notification system (BEACON) is a colletion of state and local data reported to EPA about beach closings and advisories. BEACON is the public-facing query of the Program tracking, Beach Advisories, Water quality standards, and Nutrients database (PRAWN) which tracks beach closing and advisory information.

  5. An anticipative escape system for vehicles in water crashes

    NASA Astrophysics Data System (ADS)

    Shen, Chuanliang; Wang, Jiawei; Yin, Qi; Zhu, Yantao; Yang, Jiawei; Liao, Mengdi; Yang, Liming

    2017-07-01

    In this article, it designs an escape system for vehicles in water crashes. The structure mainly contains sensors, control organs and actuating mechanism for both doors and windows. Sensors judge whether the vehicle falls into water or is in the falling process. The actuating mechanism accepts the signal delivered by the control organs, then open the electronic central lock on doors and meanwhile lower the window. The water escape system is able to anticipate drowning situations for vehicles and controls both doors and windows in such an emergency. Under the premise of doors staying in an undamaged state, it is for sure that people in the vehicle can open the door while drowning in the water and safely escape.

  6. Keeping Victims Informed: Service Providers' and Victims' Experiences Using Automated Notification Systems.

    PubMed

    Irazola, Seri P; Williamson, Erin J; Niedzwiecki, Emily; Debus-Sherrill, Sara; Sun, Jing

    2015-01-01

    Automated victim notification is often touted as an effective and efficient means for providing victims timely and accurate information of their offenders' court events and status changes at reduced burden to the criminal justice system. Today, 47 states, the District of Columbia, and Puerto Rico have some form of automated notification system. Researchers surveyed 1,246 service providers and 723 victims to examine their awareness and use of, satisfaction with, and experiences using automated notification systems. Findings indicate that service providers are aware of and use automated notification; however, less than one-quarter of victim respondents were registered for automated notification services. Service providers and victims who use automated notification services report high overall satisfaction; however, they also report challenges in using these systems. Service providers offer several recommendations for improving automated notification systems.

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

    PubMed Central

    Bahouth, George; Digges, Kennerly; Schulman, Carl

    2012-01-01

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

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

    NASA Technical Reports Server (NTRS)

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

    1986-01-01

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

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

    NASA Technical Reports Server (NTRS)

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

    1986-01-01

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

  10. Privacy Act System of Records - Passport Expiration Notification System (PENS) - EPA-72

    EPA Pesticide Factsheets

    Creation of a new system of records for the Passport Expiration Notification System (PENS). The purpose of the system is to assist in requesting and obtaining country clearances for EPA staff traveling to foreign countries to conduct government business.

  11. Requirements of a system to reduce car-to-vulnerable road user crashes in urban intersections.

    PubMed

    Habibovic, Azra; Davidsson, Johan

    2011-07-01

    Intersection crashes between cars and vulnerable road users (VRUs), such as pedestrians and bicyclists, often result in injuries and fatalities. Advanced driver assistance systems (ADASs) can prevent, or mitigate, these crashes. To derive functional requirements for such systems, an understanding of the underlying contributing factors and the context in which the crashes occur is essential. The aim of this study is to use microscopic and macroscopic crash data to explore the potential of information and warning providing ADASs, and then to derive functional sensor, collision detection, and human-machine interface (HMI) requirements. The microscopic data were obtained from the European project SafetyNet. Causation charts describing contributing factors for 60 car-to-VRU crashes had been compiled and were then also aggregated using the SafetyNet Accident Causation System (SNACS). The macroscopic data were obtained from the Swedish national crash database, STRADA. A total of 9702 crashes were analyzed. The results show that the most frequent contributing factor to the crashes was the drivers' failure to observe VRUs due to reduced visibility, reduced awareness, and/or insufficient comprehension. An ADAS should therefore help drivers to observe the VRUs in time and to enhance their ability to interpret the development of events in the near future. The system should include a combination of imminent and cautionary collision warnings, with additional support in the form of information about intersection geometry and traffic regulations. The warnings should be deployed via an in-vehicle HMI and according to the likelihood of crash risk. The system should be able to operate under a variety of weather and light conditions. It should have the capacity to support drivers when their view is obstructed by physical objects. To address problems that vehicle-based sensors may face in this regard, the use of cooperative systems is recommended.

  12. Partners for child passenger safety: a unique child-specific crash surveillance system.

    PubMed

    Durbin, D R; Bhatia, E; Holmes, J H; Shaw, K N; Werner, J V; Sorenson, W; Winston, F K

    2001-05-01

    Insurance claims data were combined with telephone survey and on-site crash investigation data to create the first large scale, child-focused motor vehicle crash surveillance system in the US. Novel data management and transfer techniques were used to create a nearly real-time data collection system. In the first year of this on-going project, known as Partners for Child Passenger Safety, over 1200 children < or = 15 years of age per week were identified in crashes reported to State Farm Insurance Co. from 15 states and Washington, D.C. Partners for Child Passenger Safety is similar in its design and overall objectives to National Automotive Sampling System (NASS), the only other population-based crash surveillance system currently operating in the US.

  13. Advanced Crash Survivable Flight Data Recorder And Accident Information Retrieval System (AIRS).

    DTIC Science & Technology

    1981-08-01

    AO-A105 510 UNITED TECHNOLOGIES CORP WINDSOR LOCKS CT HAMILTON ST-ETC FIG 1/3 ADVANCED CRASH SURVIVABLE FLIGHT DATA RECORDER AND ACCIDENT II ETC(U...IEEEEEEIIEEEEE llllllumllllll llEllllllEI-I, E///EEEI//l/EE- ~USAAVRADCOM-TR-81-D-2O AD A105 5! ADVANCED CRASH SURVIVABLE FLIGHT DATA RECORDER AND ACCIDENT ...a reasonable design approach to a helicopter Accident Information Retrieval System (AIRS) that records both flight and crash impact data which will

  14. Analysis of design attributes and crashes on the Oregon highway system.

    PubMed

    Strathman, James G; Dueker, Kenneth J; Zhang, Jihong; Williams, Timothy

    2003-01-01

    This paper estimates the relationship between crash activity and roadway design attributes on the Oregon state highway system. Crash models are estimated from roadway segments distinguished by functional classification and location. A number of design attributes were found to be related to crash activity in the various models, including number of lanes, curve characteristics, vertical grade, surface type, median type, turning lanes, shoulder width and lane width. In selected instances, crash reduction factors (CRFs) calculated from model results are compared with those presently used to evaluate projects in the Oregon Department of Transportation's Safety Improvement Program. The number of design attributes specified in the crash models is limited in comparison with the number of CRFs presently used to evaluate safety improvement projects. However, the attributes included in the crash models represent countermeasures associated with the more costly outlays that states make to improve safety. Thus, crash models of this type provide states with an opportunity to validate the CRFs that are most important economically.

  15. A Combined Water-Bromotrifluoromethane Crash-Fire Protection System for a T-56 Turbopropeller Engine

    NASA Technical Reports Server (NTRS)

    Campbell, John A.; Busch, Arthur M.

    1959-01-01

    A crash-fire protection system is described which will suppress the ignition of crash-spilled fuel that may be ingested by a T-56 turbo-propeller engine. This system includes means for rapidly extinguishing the combustor flame, means for cooling and inerting with water the hot engine parts likely to ignite engine ingested fuel, and means for blanketing with bromotrifluoromethane massive metal parts that may reheat after the engine stops rotating. Combustion-chamber flames were rapidly extinguished at the engine fuel nozzles by a fuel shutoff and drain valve. Hot engine parts were inerted and cooled by 42 pounds of water discharged at seven engine stations. Massive metal parts that could reheat were inerted with 10 pounds of bromotrifluoromethane discharged at two engine stations. Performance trials of the crash-fire protection system were conducted by bringing the engine up to takeoff temperature, actuating the crash-fire protection system, and then spraying fuel into the engine to simulate crash-ingested fuel. No fires occurred during these trials, although fuel was sprayed into the engine from 0.3 second to 15 minutes after actuating the crash-fire protection system.

  16. Evaluation of an autonomous braking system in real-world PTW crashes.

    PubMed

    Savino, Giovanni; Pierini, Marco; Rizzi, Matteo; Frampton, Richard

    2013-01-01

    Powered 2-wheelers (PTWs) are becoming increasingly popular in Europe. They have the ability to get around traffic queues, thus lowering fuel consumption and increasing mobility. The risk of rider injury in a traffic crash is however much higher than that associated with car users. The European project, Powered Two Wheeler Integrated Safety (PISa), identified an autonomous braking system (AB) as a priority to reduce the injury consequences of a PTW crash. The aim of this study was to assess the potential effectiveness of the AB system developed in PISa, taking into account the specific system characteristics that emerged during the design, development and testing phases. Fifty-eight PTW cases representing European crash configurations were examined, in which 43 percent of riders sustained a Maximum Abbreviated Injury Scale (MAIS) 2+ injury. Two of the most common crash types were a PTW impacting a stationary object (car following scenario) 16% and an object pulling across the PTW path (crossing scenario) 54%. An expert team analysed the in-depth material of the sample crashes and determined a posteriori to what extent the AB would have affected the crash. For those cases where the AB was evaluated as applicable, a further quantitative evaluation of the benefits was conducted by considering a set of different possible rider reactions in addition to that exhibited in the actual crash. In 67 percent of cases, the application of AB could have mitigated the crash outcome. Analysis of those real crash cases showed the potential for an expert rider to avoid the collision. An early reaction of the rider, associated with a correct application of the brakes would have avoided 18 of the 37 car following/crossing scenarios. Conversely, according to the analysis, an expert rider would not have been able to avoid 19 of the 37 cases. In 14 of those 19 cases, the AB would have contributed to mitigating the crash outcome. This study demonstrated significant potential for

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

    PubMed

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

    2002-03-01

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

  18. 4 CFR 200.12 - Notification of systems of Privacy Act records.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 4 Accounts 1 2014-01-01 2013-01-01 true Notification of systems of Privacy Act records. 200.12 Section 200.12 Accounts RECOVERY ACCOUNTABILITY AND TRANSPARENCY BOARD PRIVACY ACT OF 1974 § 200.12 Notification of systems of Privacy Act records. (a) Public notice. The Board periodically reviews its systems...

  19. 4 CFR 200.12 - Notification of systems of Privacy Act records.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 4 Accounts 1 2010-01-01 2010-01-01 false Notification of systems of Privacy Act records. 200.12 Section 200.12 Accounts RECOVERY ACCOUNTABILITY AND TRANSPARENCY BOARD PRIVACY ACT OF 1974 § 200.12 Notification of systems of Privacy Act records. (a) Public notice. The Board periodically reviews its systems...

  20. GEOGRAPIC INFORMATION SYSTEMS IN DETERMINING ROAD TRAFFIC CRASH ANALYSIS IN IBADAN, NIGERIA.

    PubMed

    Rukewe, A; Taiwo, O J; Fatiregun, A A; Afuwape, O O; Alonge, T O

    2014-01-01

    Road traffic accidents are frequent in this environment, hence the need to determine the place of geographic information systems in the documentation of road traffic accidents. To investigate and document the variations in crash frequencies by types and across different road types in Ibadan, Nigeria. Road traffic accident data between January and June 2011 were obtained from the University College Hospital Emergency Department's trauma registry. All the traffic accidents were categorized into motor vehicular, motorbike and pedestrian crashes. Georeferencing of accident locations mentioned by patients was done using a combination of Google Earth and ArcGIS software. Nearest neighbor statistic, Moran's-I, Getis-Ord statistics, Student T-test, and ANOVA were used in investigating the spatial dynamics in crashes. Out of 600 locations recorded, 492 (82.0%) locations were correctly georeferenced. Crashes were clustered in space with motorbike crashes showing greatest clustering. There was significant difference in crashes between dual and non-dual carriage roads (P = 0.0001), but none between the inner city and the periphery (p = 0.115). However, significant variations also exist among the three categories analyzed (p = 0.004) and across the eleven Local Government Areas (P = 0.017). This study showed that the use of Geographic Information System can help in understanding variations in road traffic accident occurrence, while at the same time identifying locations and neighborhoods with unusually higher accidents frequency.

  1. Causation mechanisms in car-to-vulnerable road user crashes: implications for active safety systems.

    PubMed

    Habibovic, Azra; Davidsson, Johan

    2012-11-01

    Vulnerable road users (VRUs), such as pedestrians and bicyclists, are often involved in crashes with passenger cars. One way to prevent these crashes is to deploy active safety systems that support the car drivers and/or VRUs. However, to develop such systems, a thorough understanding of crash causation mechanisms is required. The aim of this study is to identify crash causation mechanisms from the perspective of the VRUs, and to explore the implications of these mechanisms for the development of active safety systems. Data originate from the European project SafetyNet, where 995 crashes were in-depth investigated using the SafetyNet Accident Causation System (SNACS). To limit the scope, this study analyzed only intersection crashes involving VRUs. A total of 56 VRU crashes were aggregated. Results suggest that, while 30% of the VRUs did not see the conflict car due to visual obstructions in the traffic environment, 70% of the VRUs saw the car before the collision, but still misunderstood the traffic situation and/or made an inadequate plan of action. An important implication that follows from this is that, while detection of cars is clearly an issue that needs to be addressed, it is even more important to help the VRUs to correctly understand traffic situation (e.g., does the driver intend to slow down, and if s/he does, is it to let the VRU cross or for some other reason?). The former issue suggests a role for various cooperative active safety systems, as the obstacles are generally impenetrable with regular sensors. The latter issue is less straightforward. While various systems can be proposed, such as providing gap size estimation and reducing the car speed variability, the functional merits of each such a system need to be further investigated. Copyright © 2012 Elsevier Ltd. All rights reserved.

  2. 10 CFR 1304.112 - Notification of systems of Privacy Act records.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 10 Energy 4 2010-01-01 2010-01-01 false Notification of systems of Privacy Act records. 1304.112 Section 1304.112 Energy NUCLEAR WASTE TECHNICAL REVIEW BOARD PRIVACY ACT OF 1974 § 1304.112 Notification of systems of Privacy Act records. (a) Public notice. On November 22, 1996, the Board published...

  3. 4 CFR 200.12 - Notification of systems of Privacy Act records.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 4 Accounts 1 2012-01-01 2012-01-01 false Notification of systems of Privacy Act records. 200.12 Section 200.12 Accounts RECOVERY ACCOUNTABILITY AND TRANSPARENCY BOARD PRIVACY ACT OF 1974 § 200.12 Notification of systems of Privacy Act records. (a) Public notice. The Board periodically reviews its...

  4. 10 CFR 1304.112 - Notification of systems of Privacy Act records.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 10 Energy 4 2013-01-01 2013-01-01 false Notification of systems of Privacy Act records. 1304.112 Section 1304.112 Energy NUCLEAR WASTE TECHNICAL REVIEW BOARD PRIVACY ACT OF 1974 § 1304.112 Notification of systems of Privacy Act records. (a) Public notice. On November 22, 1996, the Board published...

  5. 10 CFR 1304.112 - Notification of systems of Privacy Act records.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 10 Energy 4 2014-01-01 2014-01-01 false Notification of systems of Privacy Act records. 1304.112 Section 1304.112 Energy NUCLEAR WASTE TECHNICAL REVIEW BOARD PRIVACY ACT OF 1974 § 1304.112 Notification of systems of Privacy Act records. (a) Public notice. On November 22, 1996, the Board published...

  6. 4 CFR 200.12 - Notification of systems of Privacy Act records.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 4 Accounts 1 2013-01-01 2013-01-01 false Notification of systems of Privacy Act records. 200.12 Section 200.12 Accounts RECOVERY ACCOUNTABILITY AND TRANSPARENCY BOARD PRIVACY ACT OF 1974 § 200.12 Notification of systems of Privacy Act records. (a) Public notice. The Board periodically reviews its...

  7. 78 FR 77649 - Notification of Proposed Production Activity, Xylem Water Systems USA LLC, Subzone 37D...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-12-24

    ... Foreign-Trade Zones Board Notification of Proposed Production Activity, Xylem Water Systems USA LLC, Subzone 37D, (Centrifugal, Submersible Pumps and Related Components), Auburn, New York Xylem Water Systems USA LLC (Xylem), operator of Subzone 37D, submitted a notification of proposed production activity to...

  8. 78 FR 53774 - Guide for the Evaluation of Alert and Notification Systems for Nuclear Power Plants, FEMA-REP-10...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-08-30

    ... SECURITY Federal Emergency Management Agency Guide for the Evaluation of Alert and Notification Systems for... Agency (FEMA) requests public comments on the Guide for the Evaluation of Alert and Notification Systems... Management Agency (FEMA) issued FEMA-REP-10, Guide for the Evaluation of Alert and Notification Systems for...

  9. A test-based method for the assessment of pre-crash warning and braking systems.

    PubMed

    Bálint, András; Fagerlind, Helen; Kullgren, Anders

    2013-10-01

    In this paper, a test-based assessment method for pre-crash warning and braking systems is presented where the effectiveness of a system is measured by its ability to reduce the number of injuries of a given type or severity in car-to-car rear-end collisions. Injuries with whiplash symptoms lasting longer than 1 month and MAIS2+ injuries in both vehicles involved in the crash are considered in the assessment. The injury reduction resulting from the impact speed reduction due to a pre-crash system is estimated using a method which has its roots in the dose-response model. Human-machine interaction is also taken into account in the assessment. The results reflect the self-protection as well as the partner-protection performance of a pre-crash system in the striking vehicle in rear-end collisions and enable a comparison between two or more systems. It is also shown how the method may be used to assess the importance of warning as part of a pre-crash system.

  10. Learning Messages Notification System to Mobile Devices

    ERIC Educational Resources Information Center

    Jimenez, M. Lourdes

    2005-01-01

    The work presents a new method to send educational messages in e-learning systems. The communication tools are one of the main characteristics of the virtual formative actions, in addition of the contents and the evaluation. The system must help to motivate the students, mainly those who do not leave the formative action and continue it until the…

  11. Crash risk: How cycling flow can help explain crash data.

    PubMed

    Dozza, Marco

    2016-05-12

    Crash databases are commonly queried to infer crash causation, prioritize countermeasures to prevent crashes, and evaluate safety systems. However, crash databases, which may be compiled from police and hospital records, alone cannot provide estimates of crash risk. Moreover, they fail to capture road user behavior before the crash. In Sweden, as in many other countries, crash databases are particularly sterile when it comes to bicycle crashes. In fact, not only are bicycle crashes underreported in police reports, they are also poorly documented in hospital reports. Nevertheless, these reports are irreplaceable sources of information, clearly highlighting the surprising prevalence of single-bicycle crashes and hinting at some cyclist behaviors, such as alcohol consumption, that may increase crash risk. In this study, we used exposure data from 11 roadside stations measuring cyclist flow in Gothenburg to help explain crash data and estimate risk. For instance, our results show that crash risk is greatest at night on weekends, and that this risk is larger for single-bicycle crashes than for crashes between a cyclist and another motorist. This result suggests that the population of night-cyclists on weekend nights is particularly prone to specific crash types, which may be influenced by specific contributing factors (such as alcohol), and may require specific countermeasures. Most importantly, our results demonstrate that detailed exposure data can help select, filter, aggregate, highlight, and normalize crash data to obtain a sharper view of the cycling safety problem, to achieve a more fine-tuned intervention.

  12. Downtime Event Management Notification System (DEMN)

    PubMed Central

    Jennings, Karen A.

    2001-01-01

    Information Technology Services (ITS) supports 117 applications, the network and servers for the health center. ITS wasn't always aware of the impact when a system was taken down. There was no comprehensive, coordinated effort to communicate events, putting mission critical systems at risk and at times burdening the server team with too many events on the same day. DEMN was built using Cold Fusion® and the Remedy® Action Response system. DEMN is used for planning and approval of downtime events as well as a vehicle to communicate unplanned event to the Help Desk, and subsequently, the end-user.

  13. Homebuilt aircraft crashes.

    PubMed

    Hasselquist, A; Baker, S P

    1999-06-01

    While the number of general aviation crashes has decreased over the 5 yr prior to 1993, the total number of homebuilt aircraft crashes has increased by nearly 25%. Research was undertaken to analyze these crashes and identify causal factors or unique problems associated with homebuilt aircraft. Some 200 National Transportation Safety Board computer records and two-page descriptive briefs were analyzed for homebuilt aircraft crashes during 1993. Using descriptive epidemiology, variables were looked at in detail and comparisons were made with general aviation crashes during the-same year. Despite accounting for only 3% of all hours flown in general aviation certified aircraft for 1993, homebuilt aircraft accounted for 10% of the crashes and experienced a higher fatal crash rate. Crashes due to mechanical failure and crashes on takeoff and climb were more common in homebuilt aircraft as compared with general aviation. Other significant causal factors for homebuilt aircraft crashes included: minimal flight time in type specific aircraft, improper maintenance and improper design or assembly. Greater emphasis needs to be placed on educating homebuilt aircraft owners in the importance of following Federal Aviation Administration guidelines for certification and air worthiness testing. Understanding the aircraft's specifications and design limitations prior to the initial flight and properly maintaining the aircraft should also help to reverse the trend in the number of these crashes and subsequent lives lost. A system for assuring that all home-built aircraft are certified and more accurate reporting of flight hours are needed for accurate tracking of homebuilt aircraft crash rates.

  14. Remote shock sensing and notification system

    DOEpatents

    Muralidharan, Govindarajan [Knoxville, TN; Britton, Charles L [Alcoa, TN; Pearce, James [Lenoir City, TN; Jagadish, Usha [Knoxville, TN; Sikka, Vinod K [Oak Ridge, TN

    2010-11-02

    A low-power shock sensing system includes at least one shock sensor physically coupled to a chemical storage tank to be monitored for impacts, and an RF transmitter which is in a low-power idle state in the absence of a triggering signal. The system includes interface circuitry including or activated by the shock sensor, wherein an output of the interface circuitry is coupled to an input of the RF transmitter. The interface circuitry triggers the RF transmitter with the triggering signal to transmit an alarm message to at least one remote location when the sensor senses a shock greater than a predetermined threshold. In one embodiment the shock sensor is a shock switch which provides an open and a closed state, the open state being a low power idle state.

  15. Remote shock sensing and notification system

    DOEpatents

    Muralidharan, Govindarajan; Britton, Charles L.; Pearce, James; Jagadish, Usha; Sikka, Vinod K.

    2008-11-11

    A low-power shock sensing system includes at least one shock sensor physically coupled to a chemical storage tank to be monitored for impacts, and an RF transmitter which is in a low-power idle state in the absence of a triggering signal. The system includes interference circuitry including or activated by the shock sensor, wherein an output of the interface circuitry is coupled to an input of the RF transmitter. The interface circuitry triggers the RF transmitting with the triggering signal to transmit an alarm message to at least one remote location when the sensor senses a shock greater than a predetermined threshold. In one embodiment the shock sensor is a shock switch which provides an open and a closed state, the open state being a low power idle state.

  16. Global Positioning System Disaster Notification Messaging Service

    DTIC Science & Technology

    2013-09-01

    disaster losses . Priority 2 of this plan is to “Identify, assess and monitor disaster risks and enhance early warning” (Hyogo Framework for Action, 2011...system ( GNSS ), functionally broken into three disparate segments: the space segment consists of a constellation of medium earth orbit satellites and the... correlation of DSSS that the signal itself can be 49 recovered and its data processed. Reports of interference for both civilian and military

  17. The Usefulness and Feasibility of Mobile Interface in Tuberculosis Notification (MITUN) Voice Based System for Notification of Tuberculosis by Private Medical Practitioners – A Pilot Project

    PubMed Central

    Velayutham, Banurekha; Thomas, Beena; Nair, Dina; Thiruvengadam, Kannan; Prashant, Suma; Kittusami, Sathyapriya; Vijayakumar, Harivanzan; Chidambaram, Meenachi; Shivakumar, Shri Vijay Bala Yogendra; Jayabal, Lavanya; Jhunjhunwala, Ashok; Swaminathan, Soumya

    2015-01-01

    Introduction Tuberculosis (TB) is a notifiable disease and health care providers are required to notify every TB case to local authorities. We conducted a pilot study to determine the usefulness and feasibility of mobile interface in TB notification (MITUN) voice based system for notification of TB cases by private medical practitioners. Methodology The study was conducted during September 2013 to October 2014 in three zones of Chennai, an urban setting in South India. Private clinics wherein services are provided by single private medical practitioners were approached. The steps involved in MITUN included: Registration of the practitioners and notification of TB cases by them through voice interactions. Pre and post-intervention questionnaires were administered to collect information on TB notification practices and feasibility of MITUN after an implementation period of 6 months. Results A total of 266 private medical practitioners were approached for the study. Of them, 184 (69%) participated in the study; of whom 11 (6%) practitioners used MITUN for TB notification. Reasons for not using MITUN include lack of time, referral of patients to government facility, issues related to patient confidentiality and technical problems. Suggestions for making mobile phone based TB notification process user-friendly included reducing call duration, including only crucial questions and using missed call or SMS options. Conclusion The performance (feasibility and usefulness) of MITUN voice based system for TB notification in the present format was sub-optimal. Perceived problems, logistical and practical issues preclude scale–up of notification of TB by private practitioners. PMID:26376197

  18. Evaluating the Emergency Notification Systems of the NASA White Sands Test

    NASA Technical Reports Server (NTRS)

    Chavez, Alfred Paul

    2004-01-01

    The problem was that the NASA Fire and Emergency Services did not know if the current emergency notification systems on the NASA White Sands Test Facility were appropriate for alerting the employees of an emergency. The purpose of this Applied Research Project was to determine if the current emergency notification systems of the White Sands Test Facility are appropriate for alerting the employees of an emergency. This was a descriptive research project. The research questions were: 1) What are similar facilities using to alert the employees of an emergency?; 2) Are the current emergency notification systems suitable for the community hazards on the NASA White Sands Test Facility?; 3) What is the NASA Fire and Emergency Services currently using to measure the effectiveness of the emergency notification systems?; and 4) What are the current training methods used to train personnel to the emergency notification systems at the NASA White Sands Test Facility? The procedures involved were to research other established facilities, research published material from credible sources, survey the facility to determine the facility perception of the emergency notification systems, and evaluate the operating elements of the established emergency notification systems for the facility. The results were that the current systems are suitable for the type of hazards the facility may endure. The emergency notification systems are tested frequently to ensure effectiveness in the event of an emergency. Personnel are trained and participate in a yearly drill to make certain personnel are educated on the established systems. The recommendations based on the results were to operationally improve the existing systems by developing and implementing one system that can overall notify the facility of a hazard. Existing procedures and training should also be improved to ensure that all personnel are educated on what to do when the emergency notification systems are activated.

  19. Evaluating the Emergency Notification Systems of the NASA White Sands Test

    NASA Technical Reports Server (NTRS)

    Chavez, Alfred Paul

    2004-01-01

    The problem was that the NASA Fire and Emergency Services did not know if the current emergency notification systems on the NASA White Sands Test Facility were appropriate for alerting the employees of an emergency. The purpose of this Applied Research Project was to determine if the current emergency notification systems of the White Sands Test Facility are appropriate for alerting the employees of an emergency. This was a descriptive research project. The research questions were: 1) What are similar facilities using to alert the employees of an emergency?; 2) Are the current emergency notification systems suitable for the community hazards on the NASA White Sands Test Facility?; 3) What is the NASA Fire and Emergency Services currently using to measure the effectiveness of the emergency notification systems?; and 4) What are the current training methods used to train personnel to the emergency notification systems at the NASA White Sands Test Facility? The procedures involved were to research other established facilities, research published material from credible sources, survey the facility to determine the facility perception of the emergency notification systems, and evaluate the operating elements of the established emergency notification systems for the facility. The results were that the current systems are suitable for the type of hazards the facility may endure. The emergency notification systems are tested frequently to ensure effectiveness in the event of an emergency. Personnel are trained and participate in a yearly drill to make certain personnel are educated on the established systems. The recommendations based on the results were to operationally improve the existing systems by developing and implementing one system that can overall notify the facility of a hazard. Existing procedures and training should also be improved to ensure that all personnel are educated on what to do when the emergency notification systems are activated.

  20. Effectiveness of motorcycle antilock braking systems (ABS) in reducing crashes, the first cross-national study.

    PubMed

    Rizzi, Matteo; Strandroth, Johan; Kullgren, Anders; Tingvall, Claes; Fildes, Brian

    2015-01-01

    This study set out to evaluate the effectiveness of motorcycle antilock braking systems (ABS) in reducing real-life crashes. Since the European Parliament has voted on legislation making ABS mandatory on all new motorcycles over 125 cc from 2016, the fitment rate in Europe is likely to increase in the coming years. Though previous research has focused on mostly large displacement motorcycles, this study used police reports from Spain (2006-2009), Italy (2009), and Sweden (2003-2012) in order to analyze a wide range of motorcycles, including scooters, and compare countries with different motorcycling habits. The statistical analysis used odds ratio calculations with an induced exposure approach. Previous research found that head-on crashes were the least ABS-affected crash type and was therefore used as the nonsensitive crash type for ABS in these calculations. The same motorcycle models, with and without ABS, were compared and the calculations were carried out for each country separately. Crashes involving only scooters were further analyzed. The effectiveness of motorcycle ABS in reducing injury crashes ranged from 24% (95% confidence interval [CI], 12-36) in Italy to 29% (95% CI, 20-38) in Spain, and 34% (95% CI, 16-52) in Sweden. The reductions in severe and fatal crashes were even greater, at 34% (95% CI, 24-44) in Spain and 42% (95% CI, 23-61) in Sweden. The overall reductions of crashes involving ABS-equipped scooters (at least 250 cc) were 27% (95% CI, 12-42) in Italy and 22% (95% CI, 2-42) in Spain. ABS on scooters with at least a 250 cc engine reduced severe and fatal crashes by 31% (95% CI, 12-50), based on Spanish data alone. At this stage, there is more than sufficient scientific-based evidence to support the implementation of ABS on all motorcycles, even light ones. Further research should aim at understanding the injury mitigating effects of motorcycle ABS, possibly in combination with combined braking systems.

  1. Comparison of Expected Crash and Injury Reduction from Production Forward Collision and Lane Departure Warning Systems.

    PubMed

    Kusano, Kristofer D; Gabler, Hampton C

    2015-01-01

    The U.S. New Car Assessment Program (NCAP) now tests for forward collision warning (FCW) and lane departure warning (LDW). The design of these warnings differs greatly between vehicles and can result in different real-world field performance in preventing or mitigating the effects of collisions. The objective of this study was to compare the expected number of crashes and injured drivers that could be prevented if all vehicles in the fleet were equipped with the FCW and LDW systems tested under the U.S. NCAP. To predict the potential crashes and serious injury that could be prevented, our approach was to computationally model the U.S. crash population. The models simulated all rear-end and single-vehicle road departure collisions that occurred in a nationally representative crash database (NASS-CDS). A sample of 478 single-vehicle crashes from NASS-CDS 2012 was the basis for 24,822 simulations for LDW. A sample of 1,042 rear-end collisions from NASS-CDS years 1997-2013 was the basis for 7,616 simulations for FCW. For each crash, 2 simulations were performed: (1) without the system present and (2) with the system present. Models of each production safety system were based on 54 model year 2010-2014 vehicles that were evaluated under the NCAP confirmation procedure for LDW and/or FCW. NCAP performed 40 LDW and 45 FCW tests of these vehicles. The design of the FCW systems had a dramatic impact on their potential to prevent crashes and injuries. Between 0 and 67% of crashes and 2 and 69% of moderately to fatally injured drivers in rear-end impacts could have been prevented if all vehicles were equipped with the FCW systems. Earlier warning times resulted in increased benefits. The largest effect on benefits, however, was the lower operating speed threshold of the systems. Systems that only operated at speeds above 20 mph were less than half as effective as those that operated above 5 mph with similar warning times. The production LDW systems could have prevented

  2. Selected Aspects of the eCall Emergency Notification System

    NASA Astrophysics Data System (ADS)

    Kaminski, Tomasz; Nowacki, Gabriel; Mitraszewska, Izabella; Niezgoda, Michał; Kruszewski, Mikołaj; Kaminska, Ewa; Filipek, Przemysław

    2012-02-01

    The article describes problems associated with the road collision detection for the purpose of the automatic emergency call. At the moment collision is detected, the eCall device installed in the vehicle will automatically make contact with Emergency Notification Centre and send the set of essential information on the vehicle and the place of the accident. To activate the alarm, the information about the deployment of the airbags will not be used, because connection of the eCall device might interfere with the vehicle’s safety systems. It is necessary to develop a method enabling detection of the road collision, similar to the one used in airbag systems, and based on the signals available from the acceleration sensors.

  3. Ten years' work on the World Organisation for Animal Health (OIE) Worldwide Animal Disease Notification System.

    PubMed

    Jebara, Karim Ben; Cáceres, Paula; Berlingieri, Francesco; Weber-Vintzel, Laure

    2012-12-01

    This article gives an overview of the World Organisation for Animal Health (OIE) Worldwide Animal Disease Notification System and highlights the major achievements during the past decade. It describes the different types of disease notification reports received and processed by the OIE. It also evaluates the three strategies implemented by the OIE in the recent years aimed at improving disease notification: introduction and use of a secure online notification system World Animal Health Information System (WAHIS) and its database interface World Animal Health Information Database (WAHID); implementation of active search and verification procedures for non-official information; and enhanced building of capacity for animal disease notification to the OIE by Members Countries. The improvements are evidenced by the increasing number of reports submitted on an annual basis and the reduction in submission time together with an improvement in the quality and quantity of the immediate notifications and follow-up reports, six-monthly and annual reports submitted by Veterinary Authorities. In the recent years, the OIE's notification system provides an early warning system more sensitive and global. Consequently, there is a greater knowledge of animal diseases' distribution worldwide. As a result, it is possible to ensure better prevention, more accurate risk assessment and evaluation by diminishing the spread of known or newly emerging pathogens.

  4. Crash-Fire Protection System for T-56 Turbopropeller Engine Using Water as Cooling and Inerting Agent

    NASA Technical Reports Server (NTRS)

    Busch, Arthur M.; Campbell, John A.

    1959-01-01

    A crash-fire protection system to suppress the ignition of crash-spilled fuel that may be ingested by a T-56 turbopropeller engine is described. This system includes means for rapidly extinguishing the combustor flame and means for cooling and inerting with water the hot engine parts likely to ignite engine-ingested fuel. Combustion-chamber flames were extinguished in 0.07 second at the engine fuel manifold. Hot engine parts were inerted and cooled by 52 pounds of water discharged at ten engine stations. Performance trials of the crash-fire prevention system were conducted by bringing the engine up to takeoff temperature, stopping the normal fuel flow to the engine, starting the water discharge, and then spraying fuel into the engine to simulate crash-ingested fuel. No fires occurred during these trials, although fuel was sprayed into the engine from 0.3 second to 15 minutes after actuating the crash-fire protection system.

  5. Patient Litter System Response in a Full-Scale CH-46 Crash Test.

    PubMed

    Weisenbach, Charles A; Rooks, Tyler; Bowman, Troy; Fralish, Vince; McEntire, B Joseph

    2017-03-01

    U.S. Military aeromedical patient litter systems are currently required to meet minimal static strength performance requirements at the component level. Operationally, these components must function as a system and are subjected to the dynamics of turbulent flight and potentially crash events. The first of two full-scale CH-46 crash tests was conducted at NASA's Langley Research Center and included an experiment to assess patient and litter system response during a severe but survivable crash event. A three-tiered strap and pole litter system was mounted into the airframe and occupied by three anthropomorphic test devices (ATDs). During the crash event, the litter system failed to maintain structural integrity and collapsed. Component structural failures were recorded from the litter support system and the litters. The upper ATD was displaced laterally into the cabin, while the middle ATD was displaced longitudinally into the cabin. Acceleration, force, and bending moment data from the instrumented middle ATD were analyzed using available injury criteria. Results indicated that a patient might sustain a neck injury. The current test illustrates that a litter system, with components designed and tested to static requirements only, experiences multiple component structural failures during a dynamic crash event and does not maintain restraint control of its patients. It is unknown if a modern litter system, with components tested to the same static criteria, would perform differently. A systems level dynamic performance requirement needs to be developed so that patients can be provided with protection levels equivalent to that provided to seated aircraft occupants. Reprint & Copyright © 2017 Association of Military Surgeons of the U.S.

  6. Evaluation of the crash mitigation effect of low-speed automated emergency braking systems based on insurance claims data.

    PubMed

    Isaksson-Hellman, Irene; Lindman, Magdalena

    2016-09-01

    The aim of the present study was to evaluate the crash mitigation performance of low-speed automated emergency braking collision avoidance technologies by examining crash rates, car damage, and personal injuries. Insurance claims data were used to identify rear-end frontal collisions, the specific situations where the low-speed automated emergency braking system intervenes. We compared cars of the same model (Volvo V70) with and without the low-speed automated emergency braking system (AEB and no AEB, respectively). Distributions of spare parts required for car repair were analyzed to identify car damage, and crash severity was estimated by comparing the results with laboratory crash tests. Repair costs and occupant injuries were investigated for both the striking and the struck vehicle. Rear-end frontal collisions were reduced by 27% for cars with low-speed AEB compared to cars without the system. Those of low severity were reduced by 37%, though more severe crashes were not reduced. Accordingly, the number of injured occupants in vehicles struck by low-speed AEB cars was reduced in low-severity crashes. In offset crash configurations, the system was found to be less effective. This study adds important information about the safety performance of collision avoidance technologies, beyond the number of crashes avoided. By combining insurance claims data and information from spare parts used, the study demonstrates a mitigating effect of low-speed AEB in real-world traffic.

  7. Comparative analysis of zonal systems for macro-level crash modeling.

    PubMed

    Cai, Qing; Abdel-Aty, Mohamed; Lee, Jaeyoung; Eluru, Naveen

    2017-06-01

    Macro-level traffic safety analysis has been undertaken at different spatial configurations. However, clear guidelines for the appropriate zonal system selection for safety analysis are unavailable. In this study, a comparative analysis was conducted to determine the optimal zonal system for macroscopic crash modeling considering census tracts (CTs), state-wide traffic analysis zones (STAZs), and a newly developed traffic-related zone system labeled traffic analysis districts (TADs). Poisson lognormal models for three crash types (i.e., total, severe, and non-motorized mode crashes) are developed based on the three zonal systems without and with consideration of spatial autocorrelation. The study proposes a method to compare the modeling performance of the three types of geographic units at different spatial configurations through a grid based framework. Specifically, the study region is partitioned to grids of various sizes and the model prediction accuracy of the various macro models is considered within these grids of various sizes. These model comparison results for all crash types indicated that the models based on TADs consistently offer a better performance compared to the others. Besides, the models considering spatial autocorrelation outperform the ones that do not consider it. Based on the modeling results and motivation for developing the different zonal systems, it is recommended using CTs for socio-demographic data collection, employing TAZs for transportation demand forecasting, and adopting TADs for transportation safety planning. The findings from this study can help practitioners select appropriate zonal systems for traffic crash modeling, which leads to develop more efficient policies to enhance transportation safety. Copyright © 2017 Elsevier Ltd and National Safety Council. All rights reserved.

  8. Emergency Locator Transmitter System Performance During Three Full-Scale General Aviation Crash Tests

    NASA Technical Reports Server (NTRS)

    Littell, Justin D.; Stimson, Chad M.

    2016-01-01

    Full-scale crash tests were conducted on three Cessna 172 aircraft at NASA Langley Research Center's Landing and Impact Research facility during the summer of 2015. The purpose of the three tests was to evaluate the performance of commercially available Emergency Locator Transmitter (ELT) systems and support development of enhanced installation guidance. ELTs are used to provide location information to Search and Rescue (SAR) organizations in the event of an aviation distress situation, such as a crash. The crash tests simulated three differing severe but survivable crash conditions, in which it is expected that the onboard occupants have a reasonable chance of surviving the accident and would require assistance from SAR personnel. The first simulated an emergency landing onto a rigid surface, while the second and third simulated controlled flight into terrain. Multiple ELT systems were installed on each airplane according to federal regulations. The majority of the ELT systems performed nominally. In the systems which did not activate, post-test disassembly and inspection offered guidance for non-activation cause in some cases, while in others, no specific cause could be found. In a subset of installations purposely disregarding best practice guidelines, failure of the ELT-to-antenna cabling connections were found. Recommendations for enhanced installation guidance of ELT systems will be made to the Radio Technical Commission for Aeronautics (RTCA) Special Committee 229 for consideration for adoption in a future release of ELT minimum operational performance specifications. These recommendations will be based on the data gathered during this test series as well as a larger series of crash simulations using computer models that will be calibrated based on these data

  9. Network Event Recording Device: An automated system for Network anomaly detection, and notification. Draft

    SciTech Connect

    Simmons, D.G.; Wilkins, R.

    1994-09-01

    The goal of the Network Event Recording Device (NERD) is to provide a flexible autonomous system for network logging and notification when significant network anomalies occur. The NERD is also charged with increasing the efficiency and effectiveness of currently implemented network security procedures. While it has always been possible for network and security managers to review log files for evidence of network irregularities, the NERD provides real-time display of network activity, as well as constant monitoring and notification services for managers. Similarly, real-time display and notification of possible security breaches will provide improved effectiveness in combating resource infiltration from both inside and outside the immediate network environment.

  10. Children in crashes: mechanisms of injury and restraint systems

    PubMed Central

    Lapner, Peter C.; McKay, Morag; Howard, Andrew; Gardner, Bill; German, Alan; Letts, Mervyn

    2001-01-01

    Objectives To explore the levels of protection offered to children involved in motor vehicle collisions. Design A joint study by the Children’s Hospital of Eastern Ontario (CHEO) and Transport Canada, Ottawa, conducted in 2 phases: retrospective from 1990 to 1997 and prospective from 1998 to 2000. Setting CHEO, a university affiliated tertiary care centre. Patients Children admitted to CHEO between 1990 and 2000 with spinal trauma due to motor vehical crashes (MVCs). Phase 1 of the study involved analysis, in a series of 45 children after MVAs, by location of spinal injury versus belt type. Phase 2 was a prospective study of 22 children injured in 15 MVAs. Interventions A biomechanical assessment of the vehicle and its influence on the injuries sustained. Main outcome measures The nature and extent of the injuries sustained, and the vehicle dynamics and associated occupant kinematics. Results The odds ratio of sustaining a spinal injury while wearing a 2-point belt versus a 3-point belt was 24 (95% confidence interval 2.0–2.45, p < 0.1), indicating a much higher incidence with a lap belt than a shoulder strap. Conclusions Proper seat-belt restraint reduces the morbidity in children involved in MVCs. Children under the age of 12 years should not be front-seat passengers until the sensitivity of air bags has been improved. Three-point pediatric seat belts should be available for family automobiles to reduce childhood trauma in MVCs. PMID:11764879

  11. Children in crashes: mechanisms of injury and restraint systems.

    PubMed

    Lapner, P C; McKay, M; Howard, A; Gardner, B; German, A; Letts, M

    2001-12-01

    To explore the levels of protection offered to children involved in motor vehicle collisions. A joint study by the Children's Hospital of Eastern Ontario (CHEO) and Transport Canada, Ottawa, conducted in 2 phases: retrospective from 1990 to 1997 and prospective from 1998 to 2000. CHEO, a university affiliated tertiary care centre. Children admitted to CHEO between 1990 and 2000 with spinal trauma due to motor vehical crashes (MVCs). Phase I of the study involved analysis, in a series of 45 children after MVAs, by location of spinal injury versus belt type. Phase 2 was a prospective study of 22 children injured in 15 MVAs. A biomechanical assessment of the vehicle and its influence on the injuries sustained. The nature and extent of the injuries sustained, and the vehicle dynamics and associated occupant kinematics. The odds ratio of sustaining a spinal injury while wearing a 2-point belt versus a 3-point belt was 24 (95% confidence interval 2.0-2.45, p < 0.1), indicating a much higher incidence with a lap belt than a shoulder strap. Proper seat-belt restraint reduces the morbidity in children involved in MVCs. Children under the age of 12 years should not be front-seat passengers until the sensitivity of air bags has been improved. Three-point pediatric seat belts should be available for family automobiles to reduce childhood trauma in MVCs.

  12. The effectiveness of lane departure warning systems-A reduction in real-world passenger car injury crashes.

    PubMed

    Sternlund, Simon; Strandroth, Johan; Rizzi, Matteo; Lie, Anders; Tingvall, Claes

    2017-02-17

    The objective of this study was to estimate the safety benefits of in vehicle lane departure warning (LDW) and lane keeping aid (LKA) systems in reducing relevant real-world passenger car injury crashes. The study used an induced exposure method, where LDW/LKA-sensitive and nonsensitive crashes were compared for Volvo passenger cars equipped with and without LDW/LKA systems. These crashes were matched by car make, model, model year, and technical equipment; that is, low-speed autonomous emergency braking (AEB) called City Safety (CS). The data were extracted from the Swedish Traffic Accident Data Acquisition database (STRADA) and consisted of 1,853 driver injury crashes that involved 146 LDW-equipped cars, 11 LKA-equipped cars, and 1,696 cars without LDW/LKA systems. The analysis showed a positive effect of the LDW/LKA systems in reducing lane departure crashes. The LDW/LKA systems were estimated to reduce head-on and single-vehicle injury crashes on Swedish roads with speed limits between 70 and 120 km/h and with dry or wet road surfaces (i.e., not covered by ice or snow) by 53% with a lower limit of 11% (95% confidence interval [CI]). This reduction corresponded to a reduction of 30% with a lower limit of 6% (95% CI) for all head-on and single-vehicle driver injury crashes (including all speed limits and all road surface conditions). LDW/LKA systems were estimated to lower the driver injury risk in crash types that the systems are designed to prevent; that is, head-on and single-vehicle crashes. Though these are important findings, they were based on a small data set. Therefore, further research is desirable to evaluate the effectiveness of LDW/LKA systems under real-world conditions and to differentiate the effectiveness between technical solutions (i.e., LDW and LKA) proposed by different manufacturers.

  13. [Evaluation of the information provided by the system of compulsory notification of diseases].

    PubMed

    Domínguez García, A; Canela Soler, J; Fuentes Almendros, M

    1991-01-01

    In order to assess activities of epidemiological surveillance resulting from the statutory notification system, a total of 17,394 notification records of eight infectious diseases (brucellosis, bacillary dysentery, typhoid fever, viral hepatitis, meningococcal infection, rickettsioses other than exanthematous typhus, pulmonary tuberculosis, and tuberculosis of other organs) together with 10,503 epidemiological surveys submitted to the "Servei Territorial de Salut Pública" of the province of Barcelona between 1982 and 1986 were reviewed. In notification records, data to locate physicians were the most commonly found (between 92.6% and 99.4% according to disease), whereas in epidemiological surveys, clinical and analytical data were the most frequently encountered. The inclusion of data of epidemiological interest ranged from 3.6 to 68.6%. In order to improve efficacy of the statutory notification system a proposal is made to reduce the extension of epidemiological surveys in terms of requesting only necessary data to establish appropriate measures in each case.

  14. Do not blame the driver: a systems analysis of the causes of road freight crashes.

    PubMed

    Newnam, Sharon; Goode, Natassia

    2015-03-01

    Although many have advocated a systems approach in road transportation, this view has not meaningfully penetrated road safety research, practice or policy. In this study, a systems theory-based approach, Rasmussens's (1997) risk management framework and associated Accimap technique, is applied to the analysis of road freight transportation crashes. Twenty-seven highway crash investigation reports were downloaded from the National Transport Safety Bureau website. Thematic analysis was used to identify the complex system of contributory factors, and relationships, identified within the reports. The Accimap technique was then used to represent the linkages and dependencies within and across system levels in the road freight transportation industry and to identify common factors and interactions across multiple crashes. The results demonstrate how a systems approach can increase knowledge in this safety critical domain, while the findings can be used to guide prevention efforts and the development of system-based investigation processes for the heavy vehicle industry. A research agenda for developing an investigation technique to better support the application of the Accimap technique by practitioners in road freight transportation industry is proposed. Copyright © 2015 Elsevier Ltd. All rights reserved.

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

    PubMed

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

    2017-06-01

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

  16. Anatomy of a system accident: The crash of Avianca Flight 052

    NASA Technical Reports Server (NTRS)

    Helmreich, Robert L.

    1994-01-01

    On January 25, 1990, Avianca Flight 052 crashed after running out of fuel following a missed approach to New York's John F. Kennedy Airport. Weather was poor on the East Coast of the United States that day, and the flight had experienced several holding patterns enroute from Medellin, Colombia, to New York. The accident is analyzed in terms of Helmreich and Foushee's (1993) model of crew performance and Reason's (1990) model of latent pathogens in system operations.

  17. Anatomy of a system accident: The crash of Avianca Flight 052

    NASA Technical Reports Server (NTRS)

    Helmreich, Robert L.

    1994-01-01

    On January 25, 1990, Avianca Flight 052 crashed after running out of fuel following a missed approach to New York's John F. Kennedy Airport. Weather was poor on the East Coast of the United States that day, and the flight had experienced several holding patterns enroute from Medellin, Colombia, to New York. The accident is analyzed in terms of Helmreich and Foushee's (1993) model of crew performance and Reason's (1990) model of latent pathogens in system operations.

  18. Driver education and teen crashes and traffic violations in the first two years of driving in a graduated licensing system.

    PubMed

    Shell, Duane F; Newman, Ian M; Córdova-Cazar, Ana Lucía; Heese, Jill M

    2015-09-01

    Our primary research question was whether teens obtaining their intermediate-level provisional operators permit (POP) in a graduated driver licensing (GDL) environment through driver education differed in crashes and traffic violations from teens who obtained their POP by completing a supervised driving certification log without taking driver education. A descriptive epidemiological study examining a census of all teen drivers in Nebraska (151,880 teens, 48.6% girls, 51.4% boys) during an eight year period from 2003 to 2010 was conducted. The driver education cohort had significantly fewer crashes, injury or fatal crashes, violations, and alcohol-related violations than the certification log cohort in both years one and two of driving following receipt of the POP. Hierarchical logistic regression was conducted, controlling for gender, race/ethnicity, median household income, urban-rural residence, and age receiving the POP. In both year one and two of driving, teens in the certification log cohort had higher odds of a crash, injury or fatal crash, violation, or alcohol-related violation. Findings support that relative to a supervised driving certification log approach, teens taking driver education are less likely to be involved in crashes or to receive a traffic violation during their first two years of driving in an intermediate stage in a graduated driver licensing system. Because teen crash and fatality rates are highest at ages 16-18, these reductions are especially meaningful. Driver education appears to make a difference in teen traffic outcomes at a time when risk is highest.

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

    NASA Technical Reports Server (NTRS)

    Calloway, R. S.; Knight, V. H., Jr.

    1986-01-01

    A study involving the Controlled Impact Demonstration (CID) of a transport category aircraft was conducted with the objective to improve occupant safety during survivable crash scenarios. in connection with this study, the first remotely-piloted Full-Scale Transport aircraft was purposely crashed into the California desert. The program was initated to demonstrate the effectiveness of an imisting kerosene (AMK), a fuel additive emplyed to reduce postcrash fires. The unmanned CID flight carried 73 life-like flight research dummies, multiple experiments, high-speed interior cabin cameras, and the high-environment Crash Response Data System. Attention is given to the design approach, a block diagram of the Crash Response Data System, measurements, the digital data subsystem, signal conditioning, telemetry, on-board recording, the power subsystem, preflight checkout and calibration, and aspects of system qualification.

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

    NASA Technical Reports Server (NTRS)

    Calloway, R. S.; Knight, V. H., Jr.

    1986-01-01

    A study involving the Controlled Impact Demonstration (CID) of a transport category aircraft was conducted with the objective to improve occupant safety during survivable crash scenarios. in connection with this study, the first remotely-piloted Full-Scale Transport aircraft was purposely crashed into the California desert. The program was initated to demonstrate the effectiveness of an imisting kerosene (AMK), a fuel additive emplyed to reduce postcrash fires. The unmanned CID flight carried 73 life-like flight research dummies, multiple experiments, high-speed interior cabin cameras, and the high-environment Crash Response Data System. Attention is given to the design approach, a block diagram of the Crash Response Data System, measurements, the digital data subsystem, signal conditioning, telemetry, on-board recording, the power subsystem, preflight checkout and calibration, and aspects of system qualification.

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

    PubMed

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

    2017-03-07

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

  2. Motor Vehicle Crashes, Medical Outcomes, and Hospital Charges Among Children Aged 1-12 Years - Crash Outcome Data Evaluation System, 11 States, 2005-2008.

    PubMed

    Sauber-Schatz, Erin K; Thomas, Andrea M; Cook, Lawrence J

    2015-10-02

    Motor vehicle crashes are a leading cause of death among children. Age- and size-appropriate restraint use is an effective way to prevent motor vehicle-related injuries and deaths. However, children are not always properly restrained while riding in a motor vehicle, and some are not restrained at all, which increases their risk for injury and death in a crash. 2005-2008. The Crash Outcome Data Evaluation System (CODES) is a multistate program facilitated by the National Highway Traffic Safety Administration to probabilistically link police crash reports and hospital databases for traffic safety analyses. Eleven participating states (Connecticut, Georgia, Kentucky, Maryland, Minnesota, Missouri, Nebraska, New York, Ohio, South Carolina, and Utah) submitted data to CODES during the reporting period. Descriptive analysis was used to describe drivers and child passengers involved in motor vehicle crashes and to summarize crash and medical outcomes. Odds ratios and 95% confidence intervals were used to compare a child passenger's likelihood of sustaining specific types of injuries by restraint status (optimal, suboptimal, or unrestrained) and seating location (front or back seat). Because of data constraints, optimal restraint use was defined as a car seat or booster seat use for children aged 1-7 years and seat belt use for children aged 8-12 years. Suboptimal restraint use was defined as seat belt use for children aged 1-7 years. Unrestrained was defined as no use of car seat, booster seat, or seat belt for children aged 1-12 years. Optimal restraint use in the back seat declined with child's age (1 year: 95.9%, 5 years: 95.4%, 7 years: 94.7%, 8 years: 77.4%, 10 years: 67.5%, 12 years: 54.7%). Child restraint use was associated with driver restraint use; 41.3% of children riding with unrestrained drivers also were unrestrained compared with 2.2% of children riding with restrained drivers. Child restraint use also was associated with impaired driving due to alcohol or

  3. 10 CFR 1304.112 - Notification of systems of Privacy Act records.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... its systems of records and will publish information about any significant additions or changes to those systems. Information about systems of records maintained by other agencies that are in the... 10 Energy 4 2012-01-01 2012-01-01 false Notification of systems of Privacy Act records....

  4. 10 CFR 1304.112 - Notification of systems of Privacy Act records.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... its systems of records and will publish information about any significant additions or changes to those systems. Information about systems of records maintained by other agencies that are in the... 10 Energy 4 2011-01-01 2011-01-01 false Notification of systems of Privacy Act records....

  5. Effectiveness of forward collision warning and autonomous emergency braking systems in reducing front-to-rear crash rates.

    PubMed

    Cicchino, Jessica B

    2017-02-01

    The objective of this study was to evaluate the effectiveness of forward collision warning (FCW) alone, a low-speed autonomous emergency braking (AEB) system operational at speeds up to 19mph that does not warn the driver prior to braking, and FCW with AEB that operates at higher speeds in reducing front-to-rear crashes and injuries. Poisson regression was used to compare rates of police-reported crash involvements per insured vehicle year in 22 U.S. states during 2010-2014 between passenger vehicle models with FCW alone or with AEB and the same models where the optional systems were not purchased, controlling for other factors affecting crash risk. Similar analyses compared rates between Volvo 2011-2012 model S60 and 2010-2012 model XC60 vehicles with a standard low-speed AEB system to those of other luxury midsize cars and SUVs, respectively, without the system. FCW alone, low-speed AEB, and FCW with AEB reduced rear-end striking crash involvement rates by 27%, 43%, and 50%, respectively. Rates of rear-end striking crash involvements with injuries were reduced by 20%, 45%, and 56%, respectively, by FCW alone, low-speed AEB, and FCW with AEB, and rates of rear-end striking crash involvements with third-party injuries were reduced by 18%, 44%, and 59%, respectively. Reductions in rear-end striking crashes with third-party injuries were marginally significant for FCW alone, and all other reductions were statistically significant. FCW alone and low-speed AEB reduced rates of being rear struck in rear-end crashes by 13% and 12%, respectively, but FCW with AEB increased rates of rear-end struck crash involvements by 20%. Almost 1 million U.S. police-reported rear-end crashes in 2014 and more than 400,000 injuries in such crashes could have been prevented if all vehicles were equipped with FCW and AEB that perform similarly as systems did for study vehicles.

  6. 40 CFR 281.30 - New UST system design, construction, installation, and notification.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... 40 Protection of Environment 26 2010-07-01 2010-07-01 false New UST system design, construction...-Stringent § 281.30 New UST system design, construction, installation, and notification. In order to be considered no less stringent than the corresponding federal requirements for new UST system...

  7. 14 CFR 27.952 - Fuel system crash resistance.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... attachment from its support structure, or deform a locally deformable attachment relative to its support... structure representative of the installation unless it can be established that the surrounding structure is... motion of fuel system components to each other or to local rotorcraft structure is demonstrated to...

  8. 14 CFR 27.952 - Fuel system crash resistance.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... attachment from its support structure, or deform a locally deformable attachment relative to its support... structure representative of the installation unless it can be established that the surrounding structure is... motion of fuel system components to each other or to local rotorcraft structure is demonstrated to...

  9. 14 CFR 29.952 - Fuel system crash resistance.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... attachment from its support structure, or deform a locally deformable attachment relative to its support... structure representative of the installation unless it can be established that the surrounding structure is... motion of fuel system components to each other or to local rotorcraft structure is demonstrated to...

  10. 14 CFR 29.952 - Fuel system crash resistance.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... attachment from its support structure, or deform a locally deformable attachment relative to its support... structure representative of the installation unless it can be established that the surrounding structure is... motion of fuel system components to each other or to local rotorcraft structure is demonstrated to...

  11. 14 CFR 29.952 - Fuel system crash resistance.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... attachment from its support structure, or deform a locally deformable attachment relative to its support... structure representative of the installation unless it can be established that the surrounding structure is... motion of fuel system components to each other or to local rotorcraft structure is demonstrated to...

  12. 14 CFR 27.952 - Fuel system crash resistance.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... attachment from its support structure, or deform a locally deformable attachment relative to its support... structure representative of the installation unless it can be established that the surrounding structure is... motion of fuel system components to each other or to local rotorcraft structure is demonstrated to...

  13. Situation analysis for automotive pre-crash systems

    NASA Astrophysics Data System (ADS)

    Böhning, Marcus A.; Ritter, Henning; Rohling, Herrman

    2008-01-01

    According to the "World Report on Road Traffic Injury Prevention" jointly issued by the World Health Organization and the World Bank about 1.2 million people are killed and up to 50 million people are injured in road traffic accidents worldwide each year. While passive safety systems like the airbag are already deployed successfully to reduce fatalities and injuries, active safety systems assist the driver by issuing a warning or by taking corrective actions to either avoid a collision completely or, if impossible, to mitigate collision consequences. Today's radar sensors have the ability to detect and track objects with a high accuracy in range and velocity, therefore a collision warning system may consist of a radar sensor, a data processing unit and a model to describe possible evasion maneuvers. This allows to analyze the probability of a collision and to calculate the danger potential of the current situation. In this paper, such a system is proposed and it is verified with synthetic as well as real sensor data.

  14. Quantifying the impact of adaptive traffic control systems on crash frequency and severity: Evidence from Oakland County, Michigan.

    PubMed

    Fink, Joshua; Kwigizile, Valerian; Oh, Jun-Seok

    2016-06-01

    Despite seeing widespread usage worldwide, adaptive traffic control systems have experienced relatively little use in the United States. Of the systems used, the Sydney Coordinated Adaptive Traffic System (SCATS) is the most popular in America. Safety benefits of these systems are not as well understood nor as commonly documented. This study investigates the safety benefits of adaptive traffic control systems by using the large SCATS-based system in Oakland County, MI known as FAST-TRAC. This study uses data from FAST-TRAC-controlled intersections in Oakland County and compares a wide variety of geometric, traffic, and crash characteristics to similar intersections in metropolitan areas elsewhere in Michigan. Data from 498 signalized intersections are used to conduct a cross-sectional analysis. Negative binomial models are used to estimate models for three dependent crash variables. Multinomial logit models are used to estimate an injury severity model. A variable tracking the presence of FAST-TRAC controllers at intersections is used in all models to determine if a SCATS-based system has an impact on crash occurrences or crash severity. Estimates show that the presence of SCATS-based controllers at intersections is likely to reduce angle crashes by up to 19.3%. Severity results show a statistically significant increase in non-serious injuries, but not a significant reduction in incapacitating injuries or fatal accidents. Copyright © 2016 Elsevier Ltd and National Safety Council. All rights reserved.

  15. Methods, apparatus and system for notification of predictable memory failure

    DOEpatents

    Cher, Chen-Yong; Andrade Costa, Carlos H.; Park, Yoonho; Rosenburg, Bryan S.; Ryu, Kyung D.

    2017-01-03

    A method for providing notification of a predictable memory failure includes the steps of: obtaining information regarding at least one condition associated with a memory; calculating a memory failure probability as a function of the obtained information; calculating a failure probability threshold; and generating a signal when the memory failure probability exceeds the failure probability threshold, the signal being indicative of a predicted future memory failure.

  16. Injury mitigation estimates for an intersection driver assistance system in straight crossing path crashes in the United States.

    PubMed

    Scanlon, John M; Sherony, Rini; Gabler, Hampton C

    2017-05-29

    Accounting for one fifth of all crashes and one sixth of all fatal crashes in the United States, intersection crashes are among the most frequent and fatal crash modes. Intersection advanced driver assistance systems (I-ADAS) are emerging vehicle-based active safety systems that aim to help drivers safely navigate intersections. The objective of this study was to estimate the number of crashes and number of vehicles with a seriously injured driver (Maximum Abbreviated Injury Scale [MAIS] 3+) that could be prevented or reduced if, for every straight crossing path (SCP) intersection crash, one of the vehicles had been equipped with an I-ADAS. This study retrospectively simulated 448 U.S. SCP crashes as if one of the vehicles had been equipped with I-ADAS. Crashes were reconstructed to determine the path and speeds traveled by the vehicles. Cases were then simulated with I-ADAS. A total of 30 variations of I-ADAS were considered in this study. These variations consisted of 5 separate activation timing thresholds, 3 separate computational latency times, and 2 different I-ADAS response modalities (i.e., a warning or autonomous braking). The likelihood of a serious driver injury was computed for every vehicle in every crash using impact delta-V. The results were then compiled across all crashes in order to estimate system effectiveness. The model predicted that an I-ADAS that delivers an alert to the driver has the potential to prevent 0-23% of SCP crashes and 0-25% of vehicles with a seriously injured driver. Conversely, an I-ADAS that autonomously brakes was found to have the potential to prevent 25-59% of crashes and 38-79% of vehicles with a seriously injured driver. I-ADAS effectiveness is a strong function of design. Increasing computational latency time from 0 to 0.5 s was found to reduce crash and injury prevention estimates by approximately one third. For an I-ADAS that delivers an alert, crash/injury prevention effectiveness was found to be very sensitive to

  17. Heavy-truck drivers' following behavior with intervention of an integrated, in-vehicle crash warning system: a field evaluation.

    PubMed

    Bao, Shan; LeBlanc, David J; Sayer, James R; Flannagan, Carol

    2012-10-01

    This study is designed to evaluate heavy-truck drivers' following behavior and how a crash warning system influences their headway maintenance. Rear-end crashes are one of the major crash types involving heavy trucks and are more likely than other crash types to result in fatalities. Previous studies have observed positive effects of in-vehicle crash warning systems in passenger car drivers. Although heavy-truck drivers are generally more experienced, driver-related errors are still the leading factors contributing to heavy-truck-related rear-end crashes. Data from a 10-month naturalistic driving study were used. Participants were 18 professional heavy-truck drivers who received warnings during the last 8 months of the study (treatment period) but not during the first 2 months (baseline period). Time headway and driver's brake reaction time were extracted and compared with condition variables, including one between-subjects variable (driver shift) and five within-subjects variables (treatment condition, roadway types, traffic density, wiper state, and trailer configuration). The presence of warnings resulted in a 0.28-s increase of mean time headway with dense on-road traffic and a 0.20-s increase with wipers on. Drivers also responded to the forward conflicts significantly faster (by 0.26 s, a 15% enhancement) in the treatment condition compared with responses in the baseline condition. Positive effects on heavy-truck drivers' following performance were observed with the warning system. The installation of such in-vehicle crash warning systems can help heavy-truck drivers keep longer headway distances in challenging situations and respond quicker to potential traffic conflicts, therefore possibly increasing heavy-truck longitudinal driving safety.

  18. Misuse of Child Restraint Systems in Crash Situations - Danger and Possible Consequences

    PubMed Central

    Lesire, Philippe; Cuny, Sophie; Alonzo, François; Cataldi, Manuela

    2007-01-01

    Based on real-world crash data and recent field studies, an ad-hoc group was set up in order to have a better comprehension of the effects of misuse of Child Restraint Systems (CRS) on child protection. A testing programme of 60 single misuse situations was conducted. Test results confirmed that, in frontal impact, children have higher risk of being injured on a number of different body regions when CRS’s are misused. This work provides material for educational and training purposes to help parents understand that child restraints need to be correctly fitted in order to provide the level of protection they are designed for. PMID:18184494

  19. Design and implementation of an automated email notification system for results of tests pending at discharge.

    PubMed

    Dalal, Anuj K; Schnipper, Jeffrey L; Poon, Eric G; Williams, Deborah H; Rossi-Roh, Kathleen; Macleay, Allison; Liang, Catherine L; Nolido, Nyryan; Budris, Jonas; Bates, David W; Roy, Christopher L

    2012-01-01

    Physicians are often unaware of the results of tests pending at discharge (TPADs). The authors designed and implemented an automated system to notify the responsible inpatient physician of the finalized results of TPADs using secure, network email. The system coordinates a series of electronic events triggered by the discharge time stamp and sends an email to the identified discharging attending physician once finalized results are available. A carbon copy is sent to the primary care physicians in order to facilitate communication and the subsequent transfer of responsibility. Logic was incorporated to suppress selected tests and to limit notification volume. The system was activated for patients with TPADs discharged by randomly selected inpatient-attending physicians during a 6-month pilot. They received approximately 1.6 email notifications per discharged patient with TPADs. Eighty-four per cent of inpatient-attending physicians receiving automated email notifications stated that they were satisfied with the system in a brief survey (59% survey response rate). Automated email notification is a useful strategy for managing results of TPADs.

  20. Use of car crashes resulting in fatal and serious injuries to analyze a safe road transport system model and to identify system weaknesses.

    PubMed

    Stigson, Helena; Hill, Julian

    2009-10-01

    The objective of this study was to evaluate a model for a safe road transport system, based on some safety performance indicators regarding the road user, the vehicle, and the road, by using crashes with fatally and seriously injured car occupants. The study also aimed to evaluate whether the model could be used to identify system weaknesses and components (road user, vehicles, and road) where improvements would yield the highest potential for further reductions in serious injuries. Real-life car crashes with serious injury outcomes (Maximum Abbreviated Injury Scale 2+) were classified according to the vehicle's safety rating by Euro NCAP (European New Car Assessment Programme) and whether the vehicle was fitted with ESC (Electronic Stability Control). For each crash, the road was also classified according to EuroRAP (European Road Assessment Programme) criteria, and human behavior in terms of speeding, seat belt use, and driving under the influence of alcohol/drugs. Each crash was compared and classified according to the model criteria. Crashes where the safety criteria were not met in more than one of the 3 components were reclassified to identify whether all the components were correlated to the injury outcome. In-depth crash injury data collected by the UK On The Spot (OTS) accident investigation project was used in this study. All crashes in the OTS database occurring between 2000 and 2005 with a car occupant with injury rated MAIS2+ were included, for a total of 101 crashes with 120 occupants. It was possible to classify 90 percent of the crashes according to the model. Eighty-six percent of the occupants were injured when more than one of the 3 components were noncompliant with the safety criteria. These cases were reclassified to identify whether all of the components were correlated to the injury outcome. In 39 of the total 108 cases, at least two components were still seen to interact. The remaining cases were only related to one of the safety criteria

  1. Crash analysis of a conceptual electric vehicle with a multifunctional battery system

    NASA Astrophysics Data System (ADS)

    Kukreja, Jaspreet S.

    For current electric vehicles, batteries are employed only as an energy source. Due to safety concerns, the space for battery storage is co-allocated with passenger space, which would constrain the design for the vehicle. An architectured multifunctional battery-structure material, namely Granular Battery Assembly (GBA), has been proposed by Tsutsui et al., 2014. Such a material system utilizes the deformation of sacrificing tubes to dissipate impact energy and protect the battery cells, thereby allowing the batteries to be placed in the front crumple zone of an electric vehicle, while also ensuring occupant safety. The primary focus of this study was vehicle level design analysis of GBA for application in an electric vehicle. A parametric study was performed to determine suitable characteristics of the GBA system for installation in a vehicle. To reduce computational cost, a homogenized material was used to represent GBA in the finite element model of the vehicle. Frontal crash simulation of a vehicle with GBA placed in crumple zone was performed on LS-DYNA platform.The crash response was used to demonstrate the utility of GBA mechanism to keep the batteries and passengers safe. The incorporation of GBA into an electric vehicle would allow for battery space to be decoupled from passenger space, thereby increasing the vehicle design freedom. Use of the crumple zone for battery storage would also result in increasing the available battery space.

  2. 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

  3. Effect of electronic stability control on automobile crash risk.

    PubMed

    Farmer, Charles

    2004-12-01

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

  4. Simulation System of Car Crash Test in C-NCAP Analysis Based on an Improved Apriori Algorithm*

    NASA Astrophysics Data System (ADS)

    Xiang, LI

    In order to analysis car crash test in C-NCAP, an improved algorithm is given based on Apriori algorithm in this paper. The new algorithm is implemented with vertical data layout, breadth first searching, and intersecting. It takes advantage of the efficiency of vertical data layout and intersecting, and prunes candidate frequent item sets like Apriori. Finally, the new algorithm is applied in simulation of car crash test analysis system. The result shows that the relations will affect the C-NCAP test results, and it can provide a reference for the automotive design.

  5. Medical devices; exemption from premarket notification; Class II devices; optical impression systems for computer assisted design and manufacturing. Final rule.

    PubMed

    2003-04-22

    The Food and Drug Administration (FDA) is publishing an order granting a petition requesting exemption from the premarket notification requirements for data acquisition units for ceramic dental restoration systems. This rule exempts from premarket notification data acquisition units for ceramic dental restoration systems and establishes a guidance document as a special control for this device. FDA is publishing this order in accordance with the Food and Drug Administration Modernization Act of 1997 (FDAMA).

  6. Modeling the Car Crash Crisis Management System Using HiLA

    NASA Astrophysics Data System (ADS)

    Hölzl, Matthias; Knapp, Alexander; Zhang, Gefei

    An aspect-oriented modeling approach to the Car Crash Crisis Management System (CCCMS) using the High-Level Aspect (HiLA) language is described. HiLA is a language for expressing aspects for UML static structures and UML state machines. In particular, HiLA supports both a static graph transformational and a dynamic approach of applying aspects. Furthermore, it facilitates methodologically turning use case descriptions into state machines: for each main success scenario, a base state machine is developed; all extensions to this main success scenario are covered by aspects. Overall, the static structure of the CCCMS is modeled in 43 classes, the main success scenarios in 13 base machines, the use case extensions in 47 static and 31 dynamic aspects, most of which are instantiations of simple aspect templates.

  7. A regional review of air medical transports for fatal motor vehicle crashes.

    PubMed

    Garthe, E A; Mango, N K; Prenney, B

    2000-01-01

    This article presents study results from an assessment of the performance of the air medical (and advanced life support) components of the EMS system in response to fatal motor vehicle crashes. Results are presented for one of Massachusetts' five EMS regions, including the finding that air medical transports are involved in 20% of the fatal crashes for the region and transport 11% of the involved individuals. Although the study focused on air medical utilization, it also identified issues related to the future implementation of motor vehicle automatic crash notification (ACN) and telematics that could relay crash severity data from onboard computers (e.g., event data recorders) to auto manufacturers' help centers or state emergency call centers. This technology will place new demands on state EMS systems. To meet the challenges posed by these technological changes, states will need to assess the type and number of EMS services required to respond to ACN motor vehicle crashes and develop methods to determine what level of service to deploy based on the information relayed from the vehicles. An initial step in this evaluation process is to determine the current use of EMS resources to place planned system changes and demand into context.

  8. Emergency Notification Strategy

    ERIC Educational Resources Information Center

    Katsouros, Mark

    2014-01-01

    In higher education, the IT department is often the service provider for the institution's emergency notification system (ENS). For many institutions, the complexity of providing emergency notification to students, faculty, and staff makes using a local, on-premise solution unrealistic. But finding the right commercially hosted technical solution…

  9. Emergency Notification Strategy

    ERIC Educational Resources Information Center

    Katsouros, Mark

    2014-01-01

    In higher education, the IT department is often the service provider for the institution's emergency notification system (ENS). For many institutions, the complexity of providing emergency notification to students, faculty, and staff makes using a local, on-premise solution unrealistic. But finding the right commercially hosted technical solution…

  10. Asynchronous data change notification between database server and accelerator controls system

    SciTech Connect

    Fu, W.; Morris, J.; Nemesure, S.

    2011-10-10

    Database data change notification (DCN) is a commonly used feature. Not all database management systems (DBMS) provide an explicit DCN mechanism. Even for those DBMS's which support DCN (such as Oracle and MS SQL server), some server side and/or client side programming may be required to make the DCN system work. This makes the setup of DCN between database server and interested clients tedious and time consuming. In accelerator control systems, there are many well established software client/server architectures (such as CDEV, EPICS, and ADO) that can be used to implement data reflection servers that transfer data asynchronously to any client using the standard SET/GET API. This paper describes a method for using such a data reflection server to set up asynchronous DCN (ADCN) between a DBMS and clients. This method works well for all DBMS systems which provide database trigger functionality. Asynchronous data change notification (ADCN) between database server and clients can be realized by combining the use of a database trigger mechanism, which is supported by major DBMS systems, with server processes that use client/server software architectures that are familiar in the accelerator controls community (such as EPICS, CDEV or ADO). This approach makes the ADCN system easy to set up and integrate into an accelerator controls system. Several ADCN systems have been set up and used in the RHIC-AGS controls system.

  11. Concept of a platform-based impact isolation system for protection of wheelchair occupants from injuries in vehicle crashes.

    PubMed

    Balandin, Dmitry V; Bolotnik, Nikolai N; Pilkey, Walter D; Purtsezov, Sergey V; Shaw, C Gregory

    2008-03-01

    To improve the protection of a wheelchair-seated person with disabilities traveling in a vehicle from injuries in a crash, it is proposed to attach the wheelchair to a movable platform separated from the vehicle body by means of a shock isolator. The control of the platform is designed to reduce the occupant's injury risk, as compared with the case of the attachment of the wheelchair directly to the vehicle. The isolator design is based on the minimization of the force transmitted to the wheelchair occupant, provided that the space allowed for the platform to move relative to the vehicle is constrained. The possibility of pre-acting control, when the isolator is engaged for a time prior to the crash, is discussed. Passive tiedown and restraint systems are studied, although it is recognized that active systems could provide even lower injury risks. A multibody model of the platform-based occupied wheelchair is utilized for full-scale simulation of the response of the system to a crash pulse. The simulation shows a noticeable reduction in the injury risk due to the platform and an even greater reduction of injury with pre-acting control.

  12. 49 CFR 238.403 - Crash energy management.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... 49 Transportation 4 2012-10-01 2012-10-01 false Crash energy management. 238.403 Section 238.403... Equipment § 238.403 Crash energy management. (a) Each power car and trailer car shall be designed with a crash energy management system to dissipate kinetic energy during a collision. The crash...

  13. 49 CFR 238.403 - Crash energy management.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... 49 Transportation 4 2010-10-01 2010-10-01 false Crash energy management. 238.403 Section 238.403... Equipment § 238.403 Crash energy management. (a) Each power car and trailer car shall be designed with a crash energy management system to dissipate kinetic energy during a collision. The crash...

  14. 49 CFR 238.403 - Crash energy management.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... 49 Transportation 4 2014-10-01 2014-10-01 false Crash energy management. 238.403 Section 238.403... Equipment § 238.403 Crash energy management. (a) Each power car and trailer car shall be designed with a crash energy management system to dissipate kinetic energy during a collision. The crash...

  15. 49 CFR 238.403 - Crash energy management.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... 49 Transportation 4 2011-10-01 2011-10-01 false Crash energy management. 238.403 Section 238.403... Equipment § 238.403 Crash energy management. (a) Each power car and trailer car shall be designed with a crash energy management system to dissipate kinetic energy during a collision. The crash...

  16. 49 CFR 238.403 - Crash energy management.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... 49 Transportation 4 2013-10-01 2013-10-01 false Crash energy management. 238.403 Section 238.403... Equipment § 238.403 Crash energy management. (a) Each power car and trailer car shall be designed with a crash energy management system to dissipate kinetic energy during a collision. The crash...

  17. System-Integrated Finite Element Analysis of a Full-Scale Helicopter Crash Test with Deployable Energy Absorbers

    NASA Technical Reports Server (NTRS)

    Annett, Martin S.; Polanco, Michael A.

    2010-01-01

    A full-scale crash test of an MD-500 helicopter was conducted in December 2009 at NASA Langley's Landing and Impact Research facility (LandIR). The MD-500 helicopter was fitted with a composite honeycomb Deployable Energy Absorber (DEA) and tested under vertical and horizontal impact velocities of 26-ft/sec and 40-ft/sec, respectively. The objectives of the test were to evaluate the performance of the DEA concept under realistic crash conditions and to generate test data for validation of a system integrated finite element model. In preparation for the full-scale crash test, a series of sub-scale and MD-500 mass simulator tests was conducted to evaluate the impact performances of various components, including a new crush tube and the DEA blocks. Parameters defined within the system integrated finite element model were determined from these tests. The objective of this paper is to summarize the finite element models developed and analyses performed, beginning with pre-test predictions and continuing through post-test validation.

  18. U.S. Geological Survey's Alert Notification System for Volcanic Activity

    USGS Publications Warehouse

    Gardner, Cynthia A.; Guffanti, Marianne C.

    2006-01-01

    The United States and its territories have about 170 volcanoes that have been active during the past 10,000 years, and most could erupt again in the future. In the past 500 years, 80 U.S. volcanoes have erupted one or more times. About 50 of these recently active volcanoes are monitored, although not all to the same degree. Through its five volcano observatories, the U.S. Geological Survey (USGS) issues information and warnings to the public about volcanic activity. For clarity of warnings during volcanic crises, the USGS has now standardized the alert-notification system used at its observatories.

  19. Crash involvement of drivers with multiple crashes.

    PubMed

    Chandraratna, Susantha; Stamatiadis, Nikiforos; Stromberg, Arnold

    2006-05-01

    A goal for any licensing agency is the ability to identify high-risk drivers. Kentucky data show that a significant number of drivers are repeatedly involved in crashes. The objective of this study is the development of a crash prediction model that can be used to estimate the likelihood of a driver being at fault for a near future crash occurrence. Multiple logistic regression techniques were employed using the available data for the Kentucky licensed drivers. This study considers as crash predictors the driver's total number of previous crashes, citations accumulated, the time gap between the latest two crashes, crash type, and demographic factors. The driver's total number of previous crashes was further disaggregated into the drivers' total number of previous at-fault and not-at-fault crashes. The model can be used to correctly classify at-fault drivers up to 74.56% with an overall efficiency of 63.34%. The total number of previous at-fault crash involvements, and having previous driver license suspensions and traffic school referrals are strongly associated with a driver being responsible for a subsequent crash. In addition, a driver's likelihood to be at fault in a crash is higher for very young or very old, males, drivers with both speeding and non-speeding citations, and drivers that had a recent crash involvement. Thus, the model presented here enables agencies to more actively monitor the likelihood of a driver to be at fault in a crash.

  20. Space Shuttle Orbiter crash and rescue information - Basic characteristics of the Space Shuttle system

    NASA Technical Reports Server (NTRS)

    Gray, N. C.

    1976-01-01

    Major fire and rescue activity procedures developed for the Space Shuttle Orbiter are reproduced, together with diagrams of the Orbiter's ejection seat and of emergency egress-ingress hatches and blowout panels. Duties assigned to the Manager of the Fire, Crash and Rescue division of the Space Shuttle Program are discussed, including training of both ground and flight personnel in accordance with the Orbiter Crash Rescue Information manual. The special problem of providing a means of egress and rescue for the flight and ground crews of the Orbiter while it is in the piggyback configuration on top the Boeing 747 carrier was solved by use of a modified 85-foot articulated boom.

  1. [Analysis of an incident notification system and register in a critical care unit].

    PubMed

    Murillo-Pérez, M A; García-Iglesias, M; Palomino-Sánchez, I; Cano Ruiz, G; Cuenca Solanas, M; Alted López, E

    2016-01-01

    To analyse the incident communicated through a notification system and register in a critical care unit. A cross-sectional descriptive study was conducted by performing an analysis of the records of incidents communicated anonymously and voluntarily from January 2007 to December 2013 in a critical care unit of adult patients with severe trauma. incident type and class, professional reports, and suggestions for improvement measures. A descriptive analysis was performed on the variables. Out of a total of 275 incidents reported, 58.5% of them were adverse events. Incident distributed by classes: medication, 33.7%; vascular access-drainage-catheter-sensor, 19.6%; devices-equipment, 13.3%, procedures, 11.5%; airway tract and mechanical ventilation, 10%; nursing care, 4.1%; inter-professional communication, 3%; diagnostic test, 3%; patient identification, 1.1%, and transfusion 0.7%. In the medication group, administrative errors accounted for a total of 62%; in vascular access-drainage-catheter-sensor group, central venous lines, a total of 27%; in devices and equipment group, respirators, a total of 46.9%; in airway self-extubations, a total of 32.1%. As regards to medication errors, 62% were incidents without damage. Incident notification by profession: doctors, 43%, residents, 5.6%, nurses, 51%, and technical assistants, 0.4%. Adverse events are the most communicated incidents. The events related to medication administration are the most frequent, although most of them were without damage. Nurses and doctors communicate the incidents with the same frequency. In order to highlight the low incident notification despite it being an anonymous and volunteer system, therefore, it is suggested to study measurements to increase the level of communication. Copyright © 2016 Elsevier España, S.L.U. y SEEIUC. All rights reserved.

  2. Impact of pavement conditions on crash severity.

    PubMed

    Li, Yingfeng; Liu, Chunxiao; Ding, Liang

    2013-10-01

    Pavement condition has been known as a key factor related to ride quality, but it is less clear how exactly pavement conditions are related to traffic crashes. The researchers used Geographic Information System (GIS) to link Texas Department of Transportation (TxDOT) Crash Record Information System (CRIS) data and Pavement Management Information System (PMIS) data, which provided an opportunity to examine the impact of pavement conditions on traffic crashes in depth. The study analyzed the correlation between several key pavement condition ratings or scores and crash severity based on a large number of crashes in Texas between 2008 and 2009. The results in general suggested that poor pavement condition scores and ratings were associated with proportionally more severe crashes, but very poor pavement conditions were actually associated with less severe crashes. Very good pavement conditions might induce speeding behaviors and therefore could have caused more severe crashes, especially on non-freeway arterials and during favorable driving conditions. In addition, the results showed that the effects of pavement conditions on crash severity were more evident for passenger vehicles than for commercial vehicles. These results provide insights on how pavement conditions may have contributed to crashes, which may be valuable for safety improvement during pavement design and maintenance. Readers should notice that, although the study found statistically significant effects of pavement variables on crash severity, the effects were rather minor in reality as suggested by frequency analyses. Copyright © 2013 Elsevier Ltd. All rights reserved.

  3. 29 CFR 2400.5 - Notification.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... PRIVACY ACT § 2400.5 Notification. (a) Notification of systems. The following procedures permit... records. This notice shall contain the following information: (i) System name and location; (ii)...

  4. 29 CFR 2400.5 - Notification.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... PRIVACY ACT § 2400.5 Notification. (a) Notification of systems. The following procedures permit... records. This notice shall contain the following information: (i) System name and location; (ii)...

  5. 29 CFR 2400.5 - Notification.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... PRIVACY ACT § 2400.5 Notification. (a) Notification of systems. The following procedures permit... records. This notice shall contain the following information: (i) System name and location; (ii)...

  6. A market systems analysis of the U.S. Sport Utility Vehicle market considering frontal crash safety technology and policy.

    PubMed

    Hoffenson, Steven; Frischknecht, Bart D; Papalambros, Panos Y

    2013-01-01

    Active safety features and adjustments to the New Car Assessment Program (NCAP) consumer-information crash tests have the potential to decrease the number of serious traffic injuries each year, according to previous studies. However, literature suggests that risk reductions, particularly in the automotive market, are often accompanied by adjusted consumer risk tolerance, and so these potential safety benefits may not be fully realized due to changes in consumer purchasing or driving behavior. This article approaches safety in the new vehicle market, particularly in the Sport Utility Vehicle and Crossover Utility Vehicle segments, from a market systems perspective. Crash statistics and simulations are used to predict the effects of design and policy changes on occupant crash safety, and discrete choice experiments are conducted to estimate the values consumers place on vehicle attributes. These models are combined in a market simulation that forecasts how consumers respond to the available vehicle alternatives, resulting in predictions of the market share of each vehicle and how the change in fleet mixture influences societal outcomes including injuries, fuel consumption, and firm profits. The model is tested for a scenario where active safety features are implemented across the new vehicle fleet and a scenario where the U.S. frontal NCAP test speed is modified. While results exhibit evidence of consumer risk adjustment, they support adding active safety features and lowering the NCAP frontal test speed, as these changes are predicted to improve the welfare of both firms and society.

  7. Improved trauma system multicasualty incident response: comparison of two train crash disasters.

    PubMed

    Cryer, H Gill; Hiatt, Jonathan R; Eckstein, Marc; Chidester, Cathy; Raby, Stephanie; Ernst, Timothy G; Margulies, Dan; Putnam, Brant; Demetriades, Demetrios; Gaspard, Donald; Singh, Rambir; Saad, Shawki; Samuel, Christojohn; Upperman, Jeffery S

    2010-04-01

    Two train crash multicasualty incidents (MCI) occurred in 2005 and 2008 in Los Angeles. A postcrash analysis of the first MCI determined that most victims went to local community hospitals (CHs) with underutilization of trauma centers (TCs), resulting in changes to our disaster plan. To determine whether our trauma system MCI response improved, we analyzed the distribution of patients from the scene to TCs and CHs in the two MCIs. Data from the emergency medical services and TC records were interrogated to compare patients triage status, type of transport, and the destination in the 2008 MCI to the 2005 MCI. Clinical data from the 2008 MCI were tabulated to evaluate severity of injuries, need for immediate and delayed operation, need for intensive care unit, and need for specialty surgical services, and appropriate distribution of patients. In 2005, 14 (56%) of the 25 severely injured patients and 75 (71%) of the 106 total patients were transported to four CHs. In 2008, 53 (93%) of 57 of the severely injured patients were transported to TCs and only 34 (35%) of 98 of total patients were transported to nine CHs. In 2008, more TCs were used (8 vs. 5) and more patients were transported by air (34 vs. 2). In 2008, the most severely injured victims were transported to four level I TCs (median injury severity score, 16; range, 1-43; 10 emergent operations) and four level II TCs (median injury severity score, 10; range, 1-22; 4 emergent operations). Only 11 patients were admitted to CHs, and no operations were required. A trauma system performance improvement program allowed us to significantly improve our response to MCIs with improved utilization of TCs and improved distribution of victims according to injury severity and needs.

  8. A multivariate spatial crash frequency model for identifying sites with promise based on crash types.

    PubMed

    Jonathan, Aguero-Valverde; Wu, Kun-Feng Ken; Donnell, Eric T

    2016-02-01

    Many studies have proposed the use of a systemic approach to identify sites with promise (SWiPs). Proponents of the systemic approach to road safety management suggest that it is more effective in reducing crash frequency than the traditional hot spot approach. The systemic approach aims to identify SWiPs by crash type(s) and, therefore, effectively connects crashes to their corresponding countermeasures. Nevertheless, a major challenge to implementing this approach is the low precision of crash frequency models, which results from the systemic approach considering subsets (crash types) of total crashes leading to higher variability in modeling outcomes. This study responds to the need for more precise statistical output and proposes a multivariate spatial model for simultaneously modeling crash frequencies for different crash types. The multivariate spatial model not only induces a multivariate correlation structure between crash types at the same site, but also spatial correlation among adjacent sites to enhance model precision. This study utilized crash, traffic, and roadway inventory data on rural two-lane highways in Pennsylvania to construct and test the multivariate spatial model. Four models with and without the multivariate and spatial correlations were tested and compared. The results show that the model that considers both multivariate and spatial correlation has the best fit. Moreover, it was found that the multivariate correlation plays a stronger role than the spatial correlation when modeling crash frequencies in terms of different crash types.

  9. Definition and means of maintaining the emergency notification and evacuation system portion of the Plutonium Finishing Plant safety envelope

    SciTech Connect

    White, W.F.

    1997-04-21

    The Emergency Evacuation and Notification System provides information to the PFP Building Emergency Director to assist in determining appropriate emergency response, notifies personnel of the required response, and assists in their response. The report identifies the equipment in the Safety Envelope (SE) for this System and the Administrative, Maintenance, and Surveillance Procedures used to maintain the SE Equipment.

  10. 76 FR 9780 - Notification of Deletion of System of Records; EPA Parking Control Office File (EPA-10) and EPA...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-02-22

    ... AGENCY Notification of Deletion of System of Records; EPA Parking Control Office File (EPA-10) and EPA Transit and Guaranteed Ride Home Program Files (EPA-35) AGENCY: Environmental Protection Agency (EPA). ACTION: Notice. SUMMARY: The Environmental Protection Agency (EPA) is deleting the systems of records...

  11. 49 CFR 234.303 - Emergency notification systems for telephonic reporting of unsafe conditions at highway-rail and...

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... 49 Transportation 4 2013-10-01 2013-10-01 false Emergency notification systems for telephonic reporting of unsafe conditions at highway-rail and pathway grade crossings. 234.303 Section 234.303..., DEPARTMENT OF TRANSPORTATION GRADE CROSSING SAFETY, INCLUDING SIGNAL SYSTEMS, STATE ACTION PLANS, AND...

  12. Definition and means of maintaining the emergency notification and evacuation system portion of the plutonium finishing plant safety envelope

    SciTech Connect

    WHITE, W.F.

    1999-05-20

    The Emergency Evacuation and Notification System provides information to the Plutonium Finishing Plant (PFP) Building Emergency Director to assist in determining appropriate emergency response, notifies personnel of the required response, and assists in their response. The report identifies the equipment in the Safety Envelope (SE) for this System and the Administrative, Maintenance, and Surveillance Procedures used to maintain the SE Equipment.

  13. 78 FR 2418 - Privacy Act; Notification of New Privacy Act System of Records, Pre-Purchase Homeownership...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-01-11

    ... URBAN DEVELOPMENT Privacy Act; Notification of New Privacy Act System of Records, Pre-Purchase... U.S.C. 552a), as amended. The proposed new system of record is the Pre-Purchase Homeownership... conduct a random assignment and impact evaluation study of the impact that different types of...

  14. Silver Alerts: A Notification System for Communities with Missing Adults.

    PubMed

    Gergerich, Erika; Davis, Lindsey

    2017-04-01

    As the U.S. population ages, the prevalence of dementia will grow and communities will face the problem of older adults wandering or becoming lost. Silver Alert systems are programs designed to locate missing older adults with dementia or other mental disabilities. Such programs have been initiated in all but five states. Data collection for these programs is often minimal or incomplete. Social workers should be involved in prevention, follow up and education with caregivers, community members and law enforcement officers. When reviewing Silver Alert policy, special attention must be given to ethical concerns and protection of older adults' civil rights.

  15. Potentials of Optical Damage Assessment Techniques in Automotive Crash-Concepts composed of FRP-Steel Hybrid Material Systems

    NASA Astrophysics Data System (ADS)

    Dlugosch, M.; Spiegelhalter, B.; Soot, T.; Lukaszewicz, D.; Fritsch, J.; Hiermaier, S.

    2017-05-01

    With car manufacturers simultaneously facing increasing passive safety and efficiency requirements, FRP-metal hybrid material systems are one way to design lightweight and crashworthy vehicle structures. Generic automotive hybrid structural concepts have been tested under crash loading conditions. In order to assess the state of overall damage and structural integrity, and primarily to validate simulation data, several NDT techniques have been assessed regarding their potential to detect common damage mechanisms in such hybrid systems. Significant potentials were found particularly in combining 3D-topography laser scanning and X-Ray imaging results. Ultrasonic testing proved to be limited by the signal coupling quality on damaged or curved surfaces.

  16. Development of mobile preventive notification system (PreNotiS)

    NASA Astrophysics Data System (ADS)

    Kumar, Abhinav; Akopian, David; Chen, Philip

    2009-02-01

    The tasks achievable by mobile handsets continuously exceed our imagination. Statistics show that the mobile phone sales are soaring, rising exponentially year after year with predictions being that they will rise to a billion units in 2009, with a large section of these being smartphones. Mobile service providers, mobile application developers and researchers have been working closely over the past decade to bring about revolutionary and hardware and software advancements in hand-sets such as embedded digital camera, large memory capacity, accelerometer, touch sensitive screens, GPS, Wi- Fi capabilities etc. as well as in the network infrastructure to support these features. Recently we presented a multi-platform, massive data collection system from distributive sources such as cell phone users1 called PreNotiS. This technology was intended to significantly simplify the response to the events and help e.g. special agencies to gather crucial information in time and respond as quickly as possible to prevent or contain potential emergency situations and act as a massive, centralized evidence collection mechanism that effectively exploits the advancements in mobile application development platforms and the existing network infrastructure to present an easy-touse, fast and effective tool to mobile phone users. We successfully demonstrated the functionality of the client-server application suite to post user information onto the server. This paper presents a new version of the system PreNotiS, with a revised client application and with all new server capabilities. PreNotiS still puts forth the idea of having a fast, efficient client-server based application suite for mobile phones which through a highly simplified user interface will collect security/calamity based information in a structured format from first responders and relay that structured information to a central server where this data is sorted into a database in a predefined manner. This information which

  17. Use of fatal real-life crashes to analyze a safe road transport system model, including the road user, the vehicle, and the road.

    PubMed

    Stigson, Helena; Krafft, Maria; Tingvall, Claes

    2008-10-01

    To evaluate if the Swedish Road Administration (SRA) model for a safe road transport system, which includes the interaction between the road user, the vehicle, and the road, could be used to classify fatal car crashes according to some safety indicators. Also, to present a development of the model to better identify system weakness. Real-life crashes with a fatal outcome were classified according to the vehicle's safety rating by Euro NCAP (European Road Assessment Programme) and fitment of ESC (Electronic Stability Control). For each crash, the road was also classified according to EuroRAP (European Road Assessment Programme) criteria, and human behavior in terms of speeding, seat belt use, and driving under the influence of alcohol. Each crash was compared with the model criteria, to identify components that might have contributed to fatal outcome. All fatal crashes where a car occupant was killed that occurred in Sweden during 2004 were included: in all, 215 crashes with 248 fatalities. The data were collected from the in-depth fatal crash data of the Swedish Road Administration (SRA). It was possible to classify 93% of the fatal car crashes according to the SRA model. A number of shortcomings in the criteria were identified since the model did not address rear-end or animal collisions or collisions with stationary/parked vehicles or trailers (18 out of 248 cases). Using the further developed model, it was possible to identify that most of the crashes occurred when two or all three components interacted (in 85 of the total 230 cases). Noncompliance with safety criteria for the road user, the vehicle, and the road led to fatal outcome in 43, 27, and 75 cases, respectively. The SRA model was found to be useful for classifying fatal crashes but needs to be further developed to identify how the components interact and thereby identify weaknesses in the road traffic system. This developed model might be a tool to systematically identify which of the components are

  18. Making the Most of Alert Notification Systems: Eleven Tips for Using Emergency Communication Solutions in Your District

    ERIC Educational Resources Information Center

    Riley, Sheila

    2007-01-01

    Districts are finding that alert notification systems that deliver automated phone messages are an effective way to reach parents and employees. Implementing the technology is one thing and getting the most out of it is another. This article presents the Districts' goal to get in touch with parents and employees in emergency situations. Andy…

  19. Making the Most of Alert Notification Systems: Eleven Tips for Using Emergency Communication Solutions in Your District

    ERIC Educational Resources Information Center

    Riley, Sheila

    2007-01-01

    Districts are finding that alert notification systems that deliver automated phone messages are an effective way to reach parents and employees. Implementing the technology is one thing and getting the most out of it is another. This article presents the Districts' goal to get in touch with parents and employees in emergency situations. Andy…

  20. 49 CFR 234.303 - Emergency notification systems for telephonic reporting of unsafe conditions at highway-rail and...

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... reporting of unsafe conditions at highway-rail and pathway grade crossings. 234.303 Section 234.303... at Highway-Rail and Pathway Grade Crossings § 234.303 Emergency notification systems for telephonic reporting of unsafe conditions at highway-rail and pathway grade crossings. (a) Duty of dispatching railroad...

  1. Disease surveillance among newly arriving refugees and immigrants--Electronic Disease Notification System, United States, 2009.

    PubMed

    Lee, Deborah; Philen, Rossanne; Wang, Zanju; McSpadden, Pamela; Posey, Drew L; Ortega, Luis S; Weinberg, Michelle S; Brown, Clive; Zhou, Weigong; Painter, John A

    2013-11-15

    Approximately 450,000 legal permanent immigrants and 75,000 refugees enter the United States annually after receiving required medical examinations by overseas panel physicians (physicians who follow the CDC medical screening guidelines provided to the U.S. Department of State). CDC has the regulatory responsibility for preventing the introduction, transmission, and spread of communicable diseases into the United States as well as for developing the guidelines, known as technical instructions, for the overseas medical examinations. Other conditions that are not infectious might preclude an immigrant or refugee from entering the United States and also are reported as part of the medical examination. After arrival in the United States, all refugees are recommended to obtain a medical assessment by a health-care provider or a health department within 30 days. In addition, immigrants with certain medical conditions such as noninfectious tuberculosis at the time of the original medical examination are recommended to be evaluated after arrival to ensure that appropriate prevention or treatment measures are instituted. Health departments need timely and accurate notifications of newly arriving immigrants, refugees, and persons with other visa types to facilitate these evaluations. Notifications for all newly arriving refugees (with or without medical conditions) and immigrants with medical conditions are provided by CDC's Electronic Disease Notification (EDN) system. This is the first report describing EDN. This report summarizes notifications by the EDN system during January-December 2009. The EDN system is a centralized electronic reporting system that collects health information on newly arriving refugees and immigrants with Class A and Class B medical conditions. Class A conditions render applicants inadmissible and require a waiver for entry; Class B conditions are admissible but might require treatment or follow-up. Information in the EDN system is used to notify

  2. Naturalistic Assessment of Novice Teenage Crash Experience

    PubMed Central

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

    2011-01-01

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

  3. Evaluating impacts of different longitudinal driver assistance systems on reducing multi-vehicle rear-end crashes during small-scale inclement weather.

    PubMed

    Li, Ye; Xing, Lu; Wang, Wei; Wang, Hao; Dong, Changyin; Liu, Shanwen

    2017-10-01

    Multi-vehicle rear-end (MVRE) crashes during small-scale inclement (SSI) weather cause high fatality rates on freeways, which cannot be solved by traditional speed limit strategies. This study aimed to reduce MVRE crash risks during SSI weather using different longitudinal driver assistance systems (LDAS). The impact factors on MVRE crashes during SSI weather were firstly analyzed. Then, four LDAS, including Forward collision warning (FCW), Autonomous emergency braking (AEB), Adaptive cruise control (ACC) and Cooperative ACC (CACC), were modeled based on a unified platform, the Intelligent Driver Model (IDM). Simulation experiments were designed and a large number of simulations were then conducted to evaluate safety effects of different LDAS. Results indicate that the FCW and ACC system have poor performance on reducing MVRE crashes during SSI weather. The slight improvement of sight distance of FCW and the limitation of perception-reaction time of ACC lead the failure of avoiding MVRE crashes in most scenarios. The AEB system has the better effect due to automatic perception and reaction, as well as performing the full brake when encountering SSI weather. The CACC system has the best performance because wireless communication provides a larger sight distance and a shorter time delay at the sub-second level. Sensitivity analyses also indicated that the larger number of vehicles and speed changes after encountering SSI weather have negative impacts on safety performances. Results of this study provide useful information for accident prevention during SSI weather. Copyright © 2017 Elsevier Ltd. All rights reserved.

  4. Mass Notification for Higher Education

    ERIC Educational Resources Information Center

    Schneider, Tod

    2010-01-01

    Mass notification is a high priority in educational institutions. As the number of electronic communication devices has diversified, so has the complexity of designing an effective mass notification system. Picking the right system, with the right features, support services and price, can be daunting. This publication, updated quarterly due to…

  5. 39 CFR 266.5 - Notification.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 39 Postal Service 1 2013-07-01 2013-07-01 false Notification. 266.5 Section 266.5 Postal Service UNITED STATES POSTAL SERVICE ORGANIZATION AND ADMINISTRATION PRIVACY OF INFORMATION § 266.5 Notification... shall specify the nature and purpose of that system. (f) Notification of computer matching program....

  6. 39 CFR 266.5 - Notification.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... 39 Postal Service 1 2014-07-01 2014-07-01 false Notification. 266.5 Section 266.5 Postal Service UNITED STATES POSTAL SERVICE ORGANIZATION AND ADMINISTRATION PRIVACY OF INFORMATION § 266.5 Notification... shall specify the nature and purpose of that system. (f) Notification of computer matching program....

  7. The influence of bicycle oriented facilities on bicycle crashes within crash concentrated areas.

    PubMed

    Kim, Dohyung; Kim, Kwangkoo

    2015-01-01

    This study analyzes environmental features that influence bicycle crashes within crash concentrated areas. This study particularly provides a systemic approach to analyzing major bicycle oriented facilities contributing to bicycle crashes within crash concentrated areas. This study applies geographic information systems (GIS) to the identification of crash concentrated areas in Riverside County, California using five years of crash data as well as the development of environment feature data inventory. Based on the data inventory, a regression method was applied to discover whether there was a correlation between the presence of bicycle facilities and the occurrence of bicycle crashes. This study identifies that longer distance between crosswalks and bus stops are positively associated with bicyclist crashes, while structured medians contribute to the reduction of bicycle crashes. This study also suggests that parking lot entrance ways and parking lots with no physical barrier from sidewalks cause bicycle crashes on sidewalks. This study presents guidelines for local transportation planners to analyze the patterns of bicyclist crashes in order to improve roadway safety. This research also assists planners in effectively allocating scarce resources as they address issues of bicyclist safety.

  8. Observation of sawtooth crashes by a multi-toroidally positioned soft x-ray computer tomography system in the WT-3 tokamak

    NASA Astrophysics Data System (ADS)

    Yamaguchi, S.; Igami, H.; Tanaka, H.; Maekawa, T.

    2004-08-01

    Sawtooth crashes in an Ohmically heated plasma with a low safety factor of qa sime 2.7 in the WT-3 tokamak have been observed by using soft x-ray computer tomography (SXCT) systems attached at three different poloidal cross sections around the torus. With this multi-toroidally positioned (MTP) SXCT system we have examined how the core plasmas collapse at the three different toroidal locations in terms of the shift and the shape of hot cores in order to visualize the whole helical hot structure around the torus during the crash. A variety of crashes have been observed. In any case collapsing proceeds in two steps, called the first and second phases. In the first phase collapsing proceeds slowly keeping the helical hot structure of an m = 1/n = 1 mode and/or an m = 2/n = 2 mode around the torus. In the second phase, collapsing proceeds rapidly as the helical hot structure is strongly deformed, and reaches the end in such a manner that the hot core shifted to the low field side is deformed into a thin crescent shape aligned along the inversion circle while that shifted to the high field side fades away or is deformed into a broad, warm structure depending on the types of crashes. Thus, present MTP SXCT has revealed for the first time a remarkable deformation of the helical hot structure around the torus during the sawtooth crashes.

  9. 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

  10. Long-term effect of the North Carolina graduated driver licensing system on licensed driver crash incidence: a 5-year survival analysis.

    PubMed

    Masten, Scott V; Foss, Robert D

    2010-11-01

    Several studies document the success of graduated driver licensing (GDL) systems in reducing young teen crash rates, but it is not yet clear whether any portion of the crash reduction is achieved by producing more capable drivers. The purpose of this study was to determine whether young teen drivers licensed under the North Carolina GDL system remain crash-free longer than those licensed prior to GDL, independent of the crude reductions in exposure (i.e., decreasing and delaying licensure) that may be responsible for most documented effects of GDL. Survival analysis was used to compare retrospective cohorts of 16-17 year olds before (n=105,569) and after (n=327,054) the North Carolina GDL system was implemented. The crash incidence of GDL-licensed 16-17 year olds (combined) was 10% lower than that for pre-GDL teens for at least 5 years after being licensed to drive independently (hazard ratio [HR]=0.90; 95% confidence interval [CI]=0.89, 0.91). However, more refined analysis revealed the reductions to only be among females (7%; HR=0.93; CI=0.91, 0.94) and males (15%; HR=0.85, CI=0.84, 0.87) licensed at age 16 and not among females (0%; HR=1.00; CI=0.95, 1.06) and males (0%; HR=1.00; CI=0.92, 1.09) licensed at age 17. Sixteen-year-old drivers licensed under the North Carolina GDL system experienced lower first-crash incidence during the first 5 years of unsupervised driving than did those licensed under the previous system. The benefits are greater for males, who tend to have higher crash rates. The findings contradict conventional wisdom that the entire benefit of GDL results merely from decreasing or delaying licensure among young drivers.

  11. Power-law relaxation in a complex system: Omori law after a financial market crash.

    PubMed

    Lillo, F; Mantegna, R N

    2003-07-01

    We study the relaxation dynamics of a financial market just after the occurrence of a crash by investigating the number of times the absolute value of an index return is exceeding a given threshold value. We show that the empirical observation of a power law evolution of the number of events exceeding the selected threshold (a behavior known as the Omori law in geophysics) is consistent with the simultaneous occurrence of (i) a return probability density function characterized by a power law asymptotic behavior and (ii) a power-law relaxation decay of its typical scale. Our empirical observation cannot be explained within the framework of simple and widespread stochastic volatility models.

  12. Molecular Epidemiology and Clinical Characteristics of Hepatitis B Identified through the French Mandatory Notification System

    PubMed Central

    Thibault, Vincent; Laperche, Syria; Thiers, Valérie; Sayon, Sophie; Letort, Marie-José; Delarocque-Astagneau, Elisabeth; Antona, Denise

    2013-01-01

    Background & Aims Strains responsible for acute hepatitis B infections (AHB) in France have not been characterized. This study was first designed to analyze the molecular epidemiology of AHB and second to describe the differences between AHB and chronic hepatitis B (CHB) exacerbations. Methods This prospective study was based on the French mandatory notification system for AHB. 147 samples corresponding to declared cases were shipped to a central laboratory for classification as AHB or CHB according to the level of anti-HBc IgM and anti-HBc avidity. Results Based on biological marker values and file examination, 75 cases (59%) were classified as AHB. Independently of the acute or chronic status, genotype A (57%), D (22%) and E (14%) were the most prevalent and no phylogenetic clustering was observed among HBV sequences (n=68). Precore or basal core-promoter variants were not particularly associated with disease severity but were more prevalent in CHB. No antiviral resistant strains or immune-escape HBsAg was observed. HBV viral loads in AHB or CHB were comparable but with opposite distributions. ALT levels reached 10 times the upper normal value in 94% of AHB but only in 24% of CHB. Conclusions After rigorous classification, no major difference at the genetic level was found between HBV strains isolated from AHB and CHB. Absence of potentially deleterious variant detection is reassuring. When based upon HBsAg and anti-HBc IgM determination, AHB notification may falsely include more than 40% CHB, leading to an important risk of bias in national surveillance programs of AHB. PMID:24086488

  13. Automatic recloser circuit breaker integrated with GSM technology for power system notification

    NASA Astrophysics Data System (ADS)

    Lada, M. Y.; Khiar, M. S. A.; Ghani, S. A.; Nawawi, M. R. M.; Rahim, N. H.; Sinar, L. O. M.

    2015-05-01

    Lightning is one type of transient faults that usually cause the circuit breaker in the distribution board trip due to overload current detection. The instant tripping condition in the circuit breakers clears the fault in the system. Unfortunately most circuit breakers system is manually operated. The power line will be effectively re-energized after the clearing fault process is finished. Auto-reclose circuit is used on the transmission line to carry out the duty of supplying quality electrical power to customers. In this project, an automatic reclose circuit breaker for low voltage usage is designed. The product description is the Auto Reclose Circuit Breaker (ARCB) will trip if the current sensor detects high current which exceeds the rated current for the miniature circuit breaker (MCB) used. Then the fault condition will be cleared automatically and return the power line to normal condition. The Global System for Mobile Communication (GSM) system will send SMS to the person in charge if the tripping occurs. If the over current occurs in three times, the system will fully trip (open circuit) and at the same time will send an SMS to the person in charge. In this project a 1 A is set as the rated current and any current exceeding a 1 A will cause the system to trip or interrupted. This system also provides an additional notification for user such as the emergency light and warning system.

  14. Crash Course

    NASA Image and Video Library

    2016-12-19

    It may look as though Saturn's moon Mimas is crashing through the rings in this image taken by NASA's Cassini spacecraft, but Mimas is actually 28,000 miles (45,000 kilometers) away from the rings. There is a strong connection between the icy moon and Saturn's rings, though. Gravity links them together and shapes the way they both move. The gravitational pull of Mimas (246 miles or 396 kilometers across) creates waves in Saturn's rings that are visible in some Cassini images. Mimas' gravity also helps create the Cassini Division (not pictured here), which separates the A and B rings. This view looks toward the anti-Saturn hemisphere of Mimas. North on Mimas is up and rotated 15 degrees to the right. The image was taken in green light with the Cassini spacecraft narrow-angle camera on Oct. 23, 2016. The view was acquired at a distance of approximately 114,000 miles (183,000 kilometers) from Mimas and at a Sun-Mimas-spacecraft, or phase, angle of 29 degrees. Image scale is 3,300 feet (1 kilometer) per pixel. http://photojournal.jpl.nasa.gov/catalog/PIA20510

  15. The Procrustean bed of EU food safety notifications via the Rapid Alert System for Food and Feed: does one size fit all?

    PubMed

    Taylor, Glenn; Petróczi, Andrea; Nepusz, Tamás; Naughton, Declan P

    2013-06-01

    Previous reports demonstrated wide variations in contributions by EU Member States (MS) to the Rapid Alert System for Food and Feed (RASFF) especially for border notifications, emphasising that MS with major entry points play a vital role in ensuring that EU food imports meet EU standards. To further explore the variation this paper aimed to examine notification practices among MS by comparing the levels of detection as a function of the total food imported and population. RASFF notifications issued between 2003 and 2007 were analysed using descriptive statistics and network analysis for differences in notification practice between MS. Major variations in contributions to the RASFF database were observed, which did not correlate with MS size or population. For the key contrast of ratio: 'border: non-border notifications', variations between 7%:89% were observed for the average monthly contributions and, import tonnage per border notification revealed up to 129-fold differences between MS. In conclusion, wide variations in food safety practice exist between MS, including both number and type of contributions to the RASFF database, with some MS being relatively highly active in the key class of border notifications. These findings should inform EU food safety enforcement policies and practices; and central resource allocations. Copyright © 2013 Elsevier Ltd. All rights reserved.

  16. The 117 call alert system in Sierra Leone: from rapid Ebola notification to routine death reporting.

    PubMed

    Alpren, Charles; Jalloh, Mohamed F; Kaiser, Reinhard; Diop, Mariam; Kargbo, Sas; Castle, Evelyn; Dafae, Foday; Hersey, Sara; Redd, John T; Jambai, Amara

    2017-01-01

    A toll-free, nationwide phone alert system was established for rapid notification and response during the 2014-2015 Ebola epidemic in Sierra Leone. The system remained in place after the end of the epidemic under a policy of mandatory reporting and Ebola testing for all deaths, and, from June 2016, testing only in case of suspected Ebola. We describe the design, implementation and changes in the system; analyse calling trends during and after the Ebola epidemic; and discuss strengths and limitations of the system and its potential role in efforts to improve death reporting in Sierra Leone. Numbers of calls to report deaths of any cause (death alerts) and persons suspected of having Ebola (live alerts) were analysed by province and district and compared with numbers of Ebola cases reported by the WHO. Nearly 350 000 complete, non-prank calls were made to 117 between September 2014 and December 2016. The maximum number of daily death and live alerts was 9344 (October 2014) and 3031 (December 2014), respectively. Call volumes decreased as Ebola incidence declined and continued to decrease in the post-Ebola period. A national social mobilisation strategy was especially targeted to influential religious leaders, traditional healers and women's groups. The existing infrastructure and experience with the system offer an opportunity to consider long-term use as a death reporting tool for civil registration and mortality surveillance, including rapid detection and control of public health threats. A routine social mobilisation component should be considered to increase usage.

  17. Fatal Passenger Vehicle Crashes with At Least 1 Driver Younger than 15 Years: A Fatality Analysis Reporting System Study

    ERIC Educational Resources Information Center

    Frisch, Larry; Plessinger, Alexander

    2007-01-01

    Context: A small number of fatalities continue to occur due to motor vehicle crashes on highways in which at least 1 passenger vehicle (automobile, van, or small truck) is driven by a child younger than 15 years. Purpose: The purpose of this study was to extend previous work suggesting that such crashes occur frequently in the Southern states and…

  18. Fatal Passenger Vehicle Crashes with At Least 1 Driver Younger than 15 Years: A Fatality Analysis Reporting System Study

    ERIC Educational Resources Information Center

    Frisch, Larry; Plessinger, Alexander

    2007-01-01

    Context: A small number of fatalities continue to occur due to motor vehicle crashes on highways in which at least 1 passenger vehicle (automobile, van, or small truck) is driven by a child younger than 15 years. Purpose: The purpose of this study was to extend previous work suggesting that such crashes occur frequently in the Southern states and…

  19. Development of a Human Motor Model for the Evaluation of an Integrated Alerting and Notification Flight Deck System

    NASA Technical Reports Server (NTRS)

    Daiker, Ron; Schnell, Thomas

    2010-01-01

    A human motor model was developed on the basis of performance data that was collected in a flight simulator. The motor model is under consideration as one component of a virtual pilot model for the evaluation of NextGen crew alerting and notification systems in flight decks. This model may be used in a digital Monte Carlo simulation to compare flight deck layout design alternatives. The virtual pilot model is being developed as part of a NASA project to evaluate multiple crews alerting and notification flight deck configurations. Model parameters were derived from empirical distributions of pilot data collected in a flight simulator experiment. The goal of this model is to simulate pilot motor performance in the approach-to-landing task. The unique challenges associated with modeling the complex dynamics of humans interacting with the cockpit environment are discussed, along with the current state and future direction of the model.

  20. New methods to identify and rank high pedestrian crash zones: an illustration.

    PubMed

    Pulugurtha, Srinivas S; Krishnakumar, Vanjeeswaran K; Nambisan, Shashi S

    2007-07-01

    Identifying and ranking high pedestrian crash zones plays a key role in developing efficient and effective strategies to enhance pedestrian safety. This paper presents (1) a Geographical Information Systems (GIS) methodology to study the spatial patterns of pedestrian crashes in order to identify high pedestrian crash zones, and (2) an evaluation of methods to rank these high pedestrian crash zones. The GIS based methodology to identify high pedestrian crash zones includes geocoding crash data, creating crash concentration maps, and then identifying high pedestrian crash zones. Two methods generally used to create crash concentration maps based on density values are the Simple Method and the Kernel Method. Ranking methods such as crash frequency, crash density, and crash rate, as well as composite methods such as the sum-of-the-ranks and the crash score methods are used to rank the selected high pedestrian crash zones. The use of this methodology and ranking methods for high pedestrian crash zones are illustrated using the Las Vegas metropolitan area as the study area. Crash data collected for a 5-year period (1998-2002) were address matched using the street name/reference street name intersection location reference system. A crash concentration map was then created using the Kernel Method as it facilitates the creation of a smooth density surface when compared to the Simple Method. Twenty-two linear high crash zones and seven circular high crash zones were then identified. The GIS based methodology reduced the subjectivity in the analysis process. Results obtained from the evaluation of methods to rank high pedestrian crash zones show a significant variation in ranking when individual methods were considered. However, rankings of high pedestrian crash zones were relatively consistent with little to no variation when the sum-of-the-ranks method and the crash score method were used. Thus, these composite methods are recommended for use in ranking high pedestrian

  1. Heart rate variability (HRV) and muscular system activity (EMG) in cases of crash threat during simulated driving of a passenger car.

    PubMed

    Zużewicz, Krystyna; Roman-Liu, Danuta; Konarska, Maria; Bartuzi, Paweł; Matusiak, Krzysztof; Korczak, Dariusz; Lozia, Zbigniew; Guzek, Marek

    2013-10-01

    The aim of the study was to verify whether simultaneous responses from the muscular and circulatory system occur in the driver's body under simulated conditions of a crash threat. The study was carried out in a passenger car driving simulator. The crash was included in the driving test scenario developed in an urban setting. In the group of 22 young male subjects, two physiological signals - ECG and EMG were continuously recorded. The length of the RR interval in the ECG signal was assessed. A HRV analysis was performed in the time and frequency domains for 1-minute record segments at rest (seated position), during undisturbed driving as well as during and several minutes after the crash. For the left and right side muscles: m. trapezius (TR) and m. flexor digitorum superficialis (FDS), the EMG signal amplitude was determined. The percentage of maximal voluntary contraction (MVC) was compared during driving and during the crash. As for the ECG signal, it was found that in most of the drivers changes occurred in the parameter values reflecting HRV in the time domain. Significant changes were noted in the mean length of RR intervals (mRR). As for the EMG signal, the changes in the amplitude concerned the signal recorded from the FDS muscle. The changes in ECG and EMG were simultaneous in half of the cases. Such parameters as mRR (ECG signal) and FDS-L amplitude (EMG signal) were the responses to accident risk. Under simulated conditions, responses from the circulatory and musculoskeletal systems are not always simultaneous. The results indicate that a more complete driver's response to a crash in road traffic is obtained based on parallel recording of two physiological signals (ECG and EMG).

  2. 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.

  3. Crash avoidance potential of four large truck technologies.

    PubMed

    Jermakian, Jessica S

    2012-11-01

    The objective of this paper was to estimate the maximum potential large truck crash reductions in the United States associated with each of four crash avoidance technologies: side view assist, forward collision warning/mitigation, lane departure warning/prevention, and vehicle stability control. Estimates accounted for limitations of current systems. Crash records were extracted from the 2004-08 files of the National Automotive Sampling System General Estimates System (NASS GES) and the Fatality Analysis Reporting System (FARS). Crash descriptors such as location of damage on the vehicle, road characteristics, time of day, and precrash maneuvers were reviewed to determine whether the information or action provided by each technology potentially could have prevented the crash. Of the four technologies, side view assist had the greatest potential for preventing large truck crashes of any severity; the technology is potentially applicable to 39,000 crashes in the United States each year, including 2000 serious and moderate injury crashes and 79 fatal crashes. Vehicle stability control is another promising technology, with the potential to prevent or mitigate up to 31,000 crashes per year including more serious crashes--up to 7000 moderate-to-serious injury crashes and 439 fatal crashes per year. Vehicle stability control could prevent or mitigate up to 20 and 11 percent of moderate-to-serious injury and fatal large truck crashes, respectively. Forward collision warning has the potential to prevent as many as 31,000 crashes per year, including 3000 serious and moderate injury crashes and 115 fatal crashes. Finally, 10,000 large truck crashes annually were relevant to lane departure warning/prevention systems. Of these, 1000 involved serious and moderate injuries and 247 involved fatal injuries. There is great potential effectiveness for truck-based crash avoidance systems. However, it is yet to be determined how drivers will interact with the systems. Actual

  4. Declines in fatal crashes of older drivers: changes in crash risk and survivability.

    PubMed

    Cheung, Ivan; McCartt, Anne T

    2011-05-01

    Previous research has found that older driver fatal crash involvement rates per licensed driver declined substantially in the United States during 1997-2006 and declined much faster than the rate for middle-age drivers. The current study examined whether the larger-than-expected decline for older drivers extended to nonfatal crashes and whether the decline in fatal crash risk reflects lower likelihood of crashing or an improvement in survivability of the crashes that occur. Trends in the rates of passenger vehicle crash involvements per 100,000 licensed drivers for drivers 70 and older (older drivers) were compared with trends for drivers ages 35-54 (middle-age drivers). Fatal crash information was obtained from the Fatality Analysis Reporting System for years 1997-2008, and nonfatal crash information was obtained from 13 states with good reporting information for years 1997-2005. Analysis of covariance models compared trends in annual crash rates for older drivers relative to rates for middle-age drivers. Differences in crash survivability were measured in terms of the odds of fatality given a crash each year, and the historical trends for older versus middle-age drivers were compared. Fatal crash involvement rates declined for older and middle-age drivers during 1997-2008 (1997-2005 for the 13 state subsample), but the decline for drivers 70 and older far exceeded the decline for drivers ages 35-54 (37 versus 23 percent, nationally; 22 versus 1 percent, 13 states). Nonfatal injury crash involvement rates showed similarly larger-than-expected declines for older drivers in the 13 state subsample, but the differences were smaller and not statistically significant (27 percent reduction for older drivers versus 16 percent for middle-age drivers). Property-damage-only crash involvement rates declined for older drivers (10 percent) but increased for middle-age drivers (1 percent). In 1997, older drivers were 3.5 times more likely than middle-age drivers to die in police

  5. Counterfactual simulations applied to SHRP2 crashes: The effect of driver behavior models on safety benefit estimations of intelligent safety systems.

    PubMed

    Bärgman, Jonas; Boda, Christian-Nils; Dozza, Marco

    2017-05-01

    As the development and deployment of in-vehicle intelligent safety systems (ISS) for crash avoidance and mitigation have rapidly increased in the last decades, the need to evaluate their prospective safety benefits before introduction has never been higher. Counterfactual simulations using relevant mathematical models (for vehicle dynamics, sensors, the environment, ISS algorithms, and models of driver behavior) have been identified as having high potential. However, although most of these models are relatively mature, models of driver behavior in the critical seconds before a crash are still relatively immature. There are also large conceptual differences between different driver models. The objective of this paper is, firstly, to demonstrate the importance of the choice of driver model when counterfactual simulations are used to evaluate two ISS: Forward collision warning (FCW), and autonomous emergency braking (AEB). Secondly, the paper demonstrates how counterfactual simulations can be used to perform sensitivity analyses on parameter settings, both for driver behavior and ISS algorithms. Finally, the paper evaluates the effect of the choice of glance distribution in the driver behavior model on the safety benefit estimation. The paper uses pre-crash kinematics and driver behavior from 34 rear-end crashes from the SHRP2 naturalistic driving study for the demonstrations. The results for FCW show a large difference in the percent of avoided crashes between conceptually different models of driver behavior, while differences were small for conceptually similar models. As expected, the choice of model of driver behavior did not affect AEB benefit much. Based on our results, researchers and others who aim to evaluate ISS with the driver in the loop through counterfactual simulations should be sure to make deliberate and well-grounded choices of driver models: the choice of model matters. Copyright © 2017 Elsevier Ltd. All rights reserved.

  6. Identifying crash patterns on roundabouts.

    PubMed

    Polders, Evelien; Daniels, Stijn; Casters, Winfried; Brijs, Tom

    2015-01-01

    Roundabouts are a type of circular intersection control generally associated with a favorable influence on traffic safety. International studies of intersections converted to roundabouts indicate a strong reduction in injury crashes, particularly for crashes with fatal or serious injuries. Nevertheless, some crashes still occur at roundabouts. The present study aims to improve the understanding of roundabout safety by identifying crash types, locations, and factors that are associated with roundabout crashes. An analysis of 399 crashes on 28 roundabouts in Flanders, Belgium, was carried out based on detailed crash descriptions; that is, crash data and collision diagrams. The crashes are sampled from police-reported crashes at roundabouts in the region of Flanders, Belgium. Collision diagrams of the registered crashes were used to distinguish 8 different crash types. The roundabout itself is divided into 11 detailed and different typical segments, according to previously established knowledge on the occurrence of crashes at roundabouts. The 8 roundabout crash types are examined by injury severity, crash location within the roundabout, type of roundabout, type of cycle facility, and type of involved road user. Four dominant crash types are identified: rear-end crashes, collisions with vulnerable road users, entering-circulating crashes, and single-vehicle collisions with the central island. Crashes with vulnerable road users and collisions with the central island are characterized by significantly higher proportions of injury crashes. About 80% of the crashes occurred on the entry lanes and the circulatory road (segments 1-4). Road users who are the most at risk to be involved in serious injury crashes at roundabouts are cyclists and moped riders. The main goal of this study was to identify and analyze dominant crash types at roundabouts by taking into account detailed information on the crash location. Some connections between certain roundabout crash types, their

  7. Predicting crash-relevant violations at stop sign-controlled intersections for the development of an intersection driver assistance system.

    PubMed

    Scanlon, John M; Sherony, Rini; Gabler, Hampton C

    2016-09-01

    Intersection crashes resulted in over 5,000 fatalities in the United States in 2014. Intersection Advanced Driver Assistance Systems (I-ADAS) are active safety systems that seek to help drivers safely traverse intersections. I-ADAS uses onboard sensors to detect oncoming vehicles and, in the event of an imminent crash, can either alert the driver or take autonomous evasive action. The objective of this study was to develop and evaluate a predictive model for detecting whether a stop sign violation was imminent. Passenger vehicle intersection approaches were extracted from a data set of typical driver behavior (100-Car Naturalistic Driving Study) and violations (event data recorders downloaded from real-world crashes) and were assigned weighting factors based on real-world frequency. A k-fold cross-validation procedure was then used to develop and evaluate 3 hypothetical stop sign warning algorithms (i.e., early, intermediate, and delayed) for detecting an impending violation during the intersection approach. Violation detection models were developed using logistic regression models that evaluate likelihood of a violation at various locations along the intersection approach. Two potential indicators of driver intent to stop-that is, required deceleration parameter (RDP) and brake application-were used to develop the predictive models. The earliest violation detection opportunity was then evaluated for each detection algorithm in order to (1) evaluate the violation detection accuracy and (2) compare braking demand versus maximum braking capabilities. A total of 38 violating and 658 nonviolating approaches were used in the analysis. All 3 algorithms were able to detect a violation at some point during the intersection approach. The early detection algorithm, as designed, was able to detect violations earlier than all other algorithms during the intersection approach but gave false alarms for 22.3% of approaches. In contrast, the delayed detection algorithm sacrificed

  8. Crash avoidance potential of four passenger vehicle technologies.

    PubMed

    Jermakian, Jessica S

    2011-05-01

    The objective was to update estimates of maximum potential crash reductions in the United States associated with each of four crash avoidance technologies: side view assist, forward collision warning/mitigation, lane departure warning/prevention, and adaptive headlights. Compared with previous estimates (Farmer, 2008), estimates in this study attempted to account for known limitations of current systems. Crash records were extracted from the 2004-08 files of the National Automotive Sampling System General Estimates System (NASS GES) and the Fatality Analysis Reporting System (FARS). Crash descriptors such as vehicle damage location, road characteristics, time of day, and precrash maneuvers were reviewed to determine whether the information or action provided by each technology potentially could have prevented or mitigated the crash. Of the four crash avoidance technologies, forward collision warning/mitigation had the greatest potential for preventing crashes of any severity; the technology is potentially applicable to 1.2 million crashes in the United States each year, including 66,000 serious and moderate injury crashes and 879 fatal crashes. Lane departure warning/prevention systems appeared relevant to 179,000 crashes per year. Side view assist and adaptive headlights could prevent 395,000 and 142,000 crashes per year, respectively. Lane departure warning/prevention was relevant to the most fatal crashes, up to 7500 fatal crashes per year. A combination of all four current technologies potentially could prevent or mitigate (without double counting) up to 1,866,000 crashes each year, including 149,000 serious and moderate injury crashes and 10,238 fatal crashes. If forward collision warning were extended to detect objects, pedestrians, and bicyclists, it would be relevant to an additional 3868 unique fatal crashes. There is great potential effectiveness for vehicle-based crash avoidance systems. However, it is yet to be determined how drivers will interact with

  9. Technical Seminar: "Crash Safety"""

    NASA Image and Video Library

    This seminar addresses the history and successful progress in predicting and improving the crash safety characteristics of vehicles, with particular emphasis on rotary wing aircraft and composite s...

  10. A location-based notification- and visualization-system indicating social activities

    NASA Astrophysics Data System (ADS)

    David, Sammy; Edlich, Stefan

    2009-02-01

    This paper examines the implementation of a notification- and visualization-system generally aiming to provide users with a comprehensive possibility to spontaneously get in touch and stay in contact with their friends and acquaintances. Essential part of the system is the mobile application, based on the Google Android platform, which can be used to keep track about the spatial positions of a user's contacts. One of the main aspects of the presented system is the automatic contact alert mechanism, which notifies users every time that one or more of their contacts are located nearby. In case a contact is in vicinity the application initiates a visual and/or acoustic signal on the mobile device. At any time users are able to easily take a glance at a geographical map displaying the surrounding area of their current position and all of their online contacts within this area. Moreover, users have the possibility to retrieve further information for each of their displayed contacts (if provided by the contact), such as their current activity or specific location metadata, e.g. the speed, direction and distance of a contact to the user's own location. Additionally, a user can explicitly look out for a specific contact, regardless of where the contact is located globally, as long as the contact is logged on to the system and shares his/her location information. Furthermore, the system supports the exchange of location- and event-messages, enabling users to easily share location data or set up appointments with their contacts. Another main feature of the prototype is the automatic location context determination, which provides users not just the raw location information on a map, but also the contextual meaning specified by the contact. That means users can see that a contact is e.g. at home or at work, when the user is indeed within the spatial range of his home or work location. The system can detect automatically if a user reaches one of his most common places and

  11. Crash risk factors for interstate large trucks in North Carolina.

    PubMed

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

    2017-09-01

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

  12. Facilities and Methods Used in Full-scale Airplane Crash-fire Investigation

    NASA Technical Reports Server (NTRS)

    Black, Dugald O.

    1952-01-01

    The facilities and the techniques employed in the conduct of full scale airplane crash-fire studies currently being conducted at the NACA Lewis laboratory are discussed herein. This investigation is part of a comprehensive study of the airplane crash-fire problem. The crash configuration chosen, the general physical layout of the crash site, the test methods, the instrumentation, the data-recording systems, and the post-crash examination procedure are described

  13. Air Cushion Crash Rescue Vehicle (ACCRV)

    DTIC Science & Technology

    1987-10-01

    x 13.3 x 5.7 Battery Incl. Monitors 1 DC Defibril- 11.90 3.8 x 13.3 x 9.2 Battery Inc\\. lator 106 -) 0) ho cd o +-> w c cd 3...reverse if necessary and identify by block number) Current USAF crash rescue vehicles have been designed to operate on the roads, ramps, taxiways...Cushion Crash Rescue Vehicle (ACCRV) has been designed by integrating a retractable air cushion system with a crash rescue vehicle. This report

  14. 48 CFR 44.201-2 - Advance notification requirements.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... system, 10 U.S.C. 2306 requires notification before the award of any cost-plus-fixed-fee subcontract, or... purchasing system, 41 U.S.C. 254(b) requires notification before the award of any cost-plus-fixed-fee... notification requirements. Under cost-reimbursement contracts, the contractor is required by statute to notify...

  15. Hubble Witnesses Comet Crash

    NASA Technical Reports Server (NTRS)

    2005-01-01

    [figure removed for brevity, see original site] Quick Time Movie for PIA02122 Hubble Witnesses Comet Crash

    [figure removed for brevity, see original site] Figure 1: Hubble Witnesses Comet Crash

    These pictures of comet Tempel 1 were taken by NASA's Hubble Space Telescope. They show the comet before and after it ran over NASA's Deep Impact probe.

  16. Computer laboratory notification system via short message service to reduce health care delays in management of tuberculosis in Taiwan.

    PubMed

    Chen, Tun-Chieh; Lin, Wei-Ru; Lu, Po-Liang; Lin, Chun-Yu; Lin, Shu-Hui; Lin, Chuen-Ju; Feng, Ming-Chu; Chiang, Horn-Che; Chen, Yen-Hsu; Huang, Ming-Shyan

    2011-06-01

    We investigated the impacts of introducing an expedited acid-fast bacilli (AFB) smear laboratory procedure and an automatic, real-time laboratory notification system by short message with mobile phones on delays in prompt isolation of patients with pulmonary tuberculosis (TB). We analyzed the data for all patients with active pulmonary tuberculosis at a hospital in Kaohsiung, Taiwan, a 1,600-bed medical center, during baseline (January 2004 to February 2005) and intervention (July 2005 to August 2006) phases. A total of 96 and 127 patients with AFB-positive TB was reported during the baseline and intervention phases, respectively. There were significant decreases in health care system delays (ie, laboratory delays: reception of sputum to reporting, P < .001; response delays: reporting to patient isolation, P = .045; and interval from admission to patient isolation, P < .001) during the intervention phase. Significantly fewer nurses were exposed to each patient with active pulmonary TB during the intervention phase (P = .039). Implementation of expedited AFB smear laboratory procedures and an automatic, real-time laboratory mobile notification system significantly decreased delays in the diagnosis and isolation of patients with active TB. Copyright © 2011 Association for Professionals in Infection Control and Epidemiology, Inc. Published by Mosby, Inc. All rights reserved.

  17. Notification System to Address PACS Filter Deficiencies and Ensure Timely Interpretation of Neonatal Exams.

    PubMed

    Filice, Ross

    2016-08-01

    Filtered radiology worklists can result in exams that slip through the cracks and do not get interpreted. We discovered an error that caused neonatal exams to not be displayed on our worklists, and therefore, these exams were not interpreted in a timely fashion. Because of familiarity with our departmental data, we were able to rapidly build a notification tool to alert us to these exams. This tool resulted in clinically significant impact on interpretation turnaround time and care of neonates in our hospital.

  18. Do Elevated Gravitational-Force Events While Driving Predict Crashes and Near Crashes?

    PubMed Central

    Simons-Morton, Bruce G.; Zhang, Zhiwei; Jackson, John C.; Albert, Paul S.

    2012-01-01

    The purpose of this research was to determine the extent to which elevated gravitational-force event rates predict crashes and near crashes. Accelerometers, global positioning systems, cameras, and other technology were installed in vehicles driven by 42 newly licensed Virginia teenage drivers for a period of 18 months between 2006 and 2009. Elevated gravitational force and crash and near-crash events were identified, and rates per miles driven were calculated. (One mile = 1.6 km.) The correlation between crashes and near crashes and elevated gravitational-force event rates was 0.60. Analyses were done by using generalized estimating equations with logistic regression. Higher elevated gravitational-force event rates in the past month substantially increased the risk of a crash in the subsequent month (odds ratio = 1.07, 95% confidence interval: 1.02, 1.12). Although the difference in this relation did not vary significantly by time, it was highest in the first 6 months compared with the second and third 6-month periods. With a receiver operating characteristic curve, the risk models showed relatively high predictive accuracy with an area under the curve of 0.76. The authors conclude that elevated gravitational-force event rates can be used to assess risk and to show high predictive accuracy of a near-future crash. PMID:22271924

  19. Automatic notifications mediated by anesthesia information management systems reduce the frequency of prolonged gaps in blood pressure documentation.

    PubMed

    Ehrenfeld, Jesse M; Epstein, Richard H; Bader, Stephen; Kheterpal, Sachin; Sandberg, Warren S

    2011-08-01

    Arterial blood pressure (BP) measurement at least every 5 minutes is part of the American Society of Anesthesiologists' monitoring standard, but prolonged BP gaps in electronic anesthesia records have been noted. We undertook multicenter studies to determine the frequency of cases with at least 1 interval ≥10 minutes between successive BP measurements and then to ascertain whether educational feedback via an electronic, near real-time notification system alerting providers to the presence of such gaps would reduce their incidence. We evaluated 212,706 electronic anesthesia records from 3 large academic centers. We determined the fraction of cases with ≥10-minute BP monitoring gaps at baseline and did a root cause analysis to determine common causes for these lapses. We then designed and implemented automated systems at 2 of the hospitals to notify point-of-care providers immediately after such 10-minute gaps occurred and determined the subsequent impact of this feedback on BP gap incidence, compared with baseline. At Hospital A, the notification system reduced the incidence of cases with at least 1 BP gap (1.48%± 0.19% SD vs 0.79% ± 0.36% SD, P < 0.0001). At Hospital B, the gap incidence was not significantly altered when notification was provided after a 10-minute gap had already occurred (2.72% ± 0.60% SD vs 2.45% ± 0.48% SD, P = 0.27), but the incidence was reduced when such notification was provided after 6 minutes without a BP reading (2.72% ± 0.60% SD vs 1.54% ± 0.19% SD, P < 0.0001). At Hospital C, where notification was not implemented, the baseline rate of BP gaps was consistent across the preintervention and follow-up periods (7.03% ± 1.27% SD vs 7.13% ± 0.11% SD, P = 0.74). Although monitors disconnected during position change was the most common identifiable cause of BP gaps, reasons for the missing BP measurements were often not documented. During a week when the electronic charting system was temporarily inoperable, no BP gaps were noted

  20. Automatic Notifications Mediated by Anesthesia Information Management Systems Reduce the Frequency of Prolonged Gaps in Blood Pressure Documentation

    PubMed Central

    Ehrenfeld, Jesse M.; Epstein, Richard H.; Bader, Stephen; Kheterpal, Sachin; Sandberg, Warren S.

    2011-01-01

    Background Arterial blood pressure (BP) measurement at least every five minutes is part of the American Society of Anesthesiologists' (ASA) monitoring standard, but prolonged BP gaps in electronic anesthesia records have been noted. We undertook multicenter studies to determine the frequency of cases with at least one interval ≥ 10 minutes between successive BP measurements and then to ascertain if educational feedback via an electronic, near real-time notification system alerting providers to the presence of such gaps would reduce their incidence. Methods We evaluated 212,706 electronic anesthesia records from three large academic centers. We determined the fraction of cases with ≥ 10 minute BP monitoring gaps at baseline and did a root cause analysis to determine common causes for these lapses. We then designed and implemented automated systems at two of the hospitals to notify point-of-care providers immediately after such 10-minute gaps occurred and determined the subsequent impact of this feedback on BP gap incidence, compared to baseline. Results At Hospital A, the notification system reduced the incidence of cases with at least one BP gap (1.48% ± 0.19% SD vs 0.79% ± 0.36% SD, p<0.0001). At Hospital B, the gap incidence was not significantly altered when notification was provided after a 10-min gap had already occurred (2.72% ± 0.60% SD vs. 2.45% ± 0.48% SD, P=0.27), but the incidence was reduced when such notification was provided after 6 minutes without a BP reading (2.72% ± 0.60% SD vs 1.54% ± 0.19% SD, P<0.0001). At Hospital C, where notification was not implemented, the baseline rate of BP gaps was consistent across the preintervention and follow-up periods (7.03% ± 1.27% SD vs. 7.13% ± 0.11% SD, p=0.74). Although monitors disconnected during position change was the most common identifiable cause of BP gaps, reasons for the missing BPs were often not documented. During a week when the electronic charting system was temporarily inoperable, no

  1. 48 CFR 52.224-1 - Privacy Act Notification.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... 48 Federal Acquisition Regulations System 2 2012-10-01 2012-10-01 false Privacy Act Notification....224-1 Privacy Act Notification. As prescribed in 24.104, insert the following clause in solicitations... required to accomplish an agency function: Privacy Act Notification (APR 1984) The Contractor will...

  2. 48 CFR 52.224-1 - Privacy Act Notification.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... 48 Federal Acquisition Regulations System 2 2010-10-01 2010-10-01 false Privacy Act Notification....224-1 Privacy Act Notification. As prescribed in 24.104, insert the following clause in solicitations... required to accomplish an agency function: Privacy Act Notification (APR 1984) The Contractor will...

  3. 48 CFR 1452.224-1 - Privacy Act Notification.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... 48 Federal Acquisition Regulations System 5 2013-10-01 2013-10-01 false Privacy Act Notification... Privacy Act Notification. (a) As prescribed in 1424.104, the clause at FAR 52.224-1, Privacy Act... the clause to read “Privacy Act Notification (JUL 1996) (Deviation)”; and (2) Adding the...

  4. 48 CFR 52.224-1 - Privacy Act Notification.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... 48 Federal Acquisition Regulations System 2 2014-10-01 2014-10-01 false Privacy Act Notification....224-1 Privacy Act Notification. As prescribed in 24.104, insert the following clause in solicitations... required to accomplish an agency function: Privacy Act Notification (APR 1984) The Contractor will...

  5. 48 CFR 1452.224-1 - Privacy Act Notification.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... 48 Federal Acquisition Regulations System 5 2010-10-01 2010-10-01 false Privacy Act Notification... Privacy Act Notification. (a) As prescribed in 1424.104, the clause at FAR 52.224-1, Privacy Act... the clause to read “Privacy Act Notification (JUL 1996) (Deviation)”; and (2) Adding the...

  6. 48 CFR 52.224-1 - Privacy Act Notification.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... 48 Federal Acquisition Regulations System 2 2013-10-01 2013-10-01 false Privacy Act Notification....224-1 Privacy Act Notification. As prescribed in 24.104, insert the following clause in solicitations... required to accomplish an agency function: Privacy Act Notification (APR 1984) The Contractor will...

  7. 48 CFR 1452.224-1 - Privacy Act Notification.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... 48 Federal Acquisition Regulations System 5 2011-10-01 2011-10-01 false Privacy Act Notification... Privacy Act Notification. (a) As prescribed in 1424.104, the clause at FAR 52.224-1, Privacy Act... the clause to read “Privacy Act Notification (JUL 1996) (Deviation)”; and (2) Adding the...

  8. 48 CFR 1452.224-1 - Privacy Act Notification.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... 48 Federal Acquisition Regulations System 5 2012-10-01 2012-10-01 false Privacy Act Notification... Privacy Act Notification. (a) As prescribed in 1424.104, the clause at FAR 52.224-1, Privacy Act... the clause to read “Privacy Act Notification (JUL 1996) (Deviation)”; and (2) Adding the...

  9. 48 CFR 52.224-1 - Privacy Act Notification.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... 48 Federal Acquisition Regulations System 2 2011-10-01 2011-10-01 false Privacy Act Notification....224-1 Privacy Act Notification. As prescribed in 24.104, insert the following clause in solicitations... required to accomplish an agency function: Privacy Act Notification (APR 1984) The Contractor will...

  10. 48 CFR 1452.224-1 - Privacy Act Notification.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... 48 Federal Acquisition Regulations System 5 2014-10-01 2014-10-01 false Privacy Act Notification... Privacy Act Notification. (a) As prescribed in 1424.104, the clause at FAR 52.224-1, Privacy Act... the clause to read “Privacy Act Notification (JUL 1996) (Deviation)”; and (2) Adding the...

  11. 36 CFR 219.16 - Public notifications.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... 36 Parks, Forests, and Public Property 2 2012-07-01 2012-07-01 false Public notifications. 219.16 Section 219.16 Parks, Forests, and Public Property FOREST SERVICE, DEPARTMENT OF AGRICULTURE PLANNING National Forest System Land Management Planning § 219.16 Public notifications. The following public...

  12. 36 CFR 219.16 - Public notifications.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... 36 Parks, Forests, and Public Property 2 2014-07-01 2014-07-01 false Public notifications. 219.16 Section 219.16 Parks, Forests, and Public Property FOREST SERVICE, DEPARTMENT OF AGRICULTURE PLANNING National Forest System Land Management Planning § 219.16 Public notifications. The following public...

  13. 36 CFR 219.16 - Public notifications.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... 36 Parks, Forests, and Public Property 2 2013-07-01 2013-07-01 false Public notifications. 219.16 Section 219.16 Parks, Forests, and Public Property FOREST SERVICE, DEPARTMENT OF AGRICULTURE PLANNING National Forest System Land Management Planning § 219.16 Public notifications. The following public...

  14. 40 CFR 280.22 - Notification requirements.

    Code of Federal Regulations, 2014 CFR

    2014-07-01

    ... Section 280.22 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) SOLID WASTES... STORAGE TANKS (UST) UST Systems: Design, Construction, Installation and Notification § 280.22 Notification... to notify the designated state or local agency in accordance with the Hazardous and Solid...

  15. 40 CFR 280.22 - Notification requirements.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... Section 280.22 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) SOLID WASTES... STORAGE TANKS (UST) UST Systems: Design, Construction, Installation and Notification § 280.22 Notification... to notify the designated state or local agency in accordance with the Hazardous and Solid...

  16. 40 CFR 280.22 - Notification requirements.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... Section 280.22 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) SOLID WASTES... STORAGE TANKS (UST) UST Systems: Design, Construction, Installation and Notification § 280.22 Notification... to notify the designated state or local agency in accordance with the Hazardous and Solid...

  17. 40 CFR 280.22 - Notification requirements.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... Section 280.22 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) SOLID WASTES... STORAGE TANKS (UST) UST Systems: Design, Construction, Installation and Notification § 280.22 Notification... to notify the designated state or local agency in accordance with the Hazardous and Solid...

  18. 40 CFR 75.61 - Notifications.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ... written notification of testing performed under § 75.19(c)(1)(iv)(A) to establish fuel-and-unit-specific NOX emission rates for low mass emissions units. Such notifications are not required, however, for...) New unit, newly affected unit, new stack, or new flue gas desulfurization system operation...

  19. Flash crashes, bursts, and black swans: parallels between financial markets and healthcare systems.

    PubMed

    West, Bruce J; Clancy, Thomas R

    2010-11-01

    As systems evolve over time, their natural tendency is to become increasingly more complex. Studies in the field of complex systems have generated new perspectives on management in social organizations such as hospitals. Much of this research appears as a natural extension of the cross-disciplinary field of systems theory. This is the 16th in a series of articles applying complex systems science to the traditional management concepts of planning, organizing, directing, coordinating, and controlling. In this article, Dr Clancy, the editor of this column, and co-author, Dr West, discuss how the collapse of global financial markets in 2008 may provide valuable insight into mechanisms of complex system behavior in healthcare. Dr West, a physicist and expert in the field of complex systems and network science, is author of a chapter in the book, On the Edge: Nursing in the Age of Complexity (Lindberg C, Nash S, Linberg C. Bordertown, NJ: Plexus Press; 2008) and his most recent book, Disrupted Networks: From Physics to Climate Change (West BJ, Scafetta N. Singapore: Disrupted Networks, World Scientific Publishing; 2010).

  20. Crash probability estimation via quantifying driver hazard perception.

    PubMed

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

    2017-06-05

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

  1. Characteristics of alcohol-related fatal general aviation crashes.

    PubMed

    Li, Guohua; Baker, Susan P; Lamb, Margaret W; Qiang, Yandong; McCarthy, Melissa L

    2005-01-01

    The effects of alcohol on piloting performance have been studied extensively. Information describing alcohol-related aviation crashes, however, is scant. We developed a data system for fatally injured pilots in Maryland, New Mexico, and North Carolina by linking autopsy data from the state medical examiner offices and crash investigation reports from the National Transportation Safety Board. Alcohol-related crashes are defined as those in which the pilot had a blood alcohol concentration of 20 mg/dL or greater. Differences between alcohol- and non-alcohol-related crashes were assessed with regard to pilot characteristics, crash circumstances, and human factors. The National Transportation Safety Board recorded 313 general aviation crashes fatal to the pilot in the three states between 1985 and 2000. Of these crashes, 255 (81%) were matched successfully with medical examiner records. Alcohol testing results were available for 233 of the fatally injured pilots. Of those tested for alcohol, 25 (11%) had blood alcohol concentrations > or =20 mg/dL (mean=75 +/- 64 mg/dL). The majority of alcohol-related crashes (52%) occurred at night (7p.m. to 6a.m.), compared with 28% of other crashes (P < 0.01). Alcohol-related crashes were significantly more likely than other crashes to have involved continued flight under visual flight rules (VFR) into instrument meteorological conditions (IMC) (32% versus 12%, P < 0.01), and flawed decisions (64% versus 41%, P = 0.03). Distinctive epidemiological patterns are exhibited in alcohol-related fatal general aviation crashes. Alcohol appears to play a particularly important role in crashes involving flight under VFR into IMC.

  2. Repeatability study of replicate crash tests: A signal analysis approach.

    PubMed

    Seppi, Jeremy; Toczyski, Jacek; Crandall, Jeff R; Kerrigan, Jason

    2017-10-03

    To provide an objective basis on which to evaluate the repeatability of vehicle crash test methods, a recently developed signal analysis method was used to evaluate correlation of sensor time history data between replicate vehicle crash tests. The goal of this study was to evaluate the repeatability of rollover crash tests performed with the Dynamic Rollover Test System (DRoTS) relative to other vehicle crash test methods. Test data from DRoTS tests, deceleration rollover sled (DRS) tests, frontal crash tests, frontal offset crash tests, small overlap crash tests, small overlap impact (SOI) crash tests, and oblique crash tests were obtained from the literature and publicly available databases (the NHTSA vehicle database and the Insurance Institute for Highway Safety TechData) to examine crash test repeatability. Signal analysis of the DRoTS tests showed that force and deformation time histories had good to excellent repeatability, whereas vehicle kinematics showed only fair repeatability due to the vehicle mounting method for one pair of tests and slightly dissimilar mass properties (2.2%) in a second pair of tests. Relative to the DRS, the DRoTS tests showed very similar or higher levels of repeatability in nearly all vehicle kinematic data signals with the exception of global X' (road direction of travel) velocity and displacement due to the functionality of the DRoTS fixture. Based on the average overall scoring metric of the dominant acceleration, DRoTS was found to be as repeatable as all other crash tests analyzed. Vertical force measures showed good repeatability and were on par with frontal crash barrier forces. Dynamic deformation measures showed good to excellent repeatability as opposed to poor repeatability seen in SOI and oblique deformation measures. Using the signal analysis method as outlined in this article, the DRoTS was shown to have the same or better repeatability of crash test methods used in government regulatory and consumer evaluation test

  3. Exogenous and endogenous market crashes as phase transitions in complex financial systems

    NASA Astrophysics Data System (ADS)

    Fry, J. M.

    2012-12-01

    In this paper we provide a unifying framework for a set of seemingly disparate models for exogenous and endogenous shocks in complex financial systems. Markets operate by balancing intrinsic levels of risk and return. This remains true even in the midst of transitory exogenous and endogenous shocks. Changes in market regime (bearish to bullish and bullish to bearish) can be explicitly shown to represent a phase transition from random to deterministic behaviour in prices. The resulting models refine the empirical analysis in a number of previous papers.

  4. Critical market crashes

    NASA Astrophysics Data System (ADS)

    Sornette, D.

    2003-04-01

    This review presents a general theory of financial crashes and of stock market instabilities that his co-workers and the author have developed over the past seven years. We start by discussing the limitation of standard analyses for characterizing how crashes are special. The study of the frequency distribution of drawdowns, or runs of successive losses shows that large financial crashes are “outliers”: they form a class of their own as can be seen from their statistical signatures. If large financial crashes are “outliers”, they are special and thus require a special explanation, a specific model, a theory of their own. In addition, their special properties may perhaps be used for their prediction. The main mechanisms leading to positive feedbacks, i.e., self-reinforcement, such as imitative behavior and herding between investors are reviewed with many references provided to the relevant literature outside the narrow confine of Physics. Positive feedbacks provide the fuel for the development of speculative bubbles, preparing the instability for a major crash. We demonstrate several detailed mathematical models of speculative bubbles and crashes. A first model posits that the crash hazard drives the market price. The crash hazard may sky-rocket at some times due to the collective behavior of “noise traders”, those who act on little information, even if they think they “know”. A second version inverses the logic and posits that prices drive the crash hazard. Prices may skyrocket at some times again due to the speculative or imitative behavior of investors. According the rational expectation model, this entails automatically a corresponding increase of the probability for a crash. We also review two other models including the competition between imitation and contrarian behavior and between value investors and technical analysts. The most important message is the discovery of robust and universal signatures of the approach to crashes. These precursory

  5. The Need for a More Efficient User Notification System in Using Social Networks as Ubiquitous Learning Platforms

    ERIC Educational Resources Information Center

    Mihci, Can; Donmez, Nesrin Ozdener

    2017-01-01

    While carrying out formative assessment activities over social network services (SNS), it has been noted that personalized notifications have a high chance of "the important post getting lost" in the notification feed. In order to highlight this problem, this paper compares within a posttest only quasi-experiment, a total of 104 first…

  6. Pre-crash scenarios at road junctions: A clustering method for car crash data.

    PubMed

    Nitsche, Philippe; Thomas, Pete; Stuetz, Rainer; Welsh, Ruth

    2017-10-01

    Given the recent advancements in autonomous driving functions, one of the main challenges is safe and efficient operation in complex traffic situations such as road junctions. There is a need for comprehensive testing, either in virtual simulation environments or on real-world test tracks. This paper presents a novel data analysis method including the preparation, analysis and visualization of car crash data, to identify the critical pre-crash scenarios at T- and four-legged junctions as a basis for testing the safety of automated driving systems. The presented method employs k-medoids to cluster historical junction crash data into distinct partitions and then applies the association rules algorithm to each cluster to specify the driving scenarios in more detail. The dataset used consists of 1056 junction crashes in the UK, which were exported from the in-depth "On-the-Spot" database. The study resulted in thirteen crash clusters for T-junctions, and six crash clusters for crossroads. Association rules revealed common crash characteristics, which were the basis for the scenario descriptions. The results support existing findings on road junction accidents and provide benchmark situations for safety performance tests in order to reduce the possible number parameter combinations. Copyright © 2017 Elsevier Ltd. All rights reserved.

  7. Numerical simulation of a child restraint system in an aircraft crash-test.

    PubMed

    Oggero, E; Pipino, M; Deweese, R; Mugnai, A; Aljundi, B; Pagnacco, G

    2000-01-01

    Studies conducted at the FAA Civil Aeromedical Institute have shown that when used in aircraft, automotive child restraint devices do not always provide the level of safety desired. Various factors that contribute to poor performance, such as seat belt anchor location, cushion stiffness, and child restraint device design features, were evaluated by a dynamic impact test program. To efficiently continue the research, a computer model was developed using MADYMO. Results of two of the impact tests were used to validate the model. Both test configurations utilized a typical commercial transport airplane passenger seat and a popular automotive child restraint device. These tests were considered representative of the extremes of child restraint device and occupant kinematics due to variance in seat belt anchor location. Details are presented of the test parameters and geometry, as well as cushion and restraint system properties. Test and modelling results for these two impact conditions are summarized and compared. Parametric studies were then conducted that used the model to investigate the effect of cushion stiffness, belt anchor spacing, and initial belt tension.

  8. Emergency Locator Transmitter Crash Testing

    NASA Image and Video Library

    2015-07-29

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

  9. Development of a time sensitivity score for frequently occurring motor vehicle crash injuries.

    PubMed

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

    2015-03-01

    Injury severity alone is a poor indicator of the time sensitivity of injuries. The purpose of the study was to quantify the urgency with which the most frequent motor vehicle crash injuries require treatment, according to expert physicians. The time sensitivity was quantified for the top 95% most frequently occurring Abbreviated Injury Scale (AIS) 2+ injuries in the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) 2000-2011. A Time Sensitivity Score was developed using expert physician survey data in which physicians were asked to determine whether a particular injury should go to a Level I/II trauma center and the urgency with which that injury required treatment. When stratifying by AIS severity, the mean Time Sensitivity Score increased with increasing AIS severity. The mean Time Sensitivity Scores by AIS severity were as follows: 0.50 (AIS 2); 0.78 (AIS 3); 0.92 (AIS 4); 0.97 (AIS 5); and 0.97 (AIS 6). When stratifying by anatomical region, the head, thorax, and abdomen were the most time sensitive. Appropriate triage depends on multiple factors, including the severity of an injury, the urgency with which it requires treatment, and the propensity of a significant injury to be missed. The Time Sensitivity Score did not correlate highly with the widely used AIS severity scores, which highlights the inability of AIS scores to capture all aspects of injury severity. The Time Sensitivity Score can be useful in Advanced Automatic Crash Notification systems for identifying highly time sensitive injuries in motor vehicle crashes requiring prompt treatment at a trauma center. Copyright © 2015 American College of Surgeons. Published by Elsevier Inc. All rights reserved.

  10. Progress in teenage crash risk during the last decade.

    PubMed

    Ferguson, Susan A; Teoh, Eric R; McCartt, Anne T

    2007-01-01

    The purpose of the present study was to examine the most recent data on teenagers' fatal and nonfatal crashes in the United States to determine current crash rates as well as changes in crash rates during the past decade Data for calendar years 1996 and 2005 were extracted for fatal crashes from the Fatality Analysis Reporting System and for police-reported crashes from the National Automotive Sampling System/General Estimates System. To calculate crash rates, population data were obtained from the Census Bureau, and mileage data were obtained from the 2001 National Household Travel Survey During 2001-02, the latest year for which mileage data are available, 16 year-old drivers had higher fatal and nonfatal crash rates per mile traveled than all but the very oldest drivers. However, fewer 16 year-olds typically are licensed to drive and they drive fewer miles per year than all but the oldest drivers. Thus, their fatal and nonfatal crash rates per population in 2005 were lower than among other teenagers and among drivers 20-29. During the past decade the most progress has been made in reducing crashes among the youngest drivers. Between 1996 and 2005 both fatal and police-reported crashes per population declined about 40% for 16 year-old drivers, compared with about 25% for 17 year-old drivers and 15-19% for 18 year-old drivers. The greatest reductions for 16 year-olds occurred in nighttime crashes, alcohol-related fatal crashes, and fatal crashes involving multiple teenage passengers. Substantial progress has been made in reducing fatal and nonfatal crashes per population among 16 year-old drivers. Although this study was not designed to examine the role of graduated licensing, the results are consistent with the increased presence of such laws, many of which restrict nighttime driving and driving with teenage passengers. Restrictions on nighttime driving and driving with teenage passengers should be made a part of all states' graduated licensing systems

  11. Definition and Means of Maintaining the Emergency Notification and Evacuation System Portion of the Plutonium Finishing Plant (PFP) Safety Envelope

    SciTech Connect

    WHITE, W.F.

    2000-04-04

    The purpose of this document is to provide the definition and means of maintaining the safety envelope (SE) for the Emergency Notification and Evacuation System (ENES). Together with the appendices, it provides: (1) The system requirements for determining system operability (Section 3.0); (2) Evaluations of equipment to determine the safety boundary for the system (Section 4.0); (3) List of system drawings that are annotated to show the SE boundaries (Appendix A); (4) Identification of the SE equipment by reference to systems and drawings (Appendix B); (5) Requirements for the individual SE equipment (Section 4.0); and (6) A list of the operational and surveillance procedures necessary to operate and maintain the system equipment within the SE (Sections 5.0 and 6.0). The Private Automatic Exchange (PAX) phones and PAX switchers are outside the safety envelope defined in WHC-SD-CP-OSR-010, Section 5.4.10, ''Safety Communication and Alarm Systems,'' Section 5.4.1 0.1, ''Major Components and Operating Characteristics,'' and Section 5.4.10.1.12, ''PAX System.'' The PAX override microphone system maintains the safety envelope, and functions as a backup to the evacuation sirens during an emergency.

  12. Developing Crash-Resistant Electronic Services.

    ERIC Educational Resources Information Center

    Almquist, Arne J.

    1997-01-01

    Libraries' dependence on computers can lead to frustrations for patrons and staff during downtime caused by computer system failures. Advice for reducing the number of crashes is provided, focusing on improved training for systems staff, better management of library systems, and the development of computer systems using quality components which…

  13. Human factors in aviation crashes involving older pilots.

    PubMed

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

    2002-02-01

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

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

    DTIC Science & Technology

    1983-07-27

    I. REPORT NUMWER 2. GOVT ACCESSION NO. 3. RECIPIENT’S CATALOG NUMBER TM 83-1 SY ski - _ __ __ _ 4. TITLE (end Subtitle) S. TYPE OF REPORT & PERIOD...excellent except for the Mortar type (personal hazard if inadvertently ejected on the ground). The acquisition cost of ejectable systems are...States and foreign military air forces and air carriers use both ejectable and nonejectable type Crash Position Indicator/Crash Survivable Flight Data

  15. Crash protection of stock car racing drivers--application of biomechanical analysis of Indy car crash research.

    PubMed

    Melvin, John W; Begeman, Paul C; Faller, Ronald K; Sicking, Dean L; McClellan, Scott B; Maynard, Edwin; Donegan, Michael W; Mallott, Annette M; Gideon, Thomas W

    2006-11-01

    Biomechanical analysis of Indy car crashes using on-board impact recorders (Melvin et al. 1998, Melvin et al. 2001) indicates that Indy car driver protection in high-energy crashes can be achieved in frontal, side, and rear crashes with severities in the range of 100 to 135 G peak deceleration and velocity changes in the range of 50 to 70 mph. These crashes were predominantly single-car impacts with the rigid concrete walls of oval tracks. This impressive level of protection was found to be due to the unique combination of a very supportive and tight-fitting cockpit-seating package, a six-point belt restraint system, and effective head padding with an extremely strong chassis that defines the seat and cockpit of a modern Indy car. In 2000 and 2001, a series of fatal crashes in stock car racing created great concern for improving the crash protection for drivers in those racecars. Unlike the Indy car, the typical racing stock car features a more spacious driver cockpit due to its resemblance to the shape of a passenger car. The typical racing seat used in stock cars did not have the same configuration or support characteristics of the Indy car seat, and five-point belt restraints were used. The tubular steel space frame chassis of a stock car also differs from an Indy car's composite chassis structure in both form and mechanical behavior. This paper describes the application of results of the biomechanical analysis of the Indy car crash studies to the unique requirements of stock car racing driver crash protection. Sled test and full-scale crash test data using both Hybrid III frontal crash anthropomorphic test devices (ATDs) and BioSID side crash ATDs for the purpose of evaluating countermeasures involving restraint systems, seats and head/neck restraints has been instrumental in guiding these developments. In addition, the development of deformable walls for oval tracks (the SAFER Barrier) is described as an adjunct to improved occupant restraint through control

  16. 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

  17. Patterns of Drug Use in Fatal Crashes

    PubMed Central

    Romano, Eduardo; Pollini, Robin A.

    2013-01-01

    Aims To characterize drug prevalence among fatally injured drivers, identify significant associations (i.e., day of week, time of day, age, gender), and compare findings with those for alcohol. Design Descriptive and logistic mixed-model regression analyses of Fatality Analysis Reporting System data. Setting U.S. states with drug test results for >80% of fatally injured drivers, 1998-2010. Participants Drivers killed in single-vehicle crashes on public roads who died at the scene of the crash (N=16,942). Measurements Drug test results, blood alcohol concentration (BAC), gender, age, and day and time of crash. Findings Overall, 45.1% of fatally injured drivers tested positive for alcohol (39.9% BAC>0.08) and 25.9% for drugs. The most common drugs present were stimulants (7.2%) and cannabinols (7.1%), followed by “other” drugs (4.1%), multiple drugs (4.1%), narcotics (2.1%), and depressants (1.5%). Drug-involved crashes occurred with relative uniformity throughout the day while alcohol-involved crashes were more common at night (p<.01). The odds of testing positive for drugs varied depending upon drug class, driver characteristics, time of day, and the presence of alcohol. Conclusions Fatal single vehicle crashes involving drugs are less common than those involving alcohol and the characteristics of drug-involved crashes differ depending upon drug class and whether alcohol is present. Concerns about drug-impaired driving should not detract from the current law enforcement focus on alcohol-impaired driving. PMID:23600629

  18. Crash and Creativeness in Education

    ERIC Educational Resources Information Center

    Punke, Harold H.

    1977-01-01

    American patterns of cultural growth are sometimes said to be characterized by "crash programs"--indifference or neglect followed by a crash emphasis on air and water pollution, urban decay and ghettos, population growth, etc. Considers the neglect-and-crash approach as it relates to three areas within the field of education. (Author/RK)

  19. Innovative Anti Crash Absorber for a Crashworthy Landing Gear

    NASA Astrophysics Data System (ADS)

    Guida, Michele; Marulo, Francesco; Montesarchio, Bruno; Bruno, Massimiliano

    2014-06-01

    This paper defines an innovative concept to anti-crash absorber in composite material to be integrated on the landing gear as an energy-absorbing device in crash conditions to absorb the impact energy. A composite cylinder tube in carbon fiber material is installed coaxially to the shock absorber cylinder and, in an emergency landing gear condition, collapses in order to enhance the energy absorption performance of the landing system. This mechanism has been developed as an alternative solution to a high-pressure chamber installed on the Agusta A129 CBT helicopter, which can be considered dangerous when the helicopter operates in hard and/or crash landing. The characteristics of the anti-crash device are presented and the structural layout of a crashworthy landing gear adopting the developed additional energy absorbing stage is outlined. Experimental and numerical results relevant to the material characterization and the force peaks evaluation of the system development are reported. The anti-crash prototype was designed, analysed, optimized, made and finally the potential performances of a landing gear with the additional anti-crash absorber system are tested by drop test and then correlated with a similar test without the anti-crash system, showing that appreciable energy absorbing capabilities and efficiencies can be obtained in crash conditions.

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

    PubMed Central

    Stigson, Helena; Kullgren, Anders; Rosén, Erik

    2012-01-01

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

  1. Planar impacts in rollover crashes: significance, distribution and injury epidemiology.

    PubMed

    Bose, Dipan; Kerrigan, Jason R; Foster, Jonathan B; Crandall, Jeff R; Tobaru, Shigeo

    2011-01-01

    While one third of all fatal motor vehicle crashes involve rollover of the vehicle, a substantially large portion of these rollover crashes involve planar impacts (e.g., frontal, side or rear impact) that influence the crash kinematics and subsequently the injury outcome. The objective of the study was to evaluate the distribution of planar impacts in rollover crashes, and in particular, to describe the differences in the underlying crash kinematics, injury severity and the regional distribution of injuries when compared to the rollover-dominated crashes without significant planar impact (i.e., primary rollovers). Sampled cases (n=6,900) from the U.S. National Automotive Sampling System - Crashworthiness Data System, representing approximately 3.3 million belted drivers involved in a rollover crash in years 1998-2008, were analyzed. Single vehicle rollover crashes with significant planar impact (21% of all rollover crashes) were in general more likely to result in occupant fatality and involved higher incidence of moderate to severe injuries compared to single vehicle primary rollovers (p<0.05). A substantial proportion of the planar impact rollovers ended in single quarter turn crashes (30%), mostly resulting from a frontal impact (59%). While chest was the most frequently injured body region among all rollover victims sustaining severe injuries, severe injuries sustained in primary rollovers were more isolated (single body region) in comparison to the ones sustained in rollovers with planar impacts. The results emphasize the higher risk of rollover victims sustaining an injury and the differences in distribution of injuries sustained when a planar impact is associated with the rollover crash.

  2. Frequency of Injuries in Multiple Impact Crashes

    PubMed Central

    Digges, K.; Bahouth, G.

    2003-01-01

    NASS 1998–2000 was queried to determine the frequency of serious injuries in multiple impact crashes and the distribution of injuries by crash sequence. The data set included all passenger cars and light trucks in NASS/CDS. The results showed that 42% of the MAIS 3+ injuries were in crashes that involved more than one harmful event. Approximately 24% of the MAIS 3+ injuries involved two harmful events, and 18% involved 3 or more harmful events. For multiple crashes with serious injuries, the most frequent initial impact direction was frontal (50%) followed by side (44.9%). The most frequent second impact was side (48.4%) followed by frontal (27.6%). The most harmful sequences were side-side (27.7%), front-side (15.8%) and front-front (14.9). The data suggests the need for further investigation and classification complex multiple impact crashes to aid in the in the design of safety systems. PMID:12941239

  3. 39 CFR 266.5 - Notification.

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ... shall specify the nature and purpose of that system. (f) Notification of computer matching program. The... and derives the principal benefit from the matching program, the other agency is expected to publish...

  4. Identify sequence of events likely to result in severe crash outcomes.

    PubMed

    Wu, Kun-Feng; Thor, Craig P; Ardiansyah, Muhammad Nashir

    2016-11-01

    The current practice of crash characterization in highway engineering reduces multiple dimensions of crash contributing factors and their relative sequential connections, crash sequences, into broad definitions, resulting in crash categories such as head-on, sideswipe, rear-end, angle, and fixed-object. As a result, crashes that are classified in the same category may contain many different crash sequences. This makes it difficult to develop effective countermeasures because these crash categorizations are based on the outcomes rather than the preceding events. Consequently, the efficacy of a countermeasure designed for a specific type of crash may not be appropriate due to different pre-crash sequences. This research seeks to explore the use of event sequence to characterize crashes. Additionally, this research seeks to identify crash sequences that are likely to result in severe crash outcomes so that researchers can develop effective countermeasures to reduce severe crashes. This study utilizes the sequence of events from roadway departure crashes in the Fatality Analysis Reporting System (FARS), and converts the information to form a new categorization called "crash sequences." The similarity distance between each pair of crash sequences were calculated using the Optimal Matching approach. Cluster analysis was applied to group crash sequences that are etiologically similar in terms of the similarity distance. A hybrid model was constructed to mitigate the potential sample selection bias of FARS data, which is biased toward more severe crashes. The major findings include: (1) in terms of a roadway departure crash, the crash sequences that are most likely to result in high crash severity include a vehicle that first crosses the median or centerline, runs-off-road on the left, and then collides with a roadside fixed-object; (2) seat-belt and airbag usage reduces the probability of dying in a roadway departure crash by 90%; and (3) occupants who are seated on the

  5. Crash scene photography in motor vehicle crashes without air bag deployment.

    PubMed

    Newgard, Craig D; Martens, Katherine A; Lyons, Evelyn M

    2002-09-01

    To determine whether vehicle characteristics, measured using crash scene photography, are associated with anatomic patterns of injury and severity of injury sustained in motor vehicle crashes (MVCs) without air bag deployment. A prospective observational study was conducted over 22 months, using 12 fire departments serving two hospitals. Two vehicle photographs (exterior and interior) were taken at each MVC. Vehicular variables were assigned by grading the photographs with a standardized scoring system, and outcome information on each patient was collected by chart review. Five hundred fifty-nine patients were entered into the study. Frontal crashes and increasing passenger space intrusion (PSI) were associated with head, facial, and lower-extremity injuries, while rear crashes were associated with spinal injuries. Restraint use had a protective effect in head, facial, and upper and lower extremity injuries, yet was associated with higher odds of spinal injury. Lack of restraint use, increasing PSI, and steering wheel deformity were associated with an increased hospital length of stay and hospital charges, yet only steering wheel deformity was associated with increasing injury severity when adjusting for other crash variables. Out-of-hospital variables, as obtained from crash vehicle photography, are associated with injury site, injury severity, hospital length of stay, and hospital charges in patients involved in MVCs without air bag deployment.

  6. Comparison of Multivariate Poisson lognormal spatial and temporal crash models to identify hot spots of intersections based on crash types.

    PubMed

    Cheng, Wen; Gill, Gurdiljot Singh; Dasu, Ravi; Xie, Meiquan; Jia, Xudong; Zhou, Jiao

    2017-02-01

    Most of the studies are focused on the general crashes or total crash counts with considerably less research dedicated to different crash types. This study employs the Systemic approach for detection of hotspots and comprehensively cross-validates five multivariate models of crash type-based HSID methods which incorporate spatial and temporal random effects. It is anticipated that comparison of the crash estimation results of the five models would identify the impact of varied random effects on the HSID. The data over a ten year time period (2003-2012) were selected for analysis of a total 137 intersections in the City of Corona, California. The crash types collected in this study include: Rear-end, Head-on, Side-swipe, Broad-side, Hit object, and Others. Statistically significant correlations among crash outcomes for the heterogeneity error term were observed which clearly demonstrated their multivariate nature. Additionally, the spatial random effects revealed the correlations among neighboring intersections across crash types. Five cross-validation criteria which contains, Residual Sum of Squares, Kappa, Mean Absolute Deviation, Method Consistency Test, and Total Rank Difference, were applied to assess the performance of the five HSID methods at crash estimation. In terms of accumulated results which combined all crash types, the model with spatial random effects consistently outperformed the other competing models with a significant margin. However, the inclusion of spatial random effect in temporal models fell short of attaining the expected results. The overall observation from the model fitness and validation results failed to highlight any correlation among better model fitness and superior crash estimation.

  7. 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

  8. Bicycling crash characteristics: An in-depth crash investigation study.

    PubMed

    Beck, Ben; Stevenson, Mark; Newstead, Stuart; Cameron, Peter; Judson, Rodney; Edwards, Elton R; Bucknill, Andrew; Johnson, Marilyn; Gabbe, Belinda

    2016-11-01

    The aim of this study was to describe the crash characteristics and patient outcomes of a sample of patients admitted to hospital following bicycle crashes. Injured cyclists were recruited from the two major trauma services for the state of Victoria, Australia. Enrolled cyclists completed a structured interview, and injury details and patient outcomes were extracted from the Victorian State Trauma Registry (VSTR) and the Victorian Orthopaedic Trauma Outcomes Registry (VOTOR). 186 cyclists consented to participate in the study. Crashes commonly occurred during daylight hours and in clear weather conditions. Two-thirds of crashes occurred on-road (69%) and were a combination of single cyclist-only events (56%) and multi-vehicle crashes (44%). Of the multi-vehicle crashes, a motor vehicle was the most common impact partner (72%) and distinct pre-crash directional interactions were observed between the cyclist and motor vehicle. Nearly a quarter of on-road crashes occurred when the cyclist was in a marked bicycle lane. Of the 31% of crashes that were not on-road, 28 (15%) occurred on bicycle paths and 29 (16%) occurred in other locations. Crashes on bicycle paths commonly occurred on shared bicycle and pedestrian paths (83%) and did not involve another person or vehicle. Other crash locations included mountain bike trails (39%), BMX parks (21%) and footpaths (18%). While differences in impact partners and crash characteristics were observed between crashes occurring on-road, on bicycle paths and in other locations, injury patterns and severity were similar. Most cyclists had returned to work at 6 months post-injury, however only a third of participants reported a complete functional recovery. Further research is required to develop targeted countermeasures to address the risk factors identified in this study.

  9. Death and injury in aerial spraying: pre-crash, crash, and post-crash prevention strategies.

    PubMed

    Richter, E D; Gordon, M; Halamish, M; Gribetz, B

    1981-01-01

    To prevent crash-related death and injury among spray pilots, a program including pre-crash, crash and post-crash stages of intervention for aircraft, physical environment, and pilots and ground crews was proposed in accordance with a matrix of options derived from road crash epidemiology. In addition to the dangers of fixed obstacles, low-altitude runs, and heavy work schedules, work hazards included combined exposures to noise, vibration, G forces, heat stress, pesticides, and dehydration. Together, these exposures were believed to have produced slight, but crucial decreases in pilot performance, alertness and skill. For aircraft, the major pre-crash measure was cockpit air cooling, with filter technologies to prevent in-flight pesticide exposure. Crash and post-crash design changes to reduce energy transfers to the pilot's body (thermal, kinetic) were the most important recommendations, because absolute prevention of the crash event was unlikely. For the environment, pre-crash recommendations included marking fixed obstacles, such as power and telephone lines, but preferably their elimination. Other measures included drainage pits with sodium hydroxide points to neutralize parathion and prevent dispersion of parathion-containing mists. Pilot pre-crash measures (more fluid intake, biological monitoring--EMG, urinary alkyl phosphate, cholinesterase testing) required special organizational arrangements. Systematic application of options from the foregoing matrix suggest that the high risk of death and injury from aerial spraying is unnecessary.

  10. 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

  11. Comparison of crash rates and rear-end striking crashes among novice teens and experienced adults using the SHRP2 Naturalistic Driving Study.

    PubMed

    Seacrist, Thomas; Belwadi, Aditya; Prabahar, Abhiti; Chamberlain, Samuel; Megariotis, James; Loeb, Helen

    2016-09-01

    Motor vehicle crashes are the leading cause of death for teens. Previous teen and adult crash rates have been based upon fatal crashes, police-reported crashes, and estimated miles driven. Large-scale naturalistic driving studies offer the opportunity to compute crash rates using a reliable methodology to capture crashes and driving exposure. The Strategic Highway Research Program 2 (SHRP2) Naturalistic Driving Study contains extensive real-world data on teen and adult driving. This article presents findings on the crash rates of novice teen and experienced adult drivers in naturalistic crashes. A subset from the SHRP2 database consisting of 539 crash events for novice teens (16-19 years, n = 549) and experienced adults (35-54 years, n = 591) was used. Onboard instrumentation such as scene cameras, accelerometers, and Global Positioning System logged time series data at 10 Hz. Scene videos were reviewed for all events to identify rear-end striking crashes. Dynamic variables such as acceleration and velocity were analyzed for rear-end striking events. Number of crashes, crash rates, rear-end striking crash severity, and rear-end striking impact velocity were compared between novice teens and experienced adults. Video review of the SHRP2 crashes identified significantly more crashes (P < 0.01) and rear-end striking crashes (P < 0.01) among the teen group than among the adult group. This yielded crash rates of 30.0 crashes per million miles driven for novice teens compared to 5.3 crashes per million miles driven for experienced adults. The crash rate ratio for teens vs. adults was 5.7. The rear-end striking crash rate was 13.5 and 1.8 per million miles driven for novice teens and experienced adults, respectively. The rear-end striking crash rate ratio for teens vs. adults was 7.5. The rear-end striking crash severity measured by the accelerometers was greater (P < 0.05) for the teen group (1.8 ± 0.9 g; median = 1.6 g) than for the adult group (1.1 ± 0.4 g

  12. Factors affecting ejection risk in rollover crashes.

    PubMed

    Funk, James R; Cormier, Joseph M; Bain, Charles E; Wirth, Jeffrey L; Bonugli, Enrique B; Watson, Richard A

    2012-01-01

    Ejection greatly increases the risk of injury and fatality in a rollover crash. The purpose of this study was to determine the crash, vehicle, and occupant characteristics that affect the risk of ejection in rollovers. Information from real world rollover crashes occurring from 2000 - 2010 was obtained from the National Automotive Sampling System (NASS) in order to analyze the effect of the following parameters on ejection risk: seatbelt use, rollover severity, vehicle type, seating position, roof crush, side curtain airbag deployment, glazing type, and occupant age, gender, and size. Seatbelt use was found to reduce the risk of partial ejection and virtually eliminate the risk of complete ejection. For belted occupants, the risk of partial ejection risk was significantly increased in rollover crashes involving more roof inversions, light trucks and vans (LTVs), and larger occupants. For unbelted occupants, the risk of complete ejection was significantly increased in rollover crashes involving more roof inversions, LTVs, far side occupants, and higher levels of roof crush. Roof crush was not a significant predictor of ejection after normalizing for rollover severity. Curtain airbag deployment was associated with reduced rates of partial and complete ejection, but the effect was not statistically significant, perhaps due to the small sample size (n = 89 raw cases with curtain deployments). A much greater proportion of occupants who were ejected in spite of curtain airbag deployment passed through the sunroof and other portals as opposed to the adjacent side window compared to occupants who were ejected in rollovers without a curtain airbag deployment. The primary factors that reduce ejection risk in rollover crashes are, in generally decreasing order of importance: seatbelt use, fewer roof inversions, passenger car body type, curtain airbag deployment, near side seating position, and small occupant size.

  13. Factors Affecting Ejection Risk in Rollover Crashes

    PubMed Central

    Funk, James R.; Cormier, Joseph M.; Bain, Charles E.; Wirth, Jeffrey L.; Bonugli, Enrique B.; Watson, Richard A.

    2012-01-01

    Ejection greatly increases the risk of injury and fatality in a rollover crash. The purpose of this study was to determine the crash, vehicle, and occupant characteristics that affect the risk of ejection in rollovers. Information from real world rollover crashes occurring from 2000 – 2010 was obtained from the National Automotive Sampling System (NASS) in order to analyze the effect of the following parameters on ejection risk: seatbelt use, rollover severity, vehicle type, seating position, roof crush, side curtain airbag deployment, glazing type, and occupant age, gender, and size. Seatbelt use was found to reduce the risk of partial ejection and virtually eliminate the risk of complete ejection. For belted occupants, the risk of partial ejection risk was significantly increased in rollover crashes involving more roof inversions, light trucks and vans (LTVs), and larger occupants. For unbelted occupants, the risk of complete ejection was significantly increased in rollover crashes involving more roof inversions, LTVs, far side occupants, and higher levels of roof crush. Roof crush was not a significant predictor of ejection after normalizing for rollover severity. Curtain airbag deployment was associated with reduced rates of partial and complete ejection, but the effect was not statistically significant, perhaps due to the small sample size (n = 89 raw cases with curtain deployments). A much greater proportion of occupants who were ejected in spite of curtain airbag deployment passed through the sunroof and other portals as opposed to the adjacent side window compared to occupants who were ejected in rollovers without a curtain airbag deployment. The primary factors that reduce ejection risk in rollover crashes are, in generally decreasing order of importance: seatbelt use, fewer roof inversions, passenger car body type, curtain airbag deployment, near side seating position, and small occupant size. PMID:23169130

  14. A new quality assurance system for the evaluation of ecotoxicity studies submitted under the New Substances Notification Regulations in Canada.

    PubMed

    Breton, Roger L; Gilron, Guy; Thompson, Ryan; Rodney, Sara; Teed, Scott

    2009-01-01

    New substances destined for import into, or manufacture in, Canada must be reported to Environment Canada and Health Canada under the New Substances Notification Regulations (Chemicals and Polymers) (NSNR). With the use of information provided by the notifier, and other complementary information available to the 2 departments, the New Substances Program conducts ecological and human health risk assessments. Over the past 10 y, more than 750 ecotoxicity studies have been submitted to the New Substances Program of Environment Canada under the NSNR. Most of these experimental studies are not publicly available but are useful in the ecological risk assessment of new substances and for the development of Quantitative Structure-Activity Relationships (QSARs). In this paper, we describe the development and validation of a computer-based scoring system and our approach in the development of scoring methods used to assess the quality and usability of ecotoxicity studies with fish, Daphnia spp., and green algae. Results of ranking exercises conducted with these methods are described and discussed, together with the potential use of these results in a regulatory context. In addition, the methods are discussed in comparison with other similar evaluation schemes described in the literature.

  15. Motor vehicle road crashes during the fourteenth and fifteenth years of life.

    PubMed

    Begg, D J; Langley, J D; Chalmers, D

    1992-04-22

    From a sample of 848 teenagers, 50 individuals reported a total of 52 motor vehicle road crash events: 42 involved a car, six a motorcycle, and four a bus, over a two year period. Males and females were equally represented in each type of crash. Twenty-one of the car crashes, four of the motorcycle crashes and three of the bus crashes involved injury. The injuries sustained in the motorcycle crashes were predominantly to the extremities and in the other crashes they were mainly to the head or face. On average drivers less than 25 years of age had more passengers in their cars and were involved in more nighttime crashes. A seat belt was worn in only 18 (44%) of the car crashes. A motorcycle helmet was worn in four of the six motorcycle crashes. Six (15%) crashes were reported to have involved alcohol. The main areas of risk associated with motor vehicle road crashes involving teenagers and young adults have been addressed by legislation or the graduated drivers' licensing system. An evaluation of these measures is required to establish whether they are effective.

  16. Indexing crash worthiness and crash aggressivity by vehicle type.

    PubMed

    Huang, Helai; Siddiqui, Chowdhury; Abdel-Aty, Mohamed

    2011-07-01

    Crash aggressivity (CA), along with conventional crash worthiness (CW), has been recently studied to deal with the crash incompatibility between vehicles on roads. Clearly, injury severity depends on the attacking ability of striking vehicle as well as the protective ability of struck vehicle. This study proposes a systematic crash-based approach to index CA and CW of various vehicles. The approach deviates from existing methods in three aspects: (a) an explicit definition and specification in the model for CW and CA; (b) Bayesian hierarchical analysis to account for the crash-vehicle two-level data structure; (c) a five-level ordinal model to explicitly consider all levels of crash severity. The case study on major vehicle types illustrated the method and confirmed the consistency of results with previous studies. Both crash worthiness and crash aggressivity significantly vary by vehicle types, in which we identified the dominating effect of vehicle mass, and also highlighted the extraordinary aggressivity of Light Trucks and Vans (LTVs). While it was not surprising to identify least CA and CW of motorcycles, buses were unconventionally found to be less aggressive than other motor vehicles. The method proposed in this research is applicable to detailed crash-based vehicle inspection and evaluation.

  17. Identifying repeat DUI crash factors using state crash records.

    PubMed

    Fu, Haoqiang

    2008-11-01

    The objective of this study is to identify high risk factors that are closely related to repeat DUI crashes using readily available information from the state crash records. Survival analysis was used and a Cox proportional hazards model was developed using the police-reported crash records in the state of Louisiana. A variety of variables were found to be significant in predicting repeat DUI crashes. The factors included the characteristics of the drivers (gender, race, and age), the types of the vehicle (light truck/pick up truck or other), the characteristics of the crash (hit-and-run, driver violations, and whether the driver is arrested), the type of location (residential area or other), and the characteristics of the roadway (highway type and roadway type). This study provides a comprehensive picture of the repeat DUI crashes. The model can quantitatively predict the relative hazards of repeat DUI crashes. It can be used to identify the characteristics of the crash-involved DUI drivers who are at greatest risk of being involved in a subsequent DUI crash, allowing to apply appropriate remedial measures to reduce the risk.

  18. Crash Lethality Model

    DTIC Science & Technology

    2012-06-06

    10Video available online : http://www.youtube.com/watch?v=BNLu-zBkNxw. NAWCADPAX/TR-2012/196 25 (17...building, the air vehicle crashed into the home at night after transiting from a casino where, according to reports, the pilot had consumed some... online ; however, it has been since removed possibly due to sensitivity concerns. Using the “expert” testimony of a fellow RC enthusiast, the kinetic

  19. Reading as Wedding Crashing

    ERIC Educational Resources Information Center

    Newkirk, Thomas

    2014-01-01

    Grappling with difficult texts can make readers feel as though they're crashing a party that wasn't meant for them. They don't know the occasion. They don't know the guests. They have a hard time fitting in. In this article, Thomas Newkirk suggests several reasons why students find texts difficult to understand. Students may be…

  20. Injury Outcome in Crashes with Guardrail End Terminals.

    PubMed

    Johnson, Nicholas S; Gabler, Hampton C

    2015-01-01

    The goal of this study is to evaluate the crash performance of guardrail end terminals in real-world crashes. Guardrail end terminals are installed at the ends of guardrail systems to prevent the rail from spearing through the car in an end-on collision. Recently, there has been a great deal of controversy as to the safety of certain widely used end terminal designs, partly because there is surprisingly little real-world crash data for end terminals. Most existing studies of end terminal crashes used data from prior to the mid-1990s. Since then, there have been large improvements to vehicle crashworthiness and seat belt usage rates, as well as new roadside safety hardware compliant with National Cooperative Highway Research Program (NCHRP) Report 350, "Recommended Procedures for the Safety Performance Evaluation of Highway Features." Additionally, most existing studies of injury in end terminal crashes do not account for factors such as the occurrence of rollover. This analysis uses more recent crash data that represent post-1990s vehicle fleet changes and account for a number of factors that may affect driver injury outcome and rollover occurrence. Passenger vehicle crashes coded as involving guardrail end terminals were identified in the set of police-reported crashes in Michigan in 2011 and 2012. End terminal performance was expected to be a function of end terminal system design. State crash databases generally do not identify specific end terminal systems. In this study, the coded crash location was used to obtain photographs of the crash site prior to the crash from Google Street View. These site photographs were manually inspected to identify the particular end terminal system involved in the crash. Multiple logistic regression was used to test for significant differences in the odds of driver injury and rollover between different terminal types while accounting for other factors. A total of 1,001 end terminal crashes from the 2011-2012 Michigan State crash

  1. Public Notification Instructions and Templates for the Revised Total Coliform Rule (RTCR)

    EPA Pesticide Factsheets

    EPA has developed public notification (PN) templates to help with implementation of the PN Rule. This document aims to assist water systems with the Public Notification requirements specific to the Revised Total Coliform Rule (RTCR).

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

    PubMed

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

    2016-11-01

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

  3. 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.

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

    PubMed

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

    2015-01-01

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

  5. 33 CFR 135.307 - Notification contents.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ...) MARINE POLLUTION FINANCIAL RESPONSIBILITY AND COMPENSATION OFFSHORE OIL POLLUTION COMPENSATION FUND Notification of Pollution Incidents § 135.307 Notification contents. (a) In each notification provided under...

  6. A unified web-based query and notification system (QNS) for subject management, adverse events, regulatory, and IRB components of clinical trials.

    PubMed

    Mitchell, Rick; Shah, Maitri; Ahmad, Sushma; Rogers, Audrey Smith; Ellenberg, Jonas H

    2005-01-01

    Even after intensive review, interpretative questions, ambiguities, contradictions, or errors, will arise once the protocol is scrutinized by site IRBs and implemented at sites. This will occur despite preparation and implementation of site protocol training, and provision of well crafted case report forms for the reporting of clinical and laboratory evaluations and adverse events. Since many staff are involved in each protocol, site investigators or study coordinators might direct protocol queries, participant management, or IRB queries to different network participants, resulting in inconsistent responses. It is important to establish a response mechanism that ensures consistent responses and their systematic documentation. For reporting of adverse events, and the submission of or documentation of completion of regulatory requirements, an easily accessible and structured communications system is also required. This paper describes the development and implementation of a user-friendly web-based query and notification system (QNS) for subject management, adverse events, regulatory, and IRB components. This system was created in the Adolescent Trials Network for HIV/AIDS Interventions (ATN), using existing web based tools with minor modifications and minimal cost. The query and notification system is interactive and allows for free flow of information among the site coordinators and both the protocol teams and the regulatory group. The process of the system is transparent to users at the sites, although its use and maintenance is controlled by Data Operations Center staff, to assure that ATN requirements for review and approval are met. This results in consistency of and timeliness of responses to queries, timeliness and accuracy of adverse event reporting and the ability for the data operations center regulatory staff to provide notification of pending or delinquent regulatory submissions.

  7. Risk, randomness, crashes and quants

    NASA Astrophysics Data System (ADS)

    Farhadi, Alessio; Vvedensky, Dimitri

    2003-03-01

    Market movements, whether short-term fluctuations, long-term trends, or sudden surges or crashes, have an immense and widespread economic impact. These movements are suggestive of the complex behaviour seen in many non-equilibrium physical systems. Not surprisingly, therefore, the characterization of market behaviour presents an inviting challenge to the physical sciences and, indeed, many concepts and methods developed for modelling non-equilibrium natural phenomena have found fertile ground in financial settings. In this review, we begin with the simplest random process, the random walk, and, assuming no prior knowledge of markets, build up to the conceptual and computational machinery used to analyse and model the behaviour of financial systems. We then consider the evidence that calls into question several aspects of the random walk model of markets and discuss some ideas that have been put forward to account for the observed discrepancies. The application of all of these methods is illustrated with examples of actual market data.

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

    PubMed

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

    2017-09-22

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

  9. 48 CFR 43.104 - Notification of contract changes.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... 48 Federal Acquisition Regulations System 1 2013-10-01 2013-10-01 false Notification of contract changes. 43.104 Section 43.104 Federal Acquisition Regulations System FEDERAL ACQUISITION REGULATION CONTRACT MANAGEMENT CONTRACT MODIFICATIONS General 43.104 Notification of contract changes. (a) When...

  10. 48 CFR 643.104 - Notification of contract changes.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... 48 Federal Acquisition Regulations System 4 2010-10-01 2010-10-01 false Notification of contract changes. 643.104 Section 643.104 Federal Acquisition Regulations System DEPARTMENT OF STATE CONTRACT MANAGEMENT CONTRACT MODIFICATIONS General 643.104 Notification of contract changes....

  11. Pedestrian crash estimation models for signalized intersections.

    PubMed

    Pulugurtha, Srinivas S; Sambhara, Venkata R

    2011-01-01

    The focus of this paper is twofold: (1) to examine the non-linear relationship between pedestrian crashes and predictor variables such as demographic characteristics (population and household units), socio-economic characteristics (mean income and total employment), land use characteristics, road network characteristics (the number of lanes, speed limit, presence of median, and pedestrian and vehicular volume) and accessibility to public transit systems, and (2) to develop generalized linear pedestrian crash estimation models (based on negative binomial distribution to accommodate for over-dispersion of data) by the level of pedestrian activity and spatial proximity to extract site specific data at signalized intersections. Data for 176 randomly selected signalized intersections in the City of Charlotte, North Carolina were used to examine the non-linear relationships and develop pedestrian crash estimation models. The average number of pedestrian crashes per year within 200 feet of each intersection was considered as the dependent variable whereas the demographic characteristics, socio-economic characteristics, land use characteristics, road network characteristics and the number of transit stops were considered as the predictor variables. The Pearson correlation coefficient was used to eliminate predictor variables that were correlated to each other. Models were then developed separately for all signalized intersections, high pedestrian activity signalized intersections and low pedestrian activity signalized intersections. The use of 0.25mile, 0.5mile and 1mile buffer widths to extract data and develop models was also evaluated.

  12. Construct exploit constraint in crash analysis by bypassing canary

    NASA Astrophysics Data System (ADS)

    Huang, Ning; Huang, Shuguang; Huang, Hui; Chang, Chao

    2017-08-01

    Selective symbolic execution is a common program testing technology. Developed on the basis of it, some crash analysis systems are often used to test the fragility of the program by constructing exploit constraints, such as CRAX. From the study of crash analysis based on symbolic execution, this paper find that this technology cannot bypass the canary stack protection mechanisms. This paper makes the improvement uses the API hook in Linux. Experimental results show that the use of API hook can effectively solve the problem that crash analysis cannot bypass the canary protection.

  13. Modelling crash propensity of carshare members.

    PubMed

    Dixit, Vinayak; Rashidi, Taha Hossein

    2014-09-01

    Carshare systems are considered a promising solution for sustainable development of cities. To promote carsharing it is imperative to make them cost effective, which includes reduction in costs associated to crashes and insurance. To achieve this goal, it is important to characterize carshare users involved in crashes and understand factors that can explain at-fault and not-at fault drivers. This study utilizes data from GoGet carshare users in Sydney, Australia. Based on this study it was found that carshare users who utilize cars less frequently, own one or more cars, have less number of accidents in the past ten years, have chosen a higher insurance excess and have had a license for a longer period of time are less likely to be involved in a crash. However, if a crash occurs, carshare users not needing a car on the weekend, driving less than 1000km in the last year, rarely using a car and having an Australian license increases the likelihood to be at-fault. Since the dataset contained information about all members as well as not-at-fault drivers, it provided a unique opportunity to explore some aspects of quasi-induced exposure. The results indicate systematic differences in the distribution between the not-at-fault drivers and the carshare members based on the kilometres driven last year, main mode of travel, car ownership status and how often the car is needed. Finally, based on this study it is recommended that creating an incentive structure based on training and experience (based on kilometres driven), possibly tagged to the insurance excess could improve safety, and reduce costs associated to crashes for carshare systems.

  14. Compressible magnetohydrodynamic sawtooth crash

    NASA Astrophysics Data System (ADS)

    Sugiyama, Linda E.

    2014-02-01

    In a toroidal magnetically confined plasma at low resistivity, compressible magnetohydrodynamic (MHD) predicts that an m = 1/n = 1 sawtooth has a fast, explosive crash phase with abrupt onset, rate nearly independent of resistivity, and localized temperature redistribution similar to experimental observations. Large scale numerical simulations show that the 1/1 MHD internal kink grows exponentially at a resistive rate until a critical amplitude, when the plasma motion accelerates rapidly, culminating in fast loss of the temperature and magnetic structure inside q < 1, with somewhat slower density redistribution. Nonlinearly, for small effective growth rate the perpendicular momentum rate of change remains small compared to its individual terms ∇p and J × B until the fast crash, so that the compressible growth rate is determined by higher order terms in a large aspect ratio expansion, as in the linear eigenmode. Reduced MHD fails completely to describe the toroidal mode; no Sweet-Parker-like reconnection layer develops. Important differences result from toroidal mode coupling effects. A set of large aspect ratio compressible MHD equations shows that the large aspect ratio expansion also breaks down in typical tokamaks with rq =1/Ro≃1/10 and a /Ro≃1/3. In the large aspect ratio limit, failure extends down to much smaller inverse aspect ratio, at growth rate scalings γ =O(ɛ2). Higher order aspect ratio terms, including B˜ϕ, become important. Nonlinearly, higher toroidal harmonics develop faster and to a greater degree than for large aspect ratio and help to accelerate the fast crash. The perpendicular momentum property applies to other transverse MHD instabilities, including m ≥ 2 magnetic islands and the plasma edge.

  15. Requirements for the crash protection of older vehicle passengers.

    PubMed

    Morris, Andrew; Welsh, Ruth; Hassan, Ahamedali

    2003-01-01

    This study compares injury outcomes in vehicle crashes involving different age groups of belted passengers. Two datasets were considered. Firstly, UK national data revealed that younger passengers are much more likely to be involved in crashes per million miles travelled compared to older passengers although older passengers are much more likely to be killed or seriously injured compared to younger passengers. Secondly, in-depth vehicle crash injury data were examined to determine some of the underlying reasons for the enhanced injury risk amongst older passengers. In crashes of approximately equal severity, the older passenger group were significantly more likely to be fatally injured in frontal crashes (p<0.001). However young passengers were as equally likely to be killed in struck-side crashes compared to the older group. The results also showed that older passengers sustained more serious injuries to the chest region in frontal crashes compared with the younger aged group (p<0.0001) and it is this body region that is particularly problematic. When the data were analysed further, it was found that a large proportion of passengers were female and that in the majority of cases, the seat belt was responsible for injury. Since by the year 2030, 1 in 4 persons will be aged over 65 in most OECD countries, the results suggest a need for intervention through vehicle design including in-vehicle crashworthiness systems that take into account reduced tolerance to impact with ageing.

  16. Driver air bag effectiveness by severity of the crash.

    PubMed Central

    Segui-Gomez, M

    2000-01-01

    OBJECTIVES: This analysis provided effectiveness estimates of the driver-side air bag while controlling for severity of the crash and other potential confounders. METHODS: Data were from the National Automotive Sampling System (1993-1996). Injury severity was described on the basis of the Abbreviated Injury Scale, Injury Severity Score, Functional Capacity Index, and survival. Ordinal, linear, and logistic multivariate regression methods were used. RESULTS: Air bag deployment in frontal or near-frontal crashes decreases the probability of having severe and fatal injuries (e.g., Abbreviated Injury Scale score of 4-6), including those causing a long-lasting high degree of functional limitation. However, air bag deployment in low-severity crashes increases the probability that a driver (particularly a woman) will sustain injuries of Abbreviated Injury Scale level 1 to 3. Air bag deployment exerts a net injurious effect in low-severity crashes and a net protective effect in high-severity crashes. The level of crash severity at which air bags are protective is higher for female than for male drivers. CONCLUSIONS: Air bag improvement should minimize the injuries induced by their deployment. One possibility is to raise their deployment level so that they deploy only in more severe crashes. PMID:11029991

  17. Requirements for the Crash Protection of Older Vehicle Passengers

    PubMed Central

    Morris, Andrew; Welsh, Ruth; Hassan, Ahamedali

    2003-01-01

    This study compares injury outcomes in vehicle crashes involving different age groups of belted passengers. Two datasets were considered. Firstly, UK national data revealed that younger passengers are much more likely to be involved in crashes per million miles travelled compared to older passengers although older passengers are much more likely to be killed or seriously injured compared to younger passengers. Secondly, in-depth vehicle crash injury data were examined to determine some of the underlying reasons for the enhanced injury risk amongst older passengers. In crashes of approximately equal severity, the older passenger group were significantly more likely to be fatally injured in frontal crashes (p<0.001). However young passengers were as equally likely to be killed in struck-side crashes compared to the older group. The results also showed that older passengers sustained more serious injuries to the chest region in frontal crashes compared with the younger aged group (p<0.0001) and it is this body region that is particularly problematic. When the data were analysed further, it was found that a large proportion of passengers were female and that in the majority of cases, the seat belt was responsible for injury. Since by the year 2030, 1 in 4 persons will be aged over 65 in most OECD countries, the results suggest a need for intervention through vehicle design including in-vehicle crashworthiness systems that take into account reduced tolerance to impact with ageing. PMID:12941224

  18. Resisting "Crash Diet" Staff Development

    ERIC Educational Resources Information Center

    Dana, Nancy Fichtman; Yendol-Hoppey, Diane

    2008-01-01

    People often respond to the pressure of attending a high school reunion or their child's wedding by going on a crash diet to get quick results. In response, friends may marvel about how good they look on the outside. But what folks don't acknowledge is that, in the name of getting results, crash dieters have done some very unhealthy things to…

  19. 45 CFR 1115.3 - Procedures for notification of existence of records pertaining to individuals.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... 45 Public Welfare 3 2013-10-01 2013-10-01 false Procedures for notification of existence of... § 1115.3 Procedures for notification of existence of records pertaining to individuals. (a) The systems... record exists. (b) Requests for notification of the existence of a record should specifically identify...

  20. 45 CFR 1115.3 - Procedures for notification of existence of records pertaining to individuals.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... 45 Public Welfare 3 2010-10-01 2010-10-01 false Procedures for notification of existence of... § 1115.3 Procedures for notification of existence of records pertaining to individuals. (a) The systems... record exists. (b) Requests for notification of the existence of a record should specifically identify...

  1. 45 CFR 1115.3 - Procedures for notification of existence of records pertaining to individuals.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... 45 Public Welfare 3 2011-10-01 2011-10-01 false Procedures for notification of existence of... § 1115.3 Procedures for notification of existence of records pertaining to individuals. (a) The systems... record exists. (b) Requests for notification of the existence of a record should specifically identify...

  2. 45 CFR 1115.3 - Procedures for notification of existence of records pertaining to individuals.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... 45 Public Welfare 3 2012-10-01 2012-10-01 false Procedures for notification of existence of... § 1115.3 Procedures for notification of existence of records pertaining to individuals. (a) The systems... record exists. (b) Requests for notification of the existence of a record should specifically identify...

  3. 45 CFR 1115.3 - Procedures for notification of existence of records pertaining to individuals.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... 45 Public Welfare 3 2014-10-01 2014-10-01 false Procedures for notification of existence of... § 1115.3 Procedures for notification of existence of records pertaining to individuals. (a) The systems... record exists. (b) Requests for notification of the existence of a record should specifically identify...

  4. Acceptability of an Internet-Based Partner Notification System for Sexually Transmitted Infection Exposure Among Men Who Have Sex With Men

    PubMed Central

    Mimiaga, Matthew J.; Fair, Andrew D.; Tetu, Ashley M.; Novak, David S.; VanDerwarker, Rodney; Bertrand, Thomas; Adelson, Stephan; Mayer, Kenneth H.

    2008-01-01

    US men who have sex with men (n=1848) completed an online questionnaire about their willingness to use Internet-based partner notification. Eighty-one percent reported that it would be important to them to receive a partner notification e-mail if they had been exposed to a sexually transmitted infection. Seventy percent reported that if infected, they would use a public health specialist to inform partners of possible exposure through Internet notification. There was broad acceptance of Internet partner notification by at-risk US men who have sex with men, including a willingness to receive or initiate a notification e-mail. PMID:17901442

  5. 78 FR 40737 - Notification of Deletion of System of Records; Office of Criminal Enforcement, Forensics...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-07-08

    ...The Environmental Protection Agency is removing the Master Tracking System (EPA-46), published in the Federal Register on October 1, 2011, from its inventory of Privacy Act systems. A personal identifier is no longer used to retrieve the information in the system.

  6. 78 FR 40138 - Notification of Deletion of System of Records: Kid's Club Membership List (EPA-57)

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-07-03

    ... the system and the Web site has been taken down. How can I get copies of this document and other... March 2, 2006, from its inventory of Privacy Act systems. The system is no longer active and the Web site has been taken down. DATES: This notice is effective immediately upon publication in the Federal...

  7. The effect of passengers and risk-taking friends on risky driving and crashes/near crashes among novice teenagers.

    PubMed

    Simons-Morton, Bruce G; Ouimet, Marie Claude; Zhang, Zhiwei; Klauer, Sheila E; Lee, Suzanne E; Wang, Jing; Chen, Rusan; Albert, Paul; Dingus, Thomas A

    2011-12-01

    The high crash rates of novice teenage drivers are thought to be caused by inexperience and risky driving behavior, exacerbated by passengers, driving at night, and other complex driving conditions. This study examined factors associated with crash/near crash and risky driving rates among novice teenagers, including driving at night versus day, passenger presence and characteristics, and driver psychosocial factors. The vehicles of 42 newly licensed teenage drivers were equipped with recording systems that collected data on driving performance and occupant characteristics during their first 18 months of licensure. Survey data were collected at four measurement times. Poisson regression models with random effects were used to analyze crash/near crash and elevated gravitational force event rates (i.e., risky driving); incident rate ratios measured associations with covariates. Crash/near crash rates among novice teenagers were 75% lower in the presence of adult passengers and 96% higher among those teenagers with risky friends. Teenage risky driving was 67% lower with adult passengers, 18% lower with teenage passengers; 20% lower during early night than day; and 109% higher among teens with relatively more risky friends. The low rate of risky driving in the presence of adult passengers suggests that teens can drive in a less risky manner. The higher rate of risky driving among those with risky friends suggests that risky driving may be socially influenced. Copyright © 2011 Society for Adolescent Health and Medicine. All rights reserved.

  8. The Effect of Passengers and Risk-Taking Friends on Risky Driving and Crashes/Near Crashes Among Novice Teenagers

    PubMed Central

    Ouimet, Marie Claude; Zhang, Zhiwei; Klauer, Sheila E.; Lee, Suzanne E.; Wang, Jing; Chen, Rusan; Albert, Paul; Dingus, Thomas A.

    2011-01-01

    Purpose The high crash rates of novice teenage drivers are thought to be due to inexperience and risky driving behavior, exacerbated by passengers, night, and other complex driving conditions. This research examined factors associated with crash/near crash and risky driving rates among novice teenagers, including night vs day, passenger presence and characteristics, and driver psychosocial factors. Method The vehicles of 42 newly-licensed teenage drivers were equipped with recording systems that collected data on driving performance and occupant characteristics during their first 18 months of licensure. Survey data were collected at four measurement times. Poisson regression with random effects was used to analyze crash/near crash and elevated g-force event rates (i.e., risky driving); incident rate ratios (IRRs) measured associations with covariates. Results Crash/near crash rates among novice teenagers were 75% lower in the presence of adult passengers and 96% higher among those with risky friends. Teenage risky driving was 67% lower with adult passengers, 18% lower with teenage passengers; 20% lower during early night than day; and 109% higher among teens with relatively more risky friends. Conclusions The low rate of risky driving in the presence of adult passengers suggests that teens can drive in less risky fashion. The higher rate of risky driving among those with risky friends suggests that risky driving may be socially influenced. PMID:22098768

  9. Cancer notification in India.

    PubMed

    Lakshmaiah, K C; Guruprasad, B; Lokesh, K N; Veena, V S

    2014-01-01

    In many developed countries, notification of cancer cases is compulsory. Developing countries including India accounts for more than half of new cancer cases in the world, however notification of cancer is not yet mandatory. The primary purpose of notification is to effect prevention and control and better utilization of resources. It is also a valuable source for incidence, prevalence, mortality and morbidity of the disease. Notification of cancer will lead to improved awareness of common etiologic agents, better understanding of common preventable causes and better utilization of health resources with better monitoring and evaluation of the effectiveness of health programs such as cancer screening and cancer treatment programs, which ultimately might improve survival. Notification of cancer can be done by the doctor or the hospital. Akin to the integrated disease surveillance project where more than 90% of the districts report weekly data through E-mail/portal, notification of cancer can be implemented if it is incorporated into the National Program for Prevention and Control of Cancer, Diabetes, Cardiovascular diseases and Stroke scheme. The need of the hour is cancer notification in India.

  10. Predicting crash likelihood and severity on freeways with real-time loop detector data.

    PubMed

    Xu, Chengcheng; Tarko, Andrew P; Wang, Wei; Liu, Pan

    2013-08-01

    Real-time crash risk prediction using traffic data collected from loop detector stations is useful in dynamic safety management systems aimed at improving traffic safety through application of proactive safety countermeasures. The major drawback of most of the existing studies is that they focus on the crash risk without consideration of crash severity. This paper presents an effort to develop a model that predicts the crash likelihood at different levels of severity with a particular focus on severe crashes. The crash data and traffic data used in this study were collected on the I-880 freeway in California, United States. This study considers three levels of crash severity: fatal/incapacitating injury crashes (KA), non-incapacitating/possible injury crashes (BC), and property-damage-only crashes (PDO). The sequential logit model was used to link the likelihood of crash occurrences at different severity levels to various traffic flow characteristics derived from detector data. The elasticity analysis was conducted to evaluate the effect of the traffic flow variables on the likelihood of crash and its severity.The results show that the traffic flow characteristics contributing to crash likelihood were quite different at different levels of severity. The PDO crashes were more likely to occur under congested traffic flow conditions with highly variable speed and frequent lane changes, while the KA and BC crashes were more likely to occur under less congested traffic flow conditions. High speed, coupled with a large speed difference between adjacent lanes under uncongested traffic conditions, was found to increase the likelihood of severe crashes (KA). This study applied the 20-fold cross-validation method to estimate the prediction performance of the developed models. The validation results show that the model's crash prediction performance at each severity level was satisfactory. The findings of this study can be used to predict the probabilities of crash at

  11. Aggregate crash prediction models: introducing crash generation concept.

    PubMed

    Naderan, Ali; Shahi, Jalil

    2010-01-01

    Safety conscious planning is a new proactive approach towards understanding crashes. It requires a planning-level decision-support tool to facilitate proactive approach to assessing safety effects of alternative urban planning scenarios. The objective of this research study is to develop a series of aggregate crash prediction models (ACPM) that are consistent with the trip generation step of the conventional four-step demand models. The concept of crash generation models (CGMs) is introduced utilizing trip generation data in a generalized linear regression with the assumption of a negative binomial error structure. The relationship of crash frequencies in traffic analysis zones (TAZ) and number of trips generated by purpose is investigated. This translates into immediate checking of the impact of future trip generations on crash frequencies in comprehensive transportation-planning studies (i.e. ability to forecast crashes at each time-step trips are being forecasted). A good relation was seen between crash frequency and number of trips produced/attracted by purpose per TAZ.

  12. Crash risk analysis for Shanghai urban expressways: A Bayesian semi-parametric modeling approach.

    PubMed

    Yu, Rongjie; Wang, Xuesong; Yang, Kui; Abdel-Aty, Mohamed

    2016-10-01

    Urban expressway systems have been developed rapidly in recent years in China; it has become one key part of the city roadway networks as carrying large traffic volume and providing high traveling speed. Along with the increase of traffic volume, traffic safety has become a major issue for Chinese urban expressways due to the frequent crash occurrence and the non-recurrent congestions caused by them. For the purpose of unveiling crash occurrence mechanisms and further developing Active Traffic Management (ATM) control strategies to improve traffic safety, this study developed disaggregate crash risk analysis models with loop detector traffic data and historical crash data. Bayesian random effects logistic regression models were utilized as it can account for the unobserved heterogeneity among crashes. However, previous crash risk analysis studies formulated random effects distributions in a parametric approach, which assigned them to follow normal distributions. Due to the limited information known about random effects distributions, subjective parametric setting may be incorrect. In order to construct more flexible and robust random effects to capture the unobserved heterogeneity, Bayesian semi-parametric inference technique was introduced to crash risk analysis in this study. Models with both inference techniques were developed for total crashes; semi-parametric models were proved to provide substantial better model goodness-of-fit, while the two models shared consistent coefficient estimations. Later on, Bayesian semi-parametric random effects logistic regression models were developed for weekday peak hour crashes, weekday non-peak hour crashes, and weekend non-peak hour crashes to investigate different crash occurrence scenarios. Significant factors that affect crash risk have been revealed and crash mechanisms have been concluded.

  13. The effects of age, gender, and crash types on drivers' injury-related health care costs.

    PubMed

    Shen, Sijun; Neyens, David M

    2015-04-01

    There are many studies that evaluate the effects of age, gender, and crash types on crash related injury severity. However, few studies investigate the effects of those crash factors on the crash related health care costs for drivers that are transported to hospital. The purpose of this study is to examine the relationships between drivers' age, gender, and the crash types, as well as other crash characteristics (e.g., not wearing a seatbelt, weather condition, and fatigued driving), on the crash related health care costs. The South Carolina Crash Outcome Data Evaluation System (SC CODES) from 2005 to 2007 was used to construct six separate hierarchical linear regression models based on drivers' age and gender. The results suggest that older drivers have higher health care costs than younger drivers and male drivers tend to have higher health care costs than female drivers in the same age group. Overall, single vehicle crashes had the highest health care costs for all drivers. For males older than 64-years old sideswipe crashes are as costly as single vehicle crashes. In general, not wearing a seatbelt, airbag deployment, and speeding were found to be associated with higher health care costs. Distraction-related crashes are more likely to be associated with lower health care costs in most cases. Furthermore this study highlights the value of considering drivers in subgroups, as some factors have different effects on health care costs in different driver groups. Developing an understanding of longer term outcomes of crashes and their characteristics can lead to improvements in vehicle technology, educational materials, and interventions to reduce crash-related health care costs.

  14. 7 CFR 1962.13 - Notification to potential purchasers.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 7 Agriculture 14 2012-01-01 2012-01-01 false Notification to potential purchasers. 1962.13 Section... Security § 1962.13 Notification to potential purchasers. (a) In States without a Central Filing System (CFS), all Farm Credit Programs borrowers prior to loan closing or prior to any servicing actions which...

  15. 49 CFR 234.101 - Employee notification rules.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... 49 Transportation 4 2013-10-01 2013-10-01 false Employee notification rules. 234.101 Section 234... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION GRADE CROSSING SAFETY, INCLUDING SIGNAL SYSTEMS, STATE ACTION PLANS... Highway-Rail Grade Crossings § 234.101 Employee notification rules. Each railroad shall issue rules...

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

    PubMed

    Reguly, Paula; Dubois, Sacha; Bédard, Michel

    2014-01-01

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

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

    DTIC Science & Technology

    1980-01-01

    Crash Locator Beacons Crashworthiness Emergency Escape Postcrash Survival Aircraft Interior Materials Crashworthy Fuel Systems Ditching Postorash Fire...behavior of interip~r materials , ditching survival, emergency escape, and ~ crash loc tor beacons. ow - SECURITY CLASSIFICATION OF THIS PAGIEtfhn Pata...IGNITION SOURCE CONTROL TERMS.... . . 21 2.4 INTERIOR MATERIALS SELECTION TERMS . . . 22 2.5 DITCHING AND EMERGENCY ESCAPE TERMS. . . 23 CHAPTER 3. POSTCRASH

  18. Impact of an automated email notification system for results of tests pending at discharge: a cluster-randomized controlled trial.

    PubMed

    Dalal, Anuj K; Roy, Christopher L; Poon, Eric G; Williams, Deborah H; Nolido, Nyryan; Yoon, Cathy; Budris, Jonas; Gandhi, Tejal; Bates, David W; Schnipper, Jeffrey L

    2014-01-01

    Physician awareness of the results of tests pending at discharge (TPADs) is poor. We developed an automated system that notifies responsible physicians of TPAD results via secure, network email. We sought to evaluate the impact of this system on self-reported awareness of TPAD results by responsible physicians, a necessary intermediary step to improve management of TPAD results. We conducted a cluster-randomized controlled trial at a major hospital affiliated with an integrated healthcare delivery network in Boston, Massachusetts. Adult patients with TPADs who were discharged from inpatient general medicine and cardiology services were assigned to the intervention or usual care arm if their inpatient attending physician and primary care physician (PCP) were both randomized to the same study arm. Patients of physicians randomized to discordant study arms were excluded. We surveyed these physicians 72 h after all TPAD results were finalized. The primary outcome was awareness of TPAD results by attending physicians. Secondary outcomes included awareness of TPAD results by PCPs, awareness of actionable TPAD results, and provider satisfaction. We analyzed data on 441 patients. We sent 441 surveys to attending physicians and 353 surveys to PCPs and received 275 and 152 responses from 83 different attending physicians and 112 different PCPs, respectively (attending physician survey response rate of 63%). Intervention attending physicians and PCPs were significantly more aware of TPAD results (76% vs 38%, adjusted/clustered OR 6.30 (95% CI 3.02 to 13.16), p<0.001; 57% vs 33%, adjusted/clustered OR 3.08 (95% CI 1.43 to 6.66), p=0.004, respectively). Intervention attending physicians tended to be more aware of actionable TPAD results (59% vs 29%, adjusted/clustered OR 4.25 (0.65, 27.85), p=0.13). One hundred and eighteen (85%) and 43 (63%) intervention attending physician and PCP survey respondents, respectively, were satisfied with this intervention. Automated email

  19. A Hybrid Latent Class Analysis Modeling Approach to Analyze Urban Expressway Crash Risk.

    PubMed

    Yu, Rongjie; Wang, Xuesong; Abdel-Aty, Mohamed

    2017-04-01

    Crash risk analysis is rising as a hot research topic as it could reveal the relationships between traffic flow characteristics and crash occurrence risk, which is beneficial to understand crash mechanisms which would further refine the design of Active Traffic Management System (ATMS). However, the majority of the current crash risk analysis studies have ignored the impact of geometric characteristics on crash risk estimation while recent studies proved that crash occurrence risk was affected by the various alignment features. In this study, a hybrid Latent Class Analysis (LCA) modeling approach was proposed to account for the heterogeneous effects of geometric characteristics. Crashes were first segmented into homogenous subgroups, where the optimal number of latent classes was identified based on bootstrap likelihood ratio tests. Then, separate crash risk analysis models were developed using Bayesian random parameter logistic regression technique; data from Shanghai urban expressway system were employed to conduct the empirical study. Different crash risk contributing factors were unveiled by the hybrid LCA approach and better model goodness-of-fit was obtained while comparing to an overall total crash model. Finally, benefits of the proposed hybrid LCA approach were discussed.

  20. Heavy Vehicle Crash Characteristics in Oman 2009–2011

    PubMed Central

    Al-Bulushi, Islam; Edwards, Jason; Davey, Jeremy; Armstrong, Kerry; Al-Reesi, Hamed; Al-Shamsi, Khalid

    2015-01-01

    In recent years, Oman has seen a shift in the burden of diseases towards road accidents. The main objective of this paper, therefore, is to describe key characteristics of heavy vehicle crashes in Oman and identify the key driving behaviours that influence fatality risks. Crash data from January 2009 to December 2011 were examined and it was found that, of the 22,543 traffic accidents that occurred within this timeframe, 3,114 involved heavy vehicles. While the majority of these crashes were attributed to driver behaviours, a small proportion was attributed to other factors. The results of the study indicate that there is a need for a more thorough crash investigation process in Oman. Future research should explore the reporting processes used by the Royal Oman Police, cultural influences on heavy vehicle operations in Oman and improvements to the current licensing system. PMID:26052451

  1. Relationship between organisational safety culture dimensions and crashes.

    PubMed

    Varmazyar, Sakineh; Mortazavi, Seyed Bagher; Arghami, Shirazeh; Hajizadeh, Ebrahim

    2016-01-01

    Knowing about organisational safety culture in public transportation system can provide an appropriate guide to establish effective safety measures and interventions to improve safety at work. The aim of this study was investigation of association between safety culture dimensions (leadership styles and company values, usage of crashes information and prevention programmes, management commitment and safety policy, participation and control) with involved self-reported crashes. The associations were considered through Spearman correlation, Pearson chi-square test and logistic regression. The results showed an association among self-reported crashes (occurrence or non-occurrence) and factors including leadership styles and company values; management commitment and safety policy; and control. Moreover, it was found a negative correlation and an odds ratio less than one between control and self-reported crashes.

  2. [Continuous improvement of quality and implementation of a system for notification of noncompliance].

    PubMed

    Roussel, P

    1999-04-01

    Building the organization for the detection and the management of defects or non conformities is a main step in the implementation of a quality system. This article describes some ways of doing this in a blood bank. It explains its role and its relations with other actions in the process of quality improvement.

  3. 78 FR 2363 - Notification of Deletion of a System of Records; Automated Trust Funds Database

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-01-11

    ... Trust Funds Database AGENCY: Animal and Plant Health Inspection Service, USDA. ACTION: Notice of... of records notice establishing the Automated Trust Funds (ATF) database system of records. The.... The ATF database has been replaced by USDA's Financial Management Modernization Initiative (FMMI)...

  4. 77 FR 26027 - Privacy Act: Notification of a New Privacy Act System of Records, Veterans Homelessness...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2012-05-02

    ... communication submitted will be available for public inspection and copying between 8:00 a.m. and 5:00 p.m... the public be afforded a 30-day period in which to comment on the new system of records. The new..., will be obtained from persons enrolled in VHPD, as follows: name, social security number,...

  5. 48 CFR 44.305-2 - Notification.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... approval; (2) The effective date of approval; and (3) A statement that system approval— (i) Applies to all... 48 Federal Acquisition Regulations System 1 2013-10-01 2013-10-01 false Notification. 44.305-2 Section 44.305-2 Federal Acquisition Regulations System FEDERAL ACQUISITION REGULATION CONTRACT MANAGEMENT...

  6. 39 CFR 266.5 - Notification.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    .... (a) Notification of Systems. Upon written request, the Postal Service will notify any individual whether a specific system named by the individual contains a record pertaining to him or her. See § 266.6... Postal Service will publish within the Federal Register its intent to exempt any system of records and...

  7. Fatal motorcycle crashes: a growing public health problem in Cambodia

    PubMed Central

    Roehler, Douglas R.; Ear, Chariya; Parker, Erin M.; Sem, Panhavuth; Ballesteros, Michael F.

    2015-01-01

    This study examines the risk characteristics of fatal motorcycle crashes in Cambodia over a 5-year period (2007–2011). Secondary data analyses were conducted using the Cambodia Road Crash and Victim Information System, the only comprehensive and integrated road crash surveillance system in the country. Researchers from the Centers for Disease Control and Prevention and Handicap International found that (1) males are dying in motorcycle crashes roughly seven times more frequently than females; (2) motorcyclist fatalities increased by about 30% from 2007 to 2011; (3) the motorcyclist death rates per 100,000 population increased from 7.4 to 8.7 deaths from 2007 to 2011; and (4) speed-related crashes and not wearing motorcycle helmet were commonly reported for motorcyclist fatalities at approximately 50% and over 80% through the study years, respectively. Additionally, this study highlights that Cambodia has the highest motorcycle death rate in South-East Asia, far surpassing Thailand, Malaysia, and Myanmar. By recognising the patterns of fatal motorcycle crashes in Cambodia, local road-safety champions and stakeholders can design targeted interventions and preventative measures to improve road safety among motorcyclists. PMID:24499413

  8. Fatal motorcycle crashes: a growing public health problem in Cambodia.

    PubMed

    Roehler, Douglas R; Ear, Chariya; Parker, Erin M; Sem, Panhavuth; Ballesteros, Michael F

    2015-01-01

    This study examines the risk characteristics of fatal motorcycle crashes in Cambodia over a 5-year period (2007-2011). Secondary data analyses were conducted using the Cambodia Road Crash and Victim Information System, the only comprehensive and integrated road crash surveillance system in the country. Researchers from the Centers for Disease Control and Prevention and Handicap International found that (1) males are dying in motorcycle crashes roughly seven times more frequently than females; (2) motorcyclist fatalities increased by about 30% from 2007 to 2011; (3) the motorcyclist death rates per 100,000 population increased from 7.4 to 8.7 deaths from 2007 to 2011; and (4) speed-related crashes and not wearing motorcycle helmet were commonly reported for motorcyclist fatalities at approximately 50% and over 80% through the study years, respectively. Additionally, this study highlights that Cambodia has the highest motorcycle death rate in South-East Asia, far surpassing Thailand, Malaysia, and Myanmar. By recognising the patterns of fatal motorcycle crashes in Cambodia, local road-safety champions and stakeholders can design targeted interventions and preventative measures to improve road safety among motorcyclists.

  9. Crash data quality for road safety research: Current state and future directions.

    PubMed

    Imprialou, Marianna; Quddus, Mohammed

    2017-03-02

    Crash databases are one of the primary data sources for road safety research. Therefore, their quality is fundamental for the accuracy of crash analyses and, consequently the design of effective countermeasures. Although crash data often suffer from correctness and completeness issues, these are rarely discussed or addressed in crash analyses. Crash reports aim to answer the five "W" questions (i.e. When?, Where?, What?, Who? and Why?) of each crash by including a range of attributes. This paper reviews current literature on the state of crash data quality for each of these questions separately. The most serious data quality issues appear to be: inaccuracies in crash location and time, difficulties in data linkage (e.g. with traffic data) due to inconsistencies in databases, severity misclassification, inaccuracies and incompleteness of involved users' demographics and inaccurate identification of crash contributory factors. It is shown that the extent and the severity of data quality issues are not equal between attributes and the level of impact in road safety analyses is not yet entirely known. This paper highlights areas that require further research and provides some suggestions for the development of intelligent crash reporting systems.

  10. Modeling Pilot Behavior for Assessing Integrated Alert and Notification Systems on Flight Decks

    NASA Technical Reports Server (NTRS)

    Cover, Mathew; Schnell, Thomas

    2010-01-01

    Numerous new flight deck configurations for caution, warning, and alerts can be conceived; yet testing them with human-in-the-Ioop experiments to evaluate each one would not be practical. New sensors, instruments, and displays are being put into cockpits every day and this is particularly true as we enter the dawn of the Next Generation Air Transportation System (NextGen). By modeling pilot behavior in a computer simulation, an unlimited number of unique caution, warning, and alert configurations can be evaluated 24/7 by a computer. These computer simulations can then identify the most promising candidate formats to further evaluate in higher fidelity, but more costly, Human-in-the-Ioop (HITL) simulations. Evaluations using batch simulations with human performance models saves time, money, and enables a broader consideration of possible caution, warning, and alerting configurations for future flight decks.

  11. Associating crash avoidance maneuvers with driver attributes and accident characteristics: a mixed logit model approach.

    PubMed

    Kaplan, Sigal; Prato, Carlo Giacomo

    2012-01-01

    The current study focuses on the propensity of drivers to engage in crash avoidance maneuvers in relation to driver attributes, critical events, crash characteristics, vehicles involved, road characteristics, and environmental conditions. The importance of avoidance maneuvers derives from the key role of proactive and state-aware road users within the concept of sustainable safety systems, as well as from the key role of effective corrective maneuvers in the success of automated in-vehicle warning and driver assistance systems. The analysis is conducted by means of a mixed logit model that represents the selection among 5 emergency lateral and speed control maneuvers (i.e., "no avoidance maneuvers," "braking," "steering," "braking and steering," and "other maneuvers) while accommodating correlations across maneuvers and heteroscedasticity. Data for the analysis were retrieved from the General Estimates System (GES) crash database for the year 2009 by considering drivers for which crash avoidance maneuvers are known. The results show that (1) the nature of the critical event that made the crash imminent greatly influences the choice of crash avoidance maneuvers, (2) women and elderly have a relatively lower propensity to conduct crash avoidance maneuvers, (3) drowsiness and fatigue have a greater negative marginal effect on the tendency to engage in crash avoidance maneuvers than alcohol and drug consumption, (4) difficult road conditions increase the propensity to perform crash avoidance maneuvers, and (5) visual obstruction and artificial illumination decrease the probability to carry out crash avoidance maneuvers. The results emphasize the need for public awareness campaigns to promote safe driving style for senior drivers and warning about the risks of driving under fatigue and distraction being comparable to the risks of driving under the influence of alcohol and drugs. Moreover, the results suggest the need to educate drivers about hazard perception, designing

  12. Decision-aids for enhancing intergovernmental interactions: The Pre-notification Analysis Support System (PASS)

    SciTech Connect

    Lester, M.; Liebow, E.; Holm, J.

    1994-05-01

    The Department of Energy (DOE) plans to honor its commitment to government-to-government interactions by providing advance notice of DOE spent fuel and high-level waste shipments to Indian tribes whose jurisdictions are crossed by or adjacent to transportation routes. The tribes are important contributors to a regional response network, and providing tribes with advance notice of DOE shipping plans marks the start -- not the end -- of direct, government-to-government interactions with DOE. The Tribal Prenotification Analysis Support System (PASS) is being developed for the Office of Special Programs within the Department`s Office of Environmental Restoration and Waste Management. PASS will help DOE-Headquarters to coordinate field office activities and provide technical and institutional support to the DOE field offices. PASS is designed to be used by anyone with minimum computer literacy and having contemporary computer hardware and software. It uses on-screen maps to choose and display a shipment route, and to display the tribal jurisdictions. With forms that are easy to understand, it provides information about each jurisdiction and points of contact. PASS records all contacts, commitments made, and actions taken.

  13. Analysis of pregnant occupant crash exposure and the potential effectiveness of four-point seatbelts in far side crashes.

    PubMed

    Duma, Stefan M; Moorcroft, David M; Gabler, Hampton C; Manoogian, Sarah M; Stitzel, Joel D; Duma, Greg G

    2006-01-01

    The purpose of this paper is to present the crash exposure patterns of pregnant occupants and to evaluate the effectiveness of restraint systems, including four-point seatbelts, in far side crashes. The NASS CDS database revealed that 53.0 % of pregnant occupants are exposed to frontal crashes while 13.5 % are exposed to far side impacts. Given that far side crashes were the second leading crash mode after frontal impacts, a previously validated MADYMO computer model of a 30 week pregnant occupant was utilized to investigate pregnant occupant biomechanics in far side crashes. Three impact speeds (5, 15, and 25 mph) were simulated with four restraint conditions: unbelted, lap-belt only, three-point belt, and a four-point belt. Direct abdominal contact from the shoulder strap of the three-point or four-point belt caused uterine-placental strain in contrast to the inertial loading induced strain in the lap-belt and unbelted cases. Overall, the three-point and four-point belt systems provide superior restraint effectiveness for the pregnant occupant compared to the lap-belt and no restraint cases. The four-point resulted in slightly better performance than the three-point belt by reducing the fetal injury risk and occupant excursion.

  14. Rotorcraft Crash Mishap Analysis (Revised)

    DTIC Science & Technology

    2014-07-01

    Velocities The nature of the crash velocity data is such that it covers a very wide range of values. Consequently, when the means or medians are...analyzed. Sixty-six percent of the crashes where the surface was reported occurred onto sod which is a term for a broad range of unprepared, natural...thirty percent range , far short of the percentages that one would hope for the model to explain to be considered truly predictive. These results mean

  15. 48 CFR 317.108 - Congressional notification.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... 48 Federal Acquisition Regulations System 4 2010-10-01 2010-10-01 false Congressional notification. 317.108 Section 317.108 Federal Acquisition Regulations System HEALTH AND HUMAN SERVICES CONTRACTING METHODS AND CONTRACT TYPES SPECIAL CONTRACTING METHODS Multi-year Contracting 317.108...

  16. Using Geospatial Mapping to Determine the Impact of All-Terrain Vehicle Crashes on Both Rural and Urban Communities

    PubMed Central

    Qin, Evelyn S.; Jennissen, Charles A.; Wadman, Caroline A.; Denning, Gerene M.

    2017-01-01

    Introduction Deaths and injuries from all-terrain vehicle (ATV) crashes result in approximately 700 deaths each year and more than 100,000 emergency department (ED) visits. Common misconceptions about ATV crashes are a significant barrier to injury prevention efforts, as is the lack of key information about where and how crashes occur. The purpose of this study was to determine ATV crash patterns within a state, and to compare and contrast characteristics of these crashes as a function of crash-site rurality. Methods We performed descriptive, comparative, and regression analyses using a statewide off-road vehicle crash and injury database (2002–2013). Comparisons were performed by rurality as defined using the Rural Urban Commuting Area (RUCA) coding system, and we used geographic information system (GIS) software to map crash patterns at the zip code and county levels. Results ATV crashes occurred throughout the state; 46% occurred in urban and 54% in rural zip code areas. Comparisons of rider and crash characteristics by rurality showed similarities by sex, age, seating position, on vs. off the road, and crash mechanism. Conversely, helmet use was significantly lower among victims of isolated rural crashes as compared to other victims (p=0.004). Crashes in isolated rural and small rural areas accounted for only 39% of all crashes but resulted in 62% of fatalities. In both rural and urban areas, less than one-quarter of roadway injuries were traffic related. Relative crash rates varied by county, and unique patterns were observed for crashes involving youth and roadway riders. During the study period, 10% and 50% of all crashes occurred in 2% and 20% of the state’s counties, respectively. Conclusion This study suggests that ATV crashes are a public health concern for both rural and urban communities. However, isolated rural ATV crash victims were less likely to be helmeted, and rural victims were over-represented among fatalities. Traffic was not the major

  17. An assessment of the crash fire hazard of liquid hydrogen fueled aircraft

    NASA Technical Reports Server (NTRS)

    1982-01-01

    The crash fire hazards of liquid hydrogen fueled aircraft relative to those of mission equivalent aircraft fueled either with conventional fuel or with liquefied methane were evaluated. The aircraft evaluated were based on Lockheed Corporation design for 400 passenger, Mach 0.85, 5500 n. mile aircraft. Four crash scenarios were considered ranging from a minor incident causing some loss of fuel system integrity to a catastrophic crash. Major tasks included a review of hazardous properties of the alternate fuels and of historic crash fire data; a comparative hazard evluation for each of the three fuels under four crash scenarios a comprehensive review and analysis and an identification of areas further development work. The conclusion was that the crash fire hazards are not significantly different when compared in general for the three fuels, although some fuels showed minor advantages in one respect or another.

  18. Direct memory access transfer completion notification

    DOEpatents

    Archer, Charles J. , Blocksome; Michael A. , Parker; Jeffrey J.

    2011-02-15

    Methods, systems, and products are disclosed for DMA transfer completion notification that include: inserting, by an origin DMA on an origin node in an origin injection FIFO, a data descriptor for an application message; inserting, by the origin DMA, a reflection descriptor in the origin injection FIFO, the reflection descriptor specifying a remote get operation for injecting a completion notification descriptor in a reflection injection FIFO on a reflection node; transferring, by the origin DMA to a target node, the message in dependence upon the data descriptor; in response to completing the message transfer, transferring, by the origin DMA to the reflection node, the completion notification descriptor in dependence upon the reflection descriptor; receiving, by the origin DMA from the reflection node, a completion packet; and notifying, by the origin DMA in response to receiving the completion packet, the origin node's processing core that the message transfer is complete.

  19. Uncertainty analysis of accident notification time and emergency medical service response time in work zone traffic accidents.

    PubMed

    Meng, Qiang; Weng, Jinxian

    2013-01-01

    Taking into account the uncertainty caused by exogenous factors, the accident notification time (ANT) and emergency medical service (EMS) response time were modeled as 2 random variables following the lognormal distribution. Their mean values and standard deviations were respectively formulated as the functions of environmental variables including crash time, road type, weekend, holiday, light condition, weather, and work zone type. Work zone traffic accident data from the Fatality Analysis Report System between 2002 and 2009 were utilized to determine the distributions of the ANT and the EMS arrival time in the United States. A mixed logistic regression model, taking into account the uncertainty associated with the ANT and the EMS response time, was developed to estimate the risk of death. The results showed that the uncertainty of the ANT was primarily influenced by crash time and road type, whereas the uncertainty of EMS response time is greatly affected by road type, weather, and light conditions. In addition, work zone accidents occurring during a holiday and in poor light conditions were found to be statistically associated with a longer mean ANT and longer EMS response time. The results also show that shortening the ANT was a more effective approach in reducing the risk of death than the EMS response time in work zones. To shorten the ANT and the EMS response time, work zone activities are suggested to be undertaken during non-holidays, during the daytime, and in good weather and light conditions.

  20. Modular disposable can (MODCAN) crash cushion: A concept investigation

    NASA Technical Reports Server (NTRS)

    Knoell, A.; Wilson, A.

    1976-01-01

    A conceptual design investigation of an improved highway crash cushion system is presented. The system is referred to as a modular disposable can (MODCAN) crash system. It is composed of a modular arrangement of disposable metal beverage cans configured to serve as an effective highway impact attenuation system. Experimental data, design considerations, and engineering calculations supporting the design development are presented. Design performance is compared to that of a conventional steel drum system. It is shown that the MODCAN concepts offers the potential for smoother and safer occupant deceleration for a larger class of vehicle impact weights than the steel drum device.

  1. Creating pedestrian crash scenarios in a driving simulator environment.

    PubMed

    Chrysler, Susan T; Ahmad, Omar; Schwarz, Chris W

    2015-01-01

    adjust time to arrival triggers for the pedestrian actions. This article discusses the rationale behind creating the simulator scenarios and some of the procedural considerations for conducting this type of research. Crash analyses can be used to construct test scenarios for driver behavior evaluations using driving simulators. By considering trajectories, roadway, and environmental conditions of real-world crashes, representative virtual scenarios can serve as safe test beds for advanced driver assistance systems. The results of such research can be used to inform pedestrian crash avoidance/mitigation systems by identifying driver error, driver response time, and driver response choice (i.e., steering vs. braking).

  2. Lay persons alerted by mobile application system initiate earlier cardio-pulmonary resuscitation: A comparison with SMS-based system notification.

    PubMed

    Caputo, Maria Luce; Muschietti, Sandro; Burkart, Roman; Benvenuti, Claudio; Conte, Giulio; Regoli, François; Mauri, Romano; Klersy, Catherine; Moccetti, Tiziano; Auricchio, Angelo

    2017-05-01

    We compared the time to initiation of cardiopulmonary resuscitation (CPR) by lay responders and/or first responders alerted either via Short Message Service (SMS) or by using a mobile application-based alert system (APP). The Ticino Registry of Cardiac Arrest collects all data about out-of-hospital cardiac arrests (OHCAs) occurring in the Canton of Ticino. At the time of a bystander's call, the EMS dispatcher sends one ambulance and alerts the first-responders network made up of police officers or fire brigade equipped with an automatic external defibrillator, the so called "traditional" first responders, and - if the scene was considered safe - lay responders as well. We evaluated the time from call to arrival of traditional first responders and/or lay responders when alerted either via SMS or the new developed mobile APP. Over the study period 593 OHCAs have occurred. Notification to the first responders network was sent via SMS in 198 cases and via mobile APP in 134 cases. Median time to first responder/lay responder arrival on scene was significantly reduced by the APP-based system (3.5 [2.8-5.2]) compared to the SMS-based system (5.6 [4.2-8.5] min, p 0.0001). The proportion of lay responders arriving first on the scene significantly increased (70% vs. 15%, p<0.01) with the APP. Earlier arrival of a first responder or of a lay responder determined a higher survival rate. The mobile APP system is highly efficient in the recruitment of first responders, significantly reducing the time to the initiation of CPR thus increasing survival rates. Copyright © 2017 The Authors. Published by Elsevier B.V. All rights reserved.

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

    PubMed

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

    2015-07-01

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

  4. Asynchronous automated electronic laboratory result notifications: a systematic review.

    PubMed

    Slovis, Benjamin H; Nahass, Thomas A; Salmasian, Hojjat; Kuperman, Gilad; Vawdrey, David K

    2017-05-18

    To systematically review the literature pertaining to asynchronous automated electronic notifications of laboratory results to clinicians. PubMed, Web of Science, and the Cochrane Collaboration were queried for studies pertaining to automated electronic notifications of laboratory results. A title review was performed on the primary results, with a further abstract review and full review to produce the final set of included articles. The full review included 34 articles, representing 19 institutions. Of these, 19 reported implementation and design of systems, 11 reported quasi-experimental studies, 3 reported a randomized controlled trial, and 1 was a meta-analysis. Twenty-seven articles included alerts of critical results, while 5 focused on urgent notifications and 2 on elective notifications. There was considerable variability in clinical setting, system implementation, and results presented. Several asynchronous automated electronic notification systems for laboratory results have been evaluated, most from >10 years ago. Further research on the effect of notifications on clinicians as well as the use of modern electronic health records and new methods of notification is warranted to determine their effects on workflow and clinical outcomes.

  5. Automated Cancer Registry Notifications: Validation of a Medical Text Analytics System for Identifying Patients with Cancer from a State-Wide Pathology Repository.

    PubMed

    Nguyen, Anthony N; Moore, Julie; O'Dwyer, John; Philpot, Shoni

    2016-01-01

    The paper assesses the utility of Medtex on automating Cancer Registry notifications from narrative histology and cytology reports from the Queensland state-wide pathology information system. A corpus of 45.3 million pathology HL7 messages (including 119,581 histology and cytology reports) from a Queensland pathology repository for the year of 2009 was analysed by Medtex for cancer notification. Reports analysed by Medtex were consolidated at a patient level and compared against patients with notifiable cancers from the Queensland Oncology Repository (QOR). A stratified random sample of 1,000 patients was manually reviewed by a cancer clinical coder to analyse agreements and discrepancies. Sensitivity of 96.5% (95% confidence interval: 94.5-97.8%), specificity of 96.5% (95.3-97.4%) and positive predictive value of 83.7% (79.6-86.8%) were achieved for identifying cancer notifiable patients. Medtex achieved high sensitivity and specificity across the breadth of cancers, report types, pathology laboratories and pathologists throughout the State of Queensland. The high sensitivity also resulted in the identification of cancer patients that were not found in the QOR. High sensitivity was at the expense of positive predictive value; however, these cases may be considered as lower priority to Cancer Registries as they can be quickly reviewed. Error analysis revealed that system errors tended to be tumour stream dependent. Medtex is proving to be a promising medical text analytic system. High value cancer information can be generated through intelligent data classification and extraction on large volumes of unstructured pathology reports.

  6. Automated Cancer Registry Notifications: Validation of a Medical Text Analytics System for Identifying Patients with Cancer from a State-Wide Pathology Repository

    PubMed Central

    Nguyen, Anthony N; Moore, Julie; O'Dwyer, John; Philpot, Shoni

    2016-01-01

    The paper assesses the utility of Medtex on automating Cancer Registry notifications from narrative histology and cytology reports from the Queensland state-wide pathology information system. A corpus of 45.3 million pathology HL7 messages (including 119,581 histology and cytology reports) from a Queensland pathology repository for the year of 2009 was analysed by Medtex for cancer notification. Reports analysed by Medtex were consolidated at a patient level and compared against patients with notifiable cancers from the Queensland Oncology Repository (QOR). A stratified random sample of 1,000 patients was manually reviewed by a cancer clinical coder to analyse agreements and discrepancies. Sensitivity of 96.5% (95% confidence interval: 94.5-97.8%), specificity of 96.5% (95.3-97.4%) and positive predictive value of 83.7% (79.6-86.8%) were achieved for identifying cancer notifiable patients. Medtex achieved high sensitivity and specificity across the breadth of cancers, report types, pathology laboratories and pathologists throughout the State of Queensland. The high sensitivity also resulted in the identification of cancer patients that were not found in the QOR. High sensitivity was at the expense of positive predictive value; however, these cases may be considered as lower priority to Cancer Registries as they can be quickly reviewed. Error analysis revealed that system errors tended to be tumour stream dependent. Medtex is proving to be a promising medical text analytic system. High value cancer information can be generated through intelligent data classification and extraction on large volumes of unstructured pathology reports. PMID:28269893

  7. 40 CFR 63.787 - Notification requirements.

    Code of Federal Regulations, 2011 CFR

    2011-07-01

    ...) National Emission Standards for Shipbuilding and Ship Repair (Surface Coating) § 63.787 Notification... approval pursuant to § 63.783(c) to use an add-on control system to control coating emissions shall comply... shall address the following subject areas: (i) Coating compliance procedures. The implementation...

  8. 40 CFR 63.787 - Notification requirements.

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ...) National Emission Standards for Shipbuilding and Ship Repair (Surface Coating) § 63.787 Notification... approval pursuant to § 63.783(c) to use an add-on control system to control coating emissions shall comply... shall address the following subject areas: (i) Coating compliance procedures. The implementation...

  9. Older drivers, crashes and injuries.

    PubMed

    Koppel, Sjaanie; Bohensky, Megan; Langford, Jim; Taranto, David

    2011-10-01

    This article aimed to identify the main features of older driver casualty crashes, including detailed descriptions of injury outcomes. Data were obtained from the Transport Accident Commission insurance claims database for 2 groups of drivers: aged 41 to 55 years (middle-aged drivers) and aged 65 years and older (older drivers). In terms of crash circumstances, the majority of crashes involved a collision with another vehicle (70.0% of middle-aged drivers and 68.7% of older drivers). The 2 main maneuvers at the time of crash were driving straight ahead (44.6% of middle-aged drivers and 42.8% of older drivers) and turning right (equivalent of left turn in North America; 15.2% of middle-aged drivers and 17.6% of older drivers). In terms of injury outcomes, older drivers sustained a significantly higher proportion of injuries to the thorax (30.9% compared to 18.5% of middle-aged drivers). Conversely, a significantly higher proportion of middle-aged drivers sustained some form of injury to the neck (30.6% compared to 12.1% of older drivers). These findings highlight the situations that are particularly risky for older drivers and provide important insights for developing solutions to reduce older driver crash and injury risk.

  10. Crash involvement of large trucks by configuration: a case-control study.

    PubMed Central

    Stein, H S; Jones, I S

    1988-01-01

    For a two-year period, large truck crashes on the interstate system in Washington State were investigated using a case-control method. For each large truck involved in a crash, three trucks were randomly selected for inspection from the traffic stream at the same time and place as the crash but one week later. The effects of truck and driver characteristics on crashes were assessed by comparing their relative frequency among the crash-involved and comparison sample trucks. Double trailer trucks were consistently overinvolved in crashes by a factor of two to three in both single and multiple vehicle crashes. Single unit trucks pulling trailers also were overinvolved. Doubles also had a higher frequency of jackknifing compared to tractor-trailers. The substantial overinvolvement of doubles in crashes was found regardless of driver age, hours of driving, cargo weight, or type of fleet. Younger drivers, long hours of driving, and operating empty trucks were also associated with higher crash involvement. PMID:3354729

  11. Impact of federal compliance reviews of trucking companies in reducing highway truck crashes.

    PubMed

    Chen, Guang Xiang

    2008-01-01

    The compliance review (CR) is a federal program monitoring motor carrier safety performance and regulatory compliance. This study sought to assess the impact of CRs on reviewed trucking companies in reducing truck crashes. Data was from the Motor Carrier Management Information System. Study subjects were trucking companies established during 1990-1995, had at least one truck, and remained active until April 2004. Truck crash data of these companies was examined from 1996 to 2003. The crash rates in 2003 and annual percentage changes in number of crashes were computed. Analyses were stratified by company size, organization, operation classification, and safety rating. Companies that received CRs had a higher crash rate than never-reviewed companies. Reviewed companies experienced a 39-15% reduction in number of crashes in the year the CR was performed. The reduction in crashes was observed in all reviewed companies regardless of company size, operation classification, type of organization, or safety rating. The reduction in crashes was sustained for at least 7 years after CRs. The study results were controlled for the year in which CRs were performed, crash trend, and CR selection bias. However, further studies, especially a randomized prospective longitudinal study, are needed to overcome the limitations that are associated with an observation study.

  12. Hot-air balloon tours: crash epidemiology in the United States, 2000-2011.

    PubMed

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

    2013-11-01

    Hot-air balloon tours are FAR Part 91-governed balloon rides conducted for compensation or hire. Part 91, General Aviation, in general involves the least strict federal regulations and accounts for the majority of aviation crashes and fatalities. National Transportation Safety Board reports of hot-air balloon tour crashes in the United States from 2000 through 2011 were read and analyzed. During the 12-yr period, 78 hot-air balloon tours crashed, involving 518 occupants. There were 91 serious injuries and 5 fatalities; 83% of crashes resulted in one or more serious or fatal outcomes. Of the serious injuries characterized, 56% were lower extremity fractures. Most crashes (81%) occurred during landing; 65% involved hard landings. Fixed object collisions contributed to 50% of serious injuries and all 5 fatalities. During landing sequences, gondola dragging, tipping, bouncing, and occupant ejection were associated with poor outcomes. Of the crashes resulting in serious or fatal outcomes, 20% of balloons were significantly damaged or destroyed. The incidence of morbidity and mortality is high among hot-air balloon tour crashes, and the proportion of balloon crashes attributed to paid rides appears to have increased over time. In addition to examining the role of restraint systems, personal protective equipment, and power line emergency procedures in ballooning, injury prevention efforts should target factors such hard landings, object strikes, gondola instability, and occupant ejections, which are associated with balloon injuries and deaths. Crash outcomes may also improve with vehicle engineering that enables balloons themselves to absorb impact forces.

  13. Understanding crash mechanism on urban expressways using high-resolution traffic data.

    PubMed

    Hossain, Moinul; Muromachi, Yasunori

    2013-08-01

    Urban expressways play a vital role in the modern mega cities by serving peak hour traffic alongside reducing travel time for moderate to long distance intra-city trips. Thus, ensuring safety on these roads holds high priority. Little knowledge has been acquired till date regarding crash mechanism on these roads. This study uses high-resolution traffic data collected from the detectors to identify factors influencing crash. It also identifies traffic patterns associated with different types of crashes and explains crash phenomena thereby. Unlike most of the previous studies on conventional expressways, the research separately investigates the basic freeway segments (BFS) and the ramp areas. The study employs random multinomial logit, a random forest of logit models, to rank the variables; expectation maximization clustering algorithm to identify crash prone traffic patterns and classification and regression trees to explain crash phenomena. As accentuated by the study outcome, crash mechanism is not generic throughout the expressway and it varies from the BFS to the ramp vicinities. The level of congestion and speed difference between upstream and downstream traffic best explains crashes and their types for the BFS, whereas, the ramp flow has the highest influence in determining the types of crashes within the ramp vicinities. The paper also discusses about the applicability of different countermeasures, such as, variable speed limits, temporary restriction on lane changing, posting warnings, etc., to attenuate different patterns of hazardous traffic conditions. The study outcome can be utilized in designing location and traffic condition specific proactive road safety management systems for urban expressways.

  14. The crash at Kerang: Investigating systemic and psychological factors leading to unintentional non-compliance at rail level crossings.

    PubMed

    Salmon, Paul M; Read, Gemma J M; Stanton, Neville A; Lenné, Michael G

    2013-01-01

    In 2007 a loaded semi-trailer truck struck a passenger train on a railway level crossing in Northern Victoria, Australia, killing eleven train passengers. Although the incident was formally investigated, why the truck driver proceeded through the crossing in the presence of a train remains unexplained. This article uses two juxtaposed Human Factors approaches to provide insight into the contributory factors underlying the incident. A systems analysis framework is used to examine the rail level crossing system in which the incident occurred and an individual psychological schema theory account is used to examine the failures which led the truck driver to proceed through the crossing in the presence of a train. The findings suggest that the primary cause of the incident was a looked-but-failed-to-see error driven by a faulty activation of schema error, leading the truck driver to assume initially that the crossing was in fact in a non-activated state with no train present. Moreover, various system-wide factors that shaped the rail level crossing 'system' and thus the incident are identified. Copyright © 2012 Elsevier Ltd. All rights reserved.

  15. Crash Simulation and Nonlinear Structural Analysis

    NASA Technical Reports Server (NTRS)

    Kamat, M. P.

    1984-01-01

    Behavior of structures composed of trusses, frames and membranes modeled. Crash simulation analysis useful in developing understanding of multifaceted relationship between complex structural configuration, such as aircraft, and response during crash. CDC version written in FORTRAN IV.

  16. Real-world injury patterns associated with Hybrid III sternal deflections in frontal crash tests.

    PubMed

    Brumbelow, Matthew L; Farmer, Charles M

    2013-01-01

    This study investigated the relationship between the peak sternal deflection measurements recorded by the Hybrid III 50th percentile male anthropometric test device (ATD) in frontal crash tests and injury and fatality outcomes for drivers in field crashes. ATD sternal deflection data were obtained from the Insurance Institute for Highway Safety's 64 km/h, 40 percent overlap crashworthiness evaluation tests for vehicles with seat belt crash tensioners, load limiters, and good-rated structure. The National Automotive Sampling System Crashworthiness Data System (NASS-CDS) was queried for frontal crashes of these vehicles in which the driver was restrained by a seat belt and air bag. Injury probability curves were calculated by frontal crash type using the injuries coded in NASS-CDS and peak ATD sternal deflection data. Fatality Analysis Reporting System (FARS) front-to-front crashes with exactly one driver death were also studied to determine whether the difference in measured sternal deflections for the 2 vehicles was related to the odds of fatality. For center impacts, moderate overlaps, and large overlaps in NASS-CDS, the probability of the driver sustaining an Abbreviated Injury Scale (AIS) score ≥ 3 thoracic injury, or any nonextremity AIS ≥ 3 injury, increased with increasing ATD sternal deflection measured in crash tests. For small overlaps, however, these probabilities decreased with increasing deflection. For FARS crashes, the fatally injured driver more often was in the vehicle with the lower measured deflection in crash tests (55 vs. 45%). After controlling for other factors, a 5-mm difference in measured sternal deflections between the 2 vehicles was associated with a fatality odds ratio of 0.762 for the driver in the vehicle with the greater deflection (95% confidence interval = 0.373, 1.449). Restraint systems that reduce peak Hybrid III sternal deflection in a moderate overlap crash test are beneficial in real-world crashes with similar or greater

  17. Characteristics of Older Motorcyclist Crashes

    PubMed Central

    Stutts, Jane; Foss, Robert; Svoboda, Colleen

    2004-01-01

    In the U.S. as well as other countries, the number of motorcyclists killed in traffic crashes has risen sharply over the past five years, due in part to the increased popularity of motorcycling among older riders. This paper examines trends in motorcyclist casualties and vehicle registrations from 1990–2002, based on national and state (North Carolina) motor vehicle crash and vehicle registration data. The data show similar patterns of increased fatalities that parallel a growth in motorcycle registrations. Whereas the number of motorcyclists ages 16–24 declined over the 13–year study period, the number of riders ages 35 and older increased. Three years of recent (2000–2002) NC data are examined to identify salient characteristics of the crashes of these older riders. Results are discussed with respect to approaches for mitigating the increase in motorcyclist deaths and injuries. PMID:15319126

  18. Crashes of sightseeing helicopter tours in Hawaii.

    PubMed

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

    2009-07-01

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

  19. Spatial regression analysis of traffic crashes in Seoul.

    PubMed

    Rhee, Kyoung-Ah; Kim, Joon-Ki; Lee, Young-ihn; Ulfarsson, Gudmundur F

    2016-06-01

    Traffic crashes can be spatially correlated events and the analysis of the distribution of traffic crash frequency requires evaluation of parameters that reflect spatial properties and correlation. Typically this spatial aspect of crash data is not used in everyday practice by planning agencies and this contributes to a gap between research and practice. A database of traffic crashes in Seoul, Korea, in 2010 was developed at the traffic analysis zone (TAZ) level with a number of GIS developed spatial variables. Practical spatial models using available software were estimated. The spatial error model was determined to be better than the spatial lag model and an ordinary least squares baseline regression. A geographically weighted regression model provided useful insights about localization of effects. The results found that an increased length of roads with speed limit below 30 km/h and a higher ratio of residents below age of 15 were correlated with lower traffic crash frequency, while a higher ratio of residents who moved to the TAZ, more vehicle-kilometers traveled, and a greater number of access points with speed limit difference between side roads and mainline above 30 km/h all increased the number of traffic crashes. This suggests, for example, that better control or design for merging lower speed roads with higher speed roads is important. A key result is that the length of bus-only center lanes had the largest effect on increasing traffic crashes. This is important as bus-only center lanes with bus stop islands have been increasingly used to improve transit times. Hence the potential negative safety impacts of such systems need to be studied further and mitigated through improved design of pedestrian access to center bus stop islands.

  20. Risk factors related to fatal truck crashes on Korean freeways.

    PubMed

    Choi, Saerona; Oh, Cheol; Kim, Mijeong

    2014-01-01

    The major purpose of this study was to identify risk factors affecting truck crashes on freeways and propose recommendations for safer truck traffic operations. Truck crashes were analyzed to identify how truck traffic safety is related to prevailing traffic and weather conditions. Prevailing traffic conditions were characterized by central tendencies and the spatiotemporal variation of traffic parameters collected from freeway traffic surveillance systems. A total of 377 truck crashes occurring on Korean freeways in a recent 3-year period, 2008-2010, were analyzed together with corresponding prevailing traffic conditions and weather conditions. Several statistical tests were conducted to understand the characteristics of prevailing traffic conditions before crash occurrence based on different weather conditions. In addition, a binary logistic regression technique was applied to identify causal factors affecting truck crash severity under normal and adverse weather conditions. Major findings from the analyses are discussed with truck operations strategies including speed enforcement, variable speed limit, and truck lane restriction from the safety enhancement point of view. Speed-related variables representing prevailing traffic conditions before crash occurrences were found to be the most statistically significant factors affecting truck crash severity, compared to volume-related variables such as the volume-to-capacity ratio (v/c). It is inferred that speed management is an effective tool for safer truck traffic operations on freeways. The major findings can be further discussed to derive valuable insights into truck traffic operations based on different weather conditions, such as normal and adverse. Some recommendations for safer truck traffic operations were presented based on the results obtained. The outcomes of this study could be effectively utilized to support the development of various traffic operations strategies and policies for truck traffic safety

  1. TSCA Biotechnology Notifications Status

    EPA Pesticide Factsheets

    This Notifications Table lists only those submissions received under the Biotechnology Regulation, beginning in 1998. From the Table, you can link to a brief summary of select submission and, in many cases, to a fact sheet on the decision reached by OPPT.

  2. Tuberculosis notifications in Australia, 2011.

    PubMed

    Bareja, Christina; Waring, Justin; Stapledon, Richard; Toms, Cindy; Douglas, Paul

    2014-12-31

    The National Notifiable Diseases Surveillance System received 1,385 tuberculosis (TB) notifications in 2011, representing a rate of 6.2 cases per 100,000 population. While Australia has maintained a rate of 5 to 6 cases per 100,000 for TB since the mid-1980s, there has been a steady increase in incidence over the past decade. In 2011, Australia's overseas-born population continued to represent the majority of TB notifications (88%) with a notification rate of 20.2 per 100,000. The incidence of TB in the Australian-born Indigenous population has fluctuated over the last decade and showed no clear trend; however, in 2011 the notification rate was 4.9 per 100,000, which is a notable decrease from the 7.5 per 100,000 recorded in 2010. The incidence of TB in the Australian-born non-Indigenous population has continued to remain low at 0.9 per 100,000. Australia continued to record only a small number of multi-drug-resistant TB (MDR-TB) cases nationally (n=25), all of which were identified in the overseas-born population. To ensure that Australia can retain its low TB rate and work toward reducing rates further, it is essential that Australia maintains good centralised national TB reporting to monitor trends and identify at-risk populations, and continues to contribute to global TB control initiatives. This work is copyright. You may download, display, print and reproduce the whole or part of this work in unaltered form for your own personal use or, if you are part of an organisation, for internal use within your organisation, but only if you or your organisation do not use the reproduction for any commercial purpose and retain this copyright notice and all disclaimer notices as part of that reproduction. Apart from rights to use as permitted by the Copyright Act 1968 or allowed by this copyright notice, all other rights are reserved and you are not allowed to reproduce the whole or any part of this work in any way (electronic or otherwise) without first being given the

  3. Light aircraft crash safety program

    NASA Technical Reports Server (NTRS)

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

    1974-01-01

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

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

    NASA Astrophysics Data System (ADS)

    Greenan, Mitchell Joseph

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

  5. Real-world personal conversations using a hands-free embedded wireless device while driving: effect on airbag-deployment crash rates.

    PubMed

    Young, Richard A; Schreiner, Christopher

    2009-02-01

    A wireless device embedded in the vehicle allowed the user to engage in a personal hands-free conversation (HFC), and automatically placed an emergency notification call to an OnStar call center if the vehicle was involved in a crash in which its airbag deployed. A database stored the exact counts, start timestamps, and billed durations of all HFC and airbag notification calls. In 30 months of naturalistic driving, there were 91 million HFC calls from an average of 323,994 drivers per month who made calls. There were 14 airbag deployments in 276 million driver-minutes of HFC conversation for an exposed incidence rate of 5.08 airbag crashes per 100 million driver-minutes. There were 2,023 airbag deployments in an estimated 24.7 billion driver-minutes of no HFC conversation for a not-exposed incidence rate of 8.18 airbag crashes per 100 million driver-minutes. The crash incidence rate ratio (IRR) is the ratio of these two rates or 0.62 (95% C.I. 0.37 to 1.05). Sensitivity analyses controlled for the impact on the crash IRR of estimated time spent driving per day and calls by passengers. Counting all crashes as much as 20 minutes later than a call as related to that call gave similar results. We conclude that for personal conversations using a hands-free embedded device the risk of an airbag crash is somewhere in a range from a moderately lower risk to a risk near that of driving without a recent personal conversation. These results are not consistent with the large increase in crash risk reported in epidemiological studies using the case-crossover method.

  6. Can-Filled Crash Barrier

    NASA Technical Reports Server (NTRS)

    Wilson, A. H.

    1983-01-01

    Crash barrier composed largely of used aluminum beverage cans protects occupants of cars in collisions with poles or trees. Lightweight, can-filled barrier very effective in softening impact of an automobile in head-on and off-angle collisions. Preliminary results indicate barrier is effective in collisions up to 40 mi/h (64 km/h).

  7. Technostress: Surviving a Database Crash.

    ERIC Educational Resources Information Center

    Dobb, Linda S.

    1990-01-01

    Discussion of technostress in libraries focuses on a database crash at California Polytechnic State University, San Luis Obispo. Steps taken to restore the data are explained, strategies for handling technological accidents are suggested, the impact on library staff is discussed, and a 10-item annotated bibliography on technostress is provided.…

  8. Technostress: Surviving a Database Crash.

    ERIC Educational Resources Information Center

    Dobb, Linda S.

    1990-01-01

    Discussion of technostress in libraries focuses on a database crash at California Polytechnic State University, San Luis Obispo. Steps taken to restore the data are explained, strategies for handling technological accidents are suggested, the impact on library staff is discussed, and a 10-item annotated bibliography on technostress is provided.…

  9. Can-Filled Crash Barrier

    NASA Technical Reports Server (NTRS)

    Wilson, A. H.

    1983-01-01

    Crash barrier composed largely of used aluminum beverage cans protects occupants of cars in collisions with poles or trees. Lightweight, can-filled barrier very effective in softening impact of an automobile in head-on and off-angle collisions. Preliminary results indicate barrier is effective in collisions up to 40 mi/h (64 km/h).

  10. Motor vehicle crash severity estimations by physicians and prehospital personnel.

    PubMed

    Cleveland, Nathan; Colwell, Christopher; Douglass, Erica; Hopkins, Emily; Haukoos, Jason S

    2014-01-01

    To determine whether emergency physicians (EPs) and prehospital emergency medical services (EMS) personnel differ in their assessment of motor vehicle crash (MVC) severity and the potential for serious injury when viewing crash scene photographs. Attending and resident EPs, paramedics, and emergency medical technicians (EMTs) from a single emergency medicine system used a web-based survey platform to rate the severity of 100 crash photographs on a 10-point Likert scale (Crash Score) and the potential for serious injury on a 0-100% scale (Injury Score). Serious injury was defined as skull fracture or intracranial bleeding, spine fracture or spinal cord injury, intrathoracic or intraabdominal injury, or long bone fracture. Crash and Injury Scores were stratified into EP and paramedic/EMT (EMS) groups and the mean score was calculated for each photo. Spearman rank correlation coefficients with 95% confidence intervals (95% CI) and Bland-Altman plots were constructed to assess agreement. Secondary analyses were performed after categorizing data into quartiles based on participants' estimations of MVC severity. A total of 54 attending and 53 resident EPs, 156 paramedics, and 34 EMTs were invited to participate in the survey. Of these, 39 (72%) attending and 46 (87%) resident EPs, 107 (69%) paramedics, and 17 (50%) EMTs completed the survey. A total of 183 (88%) surveys were completed in full. The overall Crash Score correlation coefficient between EPs and EMS was 0.98 (95% CI, 0.97-0.99). The Crash Score correlation coefficients for each quartile were 0.86 (0.57-0.97), 0.93 (0.85-0.96), 0.58 (0.16-0.85), and 0.88 (0.66-0.97), respectively. The overall Injury Score correlation coefficient between EPs and EMS was 0.98 (0.88-0.97). The Injury Score correlation coefficients for each quartile were 0.94 (0.48-0.91), 0.76 (0.50-0.92), 0.80 (0.69-1.00), and 0.94 (0.57-0.97), respectively. Although overall agreement between EPs and EMS personnel was excellent, differences in

  11. Ignition Interlock Laws: Effects on Fatal Motor Vehicle Crashes, 1982-2013.

    PubMed

    McGinty, Emma E; Tung, Gregory; Shulman-Laniel, Juliana; Hardy, Rose; Rutkow, Lainie; Frattaroli, Shannon; Vernick, Jon S

    2017-04-01

    Alcohol-involved motor vehicle crashes are a major cause of preventable mortality in the U.S., leading to more than 10,000 fatalities in 2013. Ignition interlocks, or alcohol-sensing devices connected to a vehicle's ignition to prevent it from starting if a driver has a predetermined blood alcohol content (BAC) level, are a promising avenue for preventing alcohol-involved driving. This study sought to assess the effects of laws requiring ignition interlocks for some or all drunk driving offenders on alcohol-involved fatal crashes. A multilevel modeling approach assessed the effects of state interlock laws on alcohol-involved fatal crashes in the U.S. from 1982 to 2013. Monthly data on alcohol-involved crashes in each of the 50 states was collected in 2014 from the National Highway Traffic Safety Administration Fatality Analysis Reporting System. Random-intercept models accounted for between-state variation in alcohol-involved fatal crash rates and autocorrelation of within-state crash rates over time. Analysis was conducted in 2015. State laws requiring interlocks for all drunk driving offenders were associated with a 7% decrease in the rate of BAC >0.08 fatal crashes and an 8% decrease in the rate of BAC ≥0.15 fatal crashes, translating into an estimated 1,250 prevented BAC >0.08 fatal crashes. Laws requiring interlocks for segments of high-risk drunk driving offenders, such as repeat offenders, may reduce alcohol-involved fatal crashes after 2 years of implementation. Ignition interlock laws reduce alcohol-involved fatal crashes. Increasing the spread of interlock laws that are mandatory for all offenders would have significant public health benefit. Copyright © 2016 American Journal of Preventive Medicine. All rights reserved.

  12. Reporting on cyclist crashes in Australian newspapers.

    PubMed

    Boufous, Soufiane; Aboss, Ahmad; Montgomery, Victoria

    2016-10-01

    To assess information on cyclist crashes reported in Australian newspapers. The Factiva news archive was searched for articles on cyclist crashes published in major Australian newspapers between 2010 and 2013. Information on the circumstances of cyclist crashes were extracted and coded. A total of 160 cyclist crashes were covered by 198 newspaper articles, with 44% of crashes resulting in cyclist fatalities. Crashes reported by more than one newspaper were more likely to involve public figures or protracted court cases. Individual characteristics of cyclists as well as the location of the crash were reported for more than 80% of crashes. The road user at fault was reported for more than half of crashes. In contrast, information on helmet use, alcohol and cycling lanes was mentioned for only about 10% of crashes. Fewer than one in five articles mentioned prevention strategies including education campaigns, legislative and infrastructure changes. Australian newspapers tend to focus on the most dramatic and more 'newsworthy' aspects of cyclist crashes. Cycling advocates need to work with journalists to improve the quality of this coverage. Better communication between cycling advocates and journalists is likely to have a positive impact on the safety and the uptake of cycling in the community. © 2016 Public Health Association of Australia.

  13. Comparison of Test and Finite Element Analysis for Two Full-Scale Helicopter Crash Tests

    NASA Technical Reports Server (NTRS)

    Annett, Martin S.; Horta,Lucas G.

    2011-01-01

    Finite element analyses have been performed for two full-scale crash tests of an MD-500 helicopter. The first crash test was conducted to evaluate the performance of a composite deployable energy absorber under combined flight loads. In the second crash test, the energy absorber was removed to establish the baseline loads. The use of an energy absorbing device reduced the impact acceleration levels by a factor of three. Accelerations and kinematic data collected from the crash tests were compared to analytical results. Details of the full-scale crash tests and development of the system-integrated finite element model are briefly described along with direct comparisons of acceleration magnitudes and durations for the first full-scale crash test. Because load levels were significantly different between tests, models developed for the purposes of predicting the overall system response with external energy absorbers were not adequate under more severe conditions seen in the second crash test. Relative error comparisons were inadequate to guide model calibration. A newly developed model calibration approach that includes uncertainty estimation, parameter sensitivity, impact shape orthogonality, and numerical optimization was used for the second full-scale crash test. The calibrated parameter set reduced 2-norm prediction error by 51% but did not improve impact shape orthogonality.

  14. 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

  15. Visual assessment of pedestrian crashes.

    PubMed

    Griswold, Julia; Fishbain, Barak; Washington, Simon; Ragland, David R

    2011-01-01

    Of the numerous factors that play a role in fatal pedestrian collisions, the time of day, day of the week, and time of year can be significant determinants. More than 60% of all pedestrian collisions in 2007 occurred at night, despite the presumed decrease in both pedestrian and automobile exposure during the night. Although this trend is partially explained by factors such as fatigue and alcohol consumption, prior analysis of the Fatality Analysis Reporting System database suggests that pedestrian fatalities increase as light decreases after controlling for other factors. This study applies graphical cross-tabulation, a novel visual assessment approach, to explore the relationships among collision variables. The results reveal that twilight and the first hour of darkness typically observe the greatest frequency of pedestrian fatal collisions. These hours are not necessarily the most risky on a per mile travelled basis, however, because pedestrian volumes are often still high. Additional analysis is needed to quantify the extent to which pedestrian exposure (walking/crossing activity) in these time periods plays a role in pedestrian crash involvement. Weekly patterns of pedestrian fatal collisions vary by time of year due to the seasonal changes in sunset time. In December, collisions are concentrated around twilight and the first hour of darkness throughout the week while, in June, collisions are most heavily concentrated around twilight and the first hours of darkness on Friday and Saturday. Friday and Saturday nights in June may be the most dangerous times for pedestrians. Knowing when pedestrian risk is highest is critically important for formulating effective mitigation strategies and for efficiently investing safety funds. This applied visual approach is a helpful tool for researchers intending to communicate with policy-makers and to identify relationships that can then be tested with more sophisticated statistical tools.

  16. 75 FR 82053 - Notification of a New Privacy Act System of Records, Effort to Outcomes-Case Management System...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-12-29

    ... of Records as required under the Privacy Act (5 U.S.C. 552a), as amended. The new records system is... status, service needs, and to facilitate on-going tracking and management of these services, leading to..., Department of Housing and Urban Development, 451 Seventh Street, SW., Room 10276, Washington, DC...

  17. Stock market dynamics: Before and after stock market crashes

    NASA Astrophysics Data System (ADS)

    Siokis, Fotios M.

    2012-02-01

    This paper presents a brief analysis on the distribution of magnitude of major stock market shocks. Based on the Gutenberg-Richter law in geophysics, we model the dynamics of market index returns prior and after major crashes in search of statistical regularities. For a large number of market crashes, our analysis suggests that the distribution of market volatility before and after the stock market crash is described well by the Gutenberg-Richter law, which reflects the scale-invariance and self-similarity of the underlying dynamics by a robust power-law relation. In addition, the rate of the decay of the aftershock sequence is well described by another power law, which is known as the Omori law. Power law relaxation seems to be a common behavior observed in complex systems such as the financial markets.

  18. Observed and unobserved correlation between crash avoidance manoeuvers and crash severity.

    PubMed

    Kaplan, Sigal; Prato, Carlo Giacomo

    2016-12-01

    Understanding drivers' responses to critical events, analyzing drivers' abilities to perform corrective manoeuvers, and investigating the correlation between these manoeuvers and crash severity provide the opportunity of increasing the knowledge about how to avoid crash occurrence or at least mitigate crash severity. We extend existing research on the determinants of engaging in crash avoidance manoeuvers by considering that observable and unobservable factors relate to both the selection of corrective manoeuvers and the severity outcome. Accordingly, we propose a joint multinomial-logit ordered-probit model of single-vehicle crashes extracted from the NASS GES database for the years 2005-2009. Results show (1) the existence of unobserved correlation between crash avoidance manoeuvers and crash severity, and (2) the link between drivers' attributes, risky driving behaviour, road characteristics, and environmental conditions, with the propensity to engage in crash avoidance manoeuvers and experience severe crash outcomes.

  19. Sleep-related crash characteristics: Implications for applying a fatigue definition to crash reports.

    PubMed

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

    2017-02-01

    Sleep-related (SR) crashes are an endemic problem the world over. However, police officers report difficulties in identifying sleepiness as a crash contributing factor. One approach to improving the sensitivity of SR crash identification is by applying a proxy definition post hoc to crash reports. To identify the prominent characteristics of SR crashes and highlight the influence of proxy definitions, ten years of Queensland (Australia) police reports of crashes occurring in ≥100km/h speed zones were analysed. In Queensland, two approaches are routinely taken to identifying SR crashes. First, attending police officers identify crash causal factors; one possible option is 'fatigue/fell asleep'. Second, a proxy definition is applied to all crash reports. Those meeting the definition are considered SR and added to the police-reported SR crashes. Of the 65,204 vehicle operators involved in crashes 3449 were police-reported as SR. Analyses of these data found that male drivers aged 16-24 years within the first two years of unsupervised driving were most likely to have a SR crash. Collision with a stationary object was more likely in SR than in not-SR crashes. Using the proxy definition 9739 (14.9%) crashes were classified as SR. Using the proxy definition removes the findings that SR crashes are more likely to involve males and be of high severity. Additionally, proxy defined SR crashes are no less likely at intersections than not-SR crashes. When interpreting crash data it is important to understand the implications of SR identification because strategies aimed at reducing the road toll are informed by such data. Without the correct interpretation, funding could be misdirected. Improving sleepiness identification should be a priority in terms of both improvement to police and proxy reporting.

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

    SciTech Connect

    Wenzel, Tom P.

    2016-05-20

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

  1. Evaluation of the Second Transport Rotorcraft Airframe Crash Testbed (TRACT 2) Full Scale Crash Test

    NASA Technical Reports Server (NTRS)

    Annett, Martin; Littell, Justin

    2015-01-01

    Two Transport Rotorcraft Airframe Crash Testbed (TRACT) full-scale tests were performed at NASA Langley Research Center's Landing and Impact Research Facility in 2013 and 2014. Two CH-46E airframes were impacted at 33-ft/s forward and 25-ft/s vertical combined velocities onto soft soil, which represents a severe, but potentially survivable impact scenario. TRACT 1 provided a baseline set of responses, while TRACT 2 included retrofits with composite subfloors and other crash system improvements based on TRACT 1. For TRACT 2, a total of 18 unique experiments were conducted to evaluate ATD responses, seat and restraint performance, cargo restraint effectiveness, patient litter behavior, and activation of emergency locator transmitters and crash sensors. Combinations of Hybrid II, Hybrid III, and ES-2 Anthropomorphic Test Devices (ATDs) were placed in forward and side facing seats and occupant results were compared against injury criteria. The structural response of the airframe was assessed based on accelerometers located throughout the airframe and using three-dimensional photogrammetric techniques. Analysis of the photogrammetric data indicated regions of maximum deflection and permanent deformation. The response of TRACT 2 was noticeably different in the longitudinal direction due to changes in the cabin configuration and soil surface, with higher acceleration and damage occurring in the cabin. Loads from ATDs in energy absorbing seats and restraints were within injury limits. Severe injury was likely for ATDs in forward facing passenger seats.

  2. Overview of the Transport Rotorcraft Airframe Crash Testbed (TRACT) Full Scale Crash Tests

    NASA Technical Reports Server (NTRS)

    Annett, Martin; Littell, Justin

    2015-01-01

    The Transport Rotorcraft Airframe Crash Testbed (TRACT) full-scale tests were performed at NASA Langley Research Center's Landing and Impact Research Facility in 2013 and 2014. Two CH-46E airframes were impacted at 33-ft/s forward and 25-ft/s vertical combined velocities onto soft soil, which represents a severe, but potentially survivable impact scenario. TRACT 1 provided a baseline set of responses, while TRACT 2 included retrofits with composite subfloors and other crash system improvements based on TRACT 1. For TRACT 2, a total of 18 unique experiments were conducted to evaluate Anthropomorphic Test Devices (ATD) responses, seat and restraint performance, cargo restraint effectiveness, patient litter behavior, and activation of emergency locator transmitters and crash sensors. Combinations of Hybrid II, Hybrid III, and ES-2 ATDs were placed in forward and side facing seats and occupant results were compared against injury criteria. The structural response of the airframe was assessed based on accelerometers located throughout the airframe and using three-dimensional photogrammetric techniques. Analysis of the photogrammetric data indicated regions of maximum deflection and permanent deformation. The response of TRACT 2 was noticeably different in the horizontal direction due to changes in the cabin configuration and soil surface, with higher acceleration and damage occurring in the cabin. Loads from ATDs in energy absorbing seats and restraints were within injury limits. Severe injury was likely for ATDs in forward facing passenger seats.

  3. Does the improved stability offered by motorcycle antilock brakes (ABS) make sliding crashes less common? In-depth analysis of fatal crashes involving motorcycles fitted with ABS.

    PubMed

    Rizzi, Matteo; Strandroth, Johan; Holst, Jan; Tingvall, Claes

    2016-08-17

    braking occurred. The calculations with induced exposure showed that upright crashes with braking were also reduced by ABS; all fatal crashes, regardless of braking, were reduced by 52%. Though this research was based on a limited material, it confirmed that sliding fatal crashes are significantly decreased by ABS. Considering that ABS will soon be mandatory in the European Union on all new motorcycles with engine displacement over 125cc, these findings should be taken into account in the future design and testing of motorcycle-friendly road barriers and integrated protection systems.

  4. A kinetic energy model of two-vehicle crash injury severity.

    PubMed

    Sobhani, Amir; Young, William; Logan, David; Bahrololoom, Sareh

    2011-05-01

    An important part of any model of vehicle crashes is the development of a procedure to estimate crash injury severity. After reviewing existing models of crash severity, this paper outlines the development of a modelling approach aimed at measuring the injury severity of people in two-vehicle road crashes. This model can be incorporated into a discrete event traffic simulation model, using simulation model outputs as its input. The model can then serve as an integral part of a simulation model estimating the crash potential of components of the traffic system. The model is developed using Newtonian Mechanics and Generalised Linear Regression. The factors contributing to the speed change (ΔV(s)) of a subject vehicle are identified using the law of conservation of momentum. A Log-Gamma regression model is fitted to measure speed change (ΔV(s)) of the subject vehicle based on the identified crash characteristics. The kinetic energy applied to the subject vehicle is calculated by the model, which in turn uses a Log-Gamma Regression Model to estimate the Injury Severity Score of the crash from the calculated kinetic energy, crash impact type, presence of airbag and/or seat belt and occupant age.

  5. Crash Frequency Modeling Using Real-Time Environmental and Traffic Data and Unbalanced Panel Data Models

    PubMed Central

    Chen, Feng; Chen, Suren; Ma, Xiaoxiang

    2016-01-01

    Traffic and environmental conditions (e.g., weather conditions), which frequently change with time, have a significant impact on crash occurrence. Traditional crash frequency models with large temporal scales and aggregated variables are not sufficient to capture the time-varying nature of driving environmental factors, causing significant loss of critical information on crash frequency modeling. This paper aims at developing crash frequency models with refined temporal scales for complex driving environments, with such an effort providing more detailed and accurate crash risk information which can allow for more effective and proactive traffic management and law enforcement intervention. Zero-inflated, negative binomial (ZINB) models with site-specific random effects are developed with unbalanced panel data to analyze hourly crash frequency on highway segments. The real-time driving environment information, including traffic, weather and road surface condition data, sourced primarily from the Road Weather Information System, is incorporated into the models along with site-specific road characteristics. The estimation results of unbalanced panel data ZINB models suggest there are a number of factors influencing crash frequency, including time-varying factors (e.g., visibility and hourly traffic volume) and site-varying factors (e.g., speed limit). The study confirms the unique significance of the real-time weather, road surface condition and traffic data to crash frequency modeling. PMID:27322306

  6. Development of a low-cost crash cushion using recycled automobile tires. Final report

    SciTech Connect

    Habors, D.T.; Hossain, M.

    1998-09-01

    Approximately thirty percent of all vehicle related fatalities that occur each year caused by a single vehicle leaving the road and striking a fixed object; the most common objects struck being trees, guardrails, and utility poles. In many cases current crash cushion systems are not cost effective to be installed on such obstacles. In addition to high initial costs many crash cushions require extensive maintenance or expensive replacement parts driving costs up even more. This makes the development of a more cost-effective crash cushion a necessity. This study proposed an initial design for a low-cost, reusable crash cushion using recycled materials. Used tires and tire-derived materials were tested in both static and dynamic modes to evaluate their application in a crash cushion. Both proved to be able to sustain high loads and durable, making them good candidates for use in a crash cushion. However, the tire-derived pads had excessively high loads per unit deflection prohibiting their use in a crash cushion. This problem could be eliminated if voids were added to allow material to deflect more under loading. The used tires could be used effectively as energy absorbing elements in crash cushions or truck mounted attenuators (TMA`s) if compressed horizontally or vertically.

  7. Crash Frequency Modeling Using Real-Time Environmental and Traffic Data and Unbalanced Panel Data Models.

    PubMed

    Chen, Feng; Chen, Suren; Ma, Xiaoxiang

    2016-06-18

    Traffic and environmental conditions (e.g., weather conditions), which frequently change with time, have a significant impact on crash occurrence. Traditional crash frequency models with large temporal scales and aggregated variables are not sufficient to capture the time-varying nature of driving environmental factors, causing significant loss of critical information on crash frequency modeling. This paper aims at developing crash frequency models with refined temporal scales for complex driving environments, with such an effort providing more detailed and accurate crash risk information which can allow for more effective and proactive traffic management and law enforcement intervention. Zero-inflated, negative binomial (ZINB) models with site-specific random effects are developed with unbalanced panel data to analyze hourly crash frequency on highway segments. The real-time driving environment information, including traffic, weather and road surface condition data, sourced primarily from the Road Weather Information System, is incorporated into the models along with site-specific road characteristics. The estimation results of unbalanced panel data ZINB models suggest there are a number of factors influencing crash frequency, including time-varying factors (e.g., visibility and hourly traffic volume) and site-varying factors (e.g., speed limit). The study confirms the unique significance of the real-time weather, road surface condition and traffic data to crash frequency modeling.

  8. Newspaper framing of fatal motor vehicle crashes in four Midwestern cities in the United States, 1999–2000

    PubMed Central

    Connor, S; Wesolowski, K

    2004-01-01

    Objective: To examine the public health messages conveyed by newspaper coverage of fatal motor vehicle crashes and determine the extent to which press coverage accurately reflects real risks and crash trends. Methods: Crash details were extracted from two years of newspaper coverage of fatal crashes in four Midwestern cities in the United States. Details and causal factors identified by reporters were compared to data from the National Highway Traffic Safety Administration's Fatality Analysis Reporting System (FARS) using odds ratios and two tailed z tests. Results: Papers covered 278 fatal crashes over the two year period, in contrast to 846 fatal crashes documented in FARS. Papers assigned blame in 90% of crashes covered, under-reported restraint use and driver's risk of death, failed to reflect the protective value of restraints, and misrepresented the roles played by alcohol and teen drivers. Conclusion: Newspaper coverage did not accurately reflect real risk. Papers presented fatal crashes as dramas with a victim/villain storyline; in keeping with this narrative strategy, papers were most likely to cover stories where a driver survived to take the blame. By highlighting crashes that diverge from the norm, focusing on the assignment of blame to a single party, and failing to convey the message that preventive practices like seatbelt use increase odds for survival, newspapers removed crashes from a public health context and positioned them as individual issues. Public health practitioners can work with media outlets in their areas to draw attention to misrepresentations and change the way these stories are framed. PMID:15178670

  9. Aircraft-type crash injury investigation of a commuter train collision.

    PubMed

    Braden, G E

    1975-09-01

    Until recently, the investigation of crash injuries and their causes in railroad crashes has been relatively nonexistent. Now, however, with the trend toward a more balanced transportation system, the number of railroad passengers is increasing and there is a concurrent demand for new, rebuilt, or refurbished passenger cars. Most railroad passenger cars in service today appear to have been designed primarily for longevity and easy servicing with secondary emphasis on passenger comfort and little emphasis on passenger safety. It is unlikely that these priorities will be reversed unless crash injury investigations can demonstrate a specific need for improvements in crashworthiness. In line with this objective, techniques developed in aircraft crash investigations were used to collect and evaluate crash injury and escape data from the collision of two commuter trains.

  10. Comparing ICD-10 external cause codes for pedal cyclists with self-reported crash details.

    PubMed

    Beck, Ben; Ekegren, Christina L; Cameron, Peter; Stevenson, Mark; Judson, Rodney; Bucknill, Andrew; Edwards, Elton; Gabbe, Belinda

    2017-02-16

    Accurate coding of injury event information is critical in developing targeted injury prevention strategies. However, little is known about the validity of the most universally used coding system, the International Classification of Diseases (ICD-10), in characterising crash counterparts in pedal cycling events. This study aimed to determine the agreement between hospital-coded ICD-10-AM (Australian modification) external cause codes with self-reported crash characteristics in a sample of pedal cyclists admitted to hospital following bicycle crashes. Interview responses from 141 injured cyclists were mapped to a single ICD-10-AM external cause code for comparison with ICD-10-AM external cause codes from hospital administrative data. The percentage of agreement was 77.3% with a κ value of 0.68 (95% CI 0.61 to 0.77), indicating substantial agreement. Nevertheless, studies reliant on ICD-10 codes from administrative data should consider the 23% level of disagreement when characterising crash counterparts in cycling crashes.

  11. Magnetorheological impact seat suspensions for ground vehicle crash mitigation

    NASA Astrophysics Data System (ADS)

    Bai, Xian-Xu; Wereley, Norman M.

    2014-04-01

    Semi-active magnetorheological energy absorbers (MREAs) are one type of the most promising actuator for both the vibration and shock control. This paper investigates the frontal crash mitigation performance of semi-active MR impact seat suspensions for ground vehicles. The characteristics of two MREAs, a conventional MREA and an MREA with an internal bypass, with an identical volume, are theoretically evaluated and compared. To explore the control effectiveness of MREAs in the shock control systems, the mechanical model of a 4-degree-of-freedom (4DOF) sliding seat suspension system with MREAs is constructed. An optimal Bingham number control, which is to minimize the crash pulse loads transmitted to occupants by utilizing maximum stroke of the MREAs based on initial velocity of crash pulse, mass, and damping, is proposed and developed to improve the crash mitigation performance of the 4DOF MR sliding seat suspension control systems. The simulated control performances of the mitigation systems based on the MREAs with different functional structures are evaluated, compared, and analyzed. The research results indicate that (1) the constant stroking load velocity range of the MREAs is of significance to evaluate the controllability of the MREAs (i.e., the effectiveness of the semi-active shock control systems), and (2) suboptimal Bingham number control cannot realize "soft landing" (i.e., either an end-stop impact or incomplete utilization of the MREA stroke happens).

  12. Geographic information systems supporting the solution of emergencies and their connection to self-actuated notification systems

    NASA Astrophysics Data System (ADS)

    Reil, Adam; Bureš, Luděk; Roub, Radek; Hejduk, Tomáš; Novák, Pavel

    2015-04-01

    Geographic information systems represent an important tool in supporting the operation and crisis management of Integrated Rescue System (IRS) branches. The technology of geographic information systems makes it possible to localize specific information directly in the concerned area. A basic pre-requisite for efficient IRS functioning is the identification of so-called critical points in the given territory. The next step is the identification of endangered persons and properties. In these issues, emphasis is put particularly on the time scale, which represents a key aspect of the crisis management. In case of flood danger, the Early Flood Warning Service would inform flood authorities responsible for warning the population, declaring flood activity degrees, IRS activation and organization. For their decision-making, the flood authorities need data on level heights, current discharge rates and inundation areas. The information about discharge rates and height levels can be obtained from the network of recording stream gauge stations operated by the Czech Hydrometeorological Institute. Inundation areas are plotted in the flood control plans of municipalities, which however contain default information about areas flooded at the N-year flood discharges Q5, Q20 and Q100. Because of large intervals, these three scenarios are insufficient for the crisis management of larger communities and towns. Therefore, a data store was suggested that would include maps showing flow rate fields and inundation areas for a finer scale of flood discharges at regular intervals. The scale should be based on the N-year flood discharges with a possibility of extension if required by flood authorities. The discharge interval size should be selected with regard to the dynamics of level height change in the given watercourse. The inundation areas will be then established by way of calculation using the MIKE 21C 2D hydrodynamic model. The novel approach was applied recently in the cadastral

  13. EMS response to an airliner crash.

    PubMed

    Dasgupta, Shuvra; French, Simone; Williams-Johnson, Jean; Hutson, Rhonda; Hart, Nicole; Wong, Mark; Williams, Eric; Espinosa, Kurdell; Maycock, Celeste; Edwards, Romayne; McCartney, Trevor; Cawich, Shamir; Crandon, Ivor

    2012-06-01

    This report of an aircraft crash at a major airport in Kingston, Jamaica examines the response of the local Emergency Medical Services (EMS). Factors that impacted the response are discussed, and the need for more disaster simulation exercises is highlighted. The objective of this case report was to document the response of EMS personnel to the crash of American Airlines Flight 331, and to utilize the information to examine and improve the present protocol. While multiple errors can occur during a mass-casualty event, these can be reduced by frequent simulation exercises during which various personnel practice and learn designated roles. Efficient triage, proper communication, and knowledge of the roles are important in ensuring the best possible outcome. While the triage system and response of the EMS personnel were effective for this magnitude of catastrophe, more work is needed in order to meet predetermined standards. Ways in which this can be overcome include: (1) hosting more disaster simulation exercises; (2) encouraging more involvement with first responders; and (3) strengthening the links in the local EMS system. Vigorous public education must be instituted and maintained.

  14. Rayleigh-Taylor instability simulations with CRASH

    NASA Astrophysics Data System (ADS)

    Chou, C.-C.; Fryxell, B.; Drake, R. P.

    2012-03-01

    CRASH is a code package developed for the predictive study of radiative shocks. It is based on the BATSRUS MHD code used extensively for space-weather research. We desire to extend the applications of this code to the study of hydrodynamically unstable systems. We report here the results of Rayleigh-Taylor instability (RTI) simulations with CRASH, as a necessary step toward the study of such systems. Our goal, motivated by the previous comparison of simulations and experiment, is to be able to simulate the magnetic RTI with self-generated magnetic fields produced by the Biermann Battery effect. Here we show results for hydrodynamic RTI, comparing the effects of different solvers and numerical parameters. We find that the early-time behavior converges to the analytical result of the linear theory. We observe that the late-time morphology is sensitive to the numerical scheme and limiter beta. At low-resolution limit, the growth of RTI is highly dependent on the setup and resolution, which we attribute to the large numerical viscosity at low resolution.

  15. Re-visiting crash-speed relationships: A new perspective in crash modelling.

    PubMed

    Imprialou, Maria-Ioanna M; Quddus, Mohammed; Pitfield, David E; Lord, Dominique

    2016-01-01

    Although speed is considered to be one of the main crash contributory factors, research findings are inconsistent. Independent of the robustness of their statistical approaches, crash frequency models typically employ crash data that are aggregated using spatial criteria (e.g., crash counts by link termed as a link-based approach). In this approach, the variability in crashes between links is explained by highly aggregated average measures that may be inappropriate, especially for time-varying variables such as speed and volume. This paper re-examines crash-speed relationships by creating a new crash data aggregation approach that enables improved representation of the road conditions just before crash occurrences. Crashes are aggregated according to the similarity of their pre-crash traffic and geometric conditions, forming an alternative crash count dataset termed as a condition-based approach. Crash-speed relationships are separately developed and compared for both approaches by employing the annual crashes that occurred on the Strategic Road Network of England in 2012. The datasets are modelled by injury severity using multivariate Poisson lognormal regression, with multivariate spatial effects for the link-based model, using a full Bayesian inference approach. The results of the condition-based approach show that high speeds trigger crash frequency. The outcome of the link-based model is the opposite; suggesting that the speed-crash relationship is negative regardless of crash severity. The differences between the results imply that data aggregation is a crucial, yet so far overlooked, methodological element of crash data analyses that may have direct impact on the modelling outcomes.

  16. Crash energy absorption of two-segment crash box with holes under frontal load

    SciTech Connect

    Choiron, Moch Agus Sudjito,; Hidayati, Nafisah Arina

    2016-03-29

    Crash box is one of the passive safety components which designed as an impact energy absorber during collision. Crash box designs have been developed in order to obtain the optimum crashworthiness performance. Circular cross section was first investigated with one segment design, it rather influenced by its length which is being sensitive to the buckling occurrence. In this study, the two-segment crash box design with additional holes is investigated and deformation behavior and crash energy absorption are observed. The crash box modelling is performed by finite element analysis. The crash test components were impactor, crash box, and fixed rigid base. Impactor and the fixed base material are modelled as a rigid, and crash box material as bilinear isotropic hardening. Crash box length of 100 mm and frontal crash velocity of 16 km/jam are selected. Crash box material of Aluminum Alloy is used. Based on simulation results, it can be shown that holes configuration with 2 holes and ¾ length locations have the largest crash energy absorption. This condition associated with deformation pattern, this crash box model produces axisymmetric mode than other models.

  17. Teenaged Drivers and Fatal Crash Responsibility. Preliminary Report.

    ERIC Educational Resources Information Center

    Williams, Allan F.; Karpf, Ronald S.

    According to data obtained for the year 1978 from the Fatal Accident Reporting System (FARS) and from state governments under contract to the National Highway Traffic Safety Administration, teenaged drivers (especially males) have much higher rates of fatal crash involvement than older drivers. In addition, teenaged drivers are more likely than…

  18. Teenaged Drivers and Fatal Crash Responsibility. Preliminary Report.

    ERIC Educational Resources Information Center

    Williams, Allan F.; Karpf, Ronald S.

    According to data obtained for the year 1978 from the Fatal Accident Reporting System (FARS) and from state governments under contract to the National Highway Traffic Safety Administration, teenaged drivers (especially males) have much higher rates of fatal crash involvement than older drivers. In addition, teenaged drivers are more likely than…

  19. Crashing galaxies, cosmic fireworks

    SciTech Connect

    Keel, W.C.

    1989-01-01

    The study of binary systems is reviewed. The history of the study of interacting galaxies, the behavior of gas in binary systems, studies to identify the processes that occur when galaxies interact, and the relationship of Seyfert galaxies and quasars to binary systems are discussed. The development of an atlas of peculiar galaxies (Arp, 1966) and methods for modeling galaxy interactions are examined.

  20. Potential Crash Location (PCL) Model

    DTIC Science & Technology

    2014-02-05

    UNCLASSIFIED AD NUMBER LIMITATION CHANGES TO: FROM: AUTHORITY THIS PAGE IS UNCLASSIFIED ADB383242 Approved for public release; distribution is...model; Sensis model 16. SECURITY CLASSIFICATION OF: 17. LIMITATION OF ABSTRACT 18. NUMBER OF PAGES 19a. NAME OF RESPONSIBLE PERSON...approach to defining the outer limits . This report also discusses two different approaches to modeling rotor craft UAS crash locations. NAWCADPAX/TR

  1. Evaluation of the First Transport Rotorcraft Airframe Crash Testbed (TRACT 1) Full-Scale Crash Test

    NASA Technical Reports Server (NTRS)

    Annett, Martin S.; Littell, Justin D.; Jackson, Karen E.; Bark, Lindley W.; DeWeese, Rick L.; McEntire, B. Joseph

    2014-01-01

    In 2012, the NASA Rotary Wing Crashworthiness Program initiated the Transport Rotorcraft Airframe Crash Testbed (TRACT) research program by obtaining two CH-46E helicopters from the Navy CH-46E Program Office (PMA-226) at the Navy Flight Readiness Center in Cherry Point, North Carolina. Full-scale crash tests were planned to assess dynamic responses of transport-category rotorcraft under combined horizontal and vertical impact loading. The first crash test (TRACT 1) was performed at NASA Langley Research Center's Landing and Impact Research Facility (LandIR), which enables the study of critical interactions between the airframe, seat, and occupant during a controlled crash environment. The CH-46E fuselage is categorized as a medium-lift rotorcraft with fuselage dimensions comparable to a regional jet or business jet. The first TRACT test (TRACT 1) was conducted in August 2013. The primary objectives for TRACT 1 were to: (1) assess improvements to occupant loads and displacement with the use of crashworthy features such as pre-tensioning active restraints and energy absorbing seats, (2) develop novel techniques for photogrammetric data acquisition to measure occupant and airframe kinematics, and (3) provide baseline data for future comparison with a retrofitted airframe configuration. Crash test conditions for TRACT 1 were 33-ft/s forward and 25-ft/s vertical combined velocity onto soft soil, which represent a severe, but potentially survivable impact scenario. The extraordinary value of the TRACT 1 test was reflected by the breadth of meaningful experiments. A total of 8 unique experiments were conducted to evaluate ATD responses, seat and restraint performance, cargo restraint effectiveness, patient litter behavior, and photogrammetric techniques. A combination of Hybrid II, Hybrid III, and ES-2 Anthropomorphic Test Devices (ATDs) were placed in forward and side facing seats and occupant results were compared against injury criteria. Loads from ATDs in energy

  2. 40 CFR Table 7 to Subpart Vvvv of... - Applicability and Timing of Notifications

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ... requirements; or MACT model point value averaging provisions A notification of compliance status as specified... § 63.9(e). b. A notification of the date for the continuous monitoring system performance evaluation as... control device performance test and continuous monitoring system performance evaluation....

  3. Comparison of moped, scooter and motorcycle crash risk and crash severity.

    PubMed

    Blackman, Ross A; Haworth, Narelle L

    2013-08-01

    The increased popularity of mopeds and motor scooters in Australia and elsewhere in the last decade has contributed substantially to the greater use of powered two-wheelers (PTWs) as a whole. As the exposure of mopeds and scooters has increased, so too has the number of reported crashes involving those PTW types, but there is currently little research comparing the safety of mopeds and, particularly, larger scooters with motorcycles. This study compared the crash risk and crash severity of motorcycles, mopeds and larger scooters in Queensland, Australia. Comprehensive data cleansing was undertaken to separate motorcycles, mopeds and larger scooters in police-reported crash data covering the five years to 30 June 2008. The crash rates of motorcycles (including larger scooters) and mopeds in terms of registered vehicles were similar over this period, although the moped crash rate showed a stronger downward trend. However, the crash rates in terms of distance travelled were nearly four times higher for mopeds than for motorcycles (including larger scooters). More comprehensive distance travelled data is needed to confirm these findings. The overall severity of moped and scooter crashes was significantly lower than motorcycle crashes but an ordered probit regression model showed that crash severity outcomes related to differences in crash characteristics and circumstances, rather than differences between PTW types per se. Greater motorcycle crash severity was associated with higher (>80km/h) speed zones, horizontal curves, weekend, single vehicle and nighttime crashes. Moped crashes were more severe at night and in speed zones of 90km/h or more. Larger scooter crashes were more severe in 70km/h zones (than 60km/h zones) but not in higher speed zones, and less severe on weekends than on weekdays. The findings can be used to inform potential crash and injury countermeasures tailored to users of different PTW types. Copyright © 2013 Elsevier Ltd. All rights reserved.

  4. Crash types: markers of increased risk of alcohol-involved crashes among teen drivers.

    PubMed

    Bingham, C Raymond; Shope, Jean T; Parow, Julie E; Raghunathan, Trivellore E

    2009-07-01

    Teens drink/drive less often than adults but are more likely to crash when they do drink/drive. This study identified alcohol-related crash types for which teen drivers were at greater risk compared with adults. Michigan State Police crash records for drivers ages 16-19 (teens) and 45-65 years (adults) who experienced at least one crash from 1989 to 1996 were used to create alcohol crash types consisting of alcohol-related crashes that included specific combinations of other crash characteristics, such as drinking and driving at night (i.e., alcohol/nighttime). These data were combined with data from the 1990 and 1995 National Personal Travel Surveys and the 2001 National Household Travel Survey to estimate rates and rate ratios of alcohol-related crash types based on person-miles driven. Teens were relatively less likely than adults to be involved in alcohol-related crashes but were significantly more likely to be in alcohol-related crashes that included other crash characteristics. Teen males' crash risk was highest when drinking and driving with a passenger, at night, at night with a passenger, and at night on the weekend, and casualties were more likely to result from alcohol-related nighttime crashes. All the highest risk alcohol-related crash types for teen female drinking drivers involved casualties and were most likely to include speeding, passenger presence, and nighttime driving. The frequency with which passengers, nighttime or weekend driving, and speeding occurred in the highest risk alcohol-related crash types for teens suggests that these characteristics should be targeted by policies, programs, and enforcement to reduce teen alcohol-related crash rates.

  5. Crash Types: Markers of Increased Risk of Alcohol-Involved Crashes Among Teen Drivers*

    PubMed Central

    Bingham, C. Raymond; Shope, Jean T.; Parow, Julie E.; Raghunathan, Trivellore E.

    2009-01-01

    Objective: Teens drink/drive less often than adults but are more likely to crash when they do drink/drive. This study identified alcohol-related crash types for which teen drivers were at greater risk compared with adults. Method: Michigan State Police crash records for drivers ages 16-19 (teens) and 45-65 years (adults) who experienced at least one crash from 1989 to 1996 were used to create alcohol crash types consisting of alcohol-related crashes that included specific combinations of other crash characteristics, such as drinking and driving at night (i.e., alcohol/nighttime). These data were combined with data from the 1990 and 1995 National Personal Travel Surveys and the 2001 National Household Travel Survey to estimate rates and rate ratios of alcohol-related crash types based on person-miles driven. Results: Teens were relatively less likely than adults to be involved in alcohol-related crashes but were significantly more likely to be in alcohol-related crashes that included other crash characteristics. Teen males' crash risk was highest when drinking and driving with a passenger, at night, at night with a passenger, and at night on the weekend, and casualties were more likely to result from alcohol-related nighttime crashes. All the highest risk alcohol-related crash types for teen female drinking drivers involved casualties and were most likely to include speeding, passenger presence, and nighttime driving. Conclusions: The frequency with which passengers, nighttime or weekend driving, and speeding occurred in the highest risk alcohol-related crash types for teens suggests that these characteristics should be targeted by policies, programs, and enforcement to reduce teen alcohol-related crash rates. PMID:19515292

  6. The USGS Earthquake Notification Service (ENS): Customizable notifications of earthquakes around the globe

    USGS Publications Warehouse

    Wald, Lisa A.; Wald, David J.; Schwarz, Stan; Presgrave, Bruce; Earle, Paul S.; Martinez, Eric; Oppenheimer, David

    2008-01-01

    At the beginning of 2006, the U.S. Geological Survey (USGS) Earthquake Hazards Program (EHP) introduced a new automated Earthquake Notification Service (ENS) to take the place of the National Earthquake Information Center (NEIC) "Bigquake" system and the various other individual EHP e-mail list-servers for separate regions in the United States. These included northern California, southern California, and the central and eastern United States. ENS is a "one-stop shopping" system that allows Internet users to subscribe to flexible and customizable notifications for earthquakes anywhere in the world. The customization capability allows users to define the what (magnitude threshold), the when (day and night thresholds), and the where (specific regions) for their notifications. Customization is achieved by employing a per-user based request profile, allowing the notifications to be tailored for each individual's requirements. Such earthquake-parameter-specific custom delivery was not possible with simple e-mail list-servers. Now that event and user profiles are in a structured query language (SQL) database, additional flexibility is possible. At the time of this writing, ENS had more than 114,000 subscribers, with more than 200,000 separate user profiles. On a typical day, more than 188,000 messages get sent to a variety of widely distributed users for a wide range of earthquake locations and magnitudes. The purpose of this article is to describe how ENS works, highlight the features it offers, and summarize plans for future developments.

  7. Motorcycle-related spinal injury: crash characteristics.

    PubMed

    Zulkipli, Zarir Hafiz; Abdul Rahmat, Abdul Manap; Mohd Faudzi, Siti Atiqah; Paiman, Noor Faradila; Wong, Shaw Voon; Hassan, Ahamedali

    2012-11-01

    This study presents an analysis of crash characteristics of motorcyclists who sustained spinal injuries in motorcycle crashes. The aim of the study is to identify the salient crash characteristics that would help explain spinal injury risks for motorcyclists. Data were retrospectively collected from police case reports that were archived at MIROS from year 2005 to 2007. The data were categorized into two subcategories; the first group was motorcycle crashes with spinal injury (case) and the second group was motorcycle crashes without spinal injury (control). A total of 363 motorcyclists with spinal injury and 873 motorcyclists without spinal injury were identified and analyzed. Descriptive analysis and multivariate analysis were performed in order to determine the odds of each characteristic in contributing to spinal injury. Single vehicle crash, collision with fixed objects and crash configuration were found to have significant influence on motorcyclists in sustaining spinal injury (p<0.05). Although relatively few than other impact configurations, the rear-end impacted motorcyclist shows the highest risk of spinal injury. Helmets have helped to reduce head injury but they did not seem to offer corresponding protection for the spine in the study. With a growing number of young motorcyclists, further efforts are needed to find effective measures to help reduce the crash incidents and severity of spinal injury. In sum, the study provides some insights on some vital crash characteristics associated with spinal injury that can be further investigated to determine the appropriate counter-measures and prevention strategies to reduce spinal injury.

  8. Simulation of aircraft crash and its validation

    NASA Technical Reports Server (NTRS)

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

    1975-01-01

    NASA Langley Research Center is engaged in an extensive research and development task aimed at providing the general aviation industry with reliable crashworthy airframe design technology. This paper describes the full-scale crash tests of general aviation airplanes being conducted to generate data on simulated crashes and to study the nonlinear dynamic behavior of aircraft structures. Analytical techniques under development for predicting nonlinear behavior of general airframe structures under crash-loading conditions are also described. Data are presented from the full-scale crash tests as well as comparison of analytical predictions with experimental results on some simplified structures.

  9. Multifractal analysis of stock exchange crashes

    NASA Astrophysics Data System (ADS)

    Siokis, Fotios M.

    2013-03-01

    We analyze the complexity of rare events of the DJIA Index. We reveal that the returns of the time series exhibit strong multifractal properties meaning that temporal correlations play a substantial role. The effect of major stock market crashes can be best illustrated by the comparison of the multifractal spectra of the time series before and after the crash. Aftershock periods compared to foreshock periods exhibit richer and more complex dynamics. Compared to an average crash, calculated by taking into account the larger 5 crashes of the DJIA Index, the 1929 event exhibits significantly more increase in multifractality than the 1987 crisis.

  10. Maxillofacial and ocular injuries in motor vehicle crashes.

    PubMed Central

    Brookes, Christopher Noel

    2004-01-01

    BACKGROUND: Injuries from motor vehicle crashes constitute a leading cause of death in the young and a high degree of morbidity and mortality in all age groups. Facial trauma has been consistently shown to be the single most common injury to the occupants of vehicles involved in crashes. This has been confirmed by more recent studies which have demonstrated a continuing high incidence of facial fractures amongst belted drivers. Airbags have been advocated as a supplemental restraint system. However, their deployment can cause injury particularly if the driver is of short stature, unrestrained or out of position within the vehicle. METHODS: The Crash Injury Research Engineering Network (CIREN) project aims to correlate the injuries received by occupants in vehicle crashes with the biomechanics of vehicle deformation. All cases of facial injury which presented to the University of Michigan Medical Center, USA in 1999 were retrospectively evaluated with reference to the methods of occupant restraint and to the correlation between the injuries sustained and vehicle deformation. RESULTS AND CONCLUSIONS: The case analysis confirmed the value of airbags to the safety of vehicle occupants but reinforced the conclusion that they must still be considered supplemental restraint systems. New generation airbags will minimise the risk of injury even to small stature or out of position occupants as they will prevent deployment in situations where they may have an adverse effect. PMID:15140296

  11. Accelerating TB notification from the private health sector in Delhi, India.

    PubMed

    Kundu, Debashish; Chopra, Kamal; Khanna, Ashwani; Babbar, Neeti; Padmini, T J

    2016-01-01

    In India, almost half of all patients with tuberculosis (TB) seek care in the private sector as the first point of care. The national programme is unable to support such TB patients and facilitate effective treatment, as there is no information on TB and Multi or Extensively Drug Resistant TB (M/XDR-TB) diagnosis and treatment in private sector. To improve this situation, Government of India declared TB a notifiable disease for establishing TB surveillance system, to extend supportive mechanism for TB treatment adherence and standardised practices in the private sector. But TB notification from the private sector is a challenge and still a lot needs to be done to accelerate TB notification. Delhi State TB Control Programme had taken initiatives for improving notification of TB cases from the private sector in 2014. Key steps taken were to constitute a state level TB notification committee to oversee the progress of TB notification efforts in the state and direct 'one to one' sensitisation of private practitioners (PPs) (in single PP's clinic, corporate hospitals and laboratories) by the state notification teams with the help of available tools for sensitising the PP on TB notification - TB Notification Government Order, Guidance Tool for TB Notification and Standards of TB Care in India. As a result of focussed state level interventions, without much external support, there was an accelerated notification of TB cases from the private sector. TB notification cases from the private sector rose from 341 (in 2013) to 4049 (by the end of March 2015). Active state level initiatives have led to increase in TB case notification. Copyright © 2016 Tuberculosis Association of India. Published by Elsevier B.V. All rights reserved.

  12. HL7 Middleware Framework for Laboratory Notifications for Notifiable Diseases.

    PubMed

    Adnan, Mehnaz; Peterkin, Donald; McLaughlin, Aaron; Hill, Nicholas

    2015-01-01

    LabSurv is an electronic notification system developed to support laboratories to directly notify the results of notifiable disease testing to public health services in New Zealand. A direct laboratory notification middleware framework was developed to manage the information flow between laboratories and public health services. The framework uses an HL7 messaging standard to receive the laboratory results and windows services to integrate the results with the cases of notifiable diseases within a national electronic surveillance system. This paper presents the system design and implementation details of direct laboratory notification system in LabSurv. It presents the HL7 messages structure implemented in the system. Finally, the performance of the system based on implemented framework is analysed and presented to evaluate the efficiency of our design.

  13. Patient Preferences for Test Result Notification.

    PubMed

    Shultz, Samuel K; Wu, Robert; Matelski, John J; Lu, Xin; Cram, Peter

    2015-11-01

    Patients are increasingly being given access to their test results, but little is known about how preferences vary with the test under consideration or the results of the test (normal or abnormal). This study was conducted to examine preferences for test result communication. We surveyed adults to explore their preferences for test result notification for three common diagnostic tests of varying "emotional impact" (dual-energy x-ray absorptiometry [DXA], genital herpes, and cancer biopsy) when test results were 1) normal and 2) abnormal. We conducted our survey between June and August 2012 on the campus of an academic medical center. For each scenario, subjects were asked to rank seven methods that might be used to communicate test results (letter, unsecured email, secured email, text message, telephone call, secure Web portal, office visit) in order of acceptability. The main measures were the percentage of respondents who ranked a particular test result notification method favorably and the percentage who ranked it as unacceptable. When test results were normal, subjects' notification preferences were generally similar for DXA, herpes and cancer biopsy, with telephone and letter ranked most favorably for all three tests. Conversely, text message and unsecured email were viewed as unacceptable notification methods for normal results by 45.0-55.0 % of subjects across all three tests. When test results were abnormal, office visits became more popular. A higher proportion of subjects ranked office visits as their most preferred notification method for our test with high "emotional impact" (cancer biopsy) (38.4 %) as compared to DXA (28.2 %) and herpes (27.9 %) (P = 0.02). For most test scenarios, younger subjects appeared to rank electronic communication modalities (secure email or Web portal) higher than older subjects, though this difference did not reach statistical significance (P = 0.29). Preferences for test result notification can differ

  14. Linkage of traffic crash and hospitalization records with limited identifiers for enhanced public health surveillance.

    PubMed

    Conderino, Sarah; Fung, Lawrence; Sedlar, Slavenka; Norton, Jennifer M

    2017-04-01

    Motor vehicle traffic (MVT) crashes kill or seriously injure approximately 4250 people in New York City (NYC) each year. Traditionally, NYC surveillance practices use hospitalization and crash data separately to monitor trends in MVT-related injuries, but key information linking crash circumstances to health outcomes is lost when analyzing these data sources in isolation. Our objective was to match crash reports to hospitalization records to create a traffic injury surveillance dataset that can be used to describe crash circumstances and related injury outcomes. The linkage of the two systems presents a unique challenge since the system tracking crashes and the system tracking hospitalizations and emergency department (ED) visits lack key identifying data such as names and dates of birth. NYC Department of Transportation provided electronic records based on reports of motor vehicle crashes submitted to the New York State Department of Motor Vehicles for all crashes occurring in NYC from 2009 to 2013. New York Statewide Planning and Research Cooperative System (SPARCS) ED and hospitalization administrative data from NYC hospitals were used to identify unintentional MVT-related injuries using external cause of injury codes. Since the two systems do not share unique individual identifiers, probabilistic record linkage was conducted using LinkSolv9.0. Sensitivity/specificity calculations and chi-square analyses of linkage rates were conducted to assess linkage results. From 2009-2013, there were 1,054,344 individuals involved in MVT crashes in NYC and 280,340 ED visits and hospitalizations from MVT-related injuries. There were 145,003 linked pairs, giving a linkage rate of 52% of the total MVT-related hospital records. This linkage had a sensitivity of 74% and a specificity of 93%. Linkage rates were comparable by age, sex, crash role, collision type, hospital county, injury location, hospital type, and hospital status, indicating no apparent biases in the match by

  15. Modeling fault among motorcyclists involved in crashes.

    PubMed

    Haque, Md Mazharul; Chin, Hoong Chor; Huang, Helai

    2009-03-01

    Singapore crash statistics from 2001 to 2006 show that the motorcyclist fatality and injury rates per registered vehicle are higher than those of other motor vehicles by 13 and 7 times, respectively. The crash involvement rate of motorcyclists as victims of other road users is also about 43%. The objective of this study is to identify the factors that contribute to the fault of motorcyclists involved in crashes. This is done by using the binary logit model to differentiate between at-fault and not-at-fault cases and the analysis is further categorized by the location of the crashes, i.e., at intersections, on expressways and at non-intersections. A number of explanatory variables representing roadway characteristics, environmental factors, motorcycle descriptions, and rider demographics have been evaluated. Time trend effect shows that not-at-fault crash involvement of motorcyclists has increased with time. The likelihood of night time crashes has also increased for not-at-fault crashes at intersections and expressways. The presence of surveillance cameras is effective in reducing not-at-fault crashes at intersections. Wet-road surfaces increase at-fault crash involvement at non-intersections. At intersections, not-at-fault crash involvement is more likely on single-lane roads or on median lane of multi-lane roads, while on expressways at-fault crash involvement is more likely on the median lane. Roads with higher speed limit have higher at-fault crash involvement and this is also true on expressways. Motorcycles with pillion passengers or with higher engine capacity have higher likelihood of being at-fault in crashes on expressways. Motorcyclists are more likely to be at-fault in collisions involving pedestrians and this effect is higher at night. In multi-vehicle crashes, motorcyclists are more likely to be victims than at-fault. Young and older riders are more likely to be at-fault in crashes than middle-aged group of riders. The findings of this study will help

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

    PubMed

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

    2014-01-02

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

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

    PubMed Central

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

    2014-01-01

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

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

    PubMed

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

    2014-11-01

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

  19. Front air bag nondeployments in frontal crashes fatal to drivers or right-front passengers.

    PubMed

    Braver, Elisa R; McCartt, Anne T; Sherwood, Christopher P; Zuby, David S; Blanar, Laura; Scerbo, Marge

    2010-04-01

    Public concern has arisen about the reliability of front air bags because Fatality Analysis Reporting System (FARS) data indicate many nondeployed air bags in fatal frontal crashes. However, the accuracy of air bag deployment, the variable in question, is uncertain. This study aimed to provide more certain estimates of nondeployment incidence in fatal frontal crashes. Fatally injured passenger vehicle drivers and right-front passengers in frontal crashes were identified in two U.S. databases for calendar years 1998-2006 and model years 1994-2006: FARS, a census of police-reported fatal crashes on public roads, and National Automotive Sampling System/Crashworthiness Data System (NASS/CDS), a probability sample of tow-away crashes. NASS/CDS contains subsets of fatal crashes in FARS and collects detailed data using crash investigators. Front air bag deployment coding for front-seat occupant fatalities was compared in FARS and NASS/CDS, and case reviews were conducted. Among FARS frontal deaths with available deployment status (N = 43,169), front air bags were coded as not deployed for 18 percent of front occupants. In comparison, NASS/CDS (N = 628) reported 9 percent (weighted estimate) nondeployment among front occupants killed. Among crashes common to both databases, NASS/CDS reported deployments for 45 percent of front occupant deaths for which FARS had coded nondeployments. Detailed case reviews of NASS/CDS crashes indicated highly accurate coding for deployment status. Based on this case review, 8 percent (weighted estimate) of front occupant deaths in frontal crashes appeared to involve air bag nondeployments; 1-2 percent of front occupant deaths represented potential system failures where deployments would have been expected. Air bag deployments appeared unwarranted in most nondeployments based on crash characteristics. FARS data overstate the magnitude of the problem of air bag deployment failures; steps should be taken to improve coding. There are inherent

  20. Changes in the Severity and Injury Sources of Thoracic Aorta Injuries due to Vehicular Crashes.

    PubMed

    Ryb, Gabriel; Dischinger, Patricia; Kerns, Timothy; Burch, Cynthia; Rabin, Joseph; Ho, Shiu

    2013-01-01

    Research using the National Automotive Sampling System-Crashworthiness Data System (NASS-CDS) suggested a decreased adjusted risk of thoracic aorta injuries (TAI) for newer vehicles during near-side crashes and an increased adjusted TAI risk during frontal crashes. This study attempted to explore possible explanations of these findings. Adult front seat occupants in the Crash Injury Research and Engineering Network (CIREN) database through June 2012 were studied. TAI cases were compared with remaining cases in relation to crash and vehicular characteristics. TAI cases of later crash year (CY) (2004-2012) were compared to those in earlier CY (1996-2003) in relation to TAI severity (minor, moderate, severe and non-survivable). TAI cases in newer model year (MY) vehicles (1999-2012) were compared to those in older vehicles (1988-98) in relation to injury source (steering wheel, front, left, seat belt, air bag and other or unknown). Analysis was stratified by direction of impact (frontal and near-side) and the use of restraints. The similar TAI severity of earlier and later CY among frontal crashes suggests that the observed changes in the adjusted odds of injury seen in NASS-CDS are not due to an increase in injury detection. The decrease in TAI severity among newer vehicles in near-side crashes of later CY is consistent with a beneficial effect of crashworthiness improvements for this crash configuration. A shift of injury source in frontal crashes from the steering wheel in older vehicles to "front of vehicle structures", "seat belts" and "unknown and other" in newer vehicles should suggest potential sites for crashworthiness improvements.

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

    PubMed

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

    2010-11-16

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

  2. Cannabis and crash responsibility while driving below the alcohol per se legal limit.

    PubMed

    Romano, Eduardo; Voas, Robert B; Camp, Bayliss

    2017-11-01

    There is a growing interest in how extensively the use of marijuana by drivers relates to crash involvement. While cognitive, lab-based studies are consistent in showing that the use of cannabis impairs driving tasks, epidemiological, field-based studies have been inconclusive regarding whether cannabis use causes an increased risk of accidents. There is ample evidence that the presence of cannabis among drivers with a BAC≥0.08g/dL highly increases the likelihood of a motor vehicle crash. Less clear, however, is the contribution of cannabis to crash risk when drivers have consumed very little or no alcohol. This effort addresses this gap in knowledge. We took advantage of a unique database that merged fatal crashes in the California Statewide Integrated Traffic Records System (SWITRS) and the Fatality Analysis Reporting System (FARS), which allows for a precise identification of crash responsibility. To account for recent increase in lab testing, we restricted our sample to cover only the years 1993-2009. A total of 4294 drivers were included in the analyses. Descriptive analyses and logistic regressions were run to model the contribution of alcohol and drugs to the likelihood of being responsible in a fatal crash. We found evidence that compared with drivers negative for alcohol and cannabis, the presence of cannabis elevates crash responsibility in fatal crashes among drivers at zero BACs (OR=1.89) and with 0crashes, in particular in the absence of alcohol, are needed. Copyright © 2017 Elsevier Ltd. All rights reserved.

  3. Proactive authenticated notifications for health practitioners: two way human computer interaction through phone.

    PubMed

    Majeed, Raphael W; Stöhr, Mark R; Röhrig, Rainer

    2012-01-01

    Notifications and alerts play an important role in clinical daily routine. Rising prevalence of clinical decision support systems and electronic health records also result in increasing demands on notification systems. Failure adequately to communicate a critical value is a potential cause of adverse events. Critical laboratory values and changing vital data depend on timely notifications of medical staff. Vital monitors and medical devices rely on acoustic signals for alerting which are prone to "alert fatigue" and require medical staff to be present within audible range. Personal computers are unsuitable to display time critical notification messages, since the targeted medical staff are not always operating or watching the computer. On the other hand, mobile phones and smart devices enjoy increasing popularity. Previous notification systems sending text messages to mobile phones depend on asynchronous confirmations. By utilizing an automated telephony server, we provide a method to deliver notifications quickly and independently of the recipients' whereabouts while allowing immediate feedback and confirmations. Evaluation results suggest the feasibility of the proposed notification system for real-time notifications.

  4. 48 CFR 252.246-7003 - Notification of Potential Safety Issues.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... Safety Issues. 252.246-7003 Section 252.246-7003 Federal Acquisition Regulations System DEFENSE... CLAUSES Text of Provisions And Clauses 252.246-7003 Notification of Potential Safety Issues. As prescribed in 246.371(a), use the following clause: Notification of Potential Safety Issues (JAN 2007) (a...

  5. 12 CFR 612.2302 - Notification of board of directors and bonding company.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 12 Banks and Banking 6 2010-01-01 2010-01-01 false Notification of board of directors and bonding company. 612.2302 Section 612.2302 Banks and Banking FARM CREDIT ADMINISTRATION FARM CREDIT SYSTEM... Criminal Violations § 612.2302 Notification of board of directors and bonding company. (a) The...

  6. 12 CFR 612.2302 - Notification of board of directors and bonding company.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 12 Banks and Banking 6 2011-01-01 2011-01-01 false Notification of board of directors and bonding company. 612.2302 Section 612.2302 Banks and Banking FARM CREDIT ADMINISTRATION FARM CREDIT SYSTEM... Criminal Violations § 612.2302 Notification of board of directors and bonding company. (a) The...

  7. 43 CFR 2.60 - Request for notification of existence of records: Submission.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... 43 Public Lands: Interior 1 2012-10-01 2011-10-01 true Request for notification of existence of... RECORDS AND TESTIMONY; FREEDOM OF INFORMATION ACT Privacy Act § 2.60 Request for notification of existence... describing a system requires individuals to contact more than two officials concerning the existence of...

  8. 43 CFR 2.60 - Request for notification of existence of records: Submission.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... 43 Public Lands: Interior 1 2010-10-01 2010-10-01 false Request for notification of existence of... RECORDS AND TESTIMONY; FREEDOM OF INFORMATION ACT Privacy Act § 2.60 Request for notification of existence... describing a system requires individuals to contact more than two officials concerning the existence of...

  9. 18 CFR 701.302 - Procedures for notification of existence of records pertaining to individuals.

    Code of Federal Regulations, 2010 CFR

    2010-04-01

    ... 18 Conservation of Power and Water Resources 2 2010-04-01 2010-04-01 false Procedures for notification of existence of records pertaining to individuals. 701.302 Section 701.302 Conservation of Power... Procedures for notification of existence of records pertaining to individuals. (a) The systems of records, as...

  10. 43 CFR 2.60 - Request for notification of existence of records: Submission.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... 43 Public Lands: Interior 1 2011-10-01 2011-10-01 false Request for notification of existence of... RECORDS AND TESTIMONY; FREEDOM OF INFORMATION ACT Privacy Act § 2.60 Request for notification of existence... describing a system requires individuals to contact more than two officials concerning the existence of...

  11. 40 CFR 63.11124 - What notifications must I submit and when?

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ...)(2) of this subsection. (i) You operate a vapor balance system at your gasoline dispensing facility... Dispensing Facilities Notifications, Records, and Reports § 63.11124 What notifications must I submit and... on the volume of gasoline loaded into all storage tanks or on the volume of gasoline dispensed from...

  12. 40 CFR 63.11124 - What notifications must I submit and when?

    Code of Federal Regulations, 2010 CFR

    2010-07-01

    ...)(2) of this subsection. (i) You operate a vapor balance system at your gasoline dispensing facility... Dispensing Facilities Notifications, Records, and Reports § 63.11124 What notifications must I submit and... stringent as those in Table 1 to this subpart. (ii) Your gasoline dispensing facility is in compliance with...

  13. 40 CFR 63.11124 - What notifications must I submit and when?

    Code of Federal Regulations, 2012 CFR

    2012-07-01

    ...)(2) of this subsection. (i) You operate a vapor balance system at your gasoline dispensing facility... Dispensing Facilities Notifications, Records, and Reports § 63.11124 What notifications must I submit and... on the volume of gasoline loaded into all storage tanks or on the volume of gasoline dispensed from...

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

    PubMed

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

    2017-11-01

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

  15. Utilizing the eigenvectors of freeway loop data spatiotemporal schematic for real time crash prediction.

    PubMed

    Fang, Shou'en; Xie, Wenjing; Wang, Junhua; Ragland, David R

    2016-09-01

    The concept of crash precursor identification is gaining more practicality due to the recent advancements in Advanced Transportation Management and Information Systems. Investigating the shortcomings of the existing models, this paper proposes a new method to model the real time crash likelihood based on loop data through schematic eigenvectors. Firstly, traffic volume, occupancy and density spatiotemporal schematics in certain duration before an accident occurrence were constructed to describe the traffic flow status. Secondly, eigenvectors and eigenvalues of the spatiotemporal schematics were extracted to represent traffic volume, occupancy and density situation before the crash occurrence. Thirdly, by setting the vectors in crash time as case and those at crash free time as control, a logistic model is constructed to identify the crash precursors. Results show that both the eigenvectors and eigenvalues can significantly impact the accident likelihood compared to the previous study, the proposed model has the advantage of avoiding multicollinearity, better reflection of the overall traffic flow status before the crash, and improving missing data problem of loop detectors.

  16. Crash Fatality Rates After Recreational Marijuana Legalization in Washington and Colorado.

    PubMed

    Aydelotte, Jayson D; Brown, Lawrence H; Luftman, Kevin M; Mardock, Alexandra L; Teixeira, Pedro G R; Coopwood, Ben; Brown, Carlos V R

    2017-08-01

    To evaluate motor vehicle crash fatality rates in the first 2 states with recreational marijuana legalization and compare them with motor vehicle crash fatality rates in similar states without recreational marijuana legalization. We used the US Fatality Analysis Reporting System to determine the annual numbers of motor vehicle crash fatalities between 2009 and 2015 in Washington, Colorado, and 8 control states. We compared year-over-year changes in motor vehicle crash fatality rates (per billion vehicle miles traveled) before and after recreational marijuana legalization with a difference-in-differences approach that controlled for underlying time trends and state-specific population, economic, and traffic characteristics. Pre-recreational marijuana legalization annual changes in motor vehicle crash fatality rates for Washington and Colorado were similar to those for the control states. Post-recreational marijuana legalization changes in motor vehicle crash fatality rates for Washington and Colorado also did not significantly differ from those for the control states (adjusted difference-in-differences coefficient = +0.2 fatalities/billion vehicle miles traveled; 95% confidence interval = -0.4, +0.9). Three years after recreational marijuana legalization, changes in motor vehicle crash fatality rates for Washington and Colorado were not statistically different from those in similar states without recreational marijuana legalization. Future studies over a longer time remain warranted.

  17. Case series analysis of hindfoot injuries sustained by drivers in frontal motor vehicle crashes.

    PubMed

    Ye, Xin; Funk, James; Forbes, Aaron; Hurwitz, Shepard; Shaw, Greg; Crandall, Jeff; Freeth, Rob; Michetti, Chris; Rudd, Rodney; Scarboro, Mark

    2015-09-01

    Improvements to vehicle frontal crashworthiness have led to reductions in toe pan and instrument panel intrusions as well as leg, foot, and ankle loadings in standardized crash tests. Current field data, however, suggests the proportion of foot and ankle injuries sustained by drivers in frontal crashes has not decreased over the past two decades. To explain the inconsistency between crash tests results and real world lower limb injury prevalence, this study investigated the injury causation scenario for the specific hind-foot injury patterns observed in frontal vehicle crashes. Thirty-four cases with leg, foot, and ankle injuries were selected from the Crash Injury Research and Engineering Network (CIREN) database. Talus fractures were present in 20 cases, representing the most frequent hind-foot skeletal injuries observed among the reviewed cases. While axial compression was the predominant loading mechanism causing 18 injuries, 11 injured ankles involved inversion or eversion motion, and 5 involved dorsiflexion as the injury mechanism. Injured ankles of drivers were more biased towards the right aspect with foot pedals contributing to injuries in 13 of the 34 cases. Combined, the results suggest that despite recent advancement of vehicle performance in crash tests, efforts to reduce axial forces sustained in lower extremity should be prioritized. The analysis of injury mechanisms in this study could aid in crash reconstructions and the development of safety systems for vehicles. Copyright © 2015 Elsevier Ireland Ltd. All rights reserved.

  18. A hybrid clustering and classification approach for predicting crash injury severity on rural roads.

    PubMed

    Hasheminejad, Seyed Hessam-Allah; Zahedi, Mohsen; Hasheminejad, Seyed Mohammad Hossein

    2017-07-10

    As a threat for transportation system, traffic crashes have a wide range of social consequences for governments. Traffic crashes are increasing in developing countries and Iran as a developing country is not immune from this risk. There are several researches in the literature to predict traffic crash severity based on artificial neural networks (ANNs), support vector machines and decision trees. This paper attempts to investigate the crash injury severity of rural roads by using a hybrid clustering and classification approach to compare the performance of classification algorithms before and after applying the clustering. In this paper, a novel rule-based genetic algorithm (GA) is proposed to predict crash injury severity, which is evaluated by performance criteria in comparison with classification algorithms like ANN. The results obtained from analysis of 13,673 crashes (5600 property damage, 778 fatal crashes, 4690 slight injuries and 2605 severe injuries) on rural roads in Tehran Province of Iran during 2011-2013 revealed that the proposed GA method outperforms other classification algorithms based on classification metrics like precision (86%), recall (88%) and accuracy (87%). Moreover, the proposed GA method has the highest level of interpretation, is easy to understand and provides feedback to analysts.

  19. Rainfall effect on single-vehicle crash severities using polychotomous response models.

    PubMed

    Jung, Soyoung; Qin, Xiao; Noyce, David A

    2010-01-01

    As part of the Wisconsin road weather safety initiative, the objective of this study is to assess the effects of rainfall on the severity of single-vehicle crashes on Wisconsin interstate highways utilizing polychotomous response models. Weather-related factors considered in this study include estimated rainfall intensity for 15 min prior to a crash occurrence, water film depth, temperature, wind speed/direction, stopping sight distance and deficiency of car-following distance at the crash moment. For locations with unknown weather information, data were interpolated using the inverse squared distance method. Non-weather factors such as road geometrics, traffic conditions, collision types, vehicle types, and driver and temporal attributes were also considered. Two types of polychotomous response models were compared: ordinal logistic and sequential logistic regressions. The sequential logistic regression was tested with forward and backward formats. Comparative models were also developed for single vehicle crash severity during clear weather. In conclusion, the backward sequential logistic regression model produced the best results for predicting crash severities in rainy weather where rainfall intensity, wind speed, roadway terrain, driver's gender, and safety belt were found to be statistically significant. Our study also found that the seasonal factor was significant in clear weather. The seasonal factor is a predictor suggesting that inclement weather may affect crash severity. These findings can be used to determine the probabilities of single vehicle crash severity in rainy weather and provide quantitative support on improving road weather safety via weather warning systems, highway facility improvements, and speed limit management.

  20. Sympathetic crashing acute pulmonary edema

    PubMed Central

    Agrawal, Naman; Kumar, Akshay; Aggarwal, Praveen; Jamshed, Nayer

    2016-01-01

    Sympathetic crashing acute pulmonary edema (SCAPE) is the extreme end of the spectrum of acute pulmonary edema. It is important to understand this disease as it is relatively common in the emergency department (ED) and has better outcomes when managed appropriately. The patients have an abrupt redistribution of fluid in the lungs, and when treated promptly and effectively, these patients will rapidly recover. Noninvasive ventilation and intravenous nitrates are the mainstay of treatment which should be started within minutes of the patient's arrival to the ED. Use of morphine and intravenous loop diuretics, although popular, has poor scientific evidence. PMID:28149030

  1. Sympathetic crashing acute pulmonary edema.

    PubMed

    Agrawal, Naman; Kumar, Akshay; Aggarwal, Praveen; Jamshed, Nayer

    2016-12-01

    Sympathetic crashing acute pulmonary edema (SCAPE) is the extreme end of the spectrum of acute pulmonary edema. It is important to understand this disease as it is relatively common in the emergency department (ED) and has better outcomes when managed appropriately. The patients have an abrupt redistribution of fluid in the lungs, and when treated promptly and effectively, these patients will rapidly recover. Noninvasive ventilation and intravenous nitrates are the mainstay of treatment which should be started within minutes of the patient's arrival to the ED. Use of morphine and intravenous loop diuretics, although popular, has poor scientific evidence.

  2. 76 FR 66949 - Privacy Act of 1974; Notification of the Establishment of a Privacy Act System of Records, HUD...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-10-28

    ... Records, HUD Integrated Acquisition Management System (HIAMS) AGENCY: Office of the Chief Information.... HUD/CPO/01 System Name: HUD Integrated Acquisition Management System (HIAMS). System Location: HUD... HUD financial systems: HUD Central Accounting and Program System, and PeopleSoft HUD Integrated...

  3. Crash Impact Demonstration. (pt 5/10)

    NASA Technical Reports Server (NTRS)

    1984-01-01

    This clip: Wide shot of impact, front/port side showing a large volume of AMK flowing over the fuselage, and the effects on the occupants. With narration. Background: On December 1st, 1984, a remote controlled 4 engined transport jet took off from Edwards AFB, CA and crashed into a barren patch of nearby desert. This Controlled Impact Demonstration was a joint R&D program by the FAA and NASA. The FAA designed the C.I.D. to underscore results of exhaustive research in two areas of aircraft safety: improved crash protection and reduced post-crash fire hazards.Despite the fact the crash did not go exactly as designed C.I.D.did achieve its primary objectives.The analysis of C.I.D. data continues. The CID's crash wothiness tests were as important to the FAA as the fire safety tests. The crash protection objectives were: 1st: To obtain data on impact forces and their transmission thru the structure to the seats and occupants. 2nd: To evaluate the performance of existing and advanced energy absorbing seats. 3rd :To compare tests used to predict structural behaviour with an actual crash. AMK (anti-misting kerosene) fuel was employed in the test. The FAA has examined AMK's potential for protecting commercial transports from ignition of misted fuels. All research indicated that AMK would be effective in preventing this problem. The C.I.D. was an opportunity to use AMK in a realistic, impact-survivable crash.

  4. Crash Impact Demonstration. (pt 6/10)

    NASA Technical Reports Server (NTRS)

    1984-01-01

    This clip: Cockpit interior. Showing the pilot during impact, view forward. With narration. Background: On December 1st, 1984, a remote controlled 4 engined transport jet took off from Edwards AFB, CA and crashed into a barren patch of nearby desert. This Controlled Impact Demonstration was a joint R&D program by the FAA and NASA. The FAA designed the C.I.D. to underscore results of exhaustive research in two areas of aircraft safety: improved crash protection and reduced post-crash fire hazards.Despite the fact the crash did not go exactly as designed C.I.D.did achieve its primary objectives.The analysis of C.I.D. data continues. The CID's crash wothiness tests were as important to the FAA as the fire safety tests. The crash protection objectives were: 1st: To obtain data on impact forces and their transmission thru the structure to the seats and occupants. 2nd: To evaluate the performance of existing and advanced energy absorbing seats. 3rd :To compare tests used to predict structural behaviour with an actual crash. AMK (anti-misting kerosene) fuel was employed in the test. The FAA has examined AMK's potential for protecting commercial transports from ignition of misted fuels. All research indicated that AMK would be effective in preventing this problem. The C.I.D. was an opportunity to use AMK in a realistic, impact-survivable crash.

  5. Crash Impact Demonstration. (pt 4/10)

    NASA Technical Reports Server (NTRS)

    1984-01-01

    This clip: Demonstrates and explains how AMK can 'fail' and then burn. Explains how the 'unlikely' scenario at impact occured. With narration. Background: On December 1st, 1984, a remote controlled 4 engined transport jet took off from Edwards AFB, CA and crashed into a barren patch of nearby desert. This Controlled Impact Demonstration was a joint R&D program by the FAA and NASA. The FAA designed the C.I.D. to underscore results of exhaustive research in two areas of aircraft safety: improved crash protection and reduced post-crash fire hazards.Despite the fact the crash did not go exactly as designed C.I.D.did achieve its primary objectives.The analysis of C.I.D. data continues. The CID's crash wothiness tests were as important to the FAA as the fire safety tests. The crash protection objectives were: 1st: To obtain data on impact forces and their transmission thru the structre to the seats and occupants. 2nd: To evaluate the performance of existing and advanced energy absorbing seats. 3rd :To compare tests used to predict structural behaviour with an actual crash. AMK (anti-misting kerosene) fuel was employed in the test. The FAA has examined AMK's potential for protecting commercial transports from ignition of misted fuels. All research indicated that AMK would be effective in preventing this problem. The C.I.D. was an opportunity to use AMK in a realistic, impact-survivable crash.

  6. Crash Impact Demonstration. (pt 7/10)

    NASA Technical Reports Server (NTRS)

    1984-01-01

    This clip: Montage of several different views thru the duration of impact. With narration. Background: On December 1st, 1984, a remote controlled 4 engined transport jet took off from Edwards AFB, CA and crashed into a barren patch of nearby desert. This Controlled Impact Demonstration was a joint R&D program by the FAA and NASA. The FAA designed the C.I.D. to underscore results of exhaustive research in two areas of aircraft safety: improved crash protection and reduced post-crash fire hazards.Despite the fact the crash did not go exactly as designed C.I.D.did achieve its primary objectives.The analysis of C.I.D. data continues. The CID's crash wothiness tests were as important to the FAA as the fire safety tests. The crash protection objectives were: 1st: To obtain data on impact forces and their transmission thru the structure to the seats and occupants. 2nd: To evaluate the performance of existing and advanced energy absorbing seats. 3rd :To compare tests used to predict structural behaviour with an actual crash. AMK (anti-misting kerosene) fuel was employed in the test. The FAA has examined AMK's potential for protecting commercial transports from ignition of misted fuels. All research indicated that AMK would be effective in preventing this problem. The C.I.D. was an opportunity to use AMK in a realistic, impact-survivable crash.

  7. Crash Impact Demonstration. (pt 10/10)

    NASA Technical Reports Server (NTRS)

    1984-01-01

    This clip: Looking down the length of the plane from high on the tail. The AMK flows over the fuselage toward the camera No narration. Background: On December 1st, 1984, a remote controlled 4 engined transport jet took off from Edwards AFB, CA and crashed into a barren patch of nearby desert. This Controlled Impact Demonstration was a joint R&D program by the FAA and NASA. The FAA designed the C.I.D. to underscore results of exhaustive research in two areas of aircraft safety: improved crash protection and reduced post-crash fire hazards.Despite the fact the crash did not go exactly as designed C.I.D.did achieve its primary objectives.The analysis of C.I.D. data continues. The CID's crash wothiness tests were as important to the FAA as the fire safety tests. The crash protection objectives were: 1st: To obtain data on impact forces and their transmission thru the structure to the seats and occupants. 2nd: To evaluate the performance of existing and advanced energy absorbing seats. 3rd :To compare tests used to predict structural behaviour with an actual crash. AMK (anti-misting kerosene) fuel was employed in the test. The FAA has examined AMK's potential for protecting commercial transports from ignition of misted fuels. All research indicated that AMK would be effective in preventing this problem. The C.I.D. was an opportunity to use AMK in a realistic, impact-survivable crash.

  8. Crash Impact Demonstration. (pt 9/10)

    NASA Technical Reports Server (NTRS)

    1984-01-01

    This clip: Long shot, wide, showing entire impact and fireball in realtime No narration. Background: On December 1st, 1984, a remote controlled 4 engined transport jet took off from Edwards AFB, CA and crashed into a barren patch of nearby desert. This Controlled Impact Demonstration was a joint R&D program by the FAA and NASA. The FAA designed the C.I.D. to underscore results of exhaustive research in two areas of aircraft safety: improved crash protection and reduced post-crash fire hazards.Despite the fact the crash did not go exactly as designed C.I.D.did achieve its primary objectives.The analysis of C.I.D. data continues. The CID's crash wothiness tests were as important to the FAA as the fire safety tests. The crash protection objectives were: 1st: To obtain data on impact forces and their transmission thru the structure to the seats and occupants. 2nd: To evaluate the performance of existing and advanced energy absorbing seats. 3rd :To compare tests used to predict structural behaviour with an actual crash. AMK (anti-misting kerosene) fuel was employed in the test. The FAA has examined AMK's potential for protecting commercial transports from ignition of misted fuels. All research indicated that AMK would be effective in preventing this problem. The C.I.D. was an opportunity to use AMK in a realistic, impact-survivable crash.

  9. Crash Impact Demonstration. (pt 8/10)

    NASA Technical Reports Server (NTRS)

    1984-01-01

    This clip: Montage of high-speed (slow-motion) footage. Various med/wide angles. No narration. Background: On December 1st, 1984, a remote controlled 4 engined transport jet took off from Edwards AFB, CA and crashed into a barren patch of nearby desert. This Controlled Impact Demonstration was a joint R&D program by the FAA and NASA. The FAA designed the C.I.D. to underscore results of exhaustive research in two areas of aircraft safety: improved crash protection and reduced post-crash fire hazards.Despite the fact the crash did not go exactly as designed C.I.D.did achieve its primary objectives.The analysis of C.I.D. data continues. The CID's crash wothiness tests were as important to the FAA as the fire safety tests. The crash protection objectives were: 1st: To obtain data on impact forces and their transmission thru the structure to the seats and occupants. 2nd: To evaluate the performance of existing and advanced energy absorbing seats. 3rd :To compare tests used to predict structural behaviour with an actual crash. AMK (anti-misting kerosene) fuel was employed in the test. The FAA has examined AMK's potential for protecting commercial transports from ignition of misted fuels. All research indicated that AMK would be effective in preventing this problem. The C.I.D. was an opportunity to use AMK in a realistic, impact-survivable crash.

  10. Pedestrian crashes in Washington, DC and Baltimore.

    PubMed

    Preusser, David F; Wells, JoAnn K; Williams, Allan F; Weinstein, Helen B

    2002-09-01

    Police crash reports were obtained for pedestrian-motor vehicle crashes in Washington, DC (N = 852) and Baltimore (N = 1234) for the year 1998. Reports were coded using procedures developed and applied in these two cities during the 1970s, including the determination of pedestrian crash type, primary precipitating factor, and culpability. Results indicated substantial differences between crash patterns observed during the 1970s and those observed during 1998. Midblock dart-dash crashes, which typically involve a precipitating factor or critical error by a child pedestrian, decreased (from 37% to 15% in Washington). Across all crashes in both cities, the number of drivers who made a critical error leading to the crash was nearly equivalent to the number of pedestrians who made a critical error. Overall, pedestrians were slightly more likely to be judged culpable (50% vs. 39%). Turning vehicle crashes, which typically involve a driver's failure to grant a pedestrian the right of way at a signalized intersection, increased (from 9% to 25% in Washington). Countermeasures to reduce the number of pedestrians hit by turning vehicles are discussed.

  11. Crash Impact Demonstration. (pt 3/10)

    NASA Technical Reports Server (NTRS)

    1984-01-01

    This clip: Extreme Long shot of impact showing the huge fireball surrounding the airplane. With narration. Background: On December 1st, 1984, a remote controlled 4 engined transport jet took off from Edwards AFB, CA and crashed into a barren patch of nearby desert. This Controlled Impact Demonstration was a joint R&D program by the FAA and NASA. The FAA designed the C.I.D. to underscore results of exhaustive research in two areas of aircraft safety: improved crash protection and reduced post-crash fire hazards.Despite the fact the crash did not go exactly as designed C.I.D.did achieve its primary objectives.The analysis of C.I.D. data continues. The CID's crash wothiness tests were as important to the FAA as the fire safety tests. The crash protection objectives were: 1st: To obtain data on impact forces and their transmission thru the structure to the seats and occupants. 2nd: To evaluate the performance of existing and advanced energy absorbing seats. 3rd :To compare tests used to predict structural behaviour with an actual crash. AMK (anti-misting kerosene) fuel was employed in the test. The FAA has examined AMK's potential for protecting commercial transports from ignition of misted fuels. All research indicated that AMK would be effective in preventing this problem. The C.I.D. was an opportunity to use AMK in a realistic, impact-survivable crash.

  12. Application of a Rule-Based Approach in Real-Time Crash Risk Prediction Model Development Using Loop Detector Data.

    PubMed

    Pirdavani, Ali; De Pauw, Ellen; Brijs, Tom; Daniels, Stijn; Magis, Maarten; Bellemans, Tom; Wets, Geert

    2015-01-01

    There is a growing trend in development and application of real-time crash risk prediction models within dynamic safety management systems. These real-time crash risk prediction models are constructed by associating crash data with the real-time traffic surveillance data (e.g., collected by loop detectors). The main objective of this article is to develop a real-time risk model that will potentially be utilized within traffic management systems. This model aims to predict the likelihood of crash occurrence on motorways. In this study, the potential prediction variables are confined to traffic-related characteristics. Given that the dependent variable (i.e., traffic safety condition) is dichotomous (i.e., "no-crash" or "crash"), a rule-based approach is considered for model development. The performance of rule-based classifiers is further compared with the more conventional techniques like binary logistic regression and decision trees. The crash and traffic data used in this study were collected between June 2009 and December 2011 on a part of the E313 motorway in Belgium between Geel-East and Antwerp-East exits, on the direction toward Antwerp. The results of analysis show that several traffic flow characteristics such as traffic volume, average speed, and standard deviation of speed at the upstream loop detector station and the difference in average speed on upstream and downstream loop detector stations significantly contribute to the crash occurrence prediction. The final chosen classifier is able to predict 70% of crash occasions accurately, and it correctly predicts 90% of no-crash instances, indicating a 10% false alarm rate. The findings of this study can be used to predict the likelihood of crash occurrence on motorways within dynamic safety management systems.

  13. 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.

  14. Crash test for the Copenhagen problem.

    PubMed

    Nagler, Jan

    2004-06-01

    The Copenhagen problem is a simple model in celestial mechanics. It serves to investigate the behavior of a small body under the gravitational influence of two equally heavy primary bodies. We present a partition of orbits into classes of various kinds of regular motion, chaotic motion, escape and crash. Collisions of the small body onto one of the primaries turn out to be unexpectedly frequent, and their probability displays a scale-free dependence on the size of the primaries. The analysis reveals a high degree of complexity so that long term prediction may become a formidable task. Moreover, we link the results to chaotic scattering theory and the theory of leaking Hamiltonian systems.

  15. Higher Crash and Near-Crash Rates in Teenaged Drivers With Lower Cortisol Response

    PubMed Central

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

    2014-01-01

    IMPORTANCE Road traffic crashes are one of the leading causes of injury and death among teenagers worldwide. Better understanding of the individual pathways to driving risk may lead to better-targeted intervention in this vulnerable group. OBJECTIVE To examine the relationship between cortisol, a neurobiological marker of stress regulation linked to risky behavior, and driving risk. DESIGN, SETTING, AND PARTICIPANTS The Naturalistic Teenage Driving Study was designed to continuously monitor the driving behavior of teenagers by instrumenting vehicles with kinematic sensors, cameras, and a global positioning system. During 2006–2008, a community sample of 42 newly licensed 16-year-old volunteer participants in the United States was recruited and driving behavior monitored. It was hypothesized in teenagers that higher cortisol response to stress is associated with (1) lower crash and near-crash (CNC) rates during their first 18 months of licensure and (2) faster reduction in CNC rates over time. MAIN OUTCOMES AND MEASURES Participants’ cortisol response during a stress-inducing task was assessed at baseline, followed by measurement of their involvement in CNCs and driving exposure during their first 18 months of licensure. Mixed-effect Poisson longitudinal regression models were used to examine the association between baseline cortisol response and CNC rates during the follow-up period. RESULTS Participants with a higher baseline cortisol response had lower CNC rates during the follow-up period (exponential of the regression coefficient, 0.93; 95%CI, 0.88–0.98) and faster decrease in CNC rates over time (exponential of the regression coefficient, 0.98; 95%, CI, 0.96–0.99). CONCLUSIONS AND RELEVANCE Cortisol is a neurobiological marker associated with teenaged-driving risk. As in other problem-behavior fields, identification of an objective marker of teenaged-driving risk promises the development of more personalized intervention approaches. PMID:24710522

  16. The relationship between impaired driving crashes and beliefs about impaired driving: do residents in high crash rate counties have greater concerns about impaired driving?

    PubMed

    Beck, Kenneth H; Yan, Alice F; Wang, Min Qi; Kerns, Timothy J; Burch, Cynthia A

    2009-04-01

    The purpose of this investigation was to examine the relationship between impaired driving crashes and public beliefs and concerns about impaired driving across each of Maryland's twenty-four counties (including Baltimore City). It was hypothesized that residents of counties that experience higher impaired driving crashes would express more concerns about impaired driving and perceive more risks about driving impaired than residents of counties that have lower rates of impaired driving. Data for alcohol impaired driving crashes were obtained for the years 2004-2006. These data were compared to public opinion data that was obtained annually by random-digit-dial telephone surveys from 2004 to 2007. Concerns about drunk driving as well as perceptions of the likelihood of being stopped by the police if one were to drive after having too much to drink were related to counties with higher serious impaired driving crash rates, as were perceptions that the police and the legal system were too lenient. Perceptions about the likelihood of being stopped by the police were higher in those counties with more impaired driving enforcement activity. Perceptions of concern appear to be shaped more by crash exposure than enforcement activity. Campaigns that address impaired driving prevention should substantially increase enforcement, strengthen the adjudication process of impaired drivers, and emphasize the potential seriousness of drinking-driving crashes in their promotional activities.

  17. 75 FR 59735 - Privacy Act of 1974; Notification of a New Privacy Act System of Records, Rapid Re-Housing for...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-09-28

    ... example, the local site interviewer will be able to review data for study participants only for his or her... will VPN access. These steps will be documented as part of termination process. The site interviewers...: Notification of a new SORN. SUMMARY: Housing Urban Development (HUD) proposes to establish a new Privacy Act...

  18. Hot-Air Balloon Tours: Crash Epidemiology in the United States, 2000-2011

    PubMed Central

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

    2016-01-01

    Introduction Hot-air balloon tours are FAR Part 91-governed balloon rides conducted for compensation or hire. Part 91, General Aviation, in general involves the least strict federal regulations and accounts for the majority of aviation crashes and fatalities. Methods National Transportation Safety Board reports of hot-air balloon tour crashes in the United States from 2000 through 2011 were read and analyzed. Results During the 12-yr period, 78 hot-air balloon tours crashed, involving 518 occupants. There were 91 serious injuries and 5 fatalities; 83% of crashes resulted in one or more serious or fatal outcomes. Of the serious injuries characterized, 56% were lower extremity fractures. Most crashes (81%) occurred during landing; 65% involved hard landings. Fixed object collisions contributed to 50% of serious injuries and all 5 fatalities. During landing sequences, gondola dragging, tipping, bouncing, and occupant ejection were associated with poor outcomes. Of the crashes resulting in serious or fatal outcomes, 20% of balloons were significantly damaged or destroyed. Discussion The incidence of morbidity and mortality is high among hot-air balloon tour crashes, and the proportion of balloon crashes attributed to paid rides appears to have increased over time. In addition to examining the role of restraint systems, personal protective equipment, and power line emergency procedures in ballooning, injury prevention efforts should target factors such hard landings, object strikes, gondola instability, and occupant ejections, which are associated with balloon injuries and deaths. Crash outcomes may also improve with vehicle engineering that enables balloons themselves to absorb impact forces. PMID:24279231

  19. Child Passengers Killed in Reckless and Alcohol-Related Motor Vehicle Crashes

    PubMed Central

    Kelley-Baker, Tara; Romano, Eduardo

    2014-01-01

    Introduction About 20 years ago, concern was raised about the dangers children face when driven by drinking drivers in the United States. During the last decade, the pace of research on this topic subsided. Yet in 2010, every day three children younger than age 15 were killed, and 469 were injured in motor-vehicle crashes. Method The aim of this effort is to describe the status of the problem in the United States and suggest lines of research. From the Fatality Analysis Reporting System (FARS), we selected crashes in which a driver aged 21 or older was driving at least one child younger than age 15. We identified crashes that occurred at different times of the day in which the driver was speeding, ran a red light, or was alcohol positive. We described the drivers’ demographics and examined how they relate to the different crash types. Results We found that, although driving a child seems to protect against the studied forms of risky driving, such protection varies sharply depending upon the drivers’ and children’s demographics and the crash type. There is no clear reason to explain the drivers’ decision to endanger the children they drive. The percent of children killed in speeding-related and red-light running motor-vehicle crashes has remained relatively stable during the last decade. Future research must (a) examine the effectiveness of current child endangerment laws; (b) examine crashes other than fatal; and (c) be more targeted, looking at specific drivers’ age and gender, specific children’s ages, the time of the crash, and the type of crash. PMID:24529098

  20. Safety impacts of SUVs, vans, and pickup trucks in two-vehicle crashes.

    PubMed

    Toy, Edmond L; Hammitt, James K

    2003-08-01

    Policy makers, vehicle manufacturers, and consumers have shown growing concern about the relative safety of sport utility vehicles (SUVs), vans, pickups, and cars. Empirical analysis of real-world crashes is complicated by the possibility that apparent relationships between vehicle type and safety may be confounded by other factors, such as driver behavior and crash circumstances. This study compares different vehicle types with respect to their crashworthiness (self-protection) and aggressivity (risk to others) in crashes between two passenger vehicles. The U.S. Crashworthiness Data System is used to analyze detailed information on 6,481 drivers involved in crashes during 1993-1999. Logistic regression analysis is used to model the risk of serious injury or death to a driver, conditional on a crash occurring. Covariates include the body type of each vehicle in the crash; the driver's age, gender, and restraint use; and the configuration of the crash. A unique feature of this study is the use of "delta-v" to represent the joint effects of vehicle mass and crash severity. While estimated effects are somewhat sensitive to the injury severity level used as the outcome variable, SUVs, vans, and pickups appear to be more aggressive and may be more crashworthy than cars. Effects of pickups are most pronounced. Drivers in pickups face less risk of serious injury than car drivers (odds ratio [OR], 0.35; 95% confidence interval [CI], 0.20-0.60), and drivers who collide with pickups experience more than twice the risk than those who collide with a car (OR, 2.18; 95% CI, 1.03-4.62). While vehicle mass and crash severity contribute to the apparent crashworthiness and aggressivity of passenger vehicles, other vehicle characteristics associated with body type (e.g., the stiffness and height of the underlying structure of the vehicle) also influence safety risks.

  1. Calibration of Airframe and Occupant Models for Two Full-Scale Rotorcraft Crash Tests

    NASA Technical Reports Server (NTRS)

    Annett, Martin S.; Horta, Lucas G.; Polanco, Michael A.

    2012-01-01

    Two full-scale crash tests of an MD-500 helicopter were conducted in 2009 and 2010 at NASA Langley's Landing and Impact Research Facility in support of NASA s Subsonic Rotary Wing Crashworthiness Project. The first crash test was conducted to evaluate the performance of an externally mounted composite deployable energy absorber under combined impact conditions. In the second crash test, the energy absorber was removed to establish baseline loads that are regarded as severe but survivable. Accelerations and kinematic data collected from the crash tests were compared to a system integrated finite element model of the test article. Results from 19 accelerometers placed throughout the airframe were compared to finite element model responses. The model developed for the purposes of predicting acceleration responses from the first crash test was inadequate when evaluating more severe conditions seen in the second crash test. A newly developed model calibration approach that includes uncertainty estimation, parameter sensitivity, impact shape orthogonality, and numerical optimization was used to calibrate model results for the second full-scale crash test. This combination of heuristic and quantitative methods was used to identify modeling deficiencies, evaluate parameter importance, and propose required model changes. It is shown that the multi-dimensional calibration techniques presented here are particularly effective in identifying model adequacy. Acceleration results for the calibrated model were compared to test results and the original model results. There was a noticeable improvement in the pilot and co-pilot region, a slight improvement in the occupant model response, and an over-stiffening effect in the passenger region. This approach should be adopted early on, in combination with the building-block approaches that are customarily used, for model development and test planning guidance. Complete crash simulations with validated finite element models can be used

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

    PubMed

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

    2017-07-31

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

  3. Unlicensed drivers and car crash injury.

    PubMed

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

    2005-09-01

    Previous studies have indicated that unlicensed drivers are more likely to engage in risky driving behaviors, and are more likely than licensed drivers to be at fault and more seriously injured when involved in a crash. However, the prevalence of unlicensed drivers in the general driving population has not been measured, and the risk of an unlicensed driver being involved in an injury crash has not been quantified. We examined the association between unlicensed driving and car crash injury using data from a population-based case control study. The study population was the drivers of all cars on public roads in the Auckland region. Cases were 571 vehicles involved in a crash resulting in any occupant being hospitalised or killed, from the study base, during the recruitment period. Controls were 588 vehicles selected from the driving population using a random cluster sampling method. The drivers of all vehicles completed a structured interview covering multiple potentially crash-related factors. Driving unlicensed was reported by 12% of case and 1% of control drivers. Unlicensed drivers were at significantly higher risk of car crash injury than those holding a valid licence (odds ratio 11.1, 95% confidence interval 4.2 to 29.7) after adjustment for age and sex. After further adjustment for education level, ethnicity, driving exposure, time of day, sleepiness score, year of vehicle manufacture, passenger carriage, seatbelt use, blood alcohol concentration, and travelling speed at time of crash, the increased risk was still present but no longer significant (OR 3.9, 95% CI 0.7-22.4). Unlicensed drivers are a high risk group for car crash injury after taking other crash-related risk factors into account. Strategies to reduce unlicensed driving may therefore facilitate reductions in road crashes, although further work is needed in this area.

  4. Effects of enforcement intensity on alcohol impaired driving crashes.

    PubMed

    Fell, James C; Waehrer, Geetha; Voas, Robert B; Auld-Owens, Amy; Carr, Katie; Pell, Karen

    2014-12-01

    Research measuring levels of enforcement has investigated whether increases in police activities (e.g., checkpoints, driving-while-intoxicated [DWI] special patrols) above some baseline level are associated with reduced crashes and fatalities. Little research, however, has attempted to quantitatively measure enforcement efforts and relate different enforcement levels to specific levels of the prevalence of alcohol-impaired driving. The objective of this study was to investigate the effects of law-enforcement intensity in a sample of communities on the rate of crashes involving a drinking driver. We analyzed the influence of different enforcement strategies and measures: (1) specific deterrence - annual number of driving-under-the-influence (DUI) arrests per capita; (2) general deterrence - frequency of sobriety checkpoint operations; (3) highly visible traffic enforcement - annual number of traffic stops per capita; (4) enforcement presence - number of sworn officers per capita; and (5) overall traffic enforcement - the number of other traffic enforcement citations per capita (i.e., seat belt citations, speeding tickets, and other moving violations and warnings) in each community. We took advantage of nationwide data on the local prevalence of impaired driving from the 2007 National Roadside Survey (NRS), measures of DUI enforcement activity provided by the police departments that participated in the 2007 NRS, and crashes from the General Estimates System (GES) in the same locations as the 2007 NRS. We analyzed the relationship between the intensity of enforcement and the prevalence of impaired driving crashes in 22-26 communities with complete data. Log-linear regressions were used throughout the study. A higher number of DUI arrests per 10,000 driving-aged population was associated with a lower ratio of drinking-driver crashes to non-drinking-driver crashes (p=0.035) when controlling for the percentage of legally intoxicated drivers on the roads surveyed in the

  5. Effects of Enforcement Intensity on Alcohol Impaired Driving Crashes

    PubMed Central

    Fell, James C.; Waehrer, Geetha; Voas, Robert B.; Auld-Owens, Amy; Carr, Katie; Pell, Karen

    2014-01-01

    Background Research measuring levels of enforcement has investigated whether increases in police activities (e.g., checkpoints, driving-while-intoxicated [DWI] special patrols) above some baseline level are associated with reduced crashes and fatalities. Little research, however, has attempted to quantitatively measure enforcement efforts and relate different enforcement levels to specific levels of the prevalence of alcohol-impaired driving. Objective The objective of this study was to investigate the effects of law-enforcement intensity in a sample of communities on the rate of crashes involving a drinking driver. We analyzed the influence of different enforcement strategies and measures: (1) specific deterrence -annual number of driving-under-the-influence (DUI) arrests per capita; (2) general deterrence -frequency of sobriety checkpoint operations; (3) highly visible traffic enforcement -annual number of traffic stops per capita; (4) enforcement presence - number of sworn officers per capita; and (5) overall traffic enforcement - the number of other traffic enforcement citations per capita (i.e., seat belt citations, speeding tickets, and other moving violations and warnings) in each community. Methods We took advantage of nationwide data on the local prevalence of impaired driving from the 2007 National Roadside Survey (NRS), measures of DUI enforcement activity provided by the police departments that participated in the 2007 NRS, and crashes from the General Estimates System (GES) in the same locations as the 2007 NRS. We analyzed the relationship between the intensity of enforcement and the prevalence of impaired driving crashes in 22 to 26 communities with complete data. Log-linear regressions were used throughout the study. Results A higher number of DUI arrests per 10,000 driving-aged population was associated with a lower ratio of drinking-driver crashes to non-drinking-driver crashes (p=0.035) when controlling for the percentage of legally intoxicated

  6. Influences of pre-crash braking induced dummy - forward displacements on dummy behaviour during EuroNCAP frontal crashtest.

    PubMed

    Woitsch, Gernot; Sinz, Wolfgang

    2014-01-01

    Combination of active and passive safety systems is a future key to further improvement in vehicle safety. Autonomous braking systems are able to reduce collision speeds, and therefore severity levels significantly. Passengers change their position due to pre-impact vehicle motion, a fact, which has not yet been considered in common crash tests. For this paper, finite elements simulations of crash tests were performed to show that forward displacements due to pre-crash braking do not necessarily increase dummy load levels. So the influence of different pre-crash scenarios, all leading to equal closing speeds in the crash phase, are considered in terms of vehicle motion (pitching, deceleration) and restraint system configurations (belt load limiter, pretensioner). The influence is evaluated by dummy loads as well as contact risk between the dummy and the interior.

  7. Outbreaks of health care-associated influenza-like illness in France: Impact of electronic notification.

    PubMed

    Munier-Marion, Elodie; Bénet, Thomas; Dananché, Cédric; Soing-Altach, Sophan; Maugat, Sylvie; Vaux, Sophie; Vanhems, Philippe

    2017-06-21

    Mandatory notification of health care-associated (HA) infections, including influenza-like illness (ILI) outbreaks, has been implemented in France since 2001. In 2012, the system moved to online electronic notification of HA infections (e-SIN). The objectives of this study are to describe ILI outbreak notifications to Santé publique France (SPF), the French national public health agency, and to evaluate the impact of notification dematerialization. All notifications of HA ILI outbreaks between July 2001 and June 2015 were included. Notifications before and after e-SIN implementation were compared regarding notification delay and information exhaustiveness. Overall, 506 HA ILI outbreaks were reported, accounting for 7,861 patients and health care professionals. Median delay between occurrence of the first case and notification was, respectively, 32 and 13 days before and after e-SIN utilization (P < .001). Information exhaustiveness was improved by electronic notification regarding HA status (8.5% of missing data before and 2.3% after e-SIN, P = .003), hypotheses of cause (25.4% of missing data before vs 8.0% after e-SIN, P < .001), and level of event control (23.7% of missing data before vs 7.5% after e-SIN, P < .001). HA influenza notifications, including HA ILI or influenza, to health authorities are essential to guide decisional instances and health care practices. Electronic notifications have improved the timeliness and quality of information transmitted. Copyright © 2017 Association for Professionals in Infection Control and Epidemiology, Inc. Published by Elsevier Inc. All rights reserved.

  8. Cost-effectiveness of provider-based HIV partner notification in urban Malawi.

    PubMed

    Rutstein, Sarah E; Brown, Lillian B; Biddle, Andrea K; Wheeler, Stephanie B; Kamanga, Gift; Mmodzi, Pearson; Nyirenda, Naomi; Mofolo, Innocent; Rosenberg, Nora E; Hoffman, Irving F; Miller, William C

    2014-01-01

    Provider-initiated partner notification for HIV effectively identifies new cases of HIV in sub-Saharan Africa, but is not widely implemented. Our objective was to determine whether provider-based HIV partner notification strategies are cost-effective for preventing HIV transmission compared with passive referral. We conducted a cost-effectiveness analysis using a decision-analytic model from the health system perspective during a 1-year period. Costs and outcomes of all strategies were estimated with a decision-tree model. The study setting was an urban sexually transmitted infection clinic in Lilongwe, Malawi, using a hypothetical cohort of 5000 sex partners of 3500 HIV-positive index cases. We evaluated three partner notification strategies: provider notification (provider attempts to notify indexes' locatable partners), contract notification (index given 1 week to notify partners then provider attempts notification) and passive referral (index is encouraged to notify partners, standard of care). Our main outcomes included cost (US dollars) per transmission averted, cost per new case identified and cost per partner tested. Based on estimated transmissions in a 5000-person cohort, provider and contract notification averted 27.9 and 27.5 new infections, respectively, compared with passive referral. The incremental cost-effectiveness ratio (ICER) was $3560 per HIV transmission averted for contract notification compared with passive referral. Provider notification was more expensive and slightly more effective than contract notification, yielding an ICER of $51 421 per transmission averted. ICERs were sensitive to the proportion of partners not contacted, but likely HIV positive and the probability of transmission if not on antiretroviral therapy. The costs per new case identified were $36 (provider), $18 (contract) and $8 (passive). The costs per partner tested were $19 (provider), $9 (contract) and $4 (passive). We conclude that, in this population, provider

  9. Cost-effectiveness of provider-based HIV partner notification in urban Malawi

    PubMed Central

    Rutstein, Sarah E; Brown, Lillian B; Biddle, Andrea K; Wheeler, Stephanie B; Kamanga, Gift; Mmodzi, Pearson; Nyirenda, Naomi; Mofolo, Innocent; Rosenberg, Nora E; Hoffman, Irving F; Miller, William C

    2014-01-01

    Provider-initiated partner notification for HIV effectively identifies new cases of HIV in sub-Saharan Africa, but is not widely implemented. Our objective was to determine whether provider-based HIV partner notification strategies are cost-effective for preventing HIV transmission compared with passive referral. We conducted a cost-effectiveness analysis using a decision-analytic model from the health system perspective during a 1-year period. Costs and outcomes of all strategies were estimated with a decision-tree model. The study setting was an urban sexually transmitted infection clinic in Lilongwe, Malawi, using a hypothetical cohort of 5000 sex partners of 3500 HIV-positive index cases. We evaluated three partner notification strategies: provider notification (provider attempts to notify indexes’ locatable partners), contract notification (index given 1 week to notify partners then provider attempts notification) and passive referral (index is encouraged to notify partners, standard of care). Our main outcomes included cost (US dollars) per transmission averted, cost per new case identified and cost per partner tested. Based on estimated transmissions in a 5000-person cohort, provider and contract notification averted 27.9 and 27.5 new infections, respectively, compared with passive referral. The incremental cost-effectiveness ratio (ICER) was $3560 per HIV transmission averted for contract notification compared with passive referral. Provider notification was more expensive and slightly more effective than contract notification, yielding an ICER of $51 421 per transmission averted. ICERs were sensitive to the proportion of partners not contacted, but likely HIV positive and the probability of transmission if not on antiretroviral therapy. The costs per new case identified were $36 (provider), $18 (contract) and $8 (passive). The costs per partner tested were $19 (provider), $9 (contract) and $4 (passive). We conclude that, in this population, provider

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

    PubMed

    Chen, Rong; Gabler, Hampton C

    2014-06-01

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

  11. 76 FR 11992 - Systems for Telephonic Notification of Unsafe Conditions at Highway-Rail and Pathway Grade Crossings

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-03-04

    ... of warning system malfunctions'' rather than ``credible report of system malfunction.'' To address... report of warning system malfunction'' in Sec. 234.5. Furthermore, as a minor clarification within the... highway-rail crossings because Subpart C deals only with ] reports of warning system malfunctions and...

  12. Volvo and Infiniti drivers' experiences with select crash avoidance technologies.

    PubMed

    Braitman, Keli A; McCartt, Anne T; Zuby, David S; Singer, Jeremiah

    2010-06-01

    Vehicle-based crash avoidance systems can potentially reduce crashes, but success depends on driver acceptance and understanding. This study gauged driver use, experience, and acceptance among early adopters of select technologies. Telephone interviews were conducted in early 2009 with 380 owners of Volvo vehicles equipped with forward collision warning with autobrake, lane departure warning, side-view assist, and/or active bi-xenon headlights and 485 owners of Infiniti vehicles with lane departure warning/prevention. Most owners kept systems turned on most of the time, especially forward collision warning with autobrake and side-view assist. The exception was lane departure prevention; many owners were unaware they had it, and the system must be activated each time the vehicle is started. Most owners reported being safer with the technologies and would want them again on their next vehicles. Perceived false or unnecessary warnings were fairly common, particularly with side-view assist. Some systems were annoying, especially lane departure warning. Many owners reported safer driving behaviors such as greater use of turn signals (lane departure warning), increased following distance (forward collision warning), and checking side mirrors more frequently (side-view assist), but some reported driving faster at night (active headlights). Despite some unnecessary or annoying warnings, most Volvo and Infiniti owners use crash avoidance systems most of the time. Among early adopters, the first requirement of effective warning systems (that owners use the technology) seems largely met. Systems requiring activation by drivers for each trip are used less often. Owner experience with the latest technologies from other automobile manufacturers should be studied, as well as for vehicles on which technologies are standard (versus optional) equipment. The effectiveness of technologies in preventing and mitigating crashes and injuries, and user acceptance of interfaces, should be

  13. High crash areas resulting in injuries and deaths in Tehran traffic areas from november 2011 through february 2012: a geographic information system analysis

    PubMed Central

    Salamati, Payman; Moradi, Ali; Soori, Hamid; Amiri, Mousa; Soltani, Majid

    2015-01-01

    Background: Evaluation of intra-city roads in terms of environmental factors of motor vehicle injuries can help us to better identify these factors and the share of each of the factors in injuries. Therefore, this study was conducted to determine the high injury areas and the risk factors of motor vehicle crashes resulting in injury and death in Tehran, the capital city of Iran, from November 2011 through February 2012. Methods: In this cross sectional study, the locations of the motor vehicle injuries resulting in injuries and deaths were obtained from police stations in Tehran. The coordinates of the injuries locations were extracted and entered into the Arc-GIS software to overlay the different layers of geographical data and extract the risk map. Results: A total of 4257 motor vehicle injuries were evaluated in this study. Forty-two injuries (1%) resulted in death and 4215 injuries (99%) resulted in injury. The traffic districts 5 and 21 had the highest frequency of injuries resulting in death. The type of the motor vehicle resulting in injury or death was motorcycle in 2330 injuries (54.73%). Conclusion: The frequency of traffic injuries is more in the west and northwest areas of Tehran, and it is caused more by motorcycles in terms of traffic and motor injuries resulting in injury and death. It is useful to conduct more studies to better identify these factors considering their importance in traffic injuries. PMID:26478872

  14. Effect of repeal of the national maximum speed limit law on occurrence of crashes, injury crashes, and fatal crashes on Utah highways.

    PubMed

    Vernon, Donald D; Cook, Lawrence J; Peterson, Katharine J; Michael Dean, J

    2004-03-01

    Speed limits were increased in Utah and other States after repeal of the national maximum speed limit law (NMSL) in 1995. This study analyzed effects of the increased speed limit on Utah highways on crash rates, fatality crash rates, and injury crash rates. Annual (1992-1999) rates of crashes, fatality crashes, and injury crashes for the following highway categories were calculated: urban Interstate segments (current speed limit 60-65 miles per hour (mph)); rural Interstate segments (current speed limit 70-75 mph); 55 mph rural non-Interstate highway segments; and high-speed non-Interstate highways (current speed limit 60-65 mph). Data were analyzed using autoregressive integrative moving average intervention time series analysis techniques. There were significant increases in total crash rates on urban (60-65 mph) Interstate segments (confounded by extensive ongoing highway construction on these highways), and in fatal crash rates on high-speed (60-65 mph) rural non-Interstate segments. The following variables were unaffected: total, fatality, and injury crash rates on rural Interstate segments; fatality and injury crash rates on urban Interstate segments; total and injury crash rates on high-speed non-Interstate segments. These results show an adverse effect on crash occurrence for subsets of crash types and highways, but do not show a major overall effect of NMSL repeal and increased speed limit on crash occurrence on Utah highways.

  15. 45 CFR 1159.4 - How will the public receive notification of the Endowment's systems of records?

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... establish any new routine uses of any of its systems of records, thereby providing the public an opportunity... name of the system of records for which the routine use is to be established; (2) The authority for the system; (3) The purpose for which the record is to be maintained; (4) The proposed routine use(s); (5...

  16. 45 CFR 1159.4 - How will the public receive notification of the Endowment's systems of records?

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... establish any new routine uses of any of its systems of records, thereby providing the public an opportunity... name of the system of records for which the routine use is to be established; (2) The authority for the system; (3) The purpose for which the record is to be maintained; (4) The proposed routine use(s); (5...

  17. Marijuana use and car crash injury.

    PubMed

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

    2005-05-01

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

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

    NASA Technical Reports Server (NTRS)

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

    2015-01-01

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

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

    SciTech Connect

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

    2014-10-21

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

  20. Motor vehicle occupant injuries to children in crash and noncrash events.

    PubMed

    Argan, A; Dunkle, D E

    1982-12-01

    The mechanisms and severity of nonfatal injuries to children in crash and noncrash situations were compared: 82 children (15%) were involved in noncrash events and 466 (85%) were involved in crash events. Younger children (0 to 4 years of age) were more likely to be injured in a noncrash incident. The mechanism of injury was significantly different; 45% of the children injured in a noncrash event were ejected in contrast to 5% of the children injured in a crash event. Although more severe injuries were sustained in crashes, most of the children who were ejected in a noncrash event sustained at least moderate injuries. Use of restraint systems, door lock mechanisms, and appropriate passenger seating locations in the motor vehicle are three simple measures that could attenuate or eliminate noncrash injury.

  1. Notification of change in a data base

    SciTech Connect

    Nelson, B.C.

    1981-10-05

    The Supervisory Control and Diagnostics System for the Mirror Fusion Test Facility is an event driven system; tasks that handle specific events are active only when those events occur. One method of monitoring and generating events is the data base notification facility; a task can request that it be loaded and started by the dbms if a data element is touched or goes outside of a specified range. The motivations for this facility (along with an example of its use and some specifics regarding how it is done) are presented.

  2. Factors Contributing to Crashes among Young Drivers

    PubMed Central

    Bates, Lyndel J.; Davey, Jeremy; Watson, Barry; King, Mark J.; Armstrong, Kerry

    2014-01-01

    Young drivers are the group of drivers most likely to crash. There are a number of factors that contribute to the high crash risk experienced by these drivers. While some of these factors are intrinsic to the young driver, such as their age, gender or driving skill, others relate to social factors and when and how often they drive. This article reviews the factors that affect the risk of young drivers crashing to enable a fuller understanding of why this risk is so high in order to assist in developing effective countermeasures. PMID:25097763

  3. Post-crash fuel dispersal

    SciTech Connect

    Tieszen, S.R.

    1997-03-01

    This paper is a brief overview of work over the last several decades in understanding what occurs to jet fuel stored in aircraft fuel tanks on impact with the ground. Fuel dispersal is discussed in terms of the overall crash dynamics process and impact regimes are identified. In a generic sense, the types of flow regimes which can occur are identified and general descriptions of the processes are given. Examples of engineering level tools, both computational and experimental, which have applicability to analyzing the complex environments are presented. Finally, risk based decision is discussed as a quick means of identifying requirements for development of preventative or mitigation strategies, such as further work on the development of an anti-misting agent.

  4. Nonlinear structural crash dynamics analyses

    NASA Technical Reports Server (NTRS)

    Hayduk, R. J.; Thomson, R. G.; Wittlin, G.; Kamat, M. P.

    1979-01-01

    Presented in this paper are the results of three nonlinear computer programs, KRASH, ACTION and DYCAST used to analyze the dynamic response of a twin-engine, low-wing airplane section subjected to a 8.38 m/s (27.5 ft/s) vertical impact velocity crash condition. This impact condition simulates the vertical sink rate in a shallow aircraft landing or takeoff accident. The three distinct analysis techniques for nonlinear dynamic response of aircraft structures are briefly examined and compared versus each other and the experimental data. The report contains brief descriptions of the three computer programs, the respective aircraft section mathematical models, pertinent data from the experimental test performed at NASA Langley, and a comparison of the analyses versus test results. Cost and accuracy comparisons between the three analyses are made to illustrate the possible uses of the different nonlinear programs and their future potential.

  5. Ocular injuries in automobile crashes.

    PubMed

    Huelke, D F; O'Day, J; Barhydt, W H

    1982-01-01

    Tempered windshields commonly used in Europe have been shown to be related to the relatively high incidence of ocular injuries. Although windshields of the High Penetration Resistant (HPR) type in cars in North America are not at all significantly involved in ocular injuries, still about 50 % of the injuries of the eye area are caused by glass. The HPR windshield probably is the main reason for the relatively low occurrence of ocular injuries in United States crashes compared to these injuries reported from countries with tempered windshields. No ocular injuries were observed among belted occupants in this study. It appears that the increased use of lap-shoulder belts would decrease the likelihood of occupant contact with the windshield, mirrors, roof support, steering wheel, and instrument panel- about two thirds of the occupant contacts related to ocular injury- and thus reduce the incidence of ocular injuries leading to decreased vision.

  6. 48 CFR 52.215-19 - Notification of Ownership Changes.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... 48 Federal Acquisition Regulations System 2 2010-10-01 2010-10-01 false Notification of Ownership Changes. 52.215-19 Section 52.215-19 Federal Acquisition Regulations System FEDERAL ACQUISITION REGULATION... to occur, that could result in changes in the valuation of its capitalized assets in the...

  7. 48 CFR 52.243-7 - Notification of Changes.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... 48 Federal Acquisition Regulations System 2 2011-10-01 2011-10-01 false Notification of Changes. 52.243-7 Section 52.243-7 Federal Acquisition Regulations System FEDERAL ACQUISITION REGULATION... representative of the Contracting Officer. Specifically Authorized Representative (SAR), as used in this...

  8. 48 CFR 249.7001 - Congressional notification on significant contract terminations.

    Code of Federal Regulations, 2012 CFR

    2012-10-01

    ... on significant contract terminations. 249.7001 Section 249.7001 Federal Acquisition Regulations System DEFENSE ACQUISITION REGULATIONS SYSTEM, DEPARTMENT OF DEFENSE CONTRACT MANAGEMENT TERMINATION OF CONTRACTS Special Termination Requirements 249.7001 Congressional notification on significant...

  9. 48 CFR 249.7001 - Congressional notification on significant contract terminations.

    Code of Federal Regulations, 2013 CFR

    2013-10-01

    ... on significant contract terminations. 249.7001 Section 249.7001 Federal Acquisition Regulations System DEFENSE ACQUISITION REGULATIONS SYSTEM, DEPARTMENT OF DEFENSE CONTRACT MANAGEMENT TERMINATION OF CONTRACTS Special Termination Requirements 249.7001 Congressional notification on significant...

  10. 48 CFR 249.7001 - Congressional notification on significant contract terminations.

    Code of Federal Regulations, 2011 CFR

    2011-10-01

    ... on significant contract terminations. 249.7001 Section 249.7001 Federal Acquisition Regulations System DEFENSE ACQUISITION REGULATIONS SYSTEM, DEPARTMENT OF DEFENSE CONTRACT MANAGEMENT TERMINATION OF CONTRACTS Special Termination Requirements 249.7001 Congressional notification on significant...

  11. 48 CFR 249.7001 - Congressional notification on significant contract terminations.

    Code of Federal Regulations, 2014 CFR

    2014-10-01

    ... on significant contract terminations. 249.7001 Section 249.7001 Federal Acquisition Regulations System DEFENSE ACQUISITION REGULATIONS SYSTEM, DEPARTMENT OF DEFENSE CONTRACT MANAGEMENT TERMINATION OF CONTRACTS Special Termination Requirements 249.7001 Congressional notification on significant...

  12. 48 CFR 249.7001 - Congressional notification on significant contract terminations.

    Code of Federal Regulations, 2010 CFR

    2010-10-01

    ... on significant contract terminations. 249.7001 Section 249.7001 Federal Acquisition Regulations System DEFENSE ACQUISITION REGULATIONS SYSTEM, DEPARTMENT OF DEFENSE CONTRACT MANAGEMENT TERMINATION OF CONTRACTS Special Termination Requirements 249.7001 Congressional notification on significant...

  13. Characterization of the occult nature of injury for frequently occurring motor vehicle crash injuries.

    PubMed

    Schoell, Samantha L; Doud, Andrea N; Weaver, Ashley A; Talton, Jennifer W; Barnard, Ryan T; Winslow, James E; Stitzel, Joel D

    2017-01-01

    Occult injuries are not easily detected and can be potentially life-threatening. The purpose of this study was to quantify the perceived occultness of the most frequent motor vehicle crash injuries according to emergency medical services (EMS) professionals. An electronic survey was distributed to 1,125 EMS professionals who were asked to quantify the likelihood that first responders would miss symptoms related to a particular injury on a 5-point Likert scale. The Occult Score for each injury was computed from the average of all the survey responses and normalized to be a continuous metric ranging from 0 to 1 where 0 is a non-occult (highly apparent on initial presentation) injury and 1 is an occult (unapparent on initial presentation) injury. Overall, 110,671 survey responses were collected. The Occult Score ranged from 0 to 1 with a mean, median, and standard deviation of 0.443, 0.450, and 0.233, respectively. When comparing the Occult Score of an injury to its corresponding AIS severity, there was no relationship between the metrics. When stratifying by body region, injury type, and AIS severity, it was evident that AIS 2-4 abdominal injuries with lacerations, hemorrhage, or contusions were perceived as the most occult injuries. Timely triage is key to reduce the morbidity and mortality associated with occult injuries. The Occult Score developed in this study to describe the predictability of an injury in a motor vehicle crash will be used as part of a larger effort, including incorporation into an advanced automatic crash notification (AACN) algorithm to detect crash conditions associated with a patient's need for prompt treatment at a trauma center. Copyright © 2016 Elsevier Ltd. All rights reserved.

  14. 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.

  15. An assessment of the case notification system 16 months after Typhoon Haiyan in Region 8, the Philippines

    PubMed Central

    de los Reyes, Vikki Carr; Sucaldito, Ma Nemia; Ligon-Imperio, Lilia; Peñas, Johnette; Rebato, Niño; Tayag, Enrique

    2015-01-01

    Introduction The Philippines Department of Health uses the Philippine Integrated Disease Surveillance and Response (PIDSR) system to monitor 25 diseases and syndromes that have the potential to cause outbreaks. The focus of this system is to strengthen the capacity of local government units for early detection and response to outbreaks. After Typhoon Haiyan, routine disease surveillance activities were suspended at the Epidemiology and Surveillance Units (ESUs) at the city and provincial levels, as well as laboratory services; surveillance resumed as soon as local conditions allowed. Method We conducted an assessment of PIDSR in March 2015, 16 months post-Haiyan, in Region 8, the most heavily affected region. We used key informant interviews and a review of data from the system to assess the core surveillance and support functions. Results All ESUs reported they were performing all surveillance core functions, although laboratory confirmation needed to be strengthened at the regional reference laboratory. Access to working communication equipment also needed improvement as did timeliness and completeness of reporting. Discussion Assessment of surveillance activities, resources and quality should be conducted post-disaster. The strength and operations of the disease surveillance system usually requires support from the local, regional and national governments, especially if there are legal mandates and legislation that includes the system in disaster planning. Regular monitoring of the system is recommended to ensure stability, system development, increased outbreak detection and fewer morbidities and fatalities. PMID:26767140

  16. 40 CFR 96.362 - Notification.

    Code of Federal Regulations, 2013 CFR

    2013-07-01

    ... Season Allowance Transfers § 96.362 Notification. (a) Notification of recordation. Within 5 business days of recordation of a CAIR NOX Ozone Season allowance transfer under § 96.361, the Administrator will...) Notification of non-recordation. Within 10 business days of receipt of a CAIR NOX Ozone Season...

  17. 75 FR 34754 - Privacy Act; Notification of a New Privacy Act System of Records, Title Eight Automated Paperless...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-06-18

    ... process, track, and maintain housing discrimination complaints submitted by complainants with allegations of housing discrimination. FHEO will utilize TEAPOTS as an automated case management system, to... discrimination complaint (known as Complainants) and their representatives; all persons and/or...

  18. A multinomial logit model-Bayesian network hybrid approach for driver injury severity analyses in rear-end crashes.

    PubMed

    Chen, Cong; Zhang, Guohui; Tarefder, Rafiqul; Ma, Jianming; Wei, Heng; Guan, Hongzhi

    2015-07-01

    Rear-end crash is one of the most common types of traffic crashes in the U.S. A good understanding of its characteristics and contributing factors is of practical importance. Previously, both multinomial Logit models and Bayesian network methods have been used in crash modeling and analysis, respectively, although each of them has its own application restrictions and limitations. In this study, a hybrid approach is developed to combine multinomial logit models and Bayesian network methods for comprehensively analyzing driver injury severities in rear-end crashes based on state-wide crash data collected in New Mexico from 2010 to 2011. A multinomial logit model is developed to investigate and identify significant contributing factors for rear-end crash driver injury severities classified into three categories: no injury, injury, and fatality. Then, the identified significant factors are utilized to establish a Bayesian network to explicitly formulate statistical associations between injury severity outcomes and explanatory attributes, including driver behavior, demographic features, vehicle factors, geometric and environmental characteristics, etc. The test results demonstrate that the proposed hybrid approach performs reasonably well. The Bayesian network reference analyses indicate that the factors including truck-involvement, inferior lighting conditions, windy weather conditions, the number of vehicles involved, etc. could significantly increase driver injury severities in rear-end crashes. The developed methodology and estimation results provide insights for developing effective countermeasures to reduce rear-end crash injury severities and improve traffic system safety performance.

  19. Cost of Crashes Related to Road Conditions, United States, 2006

    PubMed Central

    Zaloshnja, Eduard; Miller, Ted R.

    2009-01-01

    This is the first study to estimate the cost of crashes related to road conditions in the U.S. To model the probability that road conditions contributed to the involvement of a vehicle in the crash, we used 2000–03 Large Truck Crash Causation Study (LTCCS) data, the only dataset that provides detailed information whether road conditions contributed to crash occurrence. We applied the logistic regression results to a costed national crash dataset in order to calculate the probability that road conditions contributed to the involvement of a vehicle in each crash. In crashes where someone was moderately to seriously injured (AIS-2-6) in a vehicle that harmfully impacted a large tree or medium or large non-breakaway pole, or if the first harmful event was collision with a bridge, we changed the calculated probability of being road-related to 1. We used the state distribution of costs of fatal crashes where road conditions contributed to crash occurrence or severity to estimate the respective state distribution of non-fatal crash costs. The estimated comprehensive cost of traffic crashes where road conditions contributed to crash occurrence or severity was $217.5 billion in 2006. This represented 43.6% of the total comprehensive crash cost. The large share of crash costs related to road design and conditions underlines the importance of these factors in highway safety. Road conditions are largely controllable. Road maintenance and upgrading can prevent crashes and reduce injury severity. PMID:20184840

  20. Incidence and characteristics of school bus crashes and injuries.

    PubMed

    Yang, Jingzhen; Peek-Asa, Corinne; Cheng, Gang; Heiden, Erin; Falb, Scott; Ramirez, Marizen

    2009-03-01

    Studies of school bus crashes have focused on the biomechanics of catastrophic collisions, with very few examining crash incidence. Crashes in the state of Iowa were examined from January 2002 through December 2005. School bus crashes were identified through the Iowa Crash Data, a comprehensive database of all reported crashes in the State of Iowa. School bus mileage data were provided by the Iowa Department of Education. School bus crash, fatality, and injury rates were calculated and differences in crash and injury characteristics between school buses and other vehicles were examined. The school bus crash, fatality and non-fatal injury rates were 320.7, 0.4 and 13.6 per 100 million bus miles travelled, respectively. School bus crash fatality and injury rates were 3.5 and 5.4 times lower than overall all vehicle crash fatality and injury rates, respectively. Drivers of other vehicles were more likely to have caused the crash than the bus driver (P<0.001). School buses experience low crash rates, and the majority of crashes do not lead to injury. Buses are among the safest forms of road transportation, and efforts to educate drivers of other vehicles may help reduce crashes with buses.

  1. Tuberculosis notifications in Australia, 2010.

    PubMed

    Bareja, Christina; Waring, Justin; Stapledon, Richard

    2014-03-31

    The National Notifiable Diseases Surveillance System received 1,353 tuberculosis (TB) notifications in 2010, representing a rate of 6.1 cases per 100,000 population. While rates of 5 to 6 cases per 100,000 population for TB have been maintained in Australia, since first achieved in the mid-1980s, there has been a steady increase in incidence over the past decade. The incidence in the Australian-born Indigenous population was 7.5 per 100,000 population, which is 11 times the incidence reported in the Australian-born non-Indigenous population of 0.7 per 100,000 population. Overseas-born people accounted for 90% of all cases notified in 2010 and represented a rate of 24 per 100,000 population. International students have been recognised as an increasingly important group, representing 25% of all overseas-born cases notified in 2010, and are a focus of this report. Household or other close contact with TB or past residence in a high risk country were the most commonly reported risk factors for TB infection. Outcome data for the 2009 TB cohort indicate that treatment success was attained in more than 95% of cases. As Australia continues to contribute to global TB control it is important to maintain good centralised national reporting of TB to identify populations at risk and monitor trends in TB. copyright@health.gov.au

  2. Emergency notifications: Twentieth century or twenty-first?

    PubMed

    Curran, Kevin

    This article explores one area of the decision-making process for emergency managers: when and how to issue a public notification. For certain emergencies, a plan is in place. In other scenarios, a notification decision must be made that could be the difference between life and death. Perhaps the best known of these options is the mass media Emergency Alert System. However, newer options may provide better ways to inform a potentially affected population. Through interviews and literature reviews, this article will explore the choices available and the need for a coherent decision to be made in a difficult environment.

  3. CDC Vital Signs: Motor Vehicle Crash Deaths

    MedlinePlus

    ... more progress in reducing crash deaths. Drivers and passengers can: Use a seat belt in every seat, ... federal partners. www.cdc.gov/motorvehiclesafety/ Drivers and passengers can Use a seat belt in every seat, ...

  4. Crash test for the restricted three-body problem.

    PubMed

    Nagler, Jan

    2005-02-01

    The restricted three-body problem serves to investigate the chaotic behavior of a small body under the gravitational influence of two heavy primary bodies. We analyze numerically the phase space mixing of bounded motion, escape, and crash in this simple model of (chaotic) celestial mechanics. The presented extensive numerical analysis reveals a high degree of complexity. We extend the recently presented findings for the Copenhagen case of equal main masses to the general case of different primary body masses. Collisions of the small body onto the primaries are comparatively frequent, and their probability displays a scale-free dependence on the size of the primaries as shown for the Copenhagen case. Interpreting the crash as leaking in phase space the results are related to both chaotic scattering and the theory of leaking Hamiltonian systems.

  5. Transient analysis techniques in performing impact and crash dynamic studies

    NASA Technical Reports Server (NTRS)

    Pifko, A. B.; Winter, R.

    1989-01-01

    Because of the emphasis being placed on crashworthiness as a design requirement, increasing demands are being made by various organizations to analyze a wide range of complex structures that must perform safely when subjected to severe impact loads, such as those generated in a crash event. The ultimate goal of crashworthiness design and analysis is to produce vehicles with the ability to reduce the dynamic forces experienced by the occupants to specified levels, while maintaining a survivable envelope around them during a specified crash event. DYCAST is a nonlinear structural dynamic finite element computer code that started from the plans systems of a finite element program for static nonlinear structural analysis. The essential features of DYCAST are outlined.

  6. Using Social Context and E-Learner Identity as a Framework for an E-Learning Notification System

    ERIC Educational Resources Information Center

    Amelung, Chris

    2007-01-01

    Educational practitioners and theorists have long recognized that education is a social activity where people make sense of information through interactions that support internalization and externalization. Unfortunately, applying a social theory of learning to the field of e-learning is challenging. Online course management systems (CMS) are…

  7. Using Social Context and E-Learner Identity as a Framework for an E-Learning Notification System

    ERIC Educational Resources Information Center

    Amelung, Chris

    2007-01-01

    Educational practitioners and theorists have long recognized that education is a social activity where people make sense of information through interactions that support internalization and externalization. Unfortunately, applying a social theory of learning to the field of e-learning is challenging. Online course management systems (CMS) are…

  8. A 5-year comparison of performance of sentinel and mandatory notification surveillance systems for measles in Switzerland.

    PubMed

    Richard, Jean-Luc; Vidondo, Beatriz; Mäusezahl, Mirjam

    2008-01-01

    A sensitive, specific and timely surveillance is necessary to monitor progress towards measles elimination. We evaluated the performance of sentinel and mandatory-based surveillance systems for measles in Switzerland during a 5-year period by comparing 145 sentinel and 740 mandatory notified cases. The higher proportion of physicians who reported at least one case per year in the sentinel system suggests underreporting in the recently introduced mandatory surveillance for measles. Accordingly, the latter reported 2-36-fold lower estimates for incidence rates than the sentinel surveillance. However, these estimates were only 0.6-12-fold lower when we considered confirmed cases alone, which indicates a higher specificity of the mandatory surveillance system. In contrast, the sentinel network, which covers 3.5% of all outpatient consultations, detected only weakly and late a major national measles epidemic in 2003 and completely missed 2 of 10 cantonal outbreaks. Despite its better timeliness and greater sensitivity in case detection, the sentinel system, in the current situation of low incidence, is insufficient to perform measles control and to monitor progress towards elimination.

  9. Notification: Audit of EPA’s Protection of Systems With Access to National Security or Personally Identifiable Information

    EPA Pesticide Factsheets

    Project #OA-FY16-0126, March 14, 2016. The EPA OIG plans to begin fieldwork for an audit of the EPA’s compliance with the mandated “Inspector General Report on Covered Systems,” as outlined in the Cybersecurity Act of 2015.

  10. Prescription Medication Usage and Crash Culpability in a Population of Injured Drivers

    PubMed Central

    Dischinger, Patricia; Li, Jingyi; Smith, Gordon S.; Ho, Shiu; Auman, Kimberly; Shojai, Dawn

    2011-01-01

    There has been increasing concern regarding the role of prescription drug use in the causation of traffic crashes. The goal of this research is to describe the prevalence of prescription drug use among injured trauma patients and determine the association between classes of drugs and crash culpability, a surrogate measure of crash risk. Methods: Patient records, including chronic medication usage, for all drivers admitted to a trauma center following a traffic collision in 2008 (N=1,558) were linked with police crash reports to determine crash culpability. Multivariable analyses explored the association between medication use and crash culpability among non-drinking drivers. Adjusted odds ratios and 95% confidence intervals were compared among drivers who were and were not using central nervous system (CNS)-acting medications (single and multiple). Results: 61.5% of all drivers were using any medications and usage increased with age, as did numbers of prescriptions per driver. Logistic regression analyses revealed that drivers who used CNS medications had an increased risk of culpability; those on more than one such medication had a crude (unadjusted) odds ratio of 2.16 for having caused the crash. Among drivers less than 45 years old, CNS medications did not significantly increase the risk of crash culpability. However, among drivers aged 45 or greater, the odds ratios for one, two, or 2+ CNS medications vs. none increased dramatically from 1.89 to 4.23 to 7.99, respectively. Conclusions: These results suggest that special attention should be given to older drivers (45+) using two or more CNS-acting agents. PMID:22105397

  11. Estimating under-reporting of road crash injuries to police using multiple linked data collections.

    PubMed

    Watson, Angela; Watson, Barry; Vallmuur, Kirsten

    2015-10-01

    The reliance on police data for the counting of road crash injuries can be problematic, as it is well known that not all road crash injuries are reported to police which under-estimates the overall burden of road crash injuries. The aim of this study was to use multiple linked data sources to estimate the extent of under-reporting of road crash injuries to police in the Australian state of Queensland. Data from the Queensland Road Crash Database (QRCD), the Queensland Hospital Admitted Patients Data Collection (QHAPDC), Emergency Department Information System (EDIS), and the Queensland Injury Surveillance Unit (QISU) for the year 2009 were linked. The completeness of road crash cases reported to police was examined via discordance rates between the police data (QRCD) and the hospital data collections. In addition, the potential bias of this discordance (under-reporting) was assessed based on gender, age, road user group, and regional location. Results showed that the level of under-reporting varied depending on the data set with which the police data was compared. When all hospital data collections are examined together the estimated population of road crash injuries was approximately 28,000, with around two-thirds not linking to any record in the police data. The results also showed that the under-reporting was more likely for motorcyclists, cyclists, males, young people, and injuries occurring in Remote and Inner Regional areas. These results have important implications for road safety research and policy in terms of: prioritising funding and resources; targeting road safety interventions into areas of higher risk; and estimating the burden of road crash injuries.

  12. Graduated driver license compliant teens involved in fatal motor vehicle crashes.

    PubMed

    Pressley, Joyce C; Addison, Diane; Dawson, Patrick; Nelson, Sharifa S

    2015-09-01

    Significant reductions in motor vehicle injury mortality have been reported for teen drivers after passage of graduated driver licensing (GDL), seat belt, and no tolerance alcohol and drug laws. Despite this, teen drivers remain a vulnerable population with elevated fatal crash involvement. This study examines driver, vehicle, and crash characteristics of GDL-compliant, belted, and unimpaired teen drivers with the goal of identifying areas where further improvements might be realized. The Fatality Analysis Reporting System (FARS) for 2007 to 2009 was used to examine and classify driver violations/errors in compliant teen drivers (n = 1,571) of passenger vehicles involved in a fatal collision. Teens driving unbelted, non-GDL compliant, or impaired by alcohol or drugs were excluded. Statistical analysis used χ, Fisher's exact and multivariable logistic regression. Odds ratios are reported with 95% confidence intervals. Significance was defined as p < 0.05. Nearly one third (n = 1,571) of teen drivers involved in a fatal motor vehicle crash were GDL compliant, unimpaired, and belted. The majority held an intermediate GDL license (90.6%). Crash-related factors were identified for 63.1% of fatal crashes. Age- and sex-adjusted odds identified overcorrecting, speeding, lane errors, school morning crashes, distractions, and driving on slippery surfaces as having increased odds of fatality for the teen driver as well as newer vehicle models and heavier vehicle weight as protective. Among compliant drivers, weekday crashes before and after school and committing a driving violation at the time of crash were associated with increased risk of driver death and higher incidence of incapacitating injury in surviving drivers. Therapeutic study, level V.

  13. Crash Impact Demonstration. (pt 2/10)

    NASA Technical Reports Server (NTRS)

    1984-01-01

    This clip: One of the 'wing cutters' rips through the starboard inboard engine, rupturing fuel lines before tearing open the wing tanks and releasing huge quantities of fuel. The very unlikely then happens With narration. Background: On December 1st, 1984, a remote controlled 4 engined transport jet took off from Edwards AFB, CA and crashed into a barren patch of nearby desert. This Controlled Impact Demonstration was a joint R&D program by the FAA and NASA. The FAA designed the C.I.D. to underscore results of exhaustive research in two areas of aircraft safety: improved crash protection and reduced post-crash fire hazards.Despite the fact the crash did not go exactly as designed C.I.D.did achieve its primary objectives.The analysis of C.I.D. data continues. The CID's crash wothiness tests were as important to the FAA as the fire safety tests. The crash protection objectives were: 1st: To obtain data on impact forces and their transmission thru the structure to the seats and occupants. 2nd: To evaluate the performance of existing and advanced energy absorbing seats. 3rd :To compare tests used to predict structural behaviour with an actual crash. AMK (anti-misting kerosene) fuel was employed in the test. The FAA has examined AMK's potential for protecting commercial transports from ignition of misted fuels. All research indicated that AMK would be effective in preventing this problem. The C.I.D. was an opportunity to use AMK in a realistic, impact-survivable crash.

  14. Crash Impact Demonstration. (pt 1/10)

    NASA Technical Reports Server (NTRS)

    1984-01-01

    This clip: Front view, long shot. The model scenario is gone, as the plane impacts short of the target area and port wing first, skidding to the left. With narration. Background: On December 1st, 1984, a remote controlled 4 engined transport jet took off from Edwards AFB, CA and crashed into a barren patch of nearby desert. This Controlled Impact Demonstration was a joint R&D program by the FAA and NASA. The FAA designed the C.I.D. to underscore results of exhaustive research in two areas of aircraft safety: improved crash protection and reduced post-crash fire hazards.Despite the fact the crash did not go exactly as designed C.I.D.did achieve its primary objectives.The analysis of C.I.D. data continues. The CID's crash wothiness tests were as important to the FAA as the fire safety tests. The crash protection objectives were: 1st: To obtain data on impact forces and their transmission thru the structure to the seats and occupants. 2nd: To evaluate the performance of existing and advanced energy absorbing seats. 3rd :To compare tests used to predict structural behaviour with an actual crash. AMK (anti-misting kerosene) fuel was employed in the test. The FAA has examined AMK's potential for protecting commercial transports from ignition of misted fuels. All research indicated that AMK would be effective in preventing this problem. The C.I.D. was an opportunity to use AMK in a realistic, impact-survivable crash.

  15. 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.

  16. Crash Tests of Protective Airplane Floors

    NASA Technical Reports Server (NTRS)

    Carden, H. D.

    1986-01-01

    Energy-absorbing floors reduce structural buckling and impact forces on occupants. 56-page report discusses crash tests of energy-absorbing aircraft floors. Describes test facility and procedures; airplanes, structural modifications, and seats; crash dynamics; floor and seat behavior; and responses of anthropometric dummies seated in airplanes. Also presents plots of accelerations, photographs and diagrams of test facility, and photographs and drawings of airplanes before, during, and after testing.

  17. Crash Tests of Protective Airplane Floors

    NASA Technical Reports Server (NTRS)

    Carden, H. D.

    1986-01-01

    Energy-absorbing floors reduce structural buckling and impact forces on occupants. 56-page report discusses crash tests of energy-absorbing aircraft floors. Describes test facility and procedures; airplanes, structural modifications, and seats; crash dynamics; floor and seat behavior; and responses of anthropometric dummies seated in airplanes. Also presents plots of accelerations, photographs and diagrams of test facility, and photographs and drawings of airplanes before, during, and after testing.

  18. Bicycling crashes on streetcar (tram) or train tracks: mixed methods to identify prevention measures.

    PubMed

    Teschke, Kay; Dennis, Jessica; Reynolds, Conor C O; Winters, Meghan; Harris, M Anne

    2016-07-22

    Streetcar or train tracks in urban areas are difficult for bicyclists to negotiate and are a cause of crashes and injuries. This study used mixed methods to identify measures to prevent such crashes, by examining track-related crashes that resulted in injuries to cyclists, and obtaining information from the local transit agency and bike shops. We compared personal, trip, and route infrastructure characteristics of 87 crashes directly involving streetcar or train tracks to 189 crashes in other circumstances in Toronto, Canada. We complemented this with engineering information about the rail systems, interviews of personnel at seven bike shops about advice they provide to customers, and width measurements of tires on commonly sold bikes. In our study, 32 % of injured cyclists had crashes that directly involved tracks. The vast majority resulted from the bike tire being caught in the rail flangeway (gap in the road surface alongside rails), often when cyclists made unplanned maneuvers to avoid a collision. Track crashes were more common on major city streets with parked cars and no bike infrastructure, with left turns at intersections, with hybrid, racing and city bikes, among less experienced and less frequent bicyclists, and among women. Commonly sold bikes typically had tire widths narrower than the smallest track flangeways. There were no track crashes in route sections where streetcars and trains had dedicated rights of way. Given our results, prevention efforts might be directed at individual knowledge, bicycle tires, or route design, but their potential for success is likely to differ. Although it may be possible to reach a broader audience with continued advice about how to avoid track crashes, the persistence and frequency of these crashes and their unpredictable circumstances indicates that other solutions are needed. Using tires wider than streetcar or train flangeways could prevent some crashes, though there are other considerations that lead many

  19. Crash Frequency Analysis Using Hurdle Models with Random Effects Considering Short-Term Panel Data.

    PubMed

    Chen, Feng; Ma, Xiaoxiang; Chen, Suren; Yang, Lin

    2016-10-26

    Random effect panel data hurdle models are established to research the daily crash frequency on a mountainous section of highway I-70 in Colorado. Road Weather Information System (RWIS) real-time traffic and weather and road surface conditions are merged into the models incorporating road characteristics. The random effect hurdle negative binomial (REHNB) model is developed to study the daily crash frequency along with three other competing models. The proposed model considers the serial correlation of observations, the unbalanced panel-data structure, and dominating zeroes. Based on several statistical tests, the REHNB model is identified as the most appropriate one among four candidate models for a typical mountainous highway. The results show that: (1) the presence of over-dispersion in the short-term crash frequency data is due to both excess zeros and unobserved heterogeneity in the crash data; and (2) the REHNB model is suitable for this type of data. Moreover, time-varying variables including weather conditions, road surface conditions and traffic conditions are found to play importation roles in crash frequency. Besides the methodological advancements, the proposed technology bears great potential for engineering applications to develop short-term crash frequency models by utilizing detailed data from field monitoring data such as RWIS, which is becoming more accessible around the world.

  20. Crash Frequency Analysis Using Hurdle Models with Random Effects Considering Short-Term Panel Data

    PubMed Central

    Chen, Feng; Ma, Xiaoxiang; Chen, Suren; Yang, Lin

    2016-01-01

    Random effect panel data hurdle models are established to research the daily crash frequency on a mountainous section of highway I-70 in Colorado. Road Weather Information System (RWIS) real-time traffic and weather and road surface conditions are merged into the models incorporating road characteristics. The random effect hurdle negative binomial (REHNB) model is developed to study the daily crash frequency along with three other competing models. The proposed model considers the serial correlation of observations, the unbalanced panel-data structure, and dominating zeroes. Based on several statistical tests, the REHNB model is identified as the most appropriate one among four candidate models for a typical mountainous highway. The results show that: (1) the presence of over-dispersion in the short-term crash frequency data is due to both excess zeros and unobserved heterogeneity in the crash data; and (2) the REHNB model is suitable for this type of data. Moreover, time-varying variables including weather conditions, road surface conditions and traffic conditions are found to play importation roles in crash frequency. Besides the methodological advancements, the proposed technology bears great potential for engineering applications to develop short-term crash frequency models by utilizing detailed data from field monitoring data such as RWIS, which is becoming more accessible around the world. PMID:27792209