Research & Development

In November 2008 and again in March 2009, an expert panel was convened by the National Highway Traffic Safety Administration with the goal of determining whether a list could be developed to indicate which medications or classes of medications may pose a hazard to driving. There was particular interest in having the panel develop a list of safe”medications that do not impair driving. The value of the list would be to better inform patients and physicians regarding the likely effects of a drug on driving. This information could lead to better-informed prescribing practices and to more rational selection of medications by patients.

http://www.nhtsa.gov/staticfiles/nti/pdf/811438.pdf 

The 2012 National Survey on Distracted Driving Attitudes and Behaviors (NSDDAB) is the second in a series of surveys on distracted driving that have provided data to help further the understanding of driving behavior and to contribute to the development of countermeasures and interventions to reduce distracted driving on the Nation’s roadways. Like the previous 2010 study, this survey yields national estimates of behavior and attitudes toward distracted driving in the United States.

http://www.nhtsa.gov/staticfiles/nti/pdf/811729.pdf 

This report presents a summary of the work performed during the Advanced Restraint Systems (ARS) project. The primary objective of this effort was to evaluate the potential benefit of using pre-crash information associated with two unique crash configurations (one vehicle-to-vehicle scenario and one vehicle-to-object scenario) to tailor an advanced restraint system to the occupant and crash type. The project work encompassed the Computer Aided Engineering (CAE) analysis of these two crash modes, as well as the identification, development, integration and physical evaluation of a prototype advanced restraints system within a targeted baseline vehicle environment. For each mode, injury assessments were made for the small, mid-size, and large driver and passenger occupants in either a combination of CAE and vehicle testing or with solely CAE analysis. With three different occupants and two crash modes at two different speeds, 24 different “load cases,” 12 for the driver and 12 for the passenger, were studied. This project was conducted by the Crash Avoidance Metrics Partnership (CAMP) ARS Consortium (Ford Motor Company, General Motors, and Mercedes-Benz).

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Crashworthiness%20Research/811794B.pdf

This study was conducted by the University of Michigan Transportation Research Institute (UMTRI) to collect and analyze crash data on rear underride in fatal truck crashes in 2008. The underride data was collected as a supplement to the 2008 Trucks Involved in Fatal Accidents (TIFA) survey, which in turn supplements NHTSA’s Fatality Analysis Reporting System file. Data was collected on the rear geometry of the rear-most unit of all trucks in the 2008 TIFA file. In addition, for all collisions in which the rear of the truck was struck, data was collected on the extent of underride, damage to the underride guard, if any, and whether the collision was offset. In addition, international rear underride protection standards were surveyed and summarized.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Truck%20Underride/811652.pdf

Drowsy driving is a significant contributor to death and injury crashes on our Nation’s highways, accounting for more than 80,000 crashes and 850 fatalities per year. The successful detection of drowsiness is a crucial step in implementing mitigation strategies to reduce the cost to society of drowsy driving. Building upon prior research in detecting impairment from alcohol and distraction, the goal of this research was to determine the extent to which alcohol impairment algorithms could detect drowsiness and distinguish it from alcohol impairment. Data were collected from seventy-two participants during daytime (9 a.m. - 1 p.m.), early night (10 p.m. – 2 a.m.), and late night (2 a.m. - 6 a.m.) sessions to provide data for algorithm testing and refinement. Driving data indicated a complex relationship between driving performance and conditions associated with drowsiness: compared to daytime session, driving performance improved during the early night session, before degrading during the late night session. This non-linear relationship between continuous time awake, subjective assessments of drowsiness and driving performance has the potential to complicate the early detection of drowsiness. Drowsiness, as indicated by unintended lane departures, occurred in all sessions and demonstrated a transient nature. Algorithms based on lane position and steering wheel data, which can be obtained inexpensively, were best at predicting drowsiness related lane departures. Alcohol detection algorithms were not successful in detecting drowsiness but could be retrained to do so. Rather than one algorithm being generalized to detect multiple impairments, these results indicate that specialized algorithms might co-exist and allow one to detect and differentiate alcohol and drowsy-impaired driving. These findings provide a better understanding of the relationship between impairment from alcohol and drowsiness and lay the foundation for detecting and differentiating among impairment from alcohol, drowsiness, fatigue and drugs.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2014/811886-Assess_veh-based_sensors_4_drowsy-driving_detection.pdf

The primary objective of the work described in this report was to determine the facility design characteristics for an advanced crash-avoidance technology test course including feasibility, estimated costs, and an implementation plan. In recent years, light- and heavy-vehicle manufacturers have introduced as OEM equipment technologies that can warn/mitigate/prevent crashes . These technologies have the potential to save lives, prevent injuries, and provide safety benefits to the public. Objective test procedures for these emerging technologies should be developed using test facilities, motion systems, and targets that can simulate a real-world environment and not interfere with vehicle sensing technologies. Effective evaluation of emerging technologies should be performed on facilities where researchers can safely and efficiently develop and conduct tests for light and heavy vehicles. These facilities would allow for research activities and unbiased assessment of advanced vehicle technologies. The content of this report was developed through a review of literature relating to vehicle crash statistics, existing and emerging test procedures for advanced crash-avoidance technology, and through a review of tests performed using existing facilities. The resulting test course includes prototypes for straight parallel lanes, intersecting lanes, and curved parallel lanes.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2014/811988-ACAT-test-course-design-basis.pdf

Forty-four participants each received a cell phone filtering/blocking application on their employer-provided cell phones for 9 weeks. During the first and last 3 weeks, cell phone activity including calling, text messaging and application use was simply recorded in the background. During the middle 3 weeks, the cell phone filtering/blocking software was active, meaning that anytime the application sensed that the phone was moving faster than the pre-set speed threshold, all phone activity was blocked. Two different custom applications were designed for this study, one a software-only solution, and one a combination of hardware and software.

Objective data on participants’ phone use behavior and subjective data (from a questionnaire) on participants’ acceptance were collected. Additionally, the impact on an organization attempting to implement a similar program employing cell phone filtering/blocking was examined.

http://nhthqnlas186.ad.dot.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/Cell_Phone_Filter_Blocker_Technology_Field_Test_811863.pdf

Psychological theories of learning and updated child development theories are not often used when developing child pedestrian education programs.  Interventions based on relevant theories might be more effective in increasing safe pedestrian behaviors in young children.  This report reviews the literature on child pedestrian education and discusses possible programs that may be more effective in keeping child pedestrians safe. 

Please Note - This product can only be obtained by downloading it. 

http://www.google.com/url?url=http://www.nhtsa.gov/DOT/NHTSA/Traffic%2520Injury%2520Control/Articles/Associated%2520Files/811190.pdf&rct=j&frm=1&q=&esrc=s&sa=U&ei=xV3aU4-BHfDhsASZk4KoBQ&ved=0CBkQFjAB&sig2=fVPxbJrn9Rjk5595jRdm_Q&usg=AFQjCNFm-mmtMXedCxx7mJ-FeSSRuWDZfw

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A Class 7 school bus and Class 8 straight truck were tested by NHTSA VRTC to evaluate relative braking performance and stability levels of various high-output foundation brake configurations. An abbreviated FMVSS No. 121 test sequence was conducted, with additional tests being performed for research purposes.

Each vehicle was tested with three brake configurations:

(1) standard S-cam drums (baseline) on all wheel positions; (2) hybrid – Air-disc brakes on the steer axle and S-cam drums on the drive axles; and 3) air disc brakes on all wheel positions. The vehicles were tested at two load conditions, a Lightly Loaded Vehicle Weight (LLVW) and Gross Vehicle Weight Rating (GVWR).
 

Each vehicle-brake-load combination met the current FMVSS No. 121 standard service brake stops on a dry surface from 60 mph. At LLVW, both vehicles exhibited reductions in stopping distance when the S-cam brakes were replaced with either hybrid or all disc configuration brakes, but the difference between the two change types was negligible at this load. However at GVWR, the benefits of disc brakes at all wheel positions were clearly seen. The disc brake configuration showed shorter stopping distances of 20 and 22 percent for the straight truck and the bus, respectively, where the hybrid brake configurations only produced stopping distances that were 10 percent shorter than S-cam brakes for both trucks.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/811790.pdf

Click it or Ticket is an intense, short duration seatbelt paid advertising and high visibility enforcement program.  The National Occupant Protection Use Survey recorded the national usage rate at 79 percent, a 4 percent increase over 2002.  National telephone surveys conducted just before and just after the May campaign indicated substantial increases in the number of drivers who had recently seen or heard of police enforcement of seat belt use and thought that police are writing more tickets.  It was concluded that a highly publicized national program of belt use enforcement can increase the number of people who buckle up. 8.5" x 11", full color, 53 pages.

Through many name changes, from the Office of Program Development and Evaluation, the Office of Research and Evaluation, to the current, Office of Behavioral Safety Research, our focus has remained on improving the safety of drivers, occupants, pedestrians, and all road users. This office conducts studies, evaluations and projects that include laboratory research, field studies, national surveys, and analyses of observational and archival data. Our work over the past decades has significantly enhanced law enforcement strategies, strengthened community traffic safety programs, informed policy decisions, examined emerging issues, and helped to decrease lives lost to motor vehicle crashes.

This compendium contains brief summaries of research on alcohol-involved driving, drug-involved driving, occupant protection (e.g., seat belts, and child safety seats), speed and other unsafe driving behaviors, motorcyclist safety, pedestrian and bicyclist safety, older driver safety, novice and young driver safety, fatigue and distraction, and emergency medical services.

This document updates previous versions, both by adding entries since the previous version was released in 1996, and also adding two additional early years – 1985 and 1986. A new feature is that most of the entries in the electronic version of this document include hyperlinks directly to the listed reports.

http://www.nhtsa.gov/staticfiles/nti/pdf/811847.pdf

"Countermeasures That Work" assists State Highway Safety Offices to select science-based traffic safety countermeasures for major highway safety problem areas.  The guide describes major strategies relevant to highway safety offices; summarizes their use, effectiveness, costs and implementation time; and, provides references to research summaries and individual studies. Countermeasures on child passenger safety were added to the seat belt chapter.

The guide is a basic reference to assist State Highway Safety Offices (SHSOs) in selecting effective, evidencebased countermeasures for traffic safety problem areas.

The guide:
describes major strategies and countermeasures that are relevant to SHSOs;
summarizes strategy/countermeasure use, effectiveness, costs, and implementation time; and
provides references to the most important research summaries and individual studies.

http://www.nhtsa.gov/staticfiles/nti/pdf/811727.pdf

A template of pre-crash scenarios is presented to depict national crash statistics and kinematic information of time-to-collision for the design of appropriate crash countermeasures based on vehicle-to-vehicle (V2V) communications. This template serves the development of functional requirements, performance specifications, test procedures, and benefits estimation for potential light-vehicle V2V safety applications. A set of ten pre-crash scenarios is suggested as a priority list to be addressed by V2V technology for light vehicles (i.e., passenger cars, vans and minivans, sport utility vehicles, and light pickup trucks with gross vehicle weight ratings of 10,000 pounds or less). This report presents the time-to-collision equations as well as the crash statistics for each of the ten priority scenarios based on data available in the General Estimates System, National Motor Vehicle Crash Causation Survey, and Event Data Recorder databases.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811732.pdf

An experiment was conducted to assess the distraction potential of secondary tasks performed using in-vehicle systems (radio tuning, destination entry) and portable phones (10-digit dialing, selecting contacts, text messaging) while driving.
One hundred participants, ages 25-64, completed a single session in which they drove a low-fidelity (PC-based) simulator while performing the secondary tasks. The phone tasks were performed with two smart phones, one with a touch screen interface (iPhone) and one with a hard button interface (Blackberry). The Dynamic Following and Detection (DFD) driving protocol, which combines car-following with target detection, in which drivers responded to simple visual targets presented in the simulated roadway display, was used. Each combination of primary (driving) and secondary task was performed during a single 3-minute drive. Driving performance metrics included: lane position variability, car-following delay, target-detection accuracy and target detection
response time.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811510.pdf

An experiment was conducted to assess proposed acceptance criteria of NHTSA’s Visual-Manual Driver Distraction Guidelines. Seventy two participants, ages 18-75 (3 age groups, balanced gender), performed secondary tasks (radio tuning, destination entry, 7-digit phone dialing, and 10-digit phone dialing) in two protocols: (1) driving a low-fidelity simulator; and (2) wearing occlusion goggles. Secondary tasks were performed using the integrated in-vehicle information and communication system of a 2010 Toyota Prius V. The Dynamic Following and Detection (DFD) driving simulator protocol combines car following with detection of visual targets presented in the roadway display during a single 3-minute drive. Performance metrics included: total eyes-off-road time (TEORT), mean glance duration, proportion of long glances, standard deviation of lane position (SDLP), car following delay, target detection accuracy (proportion correct), and target detection response time. The occlusion protocol required participants to perform 5 instances of each secondary task while wearing occlusion goggles that switched every 1.5 seconds between open and closed (occluded) states (as defined in ISO 16673). Total shutter open time (TSOT) was the performance metric.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811726.pdf

This report documents an experiment conducted to determine the extent to which alcohol impairment at various Blood Alcohol Concentration (BAC) levels impacts the driving skills of individuals of different ages, gender and drinking practice characteristics. A driving simulator was used to measure the skills of 168 subjects representative of the general driving population. Tables and graphs illustrate raw data, performance index and impairment scores for all test subjects. Two color, 8.5" x 11", 67 pages.

This series of sled tests examined the effect of using real vehicle seats on child anthropomorphic test dummy (ATD) performance. Cushion length was varied from production length of 450 mm to a shorter length of 350 mm. Lap belt geometry was set to rear, mid, and forward anchorage locations that span the range of allowable lap belt angles found in real vehicles. Six tests were each performed with the standard Hybrid III 6YO (6-year-old) and 10YO (10-year-old) ATDs. One additional test was performed using a booster seat with the 6YO. An updated version of the University of Michigan Transportation Research Institute (UMTRI) seating procedure was used to position the ATDs. The updated version positioned the ATD hips further forward with longer seat cushions to reflect the effect of cushion length on posture that has been measured with child volunteers. ATD kinematics were evaluated using peak head excursion, peak knee excursion, the difference between peak head and peak knee excursion, and the minimum torso angle.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Child%20Safety%20Crashworthiness%20Research/FX_Real_V_Seats_Cushion_Length_Lap_Belt_Geom_Chd_ATD_Kinematics_811869.pdf

An experiment was conducted to compare the effectiveness of head restraints modified to increase the likelihood of eliciting uninstructed adjustments from a non-use to a deployed position among naïve users.  Fifty-nine participants aged 18-46 years experienced one of three head restraint conditions.  The first condition consisted of an unmodified, original equipment (OE) second- row head restraint from a 2009 Ford Flex, which was compliant to specifications in the United Nations’ Global Technical Regulation (GTR) No. 7 intended to provide distinct physical cues to alert occupants to the need to adjust the head restraint.   The second condition consisted of an OE head restraint modified to be longer vertically, which also met the GTR specifications.  Lastly, a thicker head restraint producing a torso angle change of 10 degrees from the seat back (10 degrees), one of multiple compliance options allowed in FMVSS No. 202, was examined.
 

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/head%20restraints/811514.pdf

This research study examined Minnesota's enhanced sanctions for drivers convicted with blood alcohol concentrations of .20 or higher.  8.5" x 11", two color, 56 pages.

Research has demonstrated that older drivers pose a higher risk of involvement in fatal crashes at intersections than younger drivers. Age-triggered restrictions are problematic as research shows that the majority of older people have unimpaired driving performance. Thus, it has become important to be able to identify which drivers are at risk of crashes and apply driving limitations based on this risk (instead of age alone). The objective of this project was to review the report from the 2003 University of Florida Consensus Conference as well as other important documents on similar topics, and to interview experts to obtain information about the strengths and weaknesses of these specialist-administered screening and assessment tools, self-screening instruments and training methods. This report will help to guide future research by highlighting tools and methods commonly used by clinicians that have not yet been adequately evaluated and those which may already be recommended for use. The goal was not to reach consensus but to provide a rich background from the literature combined with expert opinions in an attempt to guide decisions and research goals related to these evaluation tools.

http://www.nhtsa.gov/staticfiles/nti/pdf/811773.pdf

This study evaluated two types of electrochemical sensing technologies that quantitatively detect ethyl alcohol vapor through the skin (transdermal).  Transdermal alcohol concentration measuring devices use a new technology that has the potential for monitoring whether persons who are prohibited from drinking have consumed alcohol.  The study evaluated the accuracy and precision of two devices, based on transdermal alcohol sensor technology, the Giner, Inc., Wrist Transdermal Alcohol Sensor, and the Alcohol Monitoring Systems Secure Remote Alcohol Monitor.  The two devices, in different stages of development and were designed to be used with different populations, offer different strengths and weaknesses.

I  While the technology requires improvement, transdermal alcohol concentration measuring devices do have potential for monitoring whether persons who are prohibited from drinking have consumed alcohol.  Thus, these types of devices may provide another tool for courts, probation services, and treatment providers to aid in monitoring such persons to reduce alcohol-related traffic crashes.

This report documents an analysis of Aspen, Colorado's Tipsy Taxi ride service program -initiated in 1983 to provide a free ride home to people who were too intoxicated to drive. It is self-sustaining through community donations, and operates year-round, 24 hours a day. The study examines the program's deterrent effect on alcohol-related traffic crashes. Black and white, 8.5" x 11", 36 pages.

http://ntl.bts.gov/lib/25000/25900/25970/DOT-HS-809-155.pdf 

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The objectives of the research described in this report were twofold: evaluate whether crash imminent braking (CIB) false positives can be consistently observed on the test track using maneuvers representative of real-world driving scenarios, and to assess the practicality of accurately and repeatably performing these maneuvers. To satisfy these objectives, five later model light vehicles were evaluated using eight test maneuvers performed at two test speeds. Six of the scenarios were identified during CIB research conducted by the Crash Avoidance Metrics Partnership (CAMP) Crash-Imminent Braking Consortium.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/Crash%20Avoidance%20Publications/811795.pdf

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Under the TREAD Act, NHTSA was assigned the task of revising and updating the Federal Motor Vehicle Safety Standards (FMVSS) for tires. This effort included research to support a possible update or replacement of the tire strength test contained in the FMVSS Nos. 109 and 119. The tire strength test was designed in the 1960s to evaluate the strength of the reinforcing materials in bias-ply tires and their resistance to road hazards. In this test, a steel plunger is forced perpendicular to the tread of a mounted and inflated tire until the tire ruptures (with the resulting air loss), or the plunger is stopped by reaching the rim. The plunger penetration distance and the force test points are then used to calculate an average breaking energy that must exceed the required “minimum breaking energy.” For modern radial tires, which have flexible sidewalls and high-strength steel belt packages, the vast majority of plunger strength tests “bottom-out” on the rim before rupturing the tire.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/Tires/811797.pdf

In 1997 Maryland, Oklahoma, and the District of Columbia upgraded their seat belt laws from secondary to primary enforcement.  The objective of this study was to evaluate the change from secondary to primary enforcement in Maryland, Oklahoma, and DC with respect to observed belt use rates, driver reactions, law enforcement practices, citations issued and race. The belt use rate went up in study locations with the implementation of a primary enforcement seat belt law.  Four color, 8.5" x 11", 35 pages.

This report examines the change in motorcycle helmet use resulting from the 1997 repeal of mandatory helmet laws for motorcycle riders in Arkansas and Texas. Prior to repeal of the law, statewide surveys indicated that helmet use was 97 percent; after repeal, use dropped to between 52 and 66 percent. Corresponding increases in head injuries and fatalities were also observed after repeal of mandatory helmet legislation in these States. Three color, 8.5" x 11", 58 pages.

This final report presents findings from the evaluation of the Click It or Ticket occupant protection selective traffic enforcement program, conducted May 2001, across the eight southeastern most States.  The program was the first time ever that a Click It or Ticket or occupant protection selective traffic enforcement program has been implemented across such a wide region of the country.  8.5" x 11", three color, 34 pages.

Between 2000 and 2003, NHTSA funded seven alcohol demonstration programs designed to reduce impaired driving through well-publicized and highly visible enforcement. These demonstration programs were not specifically designed to be research evaluation studies; instead, they were designed to reduce drinking-and-driving behavior and ultimately alcohol related crashes. The states varied widely in their enforcement methods, media methods, and their paid and earned media budgets and messages.

Four of the programs were conducted statewide or nearly statewide. Paid advertising was used in Georgia, Indiana and Michigan.  In GA, TN, IN, and PA sobriety checkpoints were conducted throughout the data collection period. In LA checkpoints were permitted part way through data collection and in Texas and Michigan, checkpoints were not permitted.  The number and types of enforcement activities varied considerably from State to State.  Georgia reported using 2,837 checkpoints. Pennsylvania used checkpoints, mobile awareness patrols, and roving patrols yielding more than 1,100 roadside enforcement actions, while Tennessee used a combination of checkpoints (535), enforcement roadblocks (approximately 270), and saturation patrols (270).  Michigan used 1,122 saturation and routine patrols and in Indiana more than 3,800 patrol hours were reported.  The number of DUI or DWI arrests varied considerably, typically varying from a few hundred to a few thousand. 

In 2006 and 2007, Iowa, Kansas, Missouri, and Nebraska participated in a program called Buckle Up in Your Truck, which consisted of a two-week, high-visibility, seat belt enforcement effort that preceded the National May (CIOT)mobilization each year. Paid media and intensified enforcement were the two key components and focused on young male occupants of pickup trucks while enforcement focused on all unbuckled vehicle occupants. Both components were followed by CIOT. An average of 5 cents per capita was spent on paid media during each phase of BUIYT and CIOT, achieving about 350 gross rating points in each of 18 media markets for each week of the program. The citation rate, averaged across the states, was 15 to 17 citations per 10,000 population. The public awareness of general messages to buckle up (80%) was greater than the public awareness of ongoing enforcement efforts (68%).  Awareness of messages to BUIYT reached levels of just under 40 percent. Observed seat belt usage increased in all four states and in all vehicle types. Two-year increases in pickup trucks ranged from 3 to 14 percentage points (an average of 8 points). These results were similar to those of previous BUIYT efforts, combined with CIOT, in NHTSA Regions 4 and 6.

The report is a qualitative study and presents the findings of a consensus process that resulted in an agreement of EMS and data system stakeholders on the utility of existing data systems, and a set of elements and characteristics of the surveillance system.  It also contains a literature review of EMS workforce illness and injury.
 

http://www.ems.gov/pdf/EMSWorkforceFeasibility3.pdf

This report contains the findings of a study conducting a field evaluation of five on-site drug screening devices used by police officers to detect drug-impaired drivers. The tests were conducted in Nassau County, New York, and Houston, Texas, on 800 motorists suspected of impaired driving. Black and white, 8.5" x 11", 66 pages.

The purpose of the project report is to document the manner in which Battelle applied its subject matter expertise, experience, and facilities to complete Task Order 4, Electrical Isolation TestProcedure Development and Verification under the NHTSA Hydrogen Vehicle Fuel SystemSafety Program. The report describes the discrete steps and results that led to the developmentand verification of the test procedure and all supporting research.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Alternative%20Energy%20Vehicle%20Systems%20Safety%20Research/811553.pdf

The increase in the older population as well as its increased frailty has led the National Highway Traffic Safety Administration (NHTSA) to conduct research initiatives examining the safety and mobility of older adults. Although older adults are struck less frequently than children, they are more likely to die after being struck due to frailty or physical complications. With that in mind, NHTSA is interested in developing effective countermeasure strategies that can be strategically targeted towards the prevention and mitigation of crashes involving older pedestrians. The objective of this project was to identify appropriate countermeasures that will reduce older pedestrians’ exposure to injuries and fatal crashes. This involved exploring countermeasures within the area of transportation as well as in other fields such as public health and education with the intention of identifying strategies that can be implemented to increase older pedestrian safety. Additionally, experts in the fields of aging, occupational therapy, transportation safety, traffic engineering, aging and ophthalmology, gerontology, and older pedestrian safety were contacted. These individuals provided contextual information to help explain the dynamics behind older adults’ involvement in pedestrian crashes as well as insights into what strategies might be effective in communicating with older adults to effect change in their walking behavior.

Please Note - This product can only be obtained by downloading it. 

http://www.nhtsa.gov/staticfiles/nti/pdf/811798.pdf

This report examines factors related to the use and nonuse of booster seats in order to identify strategies to improve the effectiveness of booster seat laws, and summarizes results from a number of project activities. These include::

 An inventory of changes in state child occupant-protection laws since 2002.
 A literature review on the use and nonuse of booster seats.
 An observational survey of booster seat use before and after enactment of a booster seat law in Wisconsin.
 Focus groups with parents and caregivers to assess attitudes, knowledge, understanding, and use of booster seat laws.
 Focus groups with law enforcement officers to assess their attitudes, knowledge, and enforcement of booster seat laws.
 A brainstorming session with experts and law enforcement officers on the challenges facing booster seat enforcement.     

This report presents the methodology and results of the independent evaluation of a prototype integrated crash warning system forlight vehicles as part of the Integrated Vehicle-Based Safety Systems initiative of the United States Department of Transportation’s Intelligent Transportation System program. The system integrates rear-end crash, curve-speed warning, lane change crash, and lane departure warning functions. The goals of the independent evaluation are to assess the safety impact, gauge driver
acceptance, and characterize the capability of the integrated safety system. The evaluation is based on naturalistic driving data collected from a field operational test using 108 subjects who drove 16 passenger vehicles equipped with a prototype integrated safety system and a data
acquisition system. The test subjects accumulated over 213,000 miles during a 12-month period throughout parts of southeast Michigan. For each driver, the test period was divided into a 12 day baseline condition with the system disabled and a 28 day treatment condition with the system enabled to compare the effect of the system on driving performance. The results of the analysis suggest that driving with the integrated safety system improves driver behavior and increases driver safety, that drivers feel that the system provides a safety benefit, and that the system alerts had a high degree of accuracy. This report delineates the methodology of the different analyses and discusses their results.
 

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811516.pdf

A connected-vehicles program has been undertaken by the U.S. Department of Transportation and its partners, with the goal of exploring and possibly enabling a new generation of technology to address highway transportation safety, mobility, and environmental challenges. This program has been underway for several years, and one area of intensive work has been the development of enabling devices, to be installed onboard vehicles, which use wireless technology to communicate with nearby vehicles and the infrastructure. This can be achieved through 5.9 GHz dedicated short-range communications (DSRC). Such technologies represent highly capable, low-cost alternatives or complements to vehicle-based crash avoidance systems.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2012/811674.pdf

Under the TREAD Act, NHTSA was assigned the task of revising and updating the Federal Motor Vehicle Safety Standards (FMVSS) for tires. Part of this effort included research to support a possible update or replacement of the FMVSS No. 109 Tubeless Tire Bead Unseating Resistance test. In the current FMVSS test, a profiled metal “block” is located perpendicular to the sidewall of a mounted and inflated tire, then force is applied until the bead component (region where the tire meets the rim) unseats with the resulting air loss or the specified minimum force value is achieved. The objective of the test is to evaluate the ability of the tubeless tire’s bead to remain seated on the rim and retain tire inflation pressure when the tire is subjected to high lateral forces such as during severe turning maneuvers, curb scrubbing, or negotiating deep ruts in the roadway. Since introduction of the FMVSS No. 109 in 1967, there has been a steady introduction of larger wheel diameters and smaller tire sidewall aspect ratios. For tires with rim codes above 18 (e.g., P345/30R18), the bead unseating blocks in the current Federal standard can contact the rim or slide down the tread during tests (especially for low aspect ratio tires). To account for these issues, an ASTM task group working to develop a new standard test method for bead unseat testing (ASTM F2663-07a) proposed using the original FMVSS No. 109 equipment and two larger-radius bead-unseating blocks with a new method for positioning the block on the tire sidewall.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/Tires/811735.pdf

This report discusses light-vehicle crash countermeasure profiles and functions for five target pre-crash scenario groups based on vehicle-to-vehicle (V2V) communications. Target pre-crash scenario groups include rear-end, lane change, opposite direction, junction crossing, and left turn across path from opposite direction (LTAP/OD) crashes involving at least one light vehicle (e.g., passenger car, van, minivan, sport utility vehicle, or light pickup truck with a gross vehicle weight rating of 10,000 pounds or less). There are 10 pre-crash scenarios in these groups to be addressed by V2V-based crash countermeasures. Kinematic equations are presented for the time-to-collision and avoidance maneuvers to identify information needs for these crash countermeasures. Information needs are translated into countermeasure functional requirements based on relevant safety applications devised in two prior research projects dealing with cooperative V2V communications and autonomous vehicle-based sensing systems. This report identifies two target pre-crash scenarios that would require new safety applications not developed in prior projects, including the LTAP/OD and “opposite direction/no vehicle maneuver” pre-crash scenarios.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811733.pdf

The purpose of this study was to determine the effects of special drinking driving sanctions aimed at youthful drivers under the age of 21.  This purpose was accomplished by focusing on a Maryland law which restricts driving by those under 21 to a blood alcohol concentration (BAC) less than 0.02 %rather than the 0.10% prevailing limit for older drivers.  It was concluded that this special sanction for youth was effective and this effectiveness was significantly potentiated by a public service program which emphasizes the possible penalties for violation of the regulation.  Black and white, 8.5" x 11", 125 pages.

This study evaluated NHTSAs 2006 National (CIOT)mobilization. This intense, short-duration, seat belt publicity and enforcement mobilization cost approximately $27 million for paid advertising that delivered an enforcement based message urging people to wear a seat belt or risk getting a citation.  Between May 22 and June 4, 2006, law enforcement agencies issued more than 697,000 seat belt citations. Public awareness of the media message was high.  Seat belt use increased in 37 of 50 States and Territories.  The number of States reporting increases in statewide seat belt use and the amount of increase has been shrinking each succeeding year since national mobilizations began in 2002.  In 2006, paid publicity decreased from levels between 2002 through 2005. The number of seat belt citations issued by law enforcement agencies also decreased in 2006.  The National Occupant Protection Usage Survey indicated the nationwide seat belt use rate did not improve between 2005 and 2006.  This report also includes results from other NHTSA demonstration programs that are searching for productive modifications to the typical CIOT process.

This is Volume I of a three-volume report. It contains the results of a study that examined the speeding behavior of drivers in their own vehicles over the course of three to four weeks of naturalistic driving in urban (Seattle, Washington) and rural (College Station, Texas) settings. The purpose of this research was to (1) identify the reasons why drivers speed, (2) model the relative roles of situational, demographic, and personality factors in predicting travel speeds, (3) classify speeders, and (4) identify interventions, countermeasures, and strategies for reducing speeding behaviors.

In 2003, NHTSA and Transport Canada entered into a joint research program conducted by Martec Limited that focused on preventing unrestrained occupant ejections during motorcoach rollovers by improving standard window glazing and retention. Through computer simulation the Martec study (MS) determined that the impact velocity of an occupant striking the glazing was as much as 21.6 km/h (13.4 mph). Results from this research aided in the development of a dynamic test device of 26 kg (57 lb) mass that represents the torso of the 50th percentile adult male side impact dummy (US-SID).

A section of a Motor Coach Industries (MCI) 1993 102D motorcoach was used by the Vehicle Research and Test Center (VRTC) to conduct impact tests at the center of the window and near the latch at different impact speeds. In center impacts, no windows with tempered glass broke and no windows opened under the MS impact conditions (26 kg at 21.6 km/h). In near-latch impacts, all latches opened when struck at the MS conditions. Testing was expanded to other motorcoach manufacturers

In 2003, NHTSA and Transport Canada entered into a joint research program conducted by Martec Limited that focused on preventing unrestrained occupant ejections during motorcoach rollovers by improving standard window glazing and retention. Through computer simulation the Martec study (MS) determined that the impact velocity of an occupant striking the glazing was as much as 21.6 km/h (13.4 mph). Results from this research aided in the development of a dynamic test device of 26 kg (57 lb) mass that represents the torso of the 50th percentile adult male side impact dummy (US-SID).

http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/cw/811862.pdf

This report presents the findings on distracted driving (including cell phone use) and drowsy driving.  The data comes from a pair of studies undertaken by National Highway Traffic Safety Administration (NHTSA) to better understand drivers' behaviors and attitudes regarding speeding, unsafe driving, distracted and drowsy driving.  This report, Volume 1: Findings National Highway Survey of Distracted and Drway Driving gives respondent's behaviors and attitudes on distracted and drowsy driving.  8.5" x 11", three color, 61 pages.

As a result of the TREAD Act of 2000, NHTSA initiated an effort to develop a laboratory-based accelerated service life test for light vehicle tires (often referred to as a “tire aging test”). It is believed that if such a test method was successful, then light vehicle tires could eventually be required to meet standards that would make them more resistant to operational degradation and possibly reduce their failure rate during normal highway service. The first phase of test development examined how six tire models changed during service by measuring their roadwheel performance levels and material properties after varying lengths of service and accumulated mileages in Phoenix, Arizona. This report documents the second phase of test development in which new tires of the models collected from service in Phoenix were subjected to one of three laboratory aging test methods and compared to the results of the service-aged tires. Two of the laboratory tire aging methods evaluated were combined roadwheel aging and durability tests that were fully developed when provided by tire manufacturers for evaluation. The third was a tire oven aging method undergoing development by a vehicle manufacturer that would significantly accelerate the degradation of the tire materials prior to a structural evaluation, such as a post-oven roadwheel durability test.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/811885_TireAgingTestDevelopmentProjectPhase2EvalLab.pdf

Through many name changes, from the Office of Program Development and Evaluation, the Office of Research and Evaluation, to the current Office of Behavioral Safety Research, our focus has remained on improving the safety of drivers, occupants, pedestrians, and road users. Our studies include laboratory research, field studies, national surveys, and analyses of observational and archival data. Our work over the past decades has significantly enhanced law enforcement strategies, strengthened community traffic safety programs, informed policy decisions, examined emerging issues, and helped to decrease lives lost to motor vehicle crashes.

This compendium covers more than 25 years of research, and updates previous editions, now containing brief summaries of over 500 studies published by this office from 1985 to 2013.

http://www.nhtsa.gov/staticfiles/nti/pdf/TrafficTech-BehavioralSafetyResearchBibliography1985­2013.pdf

This report summarizes the first year of activities for the Objective Tests for Forward Looking Pedestrian Crash Avoidance/Mitigation (PCAM) Systems Project. The principal activities described in the report include the definition of pedestrian crash scenarios, identification of requirements for test equipment and pedestrian mannequins, and test equipment fabrication. Coordination activities with other PCAM-related programs in the European Union are also summarized in the report. The project was initiated in May 2011 and is scheduled to conclude in June 2013.

This report presents results from the 2012 National Occupanst Protection Use Survey (NOPUS) Controlled Inter-section Study. NOPUS is the only nationwide probability-based occupant restraint use survey. The National Center for Statistics and Analysis of the National Highway Traffic Safety Administration conducts this survey annually. The 2012 NOPUS found that male seat belt use increased significantly (up to 84 percent in 2012 from 81 percent in 2011) and that female seat belt use increased significantly (up to 88 percent in 2012 from 86 percent in 2011). Seat belt use among occupants age 25-69 years old increased significantly (up to 87 percent in 2012 from 84 percent in 2011). Restraint use for children in vans and SUVs decreased significantly down to 94 percent in 2012 from 97 percent in 2011. Seat belt use in rear seats stood at 75 percent in 2012.

http://www-nrd.nhtsa.dot.gov/Pubs/811872.pdf

This project examined the prevalence of pedal application errors and the driver, vehicle, roadway and/or environmental characteristics associated with pedal misapplication crashes based on a literature review, analysis of news media reports, a panel of driver rehabilitation specialists, analysis of multiple crash databases, and case studies. An analysis of crashes attributed to pedal-related vehicle equipment malfunction, rather than to a driver error, was also carried out based on a media scan.

This product is for download only

NHTSA seeks to objectively quantify the performance of forward-looking advanced technologies such as Crash Imminent Braking (CIB) and Dynamic Brake Support (DBS) on the test track. Since these evaluations are expected to
result in collisions between the subject vehicle (SV) and a principal other vehicle (POV) positioned directly in front of it, safety necessitates that the POV be a surrogate. However, to insure the tests will provide an accurate assessment of
the SV’s CIB and/or DBS capabilities, the surrogate must present as realistic. One way “realism” must be quantified involves a surrogate’s radar return characteristics.

The tests described in this report were performed to assess the radar return characteristics of NHTSA’s Strikeable Surrogate Vehicle (SS_V), a test target visually similar to a small hatchback. This work was performed by Michigan
Tech Research Institute (MTRI) and the University of Michigan’s Transportation Research Institute (UMTRI) on August 5, 2012 and October 11, 2012 under US DOT/NHTSA contracts DTNH22-12-P-0158 and DTNH22-12-P-01638,
respectively.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811817.pdf

Prior studies have shown that child anthropometric test devices (ATDs) could benefit from improved biofidelity. Defining child ATD biofidelity based on traditional biomechanical testing methods can be ethically and technically (e.g., scaling) difficult. Therefore, this project explored a modeling approach for defining biofidelity test conditions/responses that could be applied towards new frontal child ATD development. This project used new knowledge from child-focused biomechanical and anthropometry studies as input in efforts to update,
parameterize, and optimize a Hybrid III 6-year-old-based numerical model that was then applied in defining new biofidelity targets for a 6-year-old frontal ATD.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Biomechanics%20&%20Trauma/Biomechanics%20Software%20and%20Reports/811860.pdf

The occlusion method is one of the verification test alternatives allowedunder the Alliance of Automobile Manufacturers guidelines to manage visual demand of certain in-vehicle devices. Since the time those guidelines were published, additional research has become available on the advantages, disadvantages, and considerations of using the occlusion method in this context. The current investigation reviewed this additional research and then asked several occlusion experts about their opinions regarding topics such as method parameter values, test settings, validity, and usefulness of results. Experts’ answers were summarized and suggested that there is consensus about some aspects of the occlusion method and disagreement over other aspects. These findings are discussed in the context of including the occlusion method as a test alternative in future versions of visual-manual device design guidelines.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/capubs/811763.pdf

This report describes potential increases in risky driving that may result from age-related functional changes. A discussion of countermeasures explores ways older drivers may reduce this risk. Appendix D, a separate volume, reviews the literature on effects of aging, medical conditions and medications on driver performance and on effective countermeasures.

The research detailed in this report supports The Motorcoach Safety Action Plan released by the Department of Transportation (DOT) on November 16, 2009 and ongoing safety research by DOT’s National Highway Traffic Safety Administration (NHTSA). Electronic stability control (ESC), a crash avoidance technology was identified in the plan as a potential motorcoach safety enhancement designed to improve stability in rollover and loss-of-control scenarios. The research described in this report was performed by the NHTSA’s Vehicle Research and Test Center (VRTC) from 2008-2010.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811633.pdf

This technical report presents results from the 2011 National Survey of the Use of Booster Seats (NSUBS). NSUBS is the only probability-based nationwide child restraint use survey in the United States that observes restraint use and interviews adult occupants to collect race, ethnicity and other data. NHTSA’s National Center for Statistics and Analysis conducts the NSUBS. The 2011 NSUBS found that 47 percent of 4- to 7-year-old children were restrained in booster seats in 2011 as compared to 41 percent in 2009. Restraint use for all children under 13 increased to 91 percent in 2011. Although there were some indications of premature graduation to restraint types that are not appropriate for children’s age, height, and weight, we see significant improvements in use of appropriate restraint types among children of various categories in 2011 as compared to 2009.

Please Note - This product can only be obtained by downloading it. 

http://www-nrd.nhtsa.dot.gov/Pubs/811718.pdf

Very little is known about the effect of motorcycle rider training on visual scanning and sight distance techniques in naturalistic riding situations. This study collected naturalistic data from a mix of novice and experienced motorcycle riders on a closed course and an open course. A custom data acquisition system was developed that monitored the motorcycle rider’s head motions, visual behavior, motorcycle speed, GPS location, and motorcycle pitch, yaw, and roll. A portable eye tracker system actively tracked visual behavior and gaze movement of the motorcycle rider as he or she rode over a closed course and an open road course at two 6-month intervals. There were three groups of riders. One group of beginner riders had recently received their motorcycle endorsement and completed the Team Oregon Basic Rider Training course (beginner-trained). A second group of beginner riders had recently received their motorcycle endorsement but had not enrolled in any type of motorcycle rider training program (beginner-untrained). The third group consisted of experienced riders with a minimum of 5 years and 15,000 miles of riding experience (experienced).

http://www.nhtsa.gov/staticfiles/nti/pdf/811689.pdf

This study investigated the effects of distraction from the use of three types of cell phones: (1) hand-held (HH), (2) portable handsfree (PHF), and (3) integrated hands-free (IHF). Through a naturalistic driving study (NDS), 204 drivers were continuously recorded for an average of 31 days. Only drivers who reported talking on a cell phone while driving at least once per day were recruited. A key feature was that drivers provided their cell phone records for analysis, making this the first NDS to date to combine call and text records with continuous naturalistic driving data. Results show that drivers talked on a cell phone 10.6
percent of the time the vehicle was in operation (28% of all calls and 10% of all text messages occurred while the vehicle was being operated). Talking on a cell phone, of any type, while driving was not associated with an increased safety-critical event (SCE) risk. SCEs comprised crashes, near-crashes, and crash-relevant conflicts. Visual-manual (VM) subtasks performed on an HH cell phone, however, were associated with an increased SCE risk. HH cell phone use in general was thus found to be associated with an increased SCE risk. In contrast, PHF and IHF cell phone use, absent of any VM HH cell phone subtasks, were not found to be associated with an increased SCE risk. However, VM HH cell phone subtasks were frequently observed during hands-free cell phone use. Driver performance when using a cell phone was also investigated through a within-subject comparison. VM HH cell phone subtasks were found to significantly increase the percentage of time drivers took their eyes off the forward roadway, while talking on an HH cell phone significantly decreased the percentage of time drivers took their eyes off the forward roadway. The effects of cell phone use on vehicle control were less pronounced.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811757.pdf

This report documents the results from heavy-vehicle stability control (SC) system testing conducted by the National Highway Traffic Safety Administration’s Vehicle Research and Test Center (VRTC) in 2008 and 2009. Tractor semitrailer SC research was conducted in three phases. Phase I (2006-2007) focused on understanding how heavy-vehicle stability control systems performed on the test track. Phase II (2007-2008) focused on the development of a dynamic test maneuver to challenge a tractor semitrailers roll propensity. This report documents Phase III research focused on the test track development of objective performance test maneuvers to challenge tractor semitrailers yaw stability.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2013/811734.pdf

PRODUCT DESCRIPTION:The Traffic Records Program Assessment Advisory provides information on the contents, capabilities, and data quality of an effective traffic records system. It describes an ideal system that supports high-quality decisions leading to cost effective improvements in highway and traffic safety.  It includes assessment questions that qualified independent assessors will use to rate the capabilities of a State’s traffic records system.

IMPLICATIONS FOR HIGHWAY TRAFFIC SAFETY: The Traffic Records Program Assessment Advisory provides guidance to States on the collection, management, and analysis of data used to inform highway and traffic safety decision-making.  States need timely, accurate, complete, and uniform traffic records to identify and prioritize traffic safety issues and to choose appropriate counter measures and evaluate their effectiveness.

The National Highway Traffic Safety Administration (NHTSA) and the Governors Highway Safety Association (GHSA) have agreed on a minimum set of performance measures to be used by States and federal agencies in the development and implementation of behavioral highway safety plans and programs. An expert panel from NHTSA, State Highway Safety Offices, academic and research organizations, and other key groups assisted in developing the measures.

The initial minimum set contains 14 measures: ten core outcome measures, one core behavior measure, and three activity measures. The measures cover the major areas common to State strategic highway safety plans and use existing data systems. States will set goals for and report progress on each of the 11 core outcome and behavior measures annually beginning with their 2010 Highway Safety Plans and Annual Reports. States will report the activity measures annually beginning with their 2010 Highway Safety Plans and Annual Reports. States should define and use additional performance measures for their other high-priority highway safety areas as appropriate.

NHTSA will use the core measures as an integral part of its reporting to the Congress, the public, and others.

The objectives of this project were to determine how extensively transdermal alcohol-monitoring devices are used and to document examples of strong and innovative programs through case studies that can be used by agencies at the State and local levels considering the use of these devices to monitor offenders.

http://www.nhtsa.gov/staticfiles/nti/pdf/811603.pdf

The connected-vehicle research program is a major initiative under USDOT’s Connect Vehicle Research Program and includes both vehicle-to-vehicle (V2V) and vehicle-to-infrastructure research activities. The goal of the Vehicle-to-Vehicle Safety Application Research Plan is to describe the research needed to support this decision. The objectives of the research plan are to determine if vehicle-to-vehicle communication safety applications meet a safety need, are practicable technologically and economically, have objectively measurable compliance, have driver acceptance, and are effective. This research plan only reflects the V2V communication research portion of the connected-vehicles program. The research plan provides background, vision, goals and objects, and an overview, as well as a detailed roadmap and summary descriptions of the major research tracks that make up the V2V safety application research activities.

http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811373.pdf

 The need to make the nation's roadways safer for walkers, has prompted public officials to seek out and create new ideas in a variety of areas--engineering, enforcement, legislation, training, and public education.  However, with the scarcity of funds, communities can efficiently concentrate pedestrian safety improvements by carefully selecting where they are applied.  To do this, they need to be able to identify small land areas (or zones) where these improvements will reach a large number of the pedestrians whose crash risk is to be reduced.  This guide describes what zoning is and explains how to design and use pedestrian safety zones to increase the efficiency and effectiveness of pedestrian safety programs.  Black and white, 8.5" x 11", 14 pages.

http://safety.fhwa.dot.gov/PED_BIKE/docs/zoneguide.pdf