Restraint Use for Child Occupants in Dubai, United Arab Emirates.

The overall objective of the current study was to investigate the behaviours and knowledge of parents/carers in relation to safe child occupant travel in the Emirate of Dubai in the United Arab Emirates (UAE). A community survey was completed by 786 participants who were responsible for the safety of 1614 children (aged 10 years and younger). The survey included questions related to the type, frequency and appropriateness of restraint use for their eldest child. Overall, 24 percent of participants reported that they 'never/almost never' restrained their eldest child while travelling in a motor vehicle, with this proportion increasing with child age. For example, though 89 percent of participants reported that they restrained their infants (<1 year) in an 'appropriate' restraint for their age, this rate was much lower for children aged between 5 and 7 years (10%). Overall, these findings suggest that a large proportion of child occupants, especially those aged five years and older, are not appropriately restrained in vehicles, and therefore are at an increased risk of death or serious injury in the event of a crash. Future research will validate this self-reported child restraint use data with objective data from observations of real-world child restraint use behaviour in the UAE.

Worldsid assessment of far side impact countermeasures.

Far side impact trauma has been demonstrated as a significant portion of the total trauma in side impacts. The objective of the study was to assess the potential usefulness of countermeasures and assess the trade-offs associated with generic countermeasure design. Because the WorldSID dummy has demonstrated promise as a potential far side impact dummy, it was chosen to assess countermeasures in this mode. A unique far side impact buck was designed for a sled test system that included, as a standard configuration, a center console and outboard three-point belt system. This configuration assumed a left side driver with a right side impact. The buck allowed for additional options of generic restraints including shoulder or thorax plates or an inboard shoulder belt. The entire buck could be mounted on the sled in either a 90-degree (3-o'clock PDOF) or a 60-degree (2-o'clock PDOF) orientation. A total of 19 WorldSID tests were completed. The inboard shoulder belt configuration produced high shear forces in the lower neck (2430 N) when the belt position was placed over the mid portion of the neck. Shear forces were reduced and of opposite sign when the inboard belt position was horizontal and over the shoulder; forces were similar to the standard outboard belt configuration (830 - 1100 N). A shoulder or thorax restraint was effective in limiting the head excursion, but each caused significant displacement at the corresponding region on the dummy. A shoulder restraint resulted in shoulder displacements of 30 - 43 mm. A thorax restraint caused thorax deflections of 39 - 64 mm. Inboard restraints for far side impacts can be effective in reducing head excursion but the specific design and placement of these restraints determine their overall injury mitigating characteristics.

Crossing roads safely: an experimental study of age differences in gap selection by pedestrians.

The over-representation of older pedestrians in serious injury and fatal crashes compared to younger adults may be due, in part, to age-related diminished ability to select gaps in oncoming traffic for safe road-crossing. Two experiments are described that examine age differences in gap selection decisions in a simulated road-crossing environment. Three groups of participants were tested, younger (30-45 years), young-old (60-69 years) and old-old (>75 years). The results showed that, for all age groups, gap selection was primarily based on vehicle distance and less so on time-of-arrival. Despite the apparent ability to process the distance and speed of oncoming traffic when given enough time to do so, many of the old-old adults appeared to select insufficiently large gaps. These results are discussed in terms of age-related physical, perceptual and cognitive limitations and the ability to compensate for these limitations. Practical implications for road safety countermeasures are also highlighted, particularly the provision of safe road environments and development of behavioural and training packages.

Crash risk of older female drivers--contributing factors.

Using data from i) a self-administered survey of 673 older female drivers, and ii) a case-control study of 48 crash-involved and 44 non crash-involved older female drivers, some factors that may predict crash involvement were identified. Survey data gathered self-reported information on demographic characteristics, health status, travel patterns and driving practices. A battery of functional performance assessments were administered by trained experimenters in the case-control study, and participants completed a second detailed self-administered questionnaire. Factors found to predict crash involvement included driving characteristics such as being the main driver in the household, not highly confident of being a safe driver, experiencing difficulty driving in unfamiliar areas and having problems with the driving style of other drivers. In addition, low attentional, cognitive and motor skills and presence of multiple medical conditions were significant predictors of crash involvement.

Driving simulator validation for speed research.

The behavioral validation of an advanced driving simulator for its use in evaluating speeding countermeasures was performed for mean speed. Using mature drivers, 24 participants drove an instrumented car and 20 participants drove the simulator in two separate experiments. Participants drove on roads which contained transverse rumble strips at three sites, as well as three equivalent control sites. The three pairs of sites involved deceleration, and were the approaches to stop sign intersections, right curves, and left curves. Numerical correspondence (absolute validity), relative correspondence (or validity), and interactive (or dynamic) relative validity were analyzed, the latter using correlations developed from canonical correlation. Participants reacted to the rumble strips, in relation to their deceleration pattern on the control road, in very similar ways in both the instrumented car and simulator experiments, establishing the relative validities. However, participants generally drove faster in the instrumented car than the simulator, resulting in absolute validity not being established.

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

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

Demographics, Velocity Distributions, and Impact Type as Predictors of AIS 4+ Head Injuries in Motor Vehicle Crashes.

The objective of the study was to determine differences between the United States-based NASS and CIREN and Australia-based ANCIS databases in occupant-, crash-, and vehicle-related parameters for AIS 4+ head injuries in motor vehicle crashes. Logistic regression analysis was performed to examine roles of the change in velocity (DV), crash type (frontal, far-side, nearside, rear impact), seatbelt use, and occupant position, gender, age, stature, and body mass in cranial traumas. Belted and unbelted non-ejected occupant (age >16 years) data from 1997-2006 were used for the NASS and CIREN datasets, and 2000-2010 for ANCIS. Vehicle model year, and occupant position and demographics including body mass index (BMI) data were obtained. Injuries were coded using AIS 1990-1998 update. Similarities were apparent across all databases: mean demographics were close to the mid-size anthropometry, mean BMI was in the normal to overweight range, and representations of extreme variations were uncommon. Side impacts contributed to over one-half of the ensemble, implying susceptibility to head trauma in this mode. Odds of sustaining head injury increased by 4% per unit increase in DV (OR: 1.04, 95% CI: 1.03-1.04, p<0.001; adjusted for other variables); one-half for belted compared to unbelted occupants (OR: 0.48, 95% CI: 0.37-0.61, p<0.001); nearside, then far-side had significantly higher odds than frontal, and no difference by gender or position (front-left, front-right). Similar crash- and occupant-related outcomes from the two continents indicate a worldwide need to revise the translation acceleration-based head injury criterion to include the angular component in an appropriate format for improved injury assessment and mitigation.

Attitudes towards current and lowered speed limits in Australia.

The present study was concerned with gaining a greater understanding of the Australian community's attitudes towards both the current and proposed lower speed limits. An online survey was administered in four states (Victoria, South Australia, Western Australia, and Tasmania), with a total of 4100 respondents recruited. The survey focussed on attitudes towards speed limits for four different road types, and the sample was stratified according to age, gender, and area of residence. It was found that most respondents were able to correctly identify the speed limit for local residential streets and major urban arterials, although their knowledge of rural speed limits was considerably lower. The majority of respondents were in favour of the proposed lower speed limits on 100 km/h two-lane undivided rural roads and on rural gravel roads, but only about one-third supported lower limits in urban areas. A cluster analysis revealed that there were varying characteristics between respondents who were more or less likely to support speed limit reductions, across a number of demographic, socio-economic status, and driving behavior variables. These results provided important guidance regarding groups that could potentially be targeted in speed-related interventions, as well as highlighting the potential for lowering speed limits in Australia, particularly on rural roads.

Cost-benefit analysis of an alcohol ignition interlock for installation in all newly registered vehicles.

OBJECTIVE: This study conducted a cost-benefit analysis of an alcohol ignition interlock device in preventing alcohol-related fatalities and serious injuries when installed in all newly registered vehicles in Australia. METHODS: Benefit-cost ratios (BCRs) were calculated by comparing the benefits associated with the number of road injuries the interlock was predicted to save with the costs associated with installing the device in all newly registered vehicles. Four effectiveness levels were assumed for the interlock, given that the device was not expected to prevent 100 percent of alcohol-impaired driving. Unit benefits were computed for 4, 5, and 7 percent discount rates, and for fleet life periods of 15 and 25 years. ANALYSIS AND RESULTS: The BCRs ranged from 3.4:1 at best to 0.6:1, depending on the interlock effectiveness level, the discount rate, and the fleet life figure applied. It was estimated that the interlock could prevent between 97 (at the lowest effectiveness level of 23.8%) and 388 (at the highest effectiveness level of 95%) road fatalities per annum, with the corresponding range for serious injuries being 603 to 2414 casualties. CONCLUSION: It was recommended that the installation of interlock devices in all newly registered vehicles in Australia could be an effective option, from a cost-benefit analysis perspective, depending upon its level of success in preventing alcohol-impaired driving. Therefore, although this primary prevention strategy is likely to obtain lower BCRs than targeting groups who are overrepresented in alcohol-related road crashes, a substantial number of road fatalities and serious injuries would be prevented, with up to 24 percent of all fatalities and up to 11 percent of all serious injuries saved in Australia per annum. Overall, it was concluded that due to the investigated interlock's user friendliness and relative affordability in comparison to other interlocks, the device should be considered as a countermeasure for curbing the drink driving problem in Australia.

Future directions for older driver research.

The Western world is facing a growing proportion of older drivers on our roads as the population ages and, with, it a likely increase in crashes involving seniors. This paper sets out to review what we know about older drivers and what is still unclear and in need of future knowledge and intervention. Issues related to crash epidemiology, licensing, medical fitness-to-drive, the role of new safety technology, and life after the car are briefly reviewed with the aim of identifying key areas for future research and action. A list of priority topics is included to help address this burgeoning safety area.

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

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.

An Australasian model license reassessment procedure for identifying potentially unsafe drivers.

Most licensing jurisdictions in Australia currently employ age-based assessment programs as a means to manage older driver safety, yet available evidence suggests that these programs have no safety benefits. This paper describes a community referral-based model license re assessment procedure for identifying and assessing potentially unsafe drivers. While the model was primarily developed for assessing older driver fitness to drive, it could be applicable to other forms of driver impairment associated with increased crash risk. It includes a three-tier process of assessment, involving the use of validated and relevant assessment instruments. A case is argued that this process is a more systematic, transparent and effective process for managing older driver safety and thus more likely to be widely acceptable to the target community and licensing authorities than age-based practices.

Comparison of PMHS, WorldSID, and THOR-NT responses in simulated far side impact.

Injury to the far side occupant has been demonstrated as a significant portion of the total trauma in side impacts. The objective of the study was to determine the response of PMHS in far side impact configurations, with and without generic countermeasures, and compare responses to the WorldSID and THOR dummies. A far side impact buck was designed for a sled test system that included a center console and three-point belt system. The buck allowed for additional options of generic countermeasures including shoulder or thorax plates or an inboard shoulder belt. The entire buck could be mounted on the sled in either a 90-degree (3-o'clock PDOF) or a 60-degree (2-o'clock PDOF) orientation. A total of 18 tests on six PMHS were done to characterize the far side impact environment at both low (11 km/h) and high (30 km/h) velocities. WorldSID and THOR-NT tests were completed in the same configurations to conduct matched-pair comparisons. For high-speed tests, center console pelvic forces ranged from 3 to 5 kN; thorax or shoulder plate forces (when present) ranged from 3 to 4 kN. Shoulder belt forces were highly dependent on the presence of a thorax or shoulder restraint; without alternate restraint, both inboard and outboard shoulder belt forces were approximately 3 kN. Both dummies had positive and negative biofidelity outcomes. For example, the THOR shoulder against a side restraint produced much higher forces than the PMHS or WorldSID; the WorldSID produced greater pelvic loads in the presence of a shoulder plate than the PMHS or THOR. Both dummies provided good measures of head excursion compared to PMHS across most configurations. Both dummies had difficulty measuring appropriate chest deformations due to belt loading because of measurement device locations. Considerations for countermeasure design should account for the potential for increased injuries to other body regions. For example, in the PMHS tests, a high inboard shoulder belt configuration produced carotid artery trauma. The far side impact environment is unique and there are currently no dummies that are designed specifically to assist countermeasure design. The current test series demonstrated that with some modifications, both the WorldSID and THOR have the potential to function as good human surrogates in far side impact configurations.

Perceptual lane width, wide perceptual road centre markings and driving speeds.

The possibility that driving speeds could be reduced through the use of lane delineation was explored. Using a high-fidelity driving simulator, 28 experienced drivers were measured on seven two-lane rural roads with lane widths of 3.6, 3.0, or 2.5 m, and with either a standard centreline (control), a wide painted hatched road centre marking, or a wide white gravel road centre marking. Driving speeds were reduced on the narrowest lane width road, and further reduced on straight road sections that contained the centre marking with painted hatching. It was concluded that the narrow lane width increased steering workload and reduced speeds through a speed-steering workload trade-off, whilst the hatched road centre marking enhanced peripheral visual speed perception, leading to higher speed estimations and slower speeds. Therefore, narrowing the lane width below 3.0 m by using a painted hatched road centre marking should be an effective way to reduce driving speeds.