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Who Is Responsible for Roadway Safety?

Everyone. We all are responsible for driving, walking, and biking safely on our Nation's roads. The engineers and planners have the responsibility to make sure that roads are designed and operating properly -- with safety for all road users in mind. Drivers and pedestrians have the responsibility to always be alert and obey the traffic rules. Passengers should always buckle up and act responsibly. The police and the courts have the responsibility to make sure that the traffic and pedestrian laws are enforced. Public safety agencies have the responsibility of responding to and securing crash locations and enforcing traffic laws. Local communities and county and state governments need to allocate funding for safe roads and increase public awareness about road safety. Everyone should take responsibility for roadway safety.

Read more from the FHWA article Road Safety Fact Sheet.

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Effects of Sleep Schedules on Commercial Motor Vehicle Driver Performance

Drivers with more opportunity to sleep (i.e., longer off-duty time) slept more. Short-haul
drivers were more likely to obtain their sleep in a single sleep period.

Both long- and short-haul drivers averaged approximately 7 ½ hours of sleep per night,
which is within normal limits for adults.

There was significant day-to-day variability in sleep duration in both the long-haul and
the short-haul groups.

Long-haul drivers obtained almost half of their daily sleep during work-shift hours,
mainly sleeper-berth time. This may suggest that they spend a significant portion of the
work shift in a state of partial sleep deprivation until the opportunity to obtain recovery
sleep presents itself.

Read more of Effects of Sleep Schedules on Commercial Motor Vehicle Driver Performance

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Special Crash Investigations (SCI)

The SCI program is the agency's sole resource for examining the safety impact of rapidly changing technology (such as air bags and alternative fuel systems) and for exploring alleged or potential vehicle defects. It helps the agency achieve its performance goals by responding to crash investigation requests from internal agency customers (Safety Performance Standards, Safety Assurance, and Research and Development), and by fostering improvements in new technologies to enhance traffic safety

SCI data are critical to understanding real-world motor vehicle crash performance and the injury risk as a function of crash severity. Data are obtained for comparison of these risks from assessment of the damage to crash involved motor vehicles, assessment of the performance of motor vehicle occupant safety devices such as air bags, and documentation of injuries sustained by crash victims.

Read more from the NHTSA article Special Crash Investigations (SCI)
National Automotive Sampling System (NASS)

There are more than 10.6 million police reported motor vehicle traffic crashes each year in the United States resulting in death, injury and property damage at a substantial economic loss to society. It is the mission of NHTSA to reduce the number of motor vehicle crashes, deaths and injuries, and consequently the associated economic loss to society resulting from motor vehicle crashes. NASS data are critical to understanding real-world motor vehicle crash performance and the injury risk as a function of crash severity. Data are obtained for comparison of these risks from assessment of the damage to crash involved motor vehicles, assessment of the performance of motor vehicle occupant safety devices, and documentation of injuries sustained by crash victims.

The National Automotive Sampling System (NASS) has been in operation at various levels of development, implementation and operation since 1978. The NASS program was re-evaluated in the mid-1980's. This re-evaluation resulted in changes which were implemented by the National Highway Traffic Safety Administration (NHTSA) in January 1988. NASS now has two major operating components:

The General Estimates System (GES) which collects data on an annual sample
of approximately 55,000 police traffic crash reports; and

The Crashworthiness Data System (CDS) which collects additional
detailed information on an annual sample of approximately 5,000 police reported
traffic crashes involving a towed passenger car, van or truck that is less than
or equal to 10,000 pounds GVW

Read more from the NHTSA article National Automotive Sampling System (NASS)
Crash Outcome Data Evaluation System (CODES)

CODES was developed to study the benefits of safety belt and motorcycle helmet use in crashes as required by Section 1031(b) of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). In 1992, NHTSA awarded grants to seven states (Hawaii, Maine, Missouri, Pennsylvania, New York, Utah, and Wisconsin) to link their crash and medical outcome data and produce a report to congress on the benefits of safety belt and motorcycle helmet use.

There is no one source of data which enables the information about the injury-causing event (the motor vehicle crash) to be directly related to specific medical and financial consequences for each person involved in the crash. Linked crash and medical outcome data is a giant step in that direction.

Read more from the NHTSA article Crash Outcome Data Evaluation System (CODES)
Motor Vehicle Impact Injury

The introduction of both front and side air bags and other technological advances in vehicle restraint systems, designed to protect occupants in both front and side impact crashes, is both reducing overall injury severity, but also radically altering the pattern of injuries. There is a need to understand what this change is, what the injury mechanisms are, what are the costs associated with this, and what could be done to mitigate these injuries. In addition there is a need to monitor the effect of FMVSS 208 and 214 which regulate frontal and side protection.

Read more from the NHTSA article Motor Vehicle Impact Injury Mechanisms To Restrained Occupants -
Injury Causes and Costs of High Speed Car Crashes

The introduction of both front and side air bags and other technological advances in vehicle restraint systems, designed to protect occupants in both front and side impact crashes, is both reducing overall injury severity, but also radically altering the pattern of injuries. There is a need to understand what this change is, what the injury mechanisms are, what are the costs associated with this, and what could be done to mitigate these injuries. In addition there is a need to monitor the effect of FMVSS 208 and 214 which regulate frontal and side protection.

In order to determine priorities and issues in Crashworthiness research, data must be collected about types of crashes and the resulting injuries that occur on the highways of the United States. Other organizations within R&D collect and analyze such statistics. Among these data collection activities are the programs within the National Center for Statistics and Analysis (NCSA) such as the National Automotive Sampling System (NASS), the General Estimates System (GES), and the Fatality Analysis Reporting System (FARS), and approximately 12 years worth of data from 26 states on crashes. CIREN is acquiring a wealth of more detailed injury data in conjunction with crash investigations using Level 1 trauma centers at the University of Medicine and Dentistry of New Jersey in Newark, the Children's National Medical Center in Washington, DC, the William Lehman Injury Research Center in Miami, Florida, the National Study Center for Trauma and EMS/ R Adams Cowley Shock Trauma Center in Baltimore, Maryland, Harborview Injury Prevention & Research Center in Seattle, Washington, the San Diego County Trauma System in San Diego, California, the University of Michigan Medical Center in Ann Arbor, Michigan, the University of Alabama at Birmingham in Birmingham, Alabama, and the Inova Regional Trauma Center at Inova Fairfax Hospital in Falls Church, Virginia.

Read more from the NHTSA article Injury Causes and Costs of High Speed Car Crashes
Motor Vehicle Impact Injury Mechanisms in Children

There are a number of issues relating to the use of child restraint systems in motor vehicles. Seats are often not used correctly, i.e. are wrongly placed or fastened, or are inappropriate for the weight and height of the child. In addition there have been a number of cases where air bags had the unintended effect of injuries which resulted directly from their deployment during an accident. Similarly the use of safety belts without booster seats has resulted in direct injuries. The study will allow a monitoring of the performance of FMVSS213 and the identification of problems in the current standards.

In order to determine priorities and issues in Crashworthiness research, data must be collected about types of crashes and the resulting injuries that occur on the highways of the United States. Other organizations within R&D collect and analyze such statistics. Among these data collection activities are the programs within the National Center for Statistics and Analysis (NCSA) such as the National Automotive Sampling System (NASS), the General Estimates System (GES), and the Fatality Analysis Reporting System (FARS), and approximately 12 years worth of data from 26 states on crashes. CIREN is acquiring a wealth of more detailed injury data in conjunction with crash investigations using Level 1 trauma centers at the University of Medicine and Dentistry of New Jersey in Newark, the Children's National Medical Center in Washington, DC, the William Lehman Injury Research Center in Miami, Florida, the National Study Center for Trauma and EMS/ R Adams Cowley Shock Trauma Center in Baltimore, Maryland, Harborview Injury Prevention & Research Center in Seattle, Washington, the San Diego County Trauma System in San Diego, California, the University of Michigan Medical Center in Ann Arbor, Michigan, the University of Alabama at Birmingham in Birmingham, Alabama, and the Inova Regional Trauma Center at Inova Fairfax Hospital in Falls Church, Virginia.

Read more from the NHTSA article Motor Vehicle Impact Injury Mechanisms in Children
Assess Safety of Automotive Adaptive Equipment

Because of the relatively small population of persons with disabilities, very little data are available for crashes involving these persons. This project attempts to be pro-active and address potential safety problems before they occur. These problems are anticipated due to the growing number of vehicle operators who have some disability. The project will monitor the problem and react accordingly.

NHTSA has limited experience with adaptive driving equipment. There are no FMVSS directly regulating adaptive driving controls or combinations of equipment that may result in an unsafe vehicle adaptation. In theory, each device used to replace the function of equipment originally provided by the vehicle manufacturer should pass the applicable FMVSS. Otherwise the installer of that equipment would be guilty of "rendering inoperative" a device installed in a vehicle in compliance with FMVSS. Historically, NHTSA has responded to questions regarding installation of adaptive equipment, and whether it will comply with FMVSS, by considering any violation as justified by public need, if it was done in the adaptation of a vehicle for a disabled driver. Now the Agency has responded in an NPRM to allow specific areas of vehicles to be altered t accomodate persons with disabilities. The Centers for Disease Control estimates that 211,000 Americans use some sort of adaptive equipment in their vehicles. NHTSA established a Working Group on Automotive Safety for Persons with Disabilities (WGASPD) in April of 1994 to familiarize the agency with the needs and problems of persons with disabilities who use motor vehicles. This goal was accomplished and a research team was formed in its place to identify areas of research.

Read more from the NHTSA article Assess Safety of Automotive Adaptive Equipment
Electric Vehicle Safety

Design, weight and weight distribution for EV's/HEV's may be such that compliance with existing crashworthiness safety standards will pose difficulties. Additionally, there are potential hazards during a crash of electric shock, contact with toxic electrolytes, and battery system explosion.

Federal and state requirements based on environmental concerns are leading manufacturers to develop low or zero emission vehicles that may be marketed in significant numbers within the next few years. A regulation of the California Air Resources Board requires that ten percent of a manufacturer's sales must be zero emission vehicles (ZEV's) beginning in model year 2003. Credits will also be given for the production of hybrid low, ultra-low and super-ultra-low emission vehicles, which could bring the actual ZEV numbers down to around four percent of the vehicles sold (approximately 22,000 ZEV's in 2003).

Read more from the NHTSA article Electric Vehicle Safety

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