ABSTRACT
Driver models are crucial for the safety assessment of autonomous vehicles (AVs) because of their role as reference models. Specifically, an AV is expected to achieve at least the same level of safety performance as a careful and competent driver model. To make this comparison possible, quantitative modeling of careful and competent driver models is essential. Thus, the UNECE Regulation No. 157 proposes two driver models as benchmarks for AVs, enabling safety assessment of AV longitudinal behaviors. However, these two driver models are unable to be applied in non-car-following scenarios, limiting their applications in scenarios such as highway merging. To this end, we propose a careful and competent driver model for highway merging (CCDM2) scenarios using interpretable reinforcement learning-based decision-making and safety constraint control. We compare our model's safe driving capabilities with human drivers in challenging merging scenarios and demonstrate the "careful" and "competent" characteristics of our model while ensuring its interpretability. The results indicate the model's capability to handle merging scenarios with even better safety performance than human drivers. This model is of great value for AV safety assessment in merging scenarios and contributes to future reference driver models to be included in AV safety regulations.
Subject(s)
Automobile Driving , Safety , Humans , Safety/standards , Accidents, Traffic/prevention & control , Automation , Decision Making , Models, Theoretical , Male , Automobiles/standards , Adult , FemaleSubject(s)
Air Pollution, Indoor , Automobiles , Flame Retardants , Vehicle Emissions , Portraits as Topic , Vehicle Emissions/analysis , Air Pollution/statistics & numerical data , Automobiles/legislation & jurisprudence , Automobiles/standards , Automobiles/statistics & numerical data , Air Pollution, Indoor/legislation & jurisprudence , Air Pollution, Indoor/statistics & numerical data , Health Status Indicators , Cost-Benefit Analysis , Environmental Policy , Humans , United States Government Agencies , Health PolicyABSTRACT
Did the 1980s automotive standards reflect the European Economic Community's move toward a "technical democracy" or a broader democratic deficit? In the early 1980s, Europe's automotive sector faced multiple challenges: the European Commission's desire to harmonize technical standards and achieve greater European integration, intense competition between manufacturers, and environmental issues like acid rain. Debates on reducing air pollution focused on unleaded petrol and catalytic converters. Two associations representing civil society in Brussels responded to the increase in environmental concerns with a 1982 joint campaign. Despite a rich historiography on pollutant emission standards, highlighting the strategies of governments and companies, no study has dealt with the role nongovernmental organizations played. Based on public and private archives, particularly those of the European Bureau of Consumers' Unions, this article argues the new regulations did not result from the EU's consultation with civil society organizations like consumer groups but rather with the automotive industry.
Subject(s)
Automobiles , Automobiles/history , Automobiles/standards , History, 20th Century , Europe , Democracy , European Union/history , Environmental Policy/history , Environmental Policy/legislation & jurisprudence , Industry/history , Industry/legislation & jurisprudence , Industry/standardsABSTRACT
ABSTRACT Objective: To measure visual acuity in high contrast and low contrast sensitivities in different grades of visible light transmission films in three different positions (front, lateral and rear windows). Methods: Forty-four healthy volunteers between 30-75 y-o, with BCVA better than 0,5, were tested in the 5 following vehicles with different grades of visible light transmission films. Vehicle 1: 75% in the front and 70% in the lateral and rear windows; Vehicle 2: 70% in the front and lateral windows and 28% in the rear; Vehicle 3: 70% in the front, 28% in the lateral and 15% rear; Vehicle 4: 35% in all 3 windows; Vehicle 5: 50% in the front, 20% in the lateral and 15% in the rear. Descriptive statistics were used and the average of the 3 measurements of VA was considered. Wilcoxon Test was applied to compare the average visual acuity in each vehicle and position. P value<0.05 was considered statistically significant. Results: According to the Brazilian Traffic Regulations for driving in categories C/D/E, when low contrast was tested in the front window, all visible light transmissions were borderline, in the lateral window they were all outside the limit, while in the rear window for both low and high contrast, all visible light transmissions tested were outside the limit and also borderline for driving in categories A/B, with the exception of the vehicle with visible light transmission of 35%. Conclusion: Visual acuity is affected, especially in the rear window, by the use of automotive films. The study is an alert that window films is a possible cause of accidents and may contribute to the revision of traffic regulations worldwide.
RESUMO Objetivo: Medir a acuidade visual em alto e baixo contraste nas diversas graduações de transparência de filmes em três janelas de veículos: frontal, lateral e traseira. Métodos: Foram avaliados 44 voluntários saudáveis entre 30 e 75 anos, com acuidade visual melhor corrigida acima de 0,5, em cinco veículos, sendo: veículo 1, com 75% de transparência frontal e 70% na lateral e traseira; veículo 2, com 70% na frontal e na lateral e 28% na traseira; veículo 3, com 70% na frontal, 28% na lateral e 15% na traseira; veículo 4, com 35% nas três janelas; e veículo 5, com 50% na frontal, 20% na lateral e 15% na traseira. Foi realizada estatística descritiva utilizando a média de três medidas consecutivas, com teste de Wilcoxon para comparar a média de acuidade visual em cada janela, e foi considerado estatisticamente significativo quando valor de p<0,05. Resultados: Todas as transparências testadas nos vidros reduziram a acuidade visual em situação de baixo contraste para níveis limítrofes na janela frontal e níveis ilegais na lateral para conduzir veículos nas categorias C/D/E. Na janela traseira, tanto em alto quanto em baixo contraste, todas as transparências mostraram redução da acuidade visual para níveis ilegais para categorias C/D/E e limítrofes para as categorias A/B, exceto na transparência de 35%. Conclusão: A acuidade visual é reduzida pelo uso dos filmes automotivos, especialmente na janela traseira. Condutores de veículos com filmes devem ser alertados pelo risco aumentado de acidentes. Esse dado científico propõe revisões nas regulações de tráfego mundiais.
Subject(s)
Humans , Male , Female , Adult , Middle Aged , Aged , Automobile Driving/legislation & jurisprudence , Automobiles/legislation & jurisprudence , Automobiles/standards , Contrast Sensitivity , Visual Acuity , Space Perception , Vision Tests , Lighting , Accidents, Traffic , Cross-Sectional Studies , Color , Glass , LightABSTRACT
The present online study surveyed drivers of SAE Level 2 partially automated cars on automation use and attitudes towards automation. Respondents reported high levels of trust in their partially automated cars to maintain speed and distance to the car ahead (M = 4.41), and to feel safe most of the time (M = 4.22) on a scale from 1 to 5. Respondents indicated to always know when the car is in partially automated driving mode (M = 4.42), and to monitor the performance of their car most of the time (M = 4.34). A low rating was obtained for engaging in other activities while driving the partially automated car (M = 2.27). Partial automation did, however, increase reported engagement in secondary tasks that are already performed during manual driving (i.e., the proportion of respondents reporting to observe the landscape, use the phone for texting, navigation, music selection and calls, and eat during partially automated driving was higher in comparison to manual driving). Unsafe behaviour was rare with 1% of respondents indicating to rarely monitor the road, and another 1% to sleep during partially automated driving. Structural equation modeling revealed a strong, positive relationship between perceived safety and trust (ß = 0.69, p = 0.001). Performance expectancy had the strongest effects on automation use, followed by driver engagement, trust, and non-driving related task engagement. Perceived safety interacted with automation use through trust. We recommend future research to evaluate the development of perceived safety and trust in time, and revisit the influence of driver engagement and non-driving related task engagement, which emerged as new constructs related to trust in partial automation.
Subject(s)
Automation/methods , Automobile Driving/psychology , Automobiles/standards , Emotions/physiology , Man-Machine Systems , Surveys and Questionnaires/statistics & numerical data , Trust , Adolescent , Adult , Aged , Attitude , Cross-Sectional Studies , Female , Humans , Male , Middle Aged , Young AdultABSTRACT
Air pollution from diesel-powered vehicles is likely to be contributing substantial harm to health in Aotea-roa New Zealand, as well as making it harder for this country to meet its international climate change commitments. There are a lack of controls and outdated standards applied to diesel vehicles in New Zea-land, and there is scope to extend the monitoring of emissions. A comprehensive list of interventions that would assist with the phase-out of light diesel vehicles and reducing their emissions during the transition has been compiled. This list includes regulatory interventions such as bringing forward the year in which the Climate Change Commission proposes to ban imports of internal combustion light vehicles (ie, from 2035 to 2025). Also detailed are fiscal measures (incentives and disincentives) and improvements to in-formation for consumers at point-of-sale.
Subject(s)
Air Pollutants/toxicity , Automobiles/standards , Environmental Monitoring/methods , Particulate Matter/toxicity , Vehicle Emissions/toxicity , Air Pollution , Automobile Driving/standards , Humans , New Zealand , Vehicle Emissions/prevention & controlABSTRACT
OBJECTIVE: Mechanical conditions of vehicles may play a determinant role in driving safety, the reason why vehicle periodical technical inspections (VTIs) are mandatory in many countries. However, the high number of drivers sanctioned for not complying with this regulation is surprisingly high, and there is not much evidence on what kind(s) of motives may explain this concerning panorama. This study aimed to identify the aspects that modulate the relationship between complying (or not) with VTI's standards in a nationwide sample of Spanish drivers. The study design also addressed the drivers' awareness regarding different risky behaviors while driving, depending on their sex and their crash record. METHODS: 1,100 Spanish drivers completed a survey on the aforementioned issues. An analysis of variance (ANOVA) with Bonferroni post-hoc adjustment was conducted to assess significant differences (p<0.05) in the study variables. RESULTS: Most of the surveyed drivers (99.18%) reported that they always comply with VTI's requirements. The main reasons to comply were related to compliance with traffic regulation and fear of penalties, while the reasons attributed to its incompliance are, instead, stated as involuntary. CONCLUSION: The findings of this study support the idea that more actions are needed to increase drivers' awareness of the relevance of VTIs for road safety, as well as warning them about the dangers of neglecting vehicle checking beyond merely punishing measures. For this reason and given the greater prevalence of the issue among younger segments of the driving population, it is suggested that more emphasis on the matter could be made during novice driver's training.
Subject(s)
Accidents, Traffic/prevention & control , Automobile Driving/standards , Automobiles/standards , Humans , Professional Competence/standards , Risk-Taking , Spain , Surveys and QuestionnairesABSTRACT
People with disabilities face many travel barriers. Autonomous vehicles and services may be one solution. The purpose of this project was to conduct a systematic review of the grey and scientific literature on autonomous vehicles for people with disabilities. Scientific evidence (n = 35) was limited to four observational studies with a very low level of evidence, qualitative studies, reviews, design and model reports, and policy proposals. Literature on older adults was most prevalent. Grey literature (n = 37) spanned a variety of media and sources and focuses on a variety of disability and impairment types. Results highlight opportunities and barriers to accessible and usable AVs and services, outline research gaps to set a future research agenda, and identify implications for policy and knowledge translation. People with disabilities are a diverse group, and accessible and usable design solutions will therefore need to be tailored to each group's needs, circumstances, and preferences. Future research in diverse disability groups should include more participatory action design and engineering studies and higher quality, prospective experimental studies to evaluate outcomes of accessible and usable AV technology. Studies will need to address not only all vehicle features but also the entire travel journey.
Subject(s)
Automobiles/standards , Autonomous Vehicles/standards , Disabled Persons/rehabilitation , Humans , TravelABSTRACT
INTRODUCTION: Currently, risky driving behaviour is a major contributor to road crashes and as a result, wide array of tools have been developed in order to record and improve driving behaviour. Within that group of tools, interventions have been indicated to significantly enhance driving behaviour and road safety. This study critically reviews monitoring technologies that provide post-trip interventions, such as retrospective visual feedback, gamification, rewards or penalties, in order to inform an appropriate driver mentoring strategy delivered after each trip. METHOD: The work presented here is part of the European Commission H2020 i-DREAMS project. The reviewed platform characteristics were obtained through commercially available solutions as well as a comprehensive literature search in popular scientific databases, such as Scopus and Google Scholar. Focus was given on state-of-the-art-technologies for post-trip interventions utilized in four different transport modes (i.e. car, truck, bus and rail) associated with risk prevention and mitigation. RESULTS: The synthesized results revealed that smartphone applications and web-based platforms are the most accepted, frequently and easiest to use tools in cars, buses and trucks across all papers considered, while limited evidence of post-trip interventions in -rail was found. The majority of smartphone applications detected mobile phone use and harsh events and provided individual performance scores, while in-vehicle systems provided delayed visual reports through a web-based platform. CONCLUSIONS: Gamification and appropriate rewards appeared to be effective solutions, as it was found that they keep drivers motivated in improving their driving skills, but it was clear that these cannot be performed in isolation and a combination with other strategies (i.e. driver coaching and support) might be beneficial. Nevertheless, as there is no holistic and cross-modal post-trip intervention solution developed in real-world environments, challenges associated with post-trip feedback provision and suggestions on practical implementation are also provided.
Subject(s)
Accidents, Traffic/prevention & control , Automobile Driving/standards , Formative Feedback , Mobile Applications , Motor Vehicles/standards , Railroads/standards , Automobiles/standards , Humans , Mentoring/methods , Retrospective Studies , Risk-TakingABSTRACT
Improving road safety and setting targets for reducing traffic-related crashes and deaths are highlighted as part of the United Nations sustainable development goals and worldwide vision zero efforts. The advent of transportation network companies and ridesourcing expands mobility options in cities and may impact road safety outcomes. We analyze the effects of ridesourcing use on road crashes, injuries, fatalities, and driving while intoxicated (DWI) offenses in Travis County, Texas. Our approach leverages real-time ridesourcing volume to explain variation in road safety outcomes. Spatial panel data models with fixed-effects are deployed to examine whether the use of ridesourcing is significantly associated with road crashes and other safety metrics. Our results suggest that for a 10% increase in ridesourcing trips, we expect a 0.12% decrease in road crashes, a 0.25% decrease in road injuries, and a 0.36% decrease in DWI offenses in Travis County. On the other hand, ridesourcing use is not significantly associated with road fatalities. This study augments existing work because it moves beyond binary indicators of ridesourcing availability and analyzes crash and ridesourcing trips patterns within an urbanized area rather than their metropolitan-level variation. Contributions include developing a data-rich approach for assessing the impacts of ridesourcing use on the transportation system's safety, which may serve as a template for future analyses for other cities. Our findings provide feedback to policymakers by clarifying associations between ridesourcing use and traffic safety and uncover the potential to achieve safer mobility systems with transportation network companies.
Subject(s)
Accidents, Traffic/statistics & numerical data , Automobile Driving/statistics & numerical data , Automobiles/statistics & numerical data , Driving Under the Influence/statistics & numerical data , Safety/standards , Accidents, Traffic/mortality , Automobile Driving/standards , Automobiles/standards , Cities , Driving Under the Influence/prevention & control , Policy , Spatial Analysis , TexasABSTRACT
BACKGROUND: Alcohol consumption is associated with a wide range of adverse health consequences and a leading cause of preventable deaths. Ride-hailing services such as Uber have been found to prevent alcohol-related motor vehicle fatalities. These services may, however, facilitate alcohol consumption generally and binge drinking in particular. OBJECTIVE: The goal of the research is to measure the impact of ride-hailing services on the extent and intensity of alcohol consumption. We allow these associations to depend on population density as the use of ride-hailing services varies across markets. METHODS: We exploit the phased rollout of the ride-hailing platform Uber using a difference-in-differences approach. We use this variation to measure changes in alcohol consumption among a local population following Uber's entry. Data are drawn from Uber press releases to capture platform entry and the Behavioral Risk Factor Surveillance Systems (BRFSS) Annual Survey to measure alcohol consumption in 113 metropolitan areas. Models are estimated using fixed-effects Poisson regression. Pre- and postentry trends are used to validate this approach. RESULTS: Ride-hailing has no association with the extent of alcohol consumption in high (0.61 [95% CI -0.05% to 1.28%]) or low (0.61 [95% CI -0.05% to 1.28%]) density markets, but is associated with increases in the binge drinking rate in high-density markets (0.71 [95% CI 0.13% to 1.29%]). This corresponds to a 4% increase in binge drinking within a Metropolitan Statistical Area. CONCLUSIONS: Ride-hailing services are associated with an increase in binge drinking, which has been associated with a wide array of adverse health outcomes. Drunk driving rates have fallen for more than a decade, while binge drinking continues to climb. Both trends may be accelerated by ride-hailing services. This suggests that health information messaging should increase emphasis on the direct dangers of alcohol consumption and binge drinking.
Subject(s)
Alcohol Drinking/epidemiology , Automobiles/standards , Transportation/methods , Female , Humans , Longitudinal Studies , MaleSubject(s)
Accidents, Traffic/mortality , Automobiles/standards , Economics , Humans , Iran/epidemiologyABSTRACT
Modern-day Connected and Autonomous Vehicles (CAVs) with more than 100 million code lines, running up-to a hundred Electronic Control Units (ECUs) will create and exchange digital information with other vehicles and intelligent transport networks. Consequently, ubiquitous internal and external communication (controls, commands, and data) within all CAV-related nodes is inevitably the gatekeeper for the smooth operation. Therefore, it is a primary vulnerable area for cyber-attacks that entails stringent and efficient measures in the form of "cybersecurity". There is a lack of systematic and comprehensive review of the literature on cyber-attacks on the CAVs, respective mitigation strategies, anticipated readiness, and research directions for the future. This study aims to analyse, synthesise, and interpret critical areas for the roll-out and progression of CAVs in combating cyber-attacks. Specifically, we described in a structured way a holistic view of potentially critical avenues, which lies at the heart of CAV cybersecurity research. We synthesise their scope with a particular focus on ensuring effective CAVs deployment and reducing the probability of cyber-attack failures. We present the CAVs communication framework in an integrated form, i.e., from In-Vehicle (IV) communication to Vehicle-to-Vehicle (V2X) communication with a visual flowchart to provide a transparent picture of all the interfaces for potential cyber-attacks. The vulnerability of CAVs by proximity (or physical) access to cyber-attacks is outlined with future recommendations. There is a detailed description of why the orthodox cybersecurity approaches in Cyber-Physical System (CPS) are not adequate to counter cyber-attacks on the CAVs. Further, we synthesised a table with consolidated details of the cyber-attacks on the CAVs, the respective CAV communication system, its impact, and the corresponding mitigation strategies. It is believed that the literature discussed, and the findings reached in this paper are of great value to CAV researchers, technology developers, and decision-makers in shaping and developing a robust CAV-cybersecurity framework.
Subject(s)
Accidents, Traffic/prevention & control , Accidents, Traffic/statistics & numerical data , Automobile Driving/psychology , Automobile Driving/standards , Automobiles/standards , Computer Security/standards , Computer Security/trends , Adult , Aged , Aged, 80 and over , Automobile Driving/statistics & numerical data , Automobiles/statistics & numerical data , Computer Security/statistics & numerical data , Female , Forecasting , Guidelines as Topic , Humans , Male , Middle Aged , Young AdultABSTRACT
Electro-mechanical brakes (EMBs) are the future of braking systems, particularly in commercial vehicles. Therefore, it is important to design a simple EMB scheme and establish its clamping force control strategy to satisfy the demands of commercial vehicle braking systems. This study proposes a pneumatic disc-brake-based EMB for an electric bus. Its working principle was established, and the system model was analyzed. Subsequently, the hidden Markov models (HMMs) of driver decelerate and brake intentions were built and recognized based on the analytic hierarchy process (AHP). Given the time-consuming behavior of the proposed EMB to eliminate brake clearance due to the leverage effect of the arm and motor performance limitation, a clamping force control strategy factoring in the driver intentions was developed to improve the response performance without changing the structure or size of the EMB. Furthermore, simulation analyses were performed using MATLAB/Simulink. The results confirmed that under the action of a step and 5 Hz triangular sawtooth signals, the clamping force output from the EMB corresponds well with the target signal. The clamping force gradually increases when approaching the target without overshoot and jitter during the process. The overall clamping force response time is decreased by approximately 0.25 s under the driver emergency brake than the conventional control method. Hence, the response performance of the EMB is improved.
Subject(s)
Automobiles/standards , Computer Simulation , Deceleration , Intention , Automobile Driving/psychology , Equipment Design/methods , HumansABSTRACT
In this viewpoint we briefly review the evidence for smoke-free car legislation. We find that this legislation has been consistently associated with reduced secondhand exposure in cars with children/youth in all nine jurisdictions studied. Despite this, there are various aspects of this intervention that warrant further study-especially determining its impact on reducing tobacco-related ethnic inequalities. So we argue that the New Zealand Ministry of Health should invest in a thorough evaluation of this important upcoming public health intervention. This could both help the country in further refining the design of the law (if necessary) and would also be a valuable contribution to advancing the knowledge base for international tobacco control.
Subject(s)
Automobiles/legislation & jurisprudence , Environmental Exposure/prevention & control , Smoke-Free Policy/legislation & jurisprudence , Tobacco Smoke Pollution/legislation & jurisprudence , Adolescent , Automobiles/standards , Child , Environmental Exposure/adverse effects , Ethnicity/statistics & numerical data , Humans , New Zealand/epidemiology , Public Health/economics , Public Health/legislation & jurisprudence , Socioeconomic Factors , Nicotiana/adverse effects , Tobacco Smoke Pollution/adverse effects , Tobacco Smoke Pollution/prevention & controlSubject(s)
Betacoronavirus , Commerce/organization & administration , Coronavirus Infections/epidemiology , Pneumonia, Viral/epidemiology , Sustainable Development , Administrative Personnel/economics , Administrative Personnel/ethics , Automobiles/standards , COVID-19 , Commerce/economics , Disclosure , Goals , Humans , Organizational Innovation/economics , Organizational Objectives , Pandemics , SARS-CoV-2 , Salaries and Fringe Benefits/economicsABSTRACT
Most of the previous studies that investigated the factors increasing the severity of rear-end collisions were based on analyzing collision reports from multiple years and combining them into a single dataset for analysis. Analyzing pooled data from multiple years carries the risk of introducing aggregation bias in the analysis. Those aggregated models might be structurally unstable, and the significance of the risk factors identified using those aggregated models might change over time due to the ongoing changes in vehicle technologies, law-enforcement technologies, and drivers' attitudes. This study demonstrates the importance of testing the temporal stability of pooled data by utilizing logistic regression modeling to analyze all rear-end collisions that occurred in North Carolina for the period from January 1, 2004 to December 31, 2015. Separate models were developed for each year to model injury severity of striking and struck drivers. The year-wise models were compared together to identify the most temporally stable factors, and it was found that older and female drivers are usually more severely injured, but they do not increase injury severity of the drivers they collide with. It was also found that compared to other light-duty vehicles, passenger cars are usually associated with increased injury severity to their drivers and reduced injury severity to the drivers of the vehicles they collide with. The increased age of a vehicle was found to increase the injury severity of its driver as well as the driver of the vehicle it collides with. Dark conditions were found to increase drivers' injury severity, but adverse weather conditions have no similar effect. For comparison, aggregated models were also developed by pooling data from all analysis years (from 2004 to 2015) and were found to return significant factors that were found by the year-wise models to be temporally unstable. Chow tests were performed on the data, and it was found that pooling data for four years or more generally returned structurally unstable models.
Subject(s)
Accidents, Traffic/statistics & numerical data , Injury Severity Score , Wounds and Injuries/mortality , Accidents, Traffic/classification , Adult , Automobiles/standards , Case-Control Studies , Female , Humans , Logistic Models , Male , Middle Aged , North Carolina/epidemiology , Risk Factors , Wounds and Injuries/epidemiologyABSTRACT
OBJECTIVES: The US has among the world's strictest automobile emission standards, but it is now loosening them. It is unclear where a nation should draw the line between the associated cost burden imposed by regulations and the broader societal benefits associated with having cleaner air. Our study examines the health benefits and cost-effectiveness of introducing stricter vehicle emission standards in France and Italy. STUDY DESIGN: Quasi-experimental study. METHODS: We used cost-effectiveness modeling to measure the incremental quality-adjusted life years (QALYs) and cost (Euros) of adopting more stringent US vehicle emission standards for PM2.5 in France and Italy. RESULTS: Adopting Obama era US vehicle emission standards would likely save money and lives for both the French and Italian populations. In France, adopting US emission standards would save 1000 and increase QALYs by 0.04 per capita. In Italy, the stricter standards would save 3000 and increase QALYs by 0.31. The results remain robust in both the sensitivity analysis and probabilistic Monte Carlo simulation model. CONCLUSIONS: Adopting more stringent emission standards in France and Italy would save money and lives.
Subject(s)
Automobiles/standards , Particulate Matter , Vehicle Emissions/prevention & control , Cost-Benefit Analysis , France , Humans , Italy , Particulate Matter/toxicity , Quality-Adjusted Life Years , United States , Vehicle Emissions/toxicityABSTRACT
The objective of this paper was to develop an injury risk model relating real world injury outcomes in near-side crashes with U.S. New Car Assessment Program (NCAP) test performance, crash, and occupant properties. The study was motivated by the longer-term goal of predicting injury outcomes in a future fleet in which all vehicles are expected to have passive safety performance equivalent to a 5-star NCAP rating level (the highest star rating and lowest risk of injury). The dataset used to evaluate injury risk was the National Automotive Sampling System / Crashworthiness Data System (NASS/CDS). Case years 2010-2015 were used. An injured occupant was defined as a vehicle occupant who experienced an injury of maximum Abbreviated Injury Scale (AIS) of 2 or greater, or who were fatally injured. Injury severity was scored using AIS-2005 (2008 update). Cases were selected in which front-row occupants of late-model vehicles were exposed to a near-side crash. Logistic regression was used to develop an injury model with delta-v, belt status, age, and gender as predictor variables. The side crash performance of each vehicle was identified and added to the model by matching each case with the associated performance in the NCAP moving deformable barrier side impact crash test. NCAP MDB test performance, delta-v, and occupant age, sex, and BMI were found to be significant predictors of injury risk. The effect of a 5 % higher risk in the MDB test (approximately one star rating worse) was comparable to a 2.84 km/h increase in delta-v. This model informs the development of active safety systems in a future fleet where vehicle passive safety performance is higher, quantified by the NCAP MDB test.