| 1. |
- Peters, Björn
(författare)
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Adaptation Evaluation : An Adaptive Cruise Control (ACC) System Used by Drivers with Lower Limb Disabilities
- 2001
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Ingår i: IATSS Research. - 0386-1112. ; 25:1, s. 51-60
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Tidskriftsartikel (refereegranskat)abstract
- Twenty subjects with lower limb disabilities participated in a simulator study. The purpose of the study was to investigate how an Adaptive Cruise Control (ACC) system together with two different hand controls for accelerator and brake influenced workload, comfort and driving behaviour and to further develop a method to evaluate vehicle adaptations for drivers with disabilities. The installed ACC system could maintain a constant speed selected and set by the driver and it also adapted speed in order to keep a safe distance to a leading vehicle. Furthermore, it included a stop-and-go function. Two common types of hand controls for accelerator and brake were used. The hand controls were different both with respect to function, single or dual levers, and position, on the steering column or between the front seats. The subjects were all experienced drivers of adapted cars equipped with hand controls. All subjects drove 100km at two occasions, with and without the ACC system available but with the same hand control. Subjective workload was found to be significantly lower and performance better for the ACC condition. The difference in speed variation between manual and ACC supported driving increased with the distance driven which seems to support the previous finding. The subjects thought they could control both speed and distance to leading vehicles better while the ACC was available. ACC driving did not influence reaction time, speed level, lateral position or variation in lateral position. Headway during car following situations was shorter for the ACC condition compared to manual driving. The ACC was well received, trusted and wanted. It was concluded that the ACC system substantially decreased workload, increased comfort and did not influence safety negatively. The only difference found between the two types of hand controls was that drivers using the dual lever system had less variation in lateral position. The applied evaluation method proved to be useful but needs to be further developed.
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| 2. |
- Abdul Manan, Muhammad Marizwan, et al.
(författare)
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Road characteristics and environment factors associated with motorcycle fatal crashes in Malaysia
- 2018
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Ingår i: IATSS Research. - : Elsevier BV. - 0386-1112. ; 42:4, s. 207-220
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Tidskriftsartikel (refereegranskat)abstract
- This study aims to determine risk factors contributing to traffic crashes in 9,176 fatal cases involving motorcycle in Malaysia between 2010 and 2012. For this purpose, both multinomial and mixed models of motorcycle fatal crash outcome based on the number of vehicle involved are estimated. The corresponding model predicts the probability of three fatal crash outcomes: motorcycle single-vehicle fatal crash, motorcycle fatal crash involving another vehicle and motorcycle fatal crash involving two or more vehicles. Several road characteristic and environmental factors are considered including type of road in the hierarchy, location, road geometry, posted speed limit, road marking type, lighting, time of day and weather conditions during the fatal crash. The estimation results suggest that curve road sections, no road marking, smooth, rut and corrugation of road surface and wee hours, i.e. between 00.00. am to 6. am, increase the probability of motorcycle single-vehicle fatal crashes. As for the motorcycle fatal crashes involving multiple vehicles, factors such as expressway, primary and secondary roads, speed limit more than 70. km/h, roads with non-permissible marking, i.e. double lane line and daylight condition are found to cause an increase the probability of their occurrence. The estimation results also suggest that time of day (between 7. pm to 12. pm) has an increasing impact on the probability of motorcycle single-vehicle fatal crashes and motorcycle fatal crashes involving two or more vehicles. Whilst the multinomial logit model was found as more parsimonious, the mixed logit model is likely to capture the unobserved heterogeneity in fatal motorcycle crashes based on the number of vehicles involved due to the underreporting data with two random effect parameters including 70. km/h speed limit and double lane line road marking.
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| 3. |
- Abdul Manan, Marizwan, et al.
(författare)
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Motorcycle fatalities in Malaysia
- 2012
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Ingår i: IATSS Research. - : Elsevier BV. - 0386-1112. ; 36:1, s. 30-39
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Tidskriftsartikel (refereegranskat)abstract
- Malaysia has the highest road fatality risk (per 100,000 population) among the ASEAN countries and more than 50% of the road accident fatalities involve motorcyclists. This study has collected and analysed data from the police, government authorities, and national and international research institutes. Only fatality data are used due to the severe underreporting of severe injuries (up to 600%) and slight injuries (up to 1400%). The analysis reveals that the highest numbers of motorcycle fatalities occur in rural locations (61%), on primary roads (62%) and on straight road sections (66%). The majority are riders (89%), 16 to 20 years old (22.5%), and 90% of the motorcycles are privately owned. Of those involved in fatal accidents, 75% of the motorcyclists wear helmets, and 35% do not have proper licences. The highest number of fatalities by type of collision is ‘angular or side’ (27.5%). Although fatal motorcyclist crashes mostly involve ‘passenger cars’ (28%), motorcyclists are responsible for 50% of the collisions either by crashing singly (25%) or with other motorcyclists (25%). While male motorcyclists predominate (94% of fatalities), female motorcyclists aged 31 to 70, possessing ‘no licence’, not wearing helmets and travelling during the day, account for a higher percentage than male motorcyclists. Malaysia must acquire more motorcycle exposure data and establish an injury recording system and database based on hospital-records. To reduce motorcycle fatalities, it first has to understand why young male motorcyclists are prone to fatal crashes in the evenings and on weekends on rural primary roads, especially on straight road sections.
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| 4. |
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| 5. |
- Björnstig, Ulf, et al.
(författare)
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Injury events among bus and coach occupants - Non-crash injuries as important as crash injuries
- 2005
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Ingår i: International Association of Traffic and Safety Sciences: Research. - 0386-1112. ; 29:1, s. 79-87
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Tidskriftsartikel (refereegranskat)abstract
- A ten year complete data set from the health sector, comprising 284 injured bus and coach occupants from a well defined area, was analyzed. The annual injury incidence was 2 per 10,000 inhabitants, 3/4 were women. In non-crash incidents, 54% were injured; 2/3 while alighting from a bus or coach. In crashes, 46% were injured; 2/3 in collisions with other vehicles and 1/3 in single vehicle crashes. During October-March, 3/4 were injured. In two single vehicle mass casualty crashes in slippery road conditions, high built coaches were hit by so high cross wind forces that they were blown off the road. This crash mechanism has received little attention earlier. Of those injured in collisions with other vehicles, 78% were injured in collisions with other heavy vehicles. Slippery conditions contributed to half of the alighting injuries. The proportion of moderate or more serious injuries (MAIS 2+) was highest in single vehicle crashes (48%) and in alighting and boarding (43%) incidents, and was lowest (5%) in collisions. Every seventh injured was treated as an in-patient on average in five days. Non-crash victims consumed 57% of all in-patient days. Conclusions: The aerodynamic cross-wind factor merits more studies. Injury reducing measures against alighting injuries, addressing especially step height and slippery conditions, may have a great potential to reduce these injuries. Rear-end collisions by other heavy vehicles in urban areas, causing a high number of “whip-lash" injuries, also need to be further addressed. The newly introduced law on compulsory seat belt use in long distance coaches may have a potential to reduce single vehicle crash and some collision injuries.
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| 6. |
- Björnstig, Ulf, et al.
(författare)
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Injury events among bus and coah occupants
- 2005
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Ingår i: IATSS research : journal of International Association of Traffic and Safety Sciences. - 0386-1112. ; 29
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Tidskriftsartikel (refereegranskat)
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| 7. |
- Brolin, Karin, 1974, et al.
(författare)
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Safety of children in cars: A review of biomechanical aspects and human body models
- 2015
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Ingår i: IATSS Research. - : Elsevier BV. - 0386-1112. ; 38:2, s. 92-102
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Forskningsöversikt (refereegranskat)abstract
- The protection of children in motor vehicle crashes has improved since the introduction of child restraint systems. However, motor vehicle crashes remain one of the top leading causes of death for children. Today, computer-aided engineering is an essential part of vehicle development and it is anticipated that safety assessments will increasingly rely on simulations. Therefore, this study presents a review of important biomechanical aspects for the safety of children in cars, including child human body models, for scenarios ranging from on-road driving, emergency maneuvers, and pre-crash events to crash loading. The review is divided into four parts: Crash safety, On-road driving for forward facing children, Numerical whole body models, and Discussion and future outlook.The first two parts provide ample references and a state-of-the-art description of important biomechanical aspects for the safety of children in cars. That children are not small adults has been known for decades and has been considered during the development of current restraints that protect the child in the crash phase. The head, neck, thorax, and pelvis are body areas where development with age changes the biomechanics and the interaction with restraint systems. The rear facing child seat distributes the crash load over a large area of the body and has proved to be a very efficient means of reducing child injuries and fatalities. Children up to age 4. years need to be seated rearward facing for optimal protection, mainly because of the proportionally large head, neck anthropometry and cartilaginous pelvis. Children aged 4 up to 12. years should use a belt positioning booster together with the vehicle seat belt to ensure good protection, as the pelvis is not fully developed and because of the smaller size of these children compared to adults. On-road driving studies have illustrated that children frequently change seated posture and may choose slouched positions that are poor for lap belt interaction if seated directly on the rear seat. Emergency maneuvers with volunteers illustrate that pre-crash loading forces forward-facing children into involuntary postures with large head displacements, having potential influence on the risk of head impact. Children, similar to adults, benefit from the safety systems offered in the vehicle. By providing child adaptability of the vehicle, such as integrated booster cushions, the child-restraint interaction can be further optimized. An example of this is the significant reduction of lap belt misuse when using integrated boosters, due to the simplified and natural positioning of the lap belt in close contact with the pelvis. The research presented in this review illustrates that there is a need for enhanced tools, such as child human body models, to take into account the requirements of children of different ages and sizes in the development of countermeasures.To study how children interact with restraints during on-road driving and during pre- and in-crash events, numerical child models implementing age-specific anthropometric features will be essential. The review of human whole body models covers multi body models (age 1.5 to 15. years) and finite element models (ages 3, 6, and 10. years). All reviewed child models are developed for crash scenarios. The only finite element models to implement age dependent anthropometry details for the spine and pelvis were a 3. year-old model and an upcoming 10. year-old model. One ongoing project is implementing active muscles response in a 6. year-old multi body model to study pre-crash scenarios. These active models are suitable for the next important step in providing the automotive industry with adequate tools for development and assessment of future restraint systems in the full sequence of events from pre- to in-crash.
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| 8. |
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| 9. |
- Farah, Haneen
(författare)
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Modeling drivers' passing duration and distance in a virtual environment
- 2013
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Ingår i: IATSS Research. - : Elsevier BV. - 0386-1112. ; 37:1, s. 61-67
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Tidskriftsartikel (refereegranskat)abstract
- In many countries two-lane rural highways constitute a large proportion of the road network. One of the most fatal crash types is head-on collisions. Some of these head-on collisions are caused by failed passing maneuvers, when a driver does not succeed to complete the pass safely.Detailed observation of drivers' passing behavior in reality is difficult and complex. This study uses a driving simulator to collect detailed data on drivers' passing behavior. Using this data, empirical models explaining passing duration and distance were developed and estimated. These models take into account the impact of the traffic conditions, geometric design, and drivers' socio-demographic characteristics.The results revealed that the passing duration and distance of older drivers are significantly higher than younger drivers. The passing duration and distance are significantly affected by the traffic related variables of the subject, front, and opposing vehicles. The duration and passing distance increase when drivers initiate the passing maneuvers from a larger following distance from the front vehicle. Driver gender, road curvature, and types of front and opposing vehicles were not found to have a statistically significant impact on the passing duration and distance.The time that takes the driver to arrive to the critical position, or the point of no return, from the moment of start passing is equal to 41.7% of the time needed to complete the passing maneuver, higher compared to the value suggested by AASHTO (33%). This has important implications on safety.The main contribution of this paper is in the empirical models developed for passing duration and distance which highlights the factors that affect drivers' passing behavior and can be used to enhance the passing models in simulation programs.
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| 10. |
- Gustafsson, Torfinn, et al.
(författare)
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Off-road vehicle fatalities : a comparison of all-terrain vehicle and snowmobile accidents in Sweden
- 2013
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Ingår i: International Association of Traffic and Safety Sciences (IATSS) Research. - : Elsevier BV. - 0386-1112. ; 37, s. 12-15
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Tidskriftsartikel (refereegranskat)abstract
- This study investigates accident fatalities involving two types of off-road vehicles: snowmobiles and all-terrain vehicles (ATVs). All snowmobile fatalities in Sweden from the 2006/2007 season through the 2011/2012 season, and all ATV fatalities from 2007 through 2012, were retrospectively examined. A total of 107 fatalities—57 snowmobile-related and 50 ATV-related—were found. Most deaths occurred on weekends (71% of the snowmobile-related and 72% of the ATV-related). A majority of the fatalities were males (91% and 94%), with the largest share in the age group 40–49 years (19% and 24%). The most common causes of death were blunt trauma (56% and 66%), drowning (30% vs 6%), and traumatic asphyxia (9% vs 14%). Among victims who were tested (95% vs 92%), a very high share was found to be inebriated (59% vs 61%), and mean blood alcohol concentration was also high (1.9 vs 1.7 g/l). Forty-seven percent of snowmobile-related fatalities and 48% of ATV-related fatalities had a blood alcohol concentration above 1.0 g/l. This means that there was a very strong association between off-road vehicle fatalities and drunken riding; steps to prevent riding while intoxicated seem to be the most important preventive measure. Automatic measures such as alcolocks are probably the most effective. The obvious at-risk group to target is middle-aged men with high alcohol consumption.
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