Measuring the Effectiveness of Vehicle Inspection Regulations in Different States of the U.S.

2019 ◽  
Vol 2673 (5) ◽  
pp. 208-219 ◽  
Author(s):  
Subasish Das ◽  
Srinivas R. Geedipally ◽  
Karen Dixon ◽  
Xiaoduan Sun ◽  
Chaolun Ma
Keyword(s):  
Traffic Safety ◽  
Motor Vehicle ◽  
Statistical Significance ◽  
Vehicle Safety ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Manufacturing Defects ◽  
Safety Research ◽  
Vehicle Inspection ◽  
The U.S

The National Highway Traffic Safety Administration’s (NHTSA) guideline on state motor vehicle inspection programs recommends that states should maintain a vehicle safety inspection program to reduce the crash outcomes from the number of vehicles with existing or potential conditions. Some states have started to terminate the vehicle safety inspection program because of insufficient effectiveness measures, budget constraints, and modern safer automobiles. Despite the consensus that these periodic inspection programs improve vehicle condition and improve safety, research remains inconclusive about the effect of safety inspection programs on crash outcomes. There is little recent research on the relationship between vehicle safety inspection programs and whether these programs reduce crash rates or crash severities. According to the 2011–2016 Fatality Analysis Reporting System (FARS) data, nearly 2.6% of fatal crashes happened as a result of the vehicle’s pre-existing manufacturing defects. NHTSA’s vehicle complaint database incorporates more than 1.4 million complaint reports. These reports contain extended information on vehicle-related disruptions. Around 5% of these reports involve some level of injury or fatalities. This study used these two databases to determine the effectiveness of vehicle inspection regulation programs in different states of the U.S. A statistical significance test was performed to determine the effectiveness of the vehicle safety inspection programs based on the states with and without safety inspection in place. This study concludes that there is a need for vehicle safety inspections to be continued for the reduction of vehicle complaints.

scholarly journals 40 Years and More of Tire Science and Technology: A History of The Tire Society

2021 ◽  
Author(s):  
James E. McIntyre
Keyword(s):  
Traffic Safety ◽  
Motor Vehicle ◽  
Science And Technology ◽  
The United States ◽  
Vehicle Safety ◽  
Annual Conference ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
History Of ◽  
Motor Vehicle Safety

ABSTRACT In the late 1960s in the United States, public interest in motor vehicle safety was at an all-time high, resulting in the National Traffic and Motor Vehicle Safety Act, the Highway Safety Act, and the creation of the National Highway Traffic Safety Administration. Around 1970, a group of industry scientists saw a need for a forum for creation of useful tire standards and dissemination of scientific knowledge about tires. This led to the formation of the American Society for Testing and Materials (ASTM) Committee F-09 on tires in 1971. In 1972, the committee began publication of the journal Tire Science & Technology (TSTCA), the first peer-reviewed journal dedicated exclusively to scientific articles on tires. In 1979, ASTM ceased publication of the journal, and in 1980, members of F-09 incorporated The Tire Society to continue publication. In 1982, The Tire Society held its first annual Conference on Tire Science and Technology. Nearly 40 years later, the society has been through many changes, but the journal, the annual conference, and the core mission of encouraging and disseminating knowledge about tire science and technology remain. Through a review of documents and interviews with members of the society, this article seeks to comprehensively document the history of The Tire Society.

Automobile Safety for Children, Seat Belt Division

PEDIATRICS ◽  
1971 ◽  
Vol 47 (5) ◽  
pp. 956-956
Author(s):  
William F. Rowley ◽  
Eugene Lariviere ◽  
Charles W. Dietrich
Keyword(s):  
Traffic Safety ◽  
Motor Vehicle ◽  
Seat Belt ◽  
Vehicle Safety ◽  
Highway Traffic ◽  
Safety Standard ◽  
National Highway Traffic Safety ◽  
Automobile Safety ◽  
Motor Vehicle Safety ◽  
First Time

I would like to call your readers' attention to the effective date of the Motor Vehicle Safety Standard No. 213, Child Seating Systems, which is April 1, 1971.1 This ruling provides that child seating systems offered for sale have to meet specifications set by the National Highway Traffic Safety Administration. Now, for the first time, a physician, who can and should recommend that parents of young children purchase restraining devices, can be assured that these devices will provide effective restraint.

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].

Influence of Vehicle Restraint System Design on the Kinematics and Neck Forces of a Rear Seat Small Occupant

2011 ◽  
Author(s):  
Donald S. Burke ◽  
Martha W. Bidez ◽  
Kathryn M. Mergl
Keyword(s):  
Traffic Safety ◽  
Motor Vehicle ◽  
Seat Belt ◽  
The United States ◽  
Rear Seat ◽  
Older Children ◽  
Highway Traffic ◽  
Motor Vehicle Collisions ◽  
National Highway Traffic Safety ◽  
Vehicle Collisions

In 2008, motor vehicle collisions resulted in 968 child occupant fatalities and 193,000 seriously injured children, ages 14 years old and younger, according to the most recent data provided by the National Highway Traffic Safety Administration (NHTSA) [1]. In fact, motor vehicle collisions are the leading cause of death for all children ages 3 to 14 years old living in the United States [1]. As children grow older they require size-appropriate restraint types to fit their body at each developmental level. For older children, booster seats are not a total solution for child safety as they are often dependent on the design of the vehicle seat belt system (2). Additionally, there is no federal standard that requires vehicle manufacturers to dynamically test the performance of child seats of any type in their vehicles.

Vehicle Consumer Complaint Reports Involving Severe Incidents: Mining Large Contingency Tables

2018 ◽  
Vol 2672 (32) ◽  
pp. 72-82 ◽  
Author(s):  
Subasish Das ◽  
Abhisek Mudgal ◽  
Anandi Dutta ◽  
Srinivas R. Geedipally
Keyword(s):  
Traffic Safety ◽  
Empirical Bayes ◽  
Highway Traffic ◽  
Vehicle Model ◽  
National Highway Traffic Safety ◽  
Manufacturing Defects ◽  
Consumer Complaints ◽  
Defect Groups ◽  
Vehicle Technologies ◽  
Major Defect

According to 2010–2014 Fatality Analysis Reporting System (FARS) data, nearly 6.35% of fatal crashes happened as a result of vehicles’ pre-existing manufacturing defects. The National Highway Traffic Safety Administration’s (NHTSA) vehicle complaint database incorporates more than 1.37 million complaint reports (as of June 1, 2017). These reports contain extended information on vehicle-related disruptions. Around 5% of these reports involve some level of injury or fatalities. This study had two principal objectives, namely (1) perform knowledge discovery to understand the latent trends in consumer complaints, and (2) identify clusters with high relative reporting ratios from a large contingency table of vehicle models and associated complaints. To accomplish these objectives, 67,201 detailed reports associated with injury or fatalities from the NHTSA vehicle complaint database were examined. Exploratory text mining and empirical Bayes (EB) data mining were performed. Additionally, this study analyzed five years (2010–2014) of FARS data to examine the research findings. Results show that major vehicular defects are associated with air bags, brake systems, seat belts, and speed controls. The EB metrics identified several key ‘ vehicle model with major defect’ groups that require more attention. This study demonstrates the applicability of consumer complaints in identifying major vehicular defects as well as key groups of ‘ vehicle model with major defect.’ The findings of this study will provide a significant contribution to the reduction of crashes from vehicle-related disruptions. The research presented in this paper is crucial given the ongoing advancement of connected and automated vehicle technologies.

scholarly journals Impact of CARB’s Tailpipe Emission Standard Policy on CO2 Reduction among the U.S. States

2019 ◽  
Vol 11 (4) ◽  
pp. 1202 ◽  
Author(s):  
Jaewon Lim ◽  
DooHwan Won
Keyword(s):  
Traffic Safety ◽  
Co2 Reduction ◽  
Political Support ◽  
Highway Traffic ◽  
Emission Standard ◽  
National Highway Traffic Safety ◽  
Policy Effect ◽  
Long Run ◽  
The Impact ◽  
The U.S

U.S.Environmental Protection Agency (EPA) set the nationwide emission standard policy, but each state in the U.S. has an option to follow the higher emission standard policy set by CARB (California Air Resources Board) in 2004. There are 14 “CARB states” that follow California’s more restrictive standards. The purpose of this paper is to examine the impact of CARB’s tailpipe emission standard policy. Using the panel dataset for 49 U.S. states over a 28-year study period (1987–2015), this paper found the long-term policy effect in reducing CO2 emission from CARB’s tailpipe standard, and its long-run effect is 5.4 times higher than the short-run effect. The equivalent policy effect of the CARB emission standard in CO2 reduction can be achieved by raising gasoline price by 145.43%. Also, if 26.0% of petroleum consumed for transportation is substituted by alternative clean fuels (natural gas or electricity), it will have a comparable policy effect in CO2 reduction. Findings in this study support to continue the collaborative efforts among the EPA, National Highway Traffic Safety Administration (NHTSA), and California in order to achieve the CO2 reduction goal set by CARB and adopted by the EPA in 2012. The packaged policy approach rooted in persistent public and political support is necessary for successful policy implementation.

PP29 Improving buckle up in EMS study (iBEST)

2021 ◽  
Vol 38 (9) ◽  
pp. A12.3-A13
Author(s):  
Maneeporn Thavaravej ◽  
Dhanadol Rojanasarntikul
Keyword(s):  
Traffic Safety ◽  
Statistical Significance ◽  
Demographic Data ◽  
Seat Belt ◽  
P Value ◽  
Highway Traffic ◽  
National Highway Traffic Safety ◽  
Severity Of Injury ◽  
Incident Rate ◽  
A Prospective Study

BackgroundAccording to NHTSA (National Highway Traffic Safety Administration), data collected from 1992-2011 showed that 84 percent of EMS provider was not restrained while working; increasing the severity of injury when an ambulance crashes or abruptly stop.ObjectivesTo increase the awareness of EMS providers focusing on safety belt usage during their work.MethodThe study design is a prospective study including fifteen of physicians, nurses, paramedics, ambulance driver, and nurse aid from King Chulalongkorn Memorial Hospital, whom went on duty from April to October 2020. The collected data includes demographic data, occupation and its safety, reasons for not using seat belt. The data related to seat belt usage collected were then described and analysed by Mixed-effects Poisson Regression method and interpreted as Incident Rate Ratio (IRR) with 95% confidence interval (95% CI) and p-value.Result3 out of 15 (20%) did not use seat belt in the period before warning stickers were posted in the ambulance. When compared to 1 month after warning stickers were posted, the number of sample using seatbelt while working/travelling in the ambulance elevated to 11 out of 15 (73.33%) [IRR (95%CI) =3.66 (95% CI: 1.02, 13.13), p = 0.046].While at 3 months and 6 months, 10 out of 15 (66.77%) and 6 out of 15 (40%) still adhere to seat belt use, respectively. There is no statistical significance with the rate of seatbelt usage comparing between one, three, and six months after the warning stickers were posted. The most common reason for not using seatbelt is 1) seat cover covering the seatbelt 2) obstructing work 3) cannot reach equipment.ConclusionWarning stickers posted in the ambulance can increase awareness for seatbelt use of King Chulalongkorn Hospital’s EMS personnel while working.

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.

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