Roof Strength: A Factor in Rollover Injuries

2000 ◽  
Author(s):  
Stephen R. Syson
Keyword(s):  
Traffic Safety ◽  
Relative Frequency ◽  
Reporting System ◽  
Highway Traffic ◽  
Passenger Cars ◽  
National Highway Traffic Safety ◽  
Light Trucks ◽  
Roof Strength ◽  
Involvement Rate ◽  
Serious Injuries

Abstract Recently, the National Highway Traffic Safety Administration (NHTSA) reported that injuries and fatalities in rollover continue to be a serious problem out of proportion with the relative frequency of such incidents. (Summers, 1997) On average, 7,797 annual rollover involved fatalities were reported by the Fatal Accident Reporting System (FARS), between 1988 and 1994. There were also between 43,000 and 58,000 annual rollover involved incapacitating injuries between 1988 and 1994, as reported by NASS GES. Approximately 16 percent of serious injuries to passenger car occupants and 42 percent of serious injuries to light truck occupants occurred in vehicles that rolled over. Light trucks, including vans, experienced the highest rollover involvement rate, 25.9 percent, compared to 15.3 percent for passenger cars.

scholarly journals Forensic Engineering Applications of the G-DaTA?V™ System of Equations to Real-World Collisions

2015 ◽  
Vol 32 (2) ◽  
Author(s):  
Jerry S. Ogden
Keyword(s):  
Traffic Safety ◽  
Real World ◽  
System Of Equations ◽  
Collision Dynamics ◽  
Highway Traffic ◽  
Sampling System ◽  
Velocity Change ◽  
National Highway Traffic Safety ◽  
Light Trucks ◽  
Total Velocity

Analysis of vehicle deformation from impacts largely relies upon A and B stiffness coefficients for vehicle structures in order to approximate the velocity change and accelerations produced by an impact. While frontal impact stiffness factors for passenger vehicles, light trucks, vans, and sport utility vehicles are relatively prevalent for modern vehicles, stiffness factors for rear and side structures, as well as heavy vehicles, buses, recreational vehicles, trailers, motorcycles, and even objects, are essentially non-existent. This paper presents the application of the Generalized Deformation and Total Velocity Change Analysis to real-world collision events (G-DaTA?V™ System of Equations) as developed by this author. The focus of this paper addresses the relative precision and accuracy of the G-DaTA?V™ System of Equations for determining the total velocity change for oblique and/or offset vehicle-to-vehicle collisions involving light trucks and sport utility vehicles, which are largely under-represented with modern vehicle A and B stiffness values for side and rear surfaces. The previous paper presented by this author to the Academy addressed the relative accuracy and precision of the G-DaTA?V™ System of Equations as they relate to a first validation using the RICSAC-staged collision database. As a secondary and more comprehensive validation process, the G-DaTA?V™ System of Equations will be applied to real-world collision data obtained through the National Automotive Sampling System (NASS), which provides the National Highway Traffic Safety Administration (NHTSA) with a comprehensive compilation of real-world collision events representing a broad-based collection of collision configurations from across the country. This data represents a reusable source of information that was collected using standardized field techniques implemented by NASS-trained field technicians. Through using a “core set of crash data components,” NASS has demonstrated its utility and applicability to a vast array of statistical and analytical studies regarding traffic safety and vehicle collision dynamics.

Cervical Spine Tolerance to Catastrophic Injury in Rollover Crash Environments

2009 ◽  
Author(s):  
Donald S. Burke ◽  
Martha W. Bidez ◽  
Kathryn Mergl
Keyword(s):  
Traffic Safety ◽  
The United States ◽  
Fatality Rate ◽  
Passenger Vehicle ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Catastrophic Injury ◽  
National Highway ◽  
Serious Injuries ◽  
Rollover Crash

According to the National Highway Traffic Safety Administration (NHTSA) rollovers have a higher fatality rate than all other kinds of crash modes. Of the 6,159,287 police reported crashes in 2005 in the United States, only 4.1% involved a rollover. Yet, rollovers accounted for 34.4% (10,816) of all passenger vehicle fatalities and another 149,406 individuals sustained serious injuries in rollover crashes in 2005 [5].

Designing for Rollover Impacts With Narrow Objects

2011 ◽  
Author(s):  
Brian R. Herbst ◽  
Steven E. Meyer ◽  
Arin A. Oliver ◽  
Lauren D. Bell ◽  
Stephen M. Forrest
Keyword(s):  
Traffic Safety ◽  
High Speed ◽  
The United States ◽  
Tilt Test ◽  
Highway Traffic ◽  
Test Device ◽  
National Highway Traffic Safety ◽  
Roof Structure ◽  
Occupant Injury ◽  
Roof Strength

While some debate has existed in the literature regarding the relationship between roof crush and occupant injury, the United States (U.S.) National Highway Traffic Safety Administration (NHTSA) has identified an increased safety benefit in improving roof strength and has mandated new higher roof crush resistance requirements. Frequently, roof impacts occur in rollover crashes when a vehicle travels off the lanes of the roadway and impacts various types of narrow objects along the roadway edge such as light poles, utility poles and/or trees. A previously reported tilt-test device and methodology is presented along with a new pendulum-test device and methodology, both of which allow for dynamic, repeatable impact evaluation of vehicle roof structures with narrow objects. The data collected includes not only residual crush, but also dynamic vehicle instrumentation and high speed video analysis. Two series of full vehicle tests are reported which represent each of the methodologies. The testing conditions for each series was determined based upon analysis of a real-world narrow object rollover impact. Each testing series allows for analysis of the damage resulting from the narrow object impact to the roof structure for a production vehicle as well as one that has been structurally reinforced. Results demonstrate that the reinforced roof structure significantly reduced the roof deformation compared to that of the production roof structure. The input energy of each test and resulting damage patterns can be used as both a reconstruction tool and structural assessment test.

Children, Adolescents, and Advertising

PEDIATRICS ◽  
1995 ◽  
Vol 95 (5) ◽  
pp. 708-708
Author(s):  
Keyword(s):  
Traffic Safety ◽  
Reporting System ◽  
Motor Vehicle ◽  
Motor Vehicle Crash ◽  
Policy Statement ◽  
Washington Dc ◽  
Department Of Transportation ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Crash Data

The following is a correction to the AAP Policy Statement entitled "Childen, Adolescents, and Advertising" that appeared in the February 1995 issue of Pediatrics (1995:95:295-297). Under the heading entitled Beer and Wine on page 296, the statistic should have read "In 1993, 3137 young people who were 16 to 24 years of age died in alcohol-related motor vehicle crashes." Also, on page 297, Reference 19 should be changed to the following: National Center for Statistics and Analysis. National Highway Traffic Safety Administration. Traffic Safety Facts 1993: A Compilation of Motor Vehicle Crash Data From the Fatal Accident Reporting System and the General Estimates System. Washington, DC: National Center for Statistics and Analysis; 1993. US Department of Transportation publication DOT HS 808 169.

Pediatric Airbag Injuries

2002 ◽  
Author(s):  
Anthony Sances ◽  
Srirangam Kumaresan ◽  
David Daniels ◽  
Keith Friedman
Keyword(s):  
Traffic Safety ◽  
Motor Vehicles ◽  
Crash Severity ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Low Speed ◽  
Life Threatening ◽  
Frontal Crashes ◽  
Injury Probability ◽  
Serious Injuries

The advent of airbag technology has helped to reduce the injuries to belted occupants in motor vehicles during moderate to severe frontal and near frontal crashes [1–3]. Airbags have been in use since the early 1970s. As of July 2001, airbags have saved 7224 lives including 6066 drivers and 1158 front right passengers. However, the airbag deployments at low crash severity showed higher injury probability of occupants. The majority of airbag fatalities are associated with low speed impacts with deployments. As of July 2001, the National Highway Traffic Safety Administration (NHTSA) has reported 144 fatalities and serious life threatening injuries to children due to passenger airbags [4]. It is also reported that four children died and one child sustained life-threatening injury due to a driver side airbag. The publication from Transport Canada noted that the airbags increase the overall risk of injury of children under the age of 10 by approximately 21% [5]. Although the airbags have saved many lives, they are also responsible for fatalities and serious injuries during low speed severity collision. The present study reports pediatric airbag injuries sustained during low speed crashes.

Evaluation of Automotive Roof Strength and Pretensioner Performance on the Occupant Neck Load

2010 ◽  
Author(s):  
Chandrashekhar K. Thorbole ◽  
Stephen A. Batzer ◽  
David A. Renfroe
Keyword(s):  
Traffic Safety ◽  
Injury Risk ◽  
Element Model ◽  
Neck Injury ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Hybrid Iii ◽  
The Subject ◽  
Roof Strength ◽  
Modest Level

Roof intrusion is a major cause of neck injury to belted occupants during rollover accidents. The correlation of reduced head room with increased injury risk has been demonstrated by the National Highway Traffic Safety Administration (NHTSA) and others such as the Insurance Institute of Highway Safety (IIHS). The current FMVSS 216 standard requires the vehicle roof, when loaded with a platen of prescribed geometry and application vector, to resist 1.5 times the vehicle empty weight before deforming 127mm. This standard was developed to ensure a modest level of safety of the vehicle in rollover. This paper demonstrates the relation between roof intrusions, available head room and belt pretension on occupant neck loads. A validated finite element model of a 2001 Ford Taurus is used to conduct an inverted drop simulation. The vehicle’s roof impacts an ideally rigid surface with 5 deg of roll and 10 deg of pitch. A 95th percentile Hybrid III ATD (Anthropomorphic Test Device) is used to simulate a large occupant. The simulations are conducted both for a production roof and a modified stiffer, stronger roof. The production roof is modified by addition of extra material in the B-pillars and A-pillars to enhance strength. A seatbelt pretensioner is also modeled to demonstrate the effectiveness of belt pretension in attenuating neck loads. This study demonstrates the inadequate performance of the subject production roof in preventing neck injury. The stronger roof in association with the belt pretensioner reduces the magnitude of the neck loads sufficiently to prevent injury. This study indicates that strong, non-deforming roofs along with belt pretension diminishes neck injury.

Fire truck crashes with apparatus driver fatalities: Fatality Analysis Report System (FARS): 1991-2000

2004 ◽  
Vol 2 (2) ◽  
pp. 52
Author(s):  
Steven L. Proudfoot ◽  
Edward Lee Husting, PhD, MPH
Keyword(s):  
Traffic Safety ◽  
Reporting System ◽  
Seat Belts ◽  
Highway Traffic ◽  
Fair Weather ◽  
Driver Training ◽  
Related Factors ◽  
National Highway Traffic Safety ◽  
Rural Roads ◽  
Report System

This analysis reports crashes in which firefighters were killed on fire apparatus. The National Highway Traffic Safety Administration’s (NHTSA) Fatality Analysis Reporting System (FARS) from 1991 through 2000 included 33 incidents with 38 firefighter fatalities, including 23 apparatus drivers. Crashes increased steadily from two in 1991 to six in 2000. The average age of the victims was 37.7 years and the average of the drivers was 38.3. Alcohol was a possible factor in two incidents. The most commonly cited driver-related factors are “failure to keep in proper lane or running off road” and “driving too fast for conditions or in excess of posted speed limit.” Of 33 total incidents, 25 involved rollover. In 19 crashes involving rollover in which the apparatus drivers were killed, 12 drivers were either totally or partially ejected from the vehicle. Eleven were not wearing restraints. Twelve of the drivers were killed while using lights and sirens. Most fatalities took place on dry roads, in fair weather, during daylight hours. Twenty-one of 23 incidents occurred on rural roads. In 11 of the incidents, the driver was the sole vehicle occupant. Drivers should wear seat belts and adjust for vehicle limitations and hazardous conditions. Semiannual refresher driver training is recommended.

scholarly journals Retooling Cafe

2004 ◽  
Vol 126 (04) ◽  
pp. 24-27
Author(s):  
John DeGaspari
Keyword(s):  
Traffic Safety ◽  
Fuel Efficiency ◽  
Highway Traffic ◽  
National Academy Of Sciences ◽  
Bottom Line ◽  
National Highway Traffic Safety ◽  
Public Comment ◽  
Light Trucks ◽  
The Cost ◽  
Academy Of Sciences

National Highway Traffic Safety Administration (NHTSA) is focusing attention on fuel economy rules for light trucks. Some suggestions for reforms to certain CAFE standards have been published by the National Academy of Sciences in January 2002 in a report that examined the effectiveness of CAFE. The report suggests revising the structure of the light truck standards to reduce incentives to lower vehicle weight, because of the argument that weight increases safety. NHTSA is currently soliciting public comment for its possible CAFE reforms. The agency has not come up with definite targets for reform. It has stated some possibilities, including those in the National Academy of Sciences report, but is open to suggestions at this point. The National Academy of Sciences report analyzed the cost-effectiveness of the application of existing technology on various classes of cars and light trucks. The bottom line of the analysis is that proven technology can cost-effectively improve fuel efficiency, with light trucks showing the biggest opportunity for improvement.

Side Impact Pediatric Injury Studies

2001 ◽  
Author(s):  
Anthony Sances ◽  
John Harcourt ◽  
Srirangam Kumaresan
Keyword(s):  
Traffic Safety ◽  
Motor Vehicle ◽  
Side Impact ◽  
Vehicle Safety ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Pediatric Injury ◽  
Side Impacts ◽  
Serious Injuries ◽  
Impact Injury

Abstract Side impact injury and intrusion has been studied for many decades. According to the National Highway Traffic Safety Administration (NHTSA) side impacts account for 30% of all fatalities and 34% of all serious injuries to passenger car occupants [1,2]. A discussion of the Federal Motor Vehicle Safety Standard (FMVSS) 214 on the impactor, impacted vehicle and occupant motion is reported [3].

scholarly journals Traffic Crash Victimizations of California Children and Teenagers by Drinking Over-21 Drivers

2009 ◽  
Vol 7 (2) ◽  
pp. 56-66 ◽  
Author(s):  
Mike Males
Keyword(s):  
Traffic Safety ◽  
Injury Severity ◽  
Reporting System ◽  
The Other ◽  
Drinking And Driving ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Traffic Crash ◽  
Fatal Crashes ◽  
Teenage Drivers

Underaged drinking‖ by Californians younger than 21 generates perpetual concern, but the toll ―overaged drinkers‖ 21 and older inflict on children and teenagers has not been quantified. This study extracts Fatality Analysis Reporting System crash cases involving California drivers testing positive for alcohol use along with those of the other drivers, passengers, and nonoccupants in the same crashes for 1998-2007 and arranges them in cross tabulations showing the ages of drinking drivers in fatal crashes by ages, injury severity, and types of victims. National Highway Traffic Safety Administration estimates are used to project all alcohol-related traffic victimizations. Californians age 21 and older who drank and drove caused approximately 235,000 crashes from 1998-2007 victimizing persons under age 20, killing more than 400 children under age 16 and 400 teens age 16-19 and injuring nearly 80,000 children and teens. Drinking over-21 drivers caused most alcohol-related victimizations of teenage vehicle passengers and nonoccupants and victimized more sober teenage drivers than drinking teen drivers victimized sober over-21 drivers. If tabulated as a separate mortality cause, ―overaged drinking and driving‖ would be the fifth leading cause of death to California teens age 16-19 and the sixth leading cause for children ages 1- 15. The findings suggest ―overaged drinking‖ represents as severe a hazard to teenagers as ―underaged drinking.‖

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